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PROCEEDINGS
SIXTEENTH ANNUAL CONVENTION
American Railway Engineering
Association
HELD AT THE
CONGRESS HOTEL, CHICAGO, ILLINOIS
March 16, 17 and 18, 1915
VOLUME 16
PUBLISHED BY
THE AMERICAN RAILWAY ENGINEERING ASSOCIATION
CHICAGO
1915
Copyright, 1915,
By American Railway Engineering Association
Chicago, 111.
TABLE OF CONTENTS
PART 1.
TABLE OF CONTENTS 3-2-'
CONSTITUTION.
CONSTITUTION 23-38
Name, Object and Location J3
Membership 2S
Admission and Expulsion 2°
Dues 28
Officers • • 28
Nomination and Election of Officers 29
Management 31
Meetings 32
Amendments 33
GENERAL INFORMATION.
GENERAL INFORMATION 34-37
Appointments of Committees and Outline of Work 34
Preparation of Committee Reports 34
Publication of Committee Reports 30
Consideration of Committee Reports 3°
Publication by Technical Journals , \7
General Rules for Publication of the Manual
BUSINESS SESSION.
BUSINESS SESSION »' ''-*
Introductory Remarks by the Presidenl 4'
President's Address ''
Repoii of the Secretary 4"
Publications 43
The Proceedings 4s
Monographs
I duplication of Work
The Annual Conventions A''
Membership
Financial Statement
Receipts and Expenditures in I '• tail
Stresses in Track Fund .
3
4 TABLE OF CONTENTS.
BUSINESS SESSION— Continued. page.
Report of the Treasurer 53
Condensed Report of Convention 54-^2
Report of Tellers 57
Resolutions Adopted 59> 6o
Installation of Officers 6i
Date of Seventeenth Annual Convention 62
COMMITTEE REPORTS.
RULES AND ORGANIZATION 65-74
Instructions 65
Sub-Committees 65
Committee Meetings 05
Revision of Manual 66
Safety Rules 65
Science of Organization 67
Recommendation? for Next Year's Work 69
Report on Study of Science of Organization 70
Instructions 70
Definitions 70
Organization 70
Science of Organization 70
Organization Working 70
Principles 71
Proper Selection of Material 71
Compensation 72
Education 72
Esprit de Corps 72
Discipline 72
Maintenance of Way Organization 73
Benefits from Study 74
SIGNALS AND INTERLOCKING 75-87
Requisites for Switch Indicators 75
List of Specifications, Findings, Conclusions and Standards
of the Railway Signal Association 77
Rating of Operative Units 84
Revision of Manual 85
Automatic Train Control 86
Requisites of Installation 86
Adj uncts 87
Recommendations for Next Year's Work 87
UNIFORM GENERAL CONTRACT FORMS 89-101
Introductory 89
Changes in General Conditions 90
TABLE OF CONTENTS. 5
UNIFORM GENERAL CONTRACT FORMS Continued. page.
Uniform General Contract Form — Agreement Form 92
Construction Contract— General Conditions 93
Bond, Form 101
ECONOMICS OF RAH. WAN' LOCATION 103-150
Introductory 103
Conclusions 104
Formula for the Economic Value of a Location 104
Friction Resistance Formula 107
Fuel Consumption to7
Grade, Curvature. Rise and Fall, and Distance no
Data Necessary for Economical Design Ill
Length of Engine Runs, Location of Yards and Water
Supply 111
Ruling Gradients Ill
Future Traffic Requirements and Construction of Tempo
rary Lines ' • -'
Compensation of Gradients for Curvature 113
Momentum Gradients 113
.Minor Details of Location, General 113
Definitions 114
Distance ' ' 4
Curvature 1 14
Line Resistance 1 14
Fuel Consumption US
Effect of Minor Details on ( )petating Expenses
Economics of Railway Location 124
Expenses of Operation 126
Maintenance of Way and Structures '-''
Transportation — Rail — Line '-"■
Stokers and Superheaters 135
Coal Consumption With Mechanical Stokei
Performance of Locomotive Stokers
Effect of the Use of Superheated Steam on Locomotive
Tractive Effort 1$
Boiler Capacity 135
Cylinder Performance u1
Minority Report on Econo Railway I" n on
RAH
Standard Rail Sections i;i
Rail Failures and Conclusions Deduced Therefrom 'S3
Special Investigations of Rails
Specifications for Materia] in Rail Joints
Rail Lengths '"
Revision of Manual
locations ' "'
6 TABLE OF CONTENTS.
RAIL— Continued. page.
Future Work 158
Conclusions J 59
Influence of Carbon on the Properties of Rail 161
Summary 185
Formula for Deflections of Rails in Drop Test 189
Summary 194
Study of Rail with Internal Fissure 195
Summary 204
Rail Failure Statistics for 1913 207
Introductory 207
Failures Classified by Mills 211
Comparison of Sections 217
Comparison of Weights 219
Ingot Positions 226
Titanium Alloy 226
Failures per too Track Miles 229
Summary 230
Statistics 232
Comparative Service Tests of 100-lb. Sections, P. S. and A. R.
A.-A., on the Pennsylvania Lines, West of Pittsburgh... 319
Summary 322
Influence of Finishing Temperature on Open-Hearth Rails... 349
Internal Fissures in New Rail 389
Standard Rail Sections 397
R. E. 90-lb 397
R. E. 100-lb 398
R. E. 1 10-lb . .' 399
R. E. 120-lb 400
R. E. 130-lb 401
R. E. 140-lb 4(l-
Specifications for High-Carbon Steel-Joint Bars 403
Specifications for Heat-Treated Oil-Quenched Steel-Joint Bars 404
Specifications for Medium-Carbon Steel Track Bolts with Nuts. 406. 407
Review of Rail Investigations, 1910 to 1914, Inclusive 411
Abstracts of Reports to Rail Committee 414
Conclusions 429
SIGNS, FENCES AND CROSSINGS 433-519
Introductory 433
Fences 435
Definitions 435
Specifications for Standard Right-of-Way Fences 436
F-rection 438
Galvanized Wire Fencing 440
Gates for Right-of-Way Fences 440
Concrete Fence Posts 440
TABLE OF CONTENTS. 7
X
SIGNS, FENCES AND CROSSINGS— Continued. page.
Snow Fences 441
Definitions 441
Snow Plows 442
Snow Sheds 442
Surface Stock-Guards 443
Definitions 443
General Requirements 443
Track Construction and Flangeways at Paved Street Crossings
and in Paved Streets 443
Economy of Concrete and Metal Signs as Compared with
Wood : 444
Economy of Concrete and Metal as Ccunpared with Wood for
Fence Posts 445
Typical Concrete Fence Posts 465
Tests of Concrete Fence Posts 482
Methods Used in Repainting Signs and Specifications for
Whitewashing Cattle-Guard Wing Fences 496
Detail Cost Data— Metal Posts 504
Wood Posts 504
Synopsis of Laws Relating to Crossing Signs 507
Conclusions 508
Recommendations _ 508
Paint Specifications 510
Consistency of Pigments by Weight 510
Mixing and Handling Red Lead 511
Signal Red 516
Signal Yellow 516
Signal Green 516
Bridge Paint 516
Whitewash Specifications 519
TIES 521-564
Revision of Manual 522
Economy in Track Labor and Material Effected Through Use
of Treated Compared with Untreated Cross-Ties 522
Formula for Determining Life and Price of. Ties 524
Economic Comparison of Railroad Ties of Different Mate-
rials 524
Use of Metal, Composite and Concrete Ties 525
Results with Use of Steel Ties, Bessemer & Lake Erie
Railroad 52S
Reference to Published Data on Metal, Composite and Concrete
Ties 536
Distribution and Care of Cross-Tics 53S
Spotting Ties for Renewals 53*
Distributing '
8 TABLE OF CONTENTS.
TIES— Continued. page.
Counting and Inspection 543
Tie Records 543
Piling 545
"S" Irons on Hardwood Ties 54&
Steel Ties 550
Rules Governing Distribution 550
Unloading, by Use of Magnet and Locomotive Crane 551
Inspection Hammer (Insert) 552
Tie Marking Nails (Insert) ?$2
Method of Piling Cross-Ties and Switch-Ties (Insert) 552
Tie Inspections and Renewals 554
Instructions Covering Handling and Laying of Rail, Adzing of
Ties and Tie Plating 556
Tie Plate Imbedding Beetle 562
Tie Plate Gage 563
Tie Sur facer 563
ROADWAY 565-600
Revision of Manual 566
Unit Pressures Allowable on Roadbeds of Different Materials. . 573
Soils, Sub-Divisions 575
Deflection Tests, Ballast Floor Trestles 578
Bibliography — Bearing Power of Soils 580
Specifications for Protection of Slopes by Sodding or Other-
wise 582
Preparation of Slopes 582
Limit of Slopes 583
Cutting Sod 583
Watering Sod' 583
Staking Sod 583
Settling Banks Before Sodding 583
Seeding 583
Planting Willows 583
Temporary Protections Against Wash 586
Specifications 587
Sod Cutter 589
Cutting and Loading Sod 589
Method of Laying 5QO
Bermuda Grass Sodding Specifications 592
Means for Prevention or Cure of Water-Pockets in Roadbed.. 595
Prevention of Water-Pockets 596
Cure of Water-Pockets 598
Conclusions 600
IRON AND STEEL STRUCTURES 601-676
Conclusions 604
Methods of Protection of Iron and Steel Structures Against
Corrosion 605
TABLE OF CONTENTS. 9
IRON AND STEEL STRUCTURES— Continued. page.
Protection by Means of Paint 605
Shop Painting Methods 605, 616
Principles 605
Efficient Paints 605
Principal Primary Pigments 607
Principal Secondary Pigments 608
The Atlantic City Tests 609
The Havre de Grace Bridge Tests 610
Painting Methods at Bridge Shops 612
Kinds of Paints Used and Methods of Application 614
On New Fabricated Steel 618
Field Coat 624
Shop Coat 628
Repainting or Maintenance of Bridges Under Traffic 630
Column Tests 636
Design, Length and Operation of Turntables 655
Length 655
Type 656
Type of Center 657
End Lift 657
End Latch 657
Type of Deck 658
Live Load 658
Unit Stresses and Impact 659
Deflection 659
Comparison of Engine Loads on Turntables ( Insert ) 664
Axle Loads and Spacing ( Insert ) 664
Weight ' ( Insert ) 664
Center of Gravity ( Insert ) 664
Moment at Center (1 nsert ) 664
Shear at Center ( Insert I 664
Length of Turntable ( Insert ) 664
Impact and Secondary Stresses 667
Elastic Strength Requirement for Steel
Tensile Yield Point 671
Ultimate Strength of Structural Steel 671
Relation Between Yield Point and Ultimate Strength of
Steel in Tension
Bridge Clearance Diagram
Maximum Equipment Now in Use... (Insert)
WATER SERVICE
Revision of Manual
Deep Wells and 1 >eep-Wcll Pumping
Diameter
Depth ■
10 TABLE OF CONTENTS.
WATER SERVICE— Continued. page.
Depth of Water 681
Capacity per Well per 24 Hours 681
Solids (Grains per Gallon) 681
Cost per foot of Well Ready for Pump 682
Cost per Horsepower for Pump Installed 682
Cost per Horsepower for Pump House 682
Cost per 1,000 Gallons Pumped 683
Static Head 683
Centrifugal Force of Free Air per Gallon of Water 683
Air Pressure 684
Percentage Submergence for Air Lift 684
Typical Well ...'. 684
Lining 684
Screens 684
Pump 684
Cost of Fuel 685
Labor Costs 685
Use of Compounds in Locomotive Boilers to Counteract Foam-
ing and Scaling 686
Anti-Scale Compounds 686
Mechanical Agents 687
Graphite 688
Chemical Agents 688
Sodium Carbonate 689
Sodium Hydrate 690
Tri-Sodium Phosphate 691
Salammoniac 691
Barium Carbonate 691
Barium Chloride 691
Barium Hydrate 692
Tannins 692
Sugars 693
Method of Application 694
Recent Developments in Pumping Machinery 695
Classification of Pumping Machinery 695
Features Determining Choice of Plant 696
Economy of Pumping Machinery 696
Losses 696
Centrifugal Pumps 696
Historical 696
Development 697
Advantages 697
Classification 097
Entrance to Pump 698
Drive 698
Efficiencv 698
TABLE OF CONTENTS. 11
WATER SERVICE— Continued. pace.
Internal Combustion Engines 6qg
Development 699
Types and Operation of Engines 699
Conversion of Engines to Use Various Oils 700
Automatic Stop 701
Attendance 701
Kinds of Oil Used for Fuel 701
Verification of Economical Operation 702
Electric Motor-Driven Pumps 703
Availability of Electric Power 703
Types of Electric Power Pumping Units 703
Electric Motors with Centrifugal Pumps 703
Conditions Governing the Choice of Pumping Unit 704
Cost of Fuel for Various Types of Pumps and Engines 705
Steam Pumping Tests 706
Description of Pump 706
Suction Pipe 706
Discharge Pipe 706
Total Head to Pump Against 706
Work Done 706
Efficient Horsepower 707
Coal Used 707
Charges Against Station 707
Cost 707
Cost per Efficient Horsepower per Hour 707
Corrosion Tests on Iron and Steel 712
TRACK 7i5~7tf
Double Slip-Crossings, Double Crossovers and Guard Rails.... 715
Relation Between Worn Flanges and Worn Switch Points.... 716
Economics of Track Labor 710
Contour of Chilled Car Wheels 717
I '1 sign of Manganese Frogs and Crossings 717
Sections for Solid Frogs 719
Sections for Rail Bound Frogs 720
Details of Frog Point 721
Details of Point for Side Frog 722
Heel Block for Rail Bound Fr< igs 723
Section of Solid Crossing 7-1
Section of Solid Crossing at Joints and Reinforced Parts. . 723
Revision of Manual 728
Typical Layout for Nos. 8. 11 and [6 Double Slip Cros
ings (Movable Points ) (Insert )
Typical Layout for Nos. 8, 11 and 10 Double Cl-
overs ( Insert I
Spacing of • Ties for 16 ft. o-in , _'2-l"t. and 33-ft.
Switcbes (Insert)
12 TABLE OF CONTENTS.
TRACK— Continued. page.
n-ft., 16-ft. 6-im, 22-ft. and 33-ft. Switches (Insert) 728
Typical Layout for Nos. 8, 11 and 16 Double Slip Cross-
ings (Movable Points to he Operated by Interlocking
Plants) ( Insert ) 728
Frog Blocking 729
Turnouts , 73°
Notation 73°
Formulas 73°
Maintenance of Line 731
Spirals 73*
Maintenance of Surface 732
Maintenance of Gage 732
Widening Gage on Curves 733
Standard Specifications for Frogs. Crossings and Switches. 733
Specifications for Track Bolts 734
Conclusions 734
Economics of Track Labor 736
Special Track Section Record for Equating Track Mile-
age (Insert ) 736
Statement of Characteristics of Test Track 738
BUILDINGS 739-784
Passenger Stations with One General Waiting Room... 739
Division of Floor Area for Passenger Stations 739
Engine House Design 740
Form 74°
Turntable 740
Turntable Pit 741
Door Opening? 741
Doors 741
Tracks 74 '
Position of Locomotive 741
Length of House 741
Materials 741
Engine Pits 74-'
Smoke Jacks 742
Floors 742
Drop Pits 74-
Heating 74-
Window Lights 743
Electric Lighting 743
Piping 743
Tools 743
Hoists 743
Locomotive Coaling Stations 743
Oil Houses 745
Cross- Section of Typical Oil House 745
TABLE OF CONTENTS. 13
BUILDINGS— Continued. page.
Section Tool House 74(|
Roofings t 746
Bituminous Materials 7*46
Felts 747
Built-Up Roofs 74*
Ready Roofing 749
Slate and Tile 749
Asbestos Shingles 750
Wood Shingles 750
Cement Tile 750
Metallic Roofings 750
General 750
Principles Covering Design of Inbound and Outbound Freight
Houses 751
Shop Floors 737
Plank Floor on Cinder or Gravel 758
Wood Block Floor 759
Floor on Concrete Base 760
Plank Floor on Concrete 761
Tar Rock Floor 76]
Concrete Floor 763
Special Surface on Concrete Floor 764
Rock Mastic Floor 7(15
Brick Floor 7<>5
Specifications for Wood Block Floor 766
Specifications for Asphalt Mastic Floor 766
Paving Brick Floor • 766
Rest Houses
Arrangement for Shower Baths in Rest Houses " 772
Method of Heating Medium-Sized Stations 774
Methods of Lighting Medium-Sized Stations 777
Sanitary Provisions for Medium-Sized Stations 780
Single Seated Sanitary Privy 782
Conclusions 7&3
RECORDS AND ACCOUNTS 7
Revision of Manual 786
Federal and State Railway Commission Reports 786
Sub-Divisions of I. C. C. Classification Account No. 6 7*7
Roadway Maintenance 7^7
Track Laying and Surfacing 7*s
Conventional Signs
Rail
Ballast 789
Electrified Lines
STRESSES IX RAILROAD TRACK
Progress Report 79'
14 TABLE OF CONTENTS.
PAGE.
MASONRY 793-824
Revision of Manual 793
Principles of Design of Plain and Reinforced Retaining Walls
and Abutments 794
Cost and Method of Constructing Concrete Piles and Recom-
mendations as to Their Use ■ 794, 796
Typical Tapered Octagonal Pile 798
Typical Tapered Square Pile 799
Cost, Appearance and Wearing Qualities of Various Methods
of Surface Finish for Concrete 794, 800
Spading 800
Coating with Wash of Cement 800
Rubbing 800
Removing the Outside Mortar to Expose the Coarse Aggre-
gate 8co
Tooling the Surface 801
Scoring 801
Metal Forms 801
Bibliography 819
Concrete Piles, Cost, Method of Construction and Use 824
WOOD PRESERVATION 825-888
The Use of Coal Tar in Creosote 825
Water in Creosote 827
Record of Service Tests 833
Conclusions 833
The Effect of the Structure of Wood Upon its Permeability. 833, 835
Record of Service Tests 854
Norfolk Southern Railroad 855
Chicago, Burlington & Quincy Railroad 865
Rueping Treated Test Red Oak and Red Gum Ties 867
St. Louis & San Francisco Railroad 867
Atchison, Topeka & Santa Fe Railway 870
WOODEN BRIDGES AND TRESTLES 891-904
Relative Economy of Repairs and Renewals of Wooden
Bridges and Trestles 891
Design of Docks and Wharves 892
Developments in Practice of Ballast Deck Trestles 892
Use of Lag Screws for Fastening Guard Timbers 893
Tabulation of Replies on Subject of Lag Screws 896
GRADING OF LUMBER 905-916
Grading Rules for Hemlock Lumber 907
Definitions of Defects 9°7
Standard Sizes for Hemlock 911
Suggested Grading Rules for Yellow Pine 915
TABLE OF CONTENTS. 15
PAGE,
ELECTRICITY 917-956
Clearances 918
Transmission Lines and Crossings 920
State Regulations for Electric Wire Crossings, Overhead Work-
ing Conductors and Under Clearance for Structures.... 920
Electrolysis 922
Recommendations 925
Recommended Clearance Lines for Equipment 927
Data Regarding Third-Rail Clearances 928
Data Regarding Overhead Clearances 929
Limiting Clearance Line for Rolling Equipment 932
Equipment Encroaching Below EE-FE Line (Insert) 936
Specifications for Crossings of Wires or Cables of Telegraph,
Telephone, Signal and Other Circuits 939
Specifications for Galvanizing on Iron and Steel 946
Specifications for Overhead Crossings of Electric Light and
Power Lines 948
YARDS AND TERMINALS 957-987
Typical Situation Plans of Passenger Stations 959
Union Station Layout, Kansas City Terminal Rail-
way (Insert) 960
Occupancy of Station Tracks (Insert) 960
Consist of Trains (Insert) 960
Developments in Handling Freight by Mechanical Means 962
Improvements in Trucking Methods in Freight-House
Work 962
Improvements in Hand Trucking 9°4
Electric Trucks for Freight Handling 965
Cost of Operation with Electric Trucks 966
Double-Deck Freight Houses and Industry Service 968
Developments in Design and Operation of Hump Yards
Freight House Trucking 971
Use of Motor and Hand Trucks 075
Data on Operation of Hump Yards 978
CONSERVATION OF NATURAL RESOURCES <tfg-ioo3
Tree Planting and General Reforestation 989
Successful Example of Tree Planting 995
Catalpa Plantation of the Illinois Central Railroad
Coal, Fuel-Oil and Timber Resources
Iron and Steel Resources
Quantity and Value of Petroleum Produced
Yearly Production of Anthracite and Bituminous Coal.. 1000
Productions of Iron Ore, Pig Iron and Steel
State Laws as tQ Protection of Forests from Fire
16 TABLE OF CONTENTS.
BALLAST 1005-1020
Definitions 1006
Choice of Ballast 1006
Proper Depth of Ballast 1007
Specifications for Stone Ballast 1007
Physical Test of Stone for Ballast 1007
Specifications for Gravel Ballast 1008
Method of Testing Quality of Gravel for Ballast 1008
Cinders and Burnt Clay Ballast 1008
Specifications for Burnt Clay Ballast 1009
Cleaning Foul Ballast 1009
Study of Ballast Sections, with Particular Reference to Use of
Sub- and Top-Ballast 1010
Proper Depth of Ballast of Various Kinds to Insure Uniform
Distribution of Loads on the Roadway 1011
Proposed Test to Determine Proper Depth of Ballast of
Various Kinds to Tnsure Uniform Distribution of
Loads on the Roadway 1015
Ballast Sections 1012
Class "A" Sections, Crushed Stone and Slag 1012-1013
Mechanical Device for Handling Ballast 1017
DISCUSSIONS.
RULES AND ORGANIZATION 1023
SIGNALS AND INTERLOCKING 1025
UNIFORM GENERAL CONTRACT FORMS 1057
SIGNS. FENCES AND CROSSINGS 1039
ECONOMICS OF RAILWAY LOCATION 1047
ROADWAY 1071
RECORDS AND ACCOUNTS 1085
TIES 1089
IRON AND STEEL STRUCTURES 1093
k All in7
WATER SERVICE 1 133
TRACK 1 135
CONSERVATION OF NATURAL RESOURCES 1147
BUILDINGS 114"
WOOD PRESERVATION 1 153
BALLAST 1 1 50
STRESSES IN RAILROAD TRACK 1173
M \S()NRY 1 175
WuoDEN BRIDGES AND TRESTLES 1170
TABLE Of CONTENTS. 17
r u.i:
GRADING OF LUMBER 1185
ELECTRICITY 1 i,xr
YARDS AND TERMINALS [189
AMENDMENTS.
Amendments to Report on Uniform Genera] Contract Forms 1 ioj
Amendments to Report on Signs, Fences and Crossings iimj
Amendments to Report on Economics of Railway Location i ioj
Amendments to Report on Roadway [193
Amendments to Report on Records and Accounts [193
Amendments to Report on Ties 1 104
Amendments to Report on Track 1 104
Amendments to Report on Buildings 1 104
Amendments to Report on Ballast 1 104
Amendments to Report on Yards 11 > 14
PART 2.
MONOGRAPHS.
RECENT DEVELOPMENTS IN TRACK CONSTRUCTION,
by Elmer T. Howson 3-30
Introductory .}
Increases in Wheel Loads 4
Development in Track Construction — Rail
The Tie 13
Track Fastenings 10
Frog, Switch and Crossing Construction
Ballast and Roadbed 20
The Present Situation 21
Distribution of Maintenance Expenditures -t
Increase in Derailments from [905 to 101.1. Inclusive... 28
Per Cent, [ncrease in Derailments Due to Various Defects of
Roadway and Track
Conclusions
Till- COMPUTATION OF STRESSES IX VNGLE-BARS
by I'. M. LaBach
TESTSS 01 OREGON FIR PILING, b) M. I'.. MacFarland
( >hn !< t 47
Material
Method, of Treatment ....
Tests of Major Specimens ....
Transverse
Compression Parallel to Grain
18 TABLE OF CONTENTS.
TESTS OF OREGON FIR PILING— Continued. page.
Compression Perpendicular to Grain 51
Shearing Parallel to Grain 52
Moisture • 52
Absorption of Creosote 53
Tests of Minor Specimens 53
Formula; 54
Graphs and Photographs of Material Tested..'. 55
General Conditions 13°
Original Dimensions I31
Results of Transverse Tests 132,137
Results of Compression Tests I33,T37
Results of Shearing Tests • 135
Comparative Physical Properties 135
Weight and Penetration 136
Phenomena Observed in Transverse Tests, Untreated Oregon
Fir Piling, Major Specimens 139
Phenomena Observed in Transverse Tests, Treated Oregon
Fir Piling, Major Specimens 141
Discussion 144
Penetration of Creosote 144
Physical Tests 146
Compression Tests 147
General Summary 150
Conclusions 15°
COMPARISON OF TRAFFIC AT GRADE CROSSINGS AND
INFORMATION RELATIVE TO APPORTION-
MENT OF COST OF THEIR ELIMINATION, by
C. E. Smith i5i-224
Introduction 151
Graphic Chart Showing Traffic Counts in Various Cities.... 155
Summary Showing Traffic Counts at Various St. Louis Cross-
ings 176
Practice of Various Municipalities in Apportioning Cost of
Grade Crossing Elimination 184
Grade Crossing Elimination in Various Cities 188
Bibliography 188
Digest of Reports from Various Cities 189
Summary and Conclusions 201
Notes on Laws and Practice Relative to Elimination of Grade
Crossings in New England, with Special Reference to the
Traffic at Crossings Where Elimination Has Been Ac-
complished 204
Massachusetts Grade Crossing Elimination Law 204
TABLE OF CONTENTS. 19
GRADE CROSSING ELIMINATION— Continued. page.
Procedure Before Massachusetts Grade Crossing Commission-
ers 205
Special Cases of Grade Crossing Elimination Where Com-
missioners Have Disapproved Immediate Expenditures for
Elimination 206
Traffic Data Relating to Various New England Cities 210
TRUCKING METHODS AND COSTS THROUGH L. C. L.
OUTBOUND FREIGHT HOUSES AND TRANS-
FER PLATFORMS, by E. H. Lee 225-244
Introduction 225
Freight House Trucking 226
The Two-Wheel Truck 228
The Four- Wheel Truck 230
Motor Trucks 231
General Conclusions 235
Observations on a Motor Truck at C. & E. I. Outbound Freight
House, Chicago 237
Operation of Motor Trucks C. B. & Q. Outbound Freight
House, Chicago 241
Effect of Length of House on Cost of Operation and Freight
Stations 242
Average Trucking Distances, Outbound Freight Houses 243
RAIL-END CONNECTIONS FOR DRAWBRIDGES, by A. T.
Himes 245-241 )
Discussion 250
THE DECISION OF THE CHIEF ENGINEER SHALL BE
FINAL, by C. Frank Allen 255-269
COST OF STOPPING AND STARTING TRAINS, by F. W.
Green 27 1 -278
ROLLING RESISTANCE OF CARS OVER SWITCHES \ND
FROGS, by C. L. Eddy 279-298
Introduction 279
Method 2:n
Calculations 2S1
Discussion 2X2
Rolling Resistance 286
Journal Friction
Velocity Resistances
Tests
HEAVY LOCOMOTIVE LOADINGS, by V ('. [rwin 299,300
Wheel Loading I >iagram < Insert I
Curves of Equivalence in Cooper's "!■"." Loadings. ..(Insert)
Table for Conversion of "E" Ratings into 'inter Bending
Moments < Insert I
20 TABLE OF CONTENTS.
PAGE,
RESULTS WITH FIVE YEARS' USE OF SCREW SPIKES
IN BOTH CONSTRUCTION AND MAINTENANCE,
by G. J. Ray 301-364
Introductory 301
Reasons for Adopting Screw Spikes 303
Conclusions 321
General 3-^4
Illustrations of Screw Spikes in Service .12^
CONSTITUTION
Name.
CONSTITUTION.
REVISED AT THE FIFTH, EIGHTH AND TWELFTH ANNUAL CONVENTIONS.
ARTICLE I.
NAME, OBJECT AND LOCATION.
i. The name of this Association is the American Railway Engi-
neering Association.
2. Its object is the advancement of knowledge pertaining to the Object,
scientific and economic location, construction, operation and maintenance
of railways.
3. The means to be used for this purpose shall be as follows :
(a) Meetings for the reading and discussion of reports and papers
and for social intercourse.
(b) The investigation of matters pertaining to the objects of this
Association through Standing and Special Committees.
(c) The publication of papers, reports and discussions.
(d) The maintenance of a library.
4. Its action shall be recommendatory, and not binding upon its Responsibil-
. ity.
members.
5. Its permanent office shall be located in Chicago, 111., and the Location of
annual convention shall be held in that city.
Means to
be Used.
ARTICLE II.
MEMBERSHIP.
i. The membership of this Association shall be divided into three Membership
classes, viz. : Members, Honorary Members and Associates.
(2) A Member shall be: olSSiiflerS.h,p
(a) Either a Civil Engineer, a Mechanical Engineer, an Electrical ti^s
Engineer, or an official of a railway corporation, who has had not less than
five (5) years' experience in the location, construction, maintenance or op-
eration of railways, and who, at the time of application for membership, is
engaged in railway service in a responsible position in charge of work con
nected with the Location, Construction, Operation or Maintenance of a
Railway; provided, that all persons who were Active Members prior to
March 20, 1907, shall remain Members except as modified by Article II.
Clause 9.
(b) A Professor of Engineering in a college of recognized standftig
25
26
CONSTITUTION.
Honorary
Membership
Qualifica-
tions.
Associate
Membership
Qualifica-
tions.
Membership
Rights.
Age Require-
ment.
"Railway"
Defined.
Changes in
Classes.
Supply
Men.
Transfers.
3. An Honorary Member shall be a person of acknowledged emi-
nence in railway engineering or management. The number of Honorary
Members shall be limited to ten.
4. An Associate shall be a person not eligible as a Member, but
whose pursuits, scientific acquirements or practical experience qualify
him to co-operate with Members in the advancement of professional
knowledge, such as Consulting, Inspecting, Contracting, Government or
other Engineers, Instructors of Engineering in Colleges of recognized
standing, and Engineers of Industrial Corporations when their duties are
purely technical.
5. (a) Members shall have all the rights and privileges of the
Association.
(b) Honorary Members shall have all the rights of Members, except
that of holding office, and shall be exempt from the payment of dues.
(c) Associates shall have all the rights of Members, except those
of voting and holding office.
6. An applicant to be eligible for membership in any class shall not
be less than twenty-five (25) years of age.
7. The word "railway" in this Constitution means one operated
by steam or electricity as a common carrier, dependent upon transpor-
tation for its revenue. Engineers of street railway systems and of rail-
ways which are used primarily to transport the material or product of
an industry or industries to and from a point on a railway which is a
common carrier, or those which are merely adjuncts to such industries,
are eligible only as Associates.
8. A Member, elected after March 20, 1907, who shall leave the
railway service, shall cease to be a Member, but may retain membership
in the Association as an Associate, subject to the provisions of Article II,
Clause 9; provided, however, if he re-enters the railway service, he shall
be restored to the class of Members.
9. Persons whose principal duties require them to be engaged in
the sale or promotion of railway patents, appliances or supplies, shall
not be eligible for, nor retain membership in any class in this Association,
except that those who were Active Members prior to March 20, 1907,
may retain membership as Associates ; provided, however, that anyone
having held membership in the Association and subsequently having be-
come subject to the operation of this clause, shall, if he again becomes
eligible, be permitted to re-enter the Association, without the payment of
a second entrance fee.
10. The Board of Direction shall transfer members from one class
to another, or remove a member from the membership list, under the
provisions of this Article.
ARTICLE III.
Charter
Membership.
ADMISSIONS AND EXPULSIONS.
i. The Charter Membership consists of all persons who were elected
before March 15, 1900.
CONSTITUTION.
27
2. The Charter Membership having been completed, any person
desirous of becoming a member shall make application upon the form
prescribed by the Board of Direction, setting forth in a concise statement
his name, age, residence, technical education and practical experience.
He shall refer to at least three members to whom he is personally known,
each of whom shall be requested by the Secretary to certify to a personal
knowledge of the candidate and his fitness for membership.
3. Upon receipt of an application properly endorsed, the Board of
Direction, through its Secretary, or a Membership Committee selected
from its own members, shall make such investigation of the candidate's
fitness as may be deemed necessary. The Secretary will furnish copies
of the information obtained and of the application to each member of the
Board of Direction. At any time, not less than thirty days after the
filing of the application, the admission of the applicant shall be canvassed
by letter-ballot among the members of the Board, and affirmative votes
by two-thirds of its members shall elect the candidate; provided, how-
ever, that should an applicant for membership be personally unknown to
three members of the Association, due to residence in a foreign country,
or in such a portion of the United States as precludes him from a sufficient
acquaintance with its members, he may refer to well-known men engaged
in railway or allied professional work, upon the form above described,
and such application shall be considered by the Board of Direction in the
manner above set forth, and the applicant may be elected to membership
by a unanimous vote of the Board.
4. All persons, after due notice from the Secretary of their elec-
tion, shall subscribe to the Constitution on the form prescribed by the
Board of Direction. If this provision be not complied with within six
months of said notice, the election shall be considered null and void.
5. Any person having been a member of this Association, and hav-
ing, while in good standing, resigned such membership, may be reinstated
without the payment of a second entrance fee ; provided his application
for reinstatement is signed by five members certifying to his fitness for
same, and such application is passed by a two-thirds majority of the
Board of Direction.
6. Proposals for Honorary Membership shall be submitted by ten or
more Members. Each Member of the Board of Direction shall be fur-
nished with a copy cf the proposal, and if, after thirty days, the nominee
shall receive the unanimous vote of said Board, he shall be declared an
Honorary Member.
7. When charges are preferred against a Member in writing by ten
or more Members, the Member complained of shall be served with a copy
of such charges, and he shall be called upon to show cause to the Board
of Direction why he should not be expelled from the Association. Not
less than thirty days thereafter a vote shall be taken on his expulsion,
and he shall be expelled upon a two-thirds vote of the Board of Direction.
8. The Board of Direction shall accept the resignation, tenderer! in
writing, of any Member whose dues are fully paid up.
Application
for Member-
ship.
Election to
Membership
Subscription
to Constitu-
tion.
Reinstate-
ment.
Honorary
Membership
Expulsions
28
CONSTITUTION.
ARTICLE IV.
DUES.
i. An entrance fee of $10.00 shall be payable to the Association
through its Secretary with each application for membership; and this
sum shall be returned to the applicant if not elected.
2. *The annual dues are $10.00, payable during the first three months
of the calendar year.
3. Any person whose dues are not paid before April 1st of the cur-
rent year shall be notified of same by the Secretary. Should the dues
not be paid prior to July 1st, the delinquent Member shall lose his right
to vote. Should the dues remain unpaid October 1st, he shall be notified
on the form prescribed by the Board of Direction, and he shall no longer
receive the publications of the Association. If the dues are not paid by
December 31st, he shall forfeit his membership without further action
or notice, except as provided for in Clause 4 of this Article.
4. The Board of Direction may extend the time of payment of dues,
and may remit the dues of any Member, who, from ill-health, advanced
age or other good reasons, is unable to pay them.
ARTICLE V.
OFFICERS.
i. The officers of the Association shall be Members and shall con-
sist of:
A President,
A First Vice-President,
A Second Vice-President,
A Treasurer,
A Secretary,
Nine Directors,
who, together with the five latest living Past- Presidents who are Members,
shall constitute the Board of Direction in which the government of the
Association shall be vested, and who shall act as Trustees, and have the
custody of all property belonging to the Association.
2. The offices of First and Second Vice-Presidents shall be deter-
mined by the priority of their respective dates of election.
3. The terms of office of the several officers shall be as follows :
President, one year.
Vice-Presidents, two years.
Treasurer, one year.
Secretary, one year.
Directors, three years.
4. (a) There shall be elected at each Annual Convention :
A President,
One Vice-President,
A Treasurer,
A Secretary,
Three Directors.
•The annual payment of $10.00 made by each member is to be sub-
divided and credited on the books of the Association, as follows: To mem-
ber's subscription to the Bulletin, $5.00; annual dues, $5.00.
CONSTITUTION.
29
(b) The candidates for President and for Vice-President shall be •
selected from the members of the Board of Direction.
5. The office of President shall not be held twice by the same per- conditions of
son. A person who shall have held the office of Vice-President or R,e^Lectlon
. .,«..,' 01 Officers.
Director shall not be eligible for re-election to the same office until at
least one full term shall have elapsed after the expiration of his previous
term of office.
6. The term of each officer shall begin with his election and con- Term of
., , . ... Officers,
tinue until his successor is elected.
7. (a) A vacancy in the office of President shall be filled by the Vacancies
T,. _T. _ • 1 in Offices.
First Vice-President.
(b) A vacancy in the office of either of the Vice-Presidents shall
be filled by the Board of Direction by election from the Directors. A
Vice-Presidency shall not be considered vacant when one of the Vice-
Presidents is filling a vacancy in the Presidency.
(c) Any other vacancies for the unexpired term in the membership
of the Board of Direction shall be filled by the Board.
(d) An incumbent in any office for an unexpired term shall be
eligible for re-election to the office he is holding; provided, however,
that anyone appointed to fill a vacancy as Director within six months
after the term commences shall be considered as coming within the pro-
vision of Article V, Clause 5.
8. When an officer ceases to be a Member of the Association, as Vacation of
provided in Article II, his office shall be vacated, and be filled as provided
in Article V, Clause 7.
9. In case of the disability or neglect in the performance of his duty, ^'^1:/^
of an officer, the Board of Direction, by a two-thirds majority vote of the
entire Board, shall have power to declare the office vacant, and fill it as
provided in Article V, Clause 7.
ARTICLE VI.
NOMINATION AND ELECTION OF OFFICERS.
i. (a) There shall be a Nominating Committee composed of the Nominating
five latest living Past-Presidents of the Association, who are Members, Committee,
and five Members not officers.
(b) The five Members shall be elected annually when the officers of
the Association are elected.
2. It shall be the duty of this committee to nominate candidates to Number of
fill the offices named in Article V, and vacancies in the Nominating Com-
mittee caused by expiration of term of service, for the ensuing year, as
follows : Number of Candi- Number of Candi-
dates to be named dates to be elected
Office to be Filled. by Nominating at Annual Election
Committee. of Officers.
President I 1
Vice-President 1 1
Treasurer 1 1
Secretary 1 1
Directors 9 3
Nominating Committee 10 ,S
30
CONSTITUTION.
Chairman.
Meeting of
Committee.
Announce-
ment of
Names of
Nominees.
Additional
Nominations
by Members.
Vacancies
in List of
Nominees.
Ballots
Issued.
Substitution
of Names.
Ballots.
Invalid
Ballots.
Closure
of Polls.
Requirements
for Election.
Tie Vote.
3. The Senior Past-President shall act as permanent chairman of
the committee, and will issue the call for meetings. In his absence from
meetings, the Past-President next in age of service shall act as Chairman
pro tern, at the meeting.
4. Prior to December 1st, each year, the Chairman shall call a meet-
ing of the committee at a convenient place and, at this meeting, nominees
for office shall be agreed upon.
5. The names of the nominees shall be announced by the permanent
Chairman to the President and Secretary not later than December 15th of
the same year, and the Secretary shall report them to the Members of the
Association on a printed slip not later than January 1st following.
6. At any time between January 1st and February 1st, any ten or
more Members may send to the Secretary additional nominations for the
ensuing year signed by such Members.
7. If any person so nominated shall be found by the Board of Direc-
tion to be ineligible for the office for which he is nominated, or should
a nominee decline such nomination, his name shall be removed and the
Board may substitute another one therefor ; and may also fill any
vacancies that may occur in this list of nominees up to the time the bal-
lots are sent out
8. Not less than thirty days prior to each Annual Convention, the
Secretary shall issue ballots to each voting member of record in good
standing, with a list of the several candidates to be voted upon, with the
names arranged in alphabetical order when there is more than one name
for any office.
9. Members- may erase names from the printed ballot list and may
substitute the name or names of any other person or persons eligible for
any office, but the number of names voted for each office on the ballot
must not exceed the number to be elected at that time to such office.
10. (a) Ballots shall be placed in an envelope, sealed and endorsed
with the name of the voter, and mailed or deposited with the Secretary
at any time previous to the closure of the polls.
(b) A voter may withdraw his ballot, and may substitute another,
at any time before the polls close.
11. Ballots not endorsed or from persons not qualified to vote shall
not be opened ; and any others not complying with the above provisions
shall not be counted.
12. The polls shall be closed at twelve o'clock noon on the second
day of the Annual Convention, and the ballots shall be counted by three
tellers appointed by the Presiding Officer. The ballots and envelopes shall
be preserved for not less than ten days after the vote is canvassed.
13. The persons who shall receive the highest number of votes for
the offices for which they are candidates shall be declared elected.
14. In case of a tie between two or more candidates for the same
office, the members present at the Annual Convention shall elect the officer
by ballot from the candidates so tied.
CONSTITUTION.
31
15. The Presiding Officer shall announce at the convention the names Announce-
of the officers elected in accordance with this Article. ment.
16. Except as to the Past-Presidents, the first Nominating Com- First
mittee and the three additional Directors provided for shall be appointed committee5
by the Board of Direction, one of the Directors for one year one for
two years, and one for three years.
ARTICLE VII.
MANAGEMENT.
i. (a) The President shall have general supervision of the affairs
of the Association, shall preside at meetings of the Association and of
the Board of Direction, and shall be ex-officio member of all Committees,
except the Nominating Committee.
(b) The Vice-Presidents, in order of seniority, shall preside at meet-
ings in the absence of the President and discharge his duties in case of a
vacancy in his office.
2. The Treasurer shall receive all moneys and deposit same in the
name of the Association, and shall receipt to the Secretary therefor. He
shall invest all funds not needed for current disbursements as shall be
ordered by the Board of Direction. He shall pay all bills, when properly
certified and audited by the Finance Committee, and make such reports
as may be called for by the Board of Direction.
3. The Secretary shall be, under the direction of the President and
Board of Direction, the Executive Officer of the Association. He shall
attend the meetings of the Association and of the Board of Direction,
prepare the business therefor, and duly record the proceedings thereof.
He shall see that the moneys due the Association are collected and with-
out loss transferred to the custody of the Treasurer. He shall personally
certify to the accuracy of all bills or vouchers on which money is to be
paid. He is to conduct the correspondence of the Association and keep
proper record thereof, and perform such other duties as the Board of
Direction may prescribe.
4. The accounts of the Treasurer and Secretary shall be audited
annually by a public accountant, under the direction of the Finance Com-
mittee of the Board.
5. The( Board of Direction shall manage the affairs of the Associa-
tion, and shall have full power to control and regulate all matters not
otherwise provided in the Constitution.
6. The Board of Direction shall meet within thirty days after each
Annual Convention, and at such other times as the President may direct.
Special meetings shall be called on request, in writing, of five members
of the Board.
7. Seven members of the Board shall constitute a quorum.
8. At the first meeting of the Board after the Annual Convention,
the following committees from its members shall be appointed by the
President, and shall report to and perform their duties under the super-
vision of the Board of Direction:
Duties of
President.
Duties of
Treasurer.
Duties of
Secretary.
Auditing of
Accounts.
Duties of
Board.
Board
Meetings.
Board
Quorum.
Board
Committees.
32
CONSTITUTION.
Duties of
Finance
Committee.
Duties of
Publication
Committee.
Duties of
Library
Committee.
Duties of
Committee or.
Outline of
Work of
Standing
Committees.
Standing
Committees.
Special
Committees.
Discussion
by Non-
Members.
Sanction of
Acts of
Board.
a. Finance Committee of three members.
b. Publication Committee of three members.
c. Library Committee of three members.
d. Outline of Work of Standing Committees of five members.
9. The Finance Committee shall have immediate supervision of the
accounts and financial affairs of the Association; shall approve all bills
before payment, and shall make recommendations to the Board of Direc-
tion as to the investment of moneys and as to other financial matters. The
Finance Committee shall not have the power to incur debts or other obli-
gations binding the Association, nor authorize the payment of money
other than the amounts necessary to meet ordinary current expenses of
the Association, except by previous action and authority of the Board of
Direction.
10. The Publication Committee shall have general supervision of
the publications of the Association.
n. The Library Committee shall have general supervision of the
Library, the property therein, and the quarters occupied by the Secretary ;
shall make recommendations to the Board with reference thereto, and
shall direct the expenditure for books and other articles of permanent
value, from such sums as may be appropriated for these purposes.
12. The Committee on Outline of Work of Standing Committees
shall present a list of subjects for committee work during the ensuing
year at the first meeting of the Board of Direction after the Annual Con-
vention.
13. The Board of Direction may appoint such Standing Committees
as it may deem best, to investigate, consider and report upon questions
pertaining to railway location, construction or maintenance.
14. Special Committees to examine into and report upon any subject
connected with the objects of this Association may be appointed from
time to time by the Board of Direction.
15. The Board of Direction may invite discussions of reports from
persons not members of the Association.
16. An act of the Board of Direction which shall have received the
expressed or implied sanction of the membership at the next Annual Con-
vention of the Association shall be deemed to be the act of the Associa-
tion, and shall not afterwards be impeached by any Member.
Annual
Convention.
Special
Meetings.
ARTICLE VIII.
MEETINGS.
i. The Annual Convention shall begin upon the third Tuesday in
March of each year, and shall be held at such place in the City of Chicago
as the Board of Direction may select.
2. Special meetings of the Association may be called by the Board
of Direction, and special meetings shall be so called by the Board upon
request of thirty Members, which request shall state the purpose of such
meeting. The call for such meeting shall be issued not less than ten
days in advance, and shall state the purpose and place thereof, and no
other business shall be taken up at such meeting.
CONSTITUTION 3o
3. The Secretary shall notify all members of the time and place of Notification
the Annual Convention of the Association at least thirty days in advance Convention,
thereof.
4. Twenty-five Members shall constitute a quorum at all meetings Association
of the Association. Quorum.
5. (.a) The order of business at annual conventions of the Associa- order of
tion shall be as follows : - Business.
Reading of minutes of last meeting.
Address of the President.
Reports of the Secretary and Treasurer.
Reports of Standing Committees.
Reports of Special Committees.
Unfinished business.
New business.
Election of officers.
Adjournment.
(b) This order of business, however, may be changed by a majority
vote of members present.
6. The proceedings shall be governed by "Robert's Rules of Order," RUieg ot
except as otherwise herein provided. Order.
7. Discussion shall be limited to members and to those invited by Discussion,
the presiding officer to speak.
ARTICLE IX.
AMENDMENTS.
i. Proposed amendments to this Constitution shall be made in writ- Amendments
ing and signed by not less than ten Members, and shall be acted upon
in the following manner:
The amendments shall be presented to the Secretary, who shall send
a copy of same to each member of the Board of Direction as soon as
received. If at the next meeting of the Board of Direction a majority
of the entire Board are in favor of considering the proposed amend-
ments, the matter shall then be submitted to the Association for letter-
ballot, and the result announced by the Secretary at the next Annual
Convention. In case two-thirds of the votes received are affirmative,
the amendments sha1l be declared adopted and become immediately
effective.
Special
Commit-
tees.
Personnel
of Com-
mittees.
Outline of
Work
General.
GENERAL INFORMATION.
(Subject to change from time to time by Board of Direction.)
GENERAL RULES FOR THE PREPARATION, PUBLICATION
AND CONSIDERATION OF COMMITTEE REPORTS.
(a) appointment of committees and outline of work.
i. The following are standing committees:
I. Roadway.
II. Ballast.
III. Ties.
IV. Rail.
V. Track.
VI. Buildings.
VII. Wooden Bridges and Trestles.
VIII. Masonry.
IX. Signs, Fences and Crossings.
X. Signals and Interlocking.
XI. Records and Accounts
XII. Rules and Organization.
XIII. Water Service.
XIV. Yards and Terminals.
XV. Iron and Steel Structures.
XVI. Economics of Railway Location.
XVII. Wood Preservation.
XVIII. Electricity.
XIX. Conservation of Natural Resources.
2. Special Committees will be appointed from time to time, as may
be deemed expedient, in the manner prescribed by Article VII, Clause
14, of the Constitution.
3. The personnel of all Committees will continue from year to
year, except when changes are announced by the Board of Direction. Ten
per cent, of the membership of each committee shall be changed each year.
Members of committees who do not attend meetings of committees
during the year or render service by correspondence will be relieved and
the vacancies filled by the Board at the succeeding annual convention.
4. As soon as practicable after each annual convention the Board
of Direction will assign to each Committee the important questions
which, in its judgment, should preferably be considered during the cur-
rent year. Committees are privileged to present the results of any spe-
cial study or investigation they may be engaged upon or that may be
considered of sufficient importance to warrant presentation.
(b) preparation of committee reports.
5. The collection and compilation of data and subsequent analysis
in the form of arguments and criticism is a necessary and valuable pre-
liminary element of committee work.
34
GENERAL INFORMATION.
35
6. Committers are privileged to obtain data or information in any
proper way. If desired, the Secretary will issue circulars of inquiry,
which should be brief and concise. The questions asked should be specific
and pertinent, and not of such general or involved character as to pre-
clude the possibility of obtaining satisfactory and prompt responses.
They should specify to whom answers are to be sent, and should be in
such form that copies can be retained by persons replying either by
typewriter or blue-print.
7. Committee reports should be prepared as far as practicable to
conform to the following general plan :
(a) It is extremely important that every Committee should ex-
amine its own subject-matter in the "Manual" prior to each annual con-
vention, and revise and supplement it, if deemed desirable, giving the
necessary notice of any recommended changes in accordance with Clause
6 (a) of the General Rules for the Publication of the "Manual." If no
changes are recommended, statement should be made accordingly.
(b) When deemed necessary, the previous report should be reviewed.
(c) Subjects presented in previous reports on which no action
was taken should be resubmitted, stating concisely the action desired. It
may not be necessary to repeat the original text in the report, reference
to former publication being sufficient, unless changes in the previously
published version are extensive. Minor changes can be explained in the
text of the report.
(d) Technical terms used in the report, the meaning of which is
not clearly established, should be defined, but defined only from the
standpoint of railway engineering.
(e) If necessary, a brief history of the subject-matter under dis-
cussion, with an outline of its origin and development, should be given.
(f) An analysis of the most important elements of the subject-matter
should be given.
(g) The advantages and disadvantages of the present and recom-
mended practices should be set forth.
(h) Illustrations accompanying reports should be prepared so that
they can be reproduced on one page. The use of folders should be avoided
as much as possible, on account of the increased expense and inconvenience
in referring to them. Plans showing current practice, or necessary for
illustration, are admissible, but those showing proposed definite design
or practice should be excluded. Recommendations should be confined to
governing principles.
Illustrations should be made on tracing cloth with heavy black lines
and figures, so as to stand a two-thirds reduction ; for example : To come
within a type page (4 inches by 7 inches), the illustration should be
made three times the above size.
Collection
of Data.
Plan of
Reports.
Definitions
History.
Analysis.
Argument.
Illustrations
36
GENERAL INFORMATION.
Conclusions
To insure uniformity, the one-stroke, inclined Gothic lettering is
recommended.
Photographs should be clear and distinct silver prints.
(i) The conclusions of the Committee which are recommended for
publication in the Manual should be stated in concise language, logical
sequence, and grouped together, setting forth the principles, specifications,
definitions, forms, tables and formulae included in the recommendation.
Portions of the text of the report which are essential to a clear interpre-
tation and understanding of the conclusions, should be included as an
integral part thereof.
Reports
Required.
Date of
Filing
Reports.
Publication
of Reports.
Written
Discussions
Verbal
Discussions.
Sequence.
(C) PUBLICATION OF COMMITTEE REPORTS.
8. (a) Reports will be required from each of the Standing and
Special Committees each year.
(b) Although several subjects may be assigned to each Committee
by the Board of Direction, a full report on only one subject is expected
at each annual convention, but the preliminary work on some of the
remaining subjects should be in progress, and, when deemed advisable,
partial reports of progress should also be presented. This method allows
time for their proper preparation and consideration.
Q. Committee reports to come before the succeeding convention for
discussion should be filed with the Secretary not later than November
30 of each year.
10. Committees engaged upon subjects involving an extended investi-
gation and study are privileged to present progress reports, giving a
brief statement of the work accomplished, and, if deemed expedient, a
forecast of the final report to be presented.
11. Committee reports will be published in the Bulletin in such
sequence as the Board of Direction may determine, for consideration at
thoe succeeding convention. Reports will be published in the form pre-
sented by the respective Committees. Alterations ordered by the conven-
tion will be printed as an appendix to the report.
12. Committees should endeavor to secure written discussions of
published reports. Written discussions will be transmitted to the
respective Committees, and if deemed desirable by the Committee, the
discussions will be published prior to the convention and be considered
in connection with the report.
13. Each speaker's remarks will be submitted to him in writing be-
fore publication in the Proceedings, for the correction of diction and
errors of reporting, but not for the elimination of remarks.
(d) consideration of committee reports.
14. The sequence in which Committee reports will be considered by
the convention will be determined by the Board of Direction.
GENERAL INFORMATION. 37
15. The method of consideration of Committee reports will be one Method,
of the following:
(a) Reading by title.
(b) Reading, discussing and acting upon each conclusion sep-
arately.
(c) By majority vote, discussion will be had on each item.
Clauses not objected to when read will be considered
as voted upon and adopted.
16. Action by the convention on Committee reports will be one of Final
the following, after discussion is closed :
(a) Receiving as information.
(b) Receiving as a progress report.
(c) Adoption of a part complete in itself and referring re-
mainder back to Committee.
(d) Adoption as a whole.
(e) Recommittal with or without instructions,
(i) Adoption as a whole.
(g) Recommendation to publish in the Manual.
Note. — An amendment which affects underlying principles, if adopted,
shall of itself constitute a recommittal of such part of the report as the
Committee considers affected.
The Chair will decline to entertain amendments which in his opinion
lie entirely within the duties of the Editor.
(e) publication by technical journals.
The following rules will govern the releasing of matter for publica-
tion in technical journals :
Committee reports, requiring action by the Association at the annual
convention, will not be released until after presentation to the conven-
tion ; special articles, contributed by members and others, oh which no
action by the Association is necessary, are to be released for publication
by the technical journals after issuance in the Bulletin ; provided appli-
cation therefor is made in writing and proper credit be given the Asso-
ciation, authors or Committees presenting such material.
GENERAL RULES FOR THE PUBLICATION OF THE "MANUAL
Adoption
of Reports
Not Binding.
Contents.
Title. i. The title of the volume will be "Manual of the American Railway
Engineering Association."
2. The Board of Direction shall edit the Manual and shall have
authority to withhold from publication any matter which it shall consider as
not desirable to publish, or as not being in proper shape, or as not having
received proper study and consideration.
3. Matters adopted by the Association and subsequently published
in the Manual shall be considered in the direction of good practice, but
shall not be binding on the members.
4. The Manual will only include conclusions relating to definitions,
specifications and principles of practice as have been made the subject of a
special study by a Standing or Special Committee and embodied in a com-
mittee report, published not less than thirty days prior to the annual con-
vention, and submitted by the Committee to the annual convention, and
which, after due consideration and discussion, shall have been voted
on and formally adopted by the Association. Subjects which, in the opinion
of the Board of Direction, should be reviewed by the American Rail-
way Association, may be referred to that Association before being pub-
lished in the Manual.
5. All conclusions included in the Manual must be in concise and
proper shape for publication, as the Manual will consist only of a summary
record of the definitions, specifications and principles of practice adopted
by the Association, with a brief reference to the published Proceedings
of the Association for the context of the Committee report and subsequent
discussion and the final action of the Association.
Revision. 6. Any matter published in the Manual may be amended or with-
drawn by vote at any subsequent annual convention, provided such
changes are proposed in time for publication not less than thirty days
prior to the annual convention, and in the following manner: (a) Upon
recommendation of the Committee in charge of the subject ; (b) upon
recommendation of the Board of Direction ; (c) upon request of five
members, made to the Board of Direction.
7. The Manual will be revised either by publishing a new edition or
a supplemental pamphlet as promptly as possible after each annual con-
vention.
BUSINESS SESSION
PROCEEDINGS.
The object of this Association is the advancement of knowledge pertaining to the
scientific and economic location, construction, operation and maintenance
of railways. Its action is not binding upon its members.
TUESDAY, MARCH 16, 1915.
MORNING SESSION.
The Sixteenth Annual Convention of the American Railway En-
gineering Association was called to order by the President, Mr. W. B.
Storey, Vice-President, Atchison, Topeka & Santa Fe Railway System.
at 9:30 a. m.
The President : — The meeting will please come to order. The Six-
teenth Annual Convention of the American Railway Engineering Asso-
ciation is now declared in session.
It is customary for the President to extend the privileges of the
floor to railway officials not members of the Association, and to profes-
sors of colleges and universities, and they are invited to take part in the
discussions.
The first business before the convention is the reading of the Min-
utes of the last annual convention : but inasmuch as these Minutes have
been printed and a copy furnished to each Member, the reading thereof
will he dispensed with, and they will be considered approved as printed,
unless there is objection. There being no objection, the Minutes stand
approved as published.
The next business before the convention is the reading of the Presi-
dent's Address, which is required by the Constitution : otherwise it might
have been omitted.
PRESIDENT'S ADDRESS.
To the Members of the American Railway Engineering Association:
Your Association during the past year has continued the work so
well planned by the founders of the organization. The committees have
worked with interest and zeal; reports have increased in volume, and
as an indication of the interest being taken, we find a tendency toward
the publication of more and more data, all of it interesting. This tend-
ency has become so strong that one of the problems confronting your
Board is how to curtail the amount of publication without affecting the
interest of your committees, and without curtailing the usefulness of the
41
42 BUSINESS SESSION.
Association. Any of the committees that have felt this effort on the part
of the Board of Direction are assured that their work is appreciated, and
. it is regretted that our income is not sufficient to enable us to publish all
that is presented.
The year that has passed has been one of stress in railway circles.
The credit of the roads being impaired, money has been hard td borrow,
and as a consequence the building of new lines has been curtailed and
improvement of old ones has been impossible. This, in turn, has affected
the general business of the country, and, with other causes not perti-
nent for discussion here, has made hard times, diminishing, in turn, the
revenues of the roads and making economies necessary in every direc-
tion, and in many cases more than economies — viz., the postponement of
work that must eventually be done in order to keep the roads up to the
requisite standard. These causes have made the year one of trial and
struggle for the membership of this Association, but, in spite of this, we
have held our own in increase in membership, and on December 31 had
1,236 names on our list, a gain of 89 for the year.
The usefulness of your Association would be increased if we had
more funds. We would, if we had it, spend money on many lines
of investigation, with profit to our profession, with credit to our organiza-
tion and to the advantage of the railway interests of this country. The
Association, however, has been compelled to restrict its work to the
publication of reports by its committees, except in cases where we have
had outside help, and those committees which have asked for assist-
ance, feeling that they had about reached the limit of their work unless
they could undertake original investigation, will understand how im-
possible it is for us to depart from our policy in this respect. Even
with our expenditures confined to publications, we find that the con-
stantly growing list of papers, together with the necessities of the
Manual, are taxing us severely, and in addition to these particular pub-
lications we feel, to extend our usefulness, we should publish a General
Index, and it is the purpose of the Board to undertake this at an early
date. It is true that we have accumulated something of a surplus,
but the publication of a new edition of the Manual, together with the
Index, will make large inroads on this surplus within the next year
or two.
About the only way in which the receipts of the organization can
be increased is by increasing the membership. We have, of course, certain
receipts from the sale of publications, from advertising and like sources,
but it will be difficult to increase these to any large extent. However,
every one hundred names added to our membership list means an in-
crease in our income of $1,000 per year. While we have been growing
steadily and consistently, it is suggested that a special effort should be
made to bring into our Association all those in the railway world eligible
to membership. A study of our list discloses that on some roads the
percentage of officers connected with maintenance work who are mem-
bers of the Association is large, ,while on others it is extremely small.
BUSINESS SESSION. 43
Cannot those of our members who belong to the latter class make spe-
cial efforts to bring more of their associates to us? Many railway men
feel that the work of the Association does not directly interest them,
and that they will not be gainers by holding membership therein. Pos-
sibly this class could be reached by pointing out to them that we need
their help, and that they should join in order to assist in the improvement
of the railway profession. Such assistance can be given by having their
names on our lists, by their yearly contributions and by any work which
they may be able to do on our committees. If they are not able to spare
time for work, their names and their contributions are welcome and will
materially assist. We have in the past year taken in 137 new members.
The hard times have somewhat increased the total of deductions from
these additions, so that the total gain is 89. If we can make this 200
during the coming year, we will have accomplished a great deal.
As stated above, the work of your Association has been confined to
publications, except where we have had outside help. We have had this
in the matter oi the impact tests, which were undertaken a number of
years ago, and more recently in our rail investigations. The American
Railway Association has been bearing the expense of this latter work.
Your Committee has been carrying on rail investigations for a number of
years, and the study has been thorough and continuing. Unfortunately
for this investigation, the American Railway Association has now with-
drawn its support, and your Association is confronted writh the necessity of
stopping the work so well begun, and it is felt that the full benefit of
the work already accomplished will be lost unless some arrangement can
be made to carry it forward. The reason that has actuated the Ameri-
can Railway Association has been economy, with possibly a feeling that
the expenditures thus far made have not borne the results expected.
We, as Engineers, recognize that any improvement, no matter how small,
in the matter of steel rails will justify any expenditure that has been
or may be made, but the difficulty confronting us is convincing our oper-
ating people of this. The Executive Committee of the American Rail-
way Association is charged with the responsibility of the expenditure of
money, and its action has been taken because we have not convinced it
that the expenditure pays. Possibly, if we made individual effort with
our operating superiors, we might bring about a unanimity of action
on the subject that, communicated to the Executive Committee, would
change its present attitude, and it is requested that the members of your
Association will do what they can in this direction.
Incidentally, an effort is to be made to raise funds by subscription
to enable us to carry on this work in a restricted manner, but if we
succeed in this it can, of course, only last for a limited period. It is
to be hoped that within another year we can get further assistance from
the American Railway Association.
There is one further subject to which the efforts of the individual
members of the Association might be called, viz., the Fiscal Year. The
Track Committee has recommended that it be changed and made coin-
44 BUSINESS SESSION.
cident with the calendar year. It is true that some roads at the present
time use this method of division. The majority of the roads, however,
and the Interstate Commerce Commission make the Fiscal Year from
July i to June 30. A search for reasons for this division has disclosed
that it is largely a matter of custom. To change it, however, will be
difficult, owing to the necessity for changing the by-laws of practically
all the roads in the country, together with dates of annual meetings.
While the Interstate Commerce Commission has specified this particular
division, it is felt that it did so for the sake of uniformity and because
the greater part of the mileage of the country used it. The objections
from a track-maintenance point of view are very strong. Under the
present method we are unable to plan intelligently the work for an
entire season, which at its best is but short, and under present condi-
tions work must often be abandoned after being begun, or possibly can-
not be started until after the beginning of the new Fiscal Year. To
make the change will take time and continued effort, but it is felt that our
membership might accomplish much toward this end.
An inspection of the reports submitted to this convention will
show an unusual amount of statistical data, principally tabulations of
replies received by the respective committees in response co inquiries.
It is believed that if your committees would give certain attention to
condensing this data and showing same graphically, a very marked sav-
ing might be effected by diminishing the amount of our printing, and
the value of the information increased to those who have occasion to
use it.
Probably your most important publication is the Manual, in that
it embodies the principles which have been adopted as representing
standard railway practice in this country. Standards and ideas, of
course, vary, and must of necessity do so, or there would be no progress.
It is, therefore, essential from time to time to revise the Manual. Prac-
tically all the committees have kept this in view in their season's work,
and have made suggestions relative to the revision of the particular
subjects in which they are interested. It is the intention, therefore, to
republish the Manual as soon as possible after this convention, and it
will contain the approved recommendations for the past sixteen years,
and it may be said, without contradiction, that this volume will exem-
plify the best present practice for railway engineering and maintenance-
of-way work.
While your work, as stated above, is circumscribed by lack of funds
necessary for special research, the financial condition of the Associa-
tion, due to the lines which have been followed, is gratifying, there
being in the Treasury, at the close of the last calendar year, over $17,-
000. The cost of republishing the Manual and the proposed General
Index will reduce this, it is estimated, by about $7,000. It is to be hoped
that the members of the Association will use every endeavor to increase
BUSINESS SESSION. 45
the sale of publications, or at least to keep up the sale to the same
extent as in past years.
It may be said that the European war is hardly one for considera-
tion by a bodj- of this kind, but the catastrophe is so great and its in-
fluences will be so widespread that it is of paramount interest even to
an organization like ours, and its mention here will not be out of place.
This greatest of all wars came like a clap of thunder from a clear sky
in August last and has involved practically all Europe. Railway trans-
portation has played a very important part in its prosecution. The
mobilization of vast armies, greater than any before gathered together,
and this in an incredibly short time, is solely due to the railway facili-
ties. It may be said that the transportation problem is one of the
great features of the war, and the men who are handling this arc as
responsible for the success of their side as the generals in command.
Financial conditions have very seriously affected all railway and
engineering construction during the past year, and as a consequence
there is lacking the usual long list of notable achievements. One event
stands out prominently, viz., the opening of the Panama Canal, which
is so directly allied to our character of endeavor. This has interested
us in the past as an engineering work, and the methods and details of
construction have been followed with absorbing interest. The opening
of the Canal is now introducing economic features in the country's
transportation problem which may have a far-reaching effect, possibly
changing a large element of the transportation of the country from rail
to shipping, and, incidentally, raising questions of economical handling of
freight at docks and wharves, and the attention of our members inter-
ested in this class of work is called to this fact. At the present time
the overland roads are feeling seriously the inroads on the business
formerly carried by them, and as the shipping interests are enlarged
the subject may be of even greater importance.
Progress on our Canadian transcontinental roads has been continu-
ous, and these are rapidly being completed, so that they will become
powerful elements in the transportation facilities of this continent.
Electric traction has made some progress. One railway, the Chi-
cago, Milwaukee & St. Paul, is planning to install electricity as its
motive power on an entire division. The railway engineering world
will watch with interest this experiment, with the hope that it may turn
out successfully.
The valuation of railways under the Interstate Commerce Commis-
sion has begun in earnest. Parties have been and are at work in all
parts of the country, and on some of the roads the work has progressed
so far that the quantities are nearly complete. The principles to be
followed are being worked out gradually, but there is still much to be
determined. Our entire membership should be vitally interested in
this work, involving, as it does, not only the actual measurement of
earthwork, but the more intricate determination of the face of the conn-
46 BUSINESS SESSION.
try before any construction was begun ; the establishing of unit prices
that include elements not used when the work was originally built,
such as transportation; the fixing of land values, and, finally, questions
of depreciation, not only in the roadway and structures, but in equip-
ment. All of these matters demand your earnest consideration, and, as
was pointed out by your President last year, your Association should
lead in the study and consideration of the questions involved.
One of the small results of the European war in this country has
been the curtailment of the supply of creosote from Germany, and this
in turn has necessitated changing the methods of treatment of our ties.
We could, of course, in time meet this by the manufacture of creosote
in our own country, but manufacturers are hardly justified in under-
taking this, as immediately on the cessation of the war we can look for-
ward to the resumption of the low-priced German product. Some of
us have substituted chloride of zinc, and others are putting in ties with-
out treatment.
The Grim Destroyer has been active with us during the past year,
having taken ten names from our list of members, this being the highest
number of deaths thus far recorded in one year. Among those taken are :
W. G. Van Vleck, J. N. Faithorn, J. C. Stuart, Thomas H. Johnson and
George A. Clark.
During the year the Association has been favored with an unusual
number of valuable and interesting monographs, contributed by mem-
bers and others, which have added to our common fund of knowledge.
The committee reports submitted to the Association by the twenty-two
standing and special committees exceed in volume those of any preceding
year. As to quality, the reports presented for the consideration of the
Sixteenth Annual Convention are fully up to our usual high standard.
The Chairmen, Vice-Chairmen and members of the committees are
to be commended for their painstaking labors. (Applause.)
The President : The next business before the convention is the
report of the Secretary and of the Treasurer.
Secretary E. H. Fritch presented the following reports :
REPORT OF THE SECRETARY.
To the Members of the American Railway Engineering Association:
The progress made by your Association during the past year is
exceedingly gratifying. The reports and papers presented for your
consideration at this convention exceed in volume those of any
preceding year, while their value and interest is fully up to the high
standard of former years.
The zeal, industry and earnestness reflected in the Committee
reports is commendable, and the various Committees are entitled
to your thanks for their efficient and painstaking labors.
The American Railway Engineering Association has become an
important factor and effective force in the railway world. Your or-
BUSINESS SESSION.
47
ganization is performing a service of incalculable value and benefit
to transportation interests in disseminating, through its publications,
timely, useful and practical information pertaining to the "scientific
and economic location, construction, maintenance and operation of
railways."
THE PUBLICATIONS OF THE ASSOCIATION.
The publications of your Association have attained a high rank
as reference works, and are almost indispensable to the up-to-date
railway official. They are also being used extensively as text-books
in the principal colleges and universities. The several publications
contain a wealth of valuable and useful information on all phases of
railway engineering and maintenance of way work, and every rail-
way official, from President to Section Foreman, will find helpful
data in our literature pertaining to his everyday duties.
As indicative of the wide range and scope of subjects covered
in the reports and papers issued during the year, brief reference is
made below to a few of the principal items, and opposite thereto
the title of the railway official to whom they will be of special interest:
The Science of Organization;
Elimination of Grade Crossings (particularly the subject of appor-
tionment of their cost);
Economics of Railway Location;
Conservation of Natural Resources (tree-planting by railway com-
panies— coal, oil, iron ore and timber resources).
Operation of Hump Yards;
Analysis and Description of Passenger Station at Kansas City;
Handling of Freight by Mechanical Means;
Freight House Trucking;
Use of Motor Trucks;
Clearances;
Cost of Stopping and Starting Trains;
Economics of Railway Location;
Heavy Locomotive Loadings ;
Maximum Equipment Now in Use;
Rest Houses for Employes;
Safety Rules;
Stokers and Superheaters;
Science of Organization.
Will be interested in every report and paper presented, as they deal
with problems with which he is daily confronted.
The use of compounds in locomotive boilers to counteract foaming
and scaling;
Stokers and Superheaters (dealing with the hourly coal consumption
of locomotives equipped with mechanical stokers and the in-
fluence of the use of superheated steam on the tractive effort of
locomotives) ;
Heavy Locomotive Loadings ;
Locomotive Coaling Stations;
Shop Floors;
Engine House Design ;
Design, Length and Operation of Turntables .
48
BUSINESS SESSION.
The Report on Records and Accounts (dealing with sub-division of I. C. C.
Accounting Classification Accounts);
Officer Accounting Forms.
The Bridge Method of protection of metal structures against corrosion;
Engineer Column tests;
Design, length and operation of turntables;
Elastic Strength Requirement for Steel;
Bridge Clearances;
Use of Concrete Piles;
Surface Finish of Concrete;
Use of Lag Screws;
Rail-end Connections for Drawbridges.
The General Uniform General Contract Form (including form for "Bond");
Counsel "The Decision of the Chief Engineer Shall Be Final" (citing many
court decisions pro and con);
Elimination of Grade Crossings.
The Division Will find interesting material in all the reports and papers that will
Superin- prove helpful in meeting conditions and problems as they arise in
tendent daily practice.
The Station Trucking Methods and Costs;
Agent Freight Handling;
Use of Motor Trucks;
Design of Freight Houses.
The Signal Report on Signals and Interlocking (dealing with requisites for
and switch indicators, rating of operative units) ;
Electrical Third-Rail Clearances;
Engineer Overhead Crossings of Electric Light and Power Lines.
The Track Distribution and Care of Cross-Ties;
Supervisor Sodding of Slopes;
and Prevention and Cure of Water-pockets in Roadbed;
Foreman The Report on "Track";
Ballast Sections recommended;
Mechanical Tamping Device for Ballasting;
Use of Screw Spikes;
Science of Organization;
Safety Rules;
Concrete Fence Posts;
Repainting signs and whitewashing cattle-guard wing fences.
The Building Use of Lag Screws on Bridges;
Supervisor Grading of Lumber;
and Rest Houses for Employes;
Foreman Methods of heating, lighting and sanitary provisions for medium-
sized stations;
Roofings ; Tool Houses ; Oil Houses ;
Report on Wood Preservation.
The Will find helpful hints and useful data in the reports on Signs, Fences
Purchasing and Crossings; on Cross-ties; on Iron and Steel Structures; on
Agent Water Service; on Buildings; on Masonry; on Wood Preserva-
tion; on Grading of Lumber; on Electricity; on Yards and Ter-
minals; on Conservation of Natural Resources.
BUSINESS SESSION 49
THE PROCEEDINGS.
Volume 15 of the Proceedings, issued during the year, consisted
of approximately 1,700 pages of printed matter. By the use of a thin
paper it has been practicable to issue this large number of pages in
one volume.
MONOGRAPHS.
During the year the Association has been favored with an un-
usual number of valuable and interesting monographs, which have
added to our common fund of knowledge. The thanks of the Asso-
ciation are due the respective authors for the contributions to our
literature.
In this connection it will be interesting to know that the July
Bulletin will contain a report on the subject of "Special Steels." This
monograph has been presented to the Association by Past-President
W. C. Cushing, and was originally intended for presentation to the
International Railway Congress, which was to have been, held in
Berlin, Germany, in 1915. Owing to the conditions existing abroad,
the Congress has been abandoned. It is hardly necessary to say that
this paper is of absorbing interest, and that it will add materially
to the prestige of our publications.
DUPLICATION OF WORK.
As a result of specialization in all lines of endeavor, there is more
or less duplication of work, and consequently an economic waste.
Committees of this Association are occasionally going over ground
already covered by other associations or investigators, and vice versa.
From a published list of railroad and allied associations, it appears
that there are no less than fifteen organizations whose work overlaps
or duplicates that of the American Railway Engineering Association.
In view of these facts, it would seem advisable for our Commit-
tees to give careful consideration to what has been done along the
lines of the subjects assigned them, make use of the best thought
and experience developed elsewhere, and adapt the net results to our
present needs.
THE ANNUAL CONVENTIONS.
Your Association is essentially a working body. Managing offi-
cials have frequently commented favorably on this fact, and are more
and more realizing the importance to the interests they represent of
having their subordinates attend these annual meetings, and in many
cases urge them to do so.
Among the desirable features of the annual conventions is the
personal contact outside the regular sessions. They afford excellent
opportunity for an interchange of views and experiences, and is a
means of forming new acquaintances and renewing old ones.
50
BUSINESS SESSION.
MEMBERSHIP.
Membership last annual report 1,147
Members admitted during year 137
Withdrawals 17
Deceased members 10
Dropped 21
— 48
Net increase
.89
89
Total present membership 1,236
GEOGRAPHICAL DISTRIBUTION.
The geographical distribution of members is indicated in the
following table:
United States 1,091
Canada 101
Japan 8
China 5
Central America 5
Cuba 4
New Zealand 4
India 2
Argentine Republic 2
Brazil 2
Costa Rica ....•• 2
Australia
England
Bolivia
Mexico
Philippine Islands
Peru
Panama
Porto Rico
Russia
Hawaii
Total membership 1,236
DECEASED MEMBERS.
During the year the Association has sustained the loss of the
following members by death:
C. C. Mallard,
W. G. Van Vleck,
J. N. Faithorn,
G. A. Clark,
Thomas Watson,
Emil Gerber,
W. I. Trench.
M. J. Corrigan,
J. C Stuart,
Thos. H. Johnson.
BUSINESS SESSION.
FINANCIAL STATEMENT.
The following Financial Statement is self-explanatory. It in-
cludes also a statement of the Track Stresses Fund, of which tin-
Association is the custodian.
Balance on hand, December 31, 1913 $14,276.74
RECEIPTS DURING THE YEAR.
From Entrance Fees $ 1,350.00
From Dues 6,551.00
From Subscription to Bulletin 6,745.33
From Binding Proceedings 615.50
From Sale of Proceedings 4,150.58
From Sale of Manual 583.10
From Sale of Bulletins 485.28
From Sale of Specifications 163.25
From Sale of Leaflets 188.75
From Advertising 2,662.40
From Interest on Bank Balance 115.94
From Interest on Investments 400.00
From Sale of Badges 52.00
From Sale of Banquet Tickets 1,386.00
From Miscellaneous 147.99
From A. R. A. (Rail Committee) 6,650.13
Total Receipts ? $32,247.25
DISBURSEMENTS DURING THE YEAR.
For Stationery and Printing $ 547.87
For Proceedings 3,101.75
For Bulletins 7,508.03
For Manual 413.20
For Salary of Secretary 3,000.00
For Salaries of Two Assistants 1,872.50
For Officers' Expenses 32.75
For Postage Ha5
For Telephone and Telegrams 151.94
For Committee Expenses 85.48
For Supplies 420.66
For Rents l\\llc
For Expressage 522.25
For Light 33.90
For Annual Meeting Expenses Z,390.«W
For Equipment §'?»
For Exchange 55.75
For Miscellaneous
For Rail Committee 6,754.53
Total Expenditures $29,21 1 .72
Excess of Receipts over Disbursements ;
Balance ■■■ $17^'
BUSINESS SESSION.
SUMMARY.
Balance on hand, December 31, 1913 $14,276.74
Receipts $32,247.25
Expenditures 29,211.72
Excess of Receipts over Disbursements. .$ 3,035.53 3,035.53
Balance on hand, December 31, 1914 $17,312.27
Consisting of:
Six railway bonds, par value $1,000 each, at
cost $ 5,206.06
Four Lincoln Park bonds, par value $1,000
each, at cost 4,004.27
Cash in Standard Trust and Savings Bank 8,101.94
$17,312.27
STRESSES IN TRACK FUND.
RECEIPTS.
Contribution from U. S. Steel Corp., April 18,
1914 $10,000.00
Interest — April to December, 1914 201.70
Total Receipts $10,201.70
EXPENDITURES (TO DECEMBER 31, I<?14)-
Committee Expenses $ 65-99
Salaries ^c')v?
Transportation 35 .63
Hotel and Meals 19.55
Supplies J Vac
Stationery and Printing 4J.88
Postage 10-00
Expressage y-£°
Telegrams
.87
Total $ 434.40 434.40
Balance, A. R. E. A. Fund, January 1, 1915 $9,767.30
CONCLUSION.
In conclusion, your Secretary desires to express his appreciation
and thanks to the members of the Association for the consideration
and good-will extended to him during the year.
Respectfully submitted,
E. H. FRITCH, Secretary.
BUSINESS SESSION 53
REPORT OF THE TREASURER.
To the Members of the American Railway Engineering Association:
I have the honor of presenting the following report for the
calendar year ending December 31, 1914:
Balance, cash on hand, December 31, 1913 $14,276.74
Consisting of:
Cash in bank $ 5,066.41
Six railway bonds, par value $1,000 each, at
cost 5,206.06
Four Lincoln Park bonds, par value $1,000
each, at cost 4,004.27
Total $14,376.74
Receipts during the year 1914 $32,247.25
Paid out on Audited Vouchers 29,211.72
Excess of Receipts over Disbursements $ 3,035.53 3,035.53
Balance on hand, December 31, 1914 $17,312.27
Consisting of:
Six railway bonds, par value $1,000 each, at
cost $ 5,206.06
Four Lincoln Park bonds, par value $1,000
each, at cost 4,004.27
Cash in Standard Trust and Savings Bank... 8,101.94
$17,312.27
STRESSES IN TRACK FUND.
RECEIPTS.
Contribution from U. S. Steel Corporation, April
18, 1914 $10,000.00
Interest— April to December, 1914 201.70
Total Receipts $10,201.70
Expenditures to December 31, 1914 434.40
Balance A. R. E. A. Fund, January 1, 1915 $9,767.30
Respectfully submitted,
GEO. H. BREMNER, Treasurer.
(The accounts have been audited by a firm of public accountants
and found to agree with the foregoing.)
(On motion, duly carried, the reports of the Secretary and of the
Treasurer were accepted.)
54 BUSINESS SESSION.
The President : — The next order of business is the consideration of
reports of Standing and Special Committees.
It is customary for the members of Committees to come forward as
their names are called and take places on the platform.
The Chair would suggest that each speaker on rising to take part in
the discussion, that he first state his name and the name of the corpora-
tion with which he is connected, in order that the reporters can give it
correctly in the Minutes.
Mr. L. C. Fritch (Canadian Northern) : — I wpuld suggest that inas-
much as we have a large amount of business before us that we endeavor
to economize on time as much as possible. The several Committees this
year have reported comprehensively on the subject of revision of the
Manual. If we devote too much time to the discussion of the revision
of the Manual, there will be no available time for the discussion of the
Committee reports proper. In my judgment there is not anything of more
importance than that the revised Manual shall be complete in every re-
spect, but unless the convention passes upon these matters, they cannot be
incorporated in the Manual. There is a Special Committee on Manual
of the Board of Direction, composed of the five latest Past-Presidents,
and it is the purpose of that Committee to take up the Committee reports
relating to revision of the Manual and carefully review such revisions,
in order that the revised Manual may be complete and perfect.
It may save time at this convention if we limit discussion on re-
vision of the Manual to essentials, and refer non-essentials to the Board
of Direction. Unless we do that or something equivalent, we will not
have time to discuss both the revisions of the Manual and the reports
proper. The careful attention which the Committee of the Board will
give to this subject during the coming year will assure the Association
that the matter is in safe hands. Many of the suggestions for change's in
the Manual are merely matters of verbiage or slight changes in arrange-
ment, and 1 would suggest that only important principles be discussed,
in. order that the business of the meeting may be facilitated.
The President :— The Chair would announce that it is the purpose to
request Chairmen of Committees, in presenting revisions of the Manual,
to point out only such matters on which they desire action or that are es-
sential, otherwise, unless the convention does so act, so far as the essen-
tials are concerned, the changes cannot be made in the Manual, and
Chairmen of Committees are therefore asked to handle this matter as
suggested in presenting their reports to the convention.
Mr. L. C. Fritch :— It might also be added that it is the purpose, after
this convention, to submit the results on the revision of the Manual to
BUSINESS SESSION. 55
the various Committees for their final recommendations, and this in turn
is to be finally reviewed by the Manual Committee of the Board of
Direction.
The President : — The first report to be considered is that of the Com-
mittee on Rules and Organization. In the absence of the Chairman and
Vice-Chairman, Mr. Curtis Dougherty will present the report. Mr.
Dougherty will make a preliminary statement as to how the Committee
desires to have its report considered.
(See report, pp. 65-74; discussion, p. 1023.)
The President: — The next report to be considered is that of the Com-
mittee on Signals and Interlocking. Mr. Stevens, the Chairman, will
present the report and indicate the manner in which the Committee de-
sires to have it considered.
(See report, pp. 75-87; discussion, pp. 1025-10.35.)
The President: — The report of the Special Committee on Uniform
General Contract Forms will next be taken up for consideration. Mr.
E. H. Lee, the Chairman, will submit the report, and indicate the points
in the report on which discussion is desired.
(See report, pp. 89-101; discussion, p. 10.37.)
The President : — The fourth report to be considered is that of the
Committee on Signs. Fences and Crossings. Mr. W. F. Strouse, the Chair-
man, will present the report and make a statement as to the manner in
which the Committee wishes to have its report considered.
(See report, pp. 433-519; discussion, pp. 1 039-1 045. )
AFTERNOON SESSION.
The President : — The first report to be considered this afternoon is
that of the Committee on Economics of Railway Location. Mr. John G.
Sullivan, the Chairman of the Committee, will make a preliminary state-
ment and describe what has been accomplished during the year and bring
up the conclusions on which action is desired by the Committee.
(See report, pp. 103-105; discussion, pp. 1047-1070.)
WEDNESDAY, MARCH 17, 1915.
MORNING SESSION.
The President : — The first business to be taken up this morning is
the consideration of the report of the Committee on Roadway, Mr. W. M.
Dawley, Chairman. The Chair would ask Mr. Dawley to make a pre-
liminary statement, and indicate the manner in which the report is to be
considered.
(See report, pp. 565-600: discussion, pp. 1071-1084.)
56 BUSINESS SESSION.
The President :— The report of the Committee on Records and Ac-
counts will now be taken up. It will be presented by the Chairman, Mr.
Christian, who will make the usual preliminary statement.
(See report, pp. 785-790; discussion, pp. 1085-1087.)
The President : — The Chair would ask unanimous consent to vary
from the program, by announcing the result of the ballot for officers for
the ensuing year at the close of the afternoon session. The Chair will
appoint as Tellers, Messrs. W. J. Bergen, H. L. Gordon, W. F. Ogle,
G. H. Gilbert and W. T. Dorrance. The Secretary will turn over the
ballots to the Tellers, and they will retire to the anteroom to prepare
their report after the close of this afternoon's session.
The Chair would also ask unanimous consent to vary from the pro-
gram and advance the report of the Rail Committee for the first matter
of business at the afternoon session. There being no objection, the re-
port of the Committee on Rail will be taken up immediately after
luncheon to-day.
We will now consider the report of the Committee on Ties. Mr.
L. A. Downs, the Chairman, will present the report, and indicate the
manner in which it is to be discussed.
(See report, pp. 521-564; discussion, pp. 1089-1092.)
The President :— The next report to be considered is that of the
Committee on Iron and Steel Structures, Mr. A. J. Himes, Chairman.
Mr. Himes will make a statement and indicate how the report is to be
disposed of by the convention.
(See report, pp. 601-676; discussion, pp. 1093-1115.)
AFTERNOON SESSION.
The President: — As announced' at the morning session, the first re-
port to be taken up is that of the Committee on Rail. Mr. J. A. Atwood,
the Chairman, will make the usual preliminary statement, and outline
the way in which the Committee desires to have its report acted on by
the convention.
(See report, pp. 151-432; discussion, pp. 1117-1132.)
The President: — The report of the Committee on Water Service will
be presented by the Chairman, Mr. A. F. Dorley.
(See report, pp. 677-713; discussion, pp. 1133, 1134.)
The President: — The report of the Track Committee is now in order.
It will be presented by the Chairman, Mr. J. B. Jenkins, who will make
the usual preliminary statement.
(See report, pp. 715-738; discussion, pp. 1135-1145.)
The President: — We will next take up the report of the Committee
BUSINESS SESSION. 57
on Conservation of Natural Resources. In the absence of the Chairman,
the report will be presented by the Vice-Chairman, Mr. A. W. Carpenter.
(See report, pp. 989-1003; discussion, pp. 1147.)
The President : — In view of the fact that the Chairman of the Com-
mittee on Buildings cannot be here to-morrow, we are asked to take up
that report to-day. Mr. Long, the Chairman, will present the report and
indicate the points on which discussion by the convention is desired.
(See report, pp. 739-/84; discussion, pp. 1149-1151.)
The President : — The Tellers have submitted their report, covering
the result of the election of officers for the ensuing year. The Secretary
will read the report.
Secretary Fritch : — The report of the Tellers appointed to canvass the
ballots cast for officers for the ensuing year is as follows :
REPORT OF THE TELLERS.
To the Members of the American Railway Engineering Association:
The undersigned Tellers, appointed to canvass the ballots for officers
for the year 1915, beg leave to report as follows:
Total vote cast 657
Not endorsed and not counted 13
Total vote counted 644
For President:
R. Trimble 643
A. S. Baldwin 1
For Vice-President:
John G. Sullivan 640
C. A. Morse 1
John R. Leighty : 1
Earl Stimson 1
H. R. Safford 1
For Treasurer :
Geo. H. Bremner 644
For Secretary:
E. H. Fritch 644
For Directors:
H. R. Safford 343
C. F. W. Felt 263
A. N. Talbot 227
E. H. Lee 223
Ff. E. Hale 210
F. H. Alfred 199
E. B. Cushing 198
A. J. Himes 133
Thos. S. Stevens 90
58 BUSINESS SESSION.
For Members of Nominating Committee:
Paul Didier 422
Hadley Baldwin 381
C. E. Smith 374
F. E. Turneaure 374
D. J. Brumley '. 297
L. S. Rose 277
J. A. Peabody 261
Dr. Hermann von Schrenk 257
W. D. Wiggins 250
S. S. Roberts 190
Scattering 12
Respectfully submitted,
W. J. Bergen,
H. L. Gordon,
W. F. Ogle,
G. H. Gilbert,
W. T. Dorrance,
Tellers.
Secretary Fritch : — The candidates elected are as follows :
President R. Trimble
Vice-President John G. Sullivan
Treasurer Geo. H. Bremner
Secretary E. H. Fritch
Three Directors . .H. R. Safford, C. F. W. Felt, A. N. Talbot
Five Members of Nominating Committee . Paul Didier, Hadley
Baldwin, F. E. Turneaure, D. J. Brumley, C. E. Smith.
THURSDAY, MARCH 18, 1915.
MORNING SESSION.
The President: — The first report to be considered this morning is that
of the Committee on Wood Preservation, Mr. Earl Stimson, Chairman.
Mr. Stimson will make a preliminary statement and indicate the manner
in which the report is to be considered.
(See report, pp. 825-888; discussion, pp. 1153-1157.)
The President : — We will next consider the report of the Committee
on Ballast. Mr. H. E. Hale, the Chairman, will outline the manner in
which the report is to be acted on by the convention.
(See report, pp. 1005-1020; discussion, pp. 1159-1172.)
The President :— Prof. A. N. Talbot, Chairman of the Special Com-
mittee on Stresses in Railroad Track, will present the progress report of
that Committee.
(See report, pp. 791, 792; discussion, pp. 1173, 1174.)
BUSINESS SESSION 59
The President: — The report of the Committee on Masonry will now
be taken up for consideration, and the Chairman, Mr. F. E. Schall, will
make the usual preliminary statement.
(See report, pp. 793-824; discussion, pp. 1175-1178. I
The President : — The report of the Committee on Wooden Bridges
and Trestles will be presented by the Chairman, Mr. E. A. Frink. Mr.
Frink will outline the way in which the Committee desires to have the
report considered.
(See report, pp. 891-904; discussion, pp. 1179-1183.)
AFTERNOON SESSION.
The President :— The first report to be taken up this afternoon is
that of the Committee on Grading of Lumber, Dr. Hermann von Schrenk,
Chairman. Dr. von Schrenk will briefly outline the report and indicate
the portions on which action is desired by the convention.
(See report, pp. 905-916; discussion, pp. 1185, 1186.)
The President: — In the absence of the Chairman and Vice-Chairman
of the Committee on Electricity, Mr. E. B. Katte will present the re-
port and give an outline of the subjects to be considered by the con-
vention.
(See report, pp. 017-956; discussion, pp. 1187, 1188.)
The President: — The last report to be acted on by the convention
is that of the Committee on Yards and Terminals. In the absence of
both the Chairman and Vice-Chairman, the report will be presented by
Mr. A. Montzheimer.
(See report, pp. 957-987; discussion, pp. 1189-1191.)
The President : — The reports of Standing and Special Committees
having been disposed of, we will next take up "New Business." Has
any member anything to offer under that heading?
Mr. E. T. Reisler (Lehigh Valley) : — I would like information as
to whether the Special Committee on Manual is to be authorized to
make such editorial changes in the Manual as may be necessary?"
The President : — It is understood that the Special Committee has
that authority.
Mr. Hunter McDonald (Nashville, Chattanooga & St. Louis) : — I
desire to offer the following :
"Resolved, That the Board of Direction be requested to consider a
working plan, by which the conclusions of certain other associations
working along the same lines of research as ours may receive the
60 BUSINESS SESSION.
endorsement of this Association without discussion in detail by its con-
ventions."
(The resolution was adopted.)
Secretary E. H. Fritch : — Mr. President, I desire to offer the follow-
ing resolutions :
"Resolved by the members of the American Railway Engineer-
ing Association, in convention assembled, That we desire to place on
record our appreciation and extend our hearty thanks to —
"Hon. Charles S. Gleed, Sir George Foster, Frank L. Mulholland,
Esq., and Benjamin Baum, Esq., for their admirable and instructive ad-
dresses at the annual dinner of the Association on the evening of
March 17;
"To the National Railway Appliances x\ssociation for the instruc-
tive and comprehensive exhibit of railway devices at the Coliseum;
"To the technical press for their daily reports of this convention,
and for the useful information made available to the members and guests
through their publications ;
"To the official reporters, Mr. T. E. Crossman and Mr. G. W. Bur-
goyne, for their accurate and painstaking reports of this and previous
conventions ;
"To the Tellers, Messrs. W. J. Bergen, H. L. Gordon, W. T. Dor-
rance, W. F. Ogle and G. H. Gilbert, for their arduous labors in count-
ing and tabulating the ballots cast for officers for the ensuing year;
"To Committee No. 23, on Arrangements, for the highly successful
arrangements made for the comfort and entertainment of the members
and guests attending this convention."
(The resolutions were adopted.)
Mr. William McNab (Grand Trunk Railway System) :— Mr. Presi-
dent, I desire to offer this resolution :
"Resolved, That this Association, in convention assembled, desires to
express its appreciation of the able manner in which the retiring Presi-
dent, Mr. W. B. Storey, has performed the duties of President during
the year, and also for the efficient manner in which he has presided over
the deliberations of this convention."
I offer that resolution with a riser that it be spread upon the Min-
utes of this meeting and an engrossed copy be sent to the retiring Presi-
dent, Mr. Storey.
(Mr. McNab put the resolution to vote, and it was carried unani-
mously.)
The President : — The Secretary will now announce the result of the
election of officers for the ensuing year.
BUSINESS SESSION. 61
Secretary E. H. Fritch : — The officers elected for the ensuing year
are as follows :
President, R. Trimble.
First Vice-President, A. S. Baldwin.
Second Vice-President, John G. Sullivan.
Treasurer, George H. Bremner
Secretary, E. H. Fritch.
Three Directors (three years each), H. R. Safford, C. F. W. Felt,
A. X. Talbot.
Five Members of Nominating Committee, Paul Didier, Hadley Bald-
win, D. J. Brumley, F. E. Turneaure, C. E. Smith.
The President :— You have heard the result of the election of offi-
cers. The Chair will ask Past-Presidents Cushing and Wendt to escort
the President-elect, Mr. Trimble, to the platform. (Applause.)
President Storey: — In delivering this gavel to you, Mr. Trimble. I
wish to express my thanks to the members of the Association for the
very great assistance that has been given me in the discharge of my
duties as the President of the Association, and to say to you that in
your duties in the future you will find that our Secretary. Mr. Fritch, is of
the very greatest assistance and invaluable in the administration of the
affairs of the Association. (Applause.)
President-elect Trimble :• — Gentlemen of the American Railway En-
gineering Association : I count it a very high honor to be the President
of this Association. There is possibly no greater honor that comes to the
members of our profession. I am very grateful to you for this honor, and
I beg to thank you very sincerely for your confidence in bestowing it upon
me.
After three days of arduous work attending to the business of the
convention, and at a time when you are all anxious to get away, it would
be most inopportune to make a long address, and I have no purpose of
inflicting one upon you.
I do wish, however, to say a word or two before we separate in re-
gard to the work of the coming year. Let us take notice of some of the
advice so eloquently given to us last night, especially by Sir George Foster
and Mr. Mulholland. Let us take the mind that has been given us — it is
the best we have — and let us "mobilize our energy" and "correlate our
work" so that we will "be good for something," and during the coming
year develop a survival value that will be left as an enduring heritage for
the coming years of the Association. We are not pessimists, we are
optimists. It will be my purpose to do the very best I can to advance the
interests of your Association.
Let us take up our work early, at once, if possible, and do not let us
delay in starting the activities of the year. I would strongly urge the
62 BUSINESS SESSION.
organization of the committees and the beginning of the work at an early
date.
With the work of your earnest Board of Direction and your efficient
Secretary, and a hearty co-operation of the members, I feel that the
seventeeth year of the American Railway Engineering Association will be
a notable one. Gentlemen, I thank you for your kindness to me. (Ap-
plause.)
I now declare the Sixteenth Annual Convention of the American
Railway Engineering Association adjourned.
The Seventeenth Annual Convention of the American Raihvay Engi-
neering Association will be held at the Congress Hotel, Chicago, March
21, 22 and 23, 1916.
At a meeting of the Board of Direction, held at the Congress Hotel,
Chicago, March 18, 1915, C. E. Lindsay, Division Engineer, New York
Central Railroad, was elected a Director to fill the vacancy due to the
election of John G. Sullivan as Vice-President.
E. H. Eritch,
Secretary.
COMMITTEE REPORTS
REPORT OF COMMITTEE XII— ON RULES AND
ORGANIZATION.
G. D. Brooke, Chairman ,
R. P. Black,
L. L. Beal,
Ralph Budd,
A. M. Burt,
T. B. Carothers,
F. D. Anthony, V ice-Chairman;
S. E. Coombs,
Curtis Dougherty,
B. Herman,
Jos. Mullen,
E. T. Reisler,
Committee.
To the Members of the American Railway Engineering Association :
INSTRUCTIONS.
Your Committee on Rules and Organization has worked during the
past year under the following instructions :
(a) Make critical examination of the subject-matter in the Manual.
and submit definite recommendations for changes.
(i) Review Rules and Instructions heretofore adopted by the Asso-
ciation and recommend such changes and additions thereto as
may seem desirable.
(2) Formulate rules for the guidance of the maintenance of way
department pertaining to safety.
(3) Continue the formulation of rules for the guidance of field
parties :
(a) When making preliminary surveys.
(b) When making location surveys.
(c) When in charge of construction.
(4) Continue the study of science of organization.
SUB-COMMITTEES.
Three Sub-Committees were appointed: Sub-Committee A, to which
was assigned work under instructions (1) and (2), consisting of:
Curtis Dougherty, Chairman ;
R. P. Black,
J. B. Carothers,
Jos. Mullen.
Sub-Committee B, to which was assigned work under instruction (4),
consisting of :
B. Herman, Chairman ;
S. E. Coombs,
E. T. Reisler.
65
66 RULES AND ORGANIZATION.
Sub-Committee C, to which was assigned work under instruction (3),
consisting of :
Ralph Budd, Chairman ;
F. D. Anthony,
L. L. Beal,
A. M. Burt.
COMMITTEE MEETINGS.
Two meetings of the Committee were held : One at Cincinnati, Ohio,
September 18, 1914, at which were present: Curtis Dougherty, J. B.
Carothers, Jos. Mullen, G. D. Brooke.
One at Washington, D. C, November 27, 1914, at which were present:
F. D. Anthony, Jos. Mullen, S. E. Coombs, B. Herman, G. D. Brooke.
Messrs. Burt, Black, Reisler and Dougherty were represented by corre-
spondence.
REVISION OF MANUAL.
The Committee has considered very carefully the rules heretofore
adopted by the Association and printed in the Manual of 191 1, and the
supplements thereto. These rules have been revised from time to time
and no changes in conditions or practices affecting them have occurred
during the past few years. The Committee, therefore, is of the opinion
that no revisions are necessary, and none are recommended.
SAFETY RULES.
The following safety rules are recommended for adoption and print-
ing in the Manual :
(1) It is the duty of every employe working on or about the tracks
to exercise great care to avoid injury to himself and others, and nothing
in these rules is to be so construed as to relieve any employe from per-
forming his full duty in that respect.
(2) Employes must examine and know for themselves that tools,
materials, etc., which they must make use of in performing their duties
are in proper condition. If not, they must put them so, or report them to
the proper person and have them put in proper order before using.
(3) In handling rails, ties and other heavy materials, special care
must be used to avoid injury.
(4) On the approach of a train, employes who are working on or
about the tracks must move to places of safety, standing clear of all
running tracks. They must not walk or stand on the tracks, except when
necessary for the proper performance of their duties.
(5) Watchmen, patrolmen, trackwalkers and others on duty which
makes it necessary for them to be on the track, where there are two
or more tracks, should, when practicable, travel against the current of
traffic, keeping a sharp lookout in both directions for approaching trains.
(6) Foremen or others in charge of employes must see that their
RULES AND ORGANIZATION. 67
men are alert and watchful to avoid danger; and when working on or
about the tracks, will take the necessary precautions to see that all men
working under their immediate supervision receive warning of approach-
ing trains in time to reach places of safety.
(7) When working on tracks in places where approaching trains
cannot readily be seen because of permanent obstructions to the view,
curves, or temporary obstructions, such for instance as fog, storms, snow,
or engines or cars, extra precautions must be taken to warn the men
of approaching trains.
Foremen, watchmen, and others in charge of gangs or squads of
workmen should provide themselves with whistle or other means for
warning the men when working in places where approaching trains cannot
readily be seen.
(8) When large numbers of inexperienced men are working on the
track, they should be divided into small squads, each squad placed in
charge of an experienced man, and all necessary additional precautions
taken to prevent accident.
(9) Employes working in tunnels or near the ends of the same, when
trains approach from either direction, must clear all tracks, and if in
the tunnel, must occupy the manholes.
(10) In tunnels and in other places where there is insufficient clear-
ance and no manholes or other places of safety provided, foremen must
arrange with the proper officer for the use of track and work under flag
protection.
(11) Employes are required to carry lanterns or torches when pass-
ing through any tunnel where men cannot readily be seen.
When an entire gang is working close together in a tunnel, an adequate
number of lights should be used, but not less than two.
(12) Hand or push cars must not be used at night, nor in the day-
time when approaching trains cannot readily be seen by reason of fog,
storm or snow, except under proper protection.
(13) Trains will be run in either direction, on any track, whenever
necessary or expedient, and employes will be governed accordingly.
(14) Employes will keep the right-of-way, and particularly the main,
yard and sidetracks and the footpath along them, free of obstacles,
such as old material, broken drawbars, lumps of coal, and anything over
which themselves or others may stumble.
(15) Any employe, who, while on duty, is careless about the safety
of himself or others, or who disregards warnings, will be disciplined.
RULES FOR PARTIES ON SURVEYS AND CONSTRUCTION.
This subject is not reported on this year.
SCIENCE OF ORGANIZATION.
The Committee's work on this subject has consisted in collecting
some additional data in regard to the form of organization of the Main-
68 RULES AND ORGANIZATION.
tenance of Way Department in use on the various railroads, and the
internal workings of these various organizations.
An attempt to assemble data bearing on the historical aspect of
the development of the present Maintenance of Way organizations has
not met with much success, but further efforts will be made along this
line.
The information collected is being compiled for the use of the Com-
mittee and the work on this subject will be continued during the period
intervening before the convention. It is desirable, however, to draw
attention to the fact that several of the great railroad systems are making
successful experiments in selecting and training men for positions in the
Maintenance of Way department, and there is undoubtedly a growing
tendency in favor of the systematic developing of men to supervise
Maintenance of Way forces.
The Committee must rely for its material largely on the active in-
terest in the subject of those individuals of the membership of the Asso-
ciation who are giving thought and study to the question of organization.
In order to arouse and foster this interest, it is very desirable to have some
discussion of the question at the annual convention. As a beginning of
this discussion the Committtee recommends that the report made to the
Board of Direction just prior to the last convention be published as an
appendix to this report.
As very pertinent at this time, an extract from a letter from Mr. A. J.
Himes, Valuation Engineer, New York, Chicago & St. Louis Railroad, on
"Personality in Organization," is here quoted. The Committee is very
anxious to secure similar expressions on the various phases of organization
from members of the Association and other railroad officers :
"It is my strong belief that some of our big corporations have lost
sight of the power of personality in their organizations. Personal leader-
ship is one of the strongest forces with which we have to deal and I
do not believe that it is being properly used.
"Fundamentally all human efficiency is influenced largely by the ideas
of reward and punishment. These two words used broadly cover almost
everything about which we care. Successful leadership requires the power
to adjust the rewards and punishments so as to stimulate a constant strug-
gle for efficiency. The constant struggle for perfection in accounting and
reporting which leaves a minimum of initiative to a foreman or one who
is in direct charge of labor, may eliminate graft and misapplication of
money and materials, but no human ingenuity can do away with the
ultimate- necessity of relying upon the faithfulness of humanity. Faith-
fulness is imperative and should be stimulated and developed. You can-
not develop faithfulness by removing all possibility of wrongdoing.
Rather faithfulness is developed by the exercise of responsibility. To build
up a strong organization, I would study to place men in positions of trust
and let the men know that I trusted them and relied upon them.
"It is true that occasionally a man is not true to his trust, and some
men grow so suspicious that they are never willing to trust anybody. The
reason the man fails is exactly the same as that which causes his muscles
to grow weak if overstrained. The responsibility which a man bears
should be adjusted to his stage of development and capacity. The failure
is to a considerable degree the failure of the employer. The employer
RULES AND ORGANIZATION. 69
should know his men and know what they can do and never overload
them. An overload can be carried a short time in an emergency and in
good health, but continued too long it will bring failure as surely as if
the load were applied to a piece of steel.
"And then there must be decision and firmness and ability. No weak-
ling who dallies with business can be a successful leader and when a leader
issues an order or gives a decision it must be felt by everyone that it
is final, as well as correct. No error can ever be final and the man who
persists in an error in order to display his power will presently learn that
he has no power."
NEXT YEAR'S WORK.
The following outline of work for next year is recommended :
(i) Review Rules and Instructions heretofore adopted by the Asso-
ciation and recommend such changes and additions thereto as
may seem desirable.
(2) Continue the formulation of rules for the guidance of field
parties.
(a) When making preliminary surveys.
(b) When making location surveys.
(c) When in charge of construction.
(3) Continue the study of science of organization.
(4) Report on the clearance of switchstands, signal stands, plat-
forms, platform shelters, mail cranes, water columns, coal
chutes, water tanks, etc., under the assignment from the
Committee on Maintenance of the American Railway Associa-
tion.
Respectfully submitted,
COMMITTEE ON RULES AND ORGANIZATION.
Appendix A.
REPORT TO BOARD OF DIRECTION ON THE STUDY OF THE
SCIENCE OF ORGANIZATION.
G. D. Brooke, Chairman; F. D. Anthony, Vice-Chairman;
R. P. Black, K. Hanger,
J. B. Carothers, B. Herman,
S. E. Coombs, Jos. Mullen,
C Dougherty, E. T. Reisler,
Committee.
To the Board of Direction of the American Railzvay Engineering Asso-
ciation:
INSTRUCTIONS.
Committee XII — On Rules and Organization, was instructed, in addi-
tion to other work, to "Begin the study of Science of Organization and
report to the Board of Direction how this study can be made profitable
to the Association." In compliance with these instructions -your Com-
mittee submits the following report :
DEFINITIONS.
Organization. — Organization is the direction of the efforts of a
number of individuals to a common purpose.
In the commonly accepted use of the term, an organization is a
collection of individuals, or groups of individuals, acting under a central
control, by means of which their efforts are directed to a common purpose.
Science of Organization. — The science of organization is the sys-
tematized knowledge pertaining to, or the acknowledged laws, as demon-
strated by observation or deduction, relating to the direction of the efforts
of groups or individuals to common ends.
ORGANIZATION WORKING.
In its workings, the individual is the prototype of the organization.
Every physical act of the human animal requires three distinct processes,
of effort in its performance :
(i) The knowledge of an existing reason for or the self-impelled
desire for the act. This is mental effort.
(2) The instruction to the hand, eye, or other physical member to
perform and how to perform. This also is a mental process.
(3) The execution by the physical member. This is physical effort.
Consider next a small group of men as a unit for the performance
of work, as a squad of soldiers or a section gang. A leader or foreman is
70
RULES AND ORGANIZATION. 71
necessary, who is the mind or brain of the unit ; the other men are the
physical agencies.
(i) The leader possesses the knowledge of or conceives of what
is to be done.
(2) He communicates to the men what is to be done and how it is
to be done.
(3) The men perform the work.
Continuing the analogy, the logical development is the company of
soldiers and the force under a supervisor ; the regiment and the track
forces of a division; the brigade and the forces of a district; the army
corps and the maintenance of way department of a railroad system. Each
successive unit is made up of a number of smaller units; each larger
unit is under the control of a head who conceives or plans the work,
and conveys his instructions as to what is to be done; the constituent
units receive the directions and execute the work. The efficiency of any
unit depends upon the ability of the leader in planning work or devising
action to meet varying situations ; his method of transmitting the instruc-
tions to the constituent units, since this determines with what degree of
clearness his ideas and plans are understood ; and the spirit and the degree
of preparedness of the constituent units in receiving and executing the
instructions.
PRINCIPLES.
There are certain fundamental principles of organization which,
for the present purpose, can best be elucidated by the consideration of
two familiar examples of organization, the athletic team and the military
company, which are frequently so developed as to represent the highest
degree of efficiency attained in modern organization. These principles
are :
_ . _ j . ij
Proper selection of material;
Compensation ;
Education ;
Esprit de Corps;
Discipline.
PROPER SELECTION OF MATERIAL.
To begin with, the recruits for such organizations are obtained by
careful selection. The athlete is closely watched by coach or manager
and his advancement to a higher class is dependent upon his ability as
demonstrated by his work in a lower class. The prospective soldier is
required to fulfill well-defined standards of mental and physical fitness
before his acceptance; after enlistment his advancement depends upon
demonstrated ability and capacity for authority. This is proper selection
of material, and in point of order, is the first principle of good or-
ganization.
72 RULES AND ORGANIZATION.
COMPENSATION.
The next important principle of organization is compensation. The
individual belonging to the athletic team expects some reward or return
for the time and self-denial during the period of training and the supreme
efforts of the contest. Whether this be a monetary gain, the opportunities
for recreation and pleasure during trips to the sites of contests, or the
personal prestige among his associates which results from his having won
a place on the team, the expectation and the realization are no less real
and significant. To the professional soldier food, clothing and the monthly
wage are his living, his due reward for service; the opportunities of
travel at home and abroad, the recognition of meritorious services by the
awarding of medals or otherwise, and the possibilities of glory or booty
during conflict, are forms of compensation ever potent in attracting the
recruit and retaining the veteran.
EDUCATION.
The material having been selected, the next step is its instruction.
For the individual to become proficient in any line of physical endeavor,
careful and faithful preparation is necessary. The born athlete, with
natural gifts of strength and physical prowess, must undergo prolonged
training of mind, eye and limb before that degree of perfect co-ordination
is attained which spells success ; the recruit is drilled for weeks before
he is capable of taking his place in the company. The athletic team suc-
ceeds not through the individual effort of its well-trained members but
through that united effort, that team work, which is attained only by
extended daily practice. A hundred picked men, each fully versed in the
school of the soldier, will require weeks of daily drill before they can be
rounded into a crack company. This is education, another cardinal prin-
ciple of organization.
ESPRIT DE CORPS.
Among the members of the successful athletic team there exists
a spirit of pride in the achievement of the team in the past and of
emulation to equal or better deeds in the present and future. Individual
ambition is subordinated, where necessary, to the good of the organization
and at the same time there is a friendly rivalry to excel where good will
result. In military life the same spirit is found. It is an honor tu
belong to the crack company of a crack regiment. The men of such a
company will not tolerate conduct on the part of any member which
will reflect on their cherished reputation. In the competitive drill every
nerve is strained, every face is set and each man's interest is so keen
that to him the chances of failure or success seem to rest upon his in-
dividual efforts. This is esprit de corps; it is probably the most intangible
but at the same time a most important principle of organization.
DISCIPLINE.
The athlete in training is required to conform to rigid rules of diet
and habits. In practice and during contests he must obey in letter and
RULES AND ORGANIZATION. 73
spirit the instructions of coach or manager. Failure to comply with rules
and instructions will result in the offender being dropped from the team
or subjected to other penalty. In military service the infraction of regu-
lations or disobedience of instructions are penalized by fines, confinement,
hard labor or dismissal from the service according to the circumstances
and the nature of the offense. This is discipline, the fifth principle of
organization.
MAINTENANCE OF WAY ORGANIZATION.
The maintenance of way organization of the railroads of this country
has been developed by the force of attendant circumstances rather than
along preconceived or well-studied plans; this was particularly true prior
to a decade ago, but is still true to a large extent. Nevertheless, it has on
the whole fulfilled its object admirably and has risen to the heights which
each successive occasion has demanded. Within the past few years the
realization of the importance of well-balanced organization has been
growing and considerable thought and attention have been devoted to
bettering existing organizations in some quarters, with good results, so far
as they have gone.
A study of the maintenance of way organization to determine to what
extent each of the five principles above enumerated has been applied, is
being applied, and can be applied; if some of them are being applied to
the undue exclusion of others ; and the best means of effecting a proper
balance of them in any further development that may be undertaken, will
constitute a study of the Science of Organization as applied to the main-
tenance of way department.
PROGRESS.
Your Committee has started the collection of data as to the mainte-
nance of way organizations of the various railroads, represented in the
Association, and proposes to make use of the information gathered by
the Committee on Track and other committees in connection with the
studies of economics of track and other labor. This work has not pro-
gressed to the point where any comprehensive analysis of the material
is practicable ; but your Committee has been impressed by the indications
of great possibilities in the application of scientific organization to the
Maintenance of Way department.
An example of what can be accomplished by thorough instruction is
found in the methods of the signal maintenance forces of one of the
trunk lines. Monthly meetings are held by the Signal Engineer, which
all assistant engineers, signal supervisors and signal inspectors are required
to attend. Materials, methods and proposed instructions are discussed fully
and the minutes of the meetings distributed in printed pamphlets to all
interested. In this way the best ideas are secured, the reasons for adopting
standard practices in methods or materials are fully understood, and
all minds are freed of any possible prejudice towards them. And when
circulars putting standard practices into effect are issued, there is the
"<4 RULES AND ORGANIZATION.
assurance that they are interpreted uniformly over the entire system.
The excellent results obtained in a very few years are a splendid justifi-
cation of the application of scientific organization.
BENEFITS FROM STUDY.
As illustrating the present-day tendency to devote more serious
thought to the question of organization, attention is directed to the splen-
did paper on "Development of Young Men in Railroad Work," by Mr.
George M. Basford, read before the New England Railroad Club on
January 13, 1914, and the discussion which followed (see Railway Age
Gazette, Vol. 56, No. 3, January 16, 1914). While dealing primarily with
the needs of the mechanical department Mr. Basford brings out forcibly
the application of the ideas to the other departments.
Your Committee sees in this tendency a hopeful indication that a
study of the Science of Organization will bear fruit. Such a study will
result in focusing attention and thought upon the important question,
and the indirect benefits will undoubtedly be greater than any facts which
may be brought out or possible recommendations that may be made as
the direct results of the study.
REPORT OF COMMITTEE X— ON SIGNALS AND
INTERLOCKING.
Thos. S. Stevens, Chairman; C. C. Anthony, Vice-Chairman;
Azel Ames, M. H. Hovey,
H. S. Balliet, A. S. Ingalls,
J. B. Cameron, A. M. Keppel,
W. B. Causey, J. C. Mock,
C. A. Christofferson, F. P. Patenall,
C. E. Denney, J. A. Peabody,
C. A. Dunham, D. \V. Richards,
W. J. Eck, A. H. Rudd,
W. H. Elliott, W. B. Scott,
G. E. Ellis, A. G. Shaver, Committee.
To the Members of the American Raihvay Engineering Association:
Your Committee was assigned the following :
(a) Make critical examination of the subject-matter in the Manual
and submit definite recommendations for changes.
(i) Continue study of economics of labor in signal maintenance.
(2) Formulate and present requisites for switch indicators, includ-
ing conveying information on condition of the block to conductors and
enginemen.
(3) Present, for approval, specifications adopted by the Railway
Signal Association, which in the judgment of the Committee warrant
consideration.
(4) Study the problem of signaling single-track roads with refer-
ence to the effect of signaling and proper location of passing sidings on
the capacity of the line.
(1) STUDY OF ECONOMICS OF LABOR IN SIGNAL MAIN-
TENANCE.
Your Committee has not had time to make further study of this sub-
ject or to confer with the Committee on Track, but it will investigate the
subject during 1915.
(2) REQUISITES FOR SWITCH INDICATORS, INCLUDING
CONVEYING INFORMATION ON CONDITION OF THE
BLOCK TO CONDUCTORS AND ENGINEMEN.
Your Committee presents an amplification of the adjunct in the
standard code and requisites for switch indicators whieh have been
adopted by the Railway Signal Association:
switch indicators.
Amplification of Adjunct (C), Automatic Block System, the Standard
Code of the American Railway Association.
75
76 SIGNALS AND INTERLOCKING.
(C) Indicators at main track switches to indicate, on roads of two
or more tracks, one or more of the following:
(a) Whether or not a train is approaching.
(b) Whether .or not that portion of the block between the switch
and the next Home Block Signal in advance is clear.
(c) Whether or not the next Home Block Signal in the direction of
approaching trains is at Stop.
REQUISITES OF INSTALLATION.
(i) Switch indicators, if practicable, located
(a) At main track switches connecting with tracks on which
trains may clear main tracks, and in which either there are no
derails or diverging switches, or the derails or diverging switches
are connected with the main track switches.
(b) At independently operated derails or diverging switches
in tracks on which trains may clear main tracks.
(c) At points from which switches of crossovers between
main tracks are operated, where both switches are operated from
the same point.
(d) At independently operated switches of crossovers be-
tween main tracks, the indicator at the switch in one track oper-
ated in connection with the other track.
(2) Switch indicators that cannot be identified by their locations,
marked with the designations of the tracks in connection with which
they are operated.
(3) The connections of switch indicators used to indicate whether
or not a train is approaching, so arranged that an indicator will indicate
the approach of a train that has reached a point at least such a distance
in the rear of the second block signal in the direction of approaching
trains that, if the switch is thrown at the moment when a train reaches
that point, the Caution signal will be displayed in time to be observed
by the engineman, and will continue so to indicate until the train passes
the Home Block signal in the rear of the switch or, approximately, the
clearance point of the switch when the switch is more than feet in
advance of the Home Block Signal. The distance of the point at which
the approach of a train is first indicated will be determined in each case
by the grade, speed of trains, view of the signal or other local conditions.
CONCLUSION.
That this amplification and these requisites for switch indicators
be adopted and included in the next issue of the Manual.
(3) PRESENT, FOR APPROVAL, SPECIFICATIONS ADOPTED
BY THE RAILWAY SIGNAL ASSOCIATION, WHICH IN
THE JUDGMENT OF THE COMMITTEE WAR-
RANT CONSIDERATION.
Your Committee has given this matter consideration and herewith
presents a list of specifications and standards adopted by the Railway
SIGNALS AND INTERLOCKING. 77
Signal Association which should be endorsed by this Association. It
will be noted that these represent 654 pages of printed matter. They have
been very carefully considered by committees and adopted by letter-
ballot of the active membership and representative membership of the
Railway Signal Association. They are being used extensively and are
therefore now standards of many railroads as well as of the Railway
Signal Association.
As all this material is available in the Manual of the Railway Signal
Association and because of the large expense involved in reproducing it
in the Proceedings and Manual of this Association, we feel that it would
be preferable to include in the next issue of the Manual a list of the
specifications and standards of the Railway Signal Association which
would be useful to the membership of this Association.
LIST OF THE FINDINGS, CONCLUSIONS, STANDARDS AND
SPECIFICATIONS CONTAINED IN THE MANUAL OF
THE RAILWAY SIGNAL ASSOCIATION.
TEXT.
Automatic Block Signals.
Alternating Current, A. C. Propulsion, Specifications.
Alternating Current, D. C. Propulsion, Specifications.
Alternating Current, Steam Railways, Specifications.
Direct Current, Specifications.
Automatic Train Control, Requisites of Installation and Adjuncts (Ameri-
can Railway Association).
Battery, Primary.
Caustic-Soda Cell, Specifications.
Coppers, Gravity Battery, Specifications.
Zincs, Gravity Battery, Specifications.
Battery, Storage.
Concrete Box for, Specifications.
Lead-type, Description of.
Lead-type, Electrolyte for, Specifications.
Lead-type, New Electrolyte for, Specifications.
Lead-type, Charged for Primary Cells, Instructions for Operation.
Lead-type, in Block-signal Service, Instructions for Operation.
Lead-type, at Interlocking Plants, Instructions for Operation.
Portable Lead-type, Directions for Installation.
Portable Lead-type, Instructions for Operation.
Portable Lead-type, Specifications.
Stationary Lead-type, Directions for Installation.
Stationary Pure-lead-type for Signaling, Specifications.
Bells.
Annunciator, Specifications.
Highway Crossing, D.C. Vibrating, Specifications.
Cables.
Aerial Braided, for 660 volts or less, Specifications.
Armored Submarine, for 660 volts or less, Specifications.
Armored Submarine, for 2200 volts, Specifications.
Lead-covered, for 660 volts or less, Specifications.
Lead-covered, for 2200 volts, Specifications.
Underground Braided, for 660 volts or less, Specifications.
78 SIGNALS AND INTERLOCKING.
Channel Pins, Specifications.
Circuit Nomenclature and Written Circuits.
Concrete, Portland Cement, Specifications.
Conduit.
Fiber, three inches in diameter with one-fourth-inch wall, Specifica-
tions.
Pipe, Steel, Specifications.
Pipe, Wrought Iron, Specifications.
Vitrified Clay, Specifications.
Vitrified Clay, Installation of a System, Specifications.
Copper Sulphate, Specifications.
Crossarms.
Wood, Specifications.
Braces and Heel and Toe Bolts for, Specifications.
Steel Pins for, Specifications.
Through Bolts and Double-arm Bolts for, Specifications.
Definitions of Technical Terms.
Drawbridges.
Protection by Electro-pneumatic Interlocking.
Protection by Mechanical Interlocking.
Engine, Gasoline, with Fuel and Water Tanks, Specifications.
Fiber, Hard, Specifications.
Fuses, Specifications.
Galvanising Iron or Steel, Specifications (American Railway Engineering
Association).
Generators.
D.C. Electric, Specifications.
A.C. Electric, Specifications.
Glass, Signal (See Roundels).
Impedance Bonds.
11,000 Volts A.C. Propulsion, Specifications.
D.C. Propulsion, Specifications.
Impregnation Treatment of Coils and Windings, Specifications.
Interlocking.
Electric, Specifications.
Electro-pneumatic, Specifications.
Mechanical, Specifications.
Iron.
Castings, Gray, Specifications.
Castings, Malleable, Specifications.
Wrought, Bars, Specifications.
Lozv-voltage Electric Operation of Track Switches, Requirements
Oil.
Illuminating, Specifications.
Transformer, Specifications.
Performance, Signal, forms for recording (see drawings).
Petrolatum for Use in Impedance Bonds, Specifications.
Petroleum Asphaltum, Specifications.
Pipe.
One-inch Soft Steel Signal, Specifications.
One-inch Wrought Iron Signal, Specifications.
Poles, Eastern White Cedar, Specifications.
SIGNALS AND INTERLOCKING. 79
Push Buttons. Specifications.
Pushes, Floor, Specifications.
Relays, Lifting Armature Neutral-type D.C., Specifications.
Releases, Mechanical and Electric, Specifications.
Roundels, Lenses and Slides, Specifications.
Rules.
Governing Maintenance of Block Signals.
Governing Signal Foremen.
Governing Signal Maintainers.
Governing Signal Supervisors.
Signals, D.C. Motor Semaphore, Specifications.
Signal Indications, Principles of.
Signaling Practice — Signal Indications and Aspects (American Railway
Engineering Association).
Steel, Machinery, Specifications.
Switchboards.
Slate, for Battery Charging, Specifications.
Slate and Equipment for A. C. Signal System, Specifications.
Suritch Indicators. Purposes and Requisites of Installation.
Tape.
Friction, Specifications.
Rubber Insulating, Specifications.
Transformers.
Single-phase Line, Oil-immersed Self-cooled Outdoor-type, 4400 volts
or less, Specifications.
Single-phase Track, 250 volts or less, Specifications.
Trunking, Wood, Specifications.
Units, Operated, Rating of, for the Purpose of Division of Costs of
Joint Signal and Interlocking Plants.
Voltage Ranges for Signal Work.
Wire.
Bonding, Copper-clad Steel, Specifications.
Bonding, Galvanized E.B.B., Specifications.
Line, Copper-clad Steel, 30 per cent. Conductivity, Hard-drawn, Spe-
cifications.
• Line, Double-braided Weatherproof Galvanized B.B., Specifications.
Line, Double-braided Weatherproof Hard-drawn Copper, Specifica-
tions.
Messenger, Galvanized, Specifications.
Messenger, Recommended Sags for.
Magnet, Enameled Copper, Specifications.
Rubber Insulated (Mineral-matter Rubber-compound) Copper, for
660 volts or less, Specifications.
Rubber Insulated, Inspection Report, form for.
Rubber Insulated, Insulation Resistances.
Rubber Insulated, Machine for Insulating, Type of.
Galvanized Steel Signal, Specifications.
Wire Crossings.
Crossings of Wires or Cables of Telegraph, Telephone, Signal and
Other Circuits of Similar Character over Steam Railroad Rights-
of-Way, Tracks or Lines of Wires of the Same Classes, Specifi-
cations (Association of Railway Telegraph Superintendents).
Overhead Crossings of Electric Light and Power Lines, Specifications
(American Railway Engineering Association).
80 SIGNALS AND INTERLOCKING.
DRAWINGS.
No.
Anchor Post 1058
Battery.
Primary.
Caustic Soda — R. S. A. Signal Cell 1053
Gravity, Coppers 1088
Gravity, Jar 1 189
Gravity, Zinc 1087
Storage, Stationary Lead-type.
Box for Concrete 1343
Box for Concrete, Iron Details 1342
Connection Bolt 1340
Jars and Sand Trays, Glass 1224
Lead Elements 1241
Separators 1341
Battery Chutes.
Single.
Details 1228
Assembly 1230
Double.
Details 1229
Assembly 1230
Elevator, Three-Cell 1227
Binding Post 1070
Blades 1065
Bolt Lock, Multiple-unit 1095
Boot-leg Terminal U57
Bracket Post.
Channel Column 1032
Deck for , 1030
Guides for Vertical Connections on 1196
Handrail for U79
Ladder Clamps and Stays 1029
Mechanical Connections, Six-way 1190
Mounting for Bottom-mast Mechanism Cases on 1033
Pipe 1039
Base for 1038
Head and Trunking Cap 1031
Support for Cranks at Base 1198
Cable Post.
Base for ; 1 180
Cap and Bushing for 1 181
Assembly with Relay Boxes 1 185
Channel Pin 1086
Compensation, Pipe-line, Diagram and Table of 1102
Compensator, Pipe.
One-way Horizontal 1014
One-way Vertical 1231
Cranks 1013
Conduit, Vitrified Clay.
Cable-hanger Sockets, Sewer Steps and Manhole Clevis 1334
Duct 1335
Duct Reducers, Mandrels, Duct Plugs and Dowel Pins 1332
Manhole.
Brick 1338
Concrete 1337
SIGNALS AND INTERLOCKING. 81
No.
Manhole Frame.
Ten Inches High, and Cover |^
Four Inches High, and Cover lMV
Method of Laying.
Single and Sewer-pipe Duct *•»*
Single and Multiple Duct *33°
Cranks. IIQQ
Adjusting, for Signals »
Forged ' _
Pipe Compensator
Crank Stands.
Horizontal, One-way. ioo8
Details " 10II
Assembly
Horizontal, Two-way. 1
Details • • • • ■ ■ ■ ;;;;;;; ; ; ; ; ; ; I0II
Horizontal,' Assembly 'with Two and Three Cranks 1057
Vertical, Single I00°
Vertical, Multiple: Io6
5etfiIs :::::.'.'...'. 1066
AParts 1089
Cross Arms
Cross-arm I220
Bolts ; I2IQ
Brace TIg-
Pin, Standard Steel gg
Pin, Terminal, Steel ,-
Pin Cap Gage '
Deflecting Stand, Vertical. iq68
Details and Assembly ,.
Details of Bar I0°9
Detector Bars. I09g
Details • • • • • • • • ' Tnnn
Position of, and Location of Clip Bolts 1UW
Dwarf Signals, Mechanical.
Details. 12,2
Bearings, Top and Base J"
Fittings " I2^3
Spectacle ' I0£7
Assembly ,.
Eye-rods
Foundations. I0C.g
Anchor Post •• ■ • -
For Channel-column Bracket Post, Concrete JJ"3
For Compensator, Concrete 2
For Dwarf Signal, Concrete \ ""
For Ground Signal Mast, Concrete • "«/
For Horizontal Crank and Wheel Stands, Concrete 1103
For Pipe Bracket Post, Concrete ""°
Ladder, Cast Iron lu>
Pipe-carrier. '■■■»■
Cast Iron, with Wood Top and Bottom i«g
Concrete
Fuses, Cartridge Enclosed £?
Indication Locking
82 SIGNALS AND INTERLOCKING.
No.
Insulation.
One-inch Pipe Line 1094
Switch Rod 1055
Jaws for One-inch Pipe.
Screw.
Details 1016 and 1019
Assembly 1019
Solid.
Details 1016
With Tag Ends .1018 and 1195
With Plain and Threaded Ends 1019
Junction Box 1155
Lamp, Semaphore.
Details 1100
Equipment 1 101
Bracket 1049
Leadouts.
Details.
Channels and I-Beams 1202
Mountings for Cranks or Deflecting Bars 1205
Cranks and Deflecting Bars.
Foundation for 1203
Mounted 1204
Cranks, Deflecting Bars and Rocking Shafts, Foundation for.... 1217
Deflecting Bars and Rocking Shafts Mounted 1206
Rocking Shafts.
Foundation for 1200
Mounted, High Bearings 1201
Mounted, Low Bearings 1207
Lever Stand, Double 1 197
Link.
Adjustable 1019
Compensator 1017
Solid, for Bracket Signals 1 195
Lock Rod, Adjustable 1237
Marker Light 1238
Masts, Signal 1035
Bracket-post and Bridge.
Base 1036
Clamp for Base 1 178
Mechanical Connections, Three-arm 1191
Clamp and U Bolt for 1083
Ground.
Base 1034
Clamp for Base 1059
Ladders — Mechanical Signals 1026
Guides for Vertical Connections 1 196
Ladders — Mechanical Signals.
Clamps and Stays 1029
Top of 1027
Operating Fittings, One-inch Pipe 1195
Pinnacle 1050
Performance, Signal, Forms for Recording.
Conductor's or Engineman's Telegraphic Report 1
Dispatcher's Telegraphic Report I
Maintainer's Report : 2
Signal Inspector's or Maintainer's Report 2
Signal Engineer's or Supervisor's Report 3
SIGNALS AND INTERLOCKING. 83
No.
Pins, Crank and Jaw ioio
Pipe.
One-inch Signal, and Coupling 1015
Adjusting Screw.
Details 1002 and 1019
Assembly 1002
Lug 1017
Pipe Carriers.
Multiple-unit type.
Details of Side 1084
Details and Assembly 1085
Strap 1071
Transverse.
Details 1071 and 1073
Assembly 1072
Plunger Lock 1096
Relay Box, Cast Iron.
Details, Size B 1 182
Assembly on Cable Post 1185
Rocking Shaft.
Details 1061
Assembly — High Bearings 1062
Arms 1060
Bearings, High 1061 and 1062
Bearing, Low 1063
Semaphore.
Bearing, Mechanical.
Details 1082
Details and Assembly 1194
Spectacles.
Design A 1040
Design B 1041
Clearance 1093
Dwarf 1233
Filler Block to Prevent Travel from 450 to 900 1090 and 1092
Filler Block to Prevent Travel from 450 to 0° 1091 and 1092
Filler Block to Prevent Travel from o° 1092
Torque Curves for, on Electric Signals 1064
Signal, Two-way Single-lamp 1236
Stuffing Box.
For One-inch Pipe 1225
For Wire .- 1226
Switchboards.
Charging Panel, Two-way 1 174
Electric Interlocking Charging Panels — One Main Battery and
Duplicate Auxiliary Batteries 1244
Circuits for 1246
Manipulation Chart for 1247
Knife Switches and Clips, Details 1344
Mercury-arc Rectifier Panel 1242
Motor Panel 1240
Single-throw Switches 1345
Supports 1243
Switch-box Connections 1223
Symbols Plates 1 to 12
Take-sidinar Indicator
84 SIGNALS AND INTERLOCKING.
No.
Tang End for One-inch Pipe.
Details 1017
Plain and Threaded 1019
Terminal Block 1056
Terminal Box and Boot Leg 1 1 54
Trunking.
Built-up 1177
Grooved 1 176
To be Used When Wires are Placed Underground in Petroleum
Asphaltum 1156
Boot-leg Terminal 1157
Junction Box 1155
Terminal Box and Boot Leg 11 54
Wheels.
Horizontal Chain 1350
Vertical Chain.
High 1352
Low 1351
Wire Adjusting Screw 1001
CONCLUSION.
That this list of Railway Signal Association specifications and stand-
ards be printed in the Manual for the information of the members.
(4) THE PROBLEM OF SIGNALING SINGLE-TRACK ROADS
WITH REFERENCE TO THE EFFECT OF SIGNALING
AND PROPER LOCATION OF PASSING SID-
INGS ON THE CAPACITY OF THE LINE.
Your Committee reports progress on this subject.
RATING OF OPERATIVE UNITS.
In addition to the subject-matter assigned by the Board of Direction,
your Committee desires to present a table of operated units and points
assigned to each unit as a revision of the table of units now included
in the Manual.
The table now included in the Manual is not complete in that it does
not take into consideration the many electrical units which are now in-
stalled in connection with many interlocking plants. For this reason it
was necessary to revise the table and a committee of the Railway Signal
Association has been working on this for some years. They have now
presented the table as shown below which not only brings the original
table up to date in so far as the operated units are concerned, but assigns
points to each unit which are more in accordance with the actual cost
than does the present table.
The table has been adopted by the Railway Signal Association.
CONCLUSION.
That this table be adopted and included in the next issue of the
Manual as a revision of the present table now shown in the 191 1 edition.
SIGNALS AND INTERLOCKING. 85
RATING OF OPERATED UNITS FOR THE PURPOSE OF
DIVISION OF COSTS OF JOINT MECHANICAL
INTERLOCKING PLANTS.
Units. Points.
( i ) (a) Each spare space in tower for one lever 3
(b) Each spare space in tower with spare space in machine.... 5
(c) Each spare space in tower with space in machine and lever 6
(2) (a) Each 100 feet of pipe line or fraction thereof 2
(b) Each 100 feet of mechanical wire line (2 wires, stakes,
carriers, etc) 1
(3) Each separate line control for power signal or other func-
tions.
(a) For first 1,000 feet from tower or less 6
(b) For each additional 1,000 feet or fraction thereof 3
(4) Each D.C. track circuit 8
(5) (a) Each bracket post 6
(b) Each high signal mast 4
(c) Each dwarf signal post 1
(d) Each signal arm 1
(e) Each signal light 1
( f ) Each electro-mechanical slot 6
(g) Each low voltage signal mechanism 14
(6) (a) Each derail or pair of points for switch or crossing 6
(b) Each facing point lock 4
(c) Each switch and lock movement 8
(d) Each 30 feet of detector bar or fraction thereof 2
(7) (a) Each electric lock 4
(b) Each annunciator 2
(c) Each tower indicator 4
(d) Each time or hand release 2
(e) Each time lock 4
( f ) Each track instrument 6
(8) (a) Each drawbridge coupler 4
(b) Each drawbridge rail, surface or alinement lock for one
rail 2
(c) Each drawbridge wedge or machine lock 4
REVISION OF MANUAL.
Your Committee recommends that the following be not included in
the next issue of the Manual :
Conventional Signs — Symbols (pp. 219 to 225, 191 1 Manual).
They are superseded by those adopted in 1914, Vol. 15, pp. 81 to 92
and included in a series of symbols prepared by the Committee on Rec-
ords and Accounts.
Arrangement of Signals at Interlocking Plants (pp. 229 to 230, 191 1
Manual).
This is superseded by report of this Committee adopted 1913, Vol. 14,
pp. 71 to 75-
Specifications for Mineral Matter, Rubber Compound, Insulated Wire
and Cables (pp. 231 to 243, 191 1 Manual).
They have been materially revised by the Railway Signal Associa-
tion and if this Association accepts the Committee's recommendations, the
revised specifications will be available to this membership through the
medium of the Railway Signal Association Manual.
86 SIGNALS AND INTERLOCKING.
AUTOMATIC TRAIN CONTROL.
Your Committee desires to present for the information of the mem-
bership the findings of a joint committee of the American Railway Asso-
ciation on the subject of automatic control of trains.
Approved by the American Railway Association, May 20, 1914.
An installation so arranged that its operation will automatically result
in either one or the other or both of the following conditions :
(1) The application of the brakes until the train has been brought
to a stop.
(2) The application of the brakes when the speed of the train ex-
ceeds a prescribed rate and continued until the speed has been reduced
to a predetermined rate.
REQUISITES OF INSTALLATION.
Note. — These requisites are drawn for application in connection with
a properly installed block signal or interlocking system.
(1) The apparatus so constructed that the failure of any essential
part will cause the application of the brakes.
(2) The apparatus so constructed that it will automatically control
the train in the event of failure by engineman to observe signals or speed
regulations.
(3) The apparatus so constructed that it will control the train in
the event of a failure of fixed signals to give proper indications.
(4) The apparatus so constructed that proper operative relation
between those parts along the roadway and those on the train will be
assured under all conditions of speed, weather, wear, oscillation and
shock.
(5) The train apparatus so constructed as to prevent the release
of the brakes after automatic application has been made until the train
has been brought to a stop or the speed of train has been reduced to a
predetermined rate.
(6) The train apparatus so constructed that when operated it will
make an application of the brakes sufficient to stop or control the train
within a predetermined distance.
(7) The apparatus so constructed as not to interfere with the
application of the brakes by the engineman's brake valve or the efficiency
of the air-brake system.
(8) The apparatus so constructed as to be operative when the engine
is running forward or backward.
(9) The apparatus so constructed that when two or more engines
are coupled together or a pusher is being used the apparatus can be made
effective on the engine only from which the brakes are controlled.
(10) The apparatus so constructed as to be operative on trains
moving only with the current of traffic.
(11) The apparatus so constructed as to conform to the American
Railway '^Association standard of clearances of rolling equipment and
structures.
SIGNALS AND INTERLOCKING.
(12) The apparatus so constructed as not to constitute a source of
danger to employes or passengers, either in its installation or operation.
(13) The apparatus so constructed as not to interfere with the
means used for operating fixed signals.
ADJUNCTS.
The following may be used :
(a) Cab Signal; a signal located in the engine cab indicating a
condition affecting the movement of the train and so constructed that
the failure of any part directly controlling the signal will cause it to give
the "stop" indication.
(b) Detonating Signal Apparatus; an apparatus located along the
roadway and so constructed as to give an audible signal by means of a
torpedo or other explosive cartridge.
(c) Speed Indicator.
(d) Recording Device; an apparatus located on the train and so
constructed as to make a record of the operations of the automatic
application of the brakes and of the speeds of the train, and such other
records as may be desirable.
CONCLUSION.
That the foregoing be accepted by the Association as information.
RECOMMENDATIONS FOR NEXT YEAR'S WORK.
Your Committee recommends that the following subjects be assigned
for the coming year :
(1) Study of economics of "labor in signal maintenance.
(2) Requisites for switch indicators, conveying information on
condition of the block to conductors and enginemen.
(3) Present, for endorsement, specifications adopted by the Rail-
way Signal Association, which in the judgment of the Committee warrant
consideration.
(4) Study the problem of signaling single-track roads with reference
to the effect of signaling and proper location of passing sidings on the
capacity of the line.
Respectfully submitted,
COMMITTEE ON SIGNALS AND INTERLOCKING.
REPORT OF SPECIAL COMMITTEE ON UNIFORM
GENERAL CONTRACT FORMS.
E. H. Lee, Chairman; C. A. Wilson, Vice-Chairman;
C. Frank Allen, J. C. Irwin,
W. G. Atwood, R. G. Kenly,
John P. Congdon, C. A. Paquette,
Thos. Earle, J. H. Roach,
Committee.
To the Members of the American Railway Engineering Association:
Your Special Committee on Uniform General Contract Forms begs
to submit the following report :
The Committee, as its work for the current year, was instructed to
make a critical examination of the subject-matter in the Manual and
submit definite recommendations for changes, and to continue the study
of general forms, including form of bond.
Three meetings of the Committee were held, two in Boston, on July
16 and November 23, and one in Cincinnati, on December 18. Those
members unable to attend these meetings were kept in touch with the
proceedings by letter, and they have also by letter joined in the recom-
mendations of this report.
At the first meeting of the Committee a form of bond was agreed
upon. This form has been unanimously approved by the members of
the Committee, and it is herewith presented to the Association with the
recommendation that it be adopted.
The members of the Association were invited by circular letter to
inform the Committee as to whether they were making use of the Uni-
form General Contract Form, and also to make such criticisms and sug-
gestions as they might deem pertinent. The response to this letter was
very gratifying, nearly 100 letters having been received. About one-
third of the replies indicated that the writers were using the Uniform
General Contract Form, the remainder, including many from represen-
tatives of the larger railroad companies, preferring their own general
form of contract, as was, perhaps, to be expected. The general tenor of
letters received, however, indicates that the form has served a useful
purpose, either directly or indirectly.
At the last two meetings of the Committee the form printed in the
Manual was carefully considered, and certain changes were agreed upon.
These have been submitted to the full Committee, and they are herewith
submitted to the Association and recommended for adoption :
89
90 UNIFORM GENERAL CONTRACT FORMS.
CHANGES IN GENERAL CONDITIONS.
Section i, line 3: More space for the insertion of amount of bond
to be provided, thus:
"amount of dollars."
Section 10, line 2 : After the word "errors" insert "or omissions,"
making the line read : "any discrepancy between the plans and physical
conditions of the locality, or any errors or omissions in plans."
Section 15, line 2 : After the first word "all" insert "losses and
all," making the line read : "all losses and all claims, demands, payments,
suits, actions, recoveries and judgments of every nature and descrip-
tion."
Line 4 : After the word "work" insert the word "or,"' making the
line read : "or employes, in the execution of the work, or in conse-
quence of any negligence or carelessness in guarding."
Section 16, line 2 : After the word "employes" strike out the words
"of the contractor" and insert the words "engaged on the work under this
contract," making the line read : "necessary for the progress of the
work to secure to any of the employes engaged on the work under this
contract any wages which may."
Section 19, line 1 : After the word "work" insert "under this con-
tract," making the line read : "The work under this contract in every
respect shall be at the risk of the contractor until finished and ac-
cepted."
Section 27, line 5 : Strike out the word "as" and substitute the
word "so," making the sentence conclude : "work so taken or used, or
any part thereof."
Section 28, line 3 : After the word "void" insert the words "the
obligations of," making the sentence end : "and such changes shall in no
way affect or void the obligations of this contract."
Section 31, line 2: After the word "cause" strike out comma.
Section 32, line 10: After the word "materials" insert the word
"equipment," making the line read : "estimated value of materials, equip-
ment and fixtures furnished by the contractor on the work which are
necessarily idle."
Section S3, paragraph (a), line 5: After the word "said" insert
the word "Chief," making the line read: "of this contract, said Chief
Engineer, in behalf of the Company," etc.
Section 35, line 6: After the last word "work" strike out period
and substitute comma, and add the words "due to such suspension or
failure to pay," making the section end : "against the contractor for
delay in completion of the work, due to such suspension or failure to
pay."
Section 37, line 2: After the word "notice" insert "in writing,"
making the sentence read : "upon receipt of notice in writing that the
work is ready for such inspection."
Section 38, line 7 : In the word "materials," followed by a comma,
UNIFORM GENERAL CONTRACT FORMS. 91
strike out the letter "s" and the comma, insert comma after the word
"bills" and after the word "indebtedness."
Line 8 : Insert comma after the word "work," making the end of
sentence read : "submit evidence satisfactory to the Chief Engineer that
all pay rolls, material bills and outstanding indebtedness in connection
with this work have been paid."
For convenient reference the Uniform General Contract Form has
been reprinted, with the foregoing corrections shown in boldface type.
Your Special Committee feels that it has practically completed the
work for which it was appointed, at least for the present, and it there-
fore requests to be discharged.
Respectfully submitted,
COMMITTEE OX UNIFORM GENERAL CONTRACT FORMS.
92 UNIFORM GENERAL CONTRACT FORMS.
AGREEMENT FORM.
THIS AGREEMENT, made this day of
in the year
by and between
party of
the first part, hereinafter called the Contractor, and
party of the
second part, hereinafter called the Company:
WITNESSETH, That, in consideration of the covenants and agree-
ments hereinafter mentioned, to be performed by the parties hereto, and
of the payments hereinafter agreed to be made, it is mutually agreed
as follows :
The Contractor shall furnish all materials, superintendence, labor,
equipment and transportation, except as hereinafter specified, and shall
execute, construct and finish, in an expeditious, substantial and work-
manlike manner, to the satisfaction and acceptance of the Chief Engineer
of the Company •
in accordance with the plans hereto attached identified by the signatures
of the parties hereto, or herein described, and the following GEN-
ERAL CONDITIONS, requirements and specifications, forming part of
this contract.
The work covered by this contract shall be commenced
and be completed on or before the
day of 191
time being of the essence of this contract
And in consideration of the completion of the work described
herein, and the fulfillment of all stipulations of this agreement to the
satisfaction and acceptance of the Chief Engineer of the Company, the
said Company shall pay, or cause to be paid, to said Contractor, the
amount due to the Contractor, based on the following prices :
UNIFORM GENERAL CONTRACT FORMS. 93
CONSTRUCTION CONTRACT.
GENERAL CONDITIONS.
Bond.
1. The Contractor agrees, at the time of the execution and delivery of
this contract and before the taking effect of the same, to furnish and
deliver to the Company a good and sufficient bond of indemnity to the
amount of dollars,
as security for the faithful performance, by the Contractor, of all the
covenants and agreements on the part of the Contractor contained in
this contract. The security in such bond of indemnity must be satisfac-
tory and acceptable to the Company.
This bond shall remain in force and effect in such amount, not
greater than that specified, as shall be determined by the Chief En-
gineer.
Contractor's Understanding.
2. It is understood and agreed that the Contractor has, by care-
ful examination, satisfied himself as to the nature and location of the
work, the conformation of the ground, the character, quality and quan-
tity of the materials to be encountered, the character of equipment and
facilities needed preliminary to and during the prosecution of the work,
the general and local conditions, and all other matters which can in any
way affect the work under this contract. No verbal agreement or con-
versation with any officer, agent or employe of the Company, eithei
before or after the execution of this contract, shall affect or modify any
of the terms or obligations herein contained.
Intent of Plans and Specifications.
3. All work that may be called for in the specifications and not
shown on the plans, or shown on the plans and not called for in the
specifications, shall be executed and furnished by the Contractor as if
described in both these ways ; and should any work or material be re-
quired which is not denoted in the specifications or plans, either directly
or indirectly, but which is nevertheless necessary for the proper carry-
ing out of the intent thereof, the Contractor is to understand the same
to be implied and required, and shall perform all such work and fur-
nish any such material as fully as if they were particularly delineated or
described.
Permits.
4. Permits of a temporary nature necessary for the prosecution of
the work shall be secured by the Contractor. Permits for permanent
structures or permanent changes in existing facilities shall be secured by
the Company.
Protection.
5. Whenever the local conditions, laws or ordinances require, the
Contractor shall furnish and maintain, at his own cost and expense,
necessary passageways, guard fences and lights and such other facilities
and means of protection as may be required.
Rights of Various Interests.
6. Wherever work being done by Company forces or by other
contractors is contiguous to work covered by this contract, the respective
rights of the various interests involved shall be established by the
Engineer, to secure the completion of the various portions of the work in
general harmony.
94 UNIFORM GENERAL CONTRACT FORMS.
Consent to Transfer.
7. The Contractor shall not let or transfer this contract or any
part thereof (except for the delivery of material) without consent of
the Chief Engineer, given in writing. Such consent does not release or
relieve the Contractor from any of his obligations and liabilities under
the contract.
Superintendence.
8. The Contractor sTiall constantly superintend all the work em-
braced in this contract, in person or by a duly authorized manager ac-
ceptable to the Company.
Timely Demand for Points and Instructions.
9. The Contractor shall not proceed until he has made timely
demand upon the Engineer for, and has received from him, such points
and instructions as may be necessary as the work progresses. The work
shall be done in strict conformity with such points and instructions.
Report Errors and Discrepancies.
10. If the Contractor, in the course of the work, finds any dis-
crepancy between the plans and the physical conditions of the locality,
or any errors or omissions in plans or in the layout as given by said
points and instructions, it shall be his duty to immediately inform the
Engineer, in writing, and the Engineer shall promptly verify the same.
Any work done after such discovery, until authorized, will be done at
the Contractor's risk.
Preservation of Stakes.
11. The Contractor must carefully preserve bench marks, reference
points and stakes, and in case of wilfull or careless destruction, he
will be charged with the resulting expense and shall be responsible
for any mistakes that may be caused by their unnecessary loss or dis-
turbance.
Inspection.
12. All work and material shall be at all times open to the inspec-
tion, acceptance or rejection of the Engineer or his duly authorized
representative. The Contractor shall provide reasonable and necessary
facilities for such inspection.
Defective Work or Material.
13. Any omissions or failure on the part of the Engineer to dis-
approve or reject any work or material shall not be construed to be
an acceptance of any defective work or material. The Contractor shall
remove, at his own expense, any work or material condemned by the
Engineer, and shall rebuild and replace the same without extra charge,
and in default thereof the same may be done by the Company at the
Contractor's expense, or, in case the Chief Engineer should not con-
sider the defect of sufficient importance to require the Contractor to
rebuild or replace any imperfect work or material, he shall have power,
and is hereby authorized, to make an equitable deduction from the stipu-
lated price.
Insurance.
14. The Contractor shall secure, in the name of the Company and
for its benefit, policies of fire insurance on such structures and in such
amounts as shall be specified bv the Chief Engineer, not exceeding
UNIFORM GENERAL CONTRACT FORMS. 95
Indemnity.
15. The Contractor shall indemnify and save harmless the Com-
pany from and against all losses and all claims, demands, payments,
suits, actions, recoveries and judgments of every nature and descrip-
tion brought or recovered against it, by reason of any act or omission
of the said Contractor, his agents or employes, in the execution of the
work or in consequence of any negligence or carelessness in guarding
the same.
Settlement for Wages.
16. Whenever, in the opinion of the Chief Engineer, it may be
necessary for the progress of the work to secure to any of the employes
engaged on the work under this contract any wages which may then
be due them, the Company is hereby authorized to pay said employes
the amount due them or any lesser amount, and the amount so paid
them, as shown by their receipts, shall be deducted from any moneys
that may be or become payable to said Contractor.
Liens.
17. If at any time there shall be evidence of any lien or claim for
which the Company might become liable, and which is chargeable to the
Contractor, the Company shall have the right to retain out of any pay-
ment then due or thereafter to become due, an amount sufficient to com-
pletely indemnify the Company against such lien or claim, and if such
lien or claim be valid, the Company may pay and discharge the same
and deduct the amount so paid from any moneys which may be or
become due and payable to the Contractor.
Work Adjacent to Railroad.
18. Wherever the work embraced in this contract is near the tracks,
structures or buildings of this Company or of other railroads, the Con-
tractor shall use proper care and vigilance to avoid injury to persons or
property. The work must be so conducted as not to interfere with the
movement of trains or other operations of the railroad: or, if in any
case such interference be necessary, the Contractor shall not proceed until
he has first obtained specific authority and directions therefor from the
proper designated officer of the Company and has the approval of the
Engineer.
Risk.
19. The work under this contract in every respect shall be at the
risk of the Contractor until finished and accepted, except damage or
injury caused directly by Company's agents or employes.
Order and Discipline.
20. The Contractor shall at all times enforce strict discipline and
good order among his employes, and any employe of the Contractor who
shall appear to be incompetent, disorderly or intemperate, or in any
other way disqualified for or unfaithful to the work entrusted to him,
shall be discharged immediately on the request of the Engineer, and
he shall not again be employed on the work without the Engineer's writ-
ten consent.
Contractor Not to Hire Company's Employes.
21. The Contractor shall not employ or hire any of the Company's
employes without the permission of the Engineer.
96 UNIFORM GENERAL CONTRACT FORMS.
Intoxicating Liquors Prohibited.
22. The Contractor, in so far as his authority extends, shall not
permit the sale, distribution or use of any intoxicating liquors upon or
adjacent to the work, or allow any such to be brought upon, to or near
the line of the railway of the Company.
Cleaning Up.
23. The Contractor shall, as directed by the Engineer, remove from
the Company's property and from all public and private property, at his
own expense, all temporary structures, rubbish and waste materials
resulting from his operations.
Engineer and Chief Engineer Defined.
24. Wherever in this contract the word Engineer is used, it shall
be understood as referring to the Chief Engineer of the Company, act-
ing personally or through an assistant duly authorized in writing for
such act by the Chief Engineer, and wherever the words Chief Engineer
are used it shall be understood as referring to the Chief Engineer in
person, and not to any assistant engineer.
Power of Engineer.
25. The Engineer shall have power to reject or condemn all work
or material which does not conform to this contract ; to direct the appli-
cation of forces to any portion of the work which, in his judgment,
requires it ; to order the force increased or diminished, and to decide
questions which arise between the parties relative to the execution of
the work.
Adjustment of Dispute.
26. All questions or controversies which may arise between the
Contractor and the Company, under or in reference to this contract,
shall be subject to the decision of the Chief Engineer, and his decision
shall be final and conclusive upon both parties.
Order of Completion; Use of Completed Portions.
27. The Contractor shall complete any portion or portions of the
work in such order of time as the Engineer may require. The Company
shall have the right to take possession of and use any completed or
partially completed portions of the work, notwithstanding the time for
completing the entire work or such portions may not have expired ; but
such taking possession and use shall not be deemed an acceptance of the
work so taken or used or any part thereof. If such prior use increases
the cost of or delays the work, the Contractor will be entitled to such
extra compensation, or extension of time, or both, as the Chief En-
gineer may determine.
Changes.
28. The Company shall have the right to make any changes that
may be hereafter determined upon, in the nature or dimensions of the
work, either before or after its commencement, and such changes shall
in no way affect or void the obligations of this contract. If such
changes make any change in the cost of the work, an equitable adjust-
ment shall be made by the Chief Engineer to cover the same.
Extra Work.
29. No bill or claim for extra work or material shall be allowed
or paid unless the doing of such extra work or the furnishing of such
extra material shall have been authorized in writing by the
Engineer.
UNIFORM GENERAL CONTRACT FORMS. 97
The price for such work shall be determined by the Chief En-
gineer, who may either fix a unit price or a lump-sum price, or may, if
he so elects, provide that the price shall be determined by the actual
cost, to which shall be added per cent, to cover general
expense and superintendence, profits, contingencies, use of tools, Con-
tractor's risk and liability. If the Contractor shall perform any work
or furnish any material which is not provided for in this contract, or
which was not authorized in writing by the Engineer, said Contractor
shall receive no compensation for such work or material so furnished,
and does hereby release and discharge the Company from any liability
therefor.
If the Contractor shall proceed with such extra work or the fur-
nishing of such extra material after receiving the written authority
therefor, as hereinbefore provided, then such work or material, stated
in the written authority of the Engineer, shall be covered, governed and
controlled by all the terms and provisions of this contract, subject to
such prices as may be agreed upon or fixed by the Chief Engineer.
If the Contractor shall decline or fail to perform such work or
furnish such extra material as authorized by the Engineer in writing, as
aforesaid, the Company may then arrange for the performance of the
work in any manner it may see fit, the same as if this contract had
not been executed, and the Contractor shall not interfere with such per-
formance of the work.
Property and Right of Entry.
30. The Company shall provide the lands upon which the work
under this contract is to be done, except that the Contractor shall pro-
vide land required for the erection of temporary construction facilities
and storage of his material, together with right of access to the same.
The Contractor shall not ship any material or equipment until he
has received written notice from the Engineer that he may proceed with
said work or any part thereof.
Unavoidable Delays; Extension of Time on Parts of Work.
31. If the Contractor shall be delayed in the performance of the
work from any cause for which the Company is responsible, he shall,
upon written application to the Chief Engineer at the time of such delay,
be granted such extension of time as the Chief Engineer shall deem
equitable and just.
Suspension of Work.
32. The Company may at any time stop the work, or any part
thereof, by giving days' notice to the Contractor in writing.
The work shall be resumed by the Contractor in ten (10) days after
the date fixed in the written notice from the Company to the Contractor
so to do. The Company shall not be held liable for any damages or
anticipated profits on account of the work being stopped, or for any
work done during the interval of suspension. It will, however, pay the
Contractor for expense of men and teams necessarily retained during the
interval of suspension, provided the Contractor can show that it was
not reasonably practicable to move these men and teams to other points
at which they could have been employed. The Company will further pay
the Contractor for time necessarily lost during such suspension at the
the rate of per cent, per annum on the estimated value of
materials, equipment and fixtures furinshed by the Contractor on the
work which are necessarily idle during such suspension, said rate of
per cent, per annum being understood to include deprecia-
tion, interest and insurance. But if the work, or any part thereof, shall
be stopped by the notice in writing aforesaid, and if the Company does
98 UNIFORM GENERAL CONTRACT FORMS.
not give notice in writing to the Contractor to resume work at a date
within of the date fixed in the written notice
to suspend, then the Contractor may abandon that portion of the work
so suspended and he will be entitled to the estimates and payments for
such work so abandoned, as provided in Section 38 of this contract.
Expediting Work, Correcting Imperfections.
33. (a) If the Chief Engineer of the Company shall at any time
be of the opinion that the Contractor is neglecting to remedy any im-
perfections in the work, or is not progressing with the work as fast as
necessary to insure its completion within the time and as required by
the contract, or is otherwise violating any of the provisions of this
contract, said Chief Engineer, in behalf of the Company, shall have the
power, and it shall be his duty to notify the Contractor to remedy such
imperfections, proceed more rapidly with said work, or otherwise com-
ply with the provisions of this contract.
Annulment.
(b) The Company, if not at fault, may give the Contractor ten
(10) days' written notice, and at the end of that time if the Contractor
continues to neglect the work, the Company may provide labor and
materials and deduct the cost from any money due the Contractor un-
der this agreement ; and may terminate the employment of the Con-
tractor under this agreeent and take possession of the premises and of
all materials, tools and appliances thereon, and employ such forces as
may be necessary to finish the work. In such case the Contractor shall
receive no further payment until the work shall be finished, when, if
the unpaid balance that would be due under this contract exceeds the
cost to the Company of finishing the work, such excess shall be paid
to the Contractor; but if such cost exceeds such unpaid balance, the
Contractor shall pay the difference to the Company.
Company May Do Part of Work.
(c) Upon failure of the Contractor to comply with any notice
given in accordance with the provisions hereof, the Company shall have
the alternative right, instead of assuming charge of the entire work, to
place additional forces, tools, equipment and materials on parts of the
work for the purpose of carrying on such parts of the work, and the
cost incurred by the Company in carrying on such parts of the work
shall be payable by the Contractor, and such work shall be deemed to
be carried on by the Company on account of the Contractor, and the
Contractor shall be allowed therefor the contract price. The Company
may retain the amount of the cost of such work, with per
cent, added, from any sum or sums due or to become due the Con-
tractor under this agreement.
Annulment Without Fault of Contractor.
34. (a) The Company shall have the right at any time, for rea-
sons which appear good to it, to annul this contract upon giving thirty
days' notice in writing to the Contractor, in which event the Contractor
shall be entitled to the full amount of the estimate for the work done
by him under the terms and conditions of this contract up to the time
of such annulment, including the retained percentage. The Contractor
shall be reimbursed by the Company for such expenditures as in the
judgment of the Chief Engineer are not otherwise compensated for, and
as are required in preparing for and moving to and from the work ;
the intent being that an equitable settlement shall be made with the
Contractor.
UNIFORM GENERAL CONTRACT FORMS. 99
Notice — How Served.
fb) Any notice to be given by the Company to the Contractor un-
der this contract shall be deemed to be served if the same be delivered
to the man in charge of any office used by the Contractor, or to his
foreman or agent at or near the work, or deposited in the postoffice,
postpaid, addressed to the Contractor at his last known place of busi-
ness.
Removal of Equipment.
(c) In case of annulment of this contract before completion from
any cause whatever, the Contractor, if notified to do so by the Com-
pany, shall promptly remove any part or all of his equipment and sup-
plies from the property of the Company, failing which the Company
shall have the right to remove such equipment and supplies at the ex-
pense of the Contractor.
Failure to Make Payments.
35. Failure by the Company to make payments at the times pro-
vided in this agreement shall give the Contractor the right to suspend
work until payment is made, or at his option, after thirty (30) days'
notice in writing, should the Company continue to default, to terminate
this contract and recover the price of all work done and materials pro-
vided and all damages sustained, and such failure to make payments at
the times provided shall be a bar to any claim by the Company against
the Contractor for delay in completion of the work, due to such sus-
pension or failure to pay.
Monthly Estimate.
36. So long as the work herein contracted for is prosecuted in
accordance with the provisions of this contract, and with such progress
as may be satisfactory to the Chief Engineer, the said Chief Engineer
will on or about the first day of each month make an approximate esti-
mate of the proportionate value of the work done and of material fur-
nished or delivered upon the Company's property at the site of the work,
up to and including the last day of the previous month. The amount
of said estimate, after deducting per cent, and all previous
payments, shall be due and payable to the Contractor at the office of
the Treasurer of the Company on or about the
day of the current month.
Acceptance.
27. The work shall be inspected for acceptance by the Company
promptly upon receipt of notice in writing that the work is ready for
such inspection.
Final Estimates.
38. Upon the completion and acceptance of the work, the Chief
Engineer shall execute a certificate over his signature that the whole work
provided for in this agreement has been completed and accepted by him
under the terms and conditions thereof, whereupon the entire balance
found to be due to the Contractor, including said retained percentage,
shall be paid to the Contractor at the office of the Treasurer of the Com-
pany within days after the date of said final certificate. Before
the time of payment of said final estimate the Contractor shall submit
evidence satisfactory to the Chief Engineer that all payrolls, material
100 UNIFORM GENERAL CONTRACT FORMS.
bills, and outstanding indebtedness, in connection with this work, have
been paid.
This agreement shall inure to the benefit of and be binding upon
the legal representatives and successors of the parties respectively.
In Witness Whereof, the parties hereto have executed this agreement
in the day and
year first above written.
Witness :
UNIFORM GENERAL CONTRACT FORMS. 101
BOND.
Know All Men by These Presents :
That the undersigned
are held and bound unto the
in the sum of
dollars, lawful money of the United States of
America, to be paid to said
its successors and assigns, to which payment the undersigned, jointly and
severally, bind themselves, their heirs, executors, administrators, suc-
cessors and assigns.
The condition of this obligation is that if
Contractor, shall faithfully furnish and do everything required in the
contract, executed in writing, dated igi —
between Contractor, and
Company
for
this obligation shall become of no effect; otherwise it shall continue in
full force.
Signed, sealed and delivered this day of 191 —
Attest :
The form of bond submitted contains no notarial or official acknowl-
edgment. In certain states such acknowledgment may be necessary. De-
cision as to the fact should be made by the Legal Department of each
company.
Attention is called to the fact that the proposed form of bond is
intended solely for use in connection with the adopted Uniform Contract
Form.
REPORT OF COMMITTEE XVI— ON ECONOMICS OF
RAILWAY LOCATION.
John G. Sullivan, Chairman; C. P. Howard, Vice-chairman;
F. H. Alfred, Fred Lavis,
R. N. Begien, J. deN. Macomb, Jr.,
J. F. Burns, C. W. P. Ramsey,
Maurice Coburn, E. C. Schmidt,
A. C. Dennis, A. K. Shurtleff,
A. S. Going, H. J. Simmons,
F. W. Green, F. W. Smith,
L. C. Hartley, Walter Loring Webb,
P. M. LaBach, M. A. Zook,
Committee.
To the Members of the American Railway Engineering Association:
Committee XVI — on the Economics of Railway Location, has dur-
ing the past year been subdivided into three Sub-Committees, with duties
assigned as follows :
(a) Make critical examination of the subject-matter in the Manual,
and submit definite recommendations for changes.
(i) Study the question of grade, curvature, rise and fall and dis-
tance, and, if possible, present conclusions as to reason-
able values of same in a usable form, in order that they
may be of use for the information and guidance of Locat-
ing Engineers.
(2) Continue the important study of economics of railway opera-
tion heretofore carried on by the Committee, in order that
the information may lead to more economical methods in
railway operation, and that information may be obtained
for correcting values given to the physical features in the
locating of railways.
(5) Make special efforts to collect information in regard to effects
of passenger and freight traffic on the cost of maintenance.
The Chairman of the Committee assumed the responsibility of chang-
ing the instructions to the Committee having charge of subject (1) to
read, "Study the question of grade, curvature, rise and fall and distance,
and, if possible, present instructions to enable Engineers to obtain reason-
able values for grade, curvature, rise and fall and distance."
The reports submitted by each of these Sub-Committees is submitted
in full as information, and the conclusions which were drawn from them
are submitted for approval. These are in addition to matter now pub-
lished in the 191 1 Manual and subsequent supplements, excepting the re-
visions recommended by the Sub-Committee on Stokers and Superheaters.
For further information on the subject of Economics of Railway
Location see the following :
Vertical curves, p. 113, 191 1 Manual.
Spirals, pp. 94-1 11, 191 1 Manual.
104 ECONOMICS OF RAILWAY LOCATION.
Power, train resistance and train rating, pp. 427-438, 191 1 Manual,
and pp. 599-651, Proceedings, Vol. 14, 1913.
Train resistance and compensation for curvature, pp. 81-82, 1913 Sup-
plement to Manual, and pp. 615, 618, Proceedings, Vol. 14, 1913.
Speed curves and fuel consumption, Bulletin 148, August, 1912, and
pp. 3-20, Proceedings, Part 2, Vol. 14, 1913.
If the methods outlined by this Committee are approved, the imme-
diate work for the future will be :
(1) Make a study of the resistance of trains running between 35
and 75 miles an hour.
(2) Make a study of the effect on the cost of maintenance of way
and maintenance of equipment of fast trains.
(3) Make a study of the effect curvature has on cost of main-
tenance of way.
(4) Make a study of the effect curvature has on cost of main-
tenance of equipment.
(5) Make a study of the amount of fuel consumed in doing an
actual horsepower-hour work. It is believed that a study of this subject
will not only be valuable as a basis in determining the economics of lo-
cation, but that the results will be beneficial to operating officers, calling
to their attention various losses in the fuel supply, and especially so in the
cost of operating a very busy single-track vs. cost of operating double-
track lines.
(6) Preparation of a method for the comparison of alternative lo-
cations with varying ruling gradients.
CONCLUSIONS.
The following conclusions are submitted for approval :
(1) A line is located when its position is fixed horizontally and
vertically.
(2) Locating a railway means designing an economical plant for
handling a given traffic. The economical plant for a given quantity and
class of traffic cannot be the economical plant for a greater or less quan-
tity of traffic or for traffic of a different class. It is considered good
practice to discount the future within reasonable limits, providing the
necessary funds are available.
(3) The most general formula for the economic value of a loca-
tion is :
R — E
= p (1)
c
Where R = Annual revenue (receipts from operation);
E = Annual expense of operation, including depreciation and
taxes ;
C = Capital invested (cost of construction) ;
p — Percentage of profit on investment.
(4) The following equation may be used in certain cases, especially
where the annual revenue, known or unknown, is constant :
R-(E + I) = P (2)
Where I = Amount of interest on cost of construction;
P = Amount of profit (net corporate income).
ECONOMICS OF RAILWAY LOCATION. 105
When the revenue is constant the condition of equation (2) is that
the sum of operating expenses, plus interest on cost of construction, shall
be a minimum, and is convenient in many cases, but does not indicate the
proportion of profit to investment. Care should be taken not to use too
low a rate of interest. The ratio of profit to investment should be con-
sidered.
(5) In order to make an economical location of a railway, the
Engineer must know or make a reasonable assumption of the amount
and class of traffic that the railway will be called upon to handle, class
of power and the approximate efficiency and cost of fuel that will be
used, the rate of wages that will be paid to employes, the cost of main-
tenance materials, and the rate of interest considered a proper return
for additional expenditures involved in the improvement of the line for
the reduction of operating expenses.
(6) One of the most difficult problems to be solved is the desirable
length of engine districts, but the question is governed to such an extent
by other considerations that no definite rule can be given.
One of the necessary requisites for a terminal point is a suitable
water supply for locomotives and for domestic use. It is desirable, where
possible, that terminal points should be located on minor summits.
(7) Passing sidings and road water supplies should preferably be
located on minor summits.
(8) If passing sidings must of necessity be located on ruling
gradients, then such gradients should be compensated through and for a
full train length in each direction from either end of the siding. The
rate of compensation will be governed by the ruling gradient.
(9) In deciding upon the ruling gradient for each engine district,
where different ruling gradients are contemplated for adjoining districts
carrying approximately equal traffic, due consideration must be given to
the breaking up of trains, which may be caused by the difference in ruling
gradients. Where a fixed elevation is to be overcome, the development
of distance to reduce the rate of ruling gradient is often a mistake, pro-
vided the ruling gradient of the shorter line is within reasonable operat-
ing limits. Where curvature and distance are introduced for the sake
of ruling gradient reduction, line resistance, and thereby fuel consumption,
is increased, as is also the cost of maintenance of way and equipment.
Some of the benefits derived from a reduction of ruling gradient are the
saving in weight of locomotives to be lifted over the summit, train and
engine wages and engine mileage reduced and the capacity of the track
increased. Full advantage cannot be taken of the apparent train rating
increase due to ruling gradient reduction on an engine district having
a large percentage of grade at or near the proposed ruling rate, as in
all probability, if this anticipated increase in rating is in direct proportion
to the proposed reduction in ruling gradient, the required time for move-
ment of trains over the engine district cannot be made. On crowded
single-track lines a feature affecting train rating to a great extent is the
loss of time at meeting and passing points ; it, therefore, is necessary to
106 ECONOMICS OF RAILWAY LOCATION.
estimate the train rating for any line as the tonnage that can be handled
in a given time, due allowance being made for necessary stops.
In estimating the time required for trains to pass over an engine
district, a speed curve and time card should be plotted.
There is little increase of tonnage for local and fast freights, and
none for passenger trains, to be credited to a reduction of ruling gradient
on lines with light undulating grades.
In establishing a ruling gradient and determining the effect of it on
future operating expense, due consideration must be given to possible
future revisions of the line; thus, in comparing alternative locations,
one of steep ruling gradient may appear more economical than another
of low ruling gradient, but the situation of the former may be such that
its revision would necessitate an abandonment of all or a large percentage
of the location; while the application temporarily of a steep ruling gradi-
ent to the low-gradient location might bring the cost of the latter line
within such limits that, considering future traffic, its construction would
be desirable.
(10) In the construction of a line where the contemplated immediate
traffic is small and the future traffic large, sharp curvature and steep
temporary gradients, so situated as to be possible of reduction when
justified by the traffic, may be advantageously introduced; a line being
thus constructed which will provide for immediate requirements and
which can be improved for future requirements at a reasonable expense.
Before deciding upon such temporary expedients, care should be taken to
compare the cost of the work ultimately to be abandoned with the in-
terest saved on the extra cost of construction that would have been
necessary to construct a line on the final location during that period in
which the more expensive construction would appear uneconomical.
In the construction of temporary lines due consideration must be
given to the location of station buildings, and these should not be located
on portions of the line where revisions are contemplated, owing to the
fact that if a receiving and delivery point for local traffic is once estab-
lished, opposition from the public may prevent its removal.
In the matter of terminal property the future requirements should be
estimated for a longer period than is justified for the line between ter-
minals.
(n) Momentum gradients, not exceeding that over which a locomo-
tive loaded for the ruling gradient can handle its train in two parts if
stalled for any reason in the sag, may be used to reduce construction cost
without decreasing the train rating or the efficiency of the railway, and
should be used where economy in construction cost is thereby affected,
except at points where train stops or reduced speed, below the limit
necessary to operate the gradient, are likely to be necessary.
In the calculation of the lengths of momentum gradients the maxi-
mum speed of freight trains at the bottom of the sag should not exceed
the speed limit for such trains on the engine district under consideration ;
and the minimum speed at the top of the grade, where the velocity grade
ECONOMICS OF RAILWAY LOCATION. 107
adjoins an ascending grade of any considerable length, should not be less
than eleven miles per hour. Where the top of the momentum gradient
is at a summit, the minimum speed may be less than 11 miles per hour.
In fixing the grade line for any alinement, care should be taken to
insert vertical curves at all grade-line intersections. Curves should be
connected to tangents by spiral or easement curves of such length as to
provide ample space in which to make the required superelevation, giving
due consideration to future requirements of increased speeds.
(12) The location of terminal points, ruling gradient, and pusher
gradients having been decided upon, the effect of the minor details of lo-
cation, namely, distance, curvature and rise and fall, upon operating ex-
penses may be determined approximately in the following manner : Al-
ternative locations may be compared by distance, curvature and line re-
sistance; distance being the length of the line measured along the center
line of the location ; curvature the number of degrees of central angle
subtended by the center line of track, and which may be divided into
sharp curvature, necessitating a reduction of speed for trains, and ordinary
curvature, which will again be subdivided into that increasing line re-
sistance in both directions and that increasing line resistance in one di-
rection only and line resistance which is the sum of the rolling resistance
(or friction resistance), plus the resistance of gravity overcoming differ-
ence in elevation on up-grades, plus the resistance due to curvature,
minus the energy of gravity on trains on descending grades, from which
has been subtracted the loss of energy (or velocity head) due to the ap-
plication of brakes. For purposes of comparison this item should be
reduced to its equivalent in feet of vertical lift.
Friction resistance, normal conditions, warm weather, modern freight
equipment, speed between 7 and 35 miles an hour, may be obtained from
the formula
R = 2.2 T -f 121.6 C.
R= Total resistance on level tangent.
T = Total weight cars and contents in tons.
C = Total number of cars in train.
This amounts to 4 lbs. to 8 lbs. per ton, depending on whether cars
are fully loaded or empty. This is equivalent to a rise of from 10 ft.
to 20 ft. per mile. For mixed traffic a conservative estimate is, train re-
sistance equals rise of 15 ft. per mile. Train resistance increases at
lower temperatures, and at extreme low temperature may go as high as
50 lbs. per ton for empty freight cars. However, in comparing different
locations in the same country, it is deemed necessary to make compari-
sons for the best conditions only. The resistance due to curvature
may be taken at 0.04 ft. per degree of central angle.
(13) Fuel Consumption. It is the unanimous opinion of the Com-
mittee that the train-mile basis alone is not a reliable or correct method
of estimating fuel consumption for comparative purposes. The following
two methods are recommended : First, dividing the fuel consumed into
the amount required for the movement of the locomotive alone, calcu-
108 ECONOMICS OF RAILWAY LOCATION.
lated on a time basis, for consumption in yards, roundhouses, sidings, and
the amount required for the actual movement of cars, and this last amount
can be computed as varying directly with the amount of work done. Second,
calculating fuel consumption by means of the speed curve, calculating
from this the fuel consumed by locomotives working, drifting and stand-
ing. These methods for calculating fuel consumption also lend them-
selves to the comparison of lines with varying ruling gradients.
(14) To determine the relative value of the minor details of location
under consideration (curvature, distance, rise and fall), it is first necessary
to decide upon a method of studying the effect of these factors on the
cost of operation. The following method is recommended : Curvature
increases resistance at the rate of 0.04 ft. per degree of central angle;
it also affects the cost of maintenance of way and the cost of
maintenance of equipment, but sufficient data is not available to warrant
» conclusion as to the definite amounts.
Rise affects line resistance and time; the principal effect of eliminat-
ing rise will be found in the fuel account. It also affects the cost of main-
tenance of equipment and maintenance of track, but to what extent is
unknown. It may be neglected in comparing alternate locations.
Distance affects train wages, line resistance, maintenance of way and
maintenance of equipment. The effect of distance on line resistance will
be found in the fuel account. The effect of distance on train wages can be
computed on a direct train-mile basis. The effect of distance on main-
tenance of way is a more complicated problem on account of the uncer-
tainty as to the basis on which maintenance should be calculated. A fixed
sum per mile to cover factors of maintenance that are more or less con-
stant plus a rate for the equivalent ton-mile unit, using multiples for
weights of engines and passenger cars, is correct in principle, but until
such time as information is obtained as to the value of these multiples,
this item may be calculated on a basis of a constant per mile plus a fixed
sum per train mile. The effect of distance on maintenance of equipment,
for comparative purposes, may be calculated on a train-mile basis.
(15) Special Structures. The maintenance and operation of special
structures must be considered on their respective merits for each location.
(16) Time will not as a general thing constitute an important fac-
tor in the consideration of the minor details of location, but if the dif-
ference in time required to operate over alternative locations is of suffi-
cient importance to affect the amount of equipment to operate the line, and
consequently the annual charge for same, or the earnings of the line, or
the trainmen's wages through overtime, then this item must be taken into
consideration.
(17) In comparing lines of varying lengths, consideration must be
given to the effect of distance upon revenue. Another item worthy of
consideration is the fact that the reduction of distance in engine runs
of less than 100 miles, which constitute the entire day's work for train-
men employed on same, may not reduce the amount of wages to be paid
to such employes.
ECONOMICS OF RAILWAY LOCATION. 109
(18) The data in the Manual on the subject of "Power" should be
amplified and altered to the extent recommended by the Sub-Committee
on Stokers and Superheaters so as to provide for the increase in coal
consumption and tractive power due to these improvements.
Respectfully submitted,
COMMITTEE ON ECONOMICS OF RAILWAY LOCATION.
110 ECONOMICS OF RAILWAY LOCATION,
(i) GRADE, CURVATURE, RISE AND FALL AND DISTANCE.
REPORT OF SUB-COMMITTEE NO. I.
Sub-Committee: A. C. Dennis, Chairman; F. H. Alfred, A. S. Going,
F. W. Green, Fred. Lavis, C. W. P. Ramsey.
GENERAL.
(i) While sufficient information is not available to justify a com-
plete report on the question of Economics of Railway Location, observa-
tions of the enormous waste of capital due to uneconomical location of
railways, especially in new countries, emphasizes the pressing need of
some guide to the designer of location, which will assist him in the pre-
vention of future waste of this nature. In consequence the feeling of
this Committee is that any information which it has obtained that may
prove of value to the Locating Engineer should be published as early as
possible.
The question of the comparison of what may be termed the major
details of location, such as ruling gradients and pusher gradients having
been given insufficient study to justify a recommendation as to a proper
method for a comparison of the operating expenses affected by these
features, these items are dealt with only in a general way in this report,
which confines itself more particularly to outlining a method for com-
paring the relative values of what may be termed the minor details of
railway location, such as distance, curvature, and rise and fall, on a
line of known terminal points and ruling gradient.
Such general suggestions as the Committee are prepared to make on
the major details and general location follow:
GENERAL DESIGN.
(2) Locating a railway as distinguished from surveying it means
designing an economical plant for handling a given traffic.
The economical plant for a given quantity and class of traffic cannot
be the economical plant for a greater or less quantity of traffic, or for
traffic of a different class. The existing traffic on operated lines can
generally be ascertained and the probable future traffic for any given
period estimated by producing the curve derived from plotting traffic sta-
tistics of former years. The estimation of traffic for a proposed line is
probably the most important, as well as the most uncertain, of the prob-
lems which confront the Locating Engineer. An anticipation of the
traffic for ten years may be quite justified, but it should be borne in mind
that many companies have been wrecked by building what may be termed
a thousand-horsepower plant to do a hundred-horsepower business. On
the other hand it is apparent that to make revisions in a line after it
has once been constructed will increase the total capital charges, because
usually the cost of the abandoned line is a total loss. Therefore, it is
ECONOMICS OF RAILWAY LOCATION. Ill
considered good practice to discount the future within reasonable limits,
providing the necessary funds are available.
DATA NECESSARY FOR ECONOMICAL DESIGN.
(3) In order to make an economical location of a railway the En-
gineer must know or make a reasonable assumption of the amount and
class of traffic that the railway will be called upon to handle ; the class
of power and the approximate efficiency and cost of fuel that will be used;
the rate of wages that will be paid to employes ; the cost of material for
maintenance; and the rate of interest considered a proper return for addi-
tional expenditures involved in the improvement of the line for the re-
duction of operating expenses.
LENGTH OF ENGINE RUNS, LOCATION OF YARDS AND WATER SUPPLIES.
(4) One of the most difficult problems to be solved is the desirable
length for an engine run. This problem is controlled by so many factors
other than that of economy in operation that the Engineer is often re-
lieved from the responsibility of locating terminal points.
One of the necessary requisites for a terminal point is a suitable
water supply for locomotives and domestic use.
It is desirable, where possible, that terminal points should be located
on minor summits, first, because train resistance is above normal in
starting a train when journals are cold, and the summit location of ter-
minal points furnishes a natural aid to the locomotive in leaving the yard,
and, second, because the loss of velocity head of trains in entering the
yard is reduced by such a location ; both of the above items tend to re-
duce fuel consumption.
The above remarks in connection with summit locations for terminal
yards apply in like manner to the location of passing sidings and road
water supplies ; the proper adjustment of these features when the location
is made will result in considerable economy in operating expenses.
If passing sidings must of necessity be located on ruling gradients,
then such gradients should be compensated through and for a full train
length in each direction from either end of the siding. The rate of com-
pensation will be governed by the rate of ruling gradient; the compensa-
tion recommended for ruling gradients at such points is for lines with
ruling gradient of 0.4 per cent., 0.1 per cent, and for lines with ruling
gradient of 1 per cent., 0.2 per cent., the rate for compensation varying
proportionately to the above for lines with intermediate ruling gradients.
RULING GRADIENTS.
(5) Having decided upon the location for terminal points, the rate
of ruling gradient for each engine district must be then considered. Where
different ruling gradients for adjoining districts carrying approximately
equal traffic are contemplated, due consideration must be given to the
breaking up of trains, which may be caused by the difference in ruling
gradients. There is no feature connected with the location of a railway
where greater mistakes can be and have been made than in establishing
112 ECONOMICS OF RAILWAY LOCATION.
the ruling gradient, and the mistakes have not been by any means all
on the side of the adoption of too steep gradients. Where a fixed eleva-
tion is to be overcome, the development of distance to reduce the rate
of ruling gradient is often a mistake, provided the ruling gradient on the
shorter line is within reasonable operating limits. When curvature and
distance are introduced for the sake of ruling gradient reduction, re-
sistance, and thereby fuel consumption, 'is increased, as is also the cost
of maintenance of way and equipment ; some of the benefits derived from
a reduction of ruling gradient are the saving in weight of locomotives to be
lifted over the summit, train and engine wages and engine mileage are
reduced, and the capacity of the track is increased.
Full advantage cannot be taken of the apparent train-rating increase
due to ruling gradient reduction on an engine district having a large per-
centage of grade at or near the proposed ruling rate, as in all probability
if the anticipated increase in rating is in direct proportion to the pro-
posed reduction in ruling gradient, the required time for movement of
trains over the engine district cannot be made.
On crowded single-track lines a feature affecting train rating to a
great extent is the loss of time at meeting and passing points. It there-
fore is necessary to estimate the train rating for any line as the tonnage
that can be handled in a given time, due allowance being made for neces-
sary stops.
In estimating the time required for trains to pass over an engine
district, a speed curve and time card should be plotted.
There is little increase of tonnage for local and fast freights, and
none for passenger trains, to be credited to reduction of ruling gradient
on lines with light undulating grades of less than 0.8 per cent, ruling.
In establishing a ruling gradient and determining the effect of it on
future operating expense, due consideration must be given to possible
future revisions of the line. Thus, in comparing alternative locations,
one of steep ruling gradient may appear more economical than another
of low ruling gradient, but the situation of the former may be such that
its revision would necessitate an abandonment of all or a large percentage
of the location, while the application temporarily of a steep ruling gradi-
ent to the low-gradient location might bring the cost of the latter line
within such limits that, considering future traffic, its construction would
be desirable, and the future revision of the temporary ruling gradient, if
justified by the traffic, would not necessarily be as expensive a matter
as the revision of the line on which the steep ruling gradient only could
be obtained.
FUTURE TRAFFIC REQUIREMENTS AND CONSTRUCTION OF TEMPORARY LINES.
(6) In the construction of any line, where the contemplated imme-
diate traffic is small and the future traffic large, but, of course, in such
circumstances uncertain, sharp curvature and steep temporary gradients
so situated as to be possible of reduction when justified by the traffic
may be advantageously introduced ; a line being thus constructed which
ECONOMICS OF RAILWAY LOCATION. 113
will provide for immediate requirements, and which can be improved for
future requirements at a reasonable expense. Before deciding upon such
temporary expedients, care should be taken to compare the cost of the
work ultimately to be abandoned with the interest saved on the extra
cost of construction that would have been necessary to construct a line
on the final location, during that period in which the more expensive
construction would appear uneconomical.
In the construction of temporary lines due consideration must be
given to the location of station buildings, and these should not be lo-
cated on portions of the line where revisions are contemplated, owing
to the fact that if a receiving and delivery point for local traffic is once
established opposition from the public may prevent its removal.
In the matter of terminal property the future requirements should
be estimated for a longer period than is justified for the line between
terminals.
COMPENSATION OF GRADIENTS FOR CURVATURE.
(7) Ruling gradients must be compensated for curvature, and the
rate of 0.04 ft. per degree of central angle is recommended; lesser gradi-
ents should be compensated for curvature only when their rate is such
that the addition of the curve resistance to the virtual grade gives a rate
in excess of the ruling gradient, in which event these lesser gradients
should be compensated sufficiently to bring the virtual rate within the
limit of the ruling gradient.
MOMENTUM GRADIENTS.
(8) Momentum gradients not exceeding that oyer which a locomo-
tive loaded for the ruling gradient can handle its train in two parts, if
stalled for any reason in the sag, may be used to reduce construction cost
without decreasing the train rating or the efficiency of the railway, and
should be used where economy in construction cost is thereby affected,
except at points where train stops or reduced speed, below the limit neces-
sary to operate the gradient, are likely to be necessary.
In the calculation of the length of momentum gradients the maximum
speed of freight trains at the bottom of the sag should not exceed the speed
limit for such trains on the engine district under consideration, and the
minimum speed at the top of the grade, where the velocity grade adjoins an
ascending grade of any considerable length, should not be less than 11
M.P.H., and the minimum speed on summits not less than 9 M.P.H.
In fixing the grade line for any alinement, care must be taken to in-
sert vertical curves at all grade-line intersections.
MINOR DETAILS OF LOCATION, GENERAL.
(9) The location of terminal points, ruling gradient, and pusher
gradients, having been decided upon, the next problem to be solved by
the Engineer is the effect that distance, curvature, and rise and fall will
have upon the operating expenses of the railway, and the reduction of
such an effect to values comparable with construction cost. Local condi-
114 ECONOMICS OF RAILWAY LOCATION.
tions vary to such an extent that it is quite impracticable for this Com-
mittee to give definite values for any of these items, but an endeavor
has been made to outline a method by which such values, the local con-
ditions being known, may be intelligently obtained.
The form in which railway statistics have been kept during the past
being so unsuitable for a determination of these values, it is considered
that approximations which can be calculated with a small amount of
labor are preferable, at this initial stage, to complicated methods, which,
owing to the unsuitable form of the statistics available, will in all prob-
ability not give a greater degree of accuracy to the result.
Alternative locations may be compared by distance, curvature and
line resistance. In order to prevent any misunderstanding, it appears
advisable to define these terms :
"Distance" is the length of the line measured along the center line
of the track.
"Curvature" is the number of degrees of central angle subtended by
the center line of the track, and may be divided into sharp curvature,
necessitating a reduction of speed for trains, and ordinary curvature,
which will again be subdivided into that increasing line resistance in both
directions and that increasing line resistance in one direction only.
"Line resistance" is the sum of the rolling resistance (or friction re-
sistance) plus the resistance of gravity overcoming difference in eleva-
tion on up-grades, plus the resistance due to curvature, minus the energy
of gravity on trains on descending grades, from which has been sub-
tracted the loss of energy (or velocity head) due to the application of
brakes. For purposes of comparison this item should be reduced to its
equivalent in feet of vertical lift.
Frictional resistance, normal conditions, warm weather, modern
freight equipment, speed between 7 and 35 miles an hour, may be obtained
from the formula :
R = 2.2T+I2I.6C.
R = Total resistance on level tangent.
T = Total weight cars and contents in tons.
C = Total number of cars in train.
This amounts to 4 lbs. to 8 lbs. per ton, depending on whether cars
are fully loaded or empty. This is equivalent to a rise of from 10 ft. to
20 ft. per mile. For mixed traffic a conservative estimate is, train re-
sistance equals rise of 15 ft. per mile. Train resistance increases at
lower temperatures, and at extreme low temperature may go as high as
30 lbs. per ton for empty freight cars. However, in comparing different
locations in the same country, it is deemed necessary to make comparisons
for the best conditions only.
Overcoming resistance due to curvature may be taken as equivalent
to a lift of 0.04 ft. per degree of central angle, the resistance due to
curvature on descending grades steeper than 0.3 per cent, to be neglected,
as it is merely an assistance to the brakes. The distance and curvature
are, of course, known when the line is located; the line resistance may
ECONOMICS OF RAILWAY LOCATION. 115
be obtained easily in the following manner, viz., by determining the aver-
age car resistance on a straight level track for the trains under consid-
eration, reducing this resistance to an equivalent grade, and plotting it as
a descending grade line in the direction in which it is desired to deter-
mine the line resistance, commencing at the track elevation at some known
starting point for trains, compensating the line by adding the resistance
due to curves as they are encountered, also compensating for loss in
velocity head due to the application of brakes (ordinarily the difference
between actual down grade and line drawn to 0.5 per cent, down grade),
and then scaling the vertical distance between this grade and the track
elevation at the terminus. In the case of sharp curvature necessitating
a reduction in the speed of trains the effect will thus be shown in the
increased line resistance.
If method of plotting is not adopted, care must be exercised to be
sure that no short rises in grade overcome by velocity are included in
the resistance due to rise, also that no curve resistance on down grades
steeper than 0.3 per cent, is included.
FUEL CONSUMPTION.
(10) As the cost of fuel is one of the largest items in the expense
of operating a railway, a careful study of the subject under discussion as
affecting this factor is essential for anything like reasonable or reliable
results in the comparison of relative values of different locations. It
seems to be the unanimous opinion of the entire Committee that the
comparing of different locations on a train-mile basis in which cost of
fuel is supposed to be included in the amount taken as the cost of a train
mile, or on a train-mile basis for fuel alone, is not correct. On the other
hand, the Committee is not a unit as to the proper basis from which to
attack this problem. It has been suggested that taking total fuel con-
sumption divided by the total number of horsepower hours of work per-
formed will give a fair basis from which a comparison can be made.
This method will give about 6 lbs. to 8 lbs. of 13,000 B.t.u. coal per horse-
power hour, depending on whether line is double track or single track
with very little traffic, as against a very busy single-track line. This
method will not give reliable results for the reason that a large per-
centage of this amount of 6 lbs. to 8 lbs. of coal is consumed in several
ways other than performing actual work, such as wasted around ter-
minals, starting fires, or while locomotives are standing on sidings, all of
which are generally common to lines under comparison and may be con-
sidered for comparative purposes as a constant. A majority of the mem-
bers of Sub-Committee No. 1 seems to favor the method of dividing the
fuel consumed into two parts, first, that required for the movement of
the locomotives and for consumption at yards, sidings, etc., and second,
that required for the actual work performed in moving the car tonnage.
For comparative purposes this amount can be assumed to vary directly
with the amount of work done. It has been found from experiment cov-
ering a period of one year over some 30 engine districts that this fuel
11C ECONOMICS OF RAILWAY LOCATION.
consumption is practically constant, irrespective of the physical character-
istics of the engine district within limits of 0.3 per cent, and 1.2 per cent,
ruling gradient. Locomotives weighing from 50 to 80 tons on drivers
and using 13,000 B.t.u. coal, giving a consumption of from 4 to 5 lbs. per
1,000 foot-tons of work done. In these experiments engines were run light
over the districts, under same conditions as near as possible as when
loaded, and the coal consumed measured. This amount was deducted
from the amount consumed by the locomotives under load and the dif-
ference divided by the number of horsepower hours of work done behind
the drawbar. Another method is to include in the train tonnage the
weight of the locomotive and assume an amount a little less than experi-
ence would show was consumed in doing a certain amount of work on
the basis mentioned as the amount required to perform a horsepower
hour's work. Experimenting for a month would show that locomotives
with 99 tons on drivers, coal about 13,000 B.t.u., would consume about 5.5
lbs. coal per horsepower hour, on the basis of including weight of locomo-
tive with train tonnage and assuming that resistance of locomotives was
same as freight cars, that is, no account was taken of the internal friction
of the locomotive as a machine. From this it was assumed that taking
5 lbs. of coal as the amount required to do an actual horsepower hour's
work would give conservative results for comparative purposes. This
method reduces somewhat the amount of work in comparing various lines
and gives about the same results as the method described above.
EFFECT OF MINOR DETAILS ON OPERATING EXPENSES.
(11) To determine the negative value of the minor details of location
under consideration (curvature, distance, rise and fall), it is first neces-
sary to determine upon a method of studying the effect of these factors
on the cost of operation. The following method is recommended : Cur-
vature increases resistance at the rate of 0.04 ft. per degree of central
angle (curves on down grades steeper than 0.3 per cent, to be omitted
in comparing resistance). The extra expense of maintenance of equip-
ment on account of curvature is not available from statistics, and is a
question that should receive further study. It is suggested for the present
we assume that from 300 to 500 degrees of curvature per mile increases
the cost of maintenance of equipment by some amount between 20 per
cent, and 30 per cent, of the rate per train mile, where cost of main-
tenance of equipment is distributed on a train-mile basis.
Curvature increases the cost of maintenance of track, but to what
extent statistics do not show. This subject must be given more study.
For the present it is suggested that 500 degrees of curvature per mile
increases the rate per train mile by 40 per cent, to 60 per cent, of the vary-
ing factor, where cost of maintenance of track is divided into a fixed sum
per mile plus a rate per train mile. The extra cost of operating over sharp
curvature may be very considerable, and may be approximated by adding to
the expense of ordinary curvature the foot-tons of work and time lost,
slowing traffic to the required limits. While good practice permits curves
ECONOMICS OF RAILWAY LOCATION. 117
to be operated at higher speed than that for which the rail is elevated, it
is believed that the estimated cost of slowing down will not exceed the
true negative value of the curve. The expense of sharp curvature is a
function of each such curve and is independent of the central angle.
Rise means the vertical distance the traffic is raised and must be cal-
culated in each direction. The main effect of rise is in fuel and time.
For the present it is assumed that the effect of rise and fall on the cost
of maintenance of track and on the cost of maintenance of equipment may
be neglected in the comparison of the cost of operating lines under con-
sideration.
Distance affects the fuel account by the added resistance of the roll-
ing friction for the extra distance. Distance affects train wages account
by increasing time necessary to get over the engine district and where
districts are over ioo miles in length and are run within time limit for
a day's work, wages are increased in direct proportion to the distance.
Distance increases the cost of maintenance of track, on account of the extra
length of track, telegraph line, fences, etc., and from a study of statistics
the total cost of maintenance of way amounts to a fixed sum varying
between $200 and $600 per mile of track plus a rate per train mile varying
from 20 cents to 30 cents per train mile. For comparative purposes, no
great error will be made by assuming the fixed sum to be $400 per mile
plus 25 cents per train mile for straight track.
In calculating the saving in maintenance of way, by eliminating dis-
tance, it is assumed that about $200 per year per mile would be spent on
maintenance, regardless of distance, and in order to make even figures
it is assumed that maintenance of way, affected by shortening distance, will
cost $211.20 per mile plus 25 cents per train mile on straight track. This
figures out a saving for every foot of distance capitalized at 4 per cent,
of $1.00 plus 43^5 cents for every 365 trains, or for each daily train;
money at 5 per cent., it would be 80 cents plus 34^ cents for each daily
train ; at 6 per cent, it would be 66^ cents plus 28^ cents for each daily
train.
Distance affects cost of maintenance of equipment, and by putting the
rate of maintenance of equipment affected by distance at the low figure of
25 cents per train mile on straight track, no great error will be made.
In considering the question of reduction in distance there is one fac-
tor that should be studied which is of value in some cases, and that is,
in the shortest route between two important terminals, passenger rates
might be affected by shortening distance ; also, freight trains hauling local
freight which is charged for by the mile, the earnings might be decreased
slightly on account of shortening distance, but rates are so very seldom
controlled by the small changes in distance and the amount of local freight
that is charged for by the mile is so small that generally no great error
is made in neglecting this factor.
The maintenance and operation of structures, railway and highway
crossings must be considered on their respective merits ; thus, in compar-
ing the relative operating values of two lines crossing a navigable stream,
118 ECONOMICS OF RAILWAY LOCATION.
one by means of a swing bridge and the other by means of a structure
high enough to clear the waterway for boat traffic, a very considerable dif-
ference in the economy of the two lines, apart from the construction cost,
will be found.
To further illustrate the methods of computing economics of minor
details, the following example is given :
It is assumed that the cost of maintenance of equipment will be in-
creased 50 per cent, by the addition of 400 degrees of central angle per
mile of track; the varying factor of track maintenance will be increased
60 per cent, by the addition of 300 degrees of central angle per mile of
track, and that the constant track-mile maintenance expense will be af-
fected 75 per cent, by increases in distance. Making these assumptions,
the negative value of 1 ft. of distance. may be obtained from the follow-
ing formula:
100 I )
D = \ A(E+N)+.75M (
5280 X 1 ( )
Where D = the negative value of 1 ft. of distance in dollars,
I = per cent, of interest considered a reasonable return on
expenditures for improvements,
A = the annual number of trains,
E = train mile expense in dollars,
N = varying factor for maintenance per train mile in dollars,
M = constant per mile of track for maintenance in dollars.
The negative value of one degree of curvature may be obtained from
the following formula :
100
AXW
800
AXN
500
Where C = negative value of one degree of curvature in dollars,
W = maintenance of equipment per train mile in dollars,
the other letters representing similar items to those given in the preced-
ing formula.
The increase in the operating expense due to sharp curvature neces-
sitating the application of brakes and consequent loss of velocity head
will appear in increased line resistance, and if it is desired to determine
this value for any particular curve, it may be arrived at directly from the
loss in velocity head.
The negative value of 1 ft. of line resistance may be determined from
the following formula :
r yxlxf
R = -
2,000,000
Where R = the negative value of 1 ft. of line resistance in dollars,
F = the cost of fuel per ton loaded on tenders in dollars,
L=fuel consumption per 1,000 foot-tons of work done in
pounds,
Y = total annual gross car tonnage passing over line,
I — per cent, of interest as noted in the preceding formula.
ECONOMICS OF RAILWAY LOCATION. 119
If for any reason it may appear desirable for the purpose of rapid
approximate calculation to eliminate the relative value of curvature af-
fecting line resistance from that item and to add these values under their
respective headings to curvature and distance, the addition to the negative
value of one degree of curvature affecting line resistance in both direc-
tions will be equal to the cost of i ft. of line resistance multiplied by 0.04,
and the addition to the value for distance will be equal to the value of
1 ft. of line resistance divided by 5,280 and multiplied by the line resist-
ance reduced to vertical feet lift per mile on level track.
T calculating line resistance due notice must be taken of the fact
that line resistance for freight and passenger trains will not be the same
owing to the probability of, firstly, a difference in train resistance, and
secondly, the fact that the limiting speed for passenger trains is usually
much higher than for freight trains, and the stops for the former fewer,
consequently the loss of velocity head due to the application of brakes on
passenger trains will be considerably less between stations and greater at
stops. From the foregoing formulas, knowing the details of traffic and
physical characteristics for any given line, definite values for distance,
curvature and line resistance may be obtained.
Data — Gross freight tonnage per annum eastbound and westbound,
equally divided 6,000,000 tons
Average weight of loaded freight cars 5° tons
Gross passenger tonnage per annum eastbound and westbound, equally
divided 1,500,000 tons
Total freight trains per annum, all of equal weight 2,600
Total passenger trains per annum, all of equal weight 3.650
Average resistance of freight cars on straight, level track, equivalent
to 16.5 ft. per mile
Average resistance of passenger cars on straight, level track, equiva-
lent to 23.8 ft. per mile
Freight train mileage expense $0.72
Passenger train mileage expense $0.52
Freight car mileage per annum per mile of track 200,000
Passenger car mileage per annum per mile of track 29,200
Constant factor of maintenance expense per mile of track $400.00
Varying factor of maintenance expense per engine mile $0.25
Rate of interest required on investment 5 per cent.
Fuel consumption for movement of cars per 1,000 foot-tons of work
done 4 lbs.
Cost of fuel per ton loaded on tender $400
Cost of maintenance of equipment on freight trains per train mile. ..$0.41
Cost of maintenance of equipment for passenger trains per train
mile $0,024
1
5,280 X 5
D == - - -j 2,600 (72 + 25) + 3.650 (52 + 25) 4- .75 X 40,000
: $21.34 per ft. = $112,650.00 per mile
120 ECONOMICS OF RAILWAY LOCATION.
C =
l (2,600 X 40 + (3,650 X 24) (2,600 + 3,650) X 25 )
+
( 800 500 )
= $111.05 per degree
100 f 1,500,000 X 4 X 4
R = —
5 [ 2,000,000
100 f 6,000,000 X 4 X 4
+
2,000,000
5
= $240.00 + $960.00 = $1,200.00
If it is desired to add the resistance factor to the negative value of
curvature, this item will be $1,200.00 X .04 = $48.00 per degree, where
line resistance is affected in both directions, or $24.00 where afP.'sted in
one direction only, giving a total negative value for curvature of $159.05
per degree of central angle.
In a similar manner, if this resistance factor is added to the nega-
tive value of distance, this item will be $240.00 X 28.3 + $960.00 X 16.5 =
$22,632.00 per mile, or $4.28 per linear foot.
Thus the total negative value for distance, including line resistance,
is $25.62 per linear foot, or $135,282.00 per mile.
In the case of a sharp curve causing a loss in velocity head for
passenger trains of 20 ft. and in freight trains of 10 ft., the negative value
of the curve, exclusive of the central angle factor, would be $240.00 X
20 + $960.00 X 10 = $14,400.00.
As a further illustration, and for the benefit of those who prefer to
get unit values for the different minor factors, five sets of tables and
diagrams have been prepared. It is not intended that the Association as
a body be made responsible for any assumptions made in the preparation
of tables and diagrams.
Fig. 1 gives the capitalized value of the cost of fuel at 4 per cent, 5
per cent, and 6 per cent, interest for lifting 365 trains of from 500 tons
to 5,000 tons one-tenth of a foot, assuming coal at prices ranging from
$2.00 to $10.00 per ton, and assuming that 5 lbs. of coal is consumed in
a horsepower hour.
Curvature, diagram and table, Fig. 2, give the capitalized value at
4 per cent., 5 per cent, and 6 per cent, interest of the cost of fuel con-
sumed in overcoming the resistance of one degree of curvature for 365
trains of from 500 tons to 5,000 tons coal at from $2.00 to $10.00 per
ton. This table needs no further explanation.
Diagram and table, Fig. 3, give the capitalized value at 4 per cent.,
5 per cent, and 6 per cent, of the fuel consumed in hauling 365 trains
10 ft. on level grade, trainloads varying from 500 tons to 5,000 tons, price
of coal from $2.00 to $10.00 per ton. In the case of a coal road or ore
road, where practically all the trains in one direction are loaded to full
capacity and the trains in the other direction are practically empty, it
would be necessary to change the co-efficient of 6 lbs. per ton to 4 lbs.
and 8 lbs., respectively, for the loaded and empty trains. In using this
table, where the distance saved is on grades requiring the application of
brakes, the saving must not be taken into account as affecting the trains
running downhill; on lighter grades proper proportion to be calculated.
ECONOMICS OF RAILWAY LOCATION. 121
Diagram and table, Fig. 4, give the capitalized value at 4 per cent.,
5 per cent, and 6 per cent, interest of the wages saved for 365 trains for
a distance of 100 ft., when the wages per train mile are from 10 cents to
25 cents. This same table can be used in figuring the saving in the cost
of maintenance of equipment.
Diagram and table, Fig. 5, are used in calculating the extra cost of
maintenance of way on account of the introduction of one degree of
curvature. This is based on the assumption that maintenance of way
costs $400 per mile per annum, plus 25 cents per train mile for straight
track. This same table may be used for the extra cost of maintenance of
equipment on account of one degree of curvature. We would recommend
for the present, however, assuming one of the lower percentages of in-
crease, say between 30 per cent, and 40 per cent., if we assume the cost
of maintenance of equipment to be 25 cents per train mile.
As an example to illustrate the application of these tables, let us
suppose that a Locating Engineer is instructed that the prospective traffic
will consist of two daily trains (one each way) of 500 tons, two daily
trains of 1,000 tons and six daily trains of 3,500 tons; that coal cost
on locomotive $4.50 per ton ; interest 5 per cent., and that 300 degrees
of curvature per mile will increase the cost of maintenance of way 40
per cent, on 25 cents per train mile, and that the cost of maintenance of
equipment would be increased 35 per cent, on 25 cents per train mile :
train wages at 18 cents per mile; maintenance of equipment on straight
track 22 cents per mile, then the capitalized value of rise, distance and
curvature will be as follows :
Rise. — Cost of fuel from Table 1 :
Two 500-ton trains at $4.09 $ 8.18
Two 1,000-ton trains at $8.18 16.36
Six 3,500-ton trains at $28.79 172.74
Total for one-tenth of a foot rise $197.28
Or for i-ft. rise affecting traffic in both
directions $1,972.80
Distance. — Cost of fuel from Table 3 :
Two 500-ton trains at $1.23 $ 2.46
Two 1,000-ton trains at $2.46 4-92
Six 3,500-ton trains at $8.6254 51-75
Total for 10-ft. distance $ 59T3
Or for i-ft. distance $ 5-91
Maintenance of Equipment, Table 4 :
Ten trains at $30.37 $30370
Wages, Table 4 :
Ten trains at $24.90 249.00
Total for 100-ft. distance $552.70
Or for i-ft. distance 5.53
122 ECONOMICS OF RAILWAY LOCATION.
Maintenance of Way:
80 cents plus 10 X 34-5 cents per foot 4.25
Total per foot $15.69
Curvature. — Fuel from Table 2 :
Two 500-ton trains at $1.64 $ 3.28
Two 1,000-ton trains at $3.28 6.56
Six 3,500-ton trains at $11.50 69.00
Total $78.94
Maintenance of Way from Table 5 :
Ten trains at $2.48 24.80
Maintenance of Equipment from Table 5 :
Ten trains at $2.27 22.70
Total per degree of curvature $126.34
To recapitulate the values of the assumptions we have made :
Rise, affecting traffic in both directions, per foot $1,972.80
Distance on the level which affects the cost of fuel, as well as
the other factors, in both directions, per foot 15.69
Curvature, affecting the cost of fuel in both directions, per degree 126.34
In comparing alternate lines a considerable saving can be made in the
time required for calculations, by adding all tonnages together and getting
the total of the work done by adding rise, resistance from friction and
resistance from curvature together, calculating curvature at 4-100 of a
foot per degree and friction at 15 ft. per mile. The tables and diagrams
referring to these items are all made on the same basis, but figured at dif-
ferent units in order to be applicable for the separate factors, such as rise,
curvature and frictional resistance, so that in case a Locating Engineer
wished to get units for these different factors, it can be done as shown
in the example above.
As an example of application of comparing the economics of loca-
tion, Fig. 6 shows a condensed profile of the present line and several
proposed locations of a section of line that came under the observation
of a member of the Committee.
Fig. 7 is a comparative statement of the economics of this problem.
This statement takes account of comparable factors only and deals
only with the excesses of these factors over the same factors in the most
economical line to operate. Instead of figuring pushers on the same
basis as other trains, the fuel consumed having been taken into account
in the general statement with the exception of the fuel used in overcoming
friction on the pusher locomotive itself, pusher miles were put down at a
fixed sum per mile, and are well within limits of the cost of such service
at other points on the same line. It will be noted that the short line,
which now seems to figure the least economical (although the figures are
so close that no great engineering mistake would be made if any of the
r line
made
at the
trains,
if the
mmc-
en J5
main
main-
tg an
call
TABLES OF CAPITALIZED VALUES
4*/.
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8 A
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£ 6
SL 7
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E 9
10
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4'-(.
664
2000
912
l"-,0U
1140
1368
3500
1596
18 25
20-53
22-81
J4Z
684
10-26
1366
17-11
2053
!)95
2737
30/9
3421
4',fe
912
1)68
11-29
2281
2737
31 93
3650
41-06
4>.
570
II 40
17.11
£2-81
28-51
54-21
39 92
4«4>2
5132
57" 1
t-84
1368
2053
2737
34 21
41-06
4790
5475
6i59
684
798
'5 96
2395
3193
39 92
4/70
55 89
(.187
7185
79 84
912
1825
2737
36 5 0
At, a
54 75
63 8/
7. 1 00
82 1?
9125
I0?fc
20-5 3
30/9
41-06
51 32
61 -.8
71 85
82 12
92)9
10265
11 40
2281
3421
4562
57 03
6843
7984
91 25
102-65
114 01
500
1000
1500
2000
2500
3000
3500
4000
4500
5001
r*2
§ 3
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%ttt
3 65
547
7)0
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1095
12-77
14-60
1642
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2-73
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8-21
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l)bB
lb 42
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21 >0
£4.63
3 65
730
1095
14 bO
182',
2190
25 55
2920
32 89
453
912
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22 81
27-57
3193
96-50
41 06
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10.99
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21 9"
27 3/
32 8'.
36 3?
4>80
49 2/
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(. M
1277
IV lb
?',y,
JI7J
38.12
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5110
5/48
10
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1460
21-90
29 ?n
36 50
4 1 80
51 10
,"-8 40
fe5 70
Ml
lb 4?
2463
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410b
49-27
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6>. /o
73 91
82 -
912
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2737
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5475
6387
7X0C
8212
41 .
900
1000
1^00
2000
2500
5000
Woo
4000
4500
5001
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8 4
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1 8
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JI.J3
57 26
42-98
4790
Jjfl
bOK
17 lb
IB?'.
24))
1041
3l 91
42^8
48 bl.
5-979
604]
684
1)68
2053
27-37
34H
41 01
47.90
54'5
(., v.
t.8 4
7- 6c
15-Zo
2281
>04l
3802
4562
53*2
60-8)
6843
76 04
AMERICAN RAILWa. ENGINEERING ASSOCIATION.
COMMITTEE ON ECONOMICS OF RAILWAY LOCATION
DIAGRAMS 8. TABLES
OF CAPITALIZED VALUES Or COST OF FUEL CONSUMCO
IN OVER-COMING T» or ONE rOOT OF RISE PER OAILT
TRAIN PER ANNUM ASSUMING THAT 5*C0AL I)
CONtllMFO IM RA INC innn TON4 ONF FOOT
THE ASSOCIATION AS A BOOT DOCS NOT HOLD ITSELr
BCSP0N5HU. FOR ASSUMPTION OF 3* OF COAL PtR H0R51
POItCR HOUR If ANT IM
THl AMOUNT SHOULD BE DITFIRINT MULTIPU FIC-UNCS
TABLES 08 OlftCBAM BY RATIO AMOUNT
123
•r line
made
at the
of the
mmc
en JS
main
l| ii
. call
TABLES OF CAPITALIZED VALUES
4%
1
VToWUIfl
500
1000
1500
20O0'?5O0
5000
3500
4000
4500
5000]
F
■G 3
§ 4
| 5
£ 6
IS
5
' 10
t v
1 82
213
)65[ 4-56
5 47
6 38
7 30
821
9 I)"
136
273
4 10
547 6 84
8 21
958
10 94
12)2
1369
18!
365
5 4/
7 30 9 12
1095
1277
14 60 1642
18-25
2 28
456
684
912
1140
1368
15 96
18 24 20 53
22-81
273
5 47
821
1095
1368
16 42
19 16
21 90 J4 64
2738
1 19
(.38
9 58
1277
1596
1916
22 35
25 54 28 74
31 94
lb',
7 |0
10 95
1460
18 25
2190
25 33
29 20 >2 85 36 50 1
410
8 21
12 31
1642
20 53
246)
2874
32 84 *95'4I 06
45* 9-12 | 1368 18 25| 2281 j 27 37 31 "3 j 36 SO 41 Ofc ]45 63 ll
iHTwiin 500
5 7.
1000 1500 i 2000 2500 '3000
3500
400P
4500
5000j
I9
10
f 7)
146
2 19
2 92
3 65
4 38
5 II
5 84
6 57
7 30
109
2 19
328
4)8
547
657
766
8 76
986
10 95
1 46
292
4 38
584
730
876
10 22
II 68
13 14
1460
1 82
365
547
7 30
9 12
1095
12 77
14 60
64)
? 19
, 4)1
657
876
10 95
13 14
15 33
17 52
1971
2190
255
5 II
766
1022
1277
15 33
17 88
2044
22 99
2 92
5 84
8-76
II 68
14 60
1752
20 44
23 36
7628
2920
3-28
657
9 85
1314
16 42
1971
22 99
26 28
29 57
365
7 30
1095
14 60
1825
2190
25 <5
29 20
>2 85
Ifr50
6 7.
•G J
8 4
° 5
[j
500
f -60
1000 1500; 2000 2500
1-21 I-S2 1 2431 304
3000 35004O00 J50O;50OO
364 475 1 4-It'" 5471 6-08
11
182
273
364
4 56
5-57
6 38 7 30 821 | »I3
121
24)
364
4 86
6 0>
729
1-51
9 7) 1095 12 17
152
304
456
6 08
760
9 12
1069
182
365
5 47
730
*-a
10 95
12 77
14 60 164)1 18 25
1 12
4 35
6 38
8-71
10 64
1277
14 90
170' 19 16 21 2«
24)
4 86
730
97)
12 16
1460
170)
19-46 2|H0 24 ))
Z 73
V0i
547
821
10 94
12 U
1368
1520
1642
is?-.
1916
7.1 2"
21 9C
24 3
2+64,27 )8
J HOB
112
.' i8 uu:
AMERICAN RAILW9Y ENGINEERING ASSOCIATION!
COMMIT Tit ON ECONOMICS OF RAILWAY LOCATION
DIAGRAMS 8f TABLES
0F CAPn ' > OST OF FUEL CONSUMED
IN OVlBCOf ■. . RISISTANCEOF I* DEGREE OF CURVATURE
lEQUALTOLi, *g load o-04F')foroneoailytrain
PEHAIINUMAr UMIN6TMAT5»C0ALISa)NSLIMEO I
IN RAISING 0NETM0U5AN
THt ASSOCIATION AS * BODY DOCS NOT HOLO ITSELF
NESROHMBLI FOR AMUMRTION OF 5*OF COAL PER MORSE
POWER HOUR IF aht individual OR MIMRCR FINDS THAT
THE AMOUNT SHOwid BC OlFF l RENT, MULTIPLY FIGURES
TAKEN FROM TABUS OR DIAGRAM BY RATIO AMOUNT
ASSUMED BEARS TO 5*AN00»TAIN DESIRE D RESULT
I were
r line
nude
at the
TABLES OF CAPITALISED VALUES
4%
" „,,';;l"l 500 iooo [ 1500 l?oooi?5oo 13000 1 3500' aooo 1450015000 '
&l \i*»\ 137 2 05 2/4 3-« 411 4/9 5-4» 6 ,4 fc 85
»' )| 1-0} 1 2 05| )0» 4 II 1 5 1)1 616 719 B 21 '"24 10 27 1
§ 4 ,)7 274 4.H 5 4. t»4 8 21 958 10-95 «!.)*)
f 7 1-71 1 Mil *i>|M4 V»\ 10-271 im|lM»|i5-4«| 17.11 1
\ 6
7 05 .111 t 16 ! tt.'i
0. 7 1
2 >9 4 7/I 7'') 1 5 58
11-98 1437I Ifc7/| 19.lt! 2i5fc| 2)9*1
a 8
?/4| 5 4B 8 21 1 1095
1)45 lfc-4) l?lfc 21-90 2464 27)8 |
ci: 9
3 OB fc.lt J 9 24 12 )2
15 40 IR 48 j ,>l hfel 24 1.4 f ? 1 t 50 79
10
3 4t| (.64 in .'/J !>■*»
17 II 1 20 ' 1
5>%
w:y,?y
500
1000
1500
2000
2500
1O00
3SOO
4000
4-00
5000
1 4
£. 5
1 *>
I '
1 9
10
«. ■■'.
109
164
2 19
2/4
329
38)
4)8
4 9)
548
8?
164
2 46
).1
4 II
4 91
5-7J
657
r '9
8 8? |j
10?
2I«
J«
4 ^6
5 46
(, V
7*7
8 'I-
••81.
""IS
1 3/
2/4
4 II
■■4«
(.114
8 .'I
•. M
if 94
17)2
1)431
1 (.4
J .")
4,«
(■»
611
'.»
1140
1)14
'4 ,-8
-.4,
1 92
>83
J7J
'W
95R
II W
l>4l
15 )3
',-Z5
I5lfc
21?
4 (8
fc'-
8 76
,0 9'.
1)14
i> »
17 52
197'
2190
,•41,
-li.
7.5,
'»■
1! V
1478
i;,'5
,,7,
22 17
64, .4
■','4
'«
821
,„•...
IM.1
lb 41
I9„.
219*
24b-l
'V >•
500
1000
IJOO
2000
25oo
3000
3500
43000
4500
5000
1 V
1 6
& 7
v 8
J 9
11
8. ii.
■51
i»7
1 8?
228
.' -4
3,9
>,.-
4 10
456
68
1 V
; os
2/4
3 47
4 II
4 29
*47
I 16
(.64
9'
1 »r
2 74
.If.
4M.
"■47
«. <8
• to
621
»•!»
1 14
7 .'8
142
4-..,
5/0
(, 84
7»1
..,>
1027
II 41
IV
2. '4
4 II
14/
6 14
821
9 58
»"*
12)2
,(.4
1 1,0
,,9
4 7 4
1. 40
;■'"
5 58
II 18
lt-7J
'4)7
1597
its
■.4(1
i)g
■>n
10 44
17 V
14 Ml
.b 4)
16 7?
2 01
4 II
tit,
8 71
10 2/
17 32
14 V
.6 4;
'B48
20 5>|
1 ,'d
4M,
664
41)
II 41
,,.,,
14'..-
IB 25
70 4,
(1 61
123
made
at (he
trains,
of the
imme-
main
DIAGRAM STABLE
SHOWING CAPITALIZED VALUE OF ONE DEGREE OF
CURVATURE ON ACCOUNT OF COST OF MAINTENANCE OF WAX
ASSUMING THAT MAINTENANCE OF WAY COSTS 400$ PER
MILE PER ANNUM PLUS 25* PER TRAIN MILE 8, THAT 300°
OF CURVATURE INCREASES THE RATE PER TRAIN
MILE FROM 30% TO 6o7.
RATE
INCREASE
CAPITALIZED VALUE AT
4% | 5% I 6%
O O U U /X R S
30%
228
1-82
1-52
-40%
3-04
Z43
203
50%
3-80
3-04
2-53
6o%
4 56
>65
304
AMERICAN RAILWAY ENGINEERING ASSOCIATION
COMMITTEE ON ECONOMICS OF RAILWAY LOCATION
DIAGRAM &TABLE
SHOWING CAPITALIZED VALUE OF SAVING IN WACES OF
TRAIN 4 ENGINE CREWS , PER DAILY TRAIN PER
ANNUM BY ELIMINATING 100 FT DISTANCE
NOTE
Both of these tables to be used in
calculating capitalized value of saving
i- In cost or maintaining equipment.
8 assuming in table 5 1hat the cost of
<>■ maintaining equipment Is 25<t per train mile.
Wapi r*
tumble
Capitalized Value at
4% I 57. I 67i
Cenb
Dollars
I '"
17-28
I382
II-52
15
259I
2073
I7-2J
20
3455
27-64
2304
25
4>IJ
34-55
28-80
i CAPITALIZED
j SAVING IN MAINTENANCE ON ACCOUNT OF
i SAVING IN DISTANCE assuming that maintenance
: costs |2I|Z0 per mile, plus 254 per train mile
i on straight track . Saving per foot of distance
at 4% of 1 1-00 plus 43-/5$ for every
365 trains or for each daily train
money at 5*/. would be 80 4 plus 34 n 4
for each daily train, at (>% ir would be
66-2/j if plus 28- 4/5 at for each daily train.
THE ASSOCIATION AS A BODY DOCS NOT HOLD ITSELF
RESPONSIBLE FOR ASSUMPTIONS MAOE IN PREPARING
THE TABLES AND DIAGRAMS
FIG. 5.
FIG A.
•r line
made
at the
trains,
of the
mint
main
main
lg an
AMERICAN RAILWAY ENGINEERING ASSOCIATION
COMMITTEE ON ECONOMICS OF RAILWAY LOCATION
COMPARATIVE STATEMENT ECONOMIC FEATURES OF VARIOUS LINES NOTCH HILL PRESENT LOCATION MILE 59 TO MILE 91
5HUSWAP SUBDIVISION ASSUMING COAL AT $4 50 PER TON AND A CONSUMPTION OF 5* PER HORSE POWER HOUR
AND ASSUMING TRAFFIC OF SIX 750 TON DAILY PASSENGER TRAINS AND SIX 230O TON DAILY FREIGHT TRAINS
IN EACH DIRECTION (WEIGHT OF LOCOMOTIVES INCLUDED IN EACH CASE) MONEY FIGURED AT 5%
—LINE "E"
•- LINE ( Present Line ) "A"
LINE (Long tunnel line)"F°
^— LINE (04% line bo* Jirectio... „,tlW luoKl)
355'/. PUSHER UNe(o4'/. EB. 125'/. W B.}"C"
LINE (04% EB.8. I-/. W.B)"D"
Short line across
Lake & Tunnel
"E" line
Capitalized
Value
Excess over
Capitalized
Value
"E* line
Capitalized
'E' line
Value
■E" line
Capitalized
6-83M.
8 2IM.
8 25M
8 2SM
Wanes' E.B.
25-I7M
32 M.
36062 ft.
j 239.221
33 38 M.
43,349ft.
$ 287,566
33-51 M.
8 34 M.
& 146.055
3342 M.
43,560 fl
? 288.960
3342 M.
43,560 ft
i 288.960
W.B.
*
t.
„
34-85 •■
9 67 ■•
169.349
«
DISTANCE
Maintenance E.B.
H
327,44}
„
393.609
3351 "
44.035 II
217,533
395.425
395,425
W.B.
„ •
„
f.
"
34-85 -
51.058 "
252,227
"
„
239.221
„
287566
3351 "
44.035 "
146,055
H
286.960
288.960
W.B.
,
„
"
*
3485 "
51,058 ••
169.349
■■
-
-
Actual Rise E.B.
70 ft.
540 ft
70 ft.
260 ft.
260 ft.
Friction Resist? E.B.
ZI-2 Mat 15 ft.
318 ■
22 M. at 15 ft. 330 •.
29 M. at 15ft. 435 -
28 M.at 15ft. 420 -
284 M at 15ft. 426 >■
26 M. at 15ft 390 -
FUEL CONSUMED
Curve - E.B.
Total E.B
432 ft.
932 ••
500ft
1,521,720
561 ■>
129 ft.
378.756
737 ■■
260 -
295ft.
737,973
743 ft
260 •■
311 ft
725,346
738 ft.
290 >
304fl.
715,428
FnctionResist^ W.B.
Curve W.B.
212 Mat 15ft.
1145* at 0 04"
318 ••
46 ••
22 M at 15ft 330 ••
1913 "at 004» 765"
29 M. at 15ft. 435 »
1312" at 004" 52 '•
21 M. at 15ft. 315 ■•
:365*at 004- 55 -
291 -
54 ■•
184 M. at 15ft. 276 -
966'at 0 04- 40 -
Total W.B.
434 ••
946-5 ••
5l2-5ft
557 •'
123 ft.
630 "
196ft.
605 •■
17 1 ft.
IZ60-
2986*
1726*
100.650
1481"
221"
12,899
2178 ■
918-
27.769
2193'
933'
59.412
EXTRA MAINTENANCE
- - - W.B.
-
»
"
2193 *
933-
27,206
ACCOUNT CURVATURE
n ..Equip-1 E.B.
"
100.650
„
12.899
2193"
5-33 •
27,206
„
1880 ' 1 620'
18,079
In addition 1o above a pusher
service must be maintained,
and assuming that 21 out of
the 24 daily trams must be
assisted, it w''ll mean 160,965
pusher miles per year, at a
low estimate of 404 per mile
1,287.720
88.000
3.904,625
Assuming 6 daily Passenger trains
and 10 Freight trains
(Wages 383.421
distance J Maintenance 492.052
controlling (Equipment 383,421
HJELCONSUMEO OOINO WORK 558,810
EXTRA MAINTENANCE 1 32,300
TOTAL 1,850,004
1.373,295
1,946,491
In addition to above pusher
service must be maintained
for a distance of 4 miles on
east slope, requiring 35,040
pusher miles at 50* per mile.
1 17,520 capitalized at
Account virtual grade being
140% 4400 miles doubling
required at 404. $ 1,760
3 5 0.400
35,200
2,193,115
In addition to above pusher
service must be maintained
for WB. freight traffic for a
distance of 7miles requiring
30,240 pusher miles at 404
per mile. $12,096 capitalized at —
241.920
2,022,255
SUMMARY
Extra cost of Total cost
LINE Cost of Construction Operating, capi- Comparative
(Estimate) talized
LINE $ 651,000 4 3,904,625 $ 4,555.625 A"
2 829 500 1.373,295 4,202.795 T
___ 2'426,000 1,946.491 4.-/2,491 T
355% PUSHER LINE 2,'026,000 2,193.115 4.219. UST
LINE 2 202 000 2.022.255 4.224,255 D
— - „ 4,651,300 000,000 4,651,300 E
Account of virtual grade on ast
slope being about 1 40 %
11,000 miles doubling required
on Westbound traffic, at 40 +
FIG 7
DIAGRAMS A.\l> i \ >i < aim l ALIZED '
ma-lc
\, uIm.
I -CURVA
DIAGI WD I am i S "I J \l'i l Ai .1/1 p 3f thc
VALI I
DIAGRAMS AND TABLES I >F « \l'i I \i IZ1
mam
DIAGRAM \N'l> TABLE SHOWING CAPITA! ,g an
[ZED V wb-
■
. CH mi i. ki \ >
ICPAR \i
Line 32°°Miles "A"
CONDENSED PROFILE
AMERICAN RAILWAY ENGINEERING ASSOCIATION OF
COMMITTEE ON ECONOMICS OF RAIUVAT LOCATION NOTCH HILL RF-VISION LINES
MILE 59 TO MILE 91
"* '<»>,
47V 00
Salmon Arm
<•„„„,,« 818-17'
Westbound 3485 Miles
Eastbound 33 5i Miles
355X Pusher Line 33 -"Miles "C"
--- Line 33 « Miles "D
Curvlur* I82'3I Vtetbound
Line 25 "Miles E'
MILE -SSlT
TimNtlWO Cur,*l„r= 724' I V
-iS-.!.lj.____f?r:".
Om*»-»'n |t„n»u»«IO^ CurWure ,,5.,
__._a__«9_-*a
Line 33 3B Miles F
. WO Cur«alur* 724' I!
ll-LL
Curwlu«">5'M' HTu-icl 861
(7 4QiG»?£¥¥^ - -«
Curv.lurt 473' 00'
ECONOMICS OF RAILWAY LOCATION. 123
lines were adopted), would be the most economical if the economics were
figured on a basis of six daily passenger trains and ten freight trains,
making a total capitalized extra value of operation of the longer line
over the shorter line of $1,850,004.
In the last two examples it will be noted that no difference was made
in calculating passenger train resistance from that of freight trains, also
the same remark applies to the cost of maintenance of way, only that the
tonnage of freight trains is greater than the tonnage of passenger trains,
so that this difference may compensate for the extra negative effect of the
faster speeds of passenger trains.
If the methods outlined by this Committee are approved, the imme-
diate work for the future will be :
(1) Make a study of the resistance of trains running between 35
and 75 miles an hour.
(2) Make a study of the effect on the cost of maintenance of
equipment and maintenance of way of fast trains.
(3) Make a study of the effect curvature has on cost of main-
tenance of way.
(4) Make a study of the effect curvature has on cost of main-
tenance of equipment.
(5) Make a study of the amount of fuel consumed in doing an
actual horsepower-hour work. It is believed that a study of this sub-
ject will not only be valuable as a basis in determining the economics of
location, but that the results will be beneficial to operating officers, call-
ing to their attention various losses in the fuel supply, and especially so
in the cost of operating a very busy single-track vs. cost of operating
double-track lines.
(6) A preparation of a method for the comparison of alternative
locations with varying ruling gradients.
124 ECONOMICS OF RAILWAY LOCATION.
(2) ECONOMICS OF RAILWAY LOCATION.
REPORT OF SUB-COMMITTEE NO. 2.
Sub-Committee: C. P. Howard, Chairman; Maurice Coburn, P. M. La-
Bach, J. deN. Macomb, Jr., H. J. Simmons, F. W. Smith,
A. K. Shurtleff, E. C. Schmidt.
A line is located when its position is fixed horizontally and vertically.
The Economics of Railway Location is the science of locating a rail-
way line or lines, so that the ratio of profit to investment shall be a
maximum.
Expressed mathematically, the best line is that for which in the
equation
R — E
= P (1)
C
p shall be a maximum ;
Where R = annual revenues (receipts from operation);
E = annual expenses of operation, including depreciation and
taxes ;
C = capital invested (cost of construction) ;
p = per cent, of profit on investment.
Generally speaking, the capital invested, C, is the total cost of road,
but when part of this cost represents bonds, the capital invested, as far
as the stockholders are concerned, may be taken as the cost less amount
of bonds, in which case the annual expense, E, may include the interest
on bonds in addition to operating expenses and taxes.
If the road can be built entirely from the sale of bonds at a figure
known in advance, it may be considered as costing the stockholders noth-
ing, the best line being that which will yield them the greatest annual
profit without regard to the ratio between this profit and the actual cost
in bonds ; expressed mathematically, the best line for which, in the equa-
tion
R-(E+I) = P (2)
P shall be a maximum ;
Where I = amount of interest on bonds ;
P = amount of profit (net corporate income).
According to equation (2) the estimated annual revenues less the
sum of operating expenses and fixed charges determine the best line.
There are objections to this view of the problem, even though the
total cost of road is paid for by the issue of bonds. It ignores the pro-
portion between estimated net profit and actual cost of construction. A
line that costs $1,000,000 in bonds and nets stockholders $5,000 per year
would be as good as one costing $500,000 with the same net return.
When the stockholders furnish the money for construction, equation
(2) will give results which would be misleading. For instance, consider:
Line A. Line B.
Cost of construction $1,000,000 $500,000
Receipts from operation 200,000 200,000
Expenses of operation, including depreciation
and taxes 145,000 170,000
ECONOMICS OF RAILWAY LOCATION. 125
Equation (i) gives:
200,000 — 145,000
Line A; p = = 5lA per cent.
1,000,000
200,000 — 170,000
Line B; p = = 6 per cent. .
300,000
That is, a return of 6 per cent, in investment for the cheaper line,
against 5^2 per cent, for the other.
With s per cent, interest on bonds, equation (2) gives :
Line A ; P = 200,000 — ( 145,000 + 50,000) = $5,000
Line B ; P = 200,000 — (170,000 + 25,000) = $5,000
That is, the lines appear of equal value, the saving in operation on
the more expensive line being exactly offset by the increase in fixed
charges, while the receipts from operation are the same for either line,
this notwithstanding the fact that as shown above the return on the in-
vestment, or actual cost of road, is ZA per cent, greater for the cheaper
line.
If a different rate of interest on bonds were used, the results would
be different.
Equation (2) is confined to a particular method of financing, assumes
the interest on bonds to be fixed indefinitely at a given ratio, and would
justify increasing the bonded indebtedness indefinitely without increasing
the stockholders' profit. It has this advantage, that in comparing different
lines it is not necessary to know the amount of operating revenues, pro-
vided it is the same for each line, as in this case the sum of operating
expenses and fixed charges will govern. It is therefore applicable to re-
vision of an existing line; reasonable care being taken not to increase
the bonded debt too much for a small net saving.
Generally in estimating the cost of capital, care should be had to
keep the rate high enough. It should be the average cost of capital, in-
cluding stock, not the interest rate on prior lien bonds.
Equation (1), where C = cost of construction, is independent of the
method of financing, expresses the engineering principle of "making a
dollar earn the most interest," and may be taken as the general test of
the value of a location.
Equation (1) requires three estimates:
(R) Annual revenues (receipts from operation).
(E) Annual expenses of operation, including depreciation and taxes.
(C) Capital invested (cost of construction).
These estimates, as here given, are in the order of their importance,
as determined by capitalized values for the average railroad, and indicate
the division of the Theory of Economics of Railway Location into three
main branches :
/. Annual Revenues. — The capitalized value of annual revenues must
at least be equal to the capitalized amount of annual expenses plus the
cost of construction. In any comprehensive investigation of the eco-
126 ECONOMICS OF RAILWAY LOCATION.
nomics of a new line an estimate of revenues is of primary importance.
Your Committee has no recommendations to make at this time as to
methods of investigating this branch of the subject.
77. Expenses of Operation.
III. Cost of Construction,
Your "Committee has nothing to submit at this time as to Cost of
Constructon, but has been charged with the study of "Economics of
Railway Operation," which corresponds with the second branch of the
subject.
EXPENSES OF OPERATION.
There are many cases, especially comparisons of different lines, which
involve no change in Revenues, a consideration of which will have little
or no effect upon the solution of the problem in hand. The study of op-
erating expenses is always important ; for excepting Revenue and Cost,
it is the resulting operating expense which determines the economic value
of a line. The effect on operating expenses determines the value of sav-
ings in distance, grades, curvature, rise and fall.
Operating Expenses, as prescribed by the Interstate Commerce Com-
mission, effective July i, 1914, are divided into eight General Accounts,
which in turn are subdivided into 197 Primary Accounts, each one of
which will vary in percentage and amount according to conditions. The
determination of such variations and their relation to the details of loca-
tion and operation constitutes an immense problem, evidently impossible
of exact solution. Yet the problem must be solved some way. It is de-
sirable to obtain rules and formulas that are:
(1) Reasonably accurate ;
(2) Simple and easy of application ;
(3) Based as far as possible on information which is readily ac-
cessible, such as the published reports of the Interstate
Commerce Commission.
It is necessary that the results of investigation shall be reasonably
accurate. The first thing is to find out the facts, and construct rules or
formulas which conform thereto. Afterwards these may be simplified.
Average figures must be largely used, but no good will be obtained by
averaging conditions, when the variations in expense due to such con-
ditions are the very problems to be solved.
For instance, if fuel consumption per ton mile is found to vary ma-
terially with rise and fall, curvature, gradients, etc., the rule or formula
for fuel consumption must give results which will vary similarly.
I. MAINTENANCE OF WAY AND STRUCTURES.
In analyzing Operating Expenses, with reference to problems of loca-
tion, your Committee in report of 1913 confined their attention to the
first General Account, Maintenance of Way and Structures, a subject of
great importance in estimating the value of distance saved in relation to
the amount and character of traffic.
The unit selected for comparison was the "equivalent ton-mile," as-
suming that one ton of engine will do twice as much damage to track
ECONOMICS OF RAILWAY LOCATION. 127
as one ton of train behind it, and one ton of passenger engine or train
as equivalent to two tons of freight engine or train. This was largely
the expression of an opinion on the subject, but not entirely so. Welling-
ton concluded (page 122, paragraph 115), "The locomotive alone causes
by far the greater portion of this wear — how much is* not positively
known," and again (page 560, paragraph 702) "The most reasonable esti-
mate which can now be made of the relative effect of engine and cars
upon the track is (paragraphs 115, 116) that considerably over half of
the deterioration of track comes from the passage of engines over it,
and the remainder only from the passage of cars, which may weigh 10 •
or 20 times as much."
The Committee on Iron and Steel Structures, after several years of
investigation, submitted in 191 1 (Vol. 12, Part 3) its report on Impact,
with numerous tables and diagrams showing the results of tests on bridges
of different spans and conditions as to loading, speed and track. These
tests were made on bridges, but give information which may be of value
in considering the damage done to track as affected by speed and the
impact of the driving wheels of locomotives.
On page 26, they say: "The experiments obtained in this series of
tests, as well as the results obtained in former tests, indicate that with
track and rolling stock in good condition the main cause of impact is the
unbalanced condition of the drivers of the ordinary locomotive. . . .
The actual amounts of such overbalance are given in the data for the
several locomotives used (Tables). . . . To show the relative im-
portance of this, there are given in Table 7 the calculated amounts of the
centrifugal force of the excess weights for the various locomotives, at a
speed of 60 miles per hour, in terms of percentage of weights on drivers.
. . . This centrifugal force amounts to about 60 per cent, in some cases.
At 80 miles per hour this would be over 100 per cent."
Inspection of Table 7 shows that the three locomotives giving the
greatest centrifugal force in per cent, of static load on drivers, 60, 57
and 57 per cent., have drivers 62, 84J4 and 84K in. in diameter, the last
two being evidently passenger engines.
These tests show that on all except short spans (50 to 100 ft.) the
maximum impact occurs at the "critical speed," when the motion of the
counterbalance synchronizes with the vibrations of the bridge. But on
short spans, which correspond more nearly to the conditions of ordinary
track, this "critical speed" can never be reached, and the force of im-
pact increases with the speed. To quote (page 31) :
"For spans of such length that the critical speed is higher than the
maximum speed employed, the impact values increase generally with the
speed. Plate III, ar, bj and bg show several diagrams of impact per-
centages, based on deflections, which bring out clearly this fact." Plate
III, c, d, z, aa, ab, as, at, bf, bk, bl, bg and bs show the same thing, that
the impact increases with the speed. The average impact shown on these
diagrams of tests of short spans is about as follows :
Speed 10 20 40 50 60
Impact per cent.- 4 8 28 43 51
128 ECONOMICS OF RAILWAY LOCATION.
This indicates very little impact at the ordinary freight train speed
of 20 miles per hour, against as much as 50 per cent, or higher for pas-
senger train speeds of 60 miles, checking roughly the calculations of
Table 7.
When the 'load on rails or any portion of the track structure ap-
proaches its ultimate resistance, an increase of 30 or 50 per cent, may
be more serious than the proportion indicated by the figures.
While the Committee advises (page 39), "For spans below 30 or
40 ft. the tests of this series are not conclusive," its investigations are
perhaps the best information we have at this time as to the dynamic ef-
fect of locomotives and cars on the track structures, showing not only
the pounding of the locomotive drivers, but the more serious nature of
this action as speed increases. As to very low speeds they say (page 23),
"Experience in conducting the tests soon made it evident to the Com-
mittee that at such a speed as 10 or 12 miles per hour no appreciable im-
pact effect occurred."
The formula generally used gives practically 100 per cent, as the in-
crease of stress due to impact on very short spans, which, as above noted,
is largely due to the locomotive and speed.
In the matter of the counterbalance, it is not expected that impact
due to this element will increase over that now found. The use of
vanadium and other alloys will allow a decrease in weight of side rods
and other elements entering into the subject. Furthermore, the advance
in the art of designing will lead to the same result, as attention has been
called to better methods of working out the problem than have been in
use hitherto, and considerable progress may be expected.
The average weight per axle of freight cars of American railroads
is about eight tons (average weight of car and load about 32 tons).
"Forty-four tons per passenger train car of the average train will not
lead to great error." (Report of Committee, 1913, page 583.) Some of
these have four and some six axles. If we take an average of five
axles to the car, we have nine tons per axle as the average for passenger
cars. Pages 19 and 20 of Statistics of Railways in the United States for
191 1, Interstate Commerce Commission, gives a fairly comprehensive de-
tailed classification of the locomotives in the United States, with the
weights on drivers and, except for 435 Mallet locomotives (Statement
15-D), the number of driving axles for each. Adding these figures and
estimating six axles each for the 435 Mallet engines of Statement 15-D,
we have :
50,832 locomotives,
T95.83i driving axles,
3,858,677 tons on drivers,
or an average of 19.7 tons per driving axle. As there are about six
freight car miles to one passenger car mile (page 50, I. C. C. Statistics of
Railways, 1911), the slightly greater weight on axle of passenger cars can
have practically no effect on the average figures, which are approximately
eight tons per car axle and 19.7 tons per axle of driving wheels.
ECONOMICS OF RAILWAY LOCATION. 129
Summing up this information we find for average conditions :
First — The weight concentrated on the axles of driving wheels of
locomotives is about 2JA times as great as the weight on car
axles.
Second — Tests on bridges show that the serious addition to the static
load, due to impact, is mainly caused by the counterbalance of
locomotive drivers.
Third — There is practically no impact at speeds under 12 miles per
hour, very little at 20 miles per hour, but at 40 to 60 miles per
hour the effect becomes more serious, and may add from 50 to
60 per cent, to the static load on drivers, which is already, under
average conditions, about 2V2 times as great as that on car wheels.
It is evident, therefore, that there is good reason for the principle
embodied in the equivalent ton-mile unit that one ton of engine causes
more damage than one ton of cars. The fact that, as shown by tests for
short spans, impact increases with speed tends to confirm the second prin-
ciple of the equivalent ton-mile unit that one ton of passenger train does
more damage than one ton of freight train. The better class of track
required for passenger service is also an important consideration.
In order to obtain figures as to the relative cost of maintenance for
passenger and freight trains (and also concerning maintenance of equip-
ment), circulars "A" and "B" were sent to 10 railroads having four or
more main tracks on portions of their line.
Replies were received from seven roads to the effect that their rec-
ords did not furnish this information; or considering the time and labor
necessary to assemble the data, they were unable to furnish it.
Until definite information as to such costs can be obtained from the
roads in position to ascertain and furnish it, the division of Expense of
Maintenance of Way and Structures must remain largely a matter of ex-
pert opinion, reinforced by general information oji the subject such as that
detailed in this report. Meanwhile, the formulas and diagrams presented
in the 1913 report may be used by those who coincide with the Commit-
tee's views there given.
IV. TRANSPORTATION — RAIL — LINE.
This Sub-Committee has nothing to report at this time as to the other
accounts of operating expenses, except as to General Account No. IV,
Transportation — Rail — Line.
Study has been given to the subjects of time and fuel consumption.
as influenced by distance, rise, fall and curvature. Use has been made of
tables and other data in the Manual, pp. 427-438. As these tallies do not
provide for the increased efficiency due to superheated steam, an ordinary
simple consolidation locomotive without superheater was selected as a
typical engine, being identical with that used by A. K. Shurtleff on page 8,
Part 2" Vol. 14, American Railway Engineering Association, [913.
Rise.— Tt is evident (sec Table (■ page 131, and paragraph 7. page 435.
of the Manual) that with any given rate of fuel consumption, tlu h
power or efficiency per pound of fuel is about 60 per cent, greater for a
simple locomotive traveling at higher speed than at thi ratively
130 ECONOMICS OF RAILWAY LOCATION.
low speed at which full cutoff can be maintained. As the lowest speed
considered is that which can be maintained at full cutoff on the ruling
gradient, and the higher speeds are those which obtain on lighter gradi-
ents, it follows that when uninfluenced by momentum, the fuel consump-
tion per foot-ton of work on ruling grades may be 60 per cent,
greater than that on minor gradients. This greater fuel consumption
applies not only to the rise in feet, but to the f rictional resistance as well,
which, except for the slight increases in engine resistance, is taken as
approximately the same at any freight-train speed.
It is not a surprise, therefore, to find as the result of calculations
that for a train which can maintain a speed of five miles per hour on a
ruling grade of 1.0 per cent., the amount of fuel due to 1 ft. of rise on
the ruling gradient is twice as much as that for 1 ft. of rise on a minor
gradient of 0.2 per cent.
Fall- — The variation in the amount of fuel saved due to fall may
vary more than the increase due to rise. On grades steeper than the
grade of equilibrium, on which the force of gravity just balances the re-
sistance at the given speed, the amount of fuel saved per foot of fall
may be taken as varying inversely as the gradient (that is, the same per
foot of distance), the remaining force of gravity being used up by the
brakes. On gradients less than the grade of equilibrium the amount of
fuel saved per foot of fall may be taken as constant, all of the force of
gravity being used to save fuel.
Rise and Fall. — As the amount of fuel per foot of rise is greater,
and the amount saved per foot of fall is less on ruling than on minor
gradients, the variation in fuel consumption for 1 ft. of rise and fall
taken together will be much greater than for either element considered
separately, and in the case of very light minor gradients, the saving on the
one may practically balance the increase on the other.
The following figures are the result of calculations as to fuel in-
crease and decrease for different gradients, momentum not considered,
the train being loaded for I per cent, ruling grade at a maintained speed
of five miles per hour, and for 0.3 per cent, ruling grade at maintained
speed of 7lA miles per hour, with average loading of cars, fuel 11,000
B.t.u., simple engine and refer to tons of fuel per million gross train tons
(including engine tons) :
Tons of Fuel.
Ruling Grade
Actual Grade
Increase
Decrease
Increase
Per Cent.
Per Cent.
1 Ft. Rise.
1 Ft. Fall. 1
Ft. Rise and Fall.
1.0
1.0
4-34
0.72
3.62
1.0
0.8
3.62
0.90
2.72
1.0
0.6
2.96
1.20
1.76
1.0
0.4
2.40
1.80
0.60
1.0
0.3
2.24
2.04
0.20 '
1.0
0.2
2.15
2.04
0.1 1
1.0
0.1
2.15
2.04
O.II
0.3
0.3
4.01
i-93
2.08
0.3
0.2
3-33
1 -95
1.40
0.3
O.I
2.69
1-93
0.76
ECONOMICS OF RAILWAY LOCATION. 131
Note that for i per cent, ruling grade the fuel consumption due to
rise varies from 4.3 tons to 2.1 tons, according to the actual grade ; the
saving for 1 ft. of fall from 0.7 to 2 tons being constant at the latter
figure for grades under 0.35 per cent., which is in this case the grade of
equilibrium, and that the net increase due to rise and fall combined varies
from 3.6 tons to 0.1 ton. For trains loaded for 0.3 per cent, ruling grade,
the increase due to 1 ft. of rise is found to vary from 4 to 2.7 tons, sav-
ing for 1 ft. of fall 1.9 tons constant, and net increase for 1 ft. of rise
and fall from 2.1 tons to 0.8 ton.
A table, such as the one given above, is not a complete solution of
the problem. It ignores momentum, which in itself is a matter of great
importance, and may so modify results as to make any comparison that
neglects it of little or no value.
With a given rate of fuel consumption, such as 4,000 lbs. per hour
for the engine working (see page 427, Manual American Railway En-
gineering Association), the efficiency of the locomotive per pound of
fuel varies with the speed. Similarly with a given rate of consumption
for the engine drifting, the distance traveled per pound of fuel varies
with the speed. The saving due to momentum is a function of the speed.
Time is also a function of speed and distance. We are, therefore, of the
opinion that the best method of estimating both time and fuel consump-
tion for any final comparison is :
FIRST METHOD.
(1) Consider traffic in each direction separately.
(2) Calculate tables and construct curves of acceleration and re-
tardation.
(3) Plat the speed line on the profile.
(4) Estimate the time by multiplying distance in stations by the
time («) in decimals of a minute required to travel one station at the
given speed (S). This can be measured by a scale showing values of (n)
for corresponding speeds. Where the speed varies, time should be taken
for separate intervals of distance, 10 stations, 5 stations or less, as in
such case distance multiplied by the value of («), for the average speed
does not give correct time.
(5) Estimate the rate of fuel consumption per hour for engine
working and drifting. As a sufficiently close approximation, consider the
engine as either working at the maximum cutoff for the given speed, or
as drifting. On light descending grades requiring less than the full
tractive power to maintain the given speed, the engine may be considered
as alternately working and drifting for small increments of time, the
r — 20G
proportion of time working being .
P
Where G = per cent, of grade;
P = cylinder tractive power of engine at given speed in
pounds divided by total weight W of engine and train
in .tons ;
r = resistance in pounds per ton of total train, W.
132 ECONOMICS OF RAILWAY LOCATION.
(6) Multiply the total time of engine working and drifting by the
corresponding rates of fuel consumption. The rate of fuel consumption
for engine drifting may be estimated from table on page 6 of paper by
A. K. Shurtleff in Part 2, Vol. 14, American Railway Engineering Asso-
ciation, 1913.
(7) Fuel for engine standing and firing up per trip may be esti-
mated from table on page 6 of paper by A. K. Shurtleff in Part 2, Vol.
14, American Railway Engineering Association, 1915.
SECOND METHOD.
It is desirable that the man in the field shall have data by which he
may quickly estimate time and fuel consumption. It is well to consider
separately the traffic in each direction. It is also necessary that results
shall be approximately correct. In order to solve the problems of the
Locating Engineer, the data should afford means for estimating :
(1) Time and fuel consumption for a straight line and level grade.
(2) Increase (or decrease) in time and fuel consumption due to
rise and fall.
(3) Increase in time and fuel consumption due to curvature.
(4) Information as to increase in time and fuel due to stopping
and starting may or may not be needed, but if so, should
be estimated separately.
(5) Information as to fuel consumed standing and firing up may
or may not be needed, but if so, may be ascertained sepa-
rately.
Except where the curve is so sharp as to require a slowing down of
train, curvature may be considered as so much rise in each direction,
equal to the total degrees of central angle multiplied by a proper rate of
compensation per degree in feet, generally taken as about 0.04 ft. per
degree.
(1) Fuel and time necessary for a level grade and straight track can
be quickly estimated. For any given ruling grade and coal consumption
per hour, the maximum speed which may be maintained on a level grade
can be calculated. The distance in miles divided by this speed in miles
per hour gives the time, which, multiplied by the consumption per hour,
gives the fuel consumption for the straight track and level grade. Stops
are estimated separately, if considered at all. Starting at one end of
division and stopping at the other constitute one stop and are not con-
sidered in this connection.
(2) Increase in fuel and time due to rise and fall may be taken
from diagrams, such as those shown on Plate I. Rise or fall, speed, in-
crease in time and fuel are shown in these diagrams for ruling and minor
gradients. Loss due to stops not being considered the train is supposed
to start at the beginning of the division or stretch under consideration at
the maximum speed it can maintain on the grade at point of beginning,
if it is level or ascending, or at the maximum speed that may be main-
tained on a level grade, if descending (this being assumed in this diagram
DIAGRAMS SHOWING FUEL CONSUMPTION AND
TIME LOST DUE TO RISE OR FALL, ON
RULING AND MINOR GRADIENTS.
ECONOMICS OF RAILWAY LOCATION. 133
as the limiting speed on descending gradients). Starting at the inter-
section of the given speed line and gradient on the Rise-Time diagram,
a vertical distance equal to the rise of the first grade is measured to a
point on the corresponding line of the diagram. The position of this
point indicates the starting speed for the next grade, and the horizontal
distance the increase of time in hours per million gross train tons. Simi-
larly for ensuing grades, using Fall-Time and Fall-Fuel diagrams for
descending grades. Increase of fuel due to rise is determined by multi-
plying increase in hours due to rise by the rate of coal consumption for
engine working. If there is a stretch of level gradient, it is omitted, the
next gradient being started with the speed reached at the beginning of
the level grade, otherwise it would be necessary in certain cases to con-
sider time and fuel consumed in accelerating on the level grade.
This method accomplishes the same result as platting the speed line
on the profile, except that stops are omitted, and must be considered sepa-
rately, if at all. If desired, by the addition of a curve showing accelera-
tion on a level grade, the speed line (continuous without stops) could be
platted on the profile from the diagrams.
It will be noted that some of the speed lines cross fuel and time lines
at rather acute angles, but an inspection will show that on ordinary
cross-section paper this can be indicated with sufficient clearness, especially
if colored lines are used. Any probable error in scaling would be small.
CONCLUSIONS.
(i) Definition. — A line is located when its position is fixed hori-
zontally and vertically.
(2) The most general formula for the economic value of a loca-
tion is :
R — E
— = P (O
C
Where R = annual revenues (receipts from operation);
E = annual expenses of operation, including depreciation and
taxes ;
C = capital invested (cost of construction) ;
p = per cent, of profit on investment.
(3) The following equation may be used in certain cases, especially
where the annual revenue, known or unknown, is constant :
R— (E-f I)=P (2)
Where I = amount of interest on cost of construction;
P = amount of profit (net corporate income).
When the revenue is constant, the condition of equation (2) is that
the sum of operating expenses plus interest on cost of construction shall
be a minimum.
Equation (2) is convenient in many cases, but does not indicate the
proportion of profit to investment. Care should be taken not to use too
low a rate of interest. The ratio of profit to investment should be con-
sidered.
134 ECONOMICS OF RAILWAY LOCATION.
(4) The equivalent ton-mile unit using multiples for weights of en-
gines and passenger trains is correct in principle. Until further informa-
tion is obtained the question of correct multiples must remain a matter
of expert opinion based on general information and deductions there-
from.
(5) Time and fuel consumption may be estimated by platting the
speed curve. From this estimate time, working and drifting. From time,
working, drifting and standing, fuel consumption may be estimated. To
this should be added fuel consumed in firing up.
(6) For rapid estimates, time and fuel consumption may be esti-
mated :
(a) For straight line and level track.
(b) Addition due to rise and fall and curvature (curvature consid-
ered as rise in each direction) may be estimated from dia-
grams showing for each gradient :
Rise, speed and time (from which fuel may be estimated).
Fall, speed and time.
Fall, speed and fuel.
(c) Addition for stops, accelerating and retarding.
(d) Fuel and time, locomotive standing.
(e) Addition to fuel for engine firing up.
ECONOMICS OF RAILWAY LOCATION. 135
REPORT OF SUB-COMMITTEE ON STOKERS AND SUPER-
HEATERS.
Sub-Committee : E. C. Schmidt, Chairman ; C. P. Howard, P. M. La-
Bach, J. deN. Macomb, Jr.
The following report is submitted by the Sub-Committee, which was
appointed to consider: (i) The hourly coal consumption of locomotives
equipped with mechanical stokers, and (2) the influence of the use of
superheated steam on the tractive effort of locomotives.
COAL CONSUMPTION WITH MECHANICAL STOKERS.
Paragraph 4, page 427, of the Manual, recommends the assumption
of 4,000 lbs. per hour as the consumption of coal in hand-fired locomo-
tives. This Committee was asked to determine how much this consump-
tion might properly be assumed to be on locomotives fired by mechanical
stokers.
The Committee has based its conclusions upon information presented
in the reports of the Committee on Locomotive Stokers of the American
Railway Master Mechanics' Association, contained in the Proceedings of
that Association for 1912, 1913 and 1914, and upon replies to a circular of
inquiry addressed to fifteen railroads which use mechanical stokers. This
circular asked for information concerning:
(a) Coal per hour fired by mechanical stokers.
(b) Continuity of their performance as compared with hand-firing.
(c) Difference, if any, in steam production from coal mechanically-
fired and hand-fired.
(d) Percentages of trips where mechanical stokers failed and hand-
firing had to be resorted to.
(e) Information concerning the efficiency of mechanical stokers.
The replies are summarized in the table appended to this portion of
the report.
There are now in service about 850 stokers, and the data available ap-
ply to practically this entire number. All the information obtained about
items (b) and (d) above shows that most of these stokers are giving
satisfactory performance in regular service, and that the percentage of
engine failures due to stoker deficiencies is low. Both the number in
service and their reliability make it timely and necessary for the Associa-
tion to recognize their practicability and to so modify the Manual as to
define the influence of stokers on locomotive capacity.
Neither the reports above referred to, nor the replies to questions
(c) and (e) of the circular, make it possible to determine whether the
use of the stoker has any marked effect on the efficiency of the perform-
ance of the locomotive firebox and boiler. It seems probable that the
evaporation per pound of coal is practically the same, whether the locomo-
tive is hand-fired or stoker-fired, provided the rate of combustion is the
same. The Committee concludes, therefore, that so far as this matter is
136
ECONOMICS OF RAILWAY LOCATION.
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ECONOMICS OF RAILWAY LOCATION.
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138 ECONOMICS OF RAILWAY LOCATION.
concerned, no change is at present necessary in the Manual, and that
Table i on page 428 is substantially correct when applied to stoker-fired
locomotives.
There remains only one other channel through which the stoker may
affect tractive effort, namely, through the increase in coal consumption,
which is made possible by its use. Concerning this main question (item
(a) the data show that locomotives equipped with stokers actually burn,
on the average, from 6,000 to 10,000 lbs. of coal per hour over long
periods, and that there is nothing in the performance of the stoker itself
to prevent such rates of combustion from being indefinitely maintained.
The Committee considers that for the purposes of this Association the
mean of this range, namely, 8,oco lbs., may be safely assumed as the
amount of coal which a mechanical stoker will fire per hour.
Although the stoker may fire this amount, not all locomotives have
sufficient grate area to properly consume coal at this rate. The grate
area of locomotives equipped with stokers varies from about 55 sq. ft. to
100 sq. ft. If 8,000 lbs. of coal be burned per hour on a grate of less than
70 sq. ft. area, the fire is apt to become unmanageable toward the end of
a long freight run; and it seems desirable, therefore, to differentiate be-
tween the hourly coal consumption of locomotives with large and with
small grates. For these reasons the Committee has concluded to recom-
mend that for stoker-fired locomotives with less than 70 sq. ft. of grate
area the hourly consumption of coal be assumed as 6,000 lbs., while for
locomotives with grate area of 70 sq. ft. or over, this consumption be
assumed as 8,000 lbs.
The Committee accordingly recommends :
(1) That paragraph 4 on page 427 of the Manual be revised to
read thus : "Knowing the area of heating surface, the average steam
production of locomotives burning bituminous and similar coals can be
estimated by the use of Table 1, assuming the maximum quantity of coal
that can be properly fired and consumed per hour, to be as follows :
Hand-fired locomotives 4,000 lbs. per hour
Stoker-fired locomotives with grates less than 70 sq. ft. 6,000 lbs. per hour
Stoker-fired locomotives with grates of 70 sq. ft. or
over 8,000 lbs. per hour
These amounts are to be understood as the average hourly fuel con-
sumption, which may reasonably be expected to be maintained throughout
the periods when the locomotive is working steam."
EFFECT OF THE USE OF SUPERHEATED STEAM ON LOCOMOTIVE TRACTIVE EFFORT.
On pp. 427-435 of the Manual, under the heading, "Power," there is
presented a process for finding at various speeds the tractive effort of
locomotives which use saturated steam. The Sub-Committee was directed
to so amplify this portion of the Manual as to make it applicable also
to locomotives using superheated steam.
For this purpose detailed information is needed concerning the per-
formance of the firebox, the boiler and the engines of superheated steam
ECONOMICS OF RAILWAY LOCATION. 139
locomotives. A considerable amount of such information is now avail-
able in the published results of road and laboratory tests ; but road test
data are not useful in this connection since they apply generally only to
the average speed, which has prevailed throughout the test period during
which wide variations in speed have usually occurred, and they do not
permit the performance at one speed to be distinguished from the per-
formance at another. Laboratory tests become, therefore, the only source
of data which can be used in the solution of this problem, and among
laboratory tests the only ones which apply to locomotives of modern de-
sign are those conducted at the Pennsylvania Railroad Testing Plant at
Altoona. The Committee has consequently limited its consideration to
the reports of tests of superheated steam locomotives issued from this
laboratory, the results of which are contained in Bulletins Nos. 10, n, 18,
19 and 21 of the Pennsylvania Railroad Test Department, which relate to
locomotives of the following classes and types :
Bulletin No. 10 Class H8sb Type 2-8-0
Bulletin No. 1 r Class E3sd Type 4-4-2
Bulletin No. 18 Class K2sa Type 4-6-2
Bulletin No. 19 Class K29S Type 4-6-2
Bulletin No. 21 Class E6s Type 4-4-2
These locomotives are all equipped with superheaters of the Schmidt
fire-tube type, giving a high degree of superheat (160-250 degrees), and
they are in this respect representative of the great majority of superheater
locomotives now in service. Low-degree superheaters may be regarded
as obsolete and are not considered in this report.
In what follows the various steps in the process outlined in the
Manual for saturated steam locomotives are considered with a view to
determining what modification they need in order to make them apply
to locomotives using superheated steam. The Manual process divides it-
self into a consideration of boiler efficiency and capacity, and next into a
consideration of cylinder performance and horsepower output.
BOILER CAPACITY.
The Manual assumes that the heating value of the coal, the hourly
coal consumption, and the heating surface are known. These facts en-
able the coal burned per square foot of heating surface per hour to be
determined. This rate of coal combustion, which is a measure of the
intensity of the process which goes on within the boiler, is assumed to be
the sole important influence affecting the efficiency of that process, and
in Table I there is accordingly presented for various grades of coal a re-
lation between coal burned per hour per square foot of heating surface,
and the evaporation per pound of coal.
In the original report the influence on boiler efficiency of variations
in the ratio of grate area to heating surface was discussed, but it was
finally concluded that for the purposes in view this influence was not im-
portant and it is given no recognition in the Manual. Since in locomo-
tives using superheated steam the ratios of grate area to water-heating
140
ECONOMICS OF RAILWAY LOCATION.
surface are not radically different from those which prevail in the design
of saturated steam locomotives, it seems unnecessary to reopen the dis-
cussion of this influence in this connection. It only remains, therefore,
EVAPORATION PER POUND
OF COAL
— POUNDS .
,
*
»
O
1
9
i
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00
CI
5
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V
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Fig. i. Curves Showing the Relation Between Evaporation Per
Pound of Coal and Coal Burned Per Square Foot of Water-
Heating Surface for Five Locomotives Using
Superheated Steam.
to determine whether the relations between coal per square foot of heat-
ing surface and the evaporation per pound of coal, which are presented
in Table i, are correct when applied to locomotives using superheated
ECONOMICS OF RAILWAY LOCATION. 141
steam. This relation for the Pennsylvania locomotives above cited is
plotted in Fig. i. These locomotives all burned coal with a heating value
slightly in excess of 14,000 B.t.u. In Fig. 1 there is plotted also this re-
lation between combustion rate and evaporation per pound of coal for
coal of 14,000 B.t.u. derived from columns 1 and 3 of Table 1 of the
Manual. In the case of only one of these locomotives (E6s) does the
curve showing this relation diverge appreciably from the curve derived
from Table 1, and this divergence is explainable, in part at least, by the
fact that for this locomotive the ratios of grate area to heating surface
and of firebox-heating surface to tube-heating surface are considerably
greater than usual. The agreement among the data represented by Fig. 1
is at least as close as it is among the data from which Table 1 was orig-
inally derived.
It is concluded that the relations between coal burned per square foot
of heating surface and water evaporated per pound of coal presented in
Table 1, when applied to superheated steam locomotives, give results
which are sufficiently exact for the purposes for which this table is used ;
and that Table 1, therefore, requires no change. In applying it to super-
heated steam locomotives, however, it should be borne in mind that by
heating surface in this table is meant water heating surface only, that is,
superheating surface should be excluded. The total amount of steam
produced in any locomotive may, therefore, be determined by the process
set forth in the Manual.
CYLINDER PERFORMANCE.
Knowing the total steam available per hour, the next step in the
process is to find the maximum speed (M) at which full cutoff can be
maintained without exhausting the supply of steam. This involves cal-
culating the weight of steam used to fill the cylinders for each stroke. To
facilitate this calculation there is presented in Table 2, page 429, of the
Manual, the weights of steam per foot of stroke for various boiler pres-
sures and various cylinder diameters. Since the specific weight of super-
heated steam is different from that of saturated steam, it is obvious that
Table 2 is not applicable to superheated steam locomotives and that a
new table must be derived. The specific weight of superheated steam
varies with the degree of superheat and, consequently, to derive new
values for Table 2, it becomes necessary to know or to assume the degree
of superheat for any locomotive under consideration.
The questions, therefore, at once arise whether any factor in the per-
formance or in the design of the locomotive will enable this degree of
superheat to be predicted and, if this is not possible, whether we may
not assume some mean degree of superheat which will give results suf-
ficiently exact for the purposes of the Manual process. The analysis im-
mediately following is undertaken to answer these questions, and it may
be at once stated that the conclusion reached is that while degree of
superheat under ordinary circumstances may not be predicted, considerable
142 ECONOMICS OF RAILWAY LOCATION.
variations in superheat will not, fortunately, make any important differ-
ences in tractive effort.
Among the various factors of locomotive design or performance
which might be expected to influence the degree of superheat, only the
three following seem likely to prove important, namely :
(a) The combustion rate. (Coal per square foot of grate per hour.)
(b) The ratio of superheating surface to water-heating surface.
(c) The weight of steam passing each square foot of superheating
surface per hour.
Each of these factors will be considered in turn by assembling the
facts from the five Pennsylvania Railroad locomotives above referred to.
For each of these locomotives the relation between superheat and
combustion rate is plotted in Fig. 2. In this figure there is fair agreement
among the four upper curves, especially at medium rates of combustion,
but between their mean value and the lowest curve there is a difference
of from 50 to 60 degrees of superheat at all rates of combustion. When
these locomotives burn 4,000 lbs. of coal per hour, as assumed in the
Manual, their rates of combustion lie between 69 and 74^2 lbs. of coal
per hour per square foot of grate. At these rates of combustion there is
among the four upper curves themselves a difference of 20 degrees, and
between their mean value and the curve for the H8sb class there is a
difference of about 60 degrees. Obviously no generalization based on this
exhibit would permit the degree of superheat to be predicted with much
accuracy.
Considering next the influence of ratio of superheating surface to
water-heating surface, we find that for these locomotives the ratio is as
follows :
K29S 0.283 H8sb 0.267
E3sd 0.278 E6s 0.259
R~2as 0.271
Notwithstanding the fact that this ratio is nearly the same for all
five locomotives, we find in Fig. 2, as before, a considerable variation in
superheat. At the rate of combustion established by the assumptions of
the Manual, the superheat varies from 164 to 230 degrees. The highest
and the lowest superheats pertain to locomotive K2as and H8sb, re-
spectively, whereas for these two locomotives these ratios are practically
identical. We must conclude as before that no reliable forecast of the
degree of superheat can be based on the ratio of superheating surface to
water-heating surface.
To study the influence of the third item, namely, the amount of
steam passing the superheater surface per hour, there have been selected
from the reports for each of these locomotives a number of tests in
which the coal burned per hour was about 4,000 lbs. as assumed in the
Manual. For these tests the data present also the steam produced per
hour, from which the steam per hour per square foot of superheating
ECONOMICS OF RAILWAY LOCATION.
143
surface has been calculated. The following table presents the averages of
these data :
Lbs. Steam Per Hour.
Super-
Per Sq. Ft. of
Coal
Steam
heating Sur-
Superheat-
Class.
Per Hr. Lbs.
Per Hr. Lbs.
face Sq. Ft.
ing Surface.
E3sd
4,060
22,540
56i
40.2
E6s
4,iSO
26,370
689
38.3
H8sb
4,190
23,100
809
28.6
K2as
3,98o
25,580
989
25-9
K29S
3,990
28,850
1,302
22.2
SUPERHEAT IN BRANCH -PIPE. DEQ. F
0
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71
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A
\
Fig. 2. Curves Showing the Relation Between Combustion Rate and
Degree of Superheat for Five Locomotives Using
Superheated Steam.
144 ECONOMICS OF RAILWAY LOCATION.
A comparison of these values with the curves of Fig. 2 fails to dis-
close any consistent relation between the degree of superheat and the
amount of steam which passes the superheating surface per hour.
We are forced to conclude as a result of this examination that there
is no factor in the design or performance of superheater locomotives
which will enable us, with the data at present available, to predict the
amount of superheat which may be attained. Some degree of superheat
must, however, be assumed, and it becomes pertinent to inquire whether
variations in the assumption made will have any material effect on the
calculated tractive effort. To study this question locomotive K2as was
chosen from the five locomotives under discussion. At the rate of com-
bustion established by the assumptions of the Manual this locomotive de-
veloped 236 degrees of superheat. With this superheat, and by means
of the process set forth in the Manual and in this report, a curve of
tractive effort was calculated for this locomotive. This curve appears as
the upper line in Fig. 3. Assuming next a superheat of only 160 degrees
there has been produced for this same locomotive a second curve of
tractive effort which is plotted as the lower line in Fig. 3.
Inspection of Fig. 3 discloses the fact that for speeds above 25 miles
per hour these curves of tractive effort nearly coincide, and for lower
speeds the differences are not great. A difference in superheat of as
much as 76 degrees makes, therefore, very little change in tractive effort.
This close agreement is due principally to two facts: First, that even
great differences in superheat do not entail much change in the specific
weight of superheated steam and . consequently do not result in very
widely different values for the speed M and its multiples, and second,
that the steam consumed per indicated horsepower per hour decreases
very gradually as the speed increases (see Fig. 4). There is no reason
to suppose that, if this test were applied to the other four locomotives,
the* agreement of the curves of tractive effort would not be practically
as close.
We are warranted then in concluding that wide variations in super-
heat within the usual range are not likely radically to affect tractive ef-
fort and that consequently, for the purposes of this Association, a mean
value of superheat may, without material error, be assumed and applied
in all calculations relating to superheated steam locomotives. A suitable
value to assume appears to be 200 degrees, which is about in the middle
of the usual range.
This conclusion permits us now to resume our consideration of Table
2 of the Manual, and to add to that table values showing the weights of
steam per foot of stroke suitable for superheated steam locomotives. As-
suming steam at 200 degrees superheat and assuming also that between
the boiler and the cylinders a drop of 5 lbs. per square inch in pressure
will occur, we find the specific weight and volume of the steam in the
cylinders to be as follows :
ECONOMICS OF RAILWAY LOCATION.
145
TRACTIVE
EFFORT
- POUNDS .
o
o
o
O
M
O
O
O
o
O
o
o
o
en
o
g
en
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m
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71
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f
0
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f
c
4
>
Fig. 3. Tractive Effort Curves for Locomotive K2AS With Super-
heats of 236 and 160 Degrees.
146
ECONOMICS OF RAILWAY LOCATION.
Boiler Gage Pressure
Lbs. Per Sq. In.
210
200
190
180
170
160
Volume of Steam
Per Lb. Cu. Ft.
3-19
3-35
3-54
3-74
3-97
4.24
Weight of Steam
Per Cu. Ft. Lbs.
■3*3
.299
.282
.267
.252
.236
These values enable us to calculate Table 1 below, which should be
added to Table 2 of the Manual.
TABLE I. TO BE USED FOR SIMPLE LOCOMOTIVES USING SUPERHEATED STEAM.
Weight of Steam Per Foot of Stroke for Various
Diameter of
Gage Pressures.
Cylinder In.
160
170
180
190
200
210
18
.415
•443
.470
•498
•524
•551
19
465
.496
.526
•557
.587
.618
20
•515
•549
.582
.617
.650
.684
21
•565
•605
.641
■679
•715
•752
22
.623
.665
•70S
•747
.787
.827
23
.682
.728
.772
.818
.861
•005
24
•741
.791
.858
.889
•931
.984
25
.804
.859
.910
•965
1. 01 6
1.065
26
.868
.927
983
1. 04 1
1.097
1. 150
27 .
•937
1. 000
1-057
1. 123
1.183
1. 24 1
28
1.008
1.078
1. 143
1.209
1275
1.340
29
1.083
1.156
1.225
1.299
1.368
1438
30
1.157
1-234
1.308
1-387
1.460
1-533
Resuming our consideration of the Manual we come next to Table 3,
which presents factors for transforming speed expressed in revolutions
per minute to speed in miles per hour. It obviously needs no modification.
Table 4, however, which gives values of steam per indicated horsepower
per hour for simple and compound locomotives at various speeds,
applies only to locomotives using saturated steam and to it there must be
added similar values for superheated steam locomotives. Such values are
given in the Pennsylvania Railroad Test Department Bulletins for each
of the five locomotives upon which conclusions are being based. Curves
showing the relation between steam consumption and piston speed for
four of these locomotives appear on page 102 of Bulletin No. n, and a
similar curve for the fifth locomotive appears on page 97 of Bulletin No.
10. These curves have been assembled here in Fig. 4, in which, however,
the speeds have been expressed in multiples of M as in the Manual, in-
stead of in terms of piston speed. It will be observed that with the ex-
ception of locomotive K29S the steam consumption curves shown in Fig.
4 are in close agreement. Considering even this locomotive with the
others the concordance is as great as that which existed among the data
ECONOMICS OF RAILWAY LOCATION.
147
for saturated steam locomotives upon which Table 4 was originally based.
It seems justifiable, therefore, to base modifications for Table 4 upon a
curve showing the average relation for these locomotives. Such a curve
is drawn in Fig. 4. The co-ordinates of this average curve are presented
below in Table 2, and it is proposed' that the values of this table be in-
8M
E3sd,
fE6s
K29s
II
,/
"^
1 1
/
KZas
iHBst)
I J
r
_1
r
_r
7M
1 ,. Avq
_f
l/
_i
I ?
r
1
1
/
1
1 '
.
6M
r
M
I
\
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0
5M
0)
ff
[
Id
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h
4M
1
Z
T
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Q
m
n
3M
v.
n
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ss
^
K
s
s
V
-v
ZM
^5
^AVFRAQE
"1
A
'
M
18
1
4
16
<L
0
d
C
t-
■4
STEAM CONSUMPTION PER I.H.P HOUR.
Fig. 4. Curves Showing the Relation Between Speed and Steam Con-
sumption Per Indicated Horsepower Per Hour for Five
Locomotives Using Superheated Steam.
serted in Table 4 of the Manual to be used in calculations pertaining to
superheated steam locomotives. The second column in Table 4 is not nec-
essary to the process outlined in the Manual, and since it is not correct for
locomotives using superheated steam, it is proposed that it be eliminated.
148 ECONOMICS OF RAILWAY LOCATION.
TABLE 2. STEAM CONSUMPTION FOR SIMPLE LOCOMOTIVES USING SUPERHEATED
STEAM.
Pounds of S
Speed,
i.o M
i.i M
1.2 M
1.3 M
1.4 M
i.5 M
1.6 M
1.7 M
i.8 M
1.9 M
2.0 M
2.1 M
2.2 M
2.3 M
2.4 M
2.5 M
2.6 M
2.7 M
Table 5 on page 432 of the Manual presents a series a percentages
by means of which cylinder tractive effort at any multiple of speed M
may be directly calculated from the known tractive effort at speed M.
Each of these percentages in its derivation involves the steam consump-
tion at the corresponding speed ; and since this consumption is different
for superheated steam locomotives, it is necessary to add to Table 5 a
new series of values. By means of the values of steam consumption for
superheated steam locomotives previously derived and given in Table 2
of this report, a new series of percentages has been derived for Table 5.
These values are given in Table 3 below, which it is proposed to incor-
porate in Table 5 of the Manual.
TABLE 3. PER CENT. OF CYLINDER TRACTIVE EFFORT FOR VARIOUS MULTIPLES OF
M FOR SIMPLE SUPERHEATED STEAM LOCOMOTIVES.
Pounds of Steam
Pounds of Steam
Per I. H. P. Hour.
Speed.
Perl.
H. P. Hour.
24.00
2.8
M
18.70
23.58
2.9
M
18.55
23.10
30
M
18.40
22.74
22.28
3-2
54
M
18.20
M
18.00
21.92
3-6
M
17.79
21-55
3-8
M
17.60
21.20
4.0
M
17-44
20.90
4-25
M
17.26
20.59
4-5
M
17.10
20.32
4-75
M
16.96
20.05
50
M
16.86
19.81
5-5
M
16.72
19.60
6.0
M
16.63
19.40
6-5
M
16.62
19.22
7.0
M
16.62
19.02
8.0
M
16.62
18.86
Speeds.
Per Cents.
Speeds.
Per Cents.
Start
106.00
2.7 M
47.12
0.5 M
103.00
2.8 M
45.82
1.0 M
100.00
2.9 M
44.61
i.i M
92.42
3.0 M
43-49
1.2 M
86.55
3.1 M
42.30
1.3 M
81.20
3.2 M
41.21
1.4 M
76.95
3-3 M
40.17
1.5 M
73.00
3.4 M
39.22
1.6 M
69-55
3-5 M
38.30
1.7 M
66.60
3.6 M
5742
1.8 M
63.66
3-7 M
36.61
1.9 M
61.27
3-8 M
3589
2.0 M
58.96
3.9 M
35-11
2.1 M
2.2 M
2.3 M
56.94
55-T2
5326
4.0 M
4.1 M
34-39
33-72
2.4 M
51.53
4.2 M
33o6
2.5 M
49.98
4.3 M
32.40
2.6 M
48.50
4.4 M
31-79
ECONOMICS OF RAILWAY LOCATION. 149
TABLE 3. PER CENT. OF CYLINDER TRACTIVE EFFORT FOR VARIOUS MULTIPLES OF
M FOR SIMPLE SUPERHEATED STEAM LOCOMOTIVES.
Speeds. Per Cents. Speeds. Per Cents.
4-5 M 31.19 6.3 M 22.90
4-6 M 30.61 6.4 M 22.56
47 M 30.05 6.5 M 22.21
4.8 M 29.52 6.6 M 21.89
4.9 M 29.00 6.7 M 21.57
5.0 M 28.48 6.8 M 21.24
5.1 M 27.96 6.9 M 20.92
5.2 M 27.47 7° M 20.62
5.3 M • 27.00 7.1 M 20.32
5.4 M 26.53 7-2 M 20.07
5.5 M 26.10 7.3 M 19.78
5-6 M 25.69 7-4 M 19.52
5.7 M 25.26 7.5 M 19.26
5.8 M 24.86 7.6 M 19.01
5.9 M 24.46 7-7 M 18.76
6.0 M 24.04 7.8 M 18.52
6.1 M 23.66 7-9 M 18.28
6.2 M 23.28 8.0 M 18.06
There remain for consideration only Tables 6 and 7 of the Manual.
Table 6 gives values of tractive effort for one horsepower at various
speeds, which obviously need no change for superheated steam locomo-
tives. Table 7 presents formulas for finding the various resistances which
must be subtracted from cylinder tractive effort to find net drawbar pull.
All of these resistances are alike in superheated steam and saturated
steam locomotives, and Table 7 consequently needs no modification.
It is to be noted that the foregoing analysis deals only with simple
locomotives using superheated steam and the conclusions, therefore, may
not properly be applied to compound superheated steam locomotives.
With the data available it has not seemed feasible at present to modify
the Manual material so as to make it exactly applicable to compound
superheater locomotives.
In concluding this portion of its report, the Sub-Committee wishes to
acknowledge its indebtedness to Everett G. Young, Fellow in the Railway
Engineering Department of the University of Illinois, for his assistance
in assembling the data upon which the report is based, and in calculating
the tables and curves.
RECOMMENDATIONS.
For the reasons above developed the Committee submits the follow-
ing recommendations :
(1) For recommendation No. 1, concerning stokers, sec page 138 of
this report.
(2) In Table I, page 428, of the Manual, add this note: "For loco-
motives using superheated steam the heating surface mentioned in column
1 is to be understood as total water-heating surface only — superheating
surface is not included."
(3) To Table 2, page 429, of the Manual, add Table 1, which ap-
pears on page 19 of this "report, followed by this note: "This table as-
150 ECONOMICS OF RAILWAY LOCATION.
sumes a superheat of 200 degrees Fahrenheit, and a drop of 5 lbs. per
square inch in pressure between the boiler and the cylinders."
(4) In Table 4, page 431, of the Manual, add Table 2, which appears
on page 148 of this report, and eliminate from Table 4 the second column,
which is headed, "Per Cent. Cutoff."
(5) In Table 5, page 432, of the Manual, add Table 3, which appears
on page 148 of this report.
MINORITY REPORT ON ECONOMICS OF RAILWAY
LOCATION.
To the Members of the American Railway Engineering Association:
The undersigned cannot agree with that portion of the report con-
cerning the foot-ton method of calculating the fuel consumed referred
to in Conclusions 12 and 13 (Bulletin 173).
The fuel consumed per indicated horsepower of work varies from
about 7.7 lbs. with locomotives working full stroke to about 4.75 lbs. at
its maximum efficiency at about 3.6 times the speed that it can maintain
full cutoff.
The indicated horsepower at maximum efficiency is also over 60 per
cent, more than at full cutoff.
With these two facts in view it appears that the amount of coal per
1,000 foot-tons will vary widely. Another factor, however, enters into
the work done by the locomotive, and it may or may not be a consider-
able percentage of the total work. This factor is the power exerted in
accelerating trains which will vary from less than 1 per cent, of the total
power used on heavy gradients to more than 20 per cent, on level grades,
depending on the distance between stops.
No notice is taken of this factor in the method set down in the re-
port of the Committee, and yet it is liable to add considerably to the to-
tal foot-pounds.
In the following table the simplest cases are taken, of three stations
ten miles apart on a tangent.
The train starting at one end of the line and working at its maximum
power on level and ascending grades, but stopping at both the other sta-
tions, using brakes for the last 1,500 ft. of stop. There is one exception
t<> this : on descending grades, the train accelerates by gravity to 35
M.P.H., then is held at this speed to the foot of the grade, and then drifts
to within 1,500 ft. of station where brakes are applied.
The four separate cases are as follows:
( 1 ) A level grade the entire distance.
(2) A level grade for one-half mile.
9 miles of ascending 0.4 per cent, grade.
A level grade for one mile with station stop in it.
9 miles of descending 0.4 per cent, grade.
One-half mile of level grade.
(3) Same as (2), except 0.7 per cent, grades are used instedd
of 0.4 per cent.
(4) Same as (2), except 1.0 per cent, grades are used instead
of 0.4 per cent.
There is no question which of the above would be the most econom-
ical to operate. The whole idea of using the above is to illustrate the
fallacy of using the foot-ton method in calculating fuel.
150-a
150-b ECONOMICS OF RAILWAY LOCATION.
As tables covering the distances used in acceleration and retardation
on the various gradients had been worked out for a consolidation loco-
motive in the article "Locomotive Fuel Consumption and the Speed Dia-
gram," pp. 3 to 20, Part 2, Vol. 14. American Railway Engineering
ciation Proceedings, the same engine and train are considered here.
Weight. Resistance.
Locomotive 173 tons 2.450 lbs.
Train 1,306 tons 7,052 lbs.
Total 1,479 tuns 9,502 lbs.
Average resistance per ton-train.... — ...- 6,425 lbs.
Equivalent grade resistance 0.3125 per cent.
The first part of the table shows the time engine is working and time
drifting, estimated very quickly with the use of the tables.
The coal used is estimated on the average fired by hand in a freight
locomotive per hour while engine is working. Also the average used while
drifting as per table, page 6, of above article.
This method of getting the fuel consumed has been tested in many
cases on divisions varying from those of a water grade to those having
1.0 per cent, gradients, and the calculated fuel agreed quite closely to the
actual fuel used.
Next appears the foot-tons resistance on level and ascending grades,
according to the method proposed by the Committee.
The balance of the table is self-explanatory.
As the same stops are made in each case, the fuel used while loco-
motive is standing need not be considered.
Xo. 1 No. 2 Xo. 3 Xo. 4
Level. 0.4 per 0.7 per i.oper
cent. cent. cent.
Hours working 0.756 0.716 1.163 1.861
Hours drifting 0.038 0.379 -33- -328
Total hours 0.794 in95 1-495 2.189
Pounds coal working at 4,000 per hour.. 3.024 2,864 4.652 7,444
Pounds coal drifting at 789 per hour. ... 30 299 262 259
Total pounds coal consumed... 3,054 3,163 4,914 7.703
Foot-tons line resistance, engine work-
ing 487,634 256,364 256,364 256,364
Foot-tons grade resistance 281,128 491,075 702,821
Total foot-tons resistance 487,634 537,492 748,339 959,185
Above equivalent to H.P. of work 651.53 758.44 649.77 521.03
Pounds coal per 1,000 foot-tons work. 6.20 5.88 6.57 8.03
ECONOMICS OF RAILWAY LOCATION. 150-c
Actual cyl. H.P. while engine is working 786.24 802.77 673.24 53471
H. P. hours of work done by engine 594-4<> 574-78 782.98 995.10
Pounds coal per cyl. H.P. hour 5.14 5.50 6.28 7.74
Deducting the H.P. equivalent to the
foot-tons of resistance from the act-
ual cyl. H.P. of work gives the H.P.
used in overcoming acceleration,
which is not considered in the foot-
ton method 134.71 44-33 23.47 13-68
By the table we find that the coal used per 1,000 foot-tons varies from
6.20 to 8.03 lbs. Taking the difference in foot-tons and the coal used for
the various lines, we can get still wider results as follows:
Lbs. Coal Per
Lbs. Coal Used. 1,000 Foot-Tons.
7,703
4,9M
2,789 1323
4,9M
3,163
i,75i 8.30
3,163
3,054
49,85s 109 2.19
It is rightly claimed that we cannot be exact, owing to variables that
enter into consideration of the subject, but we can be more exact than
the foot-ton method of calculating the coal, as there is absolutely nothing
to use as a base per i.oco foot-tons. The above shows that you can figure
it from various angles and get a maximum of over six times the minimum.
The simplest method and the one of greatest accuracy is by calculat-
ing the time of engine working and the time drifting and multiply this by
the fuel consumed per hour working and drifting.
In the second paragraph of Conclusion 9 of this year's report it is
proposed to plat a speed diagram of the line. To do this the economical
thing to do is work up tallies, such as are shown on pp. 16 to 19 of the
article on "Fuel Consumption," for the assumed train on the maximum
grade. This can be worked up in a diagram fur convenience of fieldmen.
In order to expedite the work, time diagrams can be worked up covering
the time consumed on the various grades in passing from one speed to
another. With the speed diagram, however, it is simple to calculate the
time.
Furnish the Locating Engineer a set of the tables or a diagram c.>\
ering the information contained therein, and in comparing two alternate
locations it is a small job to get very approximately the difference in coal
used. He cannot get it by the Foot-ton method except by chance, \s has
Line.
Foot-Tons
1.0 per
0.7 per
cent.
cent.
959,185
748,339
210,846
0.7 per
0.4 per
cent,
cent.
748,339
537,492
210,846
0.4 per
Level
cent.
537,492
487,634
150-d ECONOMICS OF RAILWAY LOCATION.
been shown, it is not a question of getting the average of minor variables,
but trying to get an average of something which may vary over 500 per
cent., depending on the way the thing is figured. There is no average.
With the above points in view the undersigned recommend the follow-
ing changes in the conclusions as shown in the report :
Insert in Conclusion 12, after the first paragraph:
"The above method must be understood to not take into account the
resistance due to accelerating trains. This may or may not be a consid-
erable part of the total resistance, depending on the rate of grades and the
distance between stops."
The next to the last sentence in Conclusion 12 should be changed to
read :
"/» comparing different locations, the resistance under average condi-
tions should be used."
Conclusion 13. cut out the last sentence and insert :
"// should be understood that the first method does not give informa-
tion as to actual fuel consumed.
Respectfully submitted,
A. K. Shurti.eff,
Maurice Corukn,
J. deN. Macomb, Jr.
REPORT OF COMMITTEE IV— ON RAIL.
J. A. Atwood, Chairman; W. C. Cushing, V ice -Chairman ;
E. B. Ashby, Howard G. Kelley,
A. S. Baldwin, C. F. Loweth,
Chas. S. Churchill, H. B. MacFarland,
J. B. Berry, R. Montfort,
G. M. Davidson, C. A. Morse,
Dr. P. H. Dudley, J. R. Onderdonk,
C. F. W. Felt, J. P. Snow,
L. C. Fritch, . F. S. Stevens,
A. W. Gibbs, A. W. Thompson,
A. H. Hogeland, R. Trimble,
C. W. Huntington, Geo. W. Vaughan,
John D. Isaacs, M. H. Wickhorst,
Committee.
To the Members of the American Railway Engineering Association:
The subjects assigned by the Board of Direction for investigation
and report are as follows :
(a) Make critical examination of the subject-matter in the Manual,
and submit definite recommendations for changes.
(i) Recommend standard rail sections.
(2) Continue investigations of rail failures and deduce conclusions
therefrom.
(3) Continue special investigation of rails.
(4) Present specifications for material in rail joints.
Meetings were held during the year as follows : Atlantic City, June
30; present, 15. Chicago, October 13; present, 15. New York, December
4; present, 20. Buffalo, January 5; present, 15.
Sub-Committee meetings were held as follows :
Sub-Committee "A": Pittsburgh, September 4; present, 5. Chicago,
November 10; present, 4.
Sub-Committee "B" : New York, January 15; present, 7. New York,
August 21; present, 8. Chicago, November 20; present, 8. New York,
December 4 ; present, — . Buffalo, January 4 ; present, 7.
The subjects assigned will be considered in order as assigned.
(1) STANDARD RAIL SECTIONS.
This subject was assigned to Sub-Committee "B," R. Trimble, Chair-
man, and as a result of their investigations and the action of your main
Committee, the following report is submitted :
"The present A.R.A. sections 'A' and 'B' were adopted in 1008. We
were instructed by the American Railway Association to study these sec-
tions, and submit a single type for standard.
151
152 RAIL.
"During 1908 and 1909, very little rail of the A.R.A. sections was laid,
and, generally, it has not been laid in such manner as to give comparative
results of the value of the two sections; in fact, up to the present time
there have been but three places the Committee has knowledge of where
the 'A' and 'B' sections were laid in order to secure comparative re-
sults under similar track and traffic conditions. The matter of sections
has been under consideration since 1908, and owing to the lack of infor-
mation giving comparative results, the Committee has deemed it desirable
not to be hasty in submitting new sections.
"Tentative sections proposed by several members of the Committee
were submitted to the whole Committee. These were criticised by mem-
bers of the Committee, and as a result there is now submitted for your
approval sections for rails weighing 100, no, 120, 130 and 140 lbs. per yd.
(See Appendix H.)
"In arriving at the sections now submitted, there had to be some com-
promises, but it is our belief that we have not sacrificed any vital point or
principle that should govern rail section design in our efforts to reach a
recommendation for a single type for standard.
"Suggestions have been made to the Committee that a common fish-
ing space should be used for more than one section ; also, that a common
width of base should be used for more than one section. To use a com-
mon fishing space for more than one section would result in a greater
sacrifice in designing some of the sections than seems desirable. To do so
would be sacrificing one of the most expensive parts of our track, in
order to help out a much less expensive part, and to do so would appear
to be a violation of the economical or theoretical principles, which should
control our work.
"In regard to a common base for more than one weight of rail — this
is less objectionable, and the only feature in the design that would neces-
sarily be sacrificed in order to use a common width of base for more
than one weight of rail would be the matter of stability against overturn-
ing. It seems desirable, however, on the part of the Committee to pro-
pose different widths of base for each of the sections recommended.
"You will note that the designs submitted have kept in view the
feature of the rail as a girder, and we have kept in mind a design having
the highest ratio of section modulus to area of section. The radia of
the fillets between the head and web, and web and base have been made
as large as possible, but without interfering with the bearing of the joint
bars.
"Although the Committee submits designs for sections weighing 130
and 140 lbs. per yd., it does not consider them necessary, nor does it
recommend them for adoption. They should be received as embodving
the ideas of the Committee in regard to such sections, and are a develop-
ment along the lines of the sections 100 to 120 lbs., inclusive. We do not
think that these sections should be formally adopted, for the reason that
we may find a necessity to modify our ideas of these sections before the
necessity arises for their use.
"The Committee offers no new designs for sections under 100 lbs.,
and for the 90-lb. section recommends the A.R.A. 'A' section for the
single type standard. The sections now in general use do not vary suf-
ficiently from those that might be submitted as to make any marked dif-
ference so far as mill practice or wear in service are concerned, the dis-
tribution of the metal in sections of 80 lbs. and under being such that it
cannot be varied, except in minute details that will not affect the life or
safety of the rail in service. It is thought that the use of these sections
will be limited and will decrease because of the increasing wheel loads,
RAIL. 163
and that no new sections will be purchased, all the mills being equipped
with rolls for the existing sections."
(2) INVESTIGATIONS OF RAIL FAILURES AND CONCLU-
SIONS DEDUCED THEREFROM.
Statistics of rail failures for the year ending October 31, 1913, were
prepared by M. H. Wickhorst and are given in Appendix D, having been
first issued in Bulletin 170.
Statistics of rail failures were furnished by various railroads of
the United States and Canada in response to a circular sent out by the
American Railway Association. The information furnished by each rail-
road showed the number of tons laid of each year's rolling from each
mill, and also showed the number of failures that occurred in each year's
rolling from the date laid until October 31, 1913. Very briefly it may be
stated that there were large differences in the failure performance of the
rails from different mills. The differences were not great between differ-
ent types of sections or between different weights of rail, taken as a gen-
eral average, although there were large individual differences. The "A"
or top rail of the ingot showed a greater tendency toward head failure
than the other rails of the ingot, but about the same failure tendency as
regards base breaks and "broken" rails.
(3) SPECIAL INVESTIGATION OF RAILS.
During the year special reports have been prepared and presented to
the Rail Committee, as follows :
No. 40. Influence of Carbon on the Properties of Rails, by M. H.
Wickhorst (Bulletin 170). See Appendix A.
No. 41. Formula for Deflection of Rails in Drop Test, by M. H.
Wickhorst (Bulletin 170). See Appendix B.
No. 42. Study of a Rail with Internal Fissures, by M. H. Wickhorst
(Bulletin 170). See Appendix C.
No. 44. Comparative Service Test of 100-Lb. Sections, P.S. and
A.RA.-A on the Pennsylvania Lines West of Pittsburgh, by W. C. Cush-
ing (Bulletin 170). See Appendix E.
No. 45. Influence of Finishing Temperature on Open-Hearth Rails,
by M. H. Wickhorst (Bulletin 175). See Appendix F.
No. 46. Internal Fissures in New Rails, by M'. H. Wickhorst (Bul-
letin 175). See Appendix G.
Each report contains a summary of the matter contained in it, but
below is given a very brief digest of the main results obtained :
Report 40 covered an investigation concerning the influence of carbon
on the properties of rails, such as ductility, stiffness, tensile strength and
more especially the resistance of the rail head to flow of the metal under
rolling wheel loads. A series of Open-Hearth rails were made with car-
bon varying from .32 to .97 per cent., and they were tested by means of
drop tests, tension tests, slow-bending tests, transverse tests of the base,
rolling tests under a loaded wheel and microscopic tests. The strength
and resistance of the steel in the several tests, including the rolling tests,
increased with increase of carbon up to about .80 or .85 per cent, and then
154 RAIL.
remained about the same. The ductility decreased continuously with in
crease of carbon.
Report 41 used the results given in Report 40, showing the relation
between carbon and deflection of the rail in the drop test, together with
other results, and formulas were presented by which the deflection of a
rail in the drop test can be calculated for given conditions of carbon,
height of drop and rail section.
Report 42 gives the results of a study of a rail that had failed in
service due to a "transverse fissure" after several years' service. The
special feature of this work was the use of an improved method of polish-
ing rail sections and the disclosure of numerous small fissures in the head
of the rail. These were mostly longitudinal, but some were transverse.
This work did not, however, show whether such fissures were in the rail
as made or whether they developed after the rail was put into service.
Report 44 gave the results of some comparative results in track of
two different sections of 100-lb. rail, the A.R.A. type A and the P.S. sec-
tions. The P.S. section showed less abrasion, but the results were too
few to warrant a final conclusion.
Report 45 gave the results of tests concerning the influence of finish-
ing temperature on Open-Hearth rails, in which the final temperature of
the rails was varied by holding the rail bar varying lengths of time be-
tween rolls before the finishing. The results in the drop tests, slow-bend-
ing tests and transverse tests of the base were about the same for the
different finishing temperatures between the limits used. In the tensile
tests, the results were also about the same, except that the lower finishing
temperatures showed a little greater elongation and reduction of area.
The lower finishing temperatures also showed a somewhat finer grain
structure.
Report 46 gave the results of examination of cross-sections of new
rails by the improved method of polishing. The sections were from the
rails which had been finished at different temperatures as described in
Report 45. This work disclosed some small cracks in the interior of the
heads of some of the A or top rails of the ingots, which had an appear-
ance similar to the ones described in Report 42, and suggested that new
rails may contain small internal fissures or cracks under some conditions
of rolling, but it will take a very large amount of further experimental
work before definite conclusions are warranted.
(4) SPECIFICATIONS FOR MATERIAL IN RAIL JOINTS.
This subject has been referred to Sub-Committee "A," H. B. Mac-
Farland, Chairman, and as a result of their investigations and the action
of the main Committee, the following specifications are presented for
adoption :
(a) Specifications for High Carbon Steel-Joint Bars.
(b) Specifications for Heat-Treated, Oil-Quenched Steel-Joint Bars.
(c) Specifications for Medium Carbon Steel Track Bolts with Nuts.
(d) Specifications for Heat-Treated Steel Track Bolts with Nuts.
See Appendix I for the above specifications.
In addition to the above, your Committee has considered the follow-
ing subjects:
RAIL. 155
RAIL LENGTHS.
A special Sub-Committee, C. F. W. Felt, Chairman, has given this
matter some consideration, and its progress report is presented herewith
as information.
REPORT OF SUB-COMMITTEE ON LENGTH OF RAIL.
The Sub-Committee on Length of Rail held a meeting in Mr. Felt's
office in Chicago, November 19, 1914.
The question submitted to the Committee was the advisability of
using rail longer than 33 ft. The question may be considered in several
parts, as follows :
(1) The most suitable length of rail from the track standpoint.
(2) The transportation of longer rail.
(3) The manufacture of longer rail.
■ With longer rail the advantages would be in better riding track, and
the saving in number of joints and in the labor of applying and main-
taining them. From the standpoint of securing the best track, it is de-
sirable to use the greatest length of rail, the necessary expansion for
which will not increase the pounding at the joints, or materially increase
their cost of maintenance. This is principally a question as to what
maximum expansion per joint can be used. Rail specifications permit a
variation of g'a-in. from square at the ends, which tends to increase the
length of expansion space used above the amount prescribed. Some
manufacturers mill the ends, which eliminates this trouble; and this
would be especially desirable for longer rail. While the best track cannot
be secured nor the the lowest maintenance cost reached unless the ex-
pansion space is uniformly distributed, and kept so, this would be more
important with longer rail. Some think the expansion space now gen-
erally prescribed could be reduced; any reduction would permit, from
this standpoint, a relative increase in the length of rail that could be used,
and it is desirable to have this carefully investigated.
The disadvantages would be the increased expansion space at the
joints, and the increased difficulty of handling longer rail. Special tests
should be made to determine the maximum expansion space that is prac-
ticable, considering the riding of the track and the cost of maintenance.
The labor cost involved is relatively small, as compared with the cost of
material renewals.
As the use of power appliances for the loading and unloading, laying
and relaying is economical, and is becoming general, the principal diffi-
culty in handling would be by the section gangs in replacing failed rails,
which will be further reduced by the increasing use of motor cars by
these gangs, and which represents such a small part of the whole main-
tenance that it will not be sufficient to limit the length of rail.
What the most desirable length is from a track standpoint, as sug-
gested, must be determined by additional tests, but it probably is consid-
erably longer than 33 ft. Most European roads use lengths not less than
150 RAIL.
39 ft., while many use 45 ft. and over, including lengths of 49 plus, 54
plus, 59 plus, 60 and some even 72 and 78 ft.
As to the transportation of rail, considering the present equipment
over 33 ft. long of nine roads, Eastern and Western, only 10 per cent, is
long enough to handle rail over 40 ft. in length, while 60 per cent, will
carry rail 39 ft. long, and 70 per cent, is long enough for 36-ft. rail.
Eastern roads transport rail largely in open top cars, while in the West
stock cars are used extensively. With the present equipment, generally
rail over 40 ft. long would have to be handled in two open top cars, at
some additional cost for blocking.
As regards manufacture, some mills could probably furnish rail in
lengths of 36 or 39 ft. without changes in their plants, while others
might need some reconstruction of their hot-beds and finishing facilities.
There seems to be some additional difficulty in straightening very long
rail, but this does not appear sufficient to appreciably affect such lengths
as we may tentatively consider. On the other hand, there would be fewer
rail to saw, drill, finish and handle for a given tonnage.
The Sub-Committee on Length of Rail adopted the following resolu-
tion:
"From tests of long rail on American roads and the general practice
in Europe, it seems that a longer rail — probably not exceeding 45 ft. —
would yield advantages from the standpoint of economy and better riding
track, providing, however, there is no additional cost per ton."
The character of present equipment may render inadvisable the use
of lengths greater than 36 ft. or 39 ft, but if transportation is practicable
for lengths of 45 ft-, it is the opinion of the Sub-Committee that a gen-
eral trial use should be made for lengths above 33 ft. up to 45 ft.
TRANSVERSE FISSURES.
Investigations have been made during the year (see Reports Nos. 42
and 46 in Appendix) to determine the cause of transverse fissures, if pos-
sible. Report No. 42 is a study of a rail, in service, in which transverse
fissures developed. It shows the presence of a large number of small
fissures, many of which were transverse fissures. Report No. 46 gives
the result of a similar examination of new rails. The report shows the
presence of interior fissures similar to those shown in rail in service by
Report No. 42.
The investigations have not progressed to a point where definite con-
clusions can be reached, but present indications point to these internal
fissures — the result of rolling conditions — as a possible cause or at least a
contributing cause of transverse fissures.
REVISION OF MANUAL.
The Manual was carefully scrutinized, resulting in a rearrangement
of the subject-matter and (he replacement of some of the material which
had been revised at subsequent conventions, as indicated by the supple-
ments to the Manual, issued after each convention. The results of this
RAIL.
157
work have been supplied to the Secretary, who will make the necessary
changes in the new edition. No action by the Association is necessary,
because no alterations in the meaning of the text were made.
Additional information is being offered in this report for incorpora-
tion in the new Manual, after it has been acted upon by the members in
convention. Such information as is adopted by the convention will be
placed by the Secretary in its proper location in the Manual, so as to
preserve a logical form of arrangement.
SPECIFICATIONS.
The following changes in the specifications for Carbon Steel Rails
are recommended:
Paragraph 4 — Chemical Composition.
Change this paragraph to read as follows :
"The chemical composition of each heat of the steel from which the
rails are rolled, determined as prescribed in Section 6, shall be within
the following limits :
Per Cent, for
Bessemer Process
Per Cent, for
Open Hearth Proces»
Elements
70 lbs. and over
but under
i. 85 lbs.
85-100 lbs.
inclusive.
70Jbs. and over
but under
85 lbs.
85-100 lbs.
inclusive.
Phosphorus, not to exceed.. .
0.40to!0.50
0.10
0.80 to 1.10
0.10
0.45 to 0.55
0.10
0.80 to 1.10
0.10
0.53 to 0.66
0.04
0.60 to 0 90
0.10
0.62 to 0.75
" 0 04
0 60 to 0.90
0.10
"When other acceptable deoxidizing agents are used, the minimum
limit for Silicon will be omitted.''
Paragraph 12 — Height of Drop.
Change this paragraph to read as follows:
"The test piece shall preferably be placed base upwards on the sup-
ports, and be subjected to impact of the tup falling free from the follow-
ing heights :
For 70-lb. rail 16 ft.
For 8o, 8s and 90-lb. rail 17 ft.
For 100-lb. rail 18 ft.
Paragraph 32 — Branding.
Change this paragraph to read as follows :
"Rails shall be branded for identification in the following manner :
"(a) The name of the manufacturer, the month and year of manu-
facture, and the weight and type or section of rail shall he rolled in
raised letters and figures on the side of the web. The type shall be
158 RAIL.
marked by letters which signify the name by which it is known, as for
example, as lollows :
Sections oi Am. Soc. of Civil Engineers A. S. C. E.
Sections of Am. Railway Association R. A.-A.
R. A.-B.
Sections of Am. Ry. Eng. Association R. E.
"(,b) The number of the heat and letter indicating the portion of the
ingot from which the rail was made shall be plainly stamped on the weo
of each rail where it will not be covered by the joint bars. The top rails
shall be lettered A' and the succeeding ones 'B,' 'C,' 'D,' etc., conse-
cutively ; but in case of a top discard of from 20 to 35 per cent, the letter
A' will be omitted, the top rail becoming 'B.' If the top discard be
greater than 35 per cent, the letter 'B' shall be omitted, the top rail be-
coming 'C
"(c) Open-Hearth rails shall be branded or stamped 'O-H' in addi-
tion to the other marks.
"(d) All markings of rails shall be done so effectively that the marks
may be read as long as the rails are in service."
Add Paragraph 34 — Loading.
"Rails shall be carefully handled and loaded in such a manner as not
to injure them."
FUTURE WORK.
About the time when 100-lb. rail began to come into considerable use
(1906) the railroads experienced great difficulty in getting proper rail
material. Tonnage, and not quality, was the aim of the manufacturer.
Agitation by the railroads for better material developed a criticism by the
manufacturer of sections then in use — the manufacturer claiming that
good material could not be produced unless the section was modified.
The American Railway Association appointed a committee to revise the
sections. This Committee reported the A.R.A.-A and A.RA.-B sections.
The American Railway Association then asked the American Railway
Engineering Association to investigate the use of these sections and re-
port a single section for each weight of rail. Since that time the Rail
Committee has been making a study of the rail situation — both in the
mill and in track. In making the investigations it has had the financial
support of the American Railway Association, and it is gratifying to report
that the manufacturers have given the Committee an increasing support
and co-operation.
Coincident with the work of your Committee, there has been a
gradual improvement in the quality of the material in rails until now there
is no longer, as in 1906, a hesitancy on the part of railroads to order
100-lb. rail because of their inability to get good material in that weight
of rail. Your Committee, holding as it did a semi-official position (as
representing the A.R.A., as well as the A.R.E.A.), has been able to in-
RAIL. 159
fluence, to a considerable degree, general opinion on the subject of the
manufacture and use of rails, and this influence, it believes, has been a con-
siderable factor in the better rail conditions now prevailing.
The A.R.A. will discontinue its financial support after April i, 1915,
Mr. Wickhorst has, however, been retained for one year after that date
by the A.R.E.A. Your Committee feels that it is unfortunate that the
financial aid of the A.R.A. has been withdrawn, and hopes that it will be
only temporary. The A.R.E.A., of course, cannot employ Mr. Wickhorst
permanently, but the standardization of practice in the manufacture of
approximately $100,000,000 worth of rails per year would seem to warrant
the small outlay incident to the prosecution of the work of your Com-
mittee. The Committee, therefore, urges the presentation of this matter
to the A.R.A., requesting a continuance of their financial aid at an early
date. In this connection, Mr. Wickhorst, at the request of the A.R.A.,
has made a resume of the work of the Rail Committee from 1910 to 1914.
inclusive, giving in a general way the results accomplished by that work.
This report appears in Appendix J.
CONCLUSIONS.
Your Committee recommends the adoption of the following con-
clusions :
First, (a) That the sections of rails recommended by your Committee
for weights of 100, no and 120 lbs. per yd. be approved as standard and
printed in the Manual (see Appendix H for recommended sections).
(b) That the A.R.A.-A section be adopted as standard for 90-lb. rails.
(c) That for sections below 90 lbs. it is inadvisable to recommend
any changes in the sections now in use.
(d) That the above conclusions be presented to the A.R.A. for
adoption.
Second, that the specifications for material in Joint Bars and Track
Bolts, as recommended by your Committee, be adopted and printed in the
Manual.
Third, that the revisions of the specifications for Carbon Steel Rails
recommended by your Committee be adopted and printed in the Manual.
Respectfully submitted,
COMMITTEE ON RAIL.
Appendix A.
INFLUENCE OF CARBON ON THE PROPERTIES
OF RAILS.
By M. H. Wickhorst, Engineer of Tests, Rail Committee.
This report gives an account of an investigation concerning the in-
fluence of carbon on the properties of rails, such as ductility, stiffness,
tensile strength and, more especially, the resistance of the rail head to
flow of the metal under rolling wheel loads. A series of steel blooms
was collected, varying in carbon from about .31 per cent, to 1.02 per cent,
carbon, and rolled into 80-lb. rails at one rolling. The rails were tested
by means of drop tests, tension tests, slow bending tests, transverse tests
of the base and tests under rolling wheel loads. A few microphotographs
also were made. The material and all the facilities for this investiga-
tion were kindly furnished by the Carnegie Steel Co. and the Maryland
Steel Co. The blooms were made at Homestead, Pa. ; the rails were
rolled at Braddock, Pa., and the tests, except the rolling tests, were made
at Braddock and Homestead. The tests of the rails under rolling wheel
loads were made at Sparrow's Point, Md., with the "reciprocating" ma-
chine at that place.
MANUFACTURE.
The steel for these rails was open-hearth steel made at Homestead
and most of it was obtained by selecting ingots from stock. It was de-
sired that the elements except carbon be similar in all ingots. The ingots
were bloomed at Homestead and then shipped to Braddock, where they
were rolled into 80-lb. rails of the A. R. A. Type A section. (For this
section see Proceedings American Railway Engineering Association, 191 1,
Vol. 12, Part 2, page 168.) There were a total of 9 blooms and they
were all charged cold into a heating furnace together on November 17,
1913, from 1 115 to 1 125 p. m. They were successively drawn out from
3:55 to 4:07 p. m. and rolled into rails. Each bloom made two rails, thus
making a total of 18 rails. The blooms were given test numbers 1 to 9,
inclusive, and were charged into the furnace in numerical order, No. 1
being at one end of the furnace and No. 9 at the other end. The rails
from each bloom were lettered A and B, the A rail being the rail from
the top end of the bloom.
Report No. -10, March, 1!)14.
161
162
RAIL.
ANALYSES.
The nine blooms were from six different heats. Samples for analysis
were taken from each of the 18 rails by drilling into the top of the head
of the rail about 8 ft. from the top end. These analyses, together with
the heat analyses, are shown in Table i. In addition to the usual ele-
ments, carbon, phosphorus, sulphur, manganese and silicon, all the rail
samples were tested for nickel, tungsten, copper, vanadium, titanium,
molybdenum and chromium. Rails 7A, 7B, 8A and 8B of heat 37612 con-
tained some nickel, but otherwise the last mentioned elements were not
found in the rails.
TABLE I — ANALYSES.
Sample
C
P
S
Mn
Si
Ni
Rail 1 A
Rail 1 B
Rail 2 A
Rail 2 B
Av
Heat 30491...
.6S
.68
.61
.62
.65
.70
.028
.029
.028
.030
.029
.032
.040
03S
.038
.039
.039
.031
.70
.72
.72
.72
.72
.74
.140
.140
.140
.140
.140
.154
Rail 3 A
Rail 3 B
Rail 4 A
Rail 4 B
- Av.... ...
Heat 47431... .
.41
.39
.39
.40
.40
.45
.037
.041
.038
.037
.038
.029
.030
.031
.028
.030
.030
.038
.64
.70
.66
.66
.67
.64
.212
.212
.1S7
.192
.201
.234
Rail 5 A
Rail 5 B
Av
Heat 59527....
.64
.59
.62
.61
.033
.035
.034
.039
.037
,036
.037
.038
.79
.79
.79
.80
.131
.127
.129
.138
Rail 6 A
Rail 6 B
Av
Heat 48379
.31
.32
.32
.31
.053
.054
.054
.038
.042
.042
.042
.036
.75
.77
.76
.80
.237
.224
.230
.250
Rail 7 A
Rail 7 B
RailS A
Rail 8 B
Av
Heat 37612...
.83
.85
.82
.81
.83
.85
.025
.027
.026
.028
.027
.022
.036
.036
.037
.036
.036
.035
.60
.62
.59
.59
.60
.61
.112
.114
.121
.112
.115
.114
.14
.13
.12
.11
.13
Rail 9 A
Rail 9 B
Av
Heat 37396...
.92
1.02
.97
1.02
.029
.031
.030
.030
.045
.047
.046
.044
.62
.59
.61
.60
.140
.135
.138
.150
INFLUENCE OF CARBON.
SHRINKAGE.
163
The hot saws were set for a shrinkage of the rails of 6l/2 in. ; that is,
they were spaced 33 ft. 6^ in. apart. The lengths of the rails and their
shrinkages are shown in Table 2.
TABLE 2 — LENGTHS AND SHRINKAGES OF RAILS.
Number
Length
ft. in.
Shrinkage
Number
Length
ft. in.
Shrinkage
1 A
32-1 1H
6H
5B
33- 0
'<:".
IB
32-1 Iff
m
6 A
33- OJg
m
2 A
32-1 1ft
6i4
6B
33- OH
m
2B
32-11-i;
6H
7 A
32-11*1
m
3 A
33- 0
6r?
7 B
32-11H
6il
3B
33- 0t\
6A
8 A
32-1 IB
m
4 A
33- O13,
6t\
8B
32-1 1H
m
4B
33- Or4,
&A
9 A
32-11^
1
5 A
32-llfl
6A
9B
32-1 lrv
i
The average shrinkage of the rails of each heat, together with the
average carbon, as disclosed by the analyses of the rails, is shown in
Table 3.
TABLE 3 AVERAGE SHRINKAGE.
Rail Numbers. Carbon.
6A, 6B .32
3A, 3B. 4A. 4B .40
5 A, 5B .62
iA, iB. 2A. 2B .65 6H
7A, -B. 8A. 8B .83 6t§
•97 7
Shrinkage.
9A. 9B
8
6 7
X
u
Sj *
c^-
fc*
A: ,
^ J
s
^ 2
^
<0 /
1 :=»*
t 1 --—
g 1
Fig.
.£<? .^ .6"^ SO /.0O
C a r b on
1. Shrinkage as Related to Carbon.
164 RAIL.
It will be seen from this table that the shrinkage increased as the
carbon increased, and this is shown graphically in Fig. i, in which the car-
bon is plotted horizontally and the shrinkage vertically. It should be
remarked, however, that the higher carbon blooms were at the ends of
the furnace where the flames entered and may possibly have been hotter
as drawn from the furnace. Temperature measurements were not made,
but a study of the individual results indicates that the shrinkage was not
materially affected by the position in the furnace. According to this
work the shrinkage of the hot rail after sawing increased an average
amount of about .013 in. for an increase of carbon of .01 per cent, in the
standard length of 33 ft. There were, however, some uncertainties and
some more work should be done with special reference to the relationship
of carbon and shrinkage.
TESTS MADE.
Each rail was cut into nine pieces, numbered from one to nine, con-
secutively, from the top end, and used for tests as listed in Table 4.
TABLE 4 — PIECES FOR TEST FROM EACH RAIL.
No. i — 10 in. for tension tests and microphotographs.
No. 2 — 5 ft. 2 in. for rolling tests.
No. 3 — 5 ft. for drop test, head in tension.
No. 4 — 2 ft. for transverse test of base.
No. 5 — 5 ft. for drop test, base in tension.
No. 6 — 2 ft. for transverse test of base.
No. 7 — 3 ft. not used.
No. 8 — 5 ft. for slow bending in test machine, head in
tension.
No. 9 — 5 ft. for slow bending in test machine, base in
tension.
DROP TESTS.
Two drop tests were made of each rail, one with the head in tension
and the other with the base in tension. The tup was 2,oco lbs., the height
of drop was 15 ft., the center of the supports were 3 ft. apart and the
anvil was 20,000 lbs., spring supported. The striking face of the tup and
the bearing surfaces of the supports each had a radius of 5 in. The
deflection or set was measured in two ways ; first, it was taken as the dis-
tance between a 3 ft. straight edge and the part of the rail where struck
by the tup ; second, the bend of the side that was below in testing was
measured in a distance of 3 ft. This latter measurement eliminated the
local indentation produced by the tup. The deflection gage used was
similar to the one shown in the Proceedings American Railway Engineer-
ing Association, 1911, Vol. 12, Part 2, page 531. Gage marks 1 in. apart
were put lengthwise on the side in tension, about the middle of the test
INFLUENCE OF CARBON.
165
.20 .40 .60 .60
C a r 6 on
Fig. 2. Results in Drop Test as Related to Carbon.
166
RAIL.
piece, for a distance of 6 in., and the increase in length of the space
which stretched most at failure was taken as the measure of the ductility
of the rail. The results in the drop tests with the head in tension are
shown in Table 5, and with the base in tension in Table 6. The average
results are plotted in Fig. 2 in relation to the carbon content of the rails,
the carbon being shown horizontally and the deflection, the elongation
and the number of blows, vertically.
TABLE 5 — DROP TESTS, HEAD IN TENSION, IS FT.
Number
Carbon
Deflection, 1st blow
Elong.,
1st blow,
percent
No. of
blows
Final
Top
Bottom
elong.
percent
1A3
1B3
2A3
2B3
Av
.65
1.40
1.40
1.45
1.46
1.43
1.32
1.31
1.35
1.37
1.34
7
7
8
7
7.3
3
3
3
3
3.0
20
21
17
20
19.5
3A3
.40
2.11
2.18
2.23
2.19
2.18
2.00
2.00
2.06
2.00
2.02
10
10
12
10
10.5
4*
4*
4*
4*
4.0*
34*
3B3
4A3
23*
26*
4B3
29*
Av
25.5*
5A3
5B3
Av
.62
1.70
1.62
1.66
1.56
1.52
1.54
8
8
8.0
4
5
4.5
22
30
26.0
6A3
.31
2.53
2.52
2.53
2.30
2.31
2.31
14
14
14.0
4*
4*
4.0*
36*
6B3
Av
26*
31.0*
7A3
.83
1.27
1.22
1.26
1.25
1.25
1.17
1.13
1.17
1.16
1.16
7
7
7
7
7.0
2
2
2
2
2.0
11
7B3
14
8A3
14
8B3
15
Av
13.5
9A3
.97
1.11
1.11
1.11
1.06
1.04
1.05
6
6
6.0
2
2
2.0
6
9B3
8
Av
7.0
*Xot broken.
INFLUENCE OF CARBON. 167
TABLE 6 — DROP TESTS, BASE IN TENSION, IS FT.
Number
Carbon
Deflection, 1st blow
Elong.,
1st blow,
percent
No. of
blows
Final
elong..
percent
Top
Bottom
1A5
.65
1.41
1.40
1.43
1 46
1.43
1.31
1.31
1.36
1.37
1.34
6 .
6
5
6
5.8
4
4
4
3
3.8
14
1B5
15
2A5
2B5
14
14
Av
14.3
3A5
• .40
2.06
2.16
2.13
2.14
2.12
1.97
2.05
2.04
2.04
2.03
9
9
9
9
9.0
5*
5
5
5
5.0
21*
3B5
19
4A5
25
4B5
28
Av
23.3
5A5
' .62
1.63
1.64
1.64
1.51
1.56
1.54
7
7
7.0
4
4
4.0
15
5B5
17
Av.
16.0
6A5
.31
2.46
2.44
2.45
2.31
2.31
2.31
11
11
11.0
4*
4*
4.0*
25*
6B5
28*
Av
26.5*
7A5
.83
1.18
1.21
1.26
1.26
1.23
1.13
1.16
1.22
1.21
1.18
5
6
5
6
5.5
3
3
3
3
. 3.0
10
7B5
13
8A5
10
8B5
12
Av
11.3
9A5
.97
1.10
1.13
1.12
1.04
1.07
1.06
5
5
5.0
2
3
2.5
6
9B5
9
Av
7.5
*Not broken.
DEFLECTION IN DROP TEST.
The deflection curve shown in Fig. 2 shows the average of the head
tension and base tension results, as the two were aboutthe same for any
given carbon. The curve shows the deflection of the under side as tested
under the first blow from 15 ft. This curve is a measure of the stiffness
of the rail in the drop test, and it will be noted that the deflection de-
creased as the carbon increased up to about .85 per cent, carbon, after
which the decrease was at a slower rate. For the section used and under
the conditions of the tests the deflection with .50 per cent, carbon was about
170 in. and with .75 per cent, carbon it was about 1.23 in.; or, in other
words, the deflection decreased an average of .0188 in. for each .01 per
168 RAIL.
cent, increase of carbon between the limits of .50 and .75 per cent, carbon.
This figure can be incorporated into a deflection formula and this matter
will be further discussed in a succeeding report in connection with other
deflection results.
ELONGATION IN DROP TEST.
Curves showing the elongation in the drop test in relation to the
amount of carbon are shown in Fig. 2. There are two pairs of curves,
one pair showing the elongation under the first blow from 15 ft. drop,
with the head in tension and with the base in tension, and the other pair
showing the final or exhausted elongation with the head in tension and
with the base in tension. Concerning the final elongation it will be noted
that this decreased as the carbon increased and was greater with the head
in tension than with the base in tension. The amount of decrease in
elongation as the carbon increased was about as shown in Table 7.
TABLE / — ELONGATION IN DROP TEST.
Head Base
Carbon. Tension. Tension.
.30 37 26
.90 11 8
Difference 60 26 18
Deer, elong, per .oi%C .433 .30
Starting with soft steel each increase of carbon is attended with a
decrease in elongation, and the figures in this tacble may be incorporated
into an elongation formula :
Let E = elongation in per cent.
K = a constant.
C = amount of carbon in .01 per cent.
c = decrease in elongation for each .01 per cent increase in carbon.
Ew = elongation with head in tension.
ht °
Eb = elongation with base in tension.
The general form of the formula would be thus :
E = K — cC. (1)
Rails are usually tested with the base in tension, and Table 7 shows
that c equals .30. Taking the elongation of .90 per cent, carbon rails as 8
per cent., the value of K would be determined thus :
K = E + cC = 8 + 27 = 35-
The normal elongation of open-hearth rails in the drop test, with the
base in tension, as determined by this series of tests, is thus shown by this
formula :
Ebt = 35 — .30C. (2)
In similar manner the formula for elongation, with the head in ten-
sion, is found to be the following :
Eht =50.0 — .433C. (3)
INFLUENCE OF CARBON.
169
SLOW BENDING TESTS.
From each rail two pieces were used for longitudinal bending in the
test machine, one with the head in tension and the other with the base
in tension. The rail was supported on flat supports, 3 ft. between edges,
and the load was applied centrally between edges, through a die with a
rounded surface. The deflection was measured while the load was on by
measuring with calipers the distance between the rail and the bed of the
test machine, or a block placed on the bed. The deflection was obtained
at 50,000 lbs., then at increments of 10,000 lbs. until beyond the elastic
limit and later at increments of 20,000 lbs. until rupture occurred, or until
a deflection of zlA or 4 in. was obtained. The breaking load was noted
of the rails which broke. Gage marks 1 in. apart were put longitudinally
on the side in tension, about the middle of the test piece, for a distance
of 6 in., and the increase in length of the space which stretched most at
failure was taken as the measure of the ductility. The results of the
tests are given in Table 8, which shows the results with the head in ten-
sion and in Table 9 which shows the results with the base in tension.
The elastic limit as shown in these tables is taken as the load beyond
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Fig. 3. Load-Defi.ection Diagrams for Various Carbons.
170
RAIL.
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rptn^t-^
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co CO co oo
K t\Q0COX
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CAcn
§
INFLUENCE OF CARBON.
171
Is
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172
RAIL.
which the next increment of 10,000 lbs. caused a deflection of .05 in. or
more. This is not a close determination, but will probably serve as a use-
ful approximation for present purposes.
Load-deflection curves are given for the various carbons in Fig. 3, the
deflection being plotted horizontally and the load vertically. Each curve
represents the average for one carbon of all the results for that carbon
content, both with head in tension and base in tension. It will be noted
that at any given load the deflection is the same for all carbons, within
what may be called the elastic limit or yield point, that is, the point where
there is a rapid increase of deflection for further increment of load. Of
course, as the carbon increases the elastic limit is found higher up on
the deflection line.
250,ooo
CO 200,000
1 / \5 0,0 00
^ /O0,ooo
\1
50,ooo
• Head in fens/or?
o 8a se /n fe/?5/or? „ Jp
^
000
25
20
/5
/o
5
o
.20 40 6O BO (.00
C a r 60/7-percenf
Fig. 4. Results in Slow Bending Tests as Related to Carbon.
In Fig. 4 the results of the slow bending tests are plotted in relation
to the amount of carbon in the steel, the amount of carbon being plotted
horizontally and the elastic limit, the breaking load and the elongation
being plotted vertically. The bending of the rails with less than .62 per
cent, carbon was not carried to destruction and the breaking load and
elongation are, therefore, not plotted for the lower carbons. It will be
noted that the elastic limit increased with increase of carbon up to about
INFLUENCE OF CARBON.
173
.85 per cent, carbon and then remained about the same. The breaking load
increased continuously with increase of carbon within the range of carbons
used. The elastic limit and breaking load were somewhat higher with
the base in tension than with the head in tension. The elongation, of
course, decreased as the carbon increased, and it is interesting to note
that the elongation averaged a little greater with the base in tension than
with the head in tension, which is opposite to what was found in the
drop test, made in a similar manner, except as to speed of application of
the load. The elongation was also less in the slow bending tests than in
the drop tests, but this matter will be discussed later on in this report.
TENSILE TESTS.
Two tensile test pieces were taken from the top end of each rail,
one from an upper corner of the head and the other from the interior of
the head near its junction with the web. The test pieces were 10 in.
long, y^-'m. diameter and turned to J^-in. diameter for a gage length of
2 in. The tests were made in a 200,000-lb. test machine and the pieces
/40/>oo
^/O0,ooo
8 O,o 00
CO
XI
Is
60,000
40,000
c?0,ooa
000
so
40
30
20
/ O
O
• ,
"""•
fens, s/a-^^
^
y/d po//?f
i,
redact of area
r
r
e/ongcf/on
|a"
■ft
20 40 60 80 /OO
Car 6 OH- percent
Fig. 5. Results in Tensile Tests as Related to Carbon.
were held with wedge grips. The yield point was determined by means
of a Berry strain gage. The results of the tensile tests are shown in
Table 10. The test specimens marked "a" were from the corner of the
head and those marked "b" were from the interior of the head.
The figures showing the average result in the tensile tests for each
carbon are plotted in Fig. 5 in relation to the carbon content of the rails.
174
RAIL.
TABLE 10 — TENSILE TESTS.
Number
Carbon
Yld. Pnt.
lbs. per
sq. in.
Tens. Str.
lbs. per
sq. in.
Elong.,
percent
in 2 in.
Reduct.
of area
percent
lAla
.65
58,580
58,600
57,200
58,220
57,120
54,420
57,380
51,520
56,630
127,870
135,500
129,150
130,850
128,100
122,600
127,350
117,450
13
10
13
12
12
11.5
12
11.5
11.9
19 0
1Mb
lBla
lBlb
2Ala
2Alb
2Bla
2Blb
13.9
17.0
13.7
15.4
13.4
16.4
15.9
Av
127,359
15.6
3Ala
3Alb
3Bla
3Blb
4Ala
.40
48,450
44,460
47.730
44,650
50,210
44,650
45,660
42,630
46,055
98,400
96,660
96,290
88,790
89,800
88,540
92,090
88,090
92,333
24
21
23
20.5
27
25
26
25
23.9
34.1
30.8
40.7
36.3
48 4
4Alb
45 5
4Bla
46.9
4Blb
43.3
Av
40.8
oAla
5Alb
5Bla
oBlb
.62
58,310
50,450
55,800
49,720
119,620
109,000
117,700
107,550
113,468
15
15
18
18
16.5
22.6
22.6
24.6
29 8
Av
53,570
23.9
6Ala
6Alb
6Bla
6Blb
.31
40,840
39,220
45,140
39,640
41,210
82,100
77,920
81,510
78,010
79,885
30
29
30
29
29.5
45.2
43.8
53.8
48.0
Av
47.7
7Ala
7Alb
.83
60,820
62,190
62,660
60,900
60,600
64,160
67,490
61,400
141,250
133,400
139,400
135,900
139,700
137,850
138,500
130,300
137,038
9
9
10
8
11.5
10
11
11
9.9
12.4
9.6
7Bla
7Blb
8Ala
8Alb
8Bla
8Blb
10.8
9.0
12.8
9.3
12.0
12.0
Av
62,528
11.0
9Ala
.97
9Alb
9Bla
9Blb
61,900
66,100
60,890
62,983
113,750
134,350
138,950
2
3
5
3.3
0.4
2.4
4.8
Av
129,017
2.5
INFLUENCE OF CARBON. 175
The carbon is plotted horizontally and the yield point, tensile strength,
elongation and reduction of area are plotted vertically. It will be noted
that the yield point and tensile strength increased as the carbon increased
up to about .80 or .85 per cent, carbon, after which the yield point and
tensile strength remained about the same. Above .85 per cent, carbon,
the tensile strength showed a tendency to decrease, due probably to some
of the test specimens breaking "short" on account of their low ductility,
before their full strength was reached. The elongation and reduction of
area decreased as the carbon increased and fell off to zero at about 1.00
per cent, carbon or a little more.
If we take from the curve, the tensile strength as 78,000 lbs. per
sq. in. at .30 per cent, carbon and as 128,000 lbs. at .70 per cent, carbon
the increase of tensile strength would then be 50,000 lbs. for an increase
of .40 per cent, in carbon, or an increase of 1,250 lbs. for each .01 per
cent, increase in carbon and is seen from the curve to be a practically
straight line variation. • This value we may incorporate into a formula
showing the relation between carbon and tensile strength thus :
T = K + cC.
where T = tensile strength in lbs. per sq. in.
K = a constant
c = a constant showing increase of tensile strength for each
.01 per cent, increase in carbon.
C = amount of carbon in .01 per cent.
We have seen above that c= 1,250. If we take the tensile strength
at .70 per cent, carbon as 128,000 lbs., then
K = T — cC = 40,500.
The formula for tensile strength then becomes
T = 40,500 + 1250C.
This is for open-hearth steel with about .03 per cent, phosphorus and
about .70 per cent, manganese in test specimens of ^-in. diameter and 2
in. gage length and between limits of .30 and .80 per cent, carbon.
A formula showing the relation between carbon and yield point or
elastic limit in tension may be worked out in a similar manner, thus :
Y = K + cC.
where Y = yield point in lbs. per sq. in.
The other symbols have the same meaning as above.
If we take from the curve, the yield point as 42,000 lbs. per sq. in. at
.30 per cent, carbon and as 62,000 lbs. at .80 per cent, carbon, the increase
of yield point would be 20,000 lbs. for an increase of .50 per cent carbon,
or an increase of 400 lbs. for each .01 per cent, increase in carbon. The
yield point curve is seen to be nearly a straight line up to about .85 per
cent, carbon. The value of c is thus 400, and the formula becomes, for
carbons .30 to .85 per cent.,
Y = 30,000 + 400C.
It should he remembered that these tensile strength and yield point
176 RAIL.
formulas give average values and that individual results will vary above
and below these averages.
The elongation decreased as the carbon increased, and this relation-
ship may be expressed by a formula in the same manner as in the dis-
cussion of the drop test results. Let the general formula be
E = K — cC.
where E = elongation, per cent, in 2 in.
K = a constant.
C = amount of carbon in .01 per cent.
c = decrease in elongation for each .01 per cent, increase in
carbon.
The decrease in elongation followed a slightly curved line, but a
straight line formula as above can be made to represent it closely. If we
take the elongation at .40 per cent, carbon as 25 per cent, (which is
slightly above the value shown by the curve at this point) and at .90 per
cent, carbon as 6 per cent., the decrease in elongation is 19 per cent, for
an increase of .50 per cent, in carbon or .38 per cent, for each .01 per
cent, carbon, which becomes the value of c. The value of K then figures
out as 40.2 or say 40.
The elongation formula for tensile tests of specimen l/2-'m. diameter
and 2 in. gage length then becomes
E = 40— .38C.
This formula applies to carbons from .30 to 1.00 per cent.
Having the tensile strength and elongation formulas as related to
carbon, we may combine these so as to calculate the elongation as re-
lated to tensile strength :
E = 40 — .38C.
r_ 40 — E
T = 40,500 + 1,250c.
Combining
T — 40,500
1,250
40 — E T — 40.500
^38 1,250
T
t = 52.3
Simplifying the figures,
3,290
T
E = 52 —
3300
This formula applies for tensile strength of 80,000 to 130,000 lbs. per
sq. in. It gives the average elongation and individual results may fall
above or below this average.
INFLUENCE OF CARBON.
177
ELONGATION IN THE SEVERAL TESTS COMPARED.
Fig. 6 is given to show a comparison of the elongation in the different
methods of test ; the drop test, the slow bending test and the tension test.
One curve shows the average of head tension and base tension results
in the drop tests and another the average of the head tension and base
tension results in the slow bending tests in the test machine. It will be
remembered that in the drop test the elongation with the head in tension
was considerably greater than with the base in tension, while in the slow-
bending tests the elongation was greater with the base in tension, although
the difference was not as great. As will be seen from the curves, the
average elongation in the drop test was somewhat greater than in the
1
I
35
30
25
20
15
/O
5
0
drop
s/oco
Send
fens/'or?-
:>£T,
^
^
.20 40 .GO .80 WO
Car 6 or? - perco/yf
Fig. 6. Ductility in Various Methods of Test Compared.
slow-bending test, except with carbon above .9 per cent, when it was about
the same. These two kinds of test were made in about the same way
and the elongation was measured in the same way, except that the drop
test was an impact test and in the slow-bending test the load was applied
slowly in the test machine. In the slow-bending test the exhausted
ductility was not determined with carbons below .60 per cent. A previous
comparison* had indicated that the ductility of a rail was about the same
or little greater in the drop test than in the slow-bending test and this work
now also indicates that the ductility is a little greater under impact than
in slozv bending.
The curve of elongation in tension falls about 3 to 5 per cent, be-
low the drop test elongation curve, although the method of measuring
elongation is different in the two kinds of tests.
•Proceedings American Railway Engineering Association, l'Jlo, Vol, II.
page 544,
178
RAIL.
TRANSVERSE TESTS OF BASE.
Transverse tests of the base were made of two pieces from each rail,
each piece being two feet long. The method of making the test was to
support the piece of rail on two supports placed opposite each other near
the edges of the flanges under the middle of its length. The supports
were intended to be six inches long but by mistake were about one-fourth
inch short. They were placed one-half inch in from the sides of the
flanges and the load was applied in the test machine to the head of the
rail at the middle. The general arrangement is shown in Fig. 7. The
load was measured that it took to break the rail. The transverse elonga-
tion was measured by putting prick punch marks one inch apart crosswise
on the bottom of the base and at the middle of the length of the piece
Fig. 7. Method of Making Transverse Test of Base.
tested. The greatest extension after breaking, in any one of the spaces,
was taken as the measure of transverse ductility. The sag of the un-
broken flange was measured and taken as the distance from a straight
edge laid on the bottom of the base near the edge of the flange to the
flange where bent most from the straight surface of the base. The results
of the transverse tests are shown in table II.
The average results of the transverse tests are shown graphically in
Fig. 8 in relation to the carbon content of the rails. The carbon is plotted
horizontally and the breaking load, the transverse elongation and sag of
flange are plotted vertically. It will be noted that the breaking load in-
creased as the carbon increased up to about .80 per cent carbon and then
remained about the same. The transverse elongation and the sag of flange
decreased as the carbon increased.
INFLUENCE OF CARBON.
179
300,000
<0 2SO,ooo
\ 200,ooo
/ 50,000
/O0,ooo
SO,ooo
ooo
/o
e
6
^
k^S
_\i>
4
2
O
.so
$ .40
*i .30
^ o
.20 40 .60 .80 /.OO
Carbon -percent
Fig. 8. Results of Transverse Tests ok Base as Related to Carbon.
180
RAIL.
Table II — Transverse Tests of Base.
Number
Carbon
j
Load,
Pounds
Transverse
elongation,
percent.
Sag of
flange,
inches
1 A4
.65
330,500
298,800
323,500
303,500
294,400
302,600
296,700
288,500
304,813
Q
•J
3
3
4
4
5
4
4
3.8
.17
1A6
.19
1B4
1B6
2A4
2A6
2B4
2BG
Av
.18
.25
.23
.30
.25
.18
.22
3A4
.40
252.000
246,400
232,100
234,900
238,400
236,600
221,300
248,600
238,788
12
13
7
7
7
7
4
11
8.5
.62
3A6
.65
3B4
3B6
4A4
4A6
4B4
4B6
Av
.43
.50
.45
.28
.25
.58
.47
5A4
5A6
.62
279,100
268,500
284,000
268,900
5
4
4
4
4.3
.27
.25
5B4
.25
5B6 .
.25
Av
275,125
.26
6A4
6A6
6B4
6B6
.32
186,500
(130,000)
208,700
212,600
8
(2)
10
9
9.0
.33
(.10)*
66
.43
Av
202.600
.47
7A4
7A6
7B4
7B6
8A4
.83
331,200
338,300
238,000
342,100
288,800
346,000
342,200
241,300
308, 48S
2
4
1
4
5
4
4
1
3.1
.15
.20
.06
.15
.12
8A6
SB4
SB6
Av
.17
.17
.08
.14
9A4
.97
340.400
336,000
251,000
(157,400)
3
1
1
(0)
1.7
9A6
9B4
9B6
'05
(.on*
Av
309,133
.05"
*Seam in base. Not used in computing average.
INFLUENCE OF CARBON.
181
ROLLING TESTS.
Tests were made to determine the resistance of the rails to flow
or side spread of the head under rolling wheel loads. These tests were
made at Sparrows Point, Md., at the works of the Maryland Steel Co.
in a "reciprocating" machine in which a piece of rail is made to move
to and fro under a wheel that may be loaded as desired by means of a lever
arrangement. A diagram of the machine is shown in Fig. 9 and a view of
the machine set up with a rail in place for testing is shown in Fig. 10.
As will be seen, the rail is placed on a steel bloom which in turn rolls
on another steel bloom. The driving mechanism consists of an electric
motor and gearing and the whole is set on a framework of steel I-beams.
The weights applied to the weight hanger are multiplied 600 times as
Fig. 9. Diagram of Reciprocating Machine.
applied to the axle of the wheel. The stroke of the machine is 4 ft;
that is, the rail moves back and forth this distance.
Six pieces of rail were tested in this machine, each piece representing
one of the six different carbon amounts contained in the series of rails.
The method of test was to load the wheel with 6,000 lbs. and then run
the machine for 100 revolutions of the crank shaft, which was equal to
200 rollings of the wheel over the rail. The width of the head was then
determined at the top and at the bottom by means of a micrometer, the
sides of the head having been planed vertical and parallel to facilitate
close measurement. Then the load was increased to i2,oco lbs., the rail
given 200 rollings more and the width of head again measured at the
top and bottom. This was repeated with increments of 6,oco lbs. until a
final load of 96,000 lbs. on the wheel was reached. After that the load
was kept constant at 96,000 lbs. and measurements made at intervals until
the rollings at 96,000 lbs. load reached 8,coo in addition to the rollings at
the successive lower loads. The width of the head at the beginning of
the test was about 2.3 inches. The machine was not calibrated and the
182
RAIL.
'J.
tf
fe
INFLUENCE OF CARBON.
183
actual loads may have differed somewhat from the nominal ones, but the
results would be comparative. At intervals also measurements were made
of the width of the tread impressed on the rail by the rolling of the
wheel. The results showing the spread of the head are shown in table
.060
^ .050
.040
0s .030
.020
c
C/
.»
m
r
A/so e/osf/y repres^r^fs
s
.83'%c7/7c/ .97Vo C
•'
niC
•-
\
wr
^r"
\
s
,.•-
^"C-
*
i*'"
•'
.-•-
-*
2?-
'"
=*^
jJC
■^z
-j^
•— -
-•--
^..
---1
•~~~
^
r
/O 20 30 40 50 60 70 80 90 /OO
Load- f/7<?c/sa/7c/ /6 s.
Fig. ii. Spread of Head in Rolling Tests in Relation to Wheel Load.
V6
V .08
^>
W
0
>%(.
:4<
>%c
-, s^
ST*
fig%«^-
.65%, .83*% and.9?<&C
/ 2 3 4 5 6 7 8
T/?ousa/?c/ fto///r?QS <?/ 96,ooo /6s. Loac/
Fig. 12. Spread of Head in Rolling Tests at a Wheel Load of 96,000
Pounds.
12 and those showing the width of tread of wheel are shown in table
13. The results showing the spread of the top of the head are plotted
in Fig. 11 in relation to the wheel load and the results showing the
further spread of the top of the head at continued rolling under a load
of 96,000 lbs. are plotted in Fig. 12. It will be noted that the spread of
184
RAIL.
the head decreased as the carbon increased up to about .65 per cent,
carbon. The relation between carbon and the spread of the head after
successive increments of load and after 8,000 rollings at 96,000 lbs. load,
.15
%
•^ JO
.zo 40 .so .eo /.oo
Car 6 or? -percent1
Fig. 13. Spread of Head in Rolling Tests in Relation to Carbon.
6
is shown in Fig. 13. It will be noted that the maximum resistance of
the steel in this test was reached with about .80 per cent, carbon and it
remained about the same with higher carbon.
Table 12 — Rolling Tests, Spread of Head.
Rollings.
Spre
ad of Head — .001 inch
Load,
lbs.
1B2-
.65C
3B2-
-.40C
5B2—
62C
6B2— .32C
7B2-
-.83C
9B2— .97C
Top
Bot,
Top
Bot.
Top
Bot.
Top
Bot.
Top
Bot,
Top
Bot.
6,000
200
0
0
0
0
0
0
0
0
0
0
0
0
12,000
200
0
0
1
0
1
0
0
0
1
0
0
0
18,000
200
0
0
2
0
1
0
1
0
1
0
0
0
24,000
200
1
0
3
0
1
0
1
0
1
0
1
0
30,000
200
1
0
4
0
2
0
3
0
2
0
1
0
36,000
200
1
0
6
1
3
0
r
0
2
0
1
42,000
200
9
0
7
1
4
0
8
0
3
0
2
48,000
200
3
0
10
1
0
0
11
1
3
0
3
54,000
200
3
0
12
2
6
0
15
2
4
0
4
60.000
200
4
0
14
2
7
0
17
2
4
0
4
66,000
200
4
0
16
3
8
0
20
2
0
0
4
72,000
200
5
1
20
4
10
1
25
3
0
0
0
78,000
84,000
20C
6
1
(>4
5
IV
1
SW
4
(i
I)
200
7
1
28
6
15
1
41
6
8
7
90,000
200
8
1
33
7
17
2
49
9
9
8
96.000
200
11
2
39
10
19
3
61
11
10
10
96,000
400
12
2
43
10
27
4
82
13
10
13
96,000
800
14
2
47
11
29
5
89
15
10
14
96,000
1,600
15
3
52
12
33
6
100
17
15
16
96,000
3.200
16
3
54
13
38
6
106
18
17
17
96,000
4,S00
17
3
56
13
42
/
115
20
18
18
96,000
6.400
59
14
44
7
141
•»
18
19
96,000
8,000
18
3
61
16
45
S
160
22
18
19
INFLUENCE OF CARBON.
Table 13 — Rolling Tests, Tread of Wheel.
185
Load,
lbs.
Rollings
Tread of Wheel, inches
1B2
.65C
3B2
.40C
5B2
.62C
6B2
.32C
7B2
.83C
9B2
.97C
6,000
200
200
200
200
200
200
200
200
200
200
200
200
200
200
200
200
400
800
1,600
3,200
4,800
6,400
8,000
.55
.60
12,000
18,000
.60
.80
1.00
.60
.60
24,000
30,000
.80
.80
70
.75
.85
1.00
.90
36,000
.90
.95
42,000
48,000
54,000
60,000
1.10
1.00
1.10
.90
1.20
1.10
1.30
.90
66,000
72,000
78,000
1.10
1.30
1.15
1.40
1.00
1.10
1.15
1.40
1.25
1.60
84,000
1.15
1.30
1.30
1.35
1.40
1.40
1.40
90,000
96,000
96,000
96,000
96,000
1.20
1.25
1.30
1.35
1.35
1.40
1.40
1.50
1.55
1.55
1.65
1.70
1.75
1.80
1.80
1.80
1.30
1.40
1.40
1.50
1.70
1.75
1.75
1.20
1.25
1.30
1.35
1 35
96,000
96,000
96,000
96,000
1.50
1.55
1.55
1.60
1.90
2.00
1.35
1.35
1.35
MICRO-PHOTOGRAPHS.
Samples for micro-photographs were taken from the tensile test pieces
from the corner of the head from six of the rails, each one representing
one of the carbon percentages contained in this series of rails. The
samples used were as follows: iAia, .65 per cent, carbon; 3Aia, .40
per cent, carbon; 5Aia, .62 per cent, carbon; 6Aia, .32 per cent, carbon;
7Aia, .83 per cent carbon; and oAia, .97 per cent, carbon. The micro-
photographs of the etched samples, magnified 40 diameters, are shown in
Fig. 14.
SUMMARY.
1. An investigation was made concerning the influence of carbon on
the properties of rails, such as ductility, stiffness, tensile strength and
more especially the resistance of the rail head to flow of the metal under
rolling wheel loads. A series of open-hearth rails was made with carbon
varying from .32 per cent, to .97 per cent, and they were tested by means
of drop tests, tension tests, slow bending tests, transverse tests of the
base, rolling tests under a loaded wheel, and microscopic tests.
2. The material and all the facilities for this investigation were
kindly furnished by the Carnegie and Maryland Steel Companies. The
186
RAIL.
Fig. 14. Microphotographs of Various Carbons from .32 Per Cent, to
.97 Per Cent., Magnified 40 Diameters.
INFLUENCE OF CARBON. 187
material and rails were made by the Carnegie Steel Co. at Homestead
and Braddock, Pa., and the tests, except the rolling tests, were made by
the Carnegie Steel Co. The rolling tests in a "reciprocating" machine
were made at Sparrows Point, Md., by the Maryland Steel Co.
3. According to this work the shrinkage of the hot rail after sawing
increased an average amount of about .013 inch for an increase of carbon
of .01 per cent., in the standard length of 33 ft. There were, however,
some uncertainties and some more work should be done with special
reference to the relationship of carbon and shrinkage.
4. The deflection of the rails in the drop test under the first blow
decreased as the carbon increased up to about .85 per cent, carbon after
which its decrease was at a slower rate. The rails were 80 lbs. per yard of
the A. R. A. type A section, and with .50 per cent, carbon the deflection
was about 1.70 inches under a drop of 15 ft., of the side that was below
in testing. With these conditions, the deflection decreased an average of
.0188 inch for each .01 per cent, increase of carbon.
5. The relation found between carbon and elongation in the drop
test is shown by the following formula :
EM =35 -.30 C
where E equals the per cent, elongation when the base is in tension, and
C equals the carbon in .01 per cent. This gives the average elongation
and individual results fell above or below this average. For .70 per cent,
carbon, for instance, the elongation was about 14 per cent.
6. The rails were tested as beams in the test-machine with a span
of 3 ft. The breaking load increased as the carbon increased. The
elastic limit increased with increase of carbon up to about .85 per cent,
carbon and then remained about the same.
7. The elongation in this slow bending test decreased as the carbon
increased and averaged a little less than in the drop or impact test.
8. The yield point and tensile strength in the tensile tests, increased
with increase of carbon up to about .80 or .85 per cent, carbon after
which they remained about the same. The elongation and reduction of
area decreased as the carbon increased and fell off to zero at about 1.00
per cent, carbon or a little above.
9. The average tensile strength developed in these tests may be ex-
pressed by the following formula for carbon between .30 and .80 per cent :
T = 40,500 + 1,250 C
where T = tensile strength in lbs. per sq. in. and C = amount of carbon
in .01 per cent.
10. The average yield point developed may be expressed by this for-
mula, for carbons between .30 and .85 per cent :
Y = 30,000 + 400 C
where Y = yield point in lbs. per sq. in. and C = carbon expressed in .01
per cent.
188 RAIL.
11. The average elongation found in tensile test specimens J^-in.
diameter and 2 in. gage length was about as shown by the following
formula, for carbons from .30 to 1.00 per cent:
E = 40 — .38 C
where E = elongation in per cent, and C = carbon in .01 per cent.
12. The average elongation found in the tensile test as related to
the tensile strength, may be expressed by the following formula, for
tensile strengths between 80,000 and 130,000 lbs. per sq. in :
T
E = 52 —
3,3oo
where E = elongation in per cent, and T = tensile strength in lbs. per.
sq. in.
13. The several formulas given above apply to open hearth steel
with about .03 per cent, phosphorus and about .70 per cent, manganese.
They represent the average of the results obtained and individual results
varied above or below these averages.
14. In transverse tests of the base, the breaking load increased with
increase of carbon up to about .80 per cent carbon and then remained
about the same. The transverse elongation and the sag of flange de-
creased as the carbon increased.
15. Tests were made to determine the resistance of the rails to
flow or side spread of the head under rolling wheel loads. The tests
were made in a "reciprocating" machine in which a piece of rail is made
to move to and fro under a wheel that may be loaded as desired by
means of a lever arrangement. The resistance to spread of head increased
with increase of carbon up to about .80 per cent, carbon and then remained
about the same.
16. Sample micro-photographs were made of each of the carbons
represented in the series of rails and are presented in the report.
17. In conclusion it may be said that in this series of rails varying
in carbon from .32 to .97 per cent., the strength and resistance of the steel
in the several tests, including the rolling tests, increased with increase of
carbon up to about .80 or .85 per cent, and then remained about the same.
The ductility decreased continuously with increase of carbon.
Appendix B.
FORMULA FOR DEFLECTION OF RAILS IN
DROP TEST.
By M. H. Wickhorst, Engineer of Tests, Rail Committee.
In Report No. 40 on the "Influence of Carbon on the Properties of
Rails" some results were given concerning the relation between carbon
and the deflection of rails in the drop test, and it is proposed to now use
those results in connection with other drop test results and work out
a formula by which the deflection in the drop test may be calculated for
given conditions of rail section, height of drop and composition of the
steel.
The relation between carbon and the deflection of the rails is shown
graphically in Fig. 1, which has been plotted from the results given
<0
2.00
/.60
f.20
.60
40
0
ZO .40 .60 .60 /OO
Car don - percenf
Fig. 1 — Deflection of Rails as Related to Amount of Carbon.
in the above-mentioned report. The deflection was practically the same
with the head in tension as with the base in tension, and the curve repre-
sents both conditions of testing. It also represents the deflection of the
side that was below in testing and thus excludes the local indentation
produced by the tup when the deflection of the upper side is measured.
It will be noted that the deflection of the rail decreased (or its stiffness
increased) with increase of carbon and at a decreasing rate. For the
sake of simplicity, we may. however, assume a straight line variation
that will be fairly close for usual amounts of carbon in rail steel. The
Report No. 41, April, 1914.
189
190 RAIL.
section used was the 8o-lb. A. R. A. type A section. (For diagram of
this section see Proc. Am. Ry. Engrg. Assn., 191 1, Vol. 12, Part 2, page
168.) The height of drop was 15 ft. and weight of tup was 2,000 lbs.
Taking the deflection with .50 per cent, carbon as 1.80 in. and with .75
per cent, carbon as 1.23, the decrease in deflection averaged .0188 in. for
each .01 per cent, increase in carbon between these limits.
Report No. 1* showed that for heights of drop usual in the testing
of rail, the deflection varies directly as the height of drop.
The writer is not aware of any experimental work showing the rela-
tion between section of rail and deflection under the drop test, but it
would seem that the deflection should vary about inversely as the
moment of inertia, for any given height of drop.
Starting out with soft steel, the deflection would decrease with each
increase of hardening material, would increase with increase in height
of drop and decrease with increase of moment of inertia of the rail
section. The formula would then take this form :
h
d=(K — cC) —
I
where
d = the deflection in inches.
K = a constant.
C = the amount of carbon in .01 per cent.
c = a constant showing the decrease in deflection for each .01
per cent, increase in carbon,
h = height of drop of 2,000 lbs., in feet.
I =: moment of inertia of the rail section.
We have seen that with amounts of carbon usual in rail steel, and under
above-mentioned conditions, that
h
c — =.0188
I
The height of drop used was 15 ft. and the moment of inertia of the 80-lb.
A. R. A. type A section is 28.8.
Therefore,
15
c = .0188 -= = .0361
28.8
If we take from the curve, the deflection of rails with .60 per cent, car-
bon as 1.50, then
15
1.50= (K — .0361 X 60)
28.8
K = 5-05
The final formula then becomes
h
d= (5. 5— .0361C) - .
♦Proc. Am. Ry. Engrg. Assn. 1911, Vol. 12, Part 2, page 392.
DEFLECTION FORMULA. 191
This formula applies to open-hearth steel with about .03 per cent, phos-
phorus and about .70 per cent, manganese, and for carbons ranging from
about .45 to .80 per cent. The outline of a formula embodying the effect
of phosphorus and manganese has been given in Report 15* and at some
future date, when the effect of these elements has been determined quan-
titatively, the formula just given can probably be modified to make it more
complete. It is also understood that although it is assumed that the
deflection varies inversely as the moment of inertia, it is not known from
experimental work whether this is strictly so. The above formula applies
to rails both with head in tension and with base in tension, as both con-
ditions of testing give just about the same result as regards deflection.
OTHER DEFLECTION RESULTS.
In order to compare the deflection as calculated by this formula with
the deflection as given in the reports of tests shown in the Proceedings of
the American Railway Engineering Association for the years 191 1 to 1914,
inclusive, Table 1 has been prepared. In some cases the deflection of
the under side is given as measured, but in most cases only the deflection
of the top side was measured, and this included the local indentation of
the tup, which comparisons have shown to amount to about .15 in.
in the case of bessemer rails and about .12 in. in the case of open-hearth
rails with higher carbon. A column is given showing the deflection of
the under side on this basis. It will be noted that in the case of the
open-hearth rails, the calculated deflection tends to run a little lower
than the measured deflection and probably a constant of 5.20 in the for-
mula, instead of 5.05, would come closer to more of the measured re-
sults. In one case, however, of 85-lb. A. S. C. E. rail, in which the steel
was made by the Standard Steel Works at Burnham, Pa., and the rails
rolled at Sparrows Point, Md., the calculated deflection was considerably
higher than the measured. In the case of bessemer rails, the calculated
deflections averaged close to the measured deflections, except in the case
of two lots of rails made by the Carnegie Steel Company, where the
calculated deflections were much higher than the measured ones. Why
there were such large discrepancies in these several cases the writer is
unable to explain.
DEFLECTION LIMITS IN SPECIFICATIONS.
In this connection we may compare the maximum deflection allowed
by rail specifications with what may be called the normal deflection as
calculated. Table 2 shows the maximum deflections below which it is
desired that the deflections of rails remain, as taken from section 14
of the 1914 Specifications for Carbon Steel Rails of the American Railway
Engineering Association, and for comparison the calculated normal
*Proc. Am. Ry. Engrg. Assn. 1911, Vol. 12, Part 2, page 228.
L92
RAIL.
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DEFLECTION FORMULA.
193
deflections are also given. The calculations were made according to these
formulas, namely :
For Bessemer rails, h
d= (5.05 — .0361 C) —
I
For open-hearth rails,
h
d~ (5.20 — .0361 C) —
I
As these give the deflection of the under side, .15 inch was added for
bessemer rails and .12 inch for open-hearth rails, to correspond to the
measurement contemplated by the specifications, which is the middle ordi-
nate in a length of 3 feet, and is ordinarily measured as the depression of
the top side as struck. The calculations in the table were made for the
following conditions for Bessemer rails : For 70-lb. rail, 16 ft. drop and
carbon .40 to .50 per cent. ; 80-lb. rail, 17 ft. drop and carbon .40 to .50 per
cent. ; 90-lb. rail, 17 ft. drop and carbon .45 to .55 per cent. ; 100-lb. rail,
18-ft. drop and carbon .45 to .55 per cent. For open-hearth rails the same
heights of drop were used, and carbon amounts as follows: For 70 and
80 lb. rails, .53 to .66 per cent. ; for 90 and 100-lb. rails, .62 to .75 per cent.
Table 2 — Deflections.
Weight
Moment
BESSEMER
OPEN-HEARTH
Section
per
of
Calculated
Calculated
Yard
Inertia
Spec'd
limit
Spec'd
limit
Max.
Min.
Max.
Min.
ARA-A
100
48. 94^
1.65
1.41
1.28
1.45
1.21
1.04
ARAB
100
41.30.
2.05
1.65
1.48 |
1.80
1.41
1.20
ARA-A
90
38.70
1.90
1.66
1.49
1.65
1.42
1.21
ARA-B
90
32.30 ,
28.80 i
2.20
1.96
1.76 ,
2.00
1.68
1.43
ARA-A
80
2.85
2.28
2.06 1
2.45
2.06
1.78
ARA-B
80
25.00
3.15
2.60
2.35 l
2.85
2.36
2.04
ARA-A
70
21 . 0.5 I
3.50
2.89
2.61 .
2.94 J
3.10
2.62
2.27
ARAB
70
18.60J
3.85
3.26
3.50
2.95
2.55
It will be noted that for Bessemer rails with a range of .10 per
cent, in carbon, the range in deflection between the normal maximum and
minimum is .13 inch in the 100-lb. A. R. A. type A rail, and increases with
increase of deflection to .32 inch in the 70-lb. A. R. A. type B rail. In
open-hearth rails with a range of .13 per cent, in carbon, the range in
deflection is greater, running from .17 inch in the 100-lb. A. R. A. type A
rail to .40 inch in the 70-lb. A. R. A. type B rail. It will also be noted
that the maximum deflections mentioned by the specifications are con-
siderably above the normal maximums. The specification limits are in-
tended to be a check on rails too low in carbon, but it would seem that
the steel would have to be much too soft to reach these limits, but
on the other hand the limits probably could not be made too close, as the
deflection is a function of other variables besides carbon; such as slight
variations in the spans of supports and section of the rail.
194 RAIL.
SUMMARY.
i. Previous work has shown the influence of carbon and of height
of drop on the deflection of rails in the drop test and this report incor-
porates that information into the following deflection formula :
h
d= (5-05— -0361 C) —
I
where d ^ the deflection in inches of the under side of the rail as tested.
C = amount of carbon in .01 per cent,
h = height of drop in feet.
I = moment of inertia of the rail section.
2. A comparison of calculated deflections with the results of drop
tests published in the Proceedings of the American Railway Engineering
Association for the years ion to 1914, inclusive, shows that with Bessemer
rails, the calculated and measured deflection agree well in most cases.
With open-hearth rails, the calculated deflections tended to run a little
below the measured ones and a constant of 5.20 in the formula instead of
5.05 fits closer to most of the open-hearth results. With both the Bes-
semer and open-hearth rails there were, however, some large unexplained
differences between the calculated and measured deflections.
3. The above formula gives the deflection of the side that is below
in testing, but it is more usual to measure the deflection of the top side
of the rail as tested; that is, measurement is made of the ordinate be-
tween a three-foot straight edge and the part of the rail where struck
by the tup, which thus includes the local indentation caused by the tup.
Comparisons have shown that the deflection of the top side exceeds that
of the under side by about .12 inch in open-hearth rails and by about .15
inch in Bessemer rails.
4. The deflections formulas for the various conditions may be sum-
marized as follows :
For open-hearth rails, under side,
h
d= (5.20— .0361 C) —
I
For open-hearth rails, top side,
h
d = (5.20 — .0361 C) \- .12
I
For Bessemer rails, under side,
d — (5.05 — .0361 C)
ror Bessemer rails, top side,
h
d = (5.05 — .0361 C) 1- .15
I
5. A table is given comparing the deflection limits shown in the
"Specifications for Carbon Steel Rails" of the American Railway
Engineering Association, with the calculated normal deflections for lower
and upper carbon limits.
Appendix C.
STUDY OF A RAIL WITH INTERNAL FISSURES.
By M. H. Wickhorst, Engineer of Tests, Rail Committee.
This report covers a study of a rail that broke in service, and whose
fracture showed a pre-existing internal crack, or ''Transverse Fissure,"
in the head of the rail on the gage side. The examination consisted of
chemical, physical and microscopic tests, and more especially the exami-
nation of transverse and longitudinal sections of the rail, which were
polished with emery, etched or pickled with copper-ammonium chloride
solution and then repolished with tripoli. This treatment of pickling
before final polishing serves to open up and make more prominent any
cracks which may be in the piece of steel under examination.
The rail which happened to be the subject of this examination was
a ioo-lb. rail of the P. S. section, made by the Gary Works of the Illi-
nois Steel Co. It was a "C" rail from heat number 441 18, made in March,
1910, and branded PS — OH — 10031 — I. S. Co. — Gary Wks — III, 1910. It
was laid on the "Fort Wayne" road of the Pennsylvania Lines West of
Pittsburgh in March, 1910, as part of the south rail of track number one,
on straight line, at 3,546 ft. west of mile-post 162.
The rail was found broken about 6 ft. from the receiving end on
January 30, 1914. Holes were drilled in it and angle bars applied im-
mediately, and February 2, 1914, it was removed from the track. The
rail had been in service a little less than four years. It was shipped by
Mr. R. Trimble, Chief Engineer Maintenance of Way, to the Gary Works
of the Illinois Steel Co., which company kindly made the tests described
in this report.
A number of pieces were cut from the rail for the various tests, as
indicated in Fig. 1. The purposes for which the pieces were used are
as follows :
Transverse sections, Nos. 1, 3, 5, 7, 9, 11, 13, 15, 31 and 42.
Vertical longitudinal sections, Nos. 2 and 10.
Horizontal longitudinal sections, Nos. 4, 8, 12, 14 and 23.
Tensile tests, Nos. 22 and 41.
The fractured surface of the rail, showing the transverse fissure, is
shown in Fig. 2.
CHEMICAL ANALYSIS.
Samples for analysis were taken from two locations along the length
of the rail, one being above the fissure, or 4 ft. 2 in. from the top end
of the rail, and the other being below the fissure, or 7 ft. 8 in. from the
Report Xo. 42. July, 1914.
195
196
RAIL.
top end of the rail. From each location two samples were taken, one
from the upper corner of the head and the other from the interior of
the head, near its junction with the web. The results of the analyses
are given in Table I.
TABLE I — ANALYSES.
Sample 1 — Corner of Head 72
" 1 — Interior of Head 77
Sample 2 — Corner of Head 72
" 2 — Interior of Head 77
A. R.E.A., 1914
.62
Specifications to
.75
.029
.032
.030
.032
.04
Max.
.044
.043
.046
.043
Ma
60
to
no
Si
.20
Max.
top e/>d of ra/7
nicked 'v 6rkn.
/
transv. f/'s
o o o I
I /S M 13 12 If /O 9 8
I
U S'-7"
7 6 5*32 /
— r-s"-^
fronsy fis. s'-?" from end".
J nicked v brkn.
nicked & Sr/cn.
6oifom end o/ roir
□J
^
\
2/ 22
23
31
i
I
f / 4£
\-2'-/"—>r 9-0 " ■+> 7-/0 " 4- : 7-7tf "
Fig. i — Diagram Showing Pieces Cut from Rail.
For convenience of comparison the chemical requirements of the 1914
Specifications of the American Railway Engineering Association are also
given. It will be noted that the manganese was a little above the specifi-
cation requirements, and the carbon also shows a trifle above in the inte-
rior of the head, but otherwise the composition is normal for rail steel.
TENSILE TESTS.
Specimens for tensile test were taken from piece of rail No. 22 about
7 ft. from the top end of the rail and from piece No. 41 about 25 ft.
from the top end of the rail. From each piece of rail seven tensile speci-
mens were cut as indicated in Fig. 3. They were T j-in. in diameter for
a gage length of 2 in., and the ends were turned with shoulders, so as
to be held in sockets when pulled. Specimens /> and g were from the
RAIL WITH INTERNAL FISSURES.
197
gage side as the rail was in the track. The results of the tensile tests are
shown in Table 2.
Fig. 2 — Fracture Showing Transverse Fissure in Head.
TABLE 2— TENSILE TESTS
Number
LOCATION
Tens. Str.
Lbs. per
Sq. Inch
Per Cent.
Elong. in
2 Inches
Per Cent.
Reduction
of Area
22a
22b
22c
22d
22e
22f
22g
Corner, Head
128,000
131,270
125,850
127,400
127,950
132,950
131,700
14.5
14.5
7.5
15.5
15.0
18.0
16.0
24.4
21.6
8.2
25.2
21.2
26.5
25.2
Interior, Head
Web
Flange
41a
41b
41c
41d
41e
4 If
41g
Corner, Head
128,300
130,750
15.5
12.5
5.0
15.0
15.0
16.0
14.5
22.4
21.0
3.5
23.4
21.3
25.5
21.7
Web
132,400
127,550
131,950
129,000
Flange
These tensile strength and ductility results are about normal for new
rails with .72 carbon, except those from the samples from the interior of
the head, which showed low elongation and reduction of area, although
low ductility is sometimes found in samples taken from the interior of
the head of new rails, even below the region of segregation.
TRANSVERSE SKCTIONS.
Ten transverse sections were cut from the rail, eight (Nos. 1, 3, 5, 7,
9, 11, 13 and 15) from the upper 6 ft., No. 31 at about the middle of the
198
RAIL.
rail and No. 42 about 26 ft. from the top end. These sections were
polished with emery, etched with copper-ammonium chloride solution un
til the deposited copper could be easily wiped off and then finally polished
with tripoli, discs being used for both the emery and tripoli polishing
The sections proved very interesting, as the above treatment disclosed
small cracks in the interior of the head extending to the web. Such
Fig. 3 — Diagram Showing Locations of Specimens for Tensile Test.
cracks were not found in the base or in the web except at its junction
with the head. The cracks were not seen in the first polishing with emery,
as the grinding action "smeared" them over. They did not. except in a
few cases, show up after the etching, or pickling with the copper solu-
tion, but after grinding away the roughened surface with a mild-actine
polishing material like tripoli they were disclosed. Illustrations of the
surfaces of Nos. 3, 5, 7 and 15 are shown herewith as Figs. 4. 5. 6 and 7.
RAIL WITH INTERNAL FISSURES.
199
Fig. 4 — Transverse Section of Piece No. 3, Etched and Repoushed
with Tripoli.
Fig. 5 — Transverse Section of Piece No. 5, Etched and Repoushed
with Tripoli.
200
RAIL.
•
Fig. 6 — Transverse Section of Piece Xo. 7, Etched and Repolished
with Tripoli.
Fig. - — Transverse Section of Piece No. 15, Etched and Repolished
with Tripoli.
RAIL WITH INTERNAL FISSURES.
201
respectively, and are given as the cross-sections which showed the cracks
most prominently. All the sections examined showed some cracks, al-
though in some of the sections they were few and small. A com-
posite diagram showing all the cracks of the 10 sections, collected into
one section, is presented as Fig. 8, which shows the distribution of 40
cracks. It will be noted that about two-thirds of the cracks are in the
lower part of the head, near its junction with the web, and these are
vertical. There are some cracks located near the middle of the head,
Fig. 8 — Composite Diagram Showing Forty Cracks in Ten Sections.
and those close to the vertical axis of the rail section are approximately
horizontal, while those off to either side are vertical or oblique. They
seem to occur in about equal numbers on either side of the rail section.
longitudinal sections.
A number of longitudinal sections were cut from the rail, both ver-
tical and horizontal, and were prepared as described above. Vertical sec-
tions, 6 in. long, were cut from pieces 2 and 10, as shown in Fig. 9. The
section from the gage side of piece No. 2 showed three longitudinal
cracks and one transverse crack, and the section from the outer side of
piece No. 10 showed one longitudinal crack. The other two sections
showed no cracks. A portion of the section from the gage side of piece
No. 2 is shown as Fig. 10, showing the transverse crack and one of the
longitudinal cracks.
Horizontal longitudinal sections, 6 in. long, were cut from pieces
Nos. 4, 8, 12 and 14, as shown in Fig. II. The 9- ft. length, No. 23, was
also used to prepare a horizontal longitudinal section about %-in. from
202
RAIL.
the top of the head. The four 6-in. sections from the lower part of the
head showed longitudinal cracks of varying lengths near the middle of
the section. The lengths varied from a fraction of an inch to over 2 in.
The section from piece No. 8 showed these most prominently and is
presented here as Fig. 12. The corresponding sections, about %-in. from
the top, each showed a number of longitudinal cracks about ^4-in. long,
and also showed from one to three small transverse cracks.
The 9-ft. section was prepared in three lengths and the surface
photographed in 29 parts, each with a length of about 4 in. Some of
Fig. 9 — Diagram of Locations of Vertical Longitudinal Sections.
Fig. 10 — Vertical Longitudinal Section of Piece No. 2.
these parts showed small cracks and some were free from cracks. The
number of distinct cracks (generally fVin. or longer) found in each of
the parts is shown in Table 3, which lists the longitudinal and transverse
cracks separately.
It will be noted from this table that in a length of 9 ft. of the rail
and in a horizontal plane about J^-in. below the top of the head about
29 longitudinal and about 12 transverse cracks were found. The longi-
tudinal cracks were in general from Y\- to -Mi-in. long, and the transverse
RATI. WITH INTERNAL FISSURES.
203
Fig. i i — Diagram of Locations of Horizontal Longitudinal Sections.
Fig. 12 — Horizontal Longitudinal Section of Piece No. 8, from Lower
Part of Head.
TABLE 3— CRACKS IN LONGITUDINAL SECTION
Part
Longitudinal
Transverse
Part
Longitudinal
Transverse
Number
Cracks
Cracks
Number
Cracks
Cracks
1
3
10
3
1
2
2
17
3
3
3
18
2
1
4
2
19
5
1
20
6
21
7
3
22
8
1
1
23
9
24
i
1
10
25
11
26
12
27
1
i
13
1
28
1
i
14
2
29
1
15
2 3
Totals
29
12
204 RAIL.
cracks from %- to ife-in. Part No. 2j is given herewith natural size as
Fig. 13, showing a longitudinal and a transverse crack.
MICROSTRUCTURE.
A microscopic examination was made of the metal at several places
and was found to be of normal microstructure. No difference was no-
ticeable between the structure of the metal immediately surrounding the
cracks and the structure of the body of the metal a short distance away
from the cracks.
Fig. 13 — Horizontal Longitudinal Section About i/% Inch Below Top
of Head, Part 27.
SUMMARY.
1. A study was made of a rail that broke in service, and whose
fracture showed a pre-existing internal crack, or "Transverse Fissure,"
in the head of the rail on the gage side. The examination consisted of
chemical, physical and microscopic tests, or more especially the examina-
tion of transverse and longitudinal sections of the rail.
2. The sections were prepared by polishing with emery, etching, or
pickling, with copper-ammonium chloride solution and then repolishing
with tripoli. This treatment disclosed small cracks which remained un-
noticeable on the first polishing with emery.
3. The rail was made at Gary in March, 1910, was laid in the same
month on the "Fort Wayne" road and broke in January, 1914. The
tests were all made at the Gary Works of the Illinois Steel Co.
4. According to the chemical analyses, the rail was made of steel of
about normal composition for rails.
RAIL WITH INTERNAL FISSURES. 205
5. Specimens for tensile test were taken from two locations along
the length of the rail, and seven specimens from each location. The
tensile strength and ductility were about normal, except in the samples
from the interior of the head, which showed low elongation and reduc-
tion of area.
6. Ten transverse sections were cut from along the length of the rail
and these were polished, pickled and repolished as explained above.
These sections each showed from one to six or seven small cracks in the
head of the rail, mostly in the lower part of the head near its junction
with the web. No cracks were found in the interior of the web or base.
A composite diagram is presented showing the locations of 40 cracks
contained in the 10 sections, and this diagram indicates that the cracks
occur in about equal numbers on either side of the rail section.
7. A number of short longitudinal sections, both horizontal and ver-
tical, were prepared from the rail. Also, a horizontal section, about %-in.
from the top of the head, was prepared from a length of 9 ft. of the
rail. These longitudinal sections showed small cracks, both longitudinal
and transverse, distributed irregularly along the length of the rail.
8. A microscopic examination was made of the metal at several
places and was found to be of normal microstructure. No difference was
noticeable between the structure of the metal immediately surrounding
the cracks and the structure of the body of the metal a short distance
away from the cracks.
9. In conclusion it may be said that the chemical and microscopic
examinations indicated the metal of this rail to have been of normal
composition and microstructure for rail steel. The tensile tests showed
good physical properties in the various parts of the rail section, except in
the interior of the head, where the ductility was low. Transverse and
longitudinal sections prepared by polishing, pickling and repolishing, as
described in the report, disclosed numerous small longitudinal and trans-
verse cracks in the interior of the head. These were mostly in the lower
part of the head and no cracks were found in the interior of the web or
base. The rail had been in service about four years, and this work does not
show whether the cracks were in the rail when made or whether they de-
veloped after the rail was put into service. Nor does this investigation
determine the origin of the cracks, or fissures, which finally cause failure
of the rail ; but it is believed it has advanced our information on the
subject.
Appendix D.
RAIL FAILURES STATISTICS FOR 1913.
By M. H. Wickhorst, Engineer of Tests, Rail Committee.
This report deals with the statistics of rail failures for the year end-
ing October 31, 1913, furnished by various railroads of the United States
and Canada in response to a circular sent out by the American Railway
Association. The information furnished by each railroad showed the
number of tons laid of each year's rolling from each mill and the total
number of failures that had occurred in each year's rolling from the
date laid until October 31, 1913. Heretofore only the failures occurring
in the year covered by the report were shown, but in this report the total
failures occurring since the rail was laid are made the basis of compari-
son, which constitutes an important change from former reports. The
failures per year of service vary in different years in the life of the rail
and are, of course, influenced by the density of traffic over the rail.
The total, or accumulated, failures occurring during its life would there-
fore constitute a more definite basis of comparison than the failures dur-
ing any one year, and would probably tend to equalize somewhat the dif-
ferences caused by different densities of traffic in causing failures.
The failures were divided into four classes, namely, head, web, base
and broken. Under each class the number of failures for the various
ingot positions was shown in some cases. The failures were reported
by the railroads on American Railway Engineering Association form
M. W. 408 as revised in 1913 and shown in the Proceedings for 1914,
Vol. 15, after page 336. A copy of this form somewhat reduced in size
is given as an insert.
The tonnages of rail represented by the statistics in this report are
shown below :
Year Rolled. Bessemer. Open-Hearth. Total.
1908 282,945 156,120 439.065
1909 432,155 461,261 893,416
1910 564,713 828,111 1,392,824
1911 276,933 646,809 923.742
1912 80,146 939,025 1,019,171
1913 63,472 793,557 857,209
Report No. 43, August, 1914.
207
208 RAIL.
It is interesting to note, for the 1908 rail, considerably more Besse-
mer rail is covered by these statistics than Open-Hearth rail, while for
rail rolled in the year 1912 and 1913 the tonnage of Bessemer rail is"
comparatively small. The statistics cover only part of the tonnage of all
rail rolled, but the above figures probably are a good indication of a
sudden increase in the use of Open-Hearth steel for rail of heavy sec-
tions in 1909, and the very considerable displacement of Bessemer steel
by Open-Hearth steel for heavy section rails by 1912.
The failures were tabulated with particular reference to three things,
as follows :
1. The performance of the rails made by the different mills.
2. The comparative performance of the three types of section: the
A. R. A. type A, or thick base, high rail; the A. R. A. type B,
or thick base, low rail, and the A. S. C. E. type, or thin base
rail.
3. The comparative performance of rails from different ingot posi-
tions.
Probably the most important and abiding use to be made of these
statistics is to show the performance of each mill's product from year to
year and to show the improvement, or otherwise, in successive years,
and the compilation has been made with this important feature in view.
It is, of course, the desire of all mills to avoid sending out defective
rails which will fail in track, and they have used particular care in this
direction in recent years. These records, from year to year, should show
the success or failure of such efforts, and it is thought they have been a
strong, and in the new form will be a stronger, incentive for the mills
to continually strive to reduce the defective rails sent out.
Most of the large systems responded to our request for statements
of rail failures, but a few of the larger railroads were unable to furnish
the information. It is probably true that these statistics become more
definite in their indication and more general in value the larger the num-
ber of roads and the larger the tonnage of rails represented, and it is
desirable, therefore, to have reports from all roads of large mileage. The
following are among the railroads from which we did not get returns :
Chesapeake & Ohio Ry. (Total failures not shown.)
Chicago & Alton R. R. (Total failures not shown.)
Chicago, Milwaukee & St. Paul Ry.
Chicago, St. Paul, Minneapolis & Omaha Ry.
Colorado & Southern Ry.
Delaware & Hudson Co.
El Paso & Southwestern System. (Total failures not shown.)
Grand Trunk Pacific Ry.
Grand Trunk Ry. (Total failures not shown.)
Illinois Central R. R. (All years' rollings shown together.)
Intercolonial Ry.
International & Great Northern Ry.
RAIL FAILURE STATISTICS. 209
Kansas City, Mexico & Orient Ry.
Lake Erie & Western R. R. (Total failures not shown.)
Minneapolis & St. Louis R. R.
Missouri Pacific Ry. (Total failures not shown.)
Mobile & Ohio R. R. (All years' rollings shown together.)
National Railways of Mexico.
Oregon Railroad & Navigation Co. (Year rolled not shown.)
Pere Marquette R. R. (Total failures not shown.)
Texas & Pacific Ry. (Total failures not shown.)
Wabash R. R.
Western Pacific Ry. (Total failures not shown.)
Wheeling & Lake Erie R. R.
The method of compiling the statistics was to make white prints of
the blanks submitted by the different railroads, after seeing that all tbe
lines were fully filled out, and then cutting them up along the horizontal
lines with a large card-cutter, or trimming-board. These strips consti-
tute the units in the tables, and after sorting in suitable order and col-
lecting into desired groups the information was transcribed on a type-
writer into tables, from which zinc cuts were made for printing in the
report. One sorting of the strips was made to show the failure per-
formance by mills and another by types of rail sections. The writer
wishes to acknowledge the efficient and skilful work done by Mr. G. C.
Palmer, who compiled the tables and diagrams.
Below is given a list of the tables and diagrams contained in this
report, listed here for convenience of reference :
Failures Classified by Mills:
Table I. Total failures, grouped by mills and years, showing in de-
tail the weights, sections, specified carbon and tons of rail
laid ; the total failures to date of report, subdivided be-
tween the four classes of failure, i. e., head, web, base and
broken ; the failures per 10,000 tons, and the railroad on
which the tonnages were laid.
Table 2. Summary showing tons of rail, total failures and failures
per 10,000 tons, grouped by years and mills.
Table 3. Number and percentages of failures in the four classes,
grouped by mills, years and weights of rail.
Table 4. Percentages of failures in the four classes, grouped by
years and mills.
Table 5. Average weights of rail for the different years and mills,
compiled from tonnages used in report.
Fig. 1. Diagram showing failures per 10,000 tons, grouped by years
and mills. (Compiled from Table 2.)
Fig. 2. Diagram showing failures per 10,000 tons, grouped by mills
and years. (Compiled from Table 2.)
Fig. ,3. Diagram showing percentages of failures in the four classes,
grouped by years and mills. (Compiled from Table 4.)
210 RAIL.
Ranking of Mills:
Table 6. Comparison of failures for the different mills, showing
ranking.
Comparison of Sections:
Table 7. Total failures, grouped by years, weights and the three
types of section, and showing same detail as Table 1.
Table 7-A. Summary showing failures per 10,000 tons grouped by
the three types of section, years, mills and weights.
Table 7-B. Summary showing failures per 10,000 tons grouped by
years, types of sections and mills.
Table 8. Number and percentages of failures in the four classes,
grouped by weights and the three types of section, for
Bessemer rail.
Table 9. Similar to Table 8, but showing information for Open-
Hearth rail.
Table 10. Number and percentages of failures in the four classes,
grouped by the three types of section, for both Bessemer
and Open-Hearth rail.
Table II. Comparison of failures of the three types of section,
showing their ranking.
Fig. 4. Diagram showing failures per 10,000 tons for the three types
of section. (Compiled from Table 10.)
Fig. 5. Diagram showing failures per 10,000 tons for the different
weights of rail and the three types of section. (Com-
piled from Tables 8 and 9.)
Fig. 6. Diagram showing percentages of failure in the four classes,
grouped by weights of rail and the three types of section.
(Compiled from Tables 8 and 9.)
Fig. 7. Diagram of percentages of failures in the four classes,
grouped by the three types of section. (Compiled from
Table 10.)
Comparison of Weights:
Table 12. Number and percentages of failures in the four classes,
grouped by weights, for Bessemer rail.
Table 13. Number and percentages of failures in the four classes,
grouped by weights, for Open-Hearth rail.
Table 14. Comparison of failures by weights of rail, showing rank-
ing.
Fig. 8. Diagram showing failures per 10,000 tons by weights. (Com-
piled from Tables 12 and 13.)
Fit,r. <)■ Diagram of percentages of failure in the four classes by
weights. (Compiled from Tables 12 and 13.)
REVISED FORM M. W. 408.
STATISTICS OF RAIL FAILURE.
AMERICAN RAILWAY ENGINEERING ASSOCIATION
Kail Failure! for the Year Ending October 31, 191
■Hal
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RAIL FAILURE STATISTICS.
211
Ingot Positions:
Table 15. Total failures by ingot positions, divided between the four
classes of failure.
Table 16. Number and percentages of failures in "A," "B" and
"lower" rails, grouped by class of failure, mills and years.
Table 17. Summary of number and percentages of failures in "A,"
"B" and "lower" rails, grouped by class of failure and
mills.
Fig. 10. Diagram of percentages of failures in "A," "B" and "lower''
rails, grouped by class of failure. (Compiled from
Table 17.)
Fig. 11. Diagram of percentages of failures in "A," "B" and "lower"
rails, grouped by years and mills. (Compiled from per-
centages given under "totals" column of Table 16.)
Titanium:
Table 18. Number and percentages of failures in Bessemer and
Open-Hearth steel to which ferro-titanium has and has
not been added.
Failures per 100 Track Miles:
Table 19. Summary showing track miles of rail, total failures and
failures per 100 track miles, grouped by mills.
Table 20. Summary similar to Table 19, showing information
grouped by weights of rail and the three types of section.
Table 21. Summary, grouped by the three types of section.
Table 22. Summary, grouped by weights of rail.
FAILURES CLASSIFIED BY MILLS.
For the purpose of determining the failure performance of the rails
furnished by the different mills, the statements were first grouped into
Bessemer and Open-Hearth steel. They were then grouped by steel mills,
and each mill's tonnages grouped by the year the rail was rolled. Totals
and averages were obtained for each of these groups. In the final sub-
division the tonnages were listed according to weight per yard and type
of section. Lots of less than 1,000 tons — that is, less than 1,000 tons in
any one year's rolling — were excluded from the tabulation, as they
would unnecessarily extend the tables and not materially change the
group totals and averages.
The detail tabulations by mills and years rolled are given in Table 1,
sheets 1 to 26, inclusive. A condensed table showing the failures of each
year's rolling of each mill is given as Table 2. Tt is interesting to note
from this table the comparative performance of Bessemer and Open-
Ilearth rail for the several years' rollings. Figuring the failures per
10,000 tons of Open-Hearth rail as 100 for each of the years 1908, 1909,
1910 and 191 1, the relative number of failures of Bessemer rails, together
with the failures per 10,000 tons, is shown below:
212 RAIL.
FAILURES OF BESSEMER AND OPEN-HEARTH COMPARED.
Failures Per 10,000 Tons. Comparative Failures.
Year Rolled. Open-Hearth. Bessemer. Open-Hearth. Bessemer.
1908 268.9 302.1 100 112
1909 109.0 212.4 100 195
1910 57.6 132.1 100 229
191 1 374 94-2 100 252
The rails for 1912 and 1913 are not included in this comparison, as
they are probably too young for the comparison to be as reliable as for
the older rails. It will be noted that in the 1908 rolling the failures per
unit of tonnage were only a little greater for Bessemer than for Open-
Hearth rails, but in the rollings for the succeeding years the failures for
the Bessemer rails were from about two to two and one-half times
greater than for Open-Hearth rails. Comparing the different years, the
failures per 10,000 tons of Open-Hearth rails are proportionately much
larger for the year 1908 (approaching the number of Bessemer failures),
and this suggests the thought that there were faulty practices in the early
rollings of Open-Hearth rails that were improved upon in later years.
For convenience of comparison, the failures for each year's rolling
for each mill are shown graphically in Figs. 1 and 2. Fig. 1 shows the
failures grouped by year rolled, beginning with the 1908 rollings and
showing the other years' rollings in succession. Fig. 2 shows the failures
grouped by mills, the various years' rollings of one mill being shown
together. Looking at the lines representing the failures of Bessemer rail
in this figure it will be noticed that a great many failures were reported
for the 1909 Carnegie rail, although more recent rollings of that mill's
Bessemer rail compare well with the average results from all the mills.
Considering now the failures of Open-Hearth rail, it will be noted that
Dominion rails show the greatest number of failures per 10,000 tons
for four out of five years. The Algoma and Bethlehem mills also show
high numbers of failures per 10,000 tons.
In order to show the proportion of failures occurring in the four
classes of failure, i. e., head, web, base and broken, Table 5, sheets 1 to
5, inclusive, is submitted, which shows the number of failures in each
class, together with the per cent, each class is to the total failures in
the lot, or group, covered. A condensed table showing the percentage
of failures in each of the four classes for each year's rolling and each
mill is given as Table 4, and these results are shown graphically in Fig.
3. The distribution of failures among the several classes varies greatly
among the individual lots and in some cases even among the group re-
sults, but a study of the figures and especially of the group figures brings
out some interesting points. In Bessemer steel, a large proportion of the
failures of the Illinois and Lackawanna rails were classified as base fail-
ures and broken rails.
As a matter of information, the average weights per yard of the
rails rolled by the several mills, covered by these statistics, are shown in
Table 5.
RAIL FAILURE STATISTICS.
213
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RAIL FAILURE STATISTICS.
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RAIL.
RANKING OF MILLS.
In order to show more conveniently the relative number of failures
from each of the mills and to show the ranking of the mills as regards
the failure performance of the rails rolled by them, Table 6 has been
prepared. Taking the average number of failures per 10,000 tons of all
the mills in any year's rolling as ico, the relative number of failures of
each of the mills is shown for the years 1908, 1909, 1910 and 191 1. The
later rollings are not included because of being too young. The rank
of each mill is also shown for each year's rolling. An average was taken
of the relative failures for the four years' rollings and this then taken
as showing the average performance of the rails made during 1908 to
191 1, inclusive. These averages for the various mills may be said to col-
lect into a focus the information contained in these statistics as to the
relative failure performance of the rails rolled in the period covered.
These average relative failures are listed herewith for more convenient
discussion :
ROLLINGS OF RAILS, I908 TO ICJII, INCLUSIVE.
Bessemer.
Mill. Rank.
Maryland 1
Cambria 2
Lackawanna 3
Illinois 4
Carnegie 5
Algoma 6
Relative
Failures.
56
71
161
191
Average ." 100
Open-Hearth.
Relative
Mill. Rank. Failures
Colorado 1 20
Tennessee 2 26
Lackawanna 3 52
Pennsylvania 4 58
Maryland 5 76
Carnegie 6 96
Illinois 7 107
Cambria 8 136
Bethlehem 9 210
Algoma 10 312
Dominion 11 539
Average
The "100" given as "Average," it should be understood, is not ob-
tained as the average of the column below which it appears, but is taken
to represent the failure performance of the tonnage covered by these
statistics of all the mills during the four years represented and for Bes-
semer and Open-Hearth rail separately. The "Relative Failures" gives
the number of failures that occurred in the same tonnage that had 100
failures as an average of the rails of all the mills.
A striking feature noticeable in this comparison is the very large
differences between the different mills, especially in the Open-Hearth
steel, some of which can be attributed, probably, to differences in the
service to which the rails are subjected, but this can be only a partial
explanation. j
RAIL FAILURE STATISTICS. 217
The Carnegie Bessemer rails made a bad showing, due largely to the
very high number of failures per 10,000 tons of the 1909 rolling.
COMPARISON OF SECTIONS.
A retabulation was made of all the failure reports with special refer-
ence to the matter of the performance of different sections and was di-
vided into three groups as follows : Thick base, high rails, or the A. R.
A. type A group ; thick base, low rails, or the A. R. A. type B group,
and thin base, or A. S. C. E. group. The sections appearing in this re-
port are shown below under the three groupings :
LIST OF SECTIONS CLASSIFIED.
A.R.A.-"A" A.R.A.-"B" A.S.C.E.
Weights Thick Base Thick Base Thin
of Rail. High. Low. Base.
70-lb ARA-"B" ASCE
72-lb .. ASCE
NP
75-lb .. 1.. ASCE
CS
MP
80-lb ARA-"A" ARA-'-B" ASCE
Dudley
85-lb AT&SF CP ASCE
PS CB&Q
D&RG
PRR
90-lb ARA-"A" ARA-"B" ASCE
AT&SF GN CS
D&RG
91-lb .. DL&W
100-lb ARA-"A" ARA-"B" ASCE
C&NW Dudley
P&R NYNH&H
PS PRR
101-lb DL&W
105-lb .. Dudley
no-lb LV
The statements were first grouped into Bessemer and Open-Hearth
steel and then successively by year rolled, weight of rail and type of sec-
tion. Totals and averages were figured for the final groups. This com-
pilation is shown in Table 7. sheets 1 to 24, inclusive. A condensed table
showing the Bessemer failures grouped by weights and the three types
of section is given as Table 8, and a similar table for the Open-Hearth
failures as Table 9. These tables show the number of failures divided
218 RAIL.
into the four classes of failures (head, web, base and broken), and show
the percentage that each class was of the total failures in the lot, or
group. A still further condensation is given in Table 10, which shows
the failures grouped by the three types of section for each year's rolling
for both Bessemer and Open-Hearth rails. These general results are
shown graphically in Fig. 4, and the results grouped by weights and types
of section in Fig. 5. In looking over the diagrams for Bessemer steel
it will be noted that the three types of section take turns in showing the
lowest number of failures per io,oco tons in the different years, indicat-
ing that design of rail section is not a predominant factor in the failure
performance of a lot of rails. This report, of course, deals only with
rail failures and does not in any way cover the matter of rail wear or
general service performance otherwise. In looking over the diagrams for
Open-Hearth steel it will be noted the "B" type of section showed the
highest number of failures per 10,000 tons in all the years. It is prob-
ably true, though, that this section has been selected for the heaviest
service and hardest conditions, and for this reason no definite conclusions
can be drawn as to the different types of section. As between the "A"
type and the "Thin Base" type of section the one showed the lowest
number of failures part of the time and the other type showed the lowest
number in the other years.
A further comparison of the types of section has been figured out
and presented in Table 11. This table shows for each year the relative
number of failures for each type of section compared with the average
failures per 10,000 tons of all rails taken as 100. According to the aver-
age for the several years' rollings the lower number of failures occurred
in the "A" type of section, the "Thin Base'' type gave the next higher
and the highest number occurred in the "B" type of section. As already
pointed out, however, this latter type is probably in the most severe and
heavy service.
The distribution of the failures among the four classes (head, web,
base and broken), is shown for the three types of section, grouped by
-weights and types, in Fig. 6. A condensed diagram showing the failures
divided into classes and grouped by types of section only is given in
Fig. 7. While there are large individual differences, as a general average
the "Thin Base" sections have a somewhat larger proportion of failures
classified as base breaks and broken rails, as shown by the general sum-
mary copied herewith from a previous table :
RAIL FAILURE STATISTICS.
219
AVERAGE OF PERCENTAGES FOR THE SIX YEARS.
Type of Section. Head. Web. Base. Broken.
Bessemer.
ARA-"A" 36 5 6 53
ARA-"B" 53 6 15 26
ASCE 26 2 35 2,7
Average 39 4 19 38
Open-Hearth.
ARA-"A" 59 8 5 28
ARA-"B" 49 11 10 30
ASCE 33 9 12 46
Average 47 9 9 35
It is noticeable, however, in the Open-Hearth results, that the A. R. A.
type B sections, which have the heaviest base, show almost as high a
percentage of base breaks as the "Thin Base" sections.
A regrouping of the failures for the three types of section by years
rolled and by mills is given in table 7-A, sheets 1 to 4 inclusive, and a
summary of this information is given as Table 7-B. »
COMPARISON OF WEIGHTS.
Table 12 shows the failures of Bessemer rails grouped by weights,
and Table 13 shows the failures of Open-Hearth rails grouped in a simi-
lar manner. These results are shown graphically in Fig. 8. A study of
these tables and diagrams shows considerable variation in the different
years of the order of the different weights of rail, as regards failures per
10,000 tons. The heavier rails are generally in heavier and more severe
service, and it would seem improbable that definite conclusions regarding
the relative merits of different weights of rail as to failure performance
in the same service could be drawn from general statistics of this nature.
It may be said that, under the conditions of use, the failures per 10,000
tons are of about the same order of magnitude.
Table 14 has been prepared to show the relative failure performance
of 85-, 90- and 100-lb. rails. It shows, for the rollings of 1908, 1909, 19 10
and 191 1, the relative failures of each weight compared with 100 failures
of all rails of these weights, and also shows the ranking of the different
weights. Of the Bessemer rails, the 100-lb. showed the lowest relative
number of failures in each year, but of the Open-Hearth rails this weight
ranked 2 in one year and 3 in the other three years. Here the conclusion
indicated is that weight of rail is a minor factor in the matter of rail
failures.
Fig. 9 is given to show graphically the distribution of failures among
the four classes (head, web, base and broken), grouped by weights.
Among the light weights (70- to 84-lb., inclusive), a good many of the
percentages show a large proportion of failures as broken rails and base
220
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RAIL FAILURE STATISTICS.
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RAIL.
breaks, and a study of the detail results shows these to have been largely
of the A. S. C. E. section.
INGOT POSITIONS.
Statements of rail failures received from some of the railroads
showed the ingot positions of the rails, that is, whether "A," "B" or
"lower" rails of the ingot, and the information has been collected in
Table 15, sheets 1 to 7, inclusive, grouped by mills and years rolled. A
condensed table showing the failures for each mill and for each year's
rolling is given as Table 16, sheets 1 to 3, inclusive. This table shows
the number and percentages of failures in "A," "B" and "lower" rails
for each of the four classes of failures. The total failures and their
percentages for each mill have been recopied and brought together in
Table 17, and the percentages are again presented graphically, for more
convenient comparison, as Fig. 10.
These general results show some interesting comparisons between
the "A" rail and the other rails of the ingot as regards tendency to failure.
It will be noted that, among the head failures there were more failures
of the "A" than of the "B" rails with all the mills except in the case of
Carnegie Open-Hearth rails. Of all the Bessemer rails tabulated 46
per cent, of the head failures were in the "A" rail and 17 per cent, in
the "B" rail, and of the Open-Hearth rails 37 per cent, were in the "A"
rail and 21 per cent, in the "B" rail. If we assume there were an equal
number of "A" and "B" rails in service and that the "B" rail has the
same tendency to failure as those below it in the ingot, we see that in
the class of head failures the "A" rail failed 2.7 times more than the
other rails in Bessemer steel and 1.8 times more in Open-Hearth steel.
Neither assumption is strictly correct since, first, large discards, in some
cases, were made from the ingot and no "A" rails rolled, and second,
it is not known that the "B" rail has just the same failure tendency as
the lower rails, but the assumptions are probably satisfactory for present
purposes. Considering now the base breaks and broken rails, it will be
noted that a few more failures occurred in "B" rails than in "A" rails,
but the difference is not great. In other words, the rails from the sev-
eral ingot positions showed about the same failure tendency as regards
base failures and broken rails, as an average result of the rails from all
mills.
The failures of the several mill grouped by years and ingot positions
are shown graphically in Fig. 11. It will be noted of all the failures
classified there were 2.0 times the number of failures of "A" rails as of
"B" rails in Bessemer steel, and 1.2 times in Open-Hearth steel.
TITANIUM.
Some of the lots of rail were reported as having been treated with
ferro-titanium, and Table 18 is given showing comparisons between plain
steel and titanium-treated steel for the same sections rolled in the same
years. It will be noted that in some cases the treated steel showed the
RAIL FAILURE STATISTICS.
227
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RAIL FAILURE STATISTICS. 229
lower number of failures per 10,000 tons, while in other cases the plain
steel showed the lower number of failures. The average results showing
failures per 10,000 tons for each year's rolling are copied herewith:
Bessemer. Open-Hearth.
Year Rolled. Plain. F. T. Plain. F. T.
1909 292.1 64.4 .... ....
1910 J49-i 126.5 166.3 105.5
191 1 73-6 273.1 43.8 58.7
1912 25.6 5.5 8.7 8.1
The plain steel in some cases showed a lower number of failures than
the titanium-treated steel, but on the whole the treated steel seems to
have had less failures than the plain.
FAILURES PER 100 TRACK MILES.
It has been thought the failures occurring in a given length of track
constitute a more equitable basis of comparison than the failures oc-
curring in a given tonnage, the latter basis being the one used heretofore
and is used in this report. The "Failures per 100 Track Miles" is a con-
venient unit and several of the general tables have been recalculated
from failures per 10,000 tons to failures per 100 track miles as follows:
Table 19. Grouped by mills, all weights, sections and tonnages.
Table 20. Grouped by weights and the three types of section for all
mills and tonnages.
Table 21. Grouped by the three types of section for all mills, weights
and tonnages.
Table 22. Grouped by weights for all mills, sections and tonnages.
For convenient reference, the number of tons (2,240 lbs.) of rail in
100 miles of track for the different weights per yard is shown below:
70-lb 11,000 tons
72-lb 1 1. 314 tons
75-lb 11,786 tons
80-lb 12,571 tons
85-lb 13,357 tons
90-lb 14,143 tons
91-lb 14,300 tons
100-lb r 5,714 tons
101-lb 15,871 tons
105-lb 16,500 tons
no-lb 17.286 tons
There are 32,000 33-ft. rails in 100 miles of track; therefore, 320
failures per 100 miles are equal to one per cent.
The general conclusions drawn from the comparison made on the
mileage basis are essentially the same as when deduced from a tonnage
basis.
230 RAIL.
SUMMARY.
i. Statistics are given of rail failures collected for the year ending
October 31, 1913, furnished by various railroads of the United States and
Canada in response to a circular sent out by the American Railway As-
sociation. The information furnished by each railroad showed the num-
ber of tons laid of each year's rolling from each mill, and also showed
the total number of failures that occurred in each year's rolling from the
date laid until October 31, 1913.
2. The basis of comparison is the number of failures per 10,000 tons
from the date laid until October 31, 1913.
3. The failures were divided into four classes, as head, web, base
and broken. The ingot positions were divided into "A" rail, "B" rail
and "lower" rails.
4. The failures were tabulated with particular reference to three
things : First, the performance of the rails made by the different mills ;
second, the comparative performance of the three types of section, the
A. R. A. type A, or thick base, high rail ; the A. R. A. type B, or thick
base, low rail, and the A. S. C. E. type, or thin-base rail ; third, the com-
parative performance of rails, from different ingot positions.
5. As an average of all the failures tabulated, the failures per 10,000
tons of Bessemer rails were a little more in the 1908 rolling than the
failures of Open-Hearth rails. In succeeding years the relative number
of Bessemer failures increased to about two and one-half times the num-
ber of Open-Hearth failures in the 1911 rolling.
6. The failure performance of the rails from the several mills are
shown, and probably the most striking feature is the large differences be-
tween the different mills. A table is given showing the ranking, or order
of rail breakage, of the mills based on the failures per 10,000 tons. Re-
sults are also given showing the failures of the several mills divided into
four classes.
7. A tabulation was made with special reference to the comparative
failure performance of thick base and thin base rails, as explained above.
The results indicate that the various types of section have about the same
failure tendency, although on account nf the differences in service no
definite conclusions can be drawn as to the different types of section.
The thin-base rails showed a somewhat larger percentage of failures as
base breaks and broken rails, although the failures per 10,000 tons were
about the same.
8. Comparisons were made of failures by weights of rail, but defi-
nite conclusions as to the failure performance of different weights of
rail probably cannot be made from these statistics because of the differ-
ence of service to which the light and heavy rails are subjected. The
comparisons indicate that the weight of rail per yard does not greatly
influence the failures per 10,000 tons.
RAIL FAILURE STATISTICS. 231
9. A comparison of the rails from the different ingot positions in-
dicated that, as a general average, the failures classified as head failures
of the "A," or top rail, were 27 times the failures of the other rails of
the ingot in Bessemer steel and 1.8 times in Open-Hearth steel. In the
failures classified as base breaks and broken rails the different rails of the
ingot showed about the same failure tendency, or a little less in the "A,"
or top rail.
10. A comparison of rails made of steel treated with titanium with
those of plain steel showed that in some cases the treated rails gave fewer
failures per 10,000 tons than the plain rails, and in other cases the plain
rails gave the smaller number of failures. As a general average the
titanium-treated rails gave somewhat less failures per 10,000 tons.
11. It has been thought the failures occurring in a given length of
track constitute a more equitable basis of comparison than the failures
occurring in a given tonnage, which is the basis used heretofore. Several
of the general tables have been recalculated, using failures per 100 miles
of track as the unit of comparison, and it is expected this basis will be
adopted for future reports.
12. The tables showed that, after a period of service of five years,
as a general average, about l% per cent, of the rails were reported as
failed.
13. In conclusion it may be said that there were large differences
in the failure performance of the rails from different mills. These dif-
ferences were not great between different types of sections or between
different weights of rail, taken as a general average, although there were
large individual differences. The "A," or top rail, of the ingot showed a
greater tendency toward head failure than the other rails of the ingot,
but about the same failure tendency as regards base breaks and broken
rails.
ion Karpen Building,
500 S. Michigan Ave.,
Chicago, 111.
232
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RAIL FAILURE STATISTICS.
259
Table 3 - Sheet 1
Homier and Percentages of Failure
GROUPED I
s in Head
Y MTT.T.R AI
Web and Base
ID WETOHTS
and Account Broken
Lbs.
Per
Yard
Total
Tons
Failures and Percentages
Fail-
urea
Per
10,000
Tons
Hill
Year
Head
Web
Base
Broken
Total
No.
*
No.
%
No.
4!
no. | a
No.
BESSEMER BAH
Algoma
1908
85-9
7,635
217
55
18
5
68
15
98
25
391
612.1
1909
80-4
85-9
90-4
100-4
6,785
20,200
1,134
6.082
4
190
3
3
32
6
3
13
5
2
2
10
19
86
7
15
15
14
102
299
36
80
51
70
128
668
0
51
188.7
291.1
0.0
100.4
To'
als
33,201
197
25
21
3
112
15
437
67
767
231.0
1910
85-9
100-4
16,450
8,229
299
5
46
IP.
22
3
120
6
18
12
216
31
35
76
667
41
399.4
49.8.
Totals
24,679
304
43
22
3
126
19
247
35
698
282.8
1911
85-9
23,960
271
44
16
3
168
S7
159
26
614
256.3
1912
85-9
14.430
91
53
6
4
45
37
27
16
169
117.1
Cambria
1908
85-9
90-4
100-4
6,000
9,683
4.686
29
101
6
58
82
29
13
6
3
26
6
18
3
3
1
6
2
6
5
14
8
10
11
47
60
124
17
83.1
129.5
36.3
To'
als
20.269
135
71
22
11
7
4
27
14
191
94.2
1909
85-9
90-4
100-4
6,010
4,043
8,418
23
185
79
41
78
66
16
12
18
29
5
16
4
6
7
3
13
33
22
23
14
18
66
236
119
93.2
583.7
141.4
To
als
18.471
287
70
46
11
10
3
68
16
411
222.5
1910
86-9
90-4
100-4
3,694
6,180
15.011
2
74
139
9
58
71
8
12
25
36
9
13
3
1
3
1
13
38
31
56
30
15
23
127
196
62.2
205.5
130.5
To'
als
24.885
215
62
45
13
4
1
82
24
346
139.0
1911
85-9
2,989
10
77
-
-
1
8
2
15
13
43.5
1912
85-9
2.164
3
75
1
25
4
18.6
1913
85-9
2,298
0
0.0
Carnegie
1908
86-9
90-4
100-4
31,896
1,177
9,475
853
62
134
91
78
50
21
11
22
2
14
8
2
1
:
59
6
112
7
8
42
936
" 79
269
293.1
671.2
283.9
To
;als
42.648
1.049
82
54
4
3
-
177
14
1.283
301.5
1909
86-9
90-4
100-4
16,102
19,694
34.696
1,419
2,548
484
87
93
73
113
87
52
7
3
8
13
13
16
i
2
86
101
115
5
4
17
1,631
2,749
667
1013.5
1395.8
192.3
To
tals
70.492
4.451
88
252
5
42
1
302
6
5,047
716.0
1910
80-4
85-9
90-4
100-4
1,437
39,866
42,795
34.503
23
497
830
156
92
71
66
47
2
74
75
22
8
11
6
7
13
27
13
2
2
4
111
321
141
16
26
42
25
696
1,253
332
173.9
174.3
292.8
96.2
To
;al6
118.601
1.506
66
173
7
53
2
673
2b
2.305
194.3
1911
80-4
86-9
90-4
100-4
3,000
10,001
26,786
23,709
21
79
25
37
39
24
2
3
15
7
53
5
8
7
1
2
7
5
17
4
4
5
3
31
98
66
50
64
49
64
6
67
199
103
20.0
57.0
74.3
43.4
J?0
;als
63.496
125
34
27
8
15
4
198
54
365
57.6
1912
100-4
4,098
1
20
-
-
-
-
4
80
5
12.2
1913
85-9
100-4
6,822
26.315
7
2
50
40
1
1
7
20
:
:
6
2
43
40
14
5
20.6
1.9
Totals
33.1?7
9
47
2
11
-
-
8
42
19
5.7
Illinois
1908
70-4
85-9
90-4
1,044
77,441
17.751
1
1,405
262
50
48
47
53
21
2
4
653
64
22
12
1
846
205
50
28
37
2
2,957
562
19.0
381.8
310.9
To
;als
96,236
1.668
48
74
2
717
20
1.052
30
3.511
364.8
1909
75-9
80-4
85-9
90-4
100-4
14,929
1,043
50,715
57,675
29.019
10
209
129
18
6
30
23
10
6
25
17
6
3
4
3
3
13
66
146
47
7
9
26
27
151
403
271
104
84
57
48
60
180
0
703
663
175
120.6
0.0
138.6
97.6
60.3
To
;alB
153,381
366
23
54
3
272
17
929
57
1.621
105.7
1910
70-4
75-9
3,022
2,076
1
246
19
3
12
37
18
1
534
1
27
2
29
1,178
31
97
60
61
30
0
1,976
51
99.3
0.0
162.3
24.4
90-4
100-4
129,773
20.905
To
;als
155.776
266
13
18
1
635
26
1,238
60
2.057
132.0
1911
70-4
75-9
80-4
85-9
90-4
100-4
5,600
11,830
3,670
16,668
40,568
25.671
2
26
34
66
7
16
8
36
6
13
8
3
3
4
1
36
63
6
4
22
IE
3
25
4
100
340
110
89
100
100
60
77
68
28
4
2
166
440
190
50.0
3.4
6.6
99.6
108.4
74.0
So
tulr.
163 407
127
15
26
3
96
12
681
70
630
79.9
260
RAIL.
Table 3 - Sheet 2
allures In Head, Web and Base,
UPED BY MILLS AND WEIGHTS
tnt Broken
Humber and Percentages of I
GRC
and Ac oox
Lbs.
Per
Yard
Total
Tons
Failures and Percentages
Fail-
ure B~
Per
10,000
Tons
mi:
Year
Head
Web
Base
Broken
Total
No. | %
No.
%
No.
t
No.
*
No.
BESSEMER RAI1
Illinois
1912
75-9
85-9
90-4
100-4
5,674
2,685
8,540
3.000
4
2
24
100
9
60
2
9
4
10
17
12
82
30
4
0
21
40
7.1
0.0
24.6
1.T3.3
Totals
19,899
30
46
2
3
4
7
29
44
55
32.7
1913
85-9
90-4
1,741
2.766
1
100
-
-
-
-
-
-
1
0
5.7
0.0
To'
Sl 8
4.507
1
TOO
-
-
-
-
-
-
1
2.2
Lacks wanna
1908
80-4
85-9
90-4
100-4
27,655
11,897
13,264
20.197
14
216
265
£9
15
16
29
24
8
1
10
1
8
36
316
520
8
39
23
57
6
43
794
134
76
46
60
14
62
93
1,334
920
123
33.6
112.1
693.6
60.9
Totals
73,013
524
21
19
1
880
36
1.047
42
2.470
338.3
1909
75-9
80-4
85-9
90-4
100-4
1,273
32,891
20,580
12,812
42.317
1
6
16
39
47
2
e
33
32
36
1
2
7
5
1
4
6
4
22
30
5
15
31
47
41
10
12
23
24
37
25
60
49
51
50
53
50
37
47
74
48
121
132
369.2
22.5
23.3
94.4
31.2
Totals
109,873
109
26
15
3
103
25
195
46
422
36.4
1910
80-4
85-9
90-4
100-4
50,346
19,162
73,193
46.898
32
9
104
66
4
9
21
22
3
3
16
22
3
3
7
541
8
156
116
71
8
31
40
190
80
227
91
26
80
45
31
766
100
503
295
152.1
62.2
68.7
62.9
To
als
189.589
211
13
44
3
321
49
588
36
1,664
87.8
1911
80-4
85-9
90-4
100-4
13,567
2,928
17,197
12.996
10
4
19
16
2
66
13
64
1
1
2
2
17
1
8
439
13
1
82
9
4
84
1
112
6
16
17
77
24
534
6
146
25
393.0
20.5
84.9
19.2
Totals
46.708
49
7
6
1
453
64
203
28
711
152.2
1912
85-9
90-4
100-4
6,885
3,046
9,335
4
6
100
86
1
14
-
-
1
100
4
1
7
5.8
3.3
7.5
Totals
19T265
10
84
1
8
-
-
1
8
- 12
6.2
1913
90-4
100-4
4,160
3.227
0
e
0.0
0.0
Totals
7,387
0
0.0
Maryland
1908
70-4
85-9
90-4
100-4
2,827
16,021
19,853
4,543
1
170
366
24
100
62
94
63
22
3
2
8
1
5
6
1
1
2
3
76
19
11
28
5
29
l
274
389
38
3.5
171.0
195.9
83.6
Totals
43.244
561
80
27
4
8
1
106
16
702
162.3
1909
85-9
90-4
100-4
8,171
17,062
21,504
16
298
393
73
79
77
2
20
42
9
5
8
8
5
2
1
4
62
71
18
14
14
&2
378
511
26.9
221.5
237.6
Totals
46,737
707
77
64
7
13
1
127
16
911
194.9
1910
70-4
85-9
90-4
100-4
1,031
23,591
10,190
16.371
57
93
79
57
72
49
11
4
27
11
3
17
11
3
1
11
2
1
21
30
53
21
23
33
0
100
130
160
6.6
42.4
127.5
97.7
Totals
51.183
229
59
42
11
15
4
104
26
390
76.2
1911
85-9
90-4
100-4
13,324
3,067
19,482
8
4
18
40
50
37
3
1
6
15
12
10
1
6
■ 6
12
8
3
20
40
38
41
20
8
49
15.0
26.1
25.2
Totals
35.873
30
39
9
12
7
9
31
40
77
21.5
1912
100-4
20,289
4
6
24
34
28
40
14
iio
70
34.5
1913
70-4
J.00^4
3,420
1.2,723
1
TOO
:
.
_
_
0
1
0.0
0.8
Totals
16,143
1
TOO
-
_
-
-
-
-
1
0.6
OPEN
IEAETB
RAH
Alpons
1908
85-9
2,645
76
82
-
-
12
13
4
5
92
361.5
1909
80-4
85-9
100-4
2,262
6,760
1,560
1
124
20
81
2
1
1
50
1
7
20
5
3
20
1
60
13
60
5
153
2
22.1
226.3
12.8
Totals
10.562
125
78
3
2
8
5
24
15
160
161.2
1910
85-9
100-4
5,600
2.276
184
1
77
100
6
3
17
7
32
IS
239
1
434.5
4.4
To;als
7,778
185
77
6
3
17
7
32
13
240
308.6
1911
65-9
10 T 760
117
66
4
2
25
14
31
18
177
164.5
1912
85-9
7,430
64
78
-
-
8
12
7
10
69
92.9
RAIL FAILURE STATISTICS.
2G1
Table
Z - Sheet 3
Number and Percenta
ges of Failures in Head
GROUPED BY MILLS AT
Wei
and Base
and Account Broken
D WEIGHTS
Mill
Year
Lbs.
Per
Yard
Total
Tons
Failures and Percentages
Fail-
ures
Per
10,000
Tons
Head
Web
Base
Broken
Total
Ho.
*
No.
%
Ho.
%
Ho.
t
No.
OPED B
EARTH
RAII
Bethlehem
1908
85-9
90-4
100-4
10,000
15,645
1T448
109
308
22
67
42
?5
3
34
49
2
5
6<>
39
13
5
24
2
fi-
12
371
12
7
61
13
163
726
88
163.0
464.0
607.7
Totals
27.093
439
45
86
8
57
6
395
41
977
360.6
1909
85-9
90-4
100-4
9,805
32,389
11.449
27
500
84
25
35
41
6
32
18
5
2
9
4
25
15
4
2
7
72
874
88
66
61
43
109
1,431
205
111.6
441.8
179.0
Totals
53.643
611
35
56
3
44
2
1.034
60
1 745
325.3
1910
85-9
90-4
100-4
110-4
17,187
26,867
41,358
8.015
36
65
333
36
31
40
46
42
17
8
40
1
14
5
6
1
13
13
17
11
11
8
2
14
51
77
336
37
44
47
46
43
117
163
726
86
68.1
60.7
175.6
106.0
To-
ale
93.427
470
43
66
6
54
5
501
46
1T091
116.8
1911
85-9
90-4
100-4
110-4
27,318
9,014
36,475
4.967
10
39
110
10
6
35
34
72
3
1
16
1
2
1
5
7
22
3
24
1
14
3
8
7
123
67
167
2
78
61
53
14
158
110
317
14
57.8
122.0
86.9
28.2
Totals
77.774
169
28
21
4
50
8
359
60
599
77.0
1912
85-9
90-4
100-4
110-4
9,189
21,042
40,659
2.140
5
17
4
100
65
80
2
4
9
ie
3
2
1
14
8
2Q
17
3
77
12
22
6
26
5
23.9
2.4
6.4
23.3
Totals
73.030
26
45
6
10
6
1Q
20
35
68
7.9
1913
70-4
90-4
100-4
110-4
3,984
13,820
19,957
9.645
1
20
2
40
1
20
1
2p
0
0
0
6
0.0
0.0
0.0
6.2
Totals
47,406
1
20
2
40
1
20
1
20
6
1.1
Cambria
19091 85-9
1 100-4
6,468
4.397
14
50
20
43
42
20
60
17
1
4
1
4
13
43
19
36
70
117
108.2
266.1
Totals
10.865
64
34
62
33
5
3
56
30
187
17S.1
1910
85-9
100-4
4,903
17.214
9
77
39
64
10
18
44
15
1
1
4
1
3
25
13
2Q
23
121
46.9
70.3
Totals
22.117
86
60
28
19
2
2
28
19
144
65.1
1911
85-9
90-4
100-4
12 , 600
12,959
18.073
9
13
44
23
20
37
24
14
45
61
22
38
3
1
2
8
1
2
3
37
27
8
57
23
39
65
118
28.6
50.1
65.3
To
tals
43 . 632
66
30
83
37
6
3
67
30
222
50.9
1912
70-4
85-9
90-4
100-4
1,172
3,300
19,706
55.999
43
50
2
20
100
23
-
-
1
2
23
100
100
27
1
2
2
86
8.5
6.1
1.0
16.4
Totals
80.177
43
47
22
24
-
-
26
29
91
11.3
191S
70-4
85-9
90-4
100-4
6,975
2,559
9,653
24,996
1
1
8
11
6
6
50
67
-
-
1
5
2
100
42
22
6
1
12
9
0.0
3.9
12.4
3.6
Totals
44,183
2
9
12
55
-
-
8
06
22
5.0
Carnegie
1909
85-9
100-4
6,205
10.813
16
30
67
31
2
12
8
13
1
4
5
54
21
56
24
96
38.7
88.8
Totals
17.018
46
38
14
12
1
1
59
49
120
70.5
1910
85-9
90-4
100-4
15,000
7,598
5.369
10
55
19
20
80
53
31
5
3
62
7
8
1
1
9
8
14
18
12
39
50
69
36
33.3
90.8
67.1
Totals
27.967
84
54
39
25
1
1
31
20
155
55.4
1911
85-9
90-4
100-4
2,504
14,000
24.988
3
20
21
43
19
25
4
21
36
67
20
42
1
2
1
2
64
26
60
31
7
106
85
28.0
90.8
34.0
To
kala
41.492
44
22
61
31
3
1
90
46
198
47,7
1912
80-4
85-9
90-4
100-4
4,751
3,986
31,894
58,375
5
13
15
100
59
27
6
18
27
33
1
2
3
21
14
38
5
0
22
56
10.6
0.0
6.9
9.4
Totals
99f006
33
40
24
29
1
1
24
30
82
8.3
1913
85-9
90-4
100-4
4,275
4,994
46.532
1
3
50
43
1
14
1
3
50
43
0
7
4.7
0.0
1.6
To
;al8
55.001
4
44
1
12
-
-
4
-14
9
1.6
262
RAIL.
Table
3 - Sheet 4
dumber and Percentages of Failure
3 in Head, Web and B
t MILLS AND WEICHTS
ase,
and Account Broken
GROUPED B
Mill
Year
Lbs.
Per
Yard
failures and Percentages
Fail-
ures
Per
10,000
Tons
Tons
Head
Web
Base
Broken
Total
No. | fo
No. |
"5
Ho. "|
%
No. | %
Ho.
I HEAETH E
OPE
AIL
Colorado
1908
85-9
90-4
1,709
17.130
1
21
9
42
1
2
2
4
10
26
91
52
11
50
64.5
29.2
Totals
18.839
22
36
1
2
2
3
36
59
61
32.4
1909
85-9
90-4
20,000
68.423
22
68
49
70
4
15
9
16
8
3
17
3
11
11
25
11
45
97
22.5
14.2
Total*
86.423
90
63
19
13
11
8
22
16
142
16.1
1910
85-9
90-4
16,572
142.480
17
163
74
82
3
15
3
8
2
1
3
19
13
9
23
199
13.9
14.0
Totals
169.052
180
81
Id
8
2
1
22
10
222
14.0
1911
75-9
85-9
90-4
4,553
2,855
87.064
1
86
33
83
3
3
3
3
0
3
104
0.0
10.5
11.9
12
11
Totals
94.472
87
81
3
3
3
3
14
13
107
11.3
1912
75-9
85-9
90-4
100-4
11,768
10,000
114,375
3.103
149
81
8
4
3
2
24
13
0
0
184
0
0.0
0.0
16.1
0.0
Totals
139.846
149
81
8
4
3
2
24
13
164
13.2
1913
85-9
90-4
10,000
119.056
8
73
.
3
27
0
11
0.0
0.9
Tot
els
189,056
8
73
_
-
-
-
3
27
11
0.9
Dominion
1908
80-4
85-9
6,005
17.820
79
1.094
11
60
4
85
5
486
389
68
21
149
245
21
14
718
1.813
1195.7
1017.3
To-
als
23.625
1.173
46
89
4
675
35
394
lb
2,531
1062.3
1909
85-9
9.800
126
64
£4
12
22
11
■26
13
200
204.1
1911
85-9
4,220
65
83
1
1
9
12
3
4
78
169.9
1912
85-9
31,570
574
57
40
4
288
88
105
11
1,00*
319.0
Illinois
1909
85-9
90-4
100-4
19,069
171.645
9.751
148
867
30
57
47
46
9
87
1
3
5
2
5
199
2
2
11
3
98
676
32
38
37
49
260
1,829
65
136.3
106.6
66.6
Totals
200.465
1.045
49
97
4
206
9
806
38
2.154
107,5
1910
75-9
85-9
90-4
100-4
5,002
23,816
228,257
39.861
17
51
490
116
35
46
32
64
1
2
48
1
2
2
3
1
2
5
189
5
4
5
12
3
29
51
782
57
59
47
53
32
49
109
1,509
179
98.0
45.8
66.1
44.9
To
;als
296.936
674
37
52
3
201
11
919
49
1.846
62.2
1911
85-9
90-4
100-A
15,967
74,282
39.726
13
79
25
14
18
41
28
1
6
1
27
56
11
29
12
18
54
288
24
57
64
40
94
451
61
58.8
60.7
16.4
To
;als
129.975
117
19
29
5
94
15
366
61
606
46,6
1912
70-4
80-4
85-9
90-4
100-4
3,110
5,182
16,165
84,749
81.523
3
7
12
18
100
23
50
45
3
4
_
-
4
5
23
8
16
77
34
40
b
3
30
24
40
0.0
5.8
18.6
2.9
4.9
10
2
To
;als
190.729
40
41
7
1
3
3
47
49
97
5.1
191S
80-4
85-9
90-4
100-4
4^15
1,132
94,851
111.187
5
3
45
60
1
10
-
-
5
2
45
40
0
0
11
5
0.0
0.0
11.6
0.5
To
;als
211.385
8
50
1
6
-
-
7
42
16
0.8
Lackawanna
1908
90-4
100-4
35
100
_
~
_
_
30
65
46
5
165.4
21.5
2.328
5
To
;als
5.289
21
41
-
-
-
-
30
59
51
96.5
1909
85-9
90-4
100-4
6,555
5,956
1.598
11
6
33
73
35
48
2
3
13
4
1
1
7
6
1
10
33
7
69
48
15
17
69
22. 9
28.6
431.8
To
;als
14.109
' 50
49
5
E
2
2
44
44
101
71.6
1910
85-9
90-4
100-4
8,633
13,395
9.659
7
30
10
50
45
76
2
1
14
8
2
4
1
14
6
8
3
33
1
22
49
8
14
67
13
16.2
50.0
13.6
To
;als
31.687
47
50
3
3
7
7
37
40
94
29.7
1911
80-4
85-9
90-4
100-4
17,834
1,394
15,472
31.402
3
1
9
45
25
100
28
50
1
2
8
8
6
9
5
13
4
42
41
4
3
8
34
25
25
37
12
1
32
91
6.7
7.2
20.7
29.0
To
;als
66.102
58
43
11
8
22
16
45
33
136
20.6
1912
70-4
80-4
3,404
21,947
19
4
7
82
50
64
2
18
1
3
100
38
4
1
2
18
12
18
0
23
1
8
11
0.0
10.6
1.1
2.3
1.9
90-4
100-4
34,384
59.499
Tip
i;als
128.380
30
70
2
!
4
9
7
16
43
3.3
RAIL FAILURE STATISTICS.
263
Number and Peroenta
pes of Failures in Head, Web and Base,
GROUPED BY MILLS ANT WEIGHTS
and Account Broken
Mill
lear
Lbs.
Per
Yard
Total
Tone
Failures and Percentages
Fail-
ures
Per
10,000
Tons
Head
Web
Base
Broken
Total
Ho |
$
Ho. 1
$
Ho. | %
No- 1 ?5 1
Ho.
OPEB HEARTH RAI1
Lackawanna
1913
90-4
100-4
105-9
16,736
30,736
58.585
4
2
40
50
-
-
1
1
25
LOO
6
1
60
25
10
4
1
6.0
1.3
0.2
Totals
106,057
6
40
-
-
2
13
7
47
15
1.4
Maryland
1910
80-4
85-9
90-4
100-4
7,430
15,028
3,747
3f204
2
7
60
13
50
17
71
59
1
6
2
25
16
9
5
2
12
2
1
23
23
7
2b
66
27
32
4
41
85
22
5.4
27.3
226.8
68.7
Totals
29.409
82
54
9
6
7
5
64
3b
152
51.7
1911
85-9
90-4
100-4
25,890
3,839
21 ,180
8
53
47
63
3
1
4
19
6
5
5
6
31
7
8
8
21
bO
47
25
16
17
84
6.2
44.3
39.6
Totals
50,909
61
52
8
7
11
10
37
31
117
23.0
1912
85-9
100-4
4,650
9.818
7
64
2
18
_
4
2
18
0
11
0.0
11.2
To
als
14.468
7
64
2
18
-
-
2
18
11
7.6
1913
85-9
100-4
7,961
9,055
.
_
_
1
100
0
1
0.0
1.1
Totals
17,016
-
-
-
-
-
-
1
100
1
0.6
Fenna.
1908
90-4
100-4
4,822
2,194
21
1
92
8
1
2
4
17
1
5
4
42
4
33
23
12
47.7
54.7
Totals
■7.016
22
63
3
9
6
17
4
11
35
49.9
1909
85-9
90-4
100-4
12,178
5,338
16,340
17
22
70
55
63
52
10
3
43
32
9
33
"
:
4
10
22
13
28
16
31
35
136
25.4
65.6
82.6
Totals
33,856
109
64
56
28
-
-
36
18
201
59.3
1910
75-9
80-4
85-9
90-4
100-4
6,233
4,070
20,069
3,564
31.764
10
1
87
37
100
40
1
45
8
83
1
92
29
38
19
1
24
61
4
9
7b
8
34
22
81
49
27
1
219
129.9
120.4
13.5
2.8
69.0
_
48
To
;als
65,700
98
26
137
37
20
b
122
32
377
57.4
1911
80-4
85-9
90-4
100-4
1,610
1,911
3,500
21,338
6
11
33
30
8
2
6
80
11
16
2
1
5
20
6
13
9
15
50
41
10
0
18
37
62.1
0.0
51.4
17.4
Tc :als
28,359
17
P.fi
16
25
8
12
24
37
65
22.9
1912
70-1
85-9
90-4
100-4
1,757
10,475
31,652
29,510
1
9
9
75
4
1
1
100
9
8
-
-
_
82
17
0
4
11
12
0.0
3.8
3.5
4.1
9
2
Totals
73.394
10
37
6
22
-
-
11
41
27
3.7
1913
70-4
85-9
90-4
100-4
2,984
1,010
15.3E4
37.293
3
75
1
26
0
0
0
4
0.0
0.0
0.0
1.1
To
;als
56,611
3
75
-
-
1
2b
-
-
4
0.7
Tennessee
1908
75-9
90-4
11,188
60,325
9
268
64
61
3
33
22
8
1
25
7
6
i
m
7
25
14
437
12.6
72.4
Totals
71.513
277
61
36
9
26
6
112
24
451
63.1
1909
80-4
86-9
9,100
10,000
2
12
50
92
:
-
1
2b
1
2
1
26
100
8
4
2
18
4.4
£.0
38.3
Totals
22.500
14
74
-
-
1
b
4
21
19
8.4
1910
70-4
80-4
85-9
90-4
5,470
27,655
39,635
17 , 708
2
36
102
17
100
67
74
fll
5
9
8
7
12
4
1
19
3
5
10
23
3
16
16
14
E
63
138
El
3.7
22.8
34.8
11.9
Totals
90,468
167
70
14
6
17
e
36
16
£E4
£4,8
1911
70-4
80-4
85-9
5,422
37,878
62,814
30
35
3
50
67
76
8
3
14
6
8
5
14
10
13
9
1
22
17
26
0
69
62
4
0.0
1C.6
9.8
13.4
90-<
3,000
, , Totals
99t114
68
59
11
1C
13
11
23
20
115
11.6
1912
70-4
80-4
85-9
^0-4
6,177
16,249
47,704
33,465
1
19
E
14
60
46
2
4
2
29
11
18
4
1
11
9
4
11
3
57
28
27
0
7
38
11
0.0
4.6
8.0
3.3
Totals
101,695
25
46
E
U
5
9
18
32
E6
5.6
1912
7E-9
80-4
65-5
90-4
2,700
16,989
47 ,434
58,919
E
1
100
100
62
e
25
-
1
13
0
2
4
a
0.0
1.2
0.9
1.4
Totals
1S5.042
E
7!
E
14
-
1
7
14
1.1
264
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RAIL FAILURE STATISTICS.
265
Table 5
AVERAGE WEIGHTS OP RAIL
Compiled from Tonnages Used in
This Report
Mill
1908
1909
1910
1911
1912
1913
Average
BESSEMER
RAIL
Algoma
85.0
86.4
90.0
85.0
85.0
86.6
Cambria
90.8
92.9
95.4
85.0
85.0
85.0
92.3
Carnegie
88.5
93.8
91.1
92.5
100. 0
96.9
92.3
Illinois
85.8
88.7
90.8
88.6
86.6
88.1
88.7
Lackawanna
86.8
89.8
89.3
89.6
93.1
94.4
89.5
Maryland
87.9
93.7
90.5
93.6
100.0
93.6
92.3
Average
87.4
90.4
90.5
90.0
91.9
94.7
90.1
0PE1I HEARTH RAIL
Algoma
85.0
86.1
89.4
85.0
85.0
86.2
Bethlehem
89.0
91.4
95.4
94.5
95.6
96.8
94.4
Cambria
91.1
96.7
92.2
96.5
92.5
94.4
Carnegie
94.5
89.2
95.7
95.2
98.0
95*2
Colorado
89.5
88.8
89.5
89.1
88.6
89.6
89.2
Dominion
83.7
85.0
85.0
85.0
85.0
84.6
Illinois
90.0
90.7
92.5
93.3
94.6
92.5
Lackawanna
94.9
89.4
91.8
92.2
92.1
101.3
94.8
Maryland
86.0
91.8
95.2
93.0
90.9
Pennsylvania
93.1
93.0
91.1
96.7
92.9
95.7
93.5
Tennessee
87.6
83.7
83.5
82.4
85.3
86.4
84.9
Average
87.9
89.8
90.2
90.8
91.9
93.8
91.3
Trtle 6
Comparison of Failures for the Different Mills, Using 100 as the Average of Failures
of All Mills for Each Year
s Rolling
Mill
19 0
B
19 0 9
19 1
0
19 1
1
Average
Relative
Failures
Rank
Relative
Failures
Rank
Relative
Failures
Rank
Relative
Failures
Rani:
Relative
Failures
Rank
BESSEMER
Maryland
54
2
91
3
58
1
25
1
56
1
Cambria
31
1
104
4
105
4
46
2
71
2
Lackawanna
112
4
18
1
66
2
161
5
89
3
Illinois
Carnegie
121
100
5
3
50
336
2
6
100
3
85
61
4
3
89
161
4
5
147
5
Algoma
169
6
109
5
214
6
272
6
191
6
0PF.IJ HEARTH
Colorado
12
1
15
2
24
1
30
1
20
1
Tennessee
23
3
8
1
43
2
31
2
26
2
Lackawanna
36
4
66
5
52
3
55
3
52
3
Pennsylvania
19
2
54
3
100
6
61
4
50
4
.'.'.aryland
Carnegie
Illinois
90
96
108
4
5
7
62
128
125
r
_.
5
6
7
65
4
6
7
6
96
107
Cambria
150
8
113
8
156
e
136
0
i3elhlohei>i
134
5
299
10
203
9
206
9
210
9
Algoma
135
'6
159
7
536
10
440
10
312
10
Dominion
395
7
137
9
1079
11
494
11
539
11
266
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KAIL FAILURE STATISTICS.
281
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290
RAIL.
Table
7-A, Sheet 1
Summary showing Total Failures Covering Rail- Prom Date Rolled to Ootober 31st, 1913
GROUPED BY THE THREE TYPES OP SECTIONS, YEARS, MILLS AUD HEIGHTS.
Mill
Weight
per
Yard
ARA--A"
ARA-"B"
ASCE
Tons
Failures
Tons
Failures
Tons
Failures
_ . , IPer 10
Iotal M Tons
Total
Per 10
M Tons
Total
Per 10
M Tons
1 9 0 9 - Bessemer Rail
Algoma
60
85
90
100
20,200
1,134
586
0
291.1
0.0
6,785
5,082
128
61
188.7
100.4
Totals
21.354
568
275.6
11.867
179
150.8
Cambria
85
90
100
6,010
4,043
8,418
66
236
119
93.2
583.7
141.4
Totals
18.471
411
222.5
Carnegie
85
90
100
5^298
265
500.2
6,075
16,584
29.398
1,338
2,535
402
2,202.5
1,628.6
137.1
10,027
3,110
293
214
292.2
688.1
Totals
5,298
265
500.2
52.057
4,275
821.2
13.137
507
385.9
Illinois
75
60
85
90
100
1,043
38,304
1.860
0
159
12
0.0
41.3
64.5
16,054
14,136
19.186
247
82
45
164.1
58.0
23.4
14,929
36,661
5,235
7.973
180
466
322
118
120.6
12T.9
615.1
148.0
Totals
41.207
171
41.5
48.376
374
77.3
63.798
1.076
168.7
Lackawanna
75
80
85
90
100
6,052
42
69.4
6,892
4,545
1.159
11
63
36
16.0
138.6
310.6
1,273
32,891
13,688
2,215
41.158
47
74
37
16
96
369.2
22.5
27.0
72.3
23.3
Totals
6.052
42
69.4
12,596
110
67.3
91.225
270
29.6
Maryland
85
90
100
1.437
16
125.3
5,671
7,062
20.067
17
186
493
30.0
263.5
245.6
2,500
10,000
6
192
20.0
192.0
Totals
1,437
18
125.3
32.800
696
212.2
12,600
197
167.6
All Mills
Totals
53.994
496
91.9
185 . 634
6.454
347.1
192.527
2.229
116.6
1 9 1 0 - Bessemer Rail
Algona
85
100
16,450
657
399.4
8.229
41
49.8
Totals
16.450
657
399.4
8.229
41
49.8
Cambria
85
90
100
3.694
4,180
15.011
23
110
196
62.3
263.0
130.6
2,000
17
85.0
Totals
22.885
329
143.8
2.000
17
85.0
Carnegie
80
65
90
100
3,175
180
566.9
39,866
25,437
34,505
695
722
352
174.3
283.8
96.2
1,437
14,183
25
351
173.9
247.5
Totals
3.175
180
566.9
99.806
1.749
175.2
15.620
376
240.7
Illinois
72
75
90
100
92,897
713
76.7
5,439
20,905
28
51
51.5
24.4
3,022
2,076
31,437
30
0
1,235
99.3
0.0
392.8
Totals
92.897
713
76.7
26,344
79
30.0
36.635
1.265
346.2
Lackawanna
80
85
90
91
100
5,000
1.797
135
13
270.0
72.3
7,344
36,030
6.123
14
113
7
19.1
31.4
11.4
60,346
11,808
29,022
3,141
58.978
766
86
247
8
275
152.3
72.9
85.1
25.4
70.6
Totals
6.797
148
217.7
49.497
134
27.1
133,295
1,382
103.7
Maryland
70
65
90
100
5,118
6,616
16,371
20
126
160
39.1
193.5
97.7
1,031
18,473
3,574
0
80
2
0.0
43.3
6.6
Totals
28,106
308
109.6
23,078
82
35. B
All Mills
Totals
1 102.869
1.041
101.2
243.087
3.256
133.9
219.767
3.163
144.6
RAIL FATLURF STATISTICS.
291
Table
7-A. Sheet 2
Summary showing Total Failures C<
GROUPED BY THE THREE TY1
Rolled to Ootobe
MILLS AMD WEIGH
>vering Rail from Date
>ES OF SECTIONS, YEARS
r 31st
TS.
, 1913
Mill
Weight
per
Yard
ARA-"A"
ARA-"B"
Tons
Failures
Tons
Failures
Tons
Failures
_ . , 1 Per 10
Total | m Tons
Total
Per 10
M Tons
Total
Per 10
V. Tons
1 9 1 1 - Bessemer Rail
Aleoma
85
23,960
614
256.3
Cambria
85
2.989
13
43.5
Carnegie
80
85
90
100
3,037
6
19.8
10,001
8,407
23.709
67
56
103
67.0
66.6
43.4
3,000
15,342
6
137
20.0
89.3
Totals
3.037
6
19.8
42.117
216
61.3
18.342
143
77.9
Illinois
72
76
60
85
90
100
1,719
4
23.2
14,801
34,058
26.671
161
49
190
109.0
14.4
74.0
5,600
11,830
3,670
1,867
4,791
28
4
2
5
387
50.0
3.4
5.6
26.7
807.8
Totals
1.719
4
23.2
74.530
400
63.7
27.658
426
154.0
Lackawanna
80
85
90
100
3,000
7.000
120
11
400.0
15.7
2,928
5,658
3.695
6
0
9
20.5
0.6
24.4
13,587
8,539
2.301
534
26
5
393.0
30.6
21.7
Totals
10.000
131
131.0
12.281
15
12.2
24.427
565
231.3
Maryland
85
90
100
2.561
7
27.3
9,951
1,667
15^918
19
5
41
19.1
29.9
3,373
1,400
1.003
1
3
1
3.0
21.4
9.9
25.8
Totals
2,561
7
27.3
27,536
65
23.6
6,776
6
8.7
All Mills
Totals
17.317
148
85.5
180.424
1.310
72.6
79.192
1.152
145.6
19 0 9-0]
>en Hearth Rai!
L
Algoma
80
85
100
6,760
153
226.3
2,262
1.560
5
2
22.1
12.8
Totals
6.760
153
226.3
3.822
7
18.4
Bethlehem
85
90
91
100
2,306
21,129
4.541
37
995
91
160.6
470.9
200.4
7,500
11,260
6.908
72
436
114
96.0
386.3
165.0
Totals
27.975
1.123
401.5
25.668
622
242.3
Cambria
85
100
2,468
4,397
50
117
202.6
266.1
4,000
20
50.0
Totals
6.865
167
243.3
4.000
20
50.0
Carnegie
85
100
3,205
10.813
22
96
68.6
88.8
3,000
2
6.7
Totals
14.018
118
84.1
3.000
2
6.7
Colorado
85
90
68.423
97
14.2
20,000
45
22.5
Totals
68,423
97
14.2
20,000
45
22.5
Dominion
86
9.800
200
204,1
Illinois
85
90
100
4,493
131,241
43
879
95.8
67.0
5,282
40,404
9.751
111
950
65
210.1
235.1
66.6
9,294
106
114.0
Totals
135,734
922
67.9
55.437
1,126
203.1
9,294
106
114.0
Lackawanna
86
91
100
6,555
1.598
15
69
22.9
431.8
5,956
17
28.5
Totals
8.163
84
103.0
5.956
17
26,5
PennBylTania
86
90
100
1.513
2
13.2
6,178
2,838
10.422
21
85
124
34.0
88.1
119.0
6,000
2,600
4.405
10
10
9
16.7
40.0
20.4
Totals
1.513
2
13.2
19.438
170
87.5
12.905
29
22.6
Tennessee
80
86
90
9,100
10,000
3.400
4
2
13
4.4
2.0
38.3
Tntnl R
22,600
19
8.4
All Mills
Totals
206.670
1,021
49.7
148.446
3.141
211.6
107.145
867
80.9
292
RAIL.
Table
7-A, Sheet 8
Summary showing Total Failures Covering Rail from Date
GROUPED BY THE THREE TYPES OF SECTIOIIS, YEARS,
Rolled to October 31st
HILLS AND WEIGHTS.
, 1915
ARA-"B"
ASCE
Mill
Weight
per
Yard
ARA-"A"
Tons
Failures
Tons
Failures
Tons
Failures
Total
Per 10
U TonB
Total
Per 10
li Tons
Total
Per 10
15 Tons
1 9
1 0 - Op
en Eearth Rail
Algoma
85 1
100
5,500
239
434.5
2.278
1
4.4
Totals
5.500
239
434.5
2.278
1
4.4
Bethlehem
85
90
91
100
110
5,000
20,603
8.015
36
553
85
72.0
267.3
106.0
2,677
4,067
6,400
10
10
89
37.4
24.6
139.1
14,516
17,800
14,275
10?
117
84
73. ?
65.8
58.9
Totals
33.698
674
200.0
13.144
109
82.9
46.585
308
66.1
Cambria
85
100
4,903
17.214
23
121
46.9
70.3
Totals
22.117
144
65.1
Carnegie
85
90
100
5,091
5.369
57
36
112.0
67.1
15,000
2,507
50
12
33.3
47.9
Totals
10.460
93
88.9
17.507
62
35.4
Colorado
85
90
142.480
199
14.0
16,572
23
13.9
Totals
142.480
199
14.0
16.572
23
13.9
Dominion
85
3.570
222
621.8
Illinois
75
85
90
100
155,123
15.997
447
43
116.1
145.2
56.0
5,002
20,199
49
67
98.0
33.2
28.8
26.9
3,617
73,134
23,864
42
1,062
136
Totals
171.120
490
28.6
100.615
1.240
123.2
25.201
116
46.0
Lackawanna
85
90
91
100
6,365
9,140
3,177
9
49
7
14.1
53.6
22.0
2,268
4,255
6,482
5
18
6
22.0
42.3
9.3
TotalB
18.682
65
34.8
13.005
29
22.3
Maryland
80
85
90
100
2.019
1
5.0
1,615
3,747
1.185
4
85
21
26.4
226.8
177.2
7,430
13,513
4
37
5.4
27.4
Totals
2.019
1
5.0
6.447
110
170.6
20.943
41
19.6
Pennsylvania
75
80
85
90
100
2.403
7
29.1
6,569
23.929
5
143
7.6
59.8
6,233
4,070
13,500
3,564
5.432
81
49
22
1
69
129.9
120.4
16.3
2.8
127.2
Totals
2.403
7
29.1
30.496
148
48.5
32.799
222
67.7
Tennessee
70
80
85
90
17,708
21
11.9
5,470
2
3.7
27,655
39,635
63
138
22.8
34.8
Totals
17,708
21
11.9
5,470
2
3.7
67,290
201
29.9
All Hills
TotalB
369.428
1.392
37.7
216.503
2.372
109.6
242.180
1.003
41.4
1 9
11-0
pen Hearth Rai
L
Algoma
85
10.760
177
164.5
Bethlehem
65
90
91
100
101
110
11,606
4.967
209
14
180.1
28.2
4,617
8,710
36
53
77.8
o 60.8
27,318
7,052
1.962
11.542
158
95
15
19
57.8
134.9
76.6
16.5
Totals
16.573
223
134.6
13.327
89
66.8
47.874
287
59.9
Cambria
85
90
100
9,210
12,959
18,073
34
65
118
36.9
50.1
65.3
3,390
6
14.8
Totals
40,242
217
53.9
3,390
5
14.8
RAIL FAILURE STATISTICS.
293
Table
7-A. Sheet 4
Summary showing Total Failures Covering Bail from Bate Rolled to Ootobar 31st, 1913
GROUPED BY THE THREE TYPES OP SECTIOHS, YEARS, lOLLS AND WEIGHTS.
Mill
Weight
per
Yard
. ARA-»A"
ARA-"B"
ASCE
Tons
Failures
Tons
Failures
Tone
Failures
Total 1 ii Tons
Total! u TonB
Total u Tona
1 9 1 1 - Open Hearth - Continued
Carnegie
86
90
100
4,729
1.024
21
2
44.5
19.5
2,504
2,727
23.964
7
67
83
26.0
245.7
34.6
6,544
18
27.5
Totals
5.753
23
40.1
29.195
167
53.8
6.544
18
27.6
Colorado
75
86
90
87.064
104
12.0
4,653
2,855
0
3
0.0
10.6
Totals
87,064
104
12.0
7,408
3
4.0
Dominion
85
4.220
78
184.9
Illlnoie
85
90
100
16,535
142
85.9
1,523
43,236
21.569
21
228
44
137.9
62.8
20.4
14,444
14,512
18.167
73
81
17
Bo. 6
55.8
9.4
Totals
16.636
142
85.9
66.327
293
44.2
47.113
171
36.3
Lackawanna
80
85
90
91
100
101
1,072
10
93 .3
1,394
1,423
1,869
3.369
1
1
33
11
7.2
7.0
177.5
32.6
17,834
1,564
12,485
25,102
12
10
21
37
6.7
63.9
16.8
14.7
Totals
1.072
10
93.3
8.045
46
57.2
56.986
80
14.0
Maryland
86
90
100
1,688
3,839
12.628
5
17
65
31.6
44.3
51.6
24,302
8.652
11
19
4.5
22.2
Totals
18.055
87
48.2
32.854
SO
9.1
Pennsylvania
80
85
90
100
101
1,649
3
18.2
1,911
12,994
1.788
0
20
1
0.0
16.4
6.6
1,610
3,500
4,907
10
18
IS
62.1
51.4
26.5
Totals
1.649
3
18.2
16.693
21
12.6
10.017
41
41.0
Tennessee
70
80
86
90
3.000
4
13.4
5,422
0
0.0
37,878
52,814
69
52
15.6
9.9
Totals
3.000
4
13.4
6.422
0
0.0
90,692
111
12,2
All Mills
Totals
131.646
609
38.7
212.286
1.166
64.9
302.877
746
24.7
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RAIL FAILURE STATISTICS.
295
Table 8
Humber and Percentages of Failures
in Head, Web and
Bat
e, and Account Broken
GROUPED BY WEIGHTS AMI
THE THREE TYPEE
OF
SECTIONS
Lbs.
Type
Failures and PercentaRes
Fail-
Year
Per
of
Total
ures
Per
Head
Web
Base
Broken
Total
Yard
Section
Tons
1
10,000
Tons
No.
i
No.
i
Ho.
i
No.
No.
BEL
SEMER
RAIL
1908
70-4
ASCE
3,871
2
67
-
-
-
-
1
33
3
7.8
80-4
ASCE
27,656
14
15
-
-
36
39
45
46
93
33.6
86-9
ARA-"B"
9,056
217
55
18
5
58
IE
98
25
391
431.7
ASCE
141,834
2,673
48
117
2
980
lb
1,780
32
5,550
391.8
90-4
AEA-"A"
1,574
24
46
4
8
2
4
22
42
52
330.3
AEA-"B"
38,627
534
42
10
-
568
43
204
15
1,316
340.7
ASCE
21,427
498
71
28
4
16
3
152
22
696
324.8
100-4
ARA-"B"
4,174
118
47
24
10
1
-
108
43
251
601.3
ASCE
34.727
74
38
13
7
10
5
99
50
196
56.4
Totals
282.945
4.154
47
214
3
1.673
20
2,507
30
8.540
302.1
1909
75-9
80-4
ASCE
ARA-"A"
16,202
1,043
11
5
6
3
35
15
175
77
227
0
140.3
0.0
ASCE
39,676
10
5
4
2
49
24
139
69
202
50.9
85-9
ARA-"B"
59,902
1,549
69
151
7
115
5
442
19
2,267
377.0
ASCE
61,876
324
41
20
3
59
7
388
49
791
127.8
90-4
ARA-"A"
44,356
54
27
18
9
12
6
117
58
201
45.3
AEA-"B"
47,504
2,780
90
91
5
14
-
217
7
3,102
652.9
ASCE
20,560
365
49
34
5
162
21
183
25
744
361.9
100-4
ARA-"A"
8,595
256
87
16
5
7
3
16
5
295
343.4
AEA-"B"
78,228
745
68
103
9
16
2
231
21
1,096
139.9
ASCE
54.213
23
9
9
4
83
31
150
56
265
48.8
Totals
432.155
6.117
67
452
5
552
6
2,058
22
9.179
212.4
1910
70-4
75-9
ASCE
ASCE
4,053
2,076
1
3
-
-
-
-
29
97
30
0
74.0
0.0
80-4
ASCE
51 , 783
55
7
5
1
541
68
190
24
791
152.7
85-9
AEA-"B"
72,472
809
57
114
8
134
10
352
25
1,409
194.4
ASCE
30,281
55
33
4
3
18
11
89
53
166
54.8
90-4
ARA-"A"
101,072
200
20
20
2
64
6
744
72
1,028
101.7
ARA-"B"
77,702
727
66
74
7
26
2
274
25
1,101
141.7
ASCE
83,367
420
23
31
2
633
34
776
41
1,860
223.1
100-4
ARA-"A"
1,797
3
23
1
8
3
23
6
46
13
72.3
AEA-"B"
92,913
396
53
76
10
16
2
258
35
746
80.3
ASCE
47.207
65
21
19
6
118
37
114
36
316
66.9
Totals
564.713
3.731
37
344
4
1.553
21
2.832
38
7.460
132.1
1911
70-4
ASCE
5,600
2
7
-
-
1
4
25
89
28
50.0
75-9
ASCE
11,830
-
-
-
-
-
-
4
100
4
3.4
80-4
ASCE
20,157
10
2
3
1
440
81
89
16
542
268.9
85-9
ARA-nB"
61,641
527
38
28
3
204
24
290
35
857
139.0
ASCE
8,229
12
63
-
-
4
21
3
16
19
23.1
90-4
AEA-"A"
7,756
14
11
2
1
12
9
102
79
130
167.6
ARA-"B"
49,790
23
21
10
9
9
8
68
62
110
22.1
ASCE
30,072
99
18
19
4
35
9
3C3
69
555
183.9
100-4
ARA-"A"
9,561
10
55
2
11
5
28
1
6
18
18.8
ARA-"3"
68,993
115
33
20
6
IS
4
197
57
343
49.7
ASCE
3.304
2
33
-
-
-
-
4
67
6
18.1
Totals
276.933
612
24
84
3
740
28
1.174
45
E . 010
94.2
1912
75-9
ASCE
5,674
4
100
-
_
-
-
-
-
4
7.1
85-9
ARA-"B"
18,979
94
54
7
4
45
26
27
16
173
91.2
ASCE
7,185
4
TOO
-
_
_
-
_
_
4
5.6
90-4
ARA-"B"
11,506
2
9
2
9
_
_
ie
82
22
19.0
100-4
ARA-"A"
3,064
0
0.0
ARA-"B"
31,988
35
43
25
30
4
5
18
22
82
25.6
ASCE
1.670
-
-
-
-
28
70
12
30
40
239.5
Totals
80.146
139
43
34
10
77
24
75
23
325
40.5
1913
70-4
ARA-"B"
3,420
0
0.0
85-9
ARA-"B"
6,822
7
50
1
7
-
-
6
43
14
20.5
ASCE
4.039
1
100
-
_
_
-
.
-
1
2.5
90-4
ARA-"B"| 6.926
0
0.0
100-4
ARA-"B"| 42.265
3
50
1
17
-
-
2
33
6
1.3
Total3 H 03.472
11
52
2
10
-
-
8
.38
21
3.3
296
RAIL.
Number and Percentages of Failures
in Head, Web and Base, and Account Broken
GROUPED BY T
(EIGHTS
Aiil
THE THREE TYPES OF
SECTIONS
Lbs.
Type
Failures and Percentages
Fail-
Year
Per
of
Total
ures
Per
10,000
Tons
Head
Web
Base
Broken
Total
Yard
Section
Ho.
%
No.
S
NO.
*
No.
*
No.
OPEN HEARTH KAIi
1908
76-9
ASCE
11,188
9
65
3
21
1
7
1
7
14
12.5
80-4
85-9
ASCE
ARA-"B"
6,005
20,865
79
11
4
-
486
401
68
21
149
249
21
13
718
1,905
1195.7
935.9
1,170
61
85
5
ASCE
11,709
110
63
3
2
39
22
22
13
174
148.6
90-4
ARA-"B"
ASCE
ASCE
11,277
89,606
5.970
248
386
28
61
44
27
24
45
51
6
5
49
3
38
10
1
4
9
128
41C
16
32
47
15
403
879
105
357.4
98.1
175.9
100-4
Totals
156.120
2.030
49
215
5
978
23
975
23
4.198
268.9
1909
80-4
ASCE
11,362
3
33
-
-
2
22
4
45
9
7.9
85-9
ARA-"A"
4,493
33
76
2
5
2
5
6
14
43
95.8
ARA-nB"
42,555
408
67
73
12
34
6
9-
15
609
143.1
ASCE
59,794
66
26
26
10
13
5
152
59
257
42.9
90-4
ARA-"A"
199,664
677
69
96
10
33
4
170
17
976
48.9
AKA-"B**
64,371
683
35
33
2
164
9
1,070
54
1,970
306.0
ASCE
23,116
115
24
8
2
11
2
342
72
476
205.9
100-4
ARA-"A"
1,513
1
50
1
50
-
-
-
-
2
13.2
ARA-"B"
41,522
255
45
76
14
6
1
225
40
562
135.3
ASCE
12.873
41
33
21
17
15
12
48
38
125
97.1
Totals
461.261
£.282
45
336
7
300
6
2.111
42
5.029
109.0
1910
70-4
ARA-"B"
5,470
2
100
-
-
-
-
-
_
2
3.7
75-9
ASCE
11,235
17
13
2
2
21
16
90
69
130
115.7
80-4
ASCE
39,155
36
33
51
44
12
10
15
13
116
29.6
85-9
ARA-"B"
34,716
409
74
40
7
36
6
69
13
554
159.6
ASCE
135,197
197
44
66
15
27
6
159
35
449
33.2
90-4
AHA-"A"
320,311
480
69
57
8
44
6
122
17
703
21.9
AEA-"B"
95,179
357
28
11
1
153
12
742
59
1,263
132.7
ASCE
2e,126
44
30
8
5
15
10
81
55
146
52.6
100-4
AEA-"An
41,102
300
50
18
3
9
1
277
46
604
147.0
AEA-"B"
81,138
333
60
49
9
5
1
166
30
553
68.3
ASCE
28,467
23
14
81
51
11
7
45
28
160
56.2
110-4
AHA- "A"
8.015
36
42
1
1
11
13
37
44
85
106.0
Totals
828.111
2.236
47
384
8
344
7
1.803
38
4.767
57.6
1911
70-4
75-9
ARA-"B"
ASCE
5,422
4,553
0
0
6.0
0.0
80-4
ASCE
57,322
33
41
17
21
15
18
16
20
81
14.1
65-9
AEA-"B"
33,110
204
63
34
10
40
13
45
14
323
97.6
ASCE
125,123
50
16
8
3
56
19
188
62
302
24.1
90-4
ARA-"A"
111,328
126
47
17
6
24
9
104
38
271
24.3
ARA-"B"
64,163
79
21
27
7
35
9
237
63
378
58.9
ASCE
47,619
58
23
28
11
19
7
153
59
258
54.2
100-4
ARA-"A"
15,351
85
38
8
4
13
6
118
52
224
145.9
ARA-"B"
109,571
203
44
98
21
19
4
144
31
464
42.3
ASCE
68,260
21
20
10
10
22
21
52
49
105
15.4
110-4
ARA-"A"
4.967
10
71
1
7
1
7
2
15
14
28.2
Totals
646.809
869
36
248
10
244
10
1.059
44
2.420
37.4-
1912
70-4
AEA-"B"
5,177
0
0.0.
ASCE
9,443
-
-
-
_
-
-
1
100
1
1.0
75-9
ASCE
11,768
0
0.0
80-4
ARA-"B"
4,751
5
100
-
-
-
-
-
_
5
10.5
ASCE
42,378
23
70
2
6
_
_
8
24
33
7.8
85-9
ARA-"B"
53,151
635
59
40
4
296
27
114
10
1,085
204.1
ASCE
100,464
19
22
10
11
8
9
51
58
68
8.8
90-4
AP.A-"A"
128,183
74
73
9
9
1
1
17
17
101
7.9
ARA-"B"
208, 444
109
73
13
8
6
4
23
15
151
7.3
ASCE
34,640
6
40
-
-
1
7
8
53
15
4.3
100-4
AKA-"A"
63,406
16
40
13
32
-
-
11
28
40
6.3
ARA-"B"
205,611
95
50
36
19
4
2
55
29
190
9.2
ASCE
69,469
5
45
2
18
1
9
3
28
11
1.6
110-4
AEA-"A"
2.140
4
80
-
-
1
20
-
-
5
23.3
Totals
939.025
991
57
125
6
318
19
291
16
1.725
IB. 4
1912
70-4
75-9
ASCE
ASCE
13 ,943
2,700
0
0
0.0
0.0
80-4
ASCE
21,204
2
100
2
0.9
85-9
AEA-"B"
1,132
0
0.0
ASCE
73,239
5
71
-
-
-
-
2
29
7
1.0
90-4
AHA-"A"
166,907
9
56
-
-
-
-
7
44
16
1.0
ABA-"B"
142,051
10
38
9
35
-
-
7
27
26
1.8
ASCE
24,395
4
40
-
-
-
-
6
60
10
4.1
100-4
ARA-"A"
54,771
4
57
1
14
2
29
-
-
7
1.3
ARA-"B"
183,561
8
36
6
28
-
-
8
36
22
1.2
ASCE
41,424
-
-
-
-
-
-
1
100
1
0.2
105-9
ASCE
58,565
-
-
-
-
1
100
-
-
]
0.2
110-4
AIUt"A"
0.645
1
?.o
2
40
1
20
1
20
5
5 2
Totals
79". 557
43
45
18
18
4
4
C-2
33
i<7
1.8
RAIL FAILURE STATISTICS.
297
Table 10
Number and Percentages of Failures in Head, Web and Base, and Account Broken
GROUPED BY THE THREE TYPES OF SECTIONS
Year
Type
of
Section
Total
Tona
Failures and Percentages
Fail-
ures
Per
10,000
Tons
Head
Wet
Base
Broken
Total
No. | %
No. | %
No. | fo
No. | %
No.
BESSEltER RAIL
1908
ARA-"A"
ARA-"B"
ASCE
1,574
51,857
229,514
24
869
3.261
46
44
49
4
52
158
8
3
3
2
627
1.044
4
32
16
22
410
2.075
42
21
32
52
1,958
6.538
530.3
377.6
284.9
Totals
282,945
4,154
47
214
3
1.673
20
2.507
30
8,548
302.1
1909
ARA-"A"
ARA-"B"
ASCE
53,994
185,634
192.527
310
5,074
733
62
79
32
34
345
73
7
5
3
19
145
388
4
2
18
133
890
1.035
27
14
47
496
6,454
2,229
91.9
347.1
115.8
Totals
432,155
6,117
67
452
5
552
6
2,058
22
9,179
212.4
1910
ARA-"A"
ARA-"B"
ASCE
102,869
243,087
218.757
203
1,932
596
19
60
19
21
264
59
2
8
2
67
176
1.310
6
5
41
750
884
1.198
73
27
38
1,041
3,256
3.163
101.2
153.9
144.6
Totals
564,71?
2,731
37
344
4
1,553
21
2.832
38
7.460
132.1
1911
A?A-"A"
ARA-"B"
ASCE
17,317
180,424
79.192
24
463
125
16
36
11
4
58
22
3
4
2
17
226
497
11
17
43
103
563
508
70
43
44
148
1,310
1,152
85.5
72.6
145.5
Totals
276,933
612
24
84
3
740
28
1,174
45
2,610
94.2
1912
ARA-"A"
ARA-"B"
ASCE
3,064
62,553
14.529
131
8
47
17
34
12
49
28
58
63
12
23
25
0
277
48
0.0
44.3
33.0
Totals
80,146
139
43
34
10
77
24
75
23
325
40.5
1913
AEA-"B"
ASCE
59,433
4.039
10
1
50
100
2
10
—
-
8
40
20
1
3.4
2.5
Totals
63,472
11
52
2
10
-
-
8
38
21
3.3
Average
ARA-"A"
ARA-"B"
ASCE
36
53
26
5
6
2
6
15
35
53
26
37
Grand Average
39
4
19
38
OPEN HEARTH RAIL
1908
AEA-"B"
ASCE
31,642
124.478
1,418
612
61
32
109
106
5
6
404
574
18
30
377
598
16
32
2,308
1.890
729.4
151.8
Totals
156.120
2,030
49
215
5
976
23
975
23
4.198
268.9
1909
ARA-"A"
ARA-"B"
ASCE
205,670
148,446
107.145
711
1,346
225
70
43
26
99
182
55
10
6
6
35
224
41
3
7
5
176
1,389
546
17
44
63
1,021
3,141
867
49.7
211.6
80.9
Totals
461.261
2.282
45
336
7
300
6
2.111
42
5.029
109.0
1910
AFA-"A"
ARA-"B"
ASCE
369,428
216,503
242,180
816
1,101
319
59
47
32
76
100
208
6
4
21
64
194
86
5
8
8
436
977
390
30
41
39
1,392
2,372
1,003
37.7
109.6
41.4
Totals
828,111
2.236
47
384
8
344
7
1,803
38
4.767
57.6
1911
ARA-"An
ARA-"B"
ASCE
131,646
212,286
302^877
221
486
162
43
42
22
26
159
63
5
14
8
38
94
112
7
8
15
224
426
409
45
36
55
509
1,165
746
36.7
54.9
24.7
Totals
646.809
869
36
24e
10
244
10
1.059
44
2.420
37.4
1912
ARA-"A"
ARA-"B"
ASCE
193,729
477,154
268.162
94
844
53
64
60
36
22
89
14
15
6
9
306
10
1
21
7
28
192
71
20
13
48
146
1,431
148
7.5
30.0
5.5
Totals
939,025
991
57
125
8
318
19
291
16
1.725
18.4
1913
ARA-"A"
iVRA-"B"
ASCE
231,323
326,744
235.490
14
18
11
50
38
52
3
15
11
31
1
11
5
8
15
9
28
31
43-
28
48
21
1.2
1.5
0.9
Totals
793^557
43
45
18
18
4
4
32
33
97
1.2
Average
ARA-"A"
AKA-"B"
ASCE
58
49
33
9
11
8
5
10
12
28
30
47
Grand Average
47
9
9
35
1
298
RAIL.
Comparison of Failures of the Three Types of Sections, Using 100 as the Average
of Failures for Each Year's Rolling
Relatively , Relative |p . Relative |R , Relatively , Relative |p.
Failures |hani!:|Failures | hanK|Failures |Kanlc [Failures |iianJC | Failures |r
Average
BESSEUER
ARA-'A"
ASCE
AHA-'^"
109
94
125
43
55
163
76
109
101
91
154
77
80
103
131
ARA-"An
ASCE
ARA-"B"
46
74
194
OPEH HEARTH
— i~i 6B-
2 72
3 190
103
66
147
71
71
177
RAIL FAILURE STATISTICS.
289
Table 12
Numt
er and Pe re entases
)f Failures in
GROUPED BY
Head.,?
WEIGHO
Feb (
and Base, and Acct
.Broken
'S
Year
Lbs.
Per
Failures and Percen
^ages
Fail-
ures
Per
10,000
Tons
Total
Head
Web
Base
Broken
Total
Yard
No.
No. | )j
No.
i
No.
*
No.
BESSEMER
RAIL
1908
70-4
80-4
3,871
27.655
2
14
67
15
-
-
36
39
1
43
33
46
3
93
7.8
35.6
Tota
31.526
16
16
-
-
36
38
44
46
96
30.5
85-9
90-4
100-4
150,890
61,628
38.901
2,890
1,056
192
48
51
43
135
42
37
3
2
9
1,038
588
11
17
29
3
1,878
378
207
32
18
45
5,941
2,064
447
393.7
334.8
114.9
Totals
251.419
4.138
49
214
3
1.637
20
2,463
28
8.452
335.8
1909
75-9
80-4
16,202
40.719
11
10
5
5
6
4
3
2
35
49
15
24
175
139
77
69
227
202
140.3
49.6
Tota
56.921
21
5
10
2
84
£0
514
73
429
75.4
85-9
90-4
121,778
112,420
141,036
1,875
3,199
1.024
61
79
62
171
143
128
6
3
7
174
188
106
830
517
397
27
13
25
3,046
4,047
1.655
250.3
360.0
117.5
5
6
100-4
Totals
375.234
6,096
70
442
5
468
5
1.744
20
8r750
2"3.2
1910
70-4
75-9
80-4
4,053
2,076
51.783
1
55
3
7
5
1
54]
68
29
190
97
24
30
0
791
74.0
0.0
152.7
Totals
57.912
56
7
5
1
541
66
219
26
621
141.8
85-9
90-4
100-4
102,753
262,131
141,917
854
1,347
464
55
34
43
118
125
96
8
3
9
152
723
157
9
18
13
441
1,794
378
28
45
35
1,575
3,989
1.075
153.5
152.2
75.7
Tota
506.801
2.67!^
40
339
5
1.012
15
2,613
40
6.639
131.0
1911
70-4
75-9
80-4
5,600
11,830
20,157
10
7
2
3
1
1
440
4
81
25
4
89
89
100
16
28
4
542
50.0
3.4
268.9
Tota
37,587
12
2
3
1
441
77
118
?,0
574
152.7
85-9
90-4
100-4
69,870
87,618
81.858
339
156
125
38
17
34
28
31
22
4
4
6
208
73
18
24
9
5
301
553
202
34
70
55
876
793
367
125.4
90.5
44.8
Totals
239,346
600
30
81
4
299
14
1,056
52
2.036
85.1
1912 75-9
5.674
4
100
-
-
-
-
-
-
4
7.1
85-9
90-4
100-4
26,164
11,586
36.722
98
2
35
55
9
29
7
2
25
4
9
20
45
32
25
26
27
18
30
16
82
26
177
22
122
67.7
19.0
33.2
Totals
74.472
135
42
34
11
77
24
75
23
321
43.1
1913 70-4
3.420
-
-
-
-
-
-
-
-
0
0.0
85-9
90-4
100-4
10,861
6,926
42.265
8
3
53
50
1
1
7
17
-
-
6
2
40
33
15
0
6
13.9
0.0
1.3
T
Dtals
60,052
11
52
2
10
-
-
8
36
21
3..=
300
RAIL.
Table IS
Number and Percentages of Failurec
GROUPEI
in
BY
Head.'Veb and Bar
WEIGHTS
e,and Acct
Broken
Year
lbs.
Per
Total
Tons
Failures and Percentages
Fail-
ures
Per
10,000
Tons
Head
Web
Base
Broken
Total
Yard
No.
f
No..
$
No. | $
No.
f
No.
OPEN HEARTH RAIL
1908
75-9
80-4
11,188
6.005
9
79
65
11
3
4
21
1
486
7
68
1
149
7
21
14
718
12.5
1195.7
Totals
17.193
88
12
7
1
487
67
150
20
732
425.7
85-9
90-4
100-4
32,074
100,883
5.970
1,280
634
28
62
50
27
88
69
51
4
5
49
440
41
10
21
3
9
271
538
16
13
42
15
2,079
1,282
105
648.2
127.1
175.9
Totals
138.927
1.942
56
208
6
491
14
825
24
3.466
249.5
1909
80-4
11.368
3
33
-
-
2
22
4
45
9
7.9
85-9
90-4
100-4
106,840
287,151
55.908
507
1,475
297
56
43
43
101
137
98
11
4
14
49
228
21
5
7
3
252
1,582
273
28
46
40
909
3,422
689
85.1
119.2
123.2
Totals
449.899
2.279
45
336
7
298
6
2.107
42
5.020
111.5
1910
70-4
75-9
80-4
5,470
11,235
39.155
2
17
38
100
13
33
2
51
2
44
21
12
16
10
90
15
69
13
2
130
116
3.7
115.7
29.6
Tota
55.860
57
23
53
21
33
13
105
43
248
44.4
85-9
90-4
100-4
110-4
169,913
443,616
150,707
8.015
606
881
656
36
61
41
50
42
106
76
148
1
10
4
11
1
63
212
25
11
6
10
2
13
228
945
488
37
23
45
37
44
1,003
2,114
1,317
85
59.0
47.7
07.4
106.0
Totals
772.251
2.179
48
331
7
311
7
1.698
38
4.519
58.4
1911
70-4
75-9
80-4
5,422
4,553
57.322
33
41
17
21
15
18
16
20
0
0
81
0.0
0.0
14.1
Tota
67.297
33
41
17
21
15
18
16
20
01
12.0
85-9
90-4
100-4
110-4
158,233
223,130
193,182
4.967
254
263
309
10
41
29
39
7i
42
72
116
1
7
8
15
7
96
78
54
1
15
9
7
7
233
494
314
2
37
54
39
15
625
907
793
14
39.0
40.6
41.1
28.2
Total;
579.512
836
36
231
10
229
10
1.043
44
2.539
40.4
1912
70-4
75-9
80-4
14,620
11,768
47.129
28
74
2
-
-
-
1
8
100
21
1
0
38
0.7
0.0
8.1
Tota
73.517
28
72
2
b
-
-
9
23
39
5.3
85-9
90-4
100-4
110-4
153,615
371,267
338,486
2.140
654
189
116
4
56
70
48
80
50
22
51
4
9
21
304
8
5
1
26
3
2
20
165
48
69
14
18
29
1,173
267
241
5
76.4
7.2
7.1
23.3
Totals
865.508
963
57
123
7
318
19
282
17
1.686
19.5
1913
70-4
75-9
80-4
13,943
2,700
21,204
2
100
-
-
-
-
-
-
0
0
2
0.0
0.0
0.9
Tota
37.847
2
100
-
-
-
-
-
-
2
O.S
85-9
90-4
100-4
105-9
110-4
74,371
333,353
279,756
58,585
9.645
5
23
12
1
70
44
40
20
9
7
2
17
23
40
2
1
1
7
100
20
2
20
9
1
30
39
30
20
7
52
30
1
5
0.9
1.6
1.1
0.2
5.2
Totals
755.710
41
43
18
19
4
4
32
34
95
1.3
RAIL FAILURE STATISTICS.
301
Table 14
Comparison of Failures by Weights of Soil, Using 100 as the Average of Failures
for Each Year's Rolling
Weights
19 0 3
19 0 9
19 10
19 11
Average
Relative
failures
Rank
Relative
Failures
Rank
Relative
Failures
Rank
Relative
Failures
Rank
Relative
Failures
Rank
BESSEMER .
100-4
90-4
85-9
34
100
117
1
2
3
50
154
107
1
3
2
58
116
117
1
2
3
53
106
147
1
2
3
49
119
122
1
2
3
OPEH HEARTH
90-4
100-4
85-9
51
70
E60
1
2
3
107
110
76
2
3
1
82
151
102
1
3
2
100
101
96
2
3
1
85
108
133
1
2
302
RAIL.
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RAIL FAILURE STATISTICS.
303
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RAIL FAILURE STATISTICS.
305
f o» f CO <T» f e-
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RAIL FAILURE STATISTICS
313
Table IB
number and Percentages c
f Pailuree
in
BESSEliE" 4KB OPEN HEARTH STEEL
TO WHICH
FERRO
TITANIUM HAS AND HA£
N03
BEEN ADDED
Grouped by Weights and the Three Types of Seotiont
Year
Loa . i Type
Per j of
Yard is eat ion
Kind
of
Steel
Total
Tons
Failures
and Percentages
1
Fail-
ures
Per
10,000
Tons
Head
Web
Base
Broken
Totals
Ho.
%
No.
%
No.
%
No.
t
No.
BESSEMER
1909
30 iA?jL.-"A"
Plain
38,034
47
30
14
9
5
3
93
58
169
41.6
P. T.
6,052
7
17
4
9
7
17
24
57
42
69.4
:A?A-"B"
Plain
44,210
2,752
90
90
3
14
-
196
7
3,052
690.4
F. T.
3,294
28
56
1
2
-
-
21
42
60
161.8
lASCE
Plain
19,525
362
50
32
4
154
21
180
25
728
372.8
P. T.
1,035
3
19
2
12
8
50
3
19
16
154.6
100 ASCE
Plain
40,147
16
8
8
4
61
28
130
60
215
63.5
1
P. T.
14.066
7
14
1
2
22
44
20
40
50
35.5
totals
Plain
141,916
3,177
76
144
4
234
6
599
14
4,154
292.1
P. T.
24,447
45
29
8
5
37
S3
68
43
1KB
64.4
1916
60JASCE
Plain
4,459
28
88
3
9
1
3
32
71.8
1
P. T.
47,324
27
4
2
-
541
71
189
25
759
160.4
90 A?A-"A"
Plain
96,072
172
19
20
2
25
3
675
76
893
93.0
I
P. T.
5,000
27
20
-
-
39
29
69
51
135
270.0
AEA-nB"
Plain
69,499
699
68
71
7
23
2
240
23
1,033
148.6
P. T.
8,203
28
42
3
4
3
4
34
50
68
82.9
A3CZ
Plain
65,159
396
24
23
1
548
32
716
43
1,683
258.3
1
P. T.
15,057
21
13
7
4
83
49
68
34
169
112.2
100 j ASCE
Plain
12,285
9
19
-
-
6
12
34
69
49
39.9
i
P. T.
34,922
56
21
19
7
112
42
80
90
267
76.6
Totals
Plain
247,474
1,305
35
117
3
602
17
1,666
4b
3,690
149.1
P. T.
110,506
159
11
31
2
778
56
430
31
1,398
126.5
1911
BOlASCE
Plain
8,364
2
22
1
11
6
67
9
10.8
P. T.
11,793
10
2
1
-
439
82
83
16
533
451.9
90IA?A-nA'*
Plain
4,756
3
30
1
10
1
10
5
50
10
21.0
j
P. T.
3,000
11
9
1
1
11
9
97
81
120
400.0
ARA-"Bn
Plain
48,123
19
18
10
10
9
9
67
63
105
21.8
P. T.
1,667
4
80
-
-
-
-
1
20
5
29.9
JA3CS
Plain
P. T.
29,000
1,072
99
18
19
3
52
10
382
1
69
100
652
1
190.4
9.3
108JARA-"A"
Plain
2,561
2
29
-
-
5
71
-
-
7
27.3
1
P. T.
7.000
8
73
2
18
-
-
1
9
11
15.7
fotalB
Plain
92,804
123
18
32
5
68
10
460
67
683
73.6
F. T.
24,532
33
5
4
1
450
67
183
§7
670
273.1
1912
85JA3CE
Plain
2,685
0
0.0
P. T.
4,300
4
100
4
8.9
90|APA-"B"
Plain
P. T.
8,540
3,046
2
10
2
10
-
-
17
1
80
100
21
1
24.6
3.3
100;A.-JL-"B"
Plain
28,477
35
43
24
30
4
5
18
22
81
28.4
i
P. T.
3.511
_-
-
1
100
-
-
-
-
1
2.8
'irals
Plain
39,702
37
36
26
26
4
4
35
34
102
25.6
P. B.
10.857
4
66
1-
17
-
-
1
17
6
5.5
OPEJ
¥ HEAR'
CH
1910
100|A?A-"A"
Plain
28,019
252
54
14
3
6
1
194
42
466
166.3
P. T.
13.083
48
39
4
3
3
2
83
60
138
105.5
1911
90 A5C£
Plain
30,104
44
22
18
9
4
2
131
67
197
65.4
P. T.
3,068
4
16
8
32
7
28
6
24
25
81.4
100
A?A-"A"
Plain
15,255
76
36
7
3
11
5
118
56
212
160.0
P. T.
2,096
9
75
1
8
2
17
-
-
12
57.2
A?A-"B"
Plain
93,972
178
46
95
25
11
3
99
26
383
39.9
P. T.
1,732
11
69
-
-
1
6
4
25
16
92.5
ASCE
Plain
62,720
16
19
10
11
21
25
38
45
85
13.6
1
P. T.
5.540
5
25
-
-
1
5
14
70
20
36.1
T:";al8
Plain
200,051
314
36
130
15
47
5
386
44
877
43.8
F. T.
12,436
29
40
9
12
11
15
24
33
73
58.7
1912
100
A?A-"A"
Plain
48,256
8
£6
12
39
-
11
35
31
6.4
P. T.
15,150
8
89
1
11
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9
5.9
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Plain
192,601
88
49
34
19
3
2
53
30
178
9.2
P. T.
6.911
6
66
2
22
-
-
1
12
9
13.0
Totals
Plain
240,657
96
46
46
22
3
1
64
31
209
8.7
P. T.
22.061
14
78
3
17
-
-
1
5
18
8.1
1913
1001 ASCE
Plain
F. T.
39,424
2.000
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1
100
1
0
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Appendix E.
COMPARATIVE SERVICE TESTS OF 100-POUND SEC-
TIONS, P. S. AND A. R. A.— A, ON THE PENNSYL-
VANIA LINES WEST OF PITTSBURGH.
By W. C. Cushing,
Chief Engineer Maintenance of Way, Southwest System.
In 1909, the Railway Company purchased 1,535 tons of A. R. A. type
"A" rail, for service comparison with the standard P. S. type of that
company.
Both types of rail were of Bessemer steel, 100 lbs. per yard, manu-
factured by the Carnegie Steel Company, at the Edgar Thomson Mill,
in February, 1909, and were laid on the Pittsburgh Division, at various
places, in November, 1909.
A record of failures is being kept, and a portion of each kind was
singled out to be laid on a very sharp curve, in order to test the relative
abrasive resistance to the car wheels passing over it, and it is this test
which is the particular subject of this paper.
There is a great deal of curved track on the Pennsylvania System,
and a somewhat heavy-headed rail has been adopted as standard, because
of the belief that it would last longer on such kind of alignment than a
comparatively thin-headed rail. As the two lots purchased represented
the two different designs, it was hoped and expected that differences, if
any existed, would be clearly indicated. The results of this trial are set
forth in this paper, and the facts are true and correct in accordance with
the records which have been kept, but it must be borne in mind that it is
only one test, that there are many chances of not obtaining all the knowl-
edge in trials of this character, and that usually many of them are neces-
sary before a definite and precise rule can be prescribed.
For the abrasive test, a 7-deg. 45-min. curve, at the west end of the
Dinsmore tunnel, about 30 miles west of Pittsburgh, was selected. It is
near the summit of a 1 per cent, grade in each direction, and the rail
was laid on the eastbound track, which is elevated for a speed of from
30 to 40 miles per hour. The location is shown in Fig. 1. The west half
of the curve was laid with the P. S. rail and the east half with A. R. A.
—A rail.
Twelve rails were selected for periodical measurements with a sec-
tion lining machine, the lengths of the periods being six months, one-half
Report No. 44, September, lull.
319
320 RAIL.
of them on each kind of rail and one-half of each kind being on the
low or inside and one-half on the high or outside, as shown on the dia-
gram, Fig. I.
After removal, the 12 rails were sent to the Pennsylvania laboratory
at Altoona for chemical and physical survey, and the results are tabulated
in Table 1.
An examination will disclose that the material in the rails is fairly
uniform and that none of it is segregated, except in two instances, Nos.
5-L and 5-H of the P. S. section. With the exception of the two rails
mentioned, the chemical and physical characteristics seem to point to fairly
uniform and good material for Bessemer carbon steel. The carbon of the
A. R. A. rails may be considered a trifle higher, as is also the manganese
and the sulphur.
In the case of 4-L and 6-L, both P. S. rails, the accumulated foot
pounds under the drop test, with a 50-lb. tup, are rather small, and the
accumulated foot pounds of No. i-L, though larger, are also under the
amount expected for good material. The other chemical and physical
tests do not disclose the reason for this.
The hardness indicated by the Brinell and scleroscope tests is very
much the same in each case, there being but ordinary differences.
In order to show the chemical and physical differences at a glance,
Fig. 2 has been prepared. It brings out the fact that in only two rails
was the upper limit of carbon exceeded, if No. 5-L be not considered on
account of its closeness to the line. All of them are quite well above the
lower limit.
The phosphorus in all of them keeps pretty close to the specification
limit.
The manganese in all but two keeps pretty close to the desired quan-
tity of 1 per cent.
The tensile strength of all is fairly good, with the exception of the
two segregated rails, Nos. 5-L and 5-H. Both of them show their in-
feriority and weakness most in the poor elongation percentage of the dia-
gram and the poor reduction of area percentage of the table. In the
case of No. 5-H, the accumulated foot pounds test indicates pretty brit-
tle material, and the Brinell hardness No. 240 indicates the same. This
is an average of seven readings on different parts of the section, the
highest being 271, at the junction between the head and web, where the
largest amount of segregation usually occurs.
The rail which was removed in order to allow the test rails to be
laid was 100-lb. Bessemer steel of A. S. C. E. section, rolled by the
Carnegie Steel Company, at the Edgar Thomson Mill in April, 1907. but
as no chemical and physical survey was made of the actual rail, the
average mill figures of the month of May, 1907, during which this rail
was rolled, were used for the right-hand side of Fig. 2.
On the whole, it would seem that if there is any advantage to be
derived by one section over the other, on account of quality of material,
COMPARATIVE RAIL SERVICE TESTS. 321
it rests with the A. R. A. type "A" section in this particular test, although
the differences are extremely slight.
The rail was laid in November, 1909, and removed in August, 191 1,
after one year and nine months' service, on account of the A. R. A. type
"A" rail being considered too badly flange worn for further service.
The P. S. section was not considered to have reached its limit of abra-
sion at the same time, but owing to being laid on the same curve, it was
necessary to remove both kinds at the same time. In Table II are given
the mill analyses of the ingots of each kind of rail, including the A. S.
C. E. section, the amount of abrasion, the tonnage of traffic and the square
inches of rail-head abraded per 10,000,000 tons of traffic, which are the
critical figures for comparison. It took the P. S. section one year and
nine months to have the same average amount, .62 sq. in., abraded from
the heads of the six test rails, as was abraded in one year and five
months from the six test rails of the A. R. A. type "A" section. These
two rail sections are compared under the same conditions, the abrasion
per 10,000,000 tons of traffic being .27 in the case of the P. S. section and
.36 in the case of the A. R. A. type "A" section.
It will be noticed, however, that the abrasion in the case of the A. S.
C. E. section is but .22 per 10,000,000 tons of traffic, but one cannot feel
quite as sure about the accuracy of the amount of tonnage passing over
it as in the other cases, because the information was acquired by search-
ing over back records after the A. S. C. E. rail was removed and not
keeping the record during the time the test was in progress, which was
done in the case of the other two sections.
The comparative abrasion for each of the sections is illustrated in
Figs. 3, 4 and 5, each figure showing the maximum, the average and
minimum wear for the type of rail in question.
Figs. 6 to 20 show the deep and light etchings for five of the rails
Figs. 6, 7, 8, 9, 10 and 11 show the good material in the A. R. A. — A sec-
tions, Figs. 12 to 17 the good material in the P. S. sections, and Figs. 18,
19 and 20 the badly segregated material in 5-H.
With reference to the total quantity, 1,535 tons of A. R. A. — A rail
laid in service in 1909, there have been rail failures as follows :
1909 5 failures
1910. . .• 23 failures
191 1 38 failures
1912 70 failures
1913 21 failures
Total 157 failures, or 1,023 per 10,000
tons of rail laid.
Of the 157 failures, 108 were on tangent and 49 on curve.
Of the 157 failures, three were broken rails, two on tangent and one
on curve, 10 were classified as "Split Web," while all the others, 144, were
head failures, principally split heads. The entire test is not yet completed.
322 RAIL.
Figs. 22, 23 and 24 illustrate the poor quality of material in one of the
split head rails, and the results of the chemical and physical survey are
given in Fig. 21. The segregation of the elements is very bad, the
ductility almost nil, while the hardness is quite irregular. The carbon
percentage in the rail is very widely different from that indicated by the
heat analysis at the mill, and yet it was a "B" rail, or the second from
the top of the ingot.
SUMMARY.
1. In the same length of time, one year and nine months, and the
same tonnage of traffic, the average abrasion from the heads of six sam-
ple rails was .21 sq. in., or 34 per cent, greater in the case of the A. R.
A. — A section than the P. S. section.
2. The abrasion from the A. S. C. E. rail, which preceded these rails
in service, was less than either, but the record is not so clear.
3. The quality of the material was very closely the same in each
case, but if there was any advantage in the case of either, it was with
the A. R. A. — A section, in having a slightly greater preponderance of
hardening elements.
4. The breakages in 1,535 tons in five years are extremely few, three
in all, but the very large number of split heads is very disquieting. The
chemical survey of those split heads indicates a large amount of badly
segregated material.
COMPARATIVE RAIL SERVICE TESTS.
32o
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COMPARATIVE RAIL SERVICE TESTS.
325
DIAGRAM ILLUSTRATING
COMPARISON OF CHEMICAL
AND PHYSICAL SURVEYS OF
TEST RAIL.
100 lb. Rails. Alignment 7°45'Curve. Stone Ballast.
Years.
Service.
lyr., 9mos.
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326
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COMPARATIVE RAIL SERVICE TESTS. 327
Study of Twelve Rails Which Wore Out in Service East of Dinsmure, December, 191 i.
LOW RAIL.
HIGH RAIL.
Maximum Wear,
Average Wear.
Minimum Wear.
100 lb. A.R.ArA. RAIL.
EXPERIMENTAL DATA.
LOCATION DATA.
Kind oF Steel ? Bessemer. InE.or W.B.Pass'or Frt.Trk? E.B.
Weight per yard ? lOOIbs. Degree oF Curve? 7°45'
Section? A.RA. A. E. end, Wend or center of Curve ?E. end
ManuFacturer? Carnegie, E.T. Feb. ,1909. Superelevation oF Curve ? 6-8"
Heat No. Various. Speed For which elevated? 30-40 MPH.
Rail No. " Tangent' No.
Laid. Nov. 1909. Kind oF Ballast? Stone.
Removed. Aug. 1911. p- ^
328 RAIL.
Study of Twelve Rails Which Wore Out in Service East of Dinsmore, December, 191 i.
LOW RAIL
HIGH RAIL
Maximum Wear
®
Average. Wear
Minimum Wear.
100 lb. P.S. RAIL.
EXPERIMENTAL DATA. LOCATION DATA.
Kind of Steel ? Bessemer. InE.orW.B.Pass.orFrt.Trks? E.B.
Weight per yard ? 100 lbs. Degree of Curve ? 7°45'
Section? P.S. E.end, W. end or center of Curve? W. end.
Manufacturer ? Carnegie, E.T.Feb. 1909. Superelevation of Curve? 8"
Heat No. Various. Speed for which elevated ? 30-40 MPH.
Rail No. " Tangent ? No.
Laid. Nov. 1909. Kind of Ballast ? Stone.
Removed. Aug. 1911. p- ^4
COMPARATIVE RAIL SERVICE TESTS. 329
study of Twelve Rails Which Wore Out in Service East of Dinsmore, December, 1911.
LOW RAIL.
s
Area Abraded - 0.60 sq.in.
7Q of Head- 14.53
HIGH RAIL.
/
^
©
Maximum Wear
Area' Abraded = 1.14 sq.m.
%/oP Head= 27.60
/
sT^
S
Area Abraded = 0.46 sq.in
% oP Head* 11.14
s
/Area Abraded=0.85 aq.in.
.'% oP Head = 20.58
1/
Averabe Wear
\
==^
Area Abraded = 0.24 sq.in.
% oP Head =5.81
^
^
J Area Abraded = 0.4 1 sq.in
/ 95 oP Head = 9.93
Minimum Wear.
100 lb. A.S.C.E.RAIL.
EXPERIMENTAL DATA.
Kind oP Steel ? Bessemer.
Weight per yard ? 100 lbs.
Section? A.S.C.E.
ManuPacturer? Carnegie, ET. Apr.1907.
Heat No. Unknown.
Rail No. "
Laid. May, 1907.
Removed. Nov., 1909. _.
LOCATION DATA.
InE.orW.B.Pass.orFrt.Trk? E.B.
Degree oP Curve? 7° 4b'
E.end ,W- end or center oP Curve? All.
Superelevstion-oP Curve? 6-8"
Speed Por which elevated ? 3CH40 MPH!.
Tangent? No.
Kind oP Ballast ? Stone.
5.
330
RAIL.
mBmm
Deep Etching.
No. i-L.
Fig. 6.
COMPARATIVE RAIL SERVICE TESTS.
331
Light Etching.
No. i-L.
Fig. ;.
332
RAIL.
COMPARATIVE RAIL. SERVICE TESTS.
333
-*&
., -.•■. ••'.'.'•••'ilV * ;1* »'-'■':. /T-''"1-^.-" ■"■■ '!?•■
• - 1
«^v,.,;;...; .j
f* •.',-. '••'VN," ! )
V\*. ■ .'-.v-.'- 'iji
'.!.'." •>■'
FY"*' *' V
L- ■■■■ Y-^'v"
Deep Etching.
No. 3-11.
Fig. 9.
^^
634:
RAIL.
30B
Light Etching.
No. 3-H.
Fig. io.
COMPARATIVE RAIL SERVICE TESTS.
335
* *« '
'V- VT^r
*+ ■. ■ 1
?36
RAIL.
Deep Etching.
No. 4-L.
Fig. 12.
COMPARATIVE RAIL SERVICE TESTS.
337
m
-3IG
Light Etching
No. 4-L.
Fig. 13.
338
RAIL.
COMPARATIVE RAIL SERVICE TESTS.
339
Deep Etching.
No. 6-H.
Fig. 15.
340
RAIL.
Light Etching.
No. 6-H.
Fig. i 6.
COMPARATIVE RAIL SERVICE TESTS.
341
342
RAIL.
Deep Etching
No. 5-H.
Fig. 18.
COMPARATIVE RAIL SERVICE TESTS.
343
Light Etching.
No. 5-H.
Fig. 19.
344
RAIL
-
Q
O w
»
/* /
* /
pq
COMPARATIVE RAIL SERVICE TESTS.
346
CHEMICAL ANALYSIS
PHYSICAL TESTS
of
c.
Mn.
p.
Si.
S.
■in
Drop Teat
Tensile
Strength
Elastic
Elongatlen
Original Sec.
Baflffi
Sal-lnchn
LI... P.. S«.l-.
Lb. P.,5, In
Fracture
Head
.54
.86
.087
.'056
.046
1=1/8''
. 110250
5985C
4.
3.32
fl
Web
.69
.90
.137
.066
.059
Base
.53
.86
.086
.075
.045
Average
.59
.87
.103
.066
.050
Heat
M. W. 34 F.
Report No. 11.73 *
t.d.30.1064 Pennsylvania Railroad Company
490 J SxlOtt Copnna Ink
P.. B. \ W. R. H. N. C. RY. W. J. 4 S. R. R.
LABORATORY REPORT
CHEMICAL AND PHYSICAL EXAMINATION OF RAIL AND OTHER TRACK MATERIAL
Referred to in W.C.Cushing' S letter Of 9-27-12 ...tO... J."e!7alli3
Laboratory No. 29303-4-5 Sample Represents I&Q....^_.._^Il^EPm.i:ifet;.a]SBr25*. JJS>..21?J...
ft... west of M,P. 117. ..,„ 9-16-12 A.R.A.Soc. Car. !i.T.,_.3-09. Heat i:o.. 6690 .
Split. .Read „__....,,, „
Place and Date AltOPrxa, Pa. , .January . .27th, .19 13 .....
DROP TEST. SUPPORTS 12» APART. WEIGHT OF TUP, 50 LBS.
Test Piece at "D" §3"x§3*
1/2
Test Piece at "E" £ffxltf
Location
1.
2.
3.
4.
5.
6.
7.
lie rage
||
Brinell
230
216
230
265
262
223
225
236
£z
Seleroscooe
34
32
34
39
38
33
33
35
53
1-3/16 28750
p O 3 IB
I O Ie"He T.atrj
tensile telle
I.I.
II.
Impacl lull
G. P.
A badly segregated rail, resulting in a split head. The tensile
test indicates brittle material.
Heat Analysis
Carton .45
Manganese - .84
FlG. 21.
346
RAIL.
Deep Etching.
Fig. 22.
COMPARATIVE RAIL SERVICE TESTS.
347
,^^,.^.^,.^..
Light Etching.
Eig. 23.
}48
RAIL.
350
RAIL.
end of the ingot and looking toward the top end, which entered the rolls
first) finally made the top side or tread of the rail. The various passes
and their areas are shown in Table i.
Observations were made of temperatures after the second blooming
pass by means of a Thwing pyrometer, and after the finishing pass by
means of a Fery pyrometer. The temperature observations of the bloom
represented the middle of the side, and those of the rail represented the
bottom of the base toward the edge of the flange. The time at which
Table 1 - Areas
of Passes .
Area after
Pass No.
Kind of Pass
Pass
sq . in.
Ingot, 20 x 24
480
1
2
3
4
T\ro high blooming,
» ii it
ii H H
n it ii
19
15
14.5
11.5
x 20
x 19
x 15
x 14.5
361
270
211
160
5
6
7
8
9
Three high blooming,
n it n
n ti ii
n n ii
n ti ti
11.5
9.5
9.5
7.5
7.5
x 11.5
x 11.5
x 9.5
x 9.6
x 8.0
130
108
88.9
70.7
58.9
10
11
12
Three high roughing,
n it ti
IT IT II
4£.8
35.2
28*2
13
Former,
£2.4
14
Dummy,
21.3
15
First eager.
16.9
16
Second edger.
13.1
17
Leader,
10.6
18
Finished rail,
9.81
each of these operations occurred was recorded at the same time that
the temperature reading was taken. The Fery pyrometer was cali-
brated against a thermo-couple in a laboratory muffle electrically heated,
and the Thwing was calibrated against the Fery in the mill, with mate-
rial being rolled. The temperatures and times are gievn in Table 2.
The temperature given probably cannot be depended upon as show-
ing closely the actual temperatures, but they probably may be used for
comparison among themselves. It was intended to have Ingots i to 5, in-
clusive, vary in temperature over a considerable range, but it will be
noted that Ingots i to 4, inclusive, showed about the same temperature
FINISHING TEMPERATURE OF RAILS.
351
Table
2 - Temperatures and Times
Ingot
No.
Time (P.M.)
Temperature -
C.
2nd Pass
Finish
Min.Used
2nd Pass
Finish
Drop
i
6.36
6.41
6
1145
850
295
2
6.37i
6.43i
6
1145
845
300
3
6.40
6.46
6
1130
845
285
4
6.42
6.48£
6-V
1125
840
285
5
6.44
6.51
7
995
830
165
6
6.47
6.54i>
7*
1145
850
295
7
6.53i
7. 02£
9
1170
815
355
6
6.57
7.061-
-2
1155
795
360
9
7.00
7.11
11
1140
750
390
10
7.03
7.15
12
1160
695
465
Table 3 - Rail-bars Held.
Bar No.
Rail
Letter
Seconds Held
After
15th Pass
After
16th Pass
After
17th Pass
6
6
7
7
8
8
9
9
10
10
A
E
A
E
A
E
A
E
A
E
30
36
55
45
60
60
60
60
25
40
40
15
15
352 RAIL.
according to the pyrometer readings. Ingot 5 showed a lower tempera-
ture, but the finishing temperature of the rail made from it showed only
a little lower than the others. How little variation there was in the initial
temperatures of these five ingots was realized only after the pyrometer
calibrations were obtained, which were completed after the rails were
rolled, and after the shrinkages were calculated, which work was done
after the rails were cut up for the various tests and after part of the
tests were made. The results on these rails will probably have little bear-
ing on the question of relationship of ingot temperature to the properties
of rails, but they are recorded in this report as they may still be service-
able for reference. This part of the work will, therefore, have to be
done again.
Ingots 6 to 10, inclusive, showed about the same initial temperature
and showed successively lower finishing temperatures in the respective
rail bars made from them, these bars having been held varying lengths
of time before finishing. The passes after which the bars were held and
the seconds held are shown in Table 3.
It should have been remarked that after the ninth pass the bloom was
cut in two and the ingot finished into rail in two bars. The finishing
temperatures recorded were of the second bar.
SHRINKAGE.
The saws of the "A" and "E" rails were set for a shrinkage of 6V2
in., that is, they were spaced 33 ft. 6x/< in. apart. The lengths of the
finished rails when cold and their cambers and shrinkages are shown in
Table 4.
It will be noted that the shrinkage of the "E" rail was less than the
shrinkage of the "A" rail from the same ingot, that is, its temperature
was less at the time of sawing. After rolling the ingot into a bloom, the
bloom was cut in two and then finished into rail in two rail-bars. The
first bar, which contained the "A" rail, after finishing was allowed to
pass to the saws without any delay and without taking a temperature
reading. The second bar, which contained the "E" rail, was stopped im-
mediately after leaving the finishing rolls and held while a temperature
reading was taken. The shrinkage of the "A" rail, therefore, would
better represent the shrinkage normal to the conditions under which the
bar was rolled.
For convenience of comparison the finishing temperatures of rail-
bars 6 to 10, inclusive, are shown in Table 5, together with the shrink-
ages and the lengths of time held.
The temperatures shown in this table are those recorded for the
rail-bar from the second bloom of the ingot from which the "E" rail
was cut and the length of time held between rolls also represents this
bar. The shrinkage, however, was that of the "A" rail, since, as explained,
the second part of the rail was held after finishing and before sawing, to
take its temperature, while the first part of the bar> containing the "A"
rail went directly to the saws without holding. The time held was about
FINISHING TEMPERATURE OF RAILS.
353
Table 4 - Finished RailB .
No.
length
ft. in.
Shrink-
age
in.
Camber
in.
Concave
Head or
Base Side
1A
IE
2A
2E
3A
3E
4A
4E
32-11.75
33- 0.15
32-11.75
33- 0.20
32-11.80
33- 0.25
32-11.75
33- 0.30
6.75
6.35
6.75
6.30
6.80
6.25
6.75
6.20
1.25
.25
1.75
.00
1.40
.00
1.00
.40
B
E
B
B
H
E
B
E
1
B
B
H
B
E
B
H
H
H
1
5A
5E
6A
6E
7A
7E
8A
8E
32-11.90
33- 0.45
32-11.55
33- 0.15
33- 0.05
33- 0.45
33-
33- 0.45
6.60
6.05
6.95
6.35
6.45
6.05
6.50
6.05
.65
1.00
.75
.75
.50
1.15
.25
.75
9A
9E
10A
10E
33-
33- 0.80
33- 0.80
33- 1.20
6.50
5.70
5.70
5.30
.50
1.50
2.90
4.65
the same for the two parts of the bar except that in the case of Ingot 9,
rhe second part of the bar was held longer than the first part. In this
case the shrinkage shown for the "A" rail is that of the "E" rail plus
■45 in-, which was about the average difference between the shrinkages
of the "A" and "E" rails.
Table 5 - Temperature, Shrinkage and Time Held
Bar
Number
Temperature
nE" Rail
Shrinkage
"A" Rail
Time Held
"En Rail
6
7
8
9
10
850° C.
815 "
795 "
750 "
695 "
6.95 in.
6.45 n
6.50 "
* 6.15 n
5.70 "
35 sec.
45 "
75 ■
115 "
(*) Calculated from shrinkage of "E" rail.
354
RAIL.
The results in this table are plotted in Fig. i, in which the time held
between rolls before finishing is shown horizontally, and the temperature
in degrees centigrade of the bottom of the base near the edge of the
flange and the shrinkage in inches are shown vertically.
CO
7.0 (
6.5
6.0
5.5
• 1
©
2 2
O
850
800
750
700
^j
D 20 40 60 80 100 120
Seconds Held Between Rolls
Fig. 1 - Finishing Temperature of Flange
and Shrinkage as Related to Time
Held between Rolls before
Finishing
Calculating from the curves, it is found that the decrease in tempera-
ture (as measured and under the conditions) was 145° C. for a holding
of 100 seconds, or 1.450 C. per second held. The decrease in shrinkage
was 1. 10 in. for 100 seconds holding, or .011 in. per second held. The re-
sults showing the shrinkage as related to temperature are plotted in Fig. 2,
the temperature being shown horizontally and the shrinkage vertically.
The temperature here referred to represents the coldest part of the rail,
and, of course, the average temperature of the whole rail or of the in-
terior of the head would be higher.
TESTS MADE.
Each rail was cut into ten pieces, numbered consecutively from one
to ten from the top end, and used for tests as listed in Table 6.
FINISHING TEMPERATURE OF RAILS.
355
CO
7.0
6.5
6.0
5.5
•
•-
700 750 800 850
Degrees Centigrade
Pig.
2 - Shrinkage as Related to Finishing
Temperature of Flange
No.
i— i ft.
for
No.
2—4y2 ft.
for
No.
3— 4rA ft.
for
No.
4-4^ ft.
for
No.
5—2 ft.
for
No.
6—i ft.
for
No.
7—4V2 ft.
for
No.
8— 4y2 ft.
for
No.
9— 4r/4 ft.
for
No.
10 — 2 ft.
for
TABLE 6 — PIECES FOR TESTS FROM EACH RAIL.
tensile tests and cross-section.
drop test with head in tension.
drop test with base in tension.
slow bending in test machine, head in tension.
transverse test of base and cross-section.
tensile tests and cross-section.
drop test with head in tension.
drop test with base in tension.
slow bending in test machine, base in tension.
transverse test of base and cross-section.
In addition, some of the tensile test pieces were used for microscopic
tests.
DROP TESTS.
Four drop tests were made of each rail, two with the head in ten-
sion and two with the base in tension. The tup was 2,000 lbs., the height
of drop was 20 ft., the centers of the supports were 3 ft. apart and the
anvil was 20,000 lbs., spring supported. The striking face of the tup
and the bearing surfaces of the supports each had a radius of 5 in. The
deflection, or set, under the first blow was measured in a distance of 3
ft. of the side that was below in testing. Gage marks 1 in. apart were
put lengthwise on the side in tension, about the middle of the piece
tested, for a distance of 6 in., and the increase in length of the space
which stretched most at breaking was taken as the measure of ductility.
The results of the drop test for rail bars 1 to 10, inclusive, with the head
in tension, are shown in Table 7 and with the base in tension in Table 8.
356
RAIL.
Table 7 - Drop Tests, Head in Tension
Bar
No.
Deflection
1st Blow
No. of
Blows
Elongation
Per cent.
Remarks
1A2
1A7
1E2
1E7
At.
1.20
1.20
1.20
1.20
1
3
3
3
2.5
6
10
10
16
10.5
Flange broke
Base split, 1st blow
2A2
2A7
2E2
2E7
Av.
1.29
1.25
2
3
12
14
Broke near middle
Base split under tup
Bent sideways
1.27
1.28
1.27
4
3
3.0
16
12
13.5
3A2
3A7
3E2
3E7
Av.
1.25
1.25
1.28
1.25
1.26
3
2
3
3
2.8
14
14
10
12.7
Base split
Flange broke & bent sideways
Flange broke & bent sideways
Base split
4A2
4A7
4£2
4E7
Av.
1.22
1.28
1.27
1.26
3
4
4
3.7
14
16
16
15.3
EA2
5A7
5E2
5E7
Av.
1.30
1.25
1.28
1.27
1.28
3
3
3
3
3.0
16
14
12
16
14.5
Base split
Base split
Bent sideways
Base split
6A2
6A7
6E2
6E7
Av.
1.28
1.29
1.30
1.30
1.29
3
3
3
1
2.5
14
14
12
5
11.3
Bent sideways
Base split under tup
Bent sideways
Base split under tup
7A2
7A7
7E2
7E7
Av.
1.25
1.25
1.30
1.25
1.26
3
3
4
3
3.3
10
16
12
18
14.0
Flange broke
Bent sideways
8A2
8A7
8E2
8E7
AV.
1.28
1.27
1.28
1.25
1.27
4
3
4
3
3.5
18
16
16
14
16.0
Bent sideways
Flange broke under tup
Flange broke under tup
9A2
9A7
9E2
9E7
Av.
1.27
1.25
1.26
1,28
1.27
3
4
3
4
3.5
18
16
12
10
14.0
Bent sideways
Bent sideways
Bent sideways
Bent sideways
10A2
10A7
10E2
10E7
AV.
1.28
1.25
1.28
1.27
1.27
3
4
3
3
3.3
14
16
16
14
15.0
Bent sideways
FINISHING TEMPERATURE OF RAILS.
357
Table
8 - Drop Tests,
Base in Tension.
Bar
Deflection
No. of
Elongation
No.
1st Blow
Blows
Per cent.
1A3
1.15
4
10
1A8
1.15
4
10
Bent sideways
1E3
1.25
4
12
Web split
1E8
1.27
4
12
Split downward from head
AT.
1.21
4.0
11.0
2A3
1.19
4
14
2A8
1.20
6
14
Broke at supports
2E3
—
1
4
2E8
1.27
3
10
Av.
1.22
3.5
10.5
3A3
1.25
3
12
3A8
1.22
4
10
Web split at ends
3E3
1.25
4
10
SE8
1.28
4
12
Web split at endB
Ay.
1.25
3.8
11.0
4A3
__
1
2
Broke at supports
4A8
1.25
3
10
Split at support
4E3
1.30
4
12
Web split
4E8
1.30
3
10
Base split at support
Ay.
1.28
2.8
8.5
5A3
1.25
2
8
Broke near support
5A8
1.25
3
10
Web split entire length
5E3
1.28
3
12
Web split entire length
6E8
1.28
3
10
Broke near support
At.
1.27
2.8
10.0
6A3
1.25
4
10
6A8
1.25
4
10
Web Bplit entire length
6E3
6E8
1.30
1.28
5
10
Web split entire length
Broke at support
4
10
Av.
1.27
4.3
10.0
7A3
1.23
3
10
7A8
1.25
4
10
7E3
1.25
4
12
7E8
1.27
4
12
Web split
At.
1.25
3.8
11.0
8A3
1.25
4
10
Bent sideways, web split
8A8
1.85
4
12
Web split entire length
8E3
1.28
3
10
Web split entire length
8E8
1.27
4
10
Bent sideways. Flange broke
At.
1.26
3.8
10.5
(at support
9A3
1.20
4
8
Web split
9A8
1.23
5
10
!7eb split
9E3
1.29
4
16
Bent sideways
9E8
1.30
4
12
Web split
AT.
1.26
4.3
11.5
10A3
1.29
3
14
Flange broke at support
10A8
1.25
4
10
Broke near support
10E3
1.28
3
10
Bent sideways
10E8
1.28
4
10
Broke at supports
At.
1.28
3.5
11.0
358
RAIL.
The average results in the drop tests of rails from Ingots 6 to 10, in-
clusive, are shown for convenience of comparison in Table 9, together
with the finishing temperatures of the flange.
The deflection on the first blow from 20 ft., with the head in tension
and with the base in tension, were about the same, and the average of
the two is shown in the table. As regards the elongation, it should be
remarked that while failure in the drop test occurs normally by the
exhaustion of the ductility of the part in tension, a large proportion of
the failures in this series occurred otherwise. In some cases the rail
buckled without breaking ; in some cases the web split from the ends,
and in others the base split, either where struck by the tup when the
head was in tension, or where it rested on the supports with the base in
tension. The elongation in the drop test would, therefore, in this case,
Table 9 - Average Results in Drop Tests.
No.
Temper-
ature
Flange
°C
Deflec-
tion
Inches
Number of Blows
Elongation
Per cent.
Head
Tension
Base
Tension
Head
Tension
Base
Tension
6
7
8
9
10
850
815
795
750
695
1.28
1.26
1.27
1.27
1.28
2.5
3.3
3.5
3.5
3.3
4.3
3.8
3.8
4.3
3.5
11.3
14.0
16.0
14.0
15.0
10.0
11.0
10.5
11.5
11.0
be only a rough means of comparison, especially with so few results.
The same remarks would also apply to the number of blows given the
rails.
The average results in the drop tests are plotted in Fig. 3 in rela-
tion to the finishing temperature of the flange, measured as described,
the temperature being shown horizontally and the deflection on the first
blow, the number of blows and the elongation being shown vertically.
It will be noted that the deflection on the first blow from 20 ft., or the
stiffness of the rail, was about the same for the several rails finished
at the different temperatures. Likewise, the number of blows and the
ductility were about the same for the different finishing temperatures ob-
tained by holding between rolls.
SLOW BENDING TESTS.
From each rail two pieces were used for longitudinal bending in
the test machine, one with the head in tension and the other with the
base in tension. The rail was supported on flat supports 3 ft. between
FINISHING TEMPERATURE OF RAILS.
359
§13
If,
© <0
15
IB
9
6
3
1
• Head Tension
°- _- Base Tension
a
4> o
•get
sn
5
4
3
2
1
_-<
• —
_-<
i —
— ~"
1 — •—
-6-
«—
•H CO
+9 ©
0 o
Cm
©*_
1.50
1.00
.50
0
Average
700 750 800 850
Degrees Centigrade
I
Hg. :
5 - Results in Drop Test as Related to
Finishing Temperature of Flange
edges, and the load was applied centrally between edges through a die
with a rounded surface. The deflection was measured at a load of
150,000 lbs., while the load was on, by means of a deflectometer placed
under the middle of the rail and resting on the bed of the test machine.
The breaking load was noted. Gage marks 1 in. apart were put longi-
tudinally on the side in tension, about the middle of the test piece, for
a distance of 6 in., and the increase in length of the space which stretched
most at failure was taken as the measure of ductility. The results of
the slow bending tests are shown in Table 10. It may be remarked that
all the specimens broke near the middle as tension breaks, except No.
1A9, in which the web buckled and the ends split. For convenience of
comparison the average results of rail bars 6 to 10, inclusive, are shown
in Table 11, together with the finishing temperatures of the flange.
?60
RAIL.
Table 10 - Slow Bending Tests
Head in Tension
Base in Tension
No.
Deflec-
tion at
150000#
Breaking
Load
Elonga-
tion
Percent
No.
Deflec-
tion at
150000#
Breaking
Load
Elonga-
tion
Percent
1A4
1E4
At.
2A4
2E4
At.
248,500
260,000
254,250
5
9
7.0
1A9
1E9
At.
.222
,225
.224
285,400
289.600
287,500
261,700
252,400
257,050
2A9
2E9
At.
280,800
271.500
276,150
3A4
3E4
At.
259,300
246.900
253,100
'3A9
3E9
At.
(219,200
265,400
4A4
4E4
At.
.289
.329
.309
256,000
246.300
251,150
4A9
4E9
At.
.261
.273
.267
267,800
262.500
265,150
5A4
5E4
At.
.264
.318
.291
225,000
246,400
235.700
5
9
7.0
5A9
5E9
At.
.248
.333
.291
281,900
274.300
278.100
11
9
10.0
6A4
6E4
At.
.285
.317
.301
249,100
243.300
246,200
6A9
6E9
At.
284,000
265,700
274.850
10
10
10.0
7A4
7E4
At.
.286
.310
.298
260,100
247 . 900
254,000
14
11
12.5
7A9
7E9
At.
275,800
275,900
275.850
8A4
*8E4
At.
257,400
(206.400
8A9
8E9
At.
.265
.255
.260
278,800
273.400
276,100
10
11
10.5
9A4
9E4
At.
.271
.337
.304
262,700
251.400
257.050
9A9
9B9
At.
283,600
263.400
273,500
8
8
8.0
10A4
10E4
At.
.340
251.300
11
10A9
10E9
At.
277,000
271,900
274.450
7
10
8.5
(*) Sample 8E4 showed a nick in the head where broken.
Results on breaking load and elongation not used.
Sample 3A9 showed a nick in the edge of flange
where broken. Results on breaking load and
elongation not used.
Table 11 - ATerage Results in Slow Bending Tests
Bar
Number
Part
in
Tension
Pin. Temp.
Flange
(c.T
Deflection
(Inches at )
(150000 lbs)
Breaking
Load
(Pounds)
Elongation
(Per cent)
6
7
8
9
10
Head
n
850°
815
795
750
695
.301
.298
.278
.304
.340
246,200
254,000
257,400
257,050
251,300
10.0
12.5
14.0
11.5
11.0
6
7
8
9
10
Base
n
IT
r?
n
850°
815
795
750
695
.291
.267
.260
.313
.272
274,850
275,850
276,100
273,500
274,450
10.0
10.0
10.5
8.0
8.5
FINISHING TEMPERATURE OF RAILS.
361
These results are plotted in Fig. 4, in which the finishing tempera-
ture of the flange is shown horizontally and the deflection at 150,000 lbs.
load, the breaking load and the elongation are shown vertically. It
* s
14
12
10
8
6
4
2
0
.0-
-'
-'
•—Head Tension
0 — Base Tension
5
^ a
iff
©
320,000
240,000
160,000
80,000
0
0—
1
Deflection at
150,000 lbs.
(Inches)
.36
.30
.24
.18
.12
.06
0
_-i
te»
l
YUU YOU ouu oou
Degrees Centigrade
Pig
. 4 - Re
to P
suits in Slow Bending Tests as Related
inishing Temperature of Flange.
will be noted that with the range of finishing temperatures worked with,
obtained by holding the bar, the results in the slow bending tests were
about the same for the different temperatures.
362
RAIL.
TRANSVERSE TESTS OF BASE.
Transverse tests of the base were made of two pieces from each
rail, each piece being 2 ft. long. The method of test was to support the
rail on two supports placed opposite each other near the edges of the
flanges under the middle of its length. The supports were 6 in. long
and placed Vz in. in from the sides of the flanges, or spaced 4.5 in.
apart. The load was applied in the test machine to the head of the rail
at the middle. The general arrangement is shown in Fig. 5. The load
Fig. 5 — Method of Making Transverse Test of Base.
was measured that it took to break the rail. The transverse elonga-
tion was measured by putting prick punch marks 1 in. apart crosswise
on the bottom of the base and at the middle of the length of the piece
tested. The greatest extension after breaking, in any one of the spaces,
was taken as the measure of the transverse ductility. The sag of the
unbroken flange was measured and taken as the distance from a straight
edge laid on the bottom of the base near the edge of its flange to the
flange where bent most from the straight surface of the base. The re-
sults of the transverse tests are shown in Table 12. It will be noted
that the results varied considerably, and that most of the samples which
gave low results in breaking load, transverse elongation and sag of
flange, showed longitudinal seams in the bottom of the base. The average
results of rail bars 6 to 10, inclusive, are shown in Table 13, together with
the finishing temperatures of the flange.
These average results are plotted in Fig. 6, the finishing tempera-
tures of the flange being shown horizontally and the breaking load, the
elongation and the sag of flange being shown vertically. It will be
FINISHING TEMPERATURE OF RAILS.
363
Table 12 - Transverse Teste of Base
So.
Break" g
Load
(Lbs)
Elong
Sag of
Flange
(In.)
Remarks
NO.
Break'g
Load
(Lbs)
Elong
(#)
Sag of
Flange
(In.)
EemarkB
1A6
1A10
1E6
1E10
Av.
246,500
259,000
236,000
269,700
260,300
2.0
2.0
3.0
3.0
2.5
.14
.15
.14
.16
.16
Light seam. 04"
deep toward
e%e of flange.
6A5
6A10
6E5
6E10
Av.
180,900
231,900
282,800
251,500
236,650
1.0
2.0
4.0
2.0
2.8
.05
.09
.34
.21
.17
Small seam, part
light, part
dark.
2A5
2A10
2E5
2E10
Av.
236,600
266,600
288,900
208,200
246,776
2.0
3.0
5.0
1.0
2.8
.12
.16
.35
.08
.18
7A6
7A10
7E5
7E10
AT.
247,300
184,400
135,500
158,300
181,375
2.0
1.0
1.0
0.0
1.0
.12
.07
.02
.02
.06
Small seam.
Lt.seam.05ndee]
« .06" "
ZA6
SA10
3E6
8E10
Av.
229,600
229,100
267,500
100,200
206,600
2.0
2.0
4.0
0.0
2.0
.12
.10
.28
.03
.13
Long seam .12"
deep, dark.
8A5
8A10
8E6
8E10
Av.
249,400
257,200
278,200
237,600
255,600
3.0
.16
£.0
4.0
8.0
3.0
.14
.29
.19
.19
4A5
4A10
4E5
4E10
At.
169,200
181,600
247,800
179,400
194,600
2.0
2.0
4.0
1.0
2.3
.06
.04
.21
.06
.09
Seam .06" deep
partly dark.
Seam .08" deep
partly dark.
Seam .03" deep
light .
9A6
9A10
9E5
9E10
Av.
191,800
250,200
281,500
290,200
253,425
1.0
4.0
4.0
4.0
3.3
.16
.18
.26
.30
.28
5A6
5A10
5E5
6E10
AT.
177,100
232,900
243,000
246,600
224,900
1.0
2.0
3.0
4.0
2.6
.05
.14
.22
.15
.14
Seam .04 deep,
part light &
part dark.
10A5
10A10
10E6
10E10
Av.
187,400
233,200
210,900
207,700
2.0
2.0
3.0
2.0
.07
.10
.12
.10
.10
Small seam.
Small seam.
209,800
2.8
Si
ipporte
6 inches long, spaced 4.5 in
ches a
part
Table 13 - Average Results in Transverse Tests of Base
Bar
Number
Temperature
of Flange
(Deg. C.)
Breaking
Load
(Pounds)
Elongation
(Per cent)
Sag of
Flange
(Inches)
6
7
8
9
10
850
815
795
750
695
236,650
181,375
255,600
253,425
209,800
2.3
1.0
3.0
3.3
2.3
.17
.06
.19
.23
.10
364
RAIL.
noted that even among the average results the differences were great,
but they seem not to show any relationship to finishing temperature.
These differences indicate that other factors (such as seams) consid-
erably outweigh and absorb the influence of differences in finishing tem-
peratures obtained by holding the bar.
■
I
H ■
O S
H
60 *~
«8
CO
.25
.20
.15
.10
.05
0
\
>
i
\
J
s
*
V
S
8 ~
M ©
| N
s •
rl a.
3
2
1
0
oS
O ^
^ 09
H
N
m
200,000
100,000
o
Fig.
700 750 800 850
Degrees Centigrade
6 - Resu]
.ts in T
ransverse Tests
of Base as Rel
ated
to Finishii
ig
Ten
rpe
ra1
ur
e c
>f Flange
TENSILE TESTS.
Tensile tests were made from two places along the length of the
"A" rail and from two places in the *'E" rail from each rail bar. From
each place seven tensile specimens were prepared, as shown in Fig. 7,
thus making 28 samples to represent each rail bar, or 280 samples from
the ten bars. Samples "a" from the corner of the head and "f" from
the flange were from the brand or "bottom" side of the rail ; that is,
the side that was below in passing through the finishing rolls. The test
FINISHING TEMPERATURE OF RAILS.
365
Fig. 7 — Diagram Showing Locations of Specimens for Tensile Test.
pieces were Yz in. in diameter for a gage length of 2 in., and turned
with shoulders so as to be held in sockets when pulled. The yield point
was determined by means' of a Berry strain gage. The results of the
tests are shown in Tables 14 to 23, inclusive. The average results for
the several rail bars are collected together in Table 24 and are plotted
in Fig. 8 in relation to the finishing temperature of the flange for
rail bars 6 to 10, inclusive. It will be noted that the yield point, the
maximum strength and the ratio of the yield point to the maximum
strength were about the same for the several finishing temperatures,
varied by holding the bars different lengths of time. The elongation and
reduction of area were a little less with the higher temperature, but the
difference was small.
566
RAIL.
Table 14
- Tensile Tests of Bail Bar 1.
Ho.
Yield Point
(Lbs .per
sq.in.)
Max. Strength
(Lbs. per
sq.in.)
Patio
Elongation
(Percent.)
Reduction
of Area
(Percent.)
lAla
57,700
124,230
46.4
13.0
22.0
b
56,390
122,920
45.9
14.0
22.3
c
55,500
125,620
44.2
10.0
13.7
d
54,150
130,470
41.5
11.5
15.6
e
53 , 500
120,230
44.5
12.5
19.8
f
58,300
125,620
46.4
14.5
24.7
g
Average
58.740
56.330
127.420
46.1
45.0
14.0
12.8
23.7
20.3
125.220
lA6a
60,180
123,360
48.8
13.5
21.6
b
55,740
123,180
45.3
13.5
20.9
c
53,040
123,520
42.9
11.0
16.3
d
63,240
(120,420)
(52.5)
( 3.0)
( 2.3)
e
52,700
123,920
42.5
12.5
19.1
f
54,100
126,270
42.8
16.0
22.7
Average
61t440
57,210
129.220
47.5
45.0
13.0
13.3
23.4
207Y
124.910
lEla
58,240
121,070
48.1
11.5
20.5
b
50,350
121,780
41.3
13.5
19.8
c
56,690
124,220
45.6
10.0
16.6
d
56,740
124,980
45.4
14.0
20.5
e
55,140
122,300
45.1
11.0
17.4
f
58,550
124,780
46.9
11.0
21.6
g
Average
57.050
56.110
126.820
45.0
45.3
14.0
12.1
23.4
20.0
123.710
IE 6a
56,240
124,680
45.1
13.5
20.9
b
54,900
121,980
45.0
14.0
22.0
c
57,940
122,770
47.2
13.5
18.4
d
57,250
122,720
46.6
15.0
23.7
e
54,050
121,320
44.5
12.5
19.1
f
55,590
123,470
45.0
14.0
24.4
g
Average
60,640
56.660
127.120
47.7
45.9
14.5
13.9
23.4
21.7
123,430
Bar 1 a
58,090
123,340
47.1
12.9
21.2
b
54,320
122,460
44.4
13.8
21.2
c
55,790
124,030
45.0
11.1
16.2
d
57,840
124,080
44.5
13.5
19.9
e
53,850
121,940
44.2
12.1
18.9
f
56,640
125,030
45.3
13.9
23.4
g
Average
59.470
56,570
127,650
46.6
45.3
13.9
13.0
23.5
20.6
124,080
(*) Test piece broke outside of gage marks,
not used in determining averages.
Figures in paientheses
FINISHING TEMPERATURE OF RAILS.
367
Table 15
- Tensile Tests of Rail
Bar 2.
No.
Yield Point
(Lbs. per
sq .in. )
Max. Strength
(Lbs. per
sq .in. )
Ratio
Elongation
(Percent . )
Reduction
of Area
(Percent.)
2Ala
52,250
115,580
45.2
14.0
22.7
b
51,150
117,380
43.6
14.5
23.4
c
53,900
119,390
45.1
11.5
25.9
d
56,720
122,950
46.1
13.5
20.7
e
51,400
115,290
44.6
11.5
18.8
f
55,890
121,150
46.1
15.0
25.2
g
Average
56.100
53.910
123.270
45.5
45.2
13 .5
13.4
20.9
22.5
119.290
2A6a
53,900
15.0
22.0
117,080
46.0
b
49 , 600
115,730
42.9
15.0
21.2
c
55,540
126,570
43.9
10.0
11.8
d
57,800
(126,870)
(45.6)
( 8.0)
( 7.4)
e
51,950
118,920
43.7
12.0
15.5
f
56,600
121,120
46.7
14.5
24.0
g
Average
59.740
55,020
122.320
48.8
45.3
15.5
13.7
24.7
19.9
120,290
2Ela
51,950
115,900
44.8
14.0
21.2
b
51,240
115,830
44.2
14.0
20.2
c
55,300
118,230
45.1
11.5
17.5
d
54,600
119,020
45.9
16.5
24.7
e
49,800
116,490
42.8
12.5
19.8
f
54,400
119,480
45.5
14.5
22.7
g
Average
57.650
55,280
123.620
46.6
45.0
15.0
14.0
25.8
21.7
118.370
2E6a
51,950
110,080
44.8
14.5
21.6
b
51,700
117,880
43.9
15.0
21.2
e
50,580
114,500
44.2
13.0
19.6
d
53,940
118,230
45.6
16.0
22.3
e
51,300
114,590
44.8
14.5
19.1
f
53,940
119,300
45.2
16.5
25.4
g
Average
56.300
52.820
121.880
46.4
45.0
17.0
15.2
26.4
22.2
117,430
Bar 2 a
52,510
116,160
. 45.2
14.4
21.9
b
50,920
116,700
43.7
14.6
21.5
c
53,330
119,670
44.6
11.5
18.7
d
55,760
120,070
45.8
15.3
22 • 6
e
51,110
116,320
44.0
12.6
18.3
f
55,210
120,280
45.9
15.1
24.5
Average
57r450
53.760
122.650
46.8
45.1
15.2
14.1
24.4
21.7
116.840
(*)
Test piece broke outside of gage marks,
not used in determining averages,
Figures in parentheses
368
RAIL.
Table 16
- TenBile Tes
ts of Rail
Bar 3.
no.
Yield Point
(Lbs. per
so. in.)
Maz. Strength
(Lbs. per
so. in.)
Ratio
Elongation
(Percent.)
Reduction
of Area
(Percent.)
3Ala
53,690
118,020
45.5
16.0
23.7
b
51,600
115,430
44.7
15.5
21.6
c
52,740
116,290
45.4
12.5
14.8
d
57,440
122,120
47.0
14.0
20.2
e
48,250
112,390
42.9
14.5
19.1
f
55,100
117,800
46.8
17.5
25.1
g
57.740
122.600
47.1
16.0
23.8
Average
53.790
117.810
45.6
15.1
21.2
3A6a
53,340
118,830
44.9
15.0
23.7
b
51,560
118,490
43.5
15.5
22.7
* c
59,740
—
—
f 1.5)
( 1.1)
d
60,640
127,870
47.4
12.0
16.6
e
52,360
116,650
44.9
13.5
20.9
f
53,500
121,670
44.0
14.0
23.4
g
Average
57.700
55.550
124.230
121,300
46.4
45.2
14.5
14.1
24.0
21.9
3Ela
50,550
116,430
43.4
13.5
21.2
b
—
117,680
—
14.0
21.2
c
51,200
116,090
44.1
11.5
19.5
d
56,140
118,820
47.2
15.0
26.1
e
52,950
118,380
44.7
12.5
20.2
f
55,640
121,030
46.0
14.0
24.7
g
Average
57.190
53.950
183.020
118,780
46.5
45.3
14.5
13.6
24.0
22.4
3E6a
52,920
117,520
45.0
__
21.3
b
53,600
119,180
45.0
14.5
21.3
c
—
115,040
—
13.5
18.8
d
54,800
117,830
46.5
16.5
26.1
e
52,180
116,670
44.7
--
21.2
f
55,340
119,980
46.1
16.5
—
g
57.490
121.780
47.2
14.0
24.1
Average
54.390
118.290
45.7
15.0
22.1
Bar 3 a
52,630
117,710
44.7
14.8
22.5
b
52,250
117,690
44.4
14.9
21.7
c
54,560
115,810
44.7
12.5
17.7
d
57,250
121,660
47.0
14.4
22.2
e
51,440
116,020
44.3
13.5
20.5
f
54,890
120,120
45.7
15.5
24.4
g
57,530
122.910
46.8
14.8
24.0
Average
54.360
118.850
45.3
14.2 |
22.1
(*)
Test piece broke outside of gage marks.
not used in determining averages.
Figures in parentheses
FINISHING TEMPERATURE OF RAILS.
369
Table 17
- Tensile Tes1
s of Rail Bar 4.
Yield Point
Max. Strength
Elongation
Reauction
HO.
(Lbs. per
sq. in.)
(Lbs. per
sq . in.)
Ratio
(Percent. )
of Area
(Percent.)
4Ala
50,250
113,790
44.2
14.5
21.2
b
53,000
117,820
45.0
14.0
23.4
c
66,180
131,960
45.6
9.0
11.5
* a
61,240
(117,630)
(52.1)
( 3.0)
( 2.7)
e
50,200
113,930
44.1
14.0
21.6
f
54,400
117,090
46.5
14.5
24.0
g
57.700
119.880
48.1
i6:o
&614
Average
55.280
119,030
45.6
13.7
21.3
4A6a
50,240
.113,830
44.1
15.0
21.6
b
48,150
116,680
41.3
14.5
22.7
* c
58,340
(136,310)
(42.8)
( 7.0)
( 6.9)
a
59,490
127,020
46.8
11.0
15.9
e
51,700
117,780
43.9
14.0
19.8
f
49,700
120,830
41.1
15.0
24.4
g
56.990
123.970
46.0
15.0
22.7
Average
53.520
120.060
43.9
14.1
21.2
4Ela
51,600
117,530
43.9
13.0
22.3
b
52,350
116,690
44.9
13.5
19.8
c
49,450
112,130
44.1
13.5
21.2
a
52,440
114,780
45.7
16.5
24.0
e
49,700
117,590
42.3
14.0
20.9
f
58,800
124,410
47.2
15.0
23.4
g
57,500
122 r 970
46.8
15.0
24.7
Average
53,120
118,010
45.0
14.1
22.3
4E6a
48,200
115,930
41.6
13.5
20.9
b
50,900
117,780
43.2
14.0
22.7
c
50,950
114,490
44.5
14.5
22.0
a
52,660
114,870
45.8
15.0
21.3
e
49,700
115,730
42.9
14.0
20.9
f
53,700
119,330
45.0
16.0
24.4
g
56.900
120.780
47.1
15.0
23.4
Average
51,860
116,990
44.3
14.6
22.2
Bar 4 a
50,070
115,270
43.4
14.0
21.5
b
51,100
117,240
4S.6
14.0
22.1
c
54,730
119,530
44.7
12.3
18.2
a
56,460
118,890
46.1
14.2
20.4
e
50,330
116,260 '
43.3
14.0
20.8
f
54,150
120,410
44.9
14.6
24.1
g
57,270
121.860
47.0
15.2
24.3
1 Average
53.440
118.490
44.7
14.1
21.7
n
Test piece brol 3 outside of gage marks,
not used in determining averages,
Figures in parentheses
370
RAIL.
Table 18
- Tensile Tests of Bail
Bar 5.
No.
Yield Point
(Lbs. per
I.Iax. Strength
(Lbs .per
Ratio
Elongation
(Percent.)
Reduction
of Area
sq .in.)
sq .in.)
(Percent.!
5Ala
47,600
115,530
41.2
15.0
24.4
b
--
117,590
—
15.0
24.4
c
57,800
124,230
46.5
11.5
15.8
d
57,140
127,480
44.8
11.0
15.2
e
47,900
113,530
42.2
14.5
20.9
f
50,600
119,480
42.4
15.5
27.8
g
57,120
124.780
45.8
14.5
23.4
Average
53.030
120.370
43.8
13.9
21.7
5A6a
46,850
115,190
40.7
15.0
23.0
b
52,800
119,180
44.3
15.0
24.0
c
49,940
123,600
40.4
12.5
17.0
* d
53,840
(115,730)
(46.5)
( 3.0)
( 2.3)
e
50,100
116,900
42.9
14.0
20.5
f
53,980
121,350
44.5
16.0
22.8
g
—
126.210
--
15.0
23.7
Average
51.250
120.400
43.2
14.6
21.8
5Ela
51,000
116,420
43.8
14.0
22.0
b
51,900
117,680
44.1
13.5
23.0
e
59,690
116,540
51.2
13.0
19.1
d
53,440
117,920
45.3
16.0
26.1
e
53,100
117,690
45.1
13.5
21.6
f
58,040
122,920
47.2
13.5
24.0
g
53 T 900
122.680
43.9
14.5
27.8
Average
54.440
118.840
45.8
14.0
23.4
5E6a
50,450
116,480
43.3
14.0
22.7
b
53,940
119,720
45.1
14.0
22.0
c
48,750
115,530
42.2
15.0
21.2
d
52,700
116,640
45.2
15.5
24.4
e
50,650
115,740
43.8
13.5
22.0
f
50,750
118,030
43.0
15.0
24.0
g
56.090
121.670
46.1
16.0
27.8
Average
51.900
117.690
44.1
14.7
23.4
Bar 5 a
48,980
115,910
42.2
14.5
23.0
b
52,880
118,540
44.5
14.4
23.3
c
54,040
119,980
45.1
13.0
18.3
d
54,280
120,680
45.4
14.2
21.9
e
50,440
115,970
43.5
13.9
21.3
f
53,340
120,440
44.3
15.0
24.6
g
Average
55.700
52.810
123.830
119.340
45.3
44.3
15.0
14.3
25.7
2"2l6
(*) Test piece broke outside of gage marks,
not used in determining averages.
Figures in parentheeta
FINISHING TEMPERATURE OF RAILS.
371
Table 19
- Tensile Tests of Rail
Bar 6.
No.
Yield Paint
(Lbs .per
llax. Strength
(Lbs. per
Ratio
Elongation
(Percent.)
Reduction
of Area
sq .in.)
so. in.)
(Percent.]
6Ala
51,800
116,490
44.5
14.5
23.0
b
53,800
117,930
45.6
13.5
20.9
0
53,500
120", 730
44.3
10.0
13.7
d
57,940
123,120
47.1
13.5
17.0
e
48,450
111,990
43.3
14.0
20.9
f
51,900
120,880
42.9
16.0
26.1
g
54.740
123.220
44.4
15.0
26.1
Average
53.160
119.190
44.6
13.8
21.1
6A6a
52,300
112,890
46.3
14.0
22.0
b
53,340
117,830
45.3
14.5
22.0
0
58,940
131,710
44.7
8.5
11.5
d
61,840
127,070
48.7
11.5
15.2
e
53,400
116,490
45.8
13.0
20.2
f
55,800
121,620
45.9
14.5
22.7
S
Average
60.350
56.570
125.810
121.920
47.9
46.4
15.0
13.0
24.5
19.7
6Ela
48,530
115,270
42.1
13.0
20.5
1>
54,600
117,280
46.6
13.5
20.5
c
52,650
112,990
46.6
13.0
18.8
d
54,440
115,290
47.2
16.5
25.2
e
—
118,930
—
12.5
18.1
f
59,190
123,250
48.0
13.5
23.8
g
Average
55.400
54.130
120.390
117.630
46.0
46.1
13.5
13.6
21.6
21.2
6E6a
50,900
116,930
43.5
14.0
20.2
b
55,540
121,570
45.7
14.0
21.6
0
50,640
113,230
44.7
14.0
20.2
d
52,840
115,890
45.6
15.5
25.1
e
48,800
118 ,120
41.3
13.5
17.7
f
55,980
120,540
46.4
15.5
24.1
g
Average
53,000
52.530
118 , 630
117.840
44.7
44.6
15.0
14.5
24.0
21.8
Bar 6 a
50,880
115,390
44.1
15.9
21.4
b
54,320
118,650
45.8
13.9
21.2
c
53,930
119,660
45.1
11.4
16.0
d
56,770
120,340
47.1
14.2
£0.6
e
50,220
116,380
43.5
13.3
19.2
f
55,720
121,570
45.8
14.9
24.2
g
Average"
55.870
53,960
122.010
119,140
45.7
45.3
14.6
13.7
24.1
21.0
372
RAIL.
Table 20
- Tensile Tee1
s of Rail Bar 7.
No . '
Yield Point
(Lbs. per
sq.in.)
Sfex. Strength
(Lbs.per
sq .in.)
Ratio
Elongation
(Percent. )
Reduction
of Area
(Percent.)
7Ala
53,640
116,730
46.0
14.5
24.7
b
50,340
116,830
43.1
15.5
24.7
c
51,950
120,220
43.2
1C.5
15.6
d
57,240
124,800
45.9
12.0
17.0
e
50,400
115,490
43.6
13.0
21.2
f
55,600
121,030
45.9
13.5
22.7
g
average
55.040
53,460
122.380
119,640
45.0
44.7
14.5
13.4
25.8
21.7
7A6a
49,850
115,880
43.8
15.0
20.9
b
52,400
115,620
45.3
15.0
22.0
c
55,900
125,480
44.5
10.0
12.6
* d
58,700
(129,720)
(45.2)
( 7.0)
( 6.9)
e
52,030
119,000
43.7
14.0
19.2
f
53,100
118,080
45.0
15.5
24.4
g
58.140
124.680
46.6
13.5
24.0
Average
54.300
119,460
44.8
Is78"
2075"
7Ela
52,800
117,520
44.9
13.5
20.9
b
53,740
119,070
45.1
13.0
22.0
c
49,200
116,230
42.3
12.0
19.1
d
54,140
116,700
46.4
16.5
23.7
e
54,250
120,810
44.9
12.0
18.8
f
55,440
120,980
45.8
14.0
21.2
g
Average
56.140
53.670
122.480
119.110
45.8
45.0
15.0
13.7
24.4
21.4
7E6a
51,500
117,720
43.7
14.5
21.6
b
53,300
117,680
45.3
14.5
22.3
c
49,650
111,650
44.5
15.0
22.3
d
51,350
114,890
44.7
17.0
23.7
e
51,350
116,830
44.0
13.0
19.8
f
54,140
117,730
46.0
15.5
26.8
g
Average
55,440
52.390
119,420
116.570
46.4
44.9
16.5
15.1
27.5
23.4
Bar 7 a
51,950
116,460
44.6
14.4
22.0
b
52,440
117,300
44.7
14.5
22.8
c
51,680
118,390
43.6
11.9
17.4
d
55,360
118,800
45.7
15.2
21.5
e
52,010
118,030
44.1
13.0
19.8
f
54,570
119,450
45.7
14.6
23.8
g
Average
56,190
53.460
122.240
118.670
45.9
44.9
14.9
14.1
25.4
21.8
(*>
Test piece broke outside of gage marks.
not used in determining averages.
Figures in parentheses
FINISHING TEMPERATURE OF RAILS.
873
Table 21
- Tensile 'i'es
ts of Kail
Bar 8.
ro.
Yield Point
(Lbs .per
Max. Strength.
(Lbs. per
Ratio
Elongation
(Percent . )
Reduction
of Area
sq .in.)
sq .in.)
(Percent. )
8Ala
56,300
117,080
48.0
14.5
24."
b
51,940
117,130
44.3
15.5
25.1
c
54,700
119,380
45.8
12.5
18.8
d
54,840
127,070
43.2
12.0
17.7
e
53,540
116,190
46.1
14.0
20.2
f
56,340
119,420
47.2
15.0
23.4
g
Ave rape
57,840
55.070
124.170
46.6
45.9
15.0
14.1
25.4
22.2
120.060
8A6a
56,440
119,880
47.1
14.5
23.7
b
52,640
119,530
44.0
15.0
22.0
c
49,950
119,980
41.6
12.5
14.8
d
55,540
127,780
43.5
11.0
14.8
e
51,400
119,520
43.0
12.0
15.6
f
53,700
119,180
45.0
15.0
27.8
g
61.690
125.810
49.0
14.0
26.8
Average
54.480
121.670
44.7
13.4
20.8
8Ela
51,350
118,080
43.5
14.5
22.0
b
51,800
117,320
44.1
13.0
22.3
c
54,240
121,070
44.8
11.5
17.3
d
53,290
119,980
44.4
14.5
24.7
e
50,700
117,130
45.3
13.0
20.5
f
55,400
118,630
46.7
16.0
24.0
S
Average
55.790
53.220
121.910
45.8
44.7
16.0
14.1
25.8
22.4
119,160
8E6a
53,840
117,320
45.9
15.0
22.0
b
53,700
117,990
45.5
14.5
19.8
c
52,500
115,530
45.4
12.5
17.3
d
52,200
117,590
44.4
15.0
2J.7
e
49,990
116,620
42.9
14.5
19.8
f
54,400
118,820
45.8
15.0
23.7
g
Ave rape
53,690
52_,900
119.620
44.9
45.0
15.5
14.6
23.7
21.4
117.640
Bar 8 a
54,480
118,090
46.1
14.6
23.1
b
52,520
117,990
44.5
14.5
22.3
c
52,850
118,990
44.4
12.2
17.0
d
53,970
123,110
43.9
13.1
20.2
e
51,410
117,360
43.8
13.4
19.0
f
54,960
119,010
46.2
15.2
24.7
g
Average
57,250
53.920
122,880
46.4
45.0
15.1
14.0
25.4
21.7
119.630
374
RAIL.
Table 22 - Tensile Tests of Rail Bar 9.
HO.
Yield Point
(lbs, per
sj. in.)
Llax. Strength
(Lbs. per
sq.in.)
Ratio
Elongation
(Percent.)
Reduction
of Area
(Percent.)
9Ala
b
c
d
e
f
g
Ave rape
55,700
55,600
57,700
56,200
49,200
56,540
56.800
114,490
119,370
121,870
121,410
113,680
120,630
120 p 630
48.6
46,6
47.3
46.3
43.3
46.9
47.1
46.6
13.5
15.0
11.0
14.0
14.5
15.5
15.0
14.1
23.7
24.7
15.9
£0.9
24.0
26.4
26.1
23.1
55.390
118.870
9A6a
b
c
* d
e
f
g
Ave rape
51,100
50,150
56,490
57,440
52,940
55,100
58.140
117,230
117,080
133,120
(123,480)
119,080
119,730
123.310
43.6
42.8
42.4
(46.5)
44.5
46.0
47.1
44.4
13.5
13.5
9.0
f 4.5)
13.0
15.0
13.5
12.9
20.2
21.6
13.0
( 4.6)
19.8
23.4
24.1
20.3
54.480
121.590
9Sla
b
c
d
e
f
g
Ave rape
53,600
53,100
54,000
53,300
54,600
50,750
57.600
117,680
118,230
117,590
117,880
118,780
119,820
119.490
45.5
44.9
45.9
45.2
46.0
42.3
48.2
45.4
12.5
13.5
12.5
17.0
14.0
12.5
16.0
14.0
21.2
21.3
20.2
24.4
19.8
23.0
26.8
22.4
53r860
118.490
9E6a
b
c
d
e
f
g
Ave rape
49,820
54,780
49,400
52,700
44,600
51,300
55,200
116,850
118,330
111,830
114,030
117 , 630
117,420
119,280
42.6
46.3
44.2
46.2
37.9
43.7
46.3
43.7
15.0
14.5
15.0
16.5
14.5
16.0
15.5
15.3
22.3
23.0
23.7
24.7
20.9
28.1
24.0
23.8
51.110
116.480
Bar 9 a
b
c
d
e
f
g
Ave rape
52,560
53,410
54,400
54,910
50,330
53,420
56,930
116,560
118,250
121,100
117,770
117,290
119,400
120.680
45.1
45.1
44.9
45.9
42.9
44.7
47.2
45.1
13.6
14.1
11.9
14.4
14.0
14.8
15.0
14.0
21.8
22.7
18.2
23.3
21.1
25.2
26.3
22.7 I
53.710
118.720
(*)
Test piece brol:e outside of gage marks,
not uned in determining averages.
Figures in parentheses
FINISHING TEMPERATURE OF RAILS.
375
Table 23
- Tensile Tes
ts of Rail
Bar 10.
No.
Yield Point
(Lbs. per
sq . in . )
Uax. Strength
(Lbs. per
sq .in.)
Ratio
Elongation
(Percent.)
Reduction
of Area
(Percent .)
lOAla
51,940
115,330
45.0
16.0
25.4
b
52,000
114,530
45.4
16.5
25.8
c
53,100
119,030
44.6
12.0
18.8
d
56,750
122,880
46.2
13.0
17.3
e
47,400
111,730
42.4
15.5
25.8
f
58,290
118,930
49.0
14.0
26.8
g
58,840
117.630
50.0
16.5
24.7
Average
54.050
117.150
46.1
14.8
23.5
10A6a
50,500
115,390
43.8
17.5
19.1
b
52,650
116,580
45.2
16.5
25.1
c
58,450
128,720
45.4
11.0
13.3
d
57,000
127,020
44.9
12.5
16.3
e
48,200
114,690
42.0
15.5
23.4
f
55,900
118,430
47.2
15.0
23.7
g
58,600
120 r 770
48.5
15.5
23.7
Average
54.470
120.230
45.3
14.8
20.7
lOEla
49,650
114,430
43.4
15.5
23.4
b
47,680
116,800
40.8
14.0
22.6
c
51,350
117,790
43.6
13.5
20.9
d
53,340
118,280
45.1
16.0
23.7
e
51,100
116,140
44.0
14.5
22.7
f
57,040
119,570
47.7
13.5
25.4
g
56,300
118,530
47.5
15.5
22.3
Average
52.350
117. 36Q
44.6
14.7
23.0
10E6a
48,700
114,930
42.4
13.5
22.0
b
c
51,200
51,950
117,830
112,390
43.4
46.2
14.5
24.0
15.5
24.7
d
51,150
112 ,840
45.3
17.0
23.7
e
48,190
115,230
41.8
15.5
23.7
f
53,840
115,890
46.5
17.0
29.1
g
54.400
122.520
44.4
12.0
18.1
Average
51.350
115.950
44.3
TB~j5
23.6
Bar 10a
50,200
115,020
43.6
15.6
22.5
b
50,880
116,430
43.7
15.4
24.4
c
53,710
119,480
44.9
13.0
19.4
d
54,560
120,260
45.6
14.6
20.3
e
48,720
114,450
42.6
15.2
23.9
f
56,270
118,200
47.6
14.9
26.2
g
57t020
119.860
47.6
14.9
22.2
Average
53.050
117.670
45.1
14.8
22.7
376
RAIL.
Table
24 - Summary showing Average Results of Tensile Tests
Bar
Ho.
Pin. Temp
Flange
°C.
Rail Position
Average
a|b|c|d|e|f|g
Yield Point (Lbs. per sq. in.)
1
850
58,090
54,320
55,790
57,840
53,850
56,640
59,470
56,570
2
845
52,510
50,920
53,330
55,760
51,110
55,210
57,450
53,760
3
845
52,630
52,250
54,560
57,250
51,440
54,890
57,530
54,360
4
840
50,070
51,100
54,730
56,460
50,330
54,150
57,270
53,440
S
830
48,980
52,880
54,040
54,280
50,440
53,340
55,700
52,810
6
850
50,880
54,320
53,930
56,770
50,220
55,720
55,870
53,960
7
815
51,950
52,440
51,680
55,360
52 ,010
54,570
56,190
53,460
8
795
54,480
52,520
52,850
53,970
51,410
54,960
57,250
53,920
9
750
52,560
53,410
54,400
54,910
50,330
53,420
56,930
53,710
10
695
50^200
50.880
53.710
54,560
48 . J20
56,270
57,020
53,050
Average
52.230
52.500
53.900
55.720
50.990
54.920
57,070
53,900
Maximum Strength (Lbs. per sq. in.)
1
850
123,340
122,460
124,030
124,080
121,940
125,030
127,650
124,080
2
845
116,160
116,700
119,670
120,070
116,320
120,280
122,650
118,840
B
845
117,710
117,690
115,810
121,060
116,020
120,120
122,910
118,850
4
840
115,270
117,240
119,530
118,890
116,260
120,410
121,860
118,490
5
830
115,910
118,540
119,980
120,680
115,970
120,440
123,830
119,340
6
850
115,390
118 , 650
119,660
120,340
116,380
121,570
122,010
119,140
7
815
116,460
117,300
118,390
118,800
118,030
119,450
122,240
118,670
8
795
118,090
117,990
118,990
123,110
117,360
119,010
122,880
119,630
9
750
116,560
118,250
121,100
117,770
117,290
119,400
120,680
118,720
10
695
115,020
116.430
119,480
120.260
114 .450
118.200
119,860
117,670
Average
116.990
118.130
119,660
120,570
117,000
120,390
12£,660
119,400
Ratio
1
850
47.1
44.4
45.0
44.5
44.2
45.3
46. 6
45.3
2
845
45.2
43.7
44.6
45.8
44.0
45.9
46.8
45.1
3
845
44.7
44.4
44.7
47.0
44.3
45.7
46.8
45.3
4
840
43.4
43.6
44.7
46.1
43.3
44.9
47.0
44.7
5
830
42.2
44.5
45.1
45.4
43.5
44.3
45.3
44.3
6
850
44.1
45.8
45.1
47.1
43.5
45.8
45.7
45.3
7
815
44.6
44.7
43.6
45.7
44.1
45.7
45.9
44.9
8
795
46.1
44.5
44.4
• 43.9
43.8
46.2
46.4
45.0
9
750
45.1
45.1
44.9
45.9
42.9
44.7
47.2
45.1
10
695
43.6
43.7
44.9
45.6
42.6
47.6
47.6
45.1
Average
44.6
44.4
44.7
45.7
43.6
45.6
46.5
45.0
Elongation (Per cent.)
1
850
12.9
13.8
11.1
13.5
12.1
13.9
13.9
15.0
2
845
14.4
14.6
11.5
15.3
13.6
15.1
15.2
14.1
3
845
14.8
14.9
12.5
14.4
13.5
15.5
14.8
14.2
4
840
14.0
14.0
12.3
14.2
14.0
14.6
15.2
14.1
5
830
14.5
14.4
13.0
14.2
13.9
15.0
15.0
14.3
6
850
13.9
13.9
11.4
14.2
13.3
14.9
14.6
13.7
7
815
14.4
14.5
11.9
15.2
15.0
14.6
14.9
14.1
8
795
14.6
14.5
12.2
13.1
13.4
15.2
15.1
14.0
9
750
13.6
14.1
11.9
14.4
14.0
14.8
15.0
14.0
10
695
15.6
14.5
13.0
14.6
15.2
14.9
14.9
14.8
Ave rape
14.3
14.3
12.1
14.3
13,6
14.8
14.9
14.0
Reduction of Area (Per cent.)
1
650
21.2
21.2
16.2
19.9
18.9
23.4
23.5
20.6
2
845
21.9
21.5
18.7
22.6
18.3
24.3
24.4
21.7
3
845
22.5
21.7
17.7
22.2
20.5
24.4
24.0
22.1
4
840
21.5
22.1
18.2
20.4
20.8
24.1
24.3
21.7
5
830
23.0
23.3
18.3
21.9
21.3
24.6
25.7
22.6
6
850
21.4
21.2
16.0
20.6
19.2
24.2
24.1
21.0
7
815
22.0
22.8
17.4
21.5
19.8
23.8
25.4
21.8
8
795
23.1
22.3
17.0
20.2
19.0
24.7
25.4
21.7
9
750
21.8
22.7
18.2
25.3
21.1
25.2
26.3
22.7
10
695
22.5
24.4
19.4
20.3
23.9
£6.2
22. 2j 22.7
Average
£2.1
22.3
17.7
21.0
20.3
24.5
24. 4| £1.8
FINISHING TEMPERATURE OF RAILS.
377
•
t
O
u
©
P4
•
■p
9
O
u
o
Ah
•
a
•H
•
CO
U
o
Pi
CQ
o
Pk
24
21
18
15
12
9
6
3
0
i —
1 , L^J L^
Reduction of Area
»■<
/
Elongation
40
30
20
10
0
1
*
Ratio
105,000
90,000
75,000
60,000
45,000
30,000
15,000
0
/
Maximum Strength
i
^
>
Yield/ Point
700 750 800 850
Degrees Centigrade
]
fig. 8 -
]
Results of Tensile Tests as Related to
Finishing Temperature of Flange
In this connection it is interesting to note the differences in the
physical properties of the material from different parts of the rail sec-
tion. The table shows the average of all the test pieces, from the ten
rail bars for each of the seven section locations, and these averages are
shown graphically in Fig. 9. It will be noted that the average yield
point and tensile strength were about the same in the various loca-
::ts
RAIL.
•
a
©
s
u
<o
ft
24
21
Reduction of A.
rea [
V
18
15
12
9
6
3
0
Elongation
•
•p
Pi
Q
O
f-4
40
30
20
10
Ratio
ft
0
•
a
•H
&
a
to
e
ft
CO
o
ft
120,000
105,000
90,000
75,000
60,000
45,000
30,000
15,000
/
'
Maximum Strength
.
Yield'point
0
i
n
Corner, head o*
d e
i
i
>
E g
D O
1 §
H H
H ft
i
C
i
>
^ <
4 (
> Q> J
> ,o m <
5 © <S r
^ Ee PP c
Fig
. 9 - Results in Tensile Tests as Related
to Position in Section
FINISHING TEMPERATURE OF RAILS.
379
tions, the flange samples showing a little the highest. The ratio of the
yield point to the tensile strength was also about the same for the sev-
eral locations. The differences in elongation and reduction of area were
a little greater, the flange samples showing a little the highest results
and those from the interior of the head showing a little the lowest.
MICROSCOPIC TESTS.
Microscopic examination was made of rail bars 6 to i-o,-*inclus
which were finished at different temperatures by holding the bars
different, lengths of time before finishing. The ends of the seven tensile
test pieces from the top end of the "E" rail from each bar were used,
making a total of 35 pieces for microphotographs. The specimens vyaVe'
etched with nitric acid in alcohol and photographs made of the surfaces, .
magnified 50 diameters. These photographs are reproduced the same
size in Figs. 10 to 14, inclusive, except that the "b" sample from the
corner of the head is omitted in each case, as this in generalwas similar
to the sample from the opposite corner of the head. This was done, as
only six illustrations allow of convenient presentation, in the size
selected, on a page. In these figures the final letters in the specimen
numbers refer to locations in" the sections, as follows : "a," corner of
head; "§," interior of head; "d," web; "e," middle of base; "f" and
"g," flanges. A count was made of the grains in the etched surfaces as
shown on the photographs, and the number of grains found in each
sample per .001 sq. in. is given in Table 25. An area of 1.58 in. sq. on
Table 25 - Grains per
.001 Square Inch
Location in Section
Rail Bar
6
7
8
9
10
a - Corner of head,
40
46
42
46
62
Yj _ n n it
40
42
42
44
64
c - Interior of h9ad.
24
26
26
40
60
d - Web,
48
48
52
52
70
e - Base,
28
30
30
42
44
f - Flange
50
50
50
50
70
g _
48
48
50
52
80
Average ,
40
41
42
47
64
Finishing Temperature of
Flange,, Degrees C,
850
815
795
750
695
the photographs represented an area of .001 sq. in. on the surface of tin'
steel, and in general the count was made of the grains showing through
an opening in a superimposed paper of .79x1. 5S in., placed in three
380
RAIL.
Fig. io — Microphotographs of Rail Bar 6, Flange Finished at 850
Dec. C, Magnified 50 Diameters.
FINISHING TEMPERATURE OF RAILS.
3S1
Fig ii — Microphotographs of Rail Bar 7, Flange Finished at 815
Deg. C, Magnified 50 Diameters.
Fig. 12 — Microphotographs of Rail Bar 8, Flange Finished at 795
Deg. C, Magnified 50 Diameters.
FINISHING TEMPERATURE OF RAILS.
383
Fig. 13— Microphotographs of Rail Bar 9, Flange Finished at 750
Deg. C, Magnified 50 Diameters.
384
RAIL.
Fig. 14— Microphotographs of Rail Bar 10, Flange Finished at 695
Deg. C, Magnified 50 Diameters.
FINISHING TEMPERATURE OF RAILS
385
different positions over the photograph. The number represents the
number of grains of average size, neglecting what may be called the
small interstitial grains. This number is, of course, only a rough ap-
proximation, but it probably is of service in a comparative way. It
will be noted that for any given bar the coarsest grains occurred in the
interior of the head and the middle of the base, and that the finest
grains were in the flanges and web. It will also be noted that the
grains were somewhat coarser with the higher finishing temperatures.
This is shown graphically in Fig. 15, in which the finishing temperature
of the flange is shown horizontally and the number of grains per .001
in. is shown vertically.
3
•
&
01
H
O
O
•
U
O
Pi
3
•H
1
80
60
40
20
0
700 750 800 850
Degrees Centigrade
Pig.
11
5 - Grains per .001 sq. in. as Related to
Finishing Temperature of Flange
POLISHED CROSS-SECTIONS.
Four cross-sections were cut from each rail, or a total of 80 sec-
tions. These were polished with emery, etched or pickled with copper-
ammonium chloride solution until the precipitatea copper could be wiped
off easily, and finally repolished with tripoli to a point where any small
cracks present showed plainly. This examination disclosed the pres-
ence of some small cracks in the head and web of the top end of some
of the "A" rails, which, however, seemed not to show any relationship
to finishing temperature. This part of the work will be made the sub-
ject of a succeeding report.
386 RAIL.
SUMMARY.
i. An investigation was made concerning the influence of finishing
temperature on the properties of open-hearth rails. The problem was
divided into two parts — first, the influence on the rails of varying the
initial temperature of the ingots as drawn from the pits; and, second,
the influence on the rails of varying the finishing temperature by hold-
ing the bar toward the end of the rolling. A set of five ingots, all of
one heat, was drawn from the soaking pits with varying temperatures
and rolled into rail in the same manner, but, unfortunately, this part of
the work was not successful, due to failure to obtain much range in the
initial temperatures of the ingots. Another set of five ingots from the
same heat was drawn from the soaking pits at about the same tem-
perature for the several ingots, and rolled into rail in the same manner,
except as to the length of time the bars were held toward the end before
the finishing pass.
2. The work was done at Gary, Ind., at the works of the Illinois
Steel Company, who kindly furnished all the material and facilities for
making this investigation.
3. The rails were tested by means of drop tests, slow bending
tests, tensile tests, transverse tests of the base, microphotographs and
polishing of cross-sections.
4. The finishing temperatures of the rails were determined by
means of a radiation pyrometer, showing the temperature of the bottom
of the flange toward its edge. The comparisons between different tem-
peratures, mentioned below, refer to differences in finishing tempera-
tures obtained by holding the bar varying lengths of time before
finishing.
5. The finishing temperatures of the flange varied from 850 deg. C,
with a shrinkage of 6.95 in., to 695 deg. C, with a shrinkage of 5.70 in.
in a 33-ft. rail. The first bar was finished without holding between rolls,
while the latter was held 115 seconds.
6. The average decrease in shrinkage was .011 in. per second
held.
7. The rails finished at different temperatures gave about the same
results in the drop test as regards deflection under the first blow, num-
ber of blows taken to break the rail, and elongation measured after
breaking.
8. The rails were tested as girders by slow bending in the test
fnachine, with supports 3 ft. apart. The deflection under a load of
150,000 lbs., the breaking load and the elongation when broken were
about the same for the rails finished at the different temperatures.
9. Transverse tests of the base were made by placing the rail on
two supports, 6 in. long, placed opposite each other near the edges of
the flanges, and applying load to the head of the rail at the middle.
The breaking load, transverse elongation and sag of flange in this test
FINISHING TEMPERATURE OF RAILS. 387
varied considerably, but seemed not to show any relationship to finish-
ing temperature. It was evident that other factors, such as seams, con-
siderably outweighed and absorbed the influence of differences in finish-
ing temperatures.
10. In the tensile tests, the yield point, the tensile strength and
the ratio of the yield point to the tensile strength were about the same
for the rails finished at different temperatures. The elongation and
reduction of area were a little greater with the rails finished at the
lower temperatures.
ii. A comparison of the tensile results from the different positions
in the section of the rail showed that the yield point and tensile strength
were about the same in the various positions, the samples from the
flange showing a little the highest. The ratio of the yield point to the
tensile strength was also about the same for the several positions. The
differences in elongation and reduction of area were a little greater, the
flange samples showing a little the highest results and those from the
interior of the head showing a little the lowest.
12. The microscopic examination showed a somewhat finer grain
structure with the lower finishing temperatures. For any given rail
section, the coarsest grain structure occurred in the interior of the head
and the middle of the base, and the finest grain structure occurred in
the flanges and web.
13. In conclusion, it may be said that the results irt the drop tests,
slow bending tests and transverse tests of the base were about the
same for the different finishing temperatures, varied by holding the
rail bar between rolls before final finishing. In the tensile tests the
results were also about the same, except that the lower finishing tem-
peratures showed a little greater elongation and reduction of area.
The lower finishing temperatures also showed a somewhat finer grain
structure.
Appendix G.
INTERNAL FISSURES IN NEW RAIL
By M. H. Wickhorst, Engineer of Tests, Rail Committee.
In Report No. 42, "Study of a Rail with Internal Fissures," it was
shown that a rail that had failed in service, due to a transverse fissure,
contained numerous small cracks or fissures in the head of the rail.
These were most numerous in the lower part of the head and were mostly
longitudinal, but some were transverse near the middle of the head.
That work did not, however, show whether these cracks were developed
in service or were contained in the original rail as made.
Report 45, described tests of rails finished at different temperatures,
and cross-sections were selected from those rails for polishing by the
improved method described in Report 42. The A and E rails were ex-
amined from ten ingots of one heat and four sections were cut from
each rail, making a total of eighty cross-sections. From each rail one
section was cut from near each end and two from near the middle. The
manufacture of these rails is described in Report 45. The rails were
100-lb. A.R.A. type A section and were tested without straightening or
gagging.
The preparation of the sections consisted of polishing with emery,
etching or picking with copper-ammonium chloride solution until the
deposited copper could be wiped off easily and finally polished with tripoli
to a point where any minute cracks or fissures showed plainly. Small
cracks do not show after the first polishing with emery, as the grinding
action "smears" them over. Nor do they show generally after the etch-
ing (the purpose of which is to open them up more), but after grinding
away the roughened surface with a mild-acting polishing material like
tripoli, they are disclosed.
A few of the sections showed small cracks in the head or web or
both, and these are listed in Table 1.
TABLE I— SECTIONS WITH SMALL CRACKS.
Number.
Finishing Temp.
of Flange.
Location.
Number of
Cracks Found.
2A1
3A6
4A5
5A6
9A1
10A1
845°C
845°
840°
850°
750°
695°
Near top of A rail
Near middle of A rail
Near middle of A rail
Near middle of A rail
Near top of A rail
Near top of A rail
3
4
1
2
2
1
It will be noted that all the cracks found were in the upper half or
so of the A rails and none were found in any of the E rails. A few of
the cracks occurred in the web and had the appearance of being small
slag enclosures, but most of them that occurred in the head had ragged
sides and appeared to be tears or breaks in the steel. The cracks found
Rail Report No. 46, January, 1915.
389
390 RAIL.
are shown in the accompanying illustrations, Figs. 2 to 20, inclusive.
The illustrations of the full rail head are natural size and the others show
the cracks magnified ten times. A composite diagram showing the dis-
tribution of the nine cracks that occurred in the head in five different
sections is presented as Fig. 1.
This work indicates that cracks or ruptures may occur in new rails
as made, but does not show at what stage of the manufacture these
breaks occur, nor does it show the conditions that influence their oc-
currence. It is interesting to note that in this work they were found
only in the A rails where some unevenness of composition would occur,
and they occurred at different finishing temperatures, but the matter can
be worked out only by considerable further experimental work.
SUMMARY.
1. As part of an investigation of the influence of finishing tempera-
ture on the properties of Open-Hearth rails, an examination was made
of cross-sections of the rails by a method of polishing which consisted
of first polishing with emery, etching or pickling with copper-ammonium
chloride solution until the precipitated copper could be wiped off easily,
and finally polishing with a mild-acting polishing material like tripoli, to a
point where any small cracks or fissures showed plainly. The sections
were from new rails which had not been straightened or gagged.
2. This examination disclosed in some of the A or top rails of the
ingots some small cracks or fissures in the head, which had the appear-
ance of being breaks or tears in the metal, as they had a ragged outline.
3. This work did not show at what stage of the manufacture these
small cracks were formed. They occurred in rails finished at different
temperatures. At what stage of the manufacture they are formed in the
rail and what conditions influence their occurrence are matters that can
be worked out only by considerable further experimental work.
Fig. 1. Composite Diagram of Nine Cracks Found in the Heads of
Five Rail Sections.
INTERNAL FISSURES.
391
Fig. 2. Head and Web of Sample 2A1.
392
RAIL.
Fig. 4.
Fig. 5.
*4
Fig. 6.
Fig. 7-
Fig. 3. Crack "A" of Sample 2A1, enlarged 10 times. Fig. 4. Crack
"B" of Sample 2A1, enlarged 10 times. Fig. 5. Crack "C" of Sample 2A1,
enlarged 10 times. Fig. 6. Head and part of web of Sample 3A6. Fig. 7.
Crack "A" of Sample 3A6, enlarged 10 times.
INTERNAL FISSURES.
393
Fig. 8.
Fig. q.
Fig. io.
Fig. ii.
Fig. 12.
Pig. 8. Crack "B" of Sample 3A6, enlarged 10 times. Fig. 9. Crack
"C" of Sample 3A6, enlarged 10 times. Fig. 10. Crack "D" of Sample
3A6, enlarged 10 times. Fig. 11. Head of Sample 4A6. Fig. 12. Crack In
Sample 4A6, enlarged 10 times.
394
RAIL.
Fig. 13. Head and Part of Web of Sample 5A6.
Fig. 19. Head of Sample 10A1.
INTERNAL FISSURES.
395
Fig. 17.
Fig. 15-
Fig. 14.
t
■
Fig. 18.
Fig. 20.
Fig. 14. Crack "A" of Sample 5A6, enlarged 10 times Fig. 15. Crack
"B" of Sample 5A6, enlarged 10 times Fig 17. Crack A°f Sample 9A1.
enlarged 10 times. Fig. 18. Crack "B" of Sample 9A1, enlarged 10 times.
Fig. 20. Crack in Sample 10 Al, enlarged 10 times.
Appendix H.
American Railway En6ineerin6 Association
Section Recommended for Adoption by Rail Committee
R.E.-90LB.
Area: Haad = 320 s^.in. 36.2%
Web = 2.JZ " " 24.0%
_fty*3 ?.So ■ • 39.8 %
Total = 8.82 * " 100.0%
Moment of Inertia 38.7
Section Modulus , Head 12.56
Base 15.23
Ratio M.I to Area 439
Ratio Sec.Mod.to Area 1.4-2
397
398
RAIL.
American Railway Engineering Association
Section Recommended for Adoption by Rail Committee
RE -100 Lb.
Area: Head = 3.80 s^.in. 35.2%
Web = 2,25 " • 226 %
Base = 3 90 - - 39.2%
Total = 9.95
100.0 *A
Moment of Inertia A9.0
Section Modulus t Head 15.1
Base 17.8
Ratio M.I. to Area 4-92
Ratio Sec Mod -toArea 1.52
RAIL.
399
American Railway Engineering Association
Section Recommended for Adoption by Rail Committee
RE -110 lb.
Ares: Head- 4.04 sq.in 37.4%
Web -- 249 - ' 23.0 %
Base --4.29 " ■• 33-6%
Total z 1082 " ' 100 0%
Mornen4- of Inertia 57 0
5ection Modulus, Head /6-1
,Base 20/
Ra+io M.I. +o Area 5-27
Ratio 5ee.Mod to Area 155
400
RAIL.
American Railway Engineerinq Association
Section Recommended for Adoption by Rail Committee.
RE- 120 Lb.
Aces: ^ead-.AAO aj.in. 37- V'J*
Web = 2.69 • " 22.7 '/•
Base --4.76 ■■ ■■ 40-2%
Total ■ 11-85 v « J00.09/
Moment of Inertia 676
Section Modulus, Head 15-9
.Base 23. 1
Ratio J*T I. +o Area 5-71
Ratio Sec Mod. to Area 1-59
i
RAIL.
401
American Railway Engineering Association
Section Recommended for Adoption by Rail Committee
RE -130 Lb
i- zjr j
Area : Head = -4 63 scj.in. 36 4r*
Web * 3.02 •■ •• 23-8^
Base -. 506 " •« 39.8'/.
Total -- li.ll - •■ 100,0*
Moment of Inertia
774
Section Modulu6,Head
20-8
,8aee
2S6
Ratio M.I. to Area
609
Ratio Sec. Mod to Area
1-64
402
RAIL.
American Railway Engineering Association
Section Recommended for Adoption by Rail Committee
R.E.-I40LB.
Area: Head = 4.93 s<£ in. 363 e'°
Web -. 3.28 •• •• 24.1 %
Base -- 5.37 - .- 39.6^
Total »I3.58
100.0%
Moment of Inertia
Section Modulus, Head
Base
Ratio M.I. to Ares
Ratio Sec.Mod.te^nsa
89.2
23-1
28-4
656
I. TO
Appendix I.
SPECIFICATIONS FOR HIGH-CARBON STEEL-JOINT BARS.
Basis of Purchase.
1. Inspectors representing the purchaser shall have free entry to
the works of the manufacturer at all times while the contract is being
executed, and shall have all reasonable facilities afforded them by the
manufacturer to satisfy them that the joint bars have been made in
accordance with the terms of the specifications.
2. All tests and inspection shall be made at the place of manufac-
ture prior to loading, and shall be so conducted as not to interfere un-
necessarily with the operation of the mill.
Material.
3. Material for joint -bars shall be steel, made by the open-hearth
process.
Chemical Properties.
4. The chemical composition of each melt of steel from which joint
bars are manufactured shall be within the following limits :
Phosphorus, per cent., maximum 0.04.
5. The manufacturer shall furnish the inspector a complete report
of ladle analysis, showing carbon, manganese, phosphorus and sulphur
content of each melt represented in the finished material. The purchaser
may make a check analysis from the finished material ; such analysis
shall conform to the requirements in Section 4.
Physical Properties and Tests.
6. Joint bars shall conform to the following physical require-
ments :
(a) Tensile strength, lbs. per sq. in., minimum, 85,000.
(b) Elongation, per cent, in 2 in., minimum, 16.
(c) Cold bending without fracture on the outside of the bent
portion through 90 degrees "around an arc the diame-
ter of which is three times the thickness of the test
piece.
7. All test pieces shall be cut from finished bars.
(a) Standard V2. by 2-in. specimens, as adopted by the Ameri-
can Society for Testing Materials, shall be used for
tension test.
(b) The bend test specimens shall be ^2-in. square in section, or
a rectangular bar J^-in. thick, with two parallel faces
as rolled.
General Requirements.
8. The different sections of joint bars shall be rolled to dimensions
specified in drawing furnished by the purchaser. No variation will be
allowed in the dimensions affecting the fit and the fishing spaces of the
rail The maximum camber on either plant shall not exceed A-in.
in 24 in.
403
404 RAIL.
9. The joint bars shall be sheared to the length prescribed by the
purchaser and shall not vary therefrom by more than J^-in.
10. (a) All joint bars shall be punched, slotted and shaped at
a temperature of not less than 800 degrees Centigrade (1470 degrees
Fahrenheit).
(b) All bolt holes shall be punched in one operation, without bulg-
ing or distorting the section, and the bars shall be slotted for spikes,
when required, in accordance with the drawings, the slotting being
done in one operation ; a variation of s'a-in. in the size and location of
the holes will be allowed.
11. All joint bars must be finished smooth and true, without swell-
ing over or under the bolt holes, and be free from flaws, seams, checks
or fins, and the fishing angles must be fully maintained.
12. The manufacturer's identification symbol, kind of material,
month and year rolled and number of design, shall be rolled in raised
letters and figures on each bar. The number of the melt shall be plainly
stenciled on each lot of joint bars.
Inspection.
13. The joint bars from each melt shall be piled separately until
tested and inspected by the purchaser's inspector. One joint bar for
tension test shall be selected by the inspector for each melt represented
in finished bars, or by agreement specimen for tension test may be cut
from the bar as rolled. One joint bar for bend test shall be selected by
the inspector for each lot of 1,000 bars or less presented.
SPECIFICATIONS FOR HEAT-TREATED, OIL-QUENCHED,
STEEL-JOINT BARS.
Basis of Purchase.
1 Inspectors representing the purchaser shall have free entry to
the works of the manufacturer at all times while the contract is being
executed, and shall have all reasonable facilities afforded them by the
manufacturer to satisfy them that the joint bars have been made and
loaded in accordance with the terms of the specifications.
2. All testa and inspection shall be made at the place of manufac-
ture prior to shipment, and shall be so conducted as not to interfere
unnecessarily with the operation of the mill.
Material.
3. Material for joint bars shall be steel, made by the Open-Hearth
process.
Chemical Properties.
4. The chemical composition of each melt of steel from which joint
bars are manufactured shall be within the following limits :
Phosphorus, per cent., maximum, 0.04.
5. The manufacturer shall furnish the inspector a complete report
of ladle analysis, showing carbon, manganese, phosphorus and sulphur
RAIL. 406
content of each melt represented in the finished material. The pur-
chaser may make check anaylsis from the finished material; such analysis
shall conform to the requirements in Section 4.
Physical Properties and Tests.
6. Joint bars shall conform to the following physical require-
ments :
(a) Tensile strength, lbs. per sq. in., minimum, 100,000.
(b) Yield point, lbs. per sq. in., minimum, 70,000.
1,500,000
(c) Elongation, per cent, in 2 in., not less than
Ten. str.
minimum, 12.
(d) Cold bending without fracture on the outside of the bent
portion through 90 degrees around an arc, the diame-
ter of which is one and one-half times the thickness of
test piece.
7. All test pieces shall be cut from finished bars.
(a) Standard l/2 by 2-in. specimens, as adopted by the Ameri-
can Society for Testing Materials, shall be used for
tension test.
(b) The bend test specimens shall be J^-in. square in section,
or a rectangular bar J^-in. thick with two parallel faces
as rolled.
Heat Treatment.
8. Joint bars shall be heated and quenched in an oil bath from a
temperature of about 810 degrees Centigrade (1490 degrees Fahrenheit),
and shall be kept in the oil bath until cold enough to be handled.
General Requirements.
9. Joint bars shall be rolled to dimensions specified in drawing fur-
nished by the purchaser. No variation will be allowed in the dimen-
sions affecting the fit and the fishing spaces of the rail. The maximum
camber in either plane shall not exceed rfa -in. in 24 in.
10. Joint bars shall be sheared to the length prescribed by the pur-
chaser and shall not vary therefrom by more than J^-in.
ir. (a) All joint bars shall be punched, slotted and shaped at a
temperature of not less than 800 degrees Centigrade (1470 degrees
Fahrenheit).
(b) All bolt holes shall be punched in one operation without bulg-
ing or distorting the section, and the bars shall be slotted, when re-
quired, for spikes in accordance with the purchaser's drawing, the slotting
being done in one operation. A variation of s's-in. in size and loca-
tion of the holes will be allowed.
12. All types of joint bars must be finished smooth and true with-
out swelling over or under the bolt holes, and be free from flaws,
seams, checks or fins. The fishing angles must be fully maintained.
13. The manufacturer's identification symbol, kind of material,
month and year rolled, number of design, and the letters "ITT" to signify
heat-treated, shall be rolled in raised letters and figures on each bar.
406 RAIL.
The number of the melt shall be plainly stenciled on each lot of joint
bars.
Inspection.
14. The joint bars from each melt or heat treatment lot shall be
piled separately until tested and inspected by the inspector. One joint
bar for tension test shall be selected by the inspector for each melt or
heat treatment lot represented in finished bars. One joint bar for bend
test shall be selected by the inspector for each lot of 1,000 bars or less
presented, or from each heat treatment lot.
SPECIFICATIONS FOR MEDIUM-CARBON STEEL TRACK
BOLTS WITH NUTS.
Basis of Purchase.
1. Inspectors representing the purchaser shall have free entry to
the works of the manufacturer at all times while the contract is being
executed, and shall have all reasonable facilities afforded them by the
manufacturer to satisfy them that the bolts and nuts have been made
and loaded in accordance with the terms of the specifications.
2. All tests and inspection shall be made at the place of manu-
facture, prior to shipment, and shall be so conducted as not to interfere
unnecessarily with the operation of the mill.
Material.
3. Material for bolts shall be steel, made by the Open-Hearth
process. Material for the nuts shall be a soft steel.
Chemical Properties.
4. The chemical composition of each melt of steel from which
track bolts are manufactured shall be within the following limits :
Phosphorus, per cent., maximum, 0.04.
5. The manufacturer shall furnish the inspector a complete report
of ladle analysis, showing carbon, manganese, phosphorus and sulphur
content of each melt represented in the finished material. The pur-
chaser may make a check analysis from the finished material; such
analysis shall conform to the requirements in Section 4.
Physical Properties and Tests.
6. Track bolts shall conform to the following physical require-
ments :
(a) Tensile strength, lbs. per sq. in., minimum, 55,000.
(b) Yield point, not less than 50 per cent, of the ultimate break-
ing stress.
1,500,000
(c) Elongation, per cent, in 2 in., not less than
Ten. str.
minimum, 20 per cent.
All test specimens shall be from the finished bolts,
(a) Standard ^2 by 2-in. specimens, as adopted by the Ameri-
can Society for Testing Materials, shall lie used for
tension test.
RAIL. 407
General Requirements.
8. Track bolts and nuts shall be made to dimensions specified in
drawing furnished by the purchaser, with allowable variation in dimen-
sions of bolts from standard, as follows :
Length, J^-in. plus or ^g-in. minus.
Diameter of shank, 1/64-in.
Shoulder, 1/64-in.
9. The heads and nuts shall be free from check or burrs of any
kind. The threads shall be rolled, unless otherwise specified; shall be
full and clean, and shall be made in section and pitch, according to
the purchaser's standard. The fit between threads on the bolt and nut
shall be accurate and nut shall turn on bolt with 10-in. wrench not less
than two nor more than five times.
10. The nuts shall be made of soft, untreated steel, and shall be
of sufficient strength to develop the ultimate breaking strength of the
bolts.
Marking and Shipping.
11. When the bolts are shipped they shall have the nuts applied for
at least two threads, shall be properly oiled to prevent rusting, and
shall be packed in securely-hooped kegs of 200 lbs. each. All kegs
must be plainly marked as to material, size of bolts and name of manu-
facturer.
Inspection.
12. Kegs of track bolts shall be left unheaded until after inspection
has been completed and acceptance indicated by purchaser's inspector.
The purchaser's inspector shall select two specimens for tension test from
each lot of 50 kegs. If all specimens meet the requirements of the specifi-
cations, the lot will be accepted. If one of the test pieces fails, a third
piece shall be tested, and if it meets the requirements of the specifications,
the lot will be accepted. If, however, the third piece fails, the lot will
be rejected.
SPECIFICATIONS FOR HEAT-TREATED STEEL TRACK BOLTS
WITH NUTS.
Basis of Purchase.
1. Inspectors representing the purchaser shall have free entry to
the works of the manufacturer at all times while the contract is being
executed, and shall have all reasonable facilities afforded them by the
manufacturer to satisfy them that the bolts and nuts have been made in
accordance with the terms of the specifications.
2. All tests and inspection shall be made at the place of manufacture,
prior to loading, and shall be so conducted as not to interfere unneces-
sarily with the operation of the mill.
Material.
3. Material for bolts shall be steel made by the Open-Hearth process,
or an acceptable alloy steel, heat treated and oil or water quenched to
408 RAIL.
give the desired physical properties. Material for nuts shall be soft un-
treated steel.
Chemical Properties.
4. The chemical composition of each melt of steel from which track
bolts are manufactured shall be within the following limits :
Phosphorus, per cent., maximum, 0.04.
5. The manufacturer shall furnish the inspector a complete report
of ladle analysis showing carbon manganese, phosphorus, and sulphur
content of each melt represented in the finished material. The purchaser
may make a check analysis from the finished material ; such analysis shall
conform to the requirements of Section 4.
Physical Properties and Tests.
6. Track bolts shall conform to the following physical requirements :
(a) Tensile strength, lbs. per sq. in., minimum, 100,000.
(b) Yield point, lbs. per sq. in., minimum, 75,000.
(c) Elongation, per cent, in 2 in., 1,600,000, minimum 12.
Ten. str.
(d) Cold bending of the unthreaded part of the finished bolt
without fracture on the outside of the bent portion,
through go degrees around an arc, the diameter of
which is lYz times the thickness of the test piece.
7. All test specimens shall be from the finished bolts.
(a) Standard V2 by 2-in. specimens, as adopted by the Ameri-
can Society for Testing Materials, shall be used for
tension test.
(b) Finished track bolts shall be used for bend test specimens.
Heat Treatment.
8. (a) Track bolts shall be heated and oil treated by quenching in
an oil bath from temperature of about 810 degrees Centigrade (1,490 de-
grees Fahrenheit) and shall be kept in the oil bath until cold enough to
be handled.
(b) Material which requires quenching in water will be acceptable
at the option of the purchaser, provided it meets the requirements of the
specification in all other respects.
General Requirements.
9. The heads of the bolts must bear the manufacturer's identification
symbol and the letters "HT" to signify heat-treated.
10. Track bolts and nuts shall be made to dimensions specified in
drawing furnished by the purchaser, with allowable variation in dimen-
sions of bolts from standard as follows :
Length, Y%-\x\. plus or -fa-'m. minus.
Diameter of shang, T*<r-in.
Shoulder, 1/64-in.
11. The heads and nuts shall be free from checks or burrs of any
kind. The threads shall be full and clean and shall be made in section
and pitch according to the purchaser's standard. The fit between threads
RAIL. 409
on the bolt and nut shall be accurate, and nut shall turn on bolt with io-in.
wrench, not less than two nor more than five turns.
12. (a) The nuts shall be made of soft untreated steel, and shall
be /4-in. thicker than the standard nuts used for untreated bolts. They
shall be of sufficient strength to develop the ultimate breaking strength
of the bolts.
(b) Nuts of standard thickness will be accepted at the option of the
purchaser if proved to be of sufficient strength to equal the ultimate
breaking strength of the bolts. The length of the bolts shall be corre-
spondingly reduced.
Marking and Shipping.
13. When the bolts are shipped, they shall have the nuts applied for
at least two threads, shall be properly oiled to prevent rusting, and shall
be packed in securely-hooped kegs of 200 lbs. each. All kegs must be
plainly marked as to material, size of bolts and name of manufacturer.
Inspection.
14. Kegs of track bolts shall be left unheaded until after inspection
has been completed and acceptance indicated by purchaser's inspector.
The inspector shall select two specimens for tension and bend tests from
each lot of 50 kegs. If all specimens meet the requirements of the specifi-
cations, the lot will be accepted. If one of the test pieces fails, a third
piece shall be tested, and if it meets the requirements of the specifications,
the lot will be accepted. If, however, the third piece fails, the manufac-
turer shall be permitted to reheat-treat the lot and submit it for retest
as above. If it fails to meet the requirements of the specification upon
second test, the lot shall be rejected.
Appendix J.
REVIEW OF RAIL INVESTIGATIONS, 1910 TO 1914,
INCLUSIVE.
This report gives a review of the work of investigation done by the
Rail Committee of the American Railway Engineering Association dur-
ing the past five years. The report begins with a statement of conditions
leading up to the work, follows with a summary of the work done and
conclusions to be drawn, and finally gives suggestions for further in-
vestigations and suggests directions in which further improvement may
be hoped for. It is made at the request of the American Railway Asso-
ciation, who decided, in November, 1914, to discontinue its financial
support of the work, effective March 31, 1915-
HISTORICAL.
Some years ago there were a great many failures of steel rails on the
railroads of the United States,. the condition being at its worst along about
1905. Reliable general statistics are not available to show numerically the
exact condition as regards rail failures, but an idea may be obtained from
the report of one road that of a lot of 10,000 tons rolled and put into
track, 22 per cent, were removed during the first year on account of
split heads, *although that was probably an extreme case. The matter
came before the American Railway Association and, under date of Octo-
ber 24, 1906, the Association adopted the following resolution :
"Resolved, That the Committee on Standard Rail and Wheel Sections
be requested to consider and report on the subject of specifications for
the manufacture of steel rails in connection with its report on standard
sections."
The Committee made, a progress report in April, 1907, and in discus-
sion G. L. Peck, Chairman, voiced the sentiments of the railroads as
follows : "I think two facts were quite clearly brought out, viz., that
the steel rails which we arc getting at present are not satisfactory to the
railroads, and that it is possible for the manufacturers to give us better
rails."
At the meeting of the American Railway Association in October,
1907, the Committee submitted two series of rail sections from 60 to 100
lbs. per yd., varying by 10-lb. differences, called the A and B sections,
and also expressed the following as cardinal principles that should be
followed in the design of a series of rail sections :
"(a) There should be such a distribution of the metal between the
♦See Proceedings, American Society for Testing Materials, 1908, page 122.
Rail Report No. 47, February, 1915.
411
412 RAIL.
head and base as to insure the best control of temperature in the manu-
facture of the rail.
"(b) The percentage of metal in the base of the rail should pre-
ferably be equal to or slightly greater than that in the head, and the ex-
tremities of the flanges should be sufficiently thick to permit the entire
section to be rolled at low temperatures. The internal stresses and the
extent of cold straightening will be reduced by this means to a minimum,
and at the same time the texture of the section will be made approxi-
mately homogeneous.
"(c) The sections should be so proportioned as to possess as great
an amount of stiffness and strength as may be consistent with securing
the best conditions of manufacture and best service.
"(d) The following limitations as to dimension details of the sec-
tion are considered advisable for the various weights per yard :
"I. The width of the base to be J^-in. less than the height.
"II. The fishing angles to be not less than 13 degrees and not
greater than 15 degrees.
"III. The thickness of the base to be greater than with existing
sections of corresponding weight.
"IV. The thickness of the web to be no less than in existing
A.S.C.E. sections of corresponding weight.
"V. A fixed percentage of distribution of metal in head, web
and base for the entire series of sections need not be adhered to, but
each section in a series can be considered by itself.
"VI. The radii of the under corner of the head, and top and
bottom corners of the base, to be as small as practicable with colder
conditions of rolling.
"VII. The radii of the fillets connecting the web with head and
base to be as great as possible, for reinforcement purposes, consistent
with securing the necessary area for bearing surface under the head,
for the top of the splice bar.
"VIII. The sides of the head should be vertical or nearly so.
"IX. The radii of the top corners of the head should not be less
than ^-in."
From the above it will be noted that a low finishing temperature was
considered to be the great desideratum, but it now appears from work
done since then, that the importance of finishing temperature was much
overrated, although it does have an influence on the properties of the
metal.
At this meeting the Committee also submitted a form for "Report of
Broken or Failed Rails," which was the original of the present standard
track foreman's report form.
In April, 1908, the American Railway Association adopted the series
of sections of types A and B as the recommended practice of that Asso-
ciation. The important difference between these sections and other sec-
tions then in common use, was that the new sections were much thicker
in the base, and what was hoped from the new sections is indicated by
REVIEW OF RAIL INVESTIGATIONS. 413
the following extract from the report of the Committee on Standard Rail
and Wheel Sections. "The adoption of the new and better balanced sec-
tions will enable the manufacturers to roll the rails at lower temperatures,
thus insuring a finer grain and better wearing quality, as well as reducing
the internal stresses."
The Committee presented specifications for Bessemer and Open-
Hearth steel rails, which the Association also adopted in April, 1908, as
recommended practice.
At that time the American Railway Association also adopted the fol-
lowing resolution by which the whole subject was transmitted for further
study and investigation to the American Railway Engineering Association,
at that time called the American Railway Engineering and Maintenance
of Way Association:
"Resolved, That the series of sections of types A and B and the
specifications for Bessemer and Open-Hearth steel rails, submitted with
the report of the Committee on Standard Rail and Wheel Sections, be re-
ferred to the American Railway Engineering and Maintenance of Way
Association, with the request that they follow up the question of deter-
mining the details as to drop test, etc., by observing the actual results of
rails rolled under the new sections, and that they also arrange to collect
from the different members and tabulate all information as to compara-
tive wear of rails rolled from the different parts of the ingot, and all
other information necessary to a proper study of the problem; that they
be further requested to keep careful record of the comparative results in
service of rails of types A and B, and to prepare and submit to the
American Railway Association a single type of section, which will em-
body their ideas as to the best type that can be designed for use as a
single standard to be adopted by the Association, giving due weight to
every factor entering into the problem."
The matter was referred by the American Railway Engineering As-
sociation to its Committee on Rail ami, after consideration, the Com-
mittee made a co-operative arrangement with the manufacturers of steel
rails by which the latter would furnish the material and facilities of their
mills for research work, and the railroads would furnish the engineer
to conduct the tests under the direction of the Rail Committee, and would
publish the results. Funds have been furnished by the American Railway
Association, who made the first appropriation for the work at its meet-
ing in November, 1909. Mr. M. H. Wickhorst was appointed Engineer
of Tests and entered upon his duties February I, 1910.
It will thus be seen that the work had its birth in the dissatisfaction
with the performance of rails. The railroads blamed the rail failures to
the poor quality of the rails, without, however, being able, as a rule, to
say in detail wherein the manufacture of the rails was at fault. The
manufacturers, on the other hand, claimed that the rails were too light for
the service, and that the flanges of the most of the rail sections in use
were too thin and necessitated finishing the heads of the rails too hot.
The A.R.A. sections were designed primarily to meet this latter objection.
414 RAIL.
The important object kept in view in our investigative work has been to
develop information useful in improving rails for the purpose of making
them uniformly safe. A start was made by testing samples of the rails
as rolled at several of the mills, but it was soon realized that there were
so many variables that affected the rails as finally made, that the plan was
adopted in general of concentrating attention on some one item that en-
tered as a factor in the properties of the finished rail, and attempting to
obtain definite information concerning its influence by the experimental
method of obtaining as great a range as practicable in the one item under
consideration and leaving all other conditions as near alike as possible.
It was thus hoped to aid in establishing, in the course of time, the metal-
lurgical principles and laws that apply to the manufacture of steel rails,
for the purpose of designing specifications and rail sections that would
give uniformly safe rails of good wearing qualities and at a minimum
cost. The reports of these investigations, together with other material
gathered by the Rail Committee, are abstracted below.
ABSTRACTS OF REPORTS TO RAIL COMMITTEE,
AS SHOWN IN THE PROCEEDINGS AND BULLETINS OF THE AMERICAN RAILWAY
ENGINEERING ASSOCIATION.
Tests of Bessemer Rails, Maryland Steel Company.
(Reports 1 and 2.) By M. H. Wickhorst, April, 1910. (Pro., Vol.
12, Part 2, 1911, p. 387.)
These reports gave the results of tests of Bessemer rails, as made by
the Maryland Steel Company, previous to the use of Mayari ore with its
nickel and chromium. Some tests were also made concerning the relation
between the height of drop and the deflection of the rail under the first
blow, and this work showed that the deflection increases directly as the
height increases, for such heights as are used in tests of rails. A few
results were given which indicated that about two-thirds of the work
stored in the tup in the drop test is used to deflect the specimen.
Tests of Titanium Bessemer Rails, Lackawanna Steel Company.
(Report 3.) By M. H. Wickhorst, June, 1910. (Pro., Vol. 12, Part
2, 1911, p. 399.)
This report gave the results of analyses, etchings, tensile tests, drop
tests and also bending tests of titanium-treated rails made by the Lacka-
wanna Steel Company.
Tests of Bessemer Rails, Illinois Steel Company, South Works
(Report 4.) By M. H. Wickhorst, June, 1910. (Pro., Vol. 12, Part
2, 1911, p. 413.)
This report gave results of analyses, etchings, tensile tests, drop tests
and slow-bending tests of Bessemer rails made at South Chicago.
Tests of Open-Hearth Rails, Gary Works.
(Report 5.) By M. H. Wickhorst, July, 1910. (Pro., Vol. 12, Part
2, 1911, p. 428.)
This report gave results of analyses, etchings, tensile tests, drop tests
and slow-bending tests of Open-Hearth rails made at Gary.
REVIEW OF RAIL INVESTIGATIONS. 416
Tests of Bessemer Rails, Edgar Thomson Works of the Carnegie
Steel Company.
(Report 6.) By M. H. Wickhorst, August, 1910. (Pro., Vol. 12,
Part 2, 1911, p. 448.)
This report gave results of analyses, etchings, tensile tests, drop tests
and slow-bending tests of Bessemer rails made by the Carnegie Steel
Company.
Investigation of a Split-Head Rail.
(Report 7.) By M. H. Wickhorst, September, 1910. (Pro., Vol. 12,
Part 2, 1911, p. 469.)
This report gave the results of the examination of a spilt- head rail
by means of analyses, tensile tests, microscopic tests and particularly by
means of numerous sections. The development of a longitudinal crack or
split in the rail head was explained as follows : The top part of a rail
head widens more or less in service. The metal near the surface is prac-
tically always ductile material, but if the interior metal is incapable of
transverse extension, due to any cause (such as excessive segregation of
carbon and phosphorus, slag seams, streaks or small internal cracks), it
develops a split which grows, and finally comes to the surface, generally
at the junction of the under side of the head and the web.
Segregation as Influenced by Fire-Clay on Ingot.
(Report 8.) By M. H. Wickhorst, October, 1910. (Pro., Vol. 12,
Part 2, 1911, p. 494.)
This report described a comparison of rails made from two ingots,
one of which was cast in a plain iron mold without any top covering
after pouring and the other of which was cast in a similar mold, but had
a top covering of fire-clay after pouring. This work indicated that the
covering raised the region of maximum segregation closer to the top of
the ingot, but not sufficiently so that the ordinary discard of io or 12 per
cent, would remove it.
Strength of Rail Head-
(Report 9.) By M. H. Wickhorst, November, 1910. (Pro., Vol. 12,
Part 2, 1911, p. 518.)
Tests were made of rail heads with thicknesses varying from ^-in.
to 1 in. at the edge, the specimens being prepared by planing off the top
of the rail head. The rails were tested by canting them and applying load
at the edge of the head. In one series the load was applied in the test
machine to the edge of the rail head at one place, and in another series
the load was applied in a "reciprocating" machine by rolling a loaded
wheel back and forth along the edge of the rail head. Under the condi-
tions of the test, a thickness of head of s/t-'m. at the edge and about i-rs-
in. from the center line stood a rolling load of 30,000 lbs. without sagging,
and a thickness of 1 in. stood a rolling load of 60,000 lbs. without sagging.
Drop Tests of Rails, Effect of Impact Energy Variously Distributed.
(Report 10.) By M. H. Wickhorst, December, 1910. (Pro., Vol. 12,
Part 2, 1911, p. 529.)
Drop tests were made to compare the effects with a 2,000-lb. tup and
a 6,000-lb. tup. The deflection with a given number of foot-pounds of
impact energy in one blow was about the same for the two tups. A given
amount of impact energy gave a little greater deflection when concen-
trated in one blow than when distributed among several blows.
Flow of Rail Head Under Wheel Loads.
(Report 11.) By M. H. Wickhorst, January, 1911. (Pro., Vol. 12,
Part 2, 1911, p. 535.)
The results were given of the side spread of the head under a rolling
wheel loaded with 60,000 lbs.
116 RAIL.
A Study of Forty Failed Rails.
(Report 12.) By W. C. Cushlng, January, 1911. (Pro., Vol. 12, Part
2, p. 230.)
A report was given of the special examination of forty rails (mostly
Bessemer), which failed in the main tracks on the Southwest System of
the Pennsylvania. The study indicated that failures classified as crushed
and split-heads were confined mostly to rails of segregated metal from the
upper part of the ingot.
A Study of Sixty-eight Failed Rails.
(Report 13.) By W. C. Cushlng, January, 1911. (Pro., Vol. 12, Part
2, 1911, p. 293.)
This was a continuation of the previous work, and it again showed
that split-head failures occur mostly in segregated metal. The type of
failure known as "broker" rail, in a large proportion of the cases, showed
metal satisfactory on analysis and tensile test, and the work did not bring
out the cause of failure as developed in later reports.
Drop Tests of Rails — Deflection, Elongation and Compression of 85-lb.
A-S.C.E. Open-Hearth Rails in Drop Test.
(Report 14.) By C. S. Churchill, February, 1911. (Pro., Vol. 12,
Part 2, p. 188.)
The detail results were given of rails rolled at several different mills,
including analyses of rails.
Carbon and Deflection of Rails in Drop Test.
(Report 15.) Bv M. H. Wlckhorst, February, 1911. (Pro., Vol. 12,
Part 2, p. 222.)
The results reported by Mr. Churchill in the previous report were
used and the deflection, as influenced by carbon, was worked out for the
conditions of those tests. The outline of a formula for the deflection of
rails in the drop test was presented, which was later developed in Report
41 of April, 1914, into concrete form after the results of further experi-
mental work were available.
Ductility Tests of Rails Under Specifications of the New York
Central Lines-
(Report 16.) By P. H. Dudley, February, 1911. (Pro., Vol. 12, Part
2, 1911, p. 548.)
Dr. Dudley described his method of measuring the ductility of a rail
in the drop test by placing six i-in. spaces on the part in tension and
measuring their stretch after each blow. The benefits resulting from the
use of the method were also described.
Rail Failure Statistics for Six Months' Period Ending Oct. 31, 1909.
(Report 17.) By W. C. Cushlng, February, 1911. (Pro., Vol. 12,
Part 2, 1911, p. 21.)
The statistics indicated large differences between different lots and
service conditions of rails, sufficient to overcome differences due to the
sections of the rails.
A Study of Seventeen Good Service Rails.
(Report 18.) Bv Robert Trimble and W. C. Cushlng, April, 1911.
(Pro., Vol. 13, 1912, p. 573.)
The results were given of the laboratory examination of some rails
that had been in service a long time, including analyses, tensile tests and
microphotographs. While most of the rails showed good laboratory re-
sults according to usual standards, some of them were rather high in
phosphorus.
REVIEW OF RAIL INVESTIGATIONS. 417
Rail Failure Statistics for One Year Ending Oct. 31, 1910.
(Report Not Numbered.! By W. C. Cushlng. (Pro., Vol. 13, 1912,
p. 613.)
This tabulation again showed large differences, sufficient to over-
come differences in rail sections.
Comparative Wear of Bessemer, Open-Hearth and Nickel Steel Rails
on Pennsylvania Railroad.
(Report Not Numbered.) By J. T. Richards, June, 1911. (Pro., Vol.
13, 1912, p. 635.)
High carbon Open-Hearth rails showed the least abrasion and
much less than the Bessemer rails.
Segregation and Other Rail Properties as Influenced by Size of Ingot.
(Report 19.) By M. H. Wlckhorst, June, 1911. (Pro., Vol. 13, 1912,
p. 655.)
An investigation was made to throw light on the relation of the
size of ingots of Bessemer steel to the segregation of the metalloids,
locations of pipes and blowholes and the properties of the rails. A
series of five ingots, all of one heat, varying in size from 12x12 in.
to 25x30 in., was used for splitting open and chemical survey. A similar
series of ingots was rolled into rails. The carbon, phosphorus and sul-
phur segregated toward the interior and upper part of the ingot, and
in a general way the segregation increased as the size of the ingot in-
creased. The manganese also segregated some, but to a much smaller
extent, while the silicon showed little or no tendency to segregate. There
was a negative segregation, or lowering below the average composition
of the steel, in the top part of the ingot which extended downward along
the sides of the ingot. The negative segregation increased in general
as the size of the ingot increased, and also extended down farther along
the sides of the ingot. There was also a region of negative segregation
in the interior and lower part of the ingot. The work also showed that
the material was distributed in the rail bar about the same as to rela-
tive position as it was in the ingot. An interesting point brought out
was the softness of the outer part of the section (including the top of
the head or tread) of the A rail, particularly at its upper end, or end
nearest to the top of the ingot. In the drop test, the minimum ductility
of the rail-bar was reached at about 20 per cent, of the weight of the
ingot from the top end of the ingot.
Digest and Analysis of Tests of Rail Steel Ingots and Derivative
Shapes Made at Watertown Arsenal.
"(Report 20.) By M. H. Wlckhorst, September, 1911. (Pro., Vol.
13, 1912, p. 753.)
This report covered a digest and analysis of the Government inves-
tigation at the Watertown Arsenal, as described in the "Report of Tests
of Metals" for the year 1009. The work indicated that the interior
cavities of an ingot cooled directly after pouring were about the same, or
slightly less, than in a similar ingot placed in the soaking pit and then
cooled. This same result was also indicated as true of blooms made
from such ingots. Almost the full tensile strength and ductility of the
metal of the lower part of the ingot were obtained by rolling to about
one-tenth of the original cross-section, but with the metal of the upper
part of the ingot it was necessary to reduce the cross-section to one-
twenty-fifth or less of the original amount. A great many etchings were
made, and it was shown that the structure of the cross-section as de-
veloped by etching varies from the top to the bottom of the ingot, and
that each structure finds its counterpart in succeeding shapes and at
about the same proportionate distance from the top end. It was also
418 RAIL.
shown that the structure was considerably altered by changing the posi-
tion in which the ingot was allowed to cool — as, for instance, allowing
it to cool on its side after stripping. •
Influence of Rolling Temperature on the Properties of Bessemer Rails.
(Report 21.) By M. H. Wlckhorst, November, 1911. (Pro., Vol.
13, 1912, p. 797.)
A series of five ingots from one heat were rolled into rail all in
a similar manner, except as to the temperature at which they were
rolled. The ductility and deflection in the drop test were about the
same for the several rolling temperatures. The yield point and tensile
strength in the tension tests were about the same for the several tem-
peratures. The elongation in the tension test decreased some as the
temperature increased. The influence of temperature showed most promi-
nently in the tension test, in the reduction of area, which decreased as
the temperature of rolling increased. The size of the grain, as shown
by the microscope, increased as the temperature increased. In this
report it was also pointed out that the ductility in the drop test with
the head of the rail in tension more nearly indicates the condition of
the interior metal than does the ductility in the drop test with the
base in tension, which latter method was at that time usual in inspection
work.
Hearing Before Railroad Commission of Indiana on Feb. 20, 1912.
(Report Not Numbered.) (Pro., Vol. 13, 1912, p. 843.)
Papers were presented as follows :
"The History, Development and Use of Rails by Railroad Companies
of the United States From 1830 to Date," by P. H. Dudley.
"Steel Rails; Investigations by the American Society of Civil En-
gineers," by Thos. H. Johnson.
"The Question of the Improvement of Rail Design and Specifica-
tions From 1893 to the Present Time," by W. C. Cushing.
Abrasion Tests of Rails on Revolving Machine-
(Report 22.) By M. H. Wlckhorst, March, 1912. (Pro., Vol. 14,
1913, p. 213.)
Tests were made of rails from several mills on a revolving abrasion
tester with a circular track 20 ft. in diameter. The tests were few and
not entirely satisfactory, but they indicated Open-Hearth steel of .74
per cent, carbon wears away considerably slower under the conditions
of the test than does Bessemer steel of .51 per cent, carbon.
Ductility and Elongation Tests.
(Report 23.) By P. H. Dudley, April, 1912. (Pro., Vol. 14, 1913,
P. 193.)
Dr. Dudley presented figures and diagrams of results of tests of
rails bought under the specifications of the New York Central Lines, and
discussed the usefulness of the results toward enabling the maker to
better meet the specifications.
Influence of Titanium on Bessemer Ingots and Rails-
(Report 24.) By M. H. Wlckhorst, April, 1912. (Pro., Vol. 14, 1913,
p. 219.)
An investigation was made concerning the influence of titanium on
Bessemer ingots and rails. A series of heats was made with treatments
varying from nothing to .6 per cent, of metallic titanium added in the
form of a cold 15 per cent, alloy. From each heat one ingot was split
open and surveyed chemically, and another was rolled into rail for test.
Titanium in amounts of .1 per cent, or more of metallic titanium pre-
REVIEW OF RAIL INVESTIGATIONS. 419
vented the honeycombed condition of the upper part of the ingot found
in the plain Bessemer steel, but it was also attended with a larger and
deeper pipe. The heavy segregation of carbon, phosphorus and sulphur
found in the interior and upper part of ingots of plain Bessemer steel
was largely restrained, but the mild negative segregation found in the
interior and lower part of the ingot was not materially altered. The
brittle zone found in rail of plain Bessemer steel from the upper part
of the ingot, as determined by drop and tensile tests, was avoided, but
the properties of the rail from the lower two-thirds of the ingot were
not changed. Large internal flaws were found considerably lower down
from the top of the ingot in the rails made from titanium-treated steel
than in rail made from plain steel. Treatment with .05 per cent, metal-
lic titanium produced the above results only in part, but treatments with
above .1 per cent, had little additional influence.
Pipeless Ingots.
(Report 25.) By M. H. Wickhorst, May, 1912. (Pro., Vol. 14, 1913,
p. 289.)
An investigation was made of two special ingots, the main feature
of which was that they were cast with a sand core on top of the iron
mold. The ingots were cupped down at the top, but contained no in-
terior pipe, and the segregation was confined close to the top.
Transverse Ductility of Base of Rails.
(Report 26.) By M. H. Wickhorst, June, 1912. (Pro., Vol. 14, 1913,
p. 303.)
During the severe winter of 1911-12 the Northern roads had a
great many rail failures, classed as "broken" rails and broken bases,
which investigation indicated as originating in seams in the base, with
perhaps a low transverse ductility of the metal in the base. A method
was devised for testing the transverse properties of the base of a rail,
which is described in the report. The method of making the tests was
to support a piece of rail about 2 ft. long on two supports, placed oppo-
site each other near the edges of the flanges under the middle of the
length of the rail. The supports were six inches long and placed one-
half inch in from the sides of the flanges. The load was applied in
the test machine to the top of the rail at the middle. The method may
be considered a means of determining the strength of the flange and of
determining the transverse properties of the base of the rail, as regards
the transverse ducility of the metal in the base and the presence of
structural flaws, such as seams.
Influence of Seams or Laminations in Base of Rail on Rail Failures.
(Report 27.) By H. B. MacFarland, July, 1912. (Pro., Vol. 14, 1913,
P. 315.)
It was shown that rails that failed, as square and angular breaks,
had laminations or seams in the base, indicating that the seam was the
starting point of the break. In laboratory tests the seams had a weaken-
ing effect on the strength of the base.
Rail Failure Statistics for Year Ending Oct. 31, 1911.
(Report 28.) By R. Trimble, July, 1912. (Pro., Vol. 14, 1913, p. 335.)
The statistics indicated more failures in rails from the top of the
ingot than in the rails from lower down the ingot. In many cases the
performance of the heavier sections was not as good as the perform-
ance of the lighter sections. The Open-Hearth rail, as a whole, showed
a lower rate of failure than the Bessemer.
420 RAIL.
Effect of Piping, Cavities and Porous Spots in Ingots on the Finished
Rails.
(Report 29.) By J. R. Onderdonk, August, 1912. (Pro., Vol. 14, 1913,
p. 401.)
Illustrations and analyses of split ingots were presented, showing the
interior cavities and the segregation. An interesting graphical record
was presented, showing the large number of rail failures with a small
top discard from the ingot, and the smaller number of failures with a
large top discard.
Specifications for Carbon Steel Rails.
(Report 30.) (Pro., Vol. 14, 1913, p. 181.)
The specifications for steel rails recommended by the Rail Commit-
tee for the year 1913 were issued as a separate report.
Investigation of Silvery Oval Spots, Sometimes Called "Transverse or
Internal Fissures," in Rail Heads.
(Report 31.) By W. C. Cushing, October, 1912. (Pro., Vol. 14, 1913,
p. 413.)
Mr. Cushing presented the results of examination of some "trans-
verse fissure" rails, by Mr. C. D. Young, Engineer of Tests, and Mr.
F. N. Pease, Chemist of the Pennsylvania Railroad. The work covered
special laboratory tests and illustrations of the failures. Slag was found
in the fractures, and the suggestion is made that this may have started
an internal fracture, which developed in service until a broken rail
resulted.
Method of Producing Sound Ingots — On a New Method of Revealing
Segregation in Steel Ingots-
(Report 32.) By Sir Robert Hadfield, with Introduction by W. C.
Cushing, October, 1912. (Pro., Vol. 14, 1913, p. 449.)
These were reprints from the Journal of the Iron and Steel Insti-
tute, London, by permission of the author. The Hadfield method of
casting ingots is described, consisting of a sand core at the top of the
mold and the burning of charcoal on the top of the metal after pour-
ing, by means of a blast of air, and interposing a layer of slag between
the charcoal and the steel to prevent absorption of carbon by the steel.
The top metal is kept liquid while the lower metal is setting, and thus
feeds the metal to the interior, preventing a pipe. The ingot cups down
at the top and the segregation also is confined to the top. The pipe
and segregation are thus kept from the interior. A bibliography is pre-
sented concerning ingot-making, piping and segregation. The method
of revealing segregation consists of adding metallic copper to the ingot
while the interior is still liquid.
Influence of Silicon on Open-Hearth Ingots and Rails-
(Report 33.) By M. H. Wlckhorst, October, 1912. (Pro., Vol. 14,
1913, p. 507.)
A heat was used of about .15 per cent, silicon and a series of higher
silicons was obtained in this steel up to above .5 per cent by means of
mold additions of finely crushed ferro-silicon. One set of ingots was
split open and surveyed chemically, and another set was rolled into
rails for test. With about one-fourth per cent, silicon or more, the ingots
were free from most of the honeycomb present in the upper third of
the ingot, with the least amount of silicon, but they also had larger
pipes. The higher silicons also had less concentrated segregation of
carbon, phosphorus and sulphur. Silicon had but little influence on the
results in the drop test. When tested in the test machine as a beam, the
stiffness and breaking load of the rails increased somewhat with in-
crease of silicon, while their ductility was not greatly influenced. In
REVIEW OF RAIL INVESTIGATIONS. 421
longitudinal tensile tests the yield point and tensile strength increased
somewhat with increase of silicon, while the ductility remained about
the same. In transverse tests of the base, the load required to break
the flange increased somewhat as the silicon increased, while the trans-
verse ductility remained about the same.
StremmatographTests of Track Under Service Conditions.
(Report Not Numbered.) By P. H. Dudley. (Pro., Vol. 14, 1913,
p. 563.)
Dr. Dudley presented the results of measurements of the stresses in
rails under locomotives. He also presented a bibliography on stresses to
which rails are subjected in service.
The Testing of Rails.
(Report Not Numbered.) By R. Scheibe. (Pro., Vol. 14, 1913, p. 573.)
This was a reprint from the Bulletin of the International Railway
Congress Association, Vol. XXVI, No. 4, April, 1912. The paper dis-
cusses more especially the relation between various rail properties and
the resistance to wear.
Influence on Rails of Amount of Draft in Blooming.
(Report 34.) By M. H. Wickhorst, January, 1913. (Pro., Vol. 15,
1914, p. 211.)
An investigation was made concerning the influence on the finished
rail of the amount of draft in rolling the ingot into a bloom, and par-
ticularly with reference to the transverse ductility of the base and the
presence of seams. A series of five ingots of one heat was rolled into
rails in a similar manner, except that the draft used in making the
bloom from the ingot was varied from about 3 in. per pass in the initial
passes down to about .4 in. per pass in the early passes as the smallest
rate of reduction used. The rails made with initial drafts in blooming, of
3 in. and 1.5 in., contained a larger number and deeper seams in the
base than those made with .8 in. or less of initial draft. This resulted
in poorer results in the drop tests and transverse tests of the base in
rails made with the heavier drafts. These results should be considered
only as indicative, and final conclusions should be withheld until suffi-
cient work has been done along this line to warrant them.
Comparison of Basic and Acid Open-Hearth Rails, and Influence of
Reheating Cold Blooms.
(Report 35.) By M. H. Wickhorst, March, 1913. (Pro., Vol. 15,
1914, p. 241.)
A test was made of rails of acid Open-Hearth steel compared with
rails made of basic Open-Hearth steel. Also tests were made concerning
the influence on rails of reheating blooms that had been allowed to be-
come cold. This investigation was not extensive enough to detect small
differences, but in a general way it may be said that rails from basic
Open-Hearth steel and from acid Open-Hearth steel gave about the
same results in the drop test and in transverse tests of the base. Also
rails from reheated cold blooms gave about the same results as rails
from wash-heated hot blooms.
Influence of Seams or Laminations in Base of Rail or Ductility of
Metal.
(Report 36.) By H. B. MacFarland, April, 1913. Pro., Vol. 15,
1914, p. 267.)
This was a second paper by Mr. MacFarland on the subject of
seams in the base of the rail, the first having been Report 27. It gave
the results of investigations concerning the influence of seams or lamina-
tions in the base of rails on the ductility of the metal, and their rela-
422 RAIL.
tion to rail failures. The paper showed the decrease in transverse
strength and ductility caused by seams in the base, and indicated that
seams are the origin of rail failures, such as broken rails and broken
bases.
Seams in Rails as Developed from Cracks in the Ingot.
(Report 37.) By M. H. Wickhorst, June, 1913. (Pro., Vol. 15, 1914,
p. 315.)
An investigation was made concerning the development of seams in
billets and rails from cracks in the surface of the ingot. This work
showed that cracks on the right and left sides of the ingot, as it first
entered the blooming rolls, resulted in seams in the rails, while cracks
on the top and bottom sides of the ingot did not result in seams. It
indicated that the seams may thus be made to appear on the sides of
the rail or on the tread and the bottom of the base. The cracks in the
ingot were, in a general way, transverse or obliquely transverse of the
ingot. When first bloomed, the cracks on the right and left sides of the
ingot opened up or "yawned" open, forming double Vs, one inside the
other. Further blooming elongated and closed in the cracks, forming them
into elongated Y-shaped flaws, or clusters of them. Still further rolling
finally resulted in long, narrow, Y-shaped seams in the rail, or clusters
of them, generally several feet long.
Rail Failure Statistics for the Year Ending Oct. 31, 1912.
(Report 38.) By R. Trimble. (Pro., Vol. 15, 1914, p. 161.)
There were large differences in the performance of rails from the
different mills. Bessemer rails showed more failures than Open-Hearth
rails. In the records for four years, head failures predominated, except
in 1912, which year showed a slightly higher percentage of "broken"
rails. This exception was attributed to the exceptionally severe winter
weather of that year.
Influence of Aluminum and Silicon on Bessemer Ingots and Rails.
(Report 39.) By M. H. Wickhorst, October, 1913. (Pro., Vol. 15,
1914, p. 337.)
An investigation was made concerning the influence of aluminum
on Bessemer ingots and rails when added to the molds while pouring
the steel. Results were given of a few tests concerning the influence
of silicon on Bessemer rails when added as ferro-silicon to the molds.
Some of the ingots made were split open and chemically surveyed, and
the others were rolled into rails for test. According to this work, ingots
treated with aluminum as mold additions were of more even composition
throughout the ingot than plain Bessemer steel There was less posi-
tive segregation in the interior and upper part of the ingot, but the nega-
tive segregation or soft center in the interior and lower part of the
ingot was about the same. There was a softening or negative segrega-
tion in the upper part of the wall of the plain ingot, while in the
aluminum-treated ingots the walls were of fairly even composition
throughout the height of the ingot. Aluminum-treated ingots had larger
and deeper pipes than plain steel, but had denser steel around the pipes.
Rails of plain steel had a brittle zone in the upper part of the bar, as
disclosed by the drop test. In rails of aluminum-treated steel, this zone
was largely eliminated. Rails of plain steel contained their interior
laminations close to the top end of the bar, while in aluminum-treated
rails the interior laminations were found a considerable distance from
the top end, varying from about 30 to 45 per cent, of the weight of
the ingot.
REVIEW OF RAIL INVESTIGATIONS. 428
Influence of Carbon on the Properties of Rails.
(Report 40.) By M. H. Wickhorst, March, 1914. (Bulletin 170,
October, 1914, p. 161. To appear also in Pro. for 1915.)
An investigation was made concerning the influence of carbon on
the properties of rails, such as ductility, stiffness, tensile strength and,
more especially, the resistance of the rail head to flow of the metal un-
der rolling wheel loads. A series of Open-Hearth rails was made with
carbon, varying from .32 per cent, to .97 per cent, and they were tested
by means of drop tests, tension tests, slow-bending tests, transverse
tests of the base, rolling tests under a loaded wheel, and microscopic
tests. Formulas were presented, showing the elongation, yield point and
tensile strength as related to carbon. The strength and resistance of the
steel in the several tests, including the rolling tests, increased with in-
crease of carbon up to about .80 or .85 per cent., and then remained
about the same. The ductility decreased continuously with increase of
carbon.
Formula for Deflection of Rails in Drop Test.
(Report 41.) By M. H. Wickhorst, April, 1914. (Bulletin 170, Octo-
ber, 1914, p. 189. To appear also In Pro. for 1915.)
Using the results of previous experimental work as a basis, formu-
las were worked out for calculating the deflection of a rail in the drop
test for given conditions of carbon, height of drop and rail section.
For Open-Hearth steel, the deflection of the upper side of the rail, as
h
tested, would be calculated thus: d = (5.20 — .0361C) \- .12, where
I
d = the deflection in inches, C = the amount of carbon in .01 per cent.,
h = the height of drop in feet, and I = the moment of inertia of the
rail section.
Study of a Rail with Internal Fissures.
(Report 42.) By M. H. Wickhorst, July, 1914. (Bulletin 170, Octo-
ber, 1914, p. 195. To appear also In Pro. for 1915.)
The special feature of this work was the use of an improved
method of polishing rail sections, consisting of polishing with emery,
etching or pickling with copper-ammonium chloride solution until the
precipitated copper could be wiped off easily, and finally polishing with
a mild-acting material, like tripoli, to a point where any small cracks
showed plainly. The rail examined had failed, due to a transverse
fissure, after several years' service, and the examination disclosed nu-
merous small fissures in the head of the rail. These were mostly
longitudinal, but some were transverse. This work did not, however,
show whether such fissures were in the rail as made or whether they
developed after the rail was put into service.
Rail Failure Statistics for 1913.
(Report 43.) By M. H. Wickhorst, August, 1914. (Bulletin 170,
October, 1914, p. 207. To appear also in Pro. for 1915.)
This year the basis of comparison was the total failures that oc-
curred in a lot of rails from the time laid to October 31, 1913, instead
of the failures that occurred in the year covered by the statistics, which
was the previous method. Reports of rail failures were furnished by
various railroads of the United States and Canada in response to a
circular sent out by the American Railway Association. The informa-
tion furnished by each railroad showed the number of tons laid of
each year's rolling from each mill, and also showed the number of fail-
ures that occurred in each year's rolling from the date laid until Octo-
424 RAIL.
ber 31, 1913. Very briefly it may be stated that there were large dif-
ferences in the failure performance of the rails from different mills,
and a table was presented showing the ranking of the mills as regards
the failure performance of their rails. The differences were not great
between different types of sections or between different weights of rail
taken as a general average, although there were large individual differ-
ences. The "A" or top rail of the ingot showed a greater tendency
toward head failure than the other rails of the ingot, but about the same
failure tendency as regards base breaks and broken rails.
Comparative Service Tests of 100-lb. Sections, P.S. and A.R.A.-A., on
the Pennsylvania Lines West of Pittsburgh.
(Report 44.) By W. C. Cushing, September, 1914. (Bulletin 170,
October, 1914, p. 319. To appear also In Pro. for 1915.)
Mr. Cushing gave the results of some comparative tests in track
of two different sections of 100-lb. rail. The P.S. section showed less
abrasion than the A.R.A. type A, but the results were too few to warrant
a final conclusion.
Influence of Finishing Temperature on Open-Hearth Rails.
(Report 45.) By M. H. Wickhorst, December, 1914. (Bulletin 175.
To appear also In Pro. for 1915.)
An investigation was made concerning the influence of finishing
temperature on Open-Hearth rails, in which the finishing temperature
of the rails was varied by holding the rail bar varying lengths of time
between rolls before finishing. The results in the drop tests, slow-
bending tests and transverse tests of the base were about the same for
the different finishing temperatures between the limits used. In the
tensile tests, the results were also about the same, except that the lower
finishing temperatures showed a little greater elongation and reduction
of area. The lower finishing temperatures also showed a somewhat finer
grain structure.
Internal Fissures in New Rails-
(Report 46.) By M. H. Wickhorst, January, 1915. (Bulletin 175. To
appear also in Pro. for 1915.)
This report gave the results of examination of cross-sections of
new rails by the improved method of polishing. The sections were from
the rails which had been finished at different temperatures, as described
in Report 45. The work disclosed some small cracks in the interior
of the heads of some of the A or top rails of the ingots, which had
an appearance similar to the ones described in Report 42, and suggested
that new rails may contain small internal fissures or cracks under some
conditions of rolling, but it will take a very large amount of further
experimental work before definite conclusions are warranted.
RAIL FAILURES.
As a result of the work of the last few years, our knowledge of
the causes of rail failures has become much more definite and reliable.
Matters that were considered of great importance a few years ago are
now seen to be minor considerations, and important factors in causing
rail failures were only vaguely, or not at all, recognized generally. The
work of the Rail Committee has thus been an important factor (among
several) in clearing away considerable misunderstanding and in pre-
senting a mass of reliable information that has served and will continue
REVIEW OF RAIL INVESTIGATIONS. 425
to serve as a basis for permanent improvement. Most of the rail
failures may be divided into four classes, as follows :
i. Crushed and split heads.
2. Broken rails (square and angular breaks).
3. Broken bases (crescent breaks).
4. Transverse fissure (oval spots in rail head).
Crushed and split heads are to be attributed to the interior condi-
tion of the ingot from which the rail was rolled, known as segrega-
tion, and its attendant conditions of sponginess. Segregation is an ex-
cessive concentration of carbon, phosphorus and sulphur in the interior
and upper part of the ingot, and is to be avoided by obtaining well-
deoxidized, quiet-setting steel, and by not using ingots with "horny"
tops. Split heads were frequently attributed to "pipes," but these occur
mostly in the web, and it is probable that true pipes — that is, what were
large shrinkage cavities in the ingot — cause in themselves only a small
part of the rail failures. Again, high finishing temperature was blamed
for head failures, as well as broken rails in general, and while our in-
vestigations have shown that finishing temperature has some influence
on the properties of the metal, it is probable that high finishing tem-
perature can be blamed for but few rail failures. It has also been
argued that the head should be made deeper, but this also seems of
doubtful value. Under rolling wheels, the top of the head spreads
sideways, and if the interior metal is unable to likewise extend trans-
versely on account of excessive segregation, laminations or other con-
dition, it develops a crack which grows and finally results in a split
head. Most of the side spread occurs in the upper half inch of the
head, and it would seem that an increased thickness of head would
add but little to the resistance of the rail against this type of failure.
The remedy is to avoid excessive segregation, which can be done by
using well-deoxidized steel, treated with suitable amounts of silicon,
titanium or aluminum.
Our investigations have shown that these deoxidizers keep the segre-
gation down to a low amount, but when the steel is cast into ordinary
iron molds the ingots then contain large and deep pipes, which also
can be found in the rails lower down from the top end of the bar, than
in steel not so well deoxidized. It would seem, then, that a large dis-
card will have to be made, or some "sink-head" or "liquid-top" process
of making the ingot will have to be used. The latter has lately been
used to a small extent for rails, and probably the future will see a de-
velopment of the process commercially available for rails, so full ad-
vantage may be taken of low-segregating steel.
Broken rails and broken bases, our work indicates, have their
origin in longitudinal seams in the bottom of the base. Where a seam
occurs away from the center of the base, only a piece of flange may
break out and a crescent break results, but if the seam is near the
center, under the web, the flange starts to break and the fracture fol-
426 RAIL.
lows through the whole section, and a "broken" rail results. This ex-
planation of the cause of such failures was practically unrecognized in
a general way among railroad men, but recently the steel mills have been
giving considerable attention to the matter of keeping rails free from
dangerous seams in the base. Within the last year the Lackawanna
Steel Company has developed its deseaming process, which consists of
hot-milling the rail-bar before it is fully shaped, and removing the
seamy surface. The National Tube Company also has recently developed
a process for rolling ingots in V rolls for the purpose of supporting
the four sides of the ingot in the early passes of rolling in order to avoid
tearing open the sides. In addition to the matter of seams, the question of
transverse ductility also enters, and we devised a method of making
a transverse test of the base, including its strength and transverse duc-
tility. Our investigations indicate that the larger seams start from
crosswise cracks in the surface of the ingot, which are farther opened
up as zigzag gaps in the early blooming passes. The succeeding passes
close in the sides of the gaps and form them into seams. The early
blooming passes need considerable study, with special reference to the
question of avoiding seams and improving the transverse ductility of
the metal. The thickening of the base and also the increase of the
fillet between web and base, strengthen the rail against failure as broken
rail or broken base, but this can be only a partial solution, as any crack
would be apt to grow till failure results. Considerable investigation is
now needed of the process of rolling the bloom, and perhaps, also, of
casting the ingot, to avoid surface cracks and other surface imperfec-
tions.
The cause of transverse and other internal fissures in the head of
the rail has proved a very puzzling and baffling question, but within
the last year we have developed information that promises, when fully
worked out, to be useful in avoiding such failures. Rails that have
failed, due to transverse fissures, have been found to contain numerous
small cracks or fissures in the interior of the head of the rail, which
were mostly longitudinal, but partly transverse. Very recent work in-
dicates that new rails may have such small cracks in the interior of
the head. The explanation for the failures that seems to be emerging is
about this : All transverse fissures show a nucleus, which was prob-
ably a small crack in the original rail, and, being perpendicular to the
longitudinal stresses in the rail head, the crack kept growing until
failure occurred. What conditions of rolling produce these internal
cracks, and what procedure is necessary to avoid them, are questions
that can be answered only after considerable further experimental work
and the chase is apt to be a long and merry one.
REVIEW OF RAIL INVESTIGATIONS. 427
RAIL SPECIFICATIONS.
The subject of rail specifications of recent years was discussed by
Mr. Cushing in his paper of February, 1912, presented before the Rail-
road Commission of Indiana, entitled "The Question of the Improvement
of Rail Design and Specifications from 1893 to the Present Time," and
the present discussion will deal briefly only with the matter of rail
specifications as covered by the Rail Committee's work of the past five
years.
In April, 1908, the American Railway Association adopted as rec-
ommended practice specifications for steel rails, which were transmitted
to the American Railway Engineering Association for further study and
investigation.
The chemical requirements have remained about the same in recent
years. The 1908 A. R. A. specifications suggested the desirability of in-
creasing the carbon when lower phosphorus could be secured, but did
not specify the amount of increase. The 1910 A. R. E. A. specifications
inserted a sliding scale, showing the amount of increase of carbon for
decrease of phosphorus under certain conditions. The 1914 A. R. E. A.
specifications omitted the sliding scale, allowing no increase of carbon
for low phosphorus. The type of rail failure known as "transverse
fissure" seemed to occur mostly in rails containing over .80 per cent,
carbon, and it was thought well for the present to keep the maximum
carbon limit below this amount in weights of rails covered by the
specifications, namely, 100 lbs. per yard and under. The maximum car-
bon in Open-Hearth rails was placed at .75 per cent, in the specifications,
which had been a usual limit.
The 1908 A. R. A. specifications had a shrinkage allowance of 6l/2
in. for a 33-ft. rail of 100 lbs. section. The A. R. E. A. specifications
increased this allowance to 6^4 in. in 1910 for thin-base sections, leav-
ing 6Y2 in. for thick-base sections. The 1912 A. R. E. A. specifications
made the allowance 6^4 in. for all 100-lb. sections, and it so remains.
The . most important development in rail specifications during the
past few years has probably been in the requirements of the drop test.
The height of drop has remained much the same, but a ductility re-
quirement has been introduced by which a measurement is made of the
stretch of the part in tension. It was general to test the rail with the
base in tension, but the more usual practice now is to test the rail with
the head in tension, as this more effectively determines the interior con-
dition of the metal, particularly as regards segregation. It had been
usual to test a piece of rail representing the top part of the ingot, and
this is still the practice. In the 1908 specifications, breakage of this
piece rejected the whole heat, but a change was introduced, which is
also the present practice, by which only the "A" or top rails are re-
jected and test is made of one or more "B" rails to represent the lower
428 RAIL.
rails. If this fails, the "B" rails are rejected and a test is made of one
or more "C" rails. If this breaks, all the rails of the heat are rejected.
The question of testing each ingot has been under discussion at dif-
ferent times, but has not been embodied into specifications generally.
FUTURE DEVELOPMENT.
Very briefly, the rail problem may be stated to consist of making all
rails of a lot uniformly satisfactory. For the present, at least, the
problem is not so much to improve the average quality, but to effectively
eliminate the defective rails. As outlined in the discussion on rail
failures, most of the defective rails, from the standpoint of rail failures,
may be divided into three classes :
i. Those with excessive segregation of carbon and phosphorus.
'2. Those with seams in the base.
3. Those with internal fissures.
Excessive segregation is to be avoided by using steel, well deoxidized
with suitable amounts of silicon, titanium or aluminum. Such steel,
however, pipes deeply, and the full advantage of such steel requires the
commercial development for rails of some "liquid-top" or "sink-head"
process of casting the ingot. The avoidance of seams requires a close
study of ingot casting to avoid surface cracks and a close study of the
details of rolling the bloom, or of removing seams before the final
finishing pass. The manufacturers have already done much in the last
few years to eliminate these two types of defect, and the future prom-
ises much further improvement if well followed up. The third type
of failure, internal fissures, is still a big conundrum, but the outlines of
the problem are slowly becoming more distinct, and much may con-
fidently be hoped for under suitable investigation.
In the development and improvement of the last few years, the work
of the Rail Committee has played an important part. The manufac-
turers have given freely of their facilities and co-operation, and the
writer in particular wishes to acknowledge the unformly kind treatment
accorded him. Our purpose has been to present reliable fundamental
information that would serve as a secure foundation and safe guide
for work of improvement and invention by the mills and railroads, and
in this way avoid making mistakes on a large and expensive scale, as
has sometimes been done in the past. At the present time about iJ4
per cent, of the rails made are removed from track as failed rails (al-
though probably only a small part of these cause disaster to trains),
but with the continued activity of all agencies we may well hope to
reduce the number of rail failures to a small part of what they now are.
After this has been done, attention should then be given to the matter
of increasing the resistance of the rail to wear.
REVIEW OF RAIL INVESTIGATIONS. 429
CONCLUSIONS.
1. The work of the Committee has been an important factor
in putting our knowledge of the causes of rail failures on a fairly
definite and reliable basis, although much still remains to be done.
Some of the ideas which had a strong hold a few years ago have been
dispelled and replaced with more reliable information, as indicated
throughout this review. The Committee has aided in presenting in-
formation that would serve as a safe basis and an incentive for im-
provement by the mills and railroads.
2. The Committee's work showed that a large number of fail*
ures have their origin in seams in the base. A striking example o\
improvement stimulated by the Committee's investigations is the
deseaming process recently brought out by the Lackawanna Steel
Company, intended in the first place to remove seams from the base
of rails. Also may be mentioned the National Tube Company's re-
cent process of rolling ingots in V rolls in the early passes, thus
supporting the four sides to avoid tearing open the surfaces. Some
attention has also been given to enlarging the fillet between the web
and base of the rail to afford greater strength against breakage ol
this type.
3. Stimulated by the work of this Committee, the manufacturers
have been giving great attention to the matter of making ingots
in such a way as to avoid piping and segregation which is another
important source of rail failures. Several patents have been taken
out and to a small extent the new methods have been used in the
manufacture of rails. Further developments along this line may con-
fidently be expected and it is important for the railroads to have
effective means of determining the merits of the various processes
as they arise. In the meantime, as a partial improvement, care is
being taken to avoid using ingots with "horny" tops for rails, as the
horny top is evidence of considerable interior segregation.
4. An improvement has been brought about in the attitude of the
rail makers who are co-operating more heartily with the Rail Com-
mittee in the effort to produce a better rail. Formerly there were
occasions when the drop-test specimen presented for test had been
cut from the lower end of the rail bar and could be depended upon
to give good results, even though the upper rails of the ingot were
unfit for use. As against this practice may be cited some later cases
430 RAIL.
where the maker voluntarily withdrew whole rollings because of some
unsatisfactory results, although not compelled to do so by the speci-
fications.
5. As regards rail failures due to transverse fissures, the situa-
tion is far from satisfactory, especially from the standpoint of the
railroads. Several transverse fissure rails that caused serious wrecks
have been examined by the Interstate Commerce Commission, and
being unable to find faulty material or other conditions sufficient to
account for the rail failures, the experts of the Commission have
concluded that the rails were overloaded. In a report just issued,
the opinion of Mr. James E. Howard, Engineer-Physicist of that
Commission, is voiced thus: "The rail situation appears to present
a case of overloading the steel, in which the intensity of the wheel
pressures is a vital feature. Under such circumstances there is ob-
viously but one certain remedy, that is, lowering the wheel pressures,
thereby increasing the margin of strength in the direction in which
it is now deficient in so many cases." If this were sustained the
results would indeed be serious to the railroads, but our work by an
improved method of examination indicates that such failures originate
from internal flaws in the rail, produced in the rolling. A field of
investigation has here been opened up of the greatest importance to
the railroads and it is felt that this should be most vigorously fol-
lowed up by the Engineer of Tests of the Rail Committee.
6. The Annual Rail Failure Reports have been of great value in
two ways; firstly, because of the information they have contained;
and secondly, because they are an incentive to the manufacturers to
continue to strive for improvement of their product. These reports
have been continually improved until they have become of great value
to the railroads. Their cumulative evidence has shown that rail
failures are dependent more upon manufacture than on rail design.
It is important to issue the failure reports from year to year in order
to determine the improvement or lack of improvement in the per-
formance of the rails from the different mills from year to year and
to promote a healthy effort on the part of all mills to continually
improve their product.
7. There has been a gratifying co-operation between the railroads
and the steel mills and now the situation is also receiving the help-
ful work of the Government Bureau of Standards and the Interstate
Commerce Commission. The total value of the steel rails manufac-
tured each year amounts to about $100,000,000 and as probably about
REVIEW OF RAIL INVESTIGATIONS. 431
two-thirds of these rails go into important service, where reliability
against breakage is of first importance, the subject is of the greatest
importance, both as regards the safety of the traveling public and of
property, and as regards cost of railroad operation, and the railroads
should be represented in this work in a collective capacity in order
to co-ordinate their individual efforts and obtain the best results for
themselves, the steel mills and the general public, as regards safety,
efficiency and economy of railroad operation.
8. Although the action of the American Railway Association was
to discontinue its appropriation for the work, the Board of Direction
of the American Railway Engineering Association, realizing the great
need of a continuation, passed a resolution to guarantee support for
the work for one year after April 1, 1915, provided it should be unable
to prevail upon the American Railway Association to continue its
help upon presentation of the importance of the work. The annual
appropriation of about $10,000 has been about 0.01 per cent, of the
value of the rails manufactured or about 3 mills per ton.
Respectfully submitted,
COMMITTEE ON RAIL.
REPORT OF COMMITTEE IX— ON SIGNS, FENCES AND
CROSSINGS.
W. F. Strouse, Chairman; G. E. Boyd, Vice-Chairman;
R. B. Abbott. Maro Johnson.
H. E. Billman. L. C. Lawton.
E. T. Brown. G. L. Moore.
A. C. Copland. W. F. Purdy.
Arthur Crumpton. Thomas Quigley.
J. T. Frame. C. H. Splitstone.
L. E. Haislip. Committee.
To the Members of the American Railway Engineering Association:
The Board of Direction assigned the following "Outline of Work"
for the consideration of your Committee :
(a) Make critical examination of the subject-matter in the Man-
ual and submit definite recommendations for changes.
(i) Report on the economy of concrete and metal signs and
signals as compared with wood.
(2) Report on the economy of concrete and metal as com-
pared with wood for fence posts.
(3) Investigate methods used and comparative cost of re-
painting crossing and other signs ; also present specifications for
whitewashing cattle-guard wing fences.
A general meeting of the Committee was held at the office of the
Secretary of the Association in Chicago, May 4, 1914. Those in at-
tendance at this meeting were : R. B. Abbott, G. E. Boyd, Maro John-
son, L. C. Lawton, Thomas Quigley and W. F. Strouse.
The "Outline of Work" for the year was discussed and tentative lists
of questions soliciting information on the three subjects assigned were dis-
tributed among those members present and later sent to the other mem-
bers of the Committee, giving each an opportunity to discuss, criticise
and suggest additional inquiries for information which might be of
value to the Committee.
Revised lists of questions soliciting information on the three sub-
jects assigned were mailed by the Secretary of the Association to the
officials of railways of the United States, Canada and Mexico. In send-
ing out these inquiries your Committee urged the generous co-operation
of the railroad officials and called attention to the fact that subjects 1
and 2 dealt with the relative economies in the use of concrete, metal
and wood in the manufacture of signs and fence posts.
It also emphasized two points in regard to the information desired,
viz., cost data and length of life of signs and fence posts made of the
materials specified in the "Outline." Your Committee recognized this
information to be the basis upon which the matter of economy would
434 SIGNS, FENCES AND CROSSINGS.
have to be determined, and that without it a complete comprehensive
report could not be made. Your Committee now wishes to express its
appreciation of the hearty response its inquiries have met and fully
appreciates the inability of railway officials to give all information asked.
Following the plan of last year, it was felt the work could be
handled most advantageously by assigning it to sub-committees. The
revision of the subject-matter of the Manual, however, it was thought,
could be considered to better advantage by the entire Committee.
REVISION OF MANUAL.
Revision of Manual — \V. F. Strouse, Chairman ; R. B. Abbott, H. E.
Billman, G. E. Boyd, E. T. Brown, A. C. Copland, Arthur Crumpton,
J. T. Frame, L. E. Haislip, Maro Johnson, L. C. Lawton, G. L. Moore,
W. F. Purdy, Thos. Quigley and C. H. Splitstone.
Subject (i) Report on the economy of concrete and metal signs
and signals as compared with wood : R. B. Abbott, Chairman ; A. C.
Copland, G. L. Moore, C. H. Splitstone and W. F. Strouse.
Subject (2) Report on the economy of concrete and metal as com-
pared with wood for fence posts : Maro Johnson, Chairman ; H. E.
Billman, J. T. Frame, L. C. Lawton and Thomas Quigley.
Report (3) Investigate methods used and comparative cost of re-
painting crossing and other signs ; also present specifications for white-
washing cattle-guard wing fences : W. F. Purdy, Chairman ; G. E.
Boyd, E. T. Brown, Arthur Crumpton and L. E. Haislip.
REVISION OF MANUAL.
Complying with instructions, your Committee has made a careful
examination of the subject-matter of the Manual, and herewith presents
the results of its deliberations. A few new definitions have been added,
the diction in a number of the old ones has been improved and others
have been abbreviated and made more concise. It is of the opinion,
however, that the definitions of terms marked with a (*) could be
omitted without detriment to the Manual.
An additional class of fence has been added under "Specifications
for Standard Right-of-Way Fences" to cover fences constructed of
galvanized ribbon, smooth round or barbed wire, all widely used but
not heretofore provided for in the Manual. A slight change has been
made in the spacing of the longitudinal wires of the different classes
of fence, to conform to the standard spacing used by several of the
largest American manufacturers. The length of end, corner, anchor
and gate posts has been reduced from 9 to 8 feet and intermediate or
line posts from 8 to 7 feet, as these lengths agree with the standards of
a large percentage of railways reporting on fence posts this year. As
concrete posts have heretofore been recommended as a suitable substi-
tute for wood, this class of posts has been added under "material."
The paragraphs bearing on elastic limit and tensile strength of wires
SIGNS, FENCES AND CROSSINGS. 435
of various gages in which no values have heretofore been given, have
been eliminated because the strength of new wire is more than ample
and any standard which might be adopted would only hold good until
oxidation began.
Paragraphs i and 2, relating to galvanizing fence wire, have been
revised to apply only to electrically welded fencing, as your Committee
is unable to learn of any advantage in galvanizing other forms of fenc-
ing after it is fabricated. The joints in the hinge type of woven fencing
would be disturbed during erection, which would defeat the object of re-
galvanizing, to say nothing of the waste of spelter which would fill the
crevices in the locks or joints.
A number of minor changes have been made in the text bearing on
"Snow Fences, Snow Sheds and Recommended Methods of Snow Re-
moval."
The use of the term "stock-guard" instead of "cattle-guard" is con-
sidered desirable in view of the fact that the laws in over half the states
require a guard to be of such type as will turn not only horses, cattle
and mules, but sheep and swine as well. The definition of "Section"
has been eliminated, as some forms of stock-guards are not made up in
sections.
Your Committee favors the retention of tables and cuts now appear-
ing in the Manual on pages 204 to 209 and 213 and 214 and on page 63
of the Supplement to the Manual published in 1913.
Definitions.
Fence. — A barrier that serves to guard against unrestricted ingress or
egress, generally a line of posts with rails or wire, or
rails and boards or pickets.
Post. — A piece of wood, metal or other material, set upright and used
to support the longitudinal members of a fence.
Exd Post. — A post at the end of a line or section of a fence.
Corner Post. — A post located at the intersection of two lines or sections
of fence.
Anchor Post. — A post located between end or corner posts and used
as an anchor for stretching wire.
Intermediate or Line Post. — A post placed between end or corner posts.
Rail. — Any longitudinal member of a fence other than wire.
Cleat.— A piece of wood, metal or other material, fastened transversely
to the side of a post below the ground line to give it
greater stability.
Brace. — A piece of wood, metal or other material, in compression,
placed diagonally between adjacent posts.
Tie. — A piece of wood, metal or other material, in tension, between ad-
jacent posts.
Panel. — A section of fence between two adjacent posts.
436 SIGNS, FENCES AND CROSSINGS.
Brace Panel. — ■ A panel in which a brace or tie, or both, are introduced.
*Top Wire. — The highest longitudinal wire of a fence.
^Intermediate Wire. — A longitudinal wire located between the top and
bottom wires.
*Bottom Wire. — The lowest longitudinal wire of a fence.
Stay. — A piece of wood, metal or other material, used to stiffen the
fence and to maintain the spacing of the longitudinal
wires.
*Staple. — A metal device in the shape of the letter "U" with sharpened
ends for fastening the longitudinal wires of the fence
to the posts.
Gate. — A movable barrier consisting of a structure of wood, metal or
other material, for closing a passageway or an open-
ing in a fence.
Gate Frame. — The sustaining parts of a gate, fitted and framed together,
to which the other members are attached.
Gate Brace. — A piece of wood, metal or other material, in compression,
placed diagonally and used to stiffen the frame of a
gate.
Gate Tie. — A piece of wood, metal or other material in tension, placed
diagonally and used to stiffen the frame of a gate.
Gate Post. — A post on which a gate is carried or to which it is latched.
*Gate Hinge. — A device for attaching a gate to a post and upon which
the gate swings.
*Gate Latch. — A device for fastening the free end of a gate to a post.
specifications for standard right-of-way fences.
Classes.
i. Standard right-of-way fences shall be divided into four classes,
the height to conform to statutory requirements, generally about 4 ft.
6 in. above the ground.
First Class.
2. A first-class fence shall consist of nine longitudinal smooth gal-
vanized steel wires ; the top and bottom wires shall be No. 7 gage ; the
intermediate and stay wires shall be No. 9 gage.
The spacing of the longitudinal wires commencing at the bottom
shall be 4, 4^2, 5, 5V£, 6, 7, 8 and 9 inches. The bottom wire shall be
five inches above the ground and the stay wires shall be spaced twelve
inches apart.
When used as a hog-tight fence, the bottom wire shall be not over
3 in. above the ground, with a strand of barbed wire i^< in. below same.
Second Class.
3. A second-class fence shall consist of seven longitudinal smooth
galvanized steel wires ; the longitudinal and stay wires shall be No. 9
gage.
SIGNS, FENCES AND CROSSINGS. 437
The spacing of the longitudinal wires, commencing at the bottom,
shall be 6^, 7, 7^ 8, 8^2 and 9 in. The bottom wire shall be seven
inches above the ground and stay wires shall be spaced 18 inches
apart.
Third Class.
4. A third-class fence shall consist of five longitudinal smooth
galvanized steel wires ; the longitudinal and stay wires shall be No. 9
gage.
The spacing of the longitudinal wires, commencing at the bottom,
shall be 7*4, 8, 8j4 and 9 in. The bottom wire shall be 9 in. above the
ground and the stay wires shall be spaced 24 inches apart.
Fourth Class.
5. A fourth-class fence shall consist of five strands of galvanized
steel ribbon, smooth round or barbed wire fencing.
The spacing of the wires, commencing at the bottom, shall be io, 10,
12 and 12 in. The bottom wire shall be 10 inches above the ground.
The longitudinal wires of all woven wire fencing under classes 1, 2
and 3 shall be provided with tension curves to take up expansion and
contraction.
MATERIAL.
Wood Posts.
6. Posts shall be made of cedar, locust, chestnut, Bois d'Arc, white
oak, mulberry, catalpa or other durable wood native to the locality or of
treated timber. They shall be straight and free from splits, rot or other
defects.
If sawed or split posts are used, their dimensions shall be at least
equal to those hereinafter specified for round posts.
End Posts, etc.
7. End, corner, anchor and gate posts shall be at least 8 ft. long
and 8 in. in diameter at the small end, set 3 ft. 4 in. in the ground.
Intermediate Posts.
8. Intermediate or line posts shall be at least 7 ft. long and 4 in.
in diameter at the small end, set 2 ft. 4 in. in the ground.
Braces.
9. Braces for end, corner, anchor and gate posts shall be made of
intermediate or line posts or 4 in. by 4 in. sawed lumber of a quality equal
in durability to that of the posts, and free from large knots, splits, rot
and other defects.
Concrete Posts.
10. Concrete posts shall consist of one part Portland cement to
four parts run of pit gravel; or one part Portland cement, two parts
clean, sharp sand and four parts crushed stone of low absorption or
screened gravel. Gravel or broken stone should be of such size as wilt
pass through a ^2-in. screen but be retained on a %-'\r\. screen.
438 SIGNS, FENCES AND CROSSINGS.
End Posts, etc.
11. End, corner, anchor and gate posts shall be at least 8 ft. long,
6 in. square at the top and 8 in. square at the base, set 3 ft. 4 in. in the
ground. The reinforcement shall consist of 4H >n- square twisted rods.
Intermediate Posts.
12. Intermediate or line posts shall be at least 7 ft. long, 4 in. at
the top and 5J4 in. at the base, set 2 ft. 4 in. in the ground. The re-
inforcement shall consist of 3 or 4%. in. square twisted rods, depending
on design of posts.
Braces.
13. Braces for end, corner, anchor and gate posts shall be made
of concrete, 4 in. by 4 in. in section, reinforced with 4% in. square twisted
rods.
Wire.
14. Woven wire fences shall be constructed of basic open-hearth
galvanized steel wire. It must stand, without sign of fracture, winding
tight around wire of the same size.
Locks.
15. The locks or fastenings at the intersection of the longitudinal
and stay wires shall be of such design as will prevent them from slipping
either longitudinally or vertically.
Staples.
16. The staples used for fastening the longitudinal wires to the
posts shall be made of No. 9 galvanized steel wire. They shall be r in.
long for hardwood and il/2 in. long for softwood.
Galvanizing.
17. The galvanizing shall consist of an even coating of zinc, which
shall withstand one-minute immersion tests in a solution of commercial
sulphate of copper crystals and water, the specific gravity of which shall
be 1. 185 and whose temperature shall be from 60 to 70 degrees Fahren-
heit. Immediately after each immersion the sample shall be washed in
water and wiped dry. If the zinc is removed, or a copper colored de-
posit formed at the end of the fourth immersion, the lot of material
from which the sample is taken shall be rejected.
Manufacture.
18. The fence shall be so fabricated as not to remove the galvan-
izing or impair the tensile strength of the wire.
ERECTION.
End, Corner, Anchor and Gate Posts.
19. End, corner, anchor and gate posts shall be set vertical, at least
3 ft. 4 in. in the ground, thoroughly tamped, braced and anchored.
Intermediate or Line Posts.
20. Intermediate or line posts shall be set at least 2 ft. 4 in. in the
ground, and i6y2 ft. apart.
SIGNS, FENCES AND CROSSINGS. 439
Post Holes.
21. Holes of full depth shall be provided for all end, corner, anchor
and gate posts, even if blasting must be resorted to. For intermediate
or line posts, where rock is encountered, not more than two adjacen*
wood posts shall be set on sills 6 in. by 6 in. by 4 ft. long, braced on
both sides by 2 in. by 6 in. braces, 3 ft. long. Holes shall be provided
for all other posts. Posts shall be set with large end down and in per-
fect line on the side on which the wire is to be strung. After the fence
is erected, the tops of the wood posts shall be sawed off with a one-
fourth pitch, the high side being next the wire and 2 in. above it.
Anchoring.
22. Wood end, corner, anchor and gate posts shall be anchored
by gaining and spiking two cleats to the side of the posts, at right
angles to the line of the fence, one at the bottom, the other just below
the surface of the ground. The cleat near the ground surface shall be
put on the side next the fence and the bottom cleat shall be put on the
opposite side. Intermediate wood posts set in depressions of the ground
shall be anchored by gaining two cleats into the side near the bottom
of the post, same to be properly spiked.
Cleats, Sills, etc.
23. All cleats shall be 2 in. by 6 in. by 2 ft. long. All sills, braces
and cleats shall be made of sawed lumber of a quality equal in durability
to that of the posts.
Bracing.
24. Wood end, corner, anchor and gate posts shall be braced by
using an intermediate or line post or a piece of 4 in. by 4 in. sawed lum-
ber of a quality equal in durability to that of the posts, gained into
the end, corner, anchor or gate post, about 12 in. from the top and
into the next intermediate or line post about 12 in. from the ground,
and be securely spiked. A cable made of a double strand of No. 9
galvanized soft wire looped around the end, corner, anchor or gate
post near the ground line, and around the next intermediate or line
post about 12 in. from the top, shall be put on and twisted until the
top of the next intermediate or line post is drawn back about 2 in. Four
in. by four in. reinforced braces shall be used with concrete posts.
Stretching.
25. Longitudinal wires shall be stretched uniformly tight and par-
allel; stays shall be straight, vertical and uniformly spaced. Wires shall
be placed on the side of the post away from the track.
Stapling.
26. Staples shall be set diagonally with the grain of the wood and
driven home tight. The top wires shall be double stapled.
Splicing.
27. Approved bolt clamp splice or wire splice made as follows may
be used: the ends of the wires shall be carried 3 in. past the splicing
440 SIGNS, FENCES AND CROSSINGS.
tools and wrapped around both wires backward toward the tool for at
least five turns, and after the tool is removed, the space occupied by
it shall be closed by pulling the ends together.
The use of smooth wire in preference to barbed wire is recommended
for right-of-way fences.
The use of heavy smooth wire, or a plank at the top of a barbed
wire fence, is recommended.
GALVANIZED WIRE FENCING.
(i) The rapid deterioration of modern woven galvanized fence
wire is caused by the coating of zinc being too thin and of an uneven
thickness. To provide better protection for the wire and a longer life
for the fence, it is necessary to secure an increased uniform thickness
of zinc coating on the wire. To insure that the galvanizing is intact
after the fence has been fabricated, it is recommended that a second
coating of zinc be applied to electrically welded fencing after it is
manufactured.
(2) It is further recommended that wire which has received a zinc
coating which will stand the test prescribed in the specifications be used
in the manufacture of fencing, and that in the case of electrically welded
fencing, the galvanizing be applied 'after it has been fabricated.
GATES FOR RIGHT-OF-WAY FENCES.
A hinged metal gate is recommended.
The width of farm gates should not be less than 12 ft., depending
upon the size of agricultural machinery in use in the vicinity, or as re-
quired by the laws of the states through which the railroad operates.
The minimum height of farm gates should be 4 ft. 6 in. from the sur-
face of the roadway.
Farm gates should be hung so as to open away from the track, and,
if hinged, swing shut by gravity.
CONCRETE FENCE POSTS.
(1) Concrete fence posts are practical, economical and a suitable
substitute for wood.
(2) Reinforcements should be placed as near to surface of post as
possible; lA-'m. from surface is best location.
(3) Posts should taper from base to top.
(4) Posts should not be less than 5J/2 in. at base and 4 in. at top.
(5) Concrete should consist of one part cement to four parts run
of pit gravel; or one part cement, two parts sand and four parts crushed
stone of low absorption, or screened gravel. Gravel or crushed stone
should not be less than %-m. nor more than ^2-in. in size. Concrete
should be of a quaking consistency.
(6) Molds should have a jogger or vibratory motion, while con-
crete is being placed to compact it and smooth up surface of post.
SIGNS, FENCES AND CROSSINGS. 441
(7) Posts should not be made out of doors in freezing weather.
They should not be exposed to sun, and should be sprinkled with water
the first eight or ten days after being made to aid curing.
(8) Molds should be carefully oiled or soaped to prevent concrete
sticking to them.
(9) Posts should be cured for not less than 90 days, when cured
naturally, before being set or shipped.
(10) Posts should be carefully handled and packed in straw, saw-
dust or other suitable material for shipment.
SNOW FENCES.
Definitions.
Snow Fence — A structure erected for the purpose of forming artificial
eddies on the windward side of a cut at sufficient dis-
tance away to cause snow to deposit between the snow
fence and the cut.
SNOW fences, snow sheds and recommended methods of snow removal.
Snow is carried by the wind close to the surface of the ground and
is deposited in railway cuts on account of the eddies which they cause in
the wind. The function of the snow fence is to form artificial eddies on
the windward side of the cut at sufficient distance to cause the snow
to deposit between the snow fence and the cut.
The location of the drift or eddy depends upon the form of the
fence. A tight fence of sufficient height causes the snow to accumulate
on the windward side of the fence; an open fence causes the snow to
accumulate principally on the leeward side. The distance between the
drift and the fence depends upon the height of the fence, the width of
the openings between the boards, the velocity of the wind and the character
of the snow.
The character of a snow fence and its location for the protection of
a given point depends largely upon local conditions, some of which can
only be determined by experiment, and for this purpose portable snow
fences are recommended.
Where local conditions permit, a permanent snow fence located on
the right-of-way is most economical.
Where permanent wood fences are used, the boards should be laid
close, where the right-of-way is 50 ft. or less from the center of the
track ; for greater distances, space should be provided between the boards
and at a distance of 100 ft.; 50 per cent, of the fence should lie open
space.
The height of permanent board fences depends upon the probable
amount of snow. The maximum height, bowever, should not exceed ten
feet.
Tn most cases, local conditions require the use of a portable snow
fence. These fences are usually erected in the fields adjoining the right-
of-way. They should be set on the windward side of the track at right
442 SIGNS, FENCES AND CROSSINGS.
angles to the prevailing winds; to provide for variations in the direction
of the wind, it is sometimes necessary to set the panels in crescent form.
For ordinary conditions one line of fence is sufficient. The quantity of
snow sometimes, however, requires the use of three or four lines of
portable snow fences set parellel and spaced about ioo ft. apart. These
fences should be removed in the spring so as not to interfere with farm-
ing operations.
Hedge fences may be used where the quantity of snow is not too
great, and where local conditions, including the economic feature, permit.
Properly maintained hedge fences are effective in beautifying the right-
of-way.
Stone walls may be used for snow fences where suitable stones for
dry masonry walls are available.
Temporary snow fences may be constructed of ties, laid in the form
of worm fences.
Railway companies in Northern countries should widen their cuts or
provide a slope of 4 to i on both sides of the cut for all cuts less than
four feet deep.
In the construction of new railways, or on grade revision, or trestle
filling on existing railways in snow districts, the material should
be taken from the sides of the cuts. A steam shovel cut on each side is
most effective in providing a place for snow to accumulate for ordinary
snow conditions, for cuts up to 20 ft. in depth.
Salt should be used on switches only during that portion of the
winter when the snow melts in daytime and freezes at night.
Where exhaust steam is available, it should be carried about 12 in.
below the surface of the ground at points where the accumulation of the
ice requires frequent removal during the winter.
SNOW PLOWS.
Rotary snow plows are necessary for quick removal of snow where
the depth of the drift exceeds 6 ft. and its length exceeds 300 ft. or
where the natural snow fall has filled deep cuts which cannot be removed
by the push plow. Rotary snow plows are sometimes used to advantage,
in the removal of snow slides in mountain districts.
Push plows should be used for a level fall of snow and minor drifts,
whenever the depth is too great to be removed by snow Hangers. Snow
flangers should be used for the removal of snow where the depth is less
than 6 in. over the top of the rail.
SNOW SHEDS.
Snow sheds are expensive to construct and maintain, and the rail-
way should be so located, if possible, as to make their construction un-
necessary. Their use should be confined to localities which require pro-
tection from mountain snow slides, and they should be constructed of
permanent material.
SIGNS, FENCES AND CROSSINGS. 443
SURFACE STOCK-GUARDS.
Definitions.
Stock-guard — A barrier of wood, metal or other material placed between
and along side of track rails to prevent the passage of live
stock on or along the railroad track or tracks.
Slat — A strip of wood, metal or other material used in making up a sur-
face stock-guard.
Filler — A piece of wood, metal or other material placed between the slats
to space and stiffen them.
Apron — A flared panel of fence set parallel with the track and along
outside edge of a stock-guard.
Wing Fence — A fence connecting the apron of the stock-guard with the
right-of-way or line fence.
general requirements.
(i) A stock-guard should be so constructed as to avoid project-
ing surfaces liable to be caught by loose or dragging portions of equip-
ment.
(2) It should be effective against all live-stock, have no parts which
would catch or hold animals or unnecessarily endanger employes who
pass over it in the discharge of their duties.
(3) It should be reasonable in first cost, durable, and easily applied
and removed, so as to permit repairs to track at minimum expense.
(4) It should not rattle during passage of trains.
TRACK CONSTRUCTION AND FLANGEWAYS AT PAVED
STREET CROSSINGS AND IN PAVED STREETS.
(1) Treated ties should be used, laid on a bed of crushed rock,
gravel or other suitable material, not less than 8 in. in depth, placed in
about 3-in. layers, each to be thoroughly rammed to compact it.
(2) Vitrified tile drains not less than 6 in. in diameter, with open
joints, leading to nearest point from which efficient drainage may be
obtained, or with sufficient outlets to reach sewers or drainage basins,
should be laid on either side of and between tracks, parallel with ballast
line and outside of ties.
(3) One hundred and forty-one-lb., 9-in. depth girder rail, or similar
section, with suitable tie-plates and screw-spikes, should be used. Tracks
should be filled in with crushed rock, gravel or other suitable material,
allowing for 2-in. cushion of sand under finished parvement.
(4) Ballast should be thoroughly rammed as it is installed to pre-
vent settlement of paving foundations. Two inches of good sharp sand
should be placed on top of ballast.
(5) Paving must conform to municipal requirements, granite or
trap rock blocks preferred. Hot tar and gravel should be poured into
the joints as a binder.
444 SIGNS, FENCES AND CROSSINGS.
ECONOMY OF CONCRETE AND METAL SIGNS AS COMPARED
WITH WOOD.
Sixty-two replies were received in response to inquiries relative to
concrete, metal and wood signs, and the information furnished has been
tabulated and is herewith presented in Tables A, B and C as a portion
of the report. It will be noted that fifteen roads report having used con-
crete signs, generally of the simpler type, thirty-nine roads report the use
of metal in signs, either complete or in combination with wood or con-
crete, while all roads with one or two exceptions use wood signs.
From Table A, giving information collected on concrete signs, it will
be noted that the use of this material does not date back more than 12
or 15 years, and that in most of the cases reported, it covers a much
shorter period. Comparatively few roads, therefore, were willing to go
on record as to the probable life of concrete signs. With our limited
experience in this direction, it could only be a matter of conjecture to
specify any definite period. Another consideration, and one having a very
important bearing on the life of concrete structures, is the quality of the
concrete. To keep the cost within reasonable bounds, concrete signs
should be designed along mathematical lines. This generally means a
light structure with just sufficient reinforcement to meet the requirements,
based on first-class material and workmanship. In practice, this condition
is not always realized and defects frequently develop some time after
the work has been completed and put in service. It is, therefore, impos-
sible to estimate the life until after the quality has been determined.
In Table B, giving information relative to the use of metal signs, will
be found data covering signs made of cast-iron, wrought-iron and
wrought-steel as well as combinations of the three materials. In a num-
ber of instances, cast or wrought plates are attached to wood or con-
crete posts or other structures. The use of signs made wholly of cast-
iron is confined to comparatively few roads, while the use of wrought
posts and cast plates is quite general. The use of old T-rail for posts
was reported by several roads. Old boiler tubes are frequently used in
making wrought posts. It would appear more economical to use new
material unless the old tubes are in good condition.
The life of wrought-iron or steel signs depends largely on the con-
dition of the tubes and plates when used and the means employed for
their protection. If the tubes are filled with concrete as specified by some
roads and set in a concrete base which should extend several inches above
the ground, and then properly protected by paint, they should last for 30 to
40 years. Some roads have estimated their life as thirty years, while
others have stated it was indeterminate; some have made no estimate.
Your Committee is of the opinion that where either cast-iron or
wrought-iron or steel signs are properly protected by paint and con-
crete, they can be relied upon to last as long as concrete and from two
to three times as long as wood.
SIGNS, FENCES AND CROSSINGS. 445
As wood signs are so generally used, principally on account of their
low cost, the information given in Table C will be found more complete
than in either Tables A or B. As the posts of signs generally fail first,
and as some kinds of wood are more durable than others, it is very
essential that good posts be provided. In some cases, preservatives have
been used with good results. This is particularly true where creosoted
timber is used for the base, the superstructure of untreated timber being
bolted to the same. The average life of wood signs as reported would
appear to be about ten years, although many place it as low as eight
years.
While some of the information received in regard to the use of
concrete, metal and wood, in the manufacture of signs is not sufficiently
complete to have any direct bearing on the relative economies in the use
of the several materials, it is considered by your Committee of sufficient
value as information on the general subject under consideration, to pre-
sent it as such.
Owing to the great difference in design of many of the standard
signs in use by the railroads of the country, considerable variation in cost
of signs made of each of the three materials will be noted in the tables.
In Table C will be found a column in which all contributors were
asked to express their opinions as to the relative economies in the use
of different materials. Ten roads express a preference for concrete, six
favor metal and eleven wood. Twelve roads show variable preferences
which are governed by circumstances and twenty roads make no reply.
The failure to get a more general response to this query can be accounted
for by the fact that a large number of roads have had no experience
with concrete and only a limited experience with metal signs.
ECONOMY OF CONCRETE AND METAL AS COMPARED WITH
WOOD FOR FENCE POSTS.
In response to inquiries relative to fence posts, seventy-two replies
were received. The information has been tabulated and is herewith pre-
sented in Tables D, E and F as a part of the report. Seventeen roads
report the use of concrete posts, three are using a few experimentally,
and the balance in lots running as high as 15,000 to 20,000. Sixteen roads
are using metal posts, thirteen having purchased them from manufactur-
ers, and three having made them with their own forces. All roads, with
two or three exceptions, are using wood posts.
The information received on concrete posts will be found in Table D,
from which it will be noted they have been in service covering periods
ranging from six months to nine years; a number of roads having used
them five or six years. It will, therefore, be seen that their use has not
as yet passed the experimental stage so far as life is concerned. The
general results so far, however, have been sufficiently satisfactory to cause
a number of railroad companies and private concerns to construct plants
for their manufacture on a large scale.
446
SIGNS, FENCES AND CROSSINGS.
("A") TABULATION OF INFORMATION IN REGARD TO CONCRETE SIGNS.
SUBJECT No. 1 — PART 1.
= 7.
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ss
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RAILROAD
8 3
5 to 03
<« S §
So <"
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03 03
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03 0} Q.
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03 «
J3 &
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n
£
£
w
£
£
Akron, Canton &
No
Youngstown
Atchison, Topeka
No
& Santa Fe
Atlantic Coast Line
No
Baltimore & Ohio
Yes
State Line signs
Concrete 1:3:4&1" Stone
Yes
No
All
2 yrs.
Indefi-
nite
Bangor & Aroostook
No
Canadian Northern
Quebec
Central of Georgia
No
Yes
Mile Post 8"x8"x8'
No
No
All
3 mo.
Un-
4-i' Round rods
1 Part Cement, 2 Parts
to 6 yr.
known
sharp river sand, wet
mixture
Chicago, Burlington
No
& Quincy
Chicago & Alton
No
Introducing signs with
wooden heads on old
flue pieces set in con-
crete
Chicago, Peoria &
No
St. Louis
Chicago & Eastern
Yes
Mile Post 8"x8"x8';
No
No
• All
10 to 15
30 to 40
Scrap pipe
Illinois
Whistle Post 6'x6*x8';
Clearance Post
6"x6"x2'6?; Prop. Post
9"xo"x6'0"
yrs.
yrs.
J' to 2" cor
bar j" to 1*
Chicago, Indianapo-
Yes
Samples for trial only
lis & Louisville
Cleveland, Cincin-
Yes
Rail Post; Prop. Post;
Yes
No
All
12 yrs.
25 yrs.
i ' Round or
nati, Chicago &
Mile Post; 1 part ce-
square
St. Louis
ment, 2j parts sand 4|
parts stone
Cincinnati Northern
Yes
Post for Highway Cross-
ing (Metal Arms); Rail
Rest; Section; Curve;
elev; Whist; Land Line
Yes
No
All
14 yrs.
Con-
sidered
perma-
nent
Scrap from
shops
Colorado Midland
No
Delaware & Lacka-
No
wanna & Western
Denver & Rio
Yes
A number of sample
No
No
All
1 yr.
Un-
Common Rods
Grande
signs made for experi-
mental purposes
known
Duluth, Missabe &
No
Northern
Duluth, South Shore
No
& Atlantic
El Paso & South-
No
western
Erie
No
Florida East Coast
Yes
Mile Posts 12"xl2'x7'0"
Property Post t> "x6 "x4 '0"
Yes
No
All
6 yrs.
Grand Rapids & In-
No
diana
Grand Trunk Pacific
No
Great Northern
No
Gulf, Colorado &
No
Santa Fe
Gulf & Ship Island
No
Hocking Valley
No
Illinois Central
Yes
County Line Posts
6"x6"x6'6"
Yes
Yes
No
1 yr.
Per-
manent
4-f Rods
Kansas City Ter-
No
minal
SIGNS, FENCES AND CROSSINGS.
447
("A") TABULATION OF INFORMATION IN REGARD TO CONCRETE SIGNS.
SUBJECT No. 1 — PART 1.
10% of Prop
Post
10% of Mile
Post
•si
o a a
Boxed
Not packed
Carefully placed
in car in small
lots
Loaded on flat
cars packed in
straw
Loaded loose
on flat cars
Boxed
Loaded on flat
cars, 3 tier.s
with planks
between
In straw
fv*3
•j S
> «
No
No
Yes
To some
extent
No
No
No
Ms
Yes
Yes
Yes
Yes
Yes
Yes
Yee
Except
malicious
breakage
Except
malicious
breakage
Except
malicious
breakage
SO*
m ^.3 .a
o
o
$25.00 Cost
of form
$14.65
$155
$1.00 Av.
No data
Cross Post
$3.00
Mile Post
$1.00
$1.42 to
$4.80
Mile Posts
$2.00
Prop. Posts
$0.80
No
data
No
data
No
data
$0.75
each
$0.25
O
$1.00
$1.00 est.
$0.50
No data
$1.00
No data
$0.25
$0.50
Yes
Unde-
cided
Un-
doubted
Yes
Don't
know
Yes
Yes
•148
SIGNS, FENCES AND CROSSINGS.
("A") TABULATION OF INFORMATION IN REGARD TO CONCRETE SIGNS.
SUBJECT No. 1— PART 1.
a%
"°£j
sa
8 =
>>
— 6
a
RAILROAD
8 =
sap
o-S5£
a> °
8 "2 «
2 C h
gas
O | 03
•s-s|
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03 _g
> J3
0> o
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03-0 3
v o
a c
03 -§ o-
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28
oo
J3 O
•S
8
o
p
'S m
"- 3
> 2 e
gag
.5 £ »
u c
ffl £3 03
Z a. £
a> o3 E
kc fl O
o a v
— a
t> OJ
S 0>
-^3 J2
o3.fl
5 S
03 CJ O
O
03 55
C£2
•3 03
J3 £
X
w
S
£
B
£
£
Lake Erie & Western
Yes
Whist Posts 6"xl0"x9'6"
Prop. Posts 6"x6"x6'6"
1 Part Cement, 4 Parts
Gravel not over |*
Yes
No
All
5 yrs.
Indefi-
nite
Lehigh Valley
No
Manistee & North-
No
eastern
Minneapolis & St.
No
Louis
Mobile & Ohio
Yes
MilePosts;Whist. Posts;
Coal and Water; Prop.
Post; Section Posts
-
Middle Tennessee
No
Missouri & North-
No
ern Arkansas
Mississippi Central
No
Nashville, Chatta-
Yes
Bridge Warning Post
Yes
No
All
10 yrs.
Indefi-
4-1' Rods #12
nooga & St. Louis
only 8"x8"x30'; 1 of C;
2 of S; 4 of S.
nite
Wire Stirrups
New York Central
No
& Hudson River
New York, New
No
Haven & Hartford
New York, Chicago
Yes
Mi!ePostsl2"xl2"x8'0"A
Yes
No
All
3 yrs.
Indefi-
M.P. 3-r*7'6'
& St. I,ouis
Prop.Posts 8"x8"x5'0"A
Clear.Posts 6"x6"x5'0"A
1 Part Cement, 2 Sand,
4 Stone
nite
bars
Prop. Post, CI.
Post}*x4'6' bar
New Orleans Great
No
Northern
Northern Pacific
No
Oregon Short Line
Yes
Prop. Post 5"x5".\7'0"A
No
No
All
iyr.
Indefi-
nite
3-4* Rods
Pennsylvania Lines
Yes
MilePostl2"xl2"x7'6"A
No
No
All
2 to 6
Indefi-
M.P.3-rRodsA
West, N. W. Sys.
Mile Post 10"xl0"x7'6*
Whist. Post 3"x9fx9'0"
yrs.
nite
M.P.4-1' Rods
W.P.5pc.#18xf
steel
Pennsylvania Lines
Yes
Whistle Post and Mile
No
No
All
W.Post
Indefi-
!* No. 14 Flat-
S. W. Sys.
Post
4 yrs.
M.P.1-7
yrs.
nite
iron steel rods,
I' No. 16 Hoop
Iron
Peoria&Pekin Union
No
Philadelphia &
No
Reading
Pittsburgh, Shaw-
No
mut & Northern
Public Service Ry.
No
Queen & Crescent
Yes
Whist.Post 4"xl0"x9'0";
Mile Post A; Sta. Mile
Post 5"x5"x9'0"; High-
way Cross. Post only
A few
con-
crete
posts
No
All
3 or 4
yrs.
Sta.M.P.4-}'
bars
High Cross 8-J'
bars
8"x8"x
6 '8"; 1 part Ce-
ment,
2 Sand, 4 Stone
Richmond, Freder-
Yes
Properl
y Posts 4"x4'
Yes
No
All
6 mo.
Indefi-
4-r Round Rod
icsburg & Potomac
Top,6"
x6°base5'0"Iong
nite
Rock Island Lines
No
Rutland
No
San Antonio & Aran-
No
sas Pass
San Pedro, Los An-
No
geles & Salt Lake
St. Louis Southwest-
No
Southern
No
Spokane, Portland &
No
Seattle
Susquehanna & New
No
York
United Fruit Co.
No
Costa Rica
SIGNS, FENCES AND CROSSINGS.
449
("A'
') TABULATION OF INFORMATION IN REGARD TO CONCRETE SIGNS.
SUBJECT No. 1 — PART 1.
— i aj -a
> <- o
P 3 m
O O 3
0> Q
cjTS
.SS
-a g-fi
(ST)'13
♦» c > *
O a3« en
o
o
II
o 3
60 days
4%
No
Yes
$1.67
$0.80
$0.40
Yes
10 days
30 days
2a%
30 days
Whist. Post
2 to 4 mo.,
Mile Post
1 to 4 mo.
30 to 60
days
45 days
Loaded on flat
cars
Placed flat on
bottom of car
Loaded on flat
cars with wood
strips between
Piled flat in
cars
No
No
Damaged
by shoot-
ing
No
Yes
Yes
Yes
Yes
Yes
No
No
Yes
Yes
No data
M.P. $1.64
P.P. $0.81
C.P. $0.36
$0.22
M.P.A$2.50
M. P. $1.70
W.P. $1.50
Wh.Postav
$0.70
M.P. av.
$2.50
No data
$0,50
Not
handled
bywork
train
No
data
No
data
No
data
No
data
No
data
$2.00
No data
No data
M.P. $0.50
to $2.00
W.P.$0.35
Wh.Post
av. $0.35
M.P. av.
$0.50
No data
$0.25
Yes
Yes
If satis-
factory
Tosome
extent
Yes
Yes
Yes
450
SIGNS, FENCES AND CROSSINGS.
("B") TABULATION OF INFORMATION IN REGARD TO METAL SIGNS.
SUBJECT No. 1— PART 2.
3 =
c as
£ S
J3 Or.
IS
£ o
o
J3
c3
a a
OT3
*><5
_Q
RAILROAD
a n>
03 0Q U
Give list of same with
o3 03
9 8
J3 3
ji
plans and specifications.
oj 5
o c
t. 3 fl
■- C, -
03 C q,
O 03 g
in cj O
•- - -..
s ©
OJ3
.2*c
m
W
jg-
£
M
£
Akron, Canton &
Youngstown
Atchison, Topeka &
No
Yes
Culvert Sign; Private Prop;
Yes
No
All
5 yrs.
20 yrs.
Santa Fe
Highway Warning; Bridge
Danger Sign
Atlantic Coast Line
Yes
Mile Post. Plate only
Were
standard
until 1912
No
All
20 yrs.
Indefinite
Baltimore & Ohio
Yes
Bangor & Aroostook
No
Canadian Northern
Quebec
Central of Georgia
No
Yes
Station Sign; Section Post;
No
No
All
8 or 10 yrs.
Unknown
Railroad Crossing; Stop
Sign; Highway Crossing;
Whistle Post; Mile Post
Chicago, Burlington
Yes
Block; Ashes; Derail; M.P.;
Yes
No
All
Recently adopted
& Quincy
Slow; District; State Line;
Water Sta.; Whistle; Stop;
R. R. Crossing; Junction
Yard Limit; City Line;
Private Property; Flanger;
Highway Crossing; Cul-
vert; No Thoroughfare
Chicago & Alton
Chicago, Peoria &
No
St. Louis
Chicago & Eastern
Yes
Water Station; Private
Yes
No
All
15 yrs.
Until de-
Illinois
Property; Plates only f"
boiler plate
stroyed,
if kept
painted
Chicago, Indianapo-
No
lis & Louisville
Cleveland, Cincin-
Yes
Whistle Post; Section Post;
Yes
No
All
20 yrs.
40 yrs.
nati, Chicago &
Yard Limit; Structure No;
St. Louis
Stop Sign; Trespass Sign
(C. I. only)
Cincinnati Northern
Yes
Am. ingot iron arms on
Highway Crossings
No
No
All
10 yrs.
Indefinite
Colorado Midland
No
Delaware, Lack-
Yes
Yard Limit; Whistle Post;
Yes
No
All
1-5 yrs.
wanna & Western
Ring; Derail; Lawn Sign;
Mile Post; Section Post
Denver&RioGrande
No
Duluth, Missabe &
No
Northern
Duluth, South Shore
& Atlantic
El Paso & South-
Yes
Yard Limit; Trespass
No
Yes
No
5 yrs.
50 yrs.
Yes
Signal No; Derail; Clear-
No
Yes
Yes
5 yrs.
Don't
western
ance Plate; Trespass
(Plates only)
know
Erie
Yes
Caution; Derail; Cinder;
Flanger; Resume Speed;
Slow; Speed Limit; Yard
Limit; Subdivision; Sec-
tion
Yes
No
All
Florida East Coast
No
Grand Rapids &
Yes
Trespass; City Line; Bridge
Indiana
No; Yard Limit; Property
Post; Section Post. Plates
only
Grand Trunk Pacific
No
—
SIGNS. FENCES AND CROSSINGS.
451
("B") TABULATION OF INFORMATION IN REGARD TO METAL SIGNS
SUBJECT No. 1— PART 2.
a
A
T3 qja
nt M bO
.Sic
CSTJ"-'
o
OC---
+3 <1>
•5 w £
» S k
> «3 09
o4 *b a
o
^ J?
2 «4
04
.9
a a
ij a) m
3 £ <D
a. 5 m
a> 2 £
2 o o
« B«
— ,q
• 5k
O 0S**h
ost of those m;
by your compi
exclusive of frei
charges
ost of work tr
and labor to
liver readv to
stall
<D
W>
04
MM
S"3
OS'S
3
I!
|l
08
X
w
h-i
O
O
0
0
Q
Yes, b;v
Yes
Culvert Sign $ .35
Transported
S.25
Yes
shoot-
Private Property 1.44
by Frt. or
ing
Public Highway.... 1.05
Bridge Danger Sign . 2.53
Baggage
Yes, by
Except
$1.70
.10
No
shoot-
malicious
ing
breakage
No
Yes, for
Not for three
Sta. Sign $5.58; Sec. Post
No data
Sta. Sign $1.50;
Yes
single i
numbers
1.00; R. R. Cross. 6.20;
Sec. Post 1.00;
numbers
Stop Sign 5.42; High
Cross. 6.05; Whistle Post
4.60; M. P. 5.40
Block .65; Ashes .65; De-
rail .65; Slow .65; Dist.
.65; State L. .65; W. Sta.
.70; Wh. .65; Stop .65; R.
R. Cr. .78; Jet. .78; Yd.
L. .85; City L. .85: Pr.
Prop. .85; Fl. .65; Hi. Cr.
1.20; Cul. .65;NoTh. .85
R. R. Cros.2.00;
Stop Sign 1.00;
H. Cross. 2.00;
Whis. Post 1.25;
Mile Post 1.50
Yes>
Seldom
Yes
Except design
About 3c
per pound
About 3c per pound
To clean, paint
letter place on
post and deliv-
er, $2.50
Expect
to
change
design
Yes
Yes
Except malic-
ious breakage
Structure No $ .40
Whistle Post 2.50
No data
No data
Yes,
Cast
Iron
No
Yes
$1.50
Yes
No
Yes
Yard Limit $3.36; Whistle
and Ring $2.10; Derail
$3.05; Mile & Sect. $6.79
Governed
by location
Yes
No
Yes
$1.00
No
Yes
Yes
Derail $.44;
Signal No. $.80; Trespass
Sig.No.$.15;
Signal No. $.20;
Yes
Clearance
$1.80
Derail .15;
Derail .20;
Plate $.44
Trespass.21;
Clearance
Plate .20
Trespass .40;
Clearance
Plate .12
Yes
Caution $2.80; Derail 1.20;
Cinder 2.80; Flanger .60;
Res. Sp. 1.75; Slow 1.32;
Sp. 1. 1.32; Yd. Limit
[.75; Kub-div. 2.65
Yes
452
SIGNS, FENCES AND CROSSINGS.
("B") TABULATION OF INFORMATION IN REGARD TO METAL SIGNS— Continued.
SUBJECT No. 1— PART 2.
RAILROAD
Great Northern
Gulf, Colorado
Santa Fe
Gulf & Ship Island
Hocking Valley
Illinois Central
Kansas City Term
inal
Lake Erie & Western
Lehigh Valley
Manistee & North
eastern
Minneapolis & St
Louis
Mobile & Ohio
Middle Tennessee
Missouri & North
Arkansas
Mississippi Central
Nashville, Chatta
nooga & St. Louis
New York Central
& Hudson River
New York, New
Haven & Hartford
New York, Chicago
& St. Louis
New Orleans Great
Northern
Northern Pacific
Oregon Short Line
Penna. Lines (West)
Peoria& Pekin Union
Philadelphia &
Reading
" & s
>.S'o
- ' -
Yes
Yes
No
Yes
Yes
No
Yes
Yes
No
Yes
Yes
No
No
Yes
Yes
Yes
Yes
No
Yes
Yes
Yes
No
Yes
Give list of same with
plans and specifications.
Flanger Sign j" plate on
wood posts; Culvert No
y% plate on 1" gas pipe
A few homemade signs
Yard Limit; Junction; R.R.
Crossing; Water Sta.; Sid^
ing; Resume; Pocket
Track; Slow Board
Flanger; Trespass; Bridge
Warning; Highway Cross-
ing; Double Track; Yard
Limit; Stop (rV B. P. on
rail)
Ring; Whistle; Mile Post;
Flanger; Yard Limit;
Ashes; Private Road; Cau
tion and Proceed; Slow for
br. Speed Limit (%' B. P.
onZ'B.F.)
Flanger: Slow; Whistle; Sta-
tion; R. R. Crossing and
Section. All C. I. Plates
on wood posts
Stop; Station Limit; Bridge
Number; Section; Tres-
pass (Plates only)
Section; Subdiv.; Br. No.
Prop. Post; Slow; Stop
Speed Limit; Yard Limit
Dump Ashes; Water Sta.
Tres.;rV steel plate on rail
Bridge No.; Crossing Sign
Flanger Sign (2" boiler flue
Yi sheet steel plate)
Flanger; M. P.; Br. No.;
Section Post; 2J' boiler
tube, boiler plate
Section No. and Derail
(Plates only)
Trespass; Yard Limit; City
Limit; Br. No.; Section;
Flanger; Priv. Crossing;
Subdivision; Sta. App.
Slow; Stop; Ring; Whistle;
Sect. ; Yard Limit; Resume
Speed; End of Double
Track; Tunnel Sign (exclu-
sive of Concrete Base)
Yes
Yes
Yes
Yes
Yes
Yes
ES
V C
0> 5 cS
>- 3 a
oca
No
All
etc q.
o cj S
a 8
All
No
Tres- Yard Limit
pass End of
only I Block
■a 3
L. ~Qj
No
No
All
castings
All
All
Yes
No
Yes
Mater-
ial only
Br. No.
only
Yes
No
Yes
No
Yes
Yes
Yes
Yes
No
All posts
All
Yes
All
All
Yes
All
15 yrs
Trespass 20
Yard Limit. . 10
End of Block 10
15 yrs.
3-9 yrs.
20 vrs.
30 yrs.
40 yrs
25 yrs.
Indefinite
15 yrs.
Br. No., 2 yr.
Cross., 20 yr.
15 yrs.
Indefinite
Indefinite
No data
Indefinite
, SIGNS, FENCES AND CROSSINGS.
453
("B") TABULATION OF INFORMATION IN REGARD TO METAL SIGNS-Continued
SUBJECT No. 1— PART 2.
o *"
A >>
XI
- - '■
>c3 03
c
■*> o
03
g
O Q
a a.
GQ
o
i- a> otj
3 > n
g 3 S
8 "3 -9
« Hi -w
O-B M
00 03 U
6
Cost of those made
by your company
exclusive of freight
charges
Cost of work train
and labor to de-
liver ready to in-
stall
-7
B
-y"2
Z- z
9< —
gj
No
Yes
Flanger $1.36; Culvert
No. .20
No
Yes
Yes
Yes
Trespass_S1.44
Yard Limit $2.45; Jet.
2.50; R. R. Cross.; Wat.
Sta.; Siding 2.50; Re-
sume and Slow 2.75
Yard Limit $1.96; End of
Block $1.50
$.50
SI. 00 each
$1.10
Yes
Yes
Slightly
Yes
Flanger S.50; Tresp. 4.50;
Bridge Warning 4.50
Flanger$.10;
Tresp. .50;
Br. War. .50
Flanger $.10;
Tresp. .35;
Br. Warn. .35
Yes
Yes
Yes
R. $1.17; W. 1.17; M. P
1.25; F. .92; Y. L. 1.78;
A. 1.35; Pr. Rd. 1.32;
C. & P. 1.30 each; S. 2.70;
S. L. 1.17
. Average
Cost $1.14
Average Cost
$.36
Ye*
Not to
any
extent
Yes
R. R. C. S2.39;
Sta. 2.27; Sec.
2.21; W. 1.40
Wood Post $.49 each;
Flanger 1.00; Slow .88
No data
S.15
Yea
Yes
Yes
Xo
Yes
Yes
Yes
Stop $.60: Sta. Limit 1.25;
Bridge No. 1.05; Sect.
.60; Trespass .95
Sect. $4.25; Subdiv. 5.00;
Br. No. 4.25; Slow 4.75;
Stop 4.75; Sp. Limit 7 00;
Y. L. 6.50; D. A. 4.75;
W. 8. 0.00; Tresp. 4.50
Bridge No. $1.75; Cross.
Sign 9.41
$1.00
Flanger $.45; M. P. .50;
Br. No. .40; Sec. Post .43
No data
^1 ."in aver-
age includes
installation
No data
Br. No. $1.05;
Cr.S. 2.50 W.
Yes
Yes
Yes
Yes
Yes
Paint
only
Yes
Sta. App. $4.50;
Tresp. 4.50
Sect. No. $2.00; Ties. Sign
4.75; Yard Limit 5.20;
Br. No. 2.64
No data
Approx. $1.00
each
Yes
Yes
Slow $1.96; Stop 1.96;
Ring. 1.96; Jet. 2.01; Wh.
1.96; Sec. 1.96; Y.L. 2.05;
Res. Speed 2.05; End of
D. T. 2.00; Tunnel 2.01
Yes
454
SIGNS, FENCES AND CROSSINGS.
("B") TABULATION OF INFORMATION IN REGARD TO METAL SIGNS.— Continued
SUBJECT No. 1— PART 2.
+3 Z
a r;
E S
JS
,5
C"D
J3
c o
■a c
=3 S
"5 — -
o . .
Si
H
RAILROAD
2. a
Give list of same with
3 V,
O §
7-
>££■
|i
o.5
plans and specifications.
• 1
- C
S — 3
*T3 c
(J.H
.£"3
£.§g
>-0
o ~ 5
£ 5 §
i i
]J«
C5 k t.
>an
Bm
ffl
=
*
»s
Ph
£~
Pittsburgh, Shaw-
Yea
Yard Limit; Trespass;
Yes
Sema .
Yes
5 yrs.
Indefinite
mut & Northern
Whistle; Sem. Bl.
Bl.only
Public .Service Ry.
Yes
High Cross (C. I.): Trollev
Sta. (E.I.);ClearPl.(S.I.)
Yes
Yes
Yes
Cast Iron. . .3 yr.
Enam. Iron. 6 yr.
Sheet Iron . . 1 vr.
Que?n & Crescent
Yes
Section; Slow; Stop; Yard
Limit; Sta. Appr.; County
Line; Water Sta.; lmi.;
Corp. or City Lim.; Elec.
Signal Block; Br. No.;
"Plates only"
Yes
No
All
20 yrs.
Richmond, F r e d -
Yes
Point of Curve Sign
Yea
No
All
18 mo.
Indefinite
rieksburg & Po-
tomac
Rock Island Linos
Yes
Whistle Post "Boiler Tube
W I. Plate"
Yes
No
Yes
Rutland
Yes
Dump Ashes {;-," Steel PI.
old rail
Yes
No
All
7 yrs.
Indefinite
San Antonio & Aran-
Yes
Whistle Post; 2" boiler tube
sas Pass
steel
San Pedro, Los Ang-
No
eles & Salt Lake
St. Louis & South-
Yes
R. R. Cross., 1 Mile; Stop
western
"on wood posts"
Southern
Yes
City Limit; Clear. Post;
M. P.: Sect.; Slow; Stop;
Water Sta.; W. P.; Yard
Limit; Sta. Appr
Yes
All
No
15 yrs.
Indefinite
Spokane, Portland
No
& Seattle
Susquehanna & New
Yes
Whistle Post: Mile Post
No
No
Yes
10 yrs.
Depends
York
on main-
tenance
United Fruit Co.,
Yes
Mile Post; Yard Limit:
Yes
No
All
IS vr.-.
30 yrs.
Costa Rica
High. Crossing; 40# Rail
|" plates
*Penna. Lines, 6.W.
Yes
Yd. Limit; Trespass: Priv.
Yes
Yes
Yes
Yd. Limit 25 yrs
Indefinie
Sys.
Cross.; Snow; Flanger; Br.
No.; Sect. Post.; Sub-div-
ision
Tresp. 2-4 vrs.
Sect. Posts 6-25 yr.
*Boston & Albany
Yes
Slow; Section; Sub-division;
Yard Limit: Dump Cin-
der; Xo trespassing
Yes
A few
Yes
5-6 yrs.
Indefinite
*Received after table was completed.
SIGNS, FENCES AND CROSSINGS.
455
("B")
TABULATION OF INFORMATION IN REGARD TO METAL SIGNS— Continued.
SUBJECT No. 1— PART 2.
° in
o g
•3 M 2
© C x
> el a
c
XI
i
a
as
is
O OJ
B C
ja o
o
bog
X 3 W
_ J3
■S x*
st of those made
iy your company
xclusive of freight
harges
st of work train
nd labor to de-
iver readv to in-
tall
o
<B
Si
a
t- —
g-a
a
> o
|l
o
p.S
a
_ 0
OJTJ C.
E
§ S8«S
o— oj o
6 a— v
O C
55
tS
a
0
0
o
3~
p
Xo
Yes
Yes
Enam.
Yes
Do not comply
C.I. $2.50; E.I.
Sheet Iron Clearance Sign
$.50 each
Yes
Sign
withPubl. Ut.
one way 2.00;
S2.00 each
"Yes"
Com. Standards
two ways 2.50
No
Yes
Require consid-
erable painting
Xo exact data
Ye?
No
Yes
$1.70
Yes
Yes
Yes
Yes
No
Yes
R. R. Cross. 1 Mile, $4.62;
Stop, 4.28
$.50 each
$1.58 each
$.50 each
Yes
Slightly
Yes
Av. cost 12.96
S.25 to 1.00
Yes
Yes
Xo
No data
Xo data
No data
Yes
Yes
Yes
Average cost $3.00
$.55
$.20
Yes
Xo
Yes, except
Br. Xo. Signs
Trcs. Sign
Trespass S4.10; Priv.Cros.
$.05 each
Tres. 1 25; Br
Yes
bridge
thought too
84.67; Br. No.
$4.10; Br. Xo. 1.25; Yd.
No. .35; Sn. !•'.
number
conspicuous
1.00
Lim. 4.25; Snow Flanger
.42; Sec. Post
sign
.50; Section Post 2.60
.11; Sub-div. .44
Slightly
Yes
Bridge 4.00; Slow 6.75;
Yd. Lim. 7.43; Xo tresp.
7.29; Sec. Posts 7.25;
Sub-div. 7.50
Xo data
Aver, fl DO to
Yes
456
SIGNS, FENCES AND CROSSINGS.
CC")
TABULATION OF INFORMATION IN REGARD TO WOOD SIGNS
SUBJECT No. 1 — PART 3.
RAILROAD
Akron, Canton &
Youngstown
Atchison, Tope-
ka & Santa Fe
Atlantic Coast
Line
Bangor & Aroo-
stook
Baltimore &
-\Ohio
Canadian Nor
them Quebec
Centra! of Geor
gia
Chicago, Bur-
1 i n g t o n &
Quiney
Chicago & Alton
Chicago, Peoria
& St. Louis
Chicago & East-
ern Illinois
Colorado Mid
land
Denver & Rio
Grande
Delaware, Lack-
awanna&West-
ern
Duluth, Missabe
it Northern
Yes
Yes
Yes
Yes
Yes
Yes
Yea
Yes
Yes
Yes
Yes
Chicago, Indian- Yes
apolis & Louis
ville
Cleveland, Cin-
cinnati, Chi-
cago & St.
Louis
Cincinnati Nor-
thern
Yes
Yes
Yes
Yes
Yes
Yes
Give list of same
with plans and
specifications
aHighwayCrossing.bR.R.Cross-
ing, d Sta Sign, eStop for de-
rail, fStop, gTrespass, cCross-
ing Post
R.R. Cross. Highwav, Derail,
Sta. W. Sta. Yd. Limit, Whis-
tle,Slow, Stop, Mile, Sec. Clear,
Br. No. etc.
Mile posts in use on all lines S.
of Charleston, S. C, and some
north replacing old standard
Highway Crossing, Yard limit
Mile post, Whistle post, Bridge
No. Culvert No.
Highway Crossing, Property
Post
Highway, R.R. June. Flanger,
Whistle, Yd. limit, W. Sta.
Slow, Stop, Trespass, Sect.,
Mile, Br. No., Culv. No.
Derail, Whistle, Countv Line
Stop, W. Sta., Yard limit, Mile
Post, Clearance, Highway.
Trespass, Br. No.
Derail, Mile, Sect., Slow, Dis
trie*, State, W. Sta., Whistle
Stop, Yd. limit, Flanger, High
way, Culv. No.
Highway, Mile post, Whistle
Stop, Slow. Yard limit, Prop-
erty post, Trespass
Br. No., Sect, post, Mile post
Whistle, W. Sta., Stop, Yd
limit, Highway, Culv. No.
Crossing post
Whistle, Mile, Highway Cross
ing, Slow, Stop, Derail, Yard
limit, Sta. Appr., Junction
Whistle, Bridge No., R. R
Crossing, Mile post, Highway
Crossing, Yd. limit, Slow, Stop
Highway crossing, Station,
Speed limit, Slow, Elevation
posts, Bulletin boards
Highway Crossing, Mile post,
Rail rest, Section post, Whistle
post, Elev. post
All signs in use
Whistle, Flanger, Derail, Sec-
tion, Mile, Yd. Limit, Stop
Slow, Highway Crossing
Highway, Flanger, Ashes, Tres-
pass, Resume Speed, State
Line, Reduce Speed
Highway, Stop, Yd. limit, Sta.
W. Sta., Derail, Br. No., W
Sec, Mile, Junction, Trespass
ss
at c
ass
S * S
All
No
No
No
No
No
No
No
No
No
No
No
C3 ffl g,
O ej S
No
No
No
No
All
All
All
All
All
All
All
All
All
All
All
Furnished
by con-
tract
All
SB
AH
All
All
In use
2 yrs.
Not in
use long
enough
to say
10 vrs.
12-15
yrs.
12-15
yrs.
8 yrs.
JS'g*.
O c J-
No
Yes
Not seriously
Yes
Yes
Yes
Yes
10 yrs.
8 yrs.
8 yrs.
10 yrs.
12-20
yrs.
7 yrs.
No record
Variable
S yrs.
10 jrre.
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Slightly
Yes
So
£^
o o
0)
ojfj
3 tt C
peg
o o c
No
No
Not decided
No
Not at present
Not decided
Recently adopted
metal
Recently adopted
some metal
Not at present
time
Cannot say
No
No
To concrete
No
To concrete
No
Yea
SIGNS, FENCES AND CROSSINGS.
457
("C") TABULATION OF INFORMATION IN REGARD TO WOOD SIGNS
SUBJECT No. 1 — PART 3.
Cost of those made by
your company exclusive
of freight charges
Cost of work train and
labor to deliver ready
to install
Give average cost to in-
stall
Relative economy in the
use of concrete, metal
and wood signs
R.R.Cr. $2.50, Highway
$2.75, Derail $2.04, Sta.
$1.62, W.Sta. $1.22, Yd.
Lim. $2.32, W. 81.64.
Slow $2.18, Mi. $.29
Mile posts $3.20
High. $6.50, Yd. Lim. $4
M.P. $1.75, Whis. $1.45
Br.No.$1.75,Cul.No.$.40
Highway Crossing $5.00
Derail $.95, Whist. 81.24,
Co.L. $1.64, Stop $1.46,
W.Sta. $1.46, Yd. Lim
$2.45, M.P. $2.44, Clear
$.90, High. $4.66
Derail $.80, Mi. & Sect
$1.73, Slow $.66, Dist
$.85, State $1.48, W.Sta
$1.57, W. $.87, Stop $1.09.
Y.L. $1.34, Flanger $.64
No data
No data
Whist. $2.50, Mi. $4, High
$6, Slow $4, others cost
from $2 to $3.75
Wh. $1.65, R.R.Cr. 81.85,
M.P. $1.65, High. $4.80,
Yd.L. $1.75, Tres. $1.75
Highway Crossing Signs
$7.00 complete
High. Cr. $5.00, Sec. post
$1.00, Whist, post $1.00
No accurate data
$1.30 to $4.80 depending
on kind of sign
High. $7.35, Flanger $.95,
Ashes $2.75, Tres. $2.10,
Resume Sp. $2.72, St. L.
$3.95, Red. Sp. $7.63
No definite data
Cost price included de-
livery on Right-of-Way
No work train required
No data
No data
Not handled by work
train
Delivered by local freight
No data
Delivered by local freight
Can give no estimate
No accurate data
By local freight
Governed by location
No data
$2.00 Average
$.15 to 8.50
$.10 each
High. $.70, Yd. Lim. $.50,
M.P. $.35, Whist. $.35.
Br.No.S.35, Cul.No.S.10
Highway Crossing $1.00
Impossible to give cost
High. $2.00, Clear. $.75,
Derail $.75, Yd.Lim. &
M.P. $1.50, all others
$1.00 each
No data
No data
$.50 approx.
$.25 to $5.00 depending on
conditions and size of
mound built around
No data
High. Cr. 51.00
signs $.50 each
other
No accui
No data
No data
For large signs wood with
spliced creosoted base
economical
Little temptation to use
concrete. Sheet steel for
blades probably good
economy
Concrete or metal pref-
erred for some signs.
Wood for others
Have recently adopted
metal signs with con-
crete base
Believe concrete wil 1 show
greatest economy. Ini-
tially more costly
Cone, post with metal
plate economical for
some signs, wood or con-
crete for others
Concr. most economical
if breakage can be avoid-
ed. Wood perhaps second
Each material has its
place. Sheet metal
should not be used
Consider concrete eco-
nomical account of low
first cost and durability
Concrete most economi-
cal
Favor adoption of con-
crete when more definite
ice is shown
458
SIGNS, FENCES AND CROSSINGS.
("C") TABULATION OF INFORMATION IN REGARD TO WOOD SIGNS
SUBJECT No. 1— PART 3.
o o
o
4c^
a o
5 ***£
ES
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C a>
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■S.'ee
RAILROAD
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>3 °
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ffl *»
C os «
■^ c
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fe££
■a a
OtiC
t- c O
p. w
c3~
.So
is
« E %
> & cJ
st) a
\n
g*ii
O w o
X
o
& s.
^
£
w
p
Duluth, So.
Yes
Highway, Mile, Section, Whis-
No
All
7 yrs.
Yes
No
Shore & At-
tle, Station, Station Appr.
lantic
Erie
Yes
Highway Crossing, Junction,
No thoroughfare, State Line,
W. Station, Whistle Post
No
All
El Paso & South-
Yes
Mile, Whistle, Property, Stop,
No
All
Do not
Yes
Possibly
western
Sta. Appr., Yard limit, Bridge
No., Culvert No., Section No.,
Stop
know
Florida East
Yes
Highway, Mile, Whistle, Br.
No
All
10 yrs.
A few
No
Coast
No., Co. Line, Stop, R. R.
Crossing, Trespass, Yd. limit,
Section
Grand Rapids &
Yes
Crossing, Section, Whistle, Mile
No
All
Cross.
Not to any
Mile Posts only
Indiana
Post
10 yrs.
Others
15 JTS.
extent
GrandTrunkPa-
Yes
Flanger, Highwav Cross., Priv.
No
All
Do not
Not to any
No
cific
Cross., Whistle, Sta. Mile
Boards
know
extent
Gulf, Colorado &
Yes
High. Cross., Derail, Yd. limit,
No
All
10-15
Yes by being
• No
Santa Fe
Whistle Post, Stop, Sect. Post,
Clearance Post
yrs.
shot at
Gulf & Ship Is-
Yes
Mile Post, Sect. Post, Culvert,
No
All
5-6
Some
No
land
Trespass, Yd. limit, Stop,
Speed limit, Priv. way
yrs.
Hocking Valley
Yes
Prop. Line, Clear. Post, Sect.
Post, Whistle Post, Highway
Cross., M. P. Slow, Stop
No
All
6 yrs.
No
No
Illinois Central
Yes
W. Sta., Speed Limit, Mile,
Whistle, Highway Crossing,
Property, Br. Warning
No
All
11 yrs.
Yes
Not at present
Kansas City
Yes
Lines in city requiring use of
Terminal
special signs
Lake Erie &
Yes
High. Cross., Yd. limit, Tres-
No
All
8 JTS.
Yes
No
Western
pass, Br. Warning, Stop
Lehigh Valley
Yes
Sect. Post, Road Cross, Tres-
pass, County Line, Passing Sid-
ing and Junction Point3
No
All
8-10 yrs.
Not to any
extent
No
Manistee &
Yes
Snow Plow, Crossing, Station
No
All
10 yrs.
Yes
Northeastern
Signs
Minneapolis &
Yes
High. Cross., Slow, Stop (2),
No
All
15 yrs.
Yes
St. Louis
Yd. limit. Mile Board, Derail,
Trespass, Station Limit, Water
Tank
Mobile & Ohio
Yes
Mile Post, Whistle, Coal &
Water Right-of-Way, Section
Board
No
All
8 yrs.
Yes
To concrete
Middle Tennes-
Yes
Plans and Specifications not
No
All
Br. Numbers
To concrete or
see
available
only
metal in future
Missouri &
Yes
High Cross. Whistle, Stop,
No
All
8-10 yrs.
Not to any
No
North Arkan-
Slow, Section, Overhead Warn-
great extent
sas
ing
SIGNS, FENCES AND CROSSINGS.
459
("C") TABULATION OF INFORMATION IN REGARD TO WOOD SIGNS
SUBJECT No. 1 — PART 3.
Co3t of those made h>y
your company exclusive
of freight charges
Cost of work train and
labor to deliver ready
to install
Give average cost to in
stall
Relative economy in the
use of concrete, metal
and wood signs
High.$3.81, Mi.$1.18, Sec.
$1.18, Whist. SI. 18, Sta.
$3.10, Sta. Ap. $3.78
High.$12.42, Jct.$7.88,No
Thor.$3.76, St.L. $8.62,
W.Sta. $2.62, W. $1.76
Mi.$2.40, W.$1.80, Prop.
$.50, Stop $4, Sta. Ap.
$4.20, Yd.Lim.$4.20, Br.
No. $.41, Culv. No. $.61,
Sect. $4.20
Flang.$1.30, High. Cross
$3.55, Priv.Cr.$3.05,Wh.
$1.94, Sta.Mi.Bds.$3.07
High. Cross. $5.50, Derail
$1.72, Yd.L.$2.64, W.P.
$1.60, Stop $1.75, Sec.P.
$.80, Clear Post $.93
M.P.$1.18, S.P.$1.18,Cul
$.84, Tres.$2.73, Yd.L
$1.47, Stop $1.68, Sp.L.
$1.98, Priv.Way $2.18
Prop.Line $3 08, Clear. P.
$2.15, Sec.P.$3.35, W.P.
$3.21, H.Cr.$8.32, M.P.
$3.35, SI. $6. 24, Stop $0.24
Av. cost except Br. Warn.
$2.47 each, Br.Warning
$23.86 each
High.Cross.$4.76, Yd.L.
$3.25, Tres.$3.15, Br.
Warn.$3.30, Stop $2.00
Sec.P.$1.28, Rd.Cr.$5.70,
Tres. $2.24, Co. L. $3.84,
Pass.Sid.& Jct.Pts.$3.75
Varying from $1.50 to $8
High.Cr.$5.40,Slow $1.05
Stop $1.30&$1.05,Yd.L
$1.30,M. Bd.$.42, Derail
$1.16, Tres.$2.53, Sta.L
$1.30, Water $2.50
M.P.$2.46, Whistle $1.63,
Coal & Water $2.62,R.of
W.$1.67,Sec.Bd.$2.0O
High.Cr.$7.30, Stop $5
Slow $2.50, Sect.$1.25,In-
clude installation
Mi. $.30, W.$.30, Prop.$. 19,
Stop $.24, Sta.Ap. $.32,
Yd. Lim. $.30, Br. No.
$.22, Culv. No.$.22, Sec.
$.28
Delivered by freight train
to section foreman. Dis-
tributed by motor cars
No data
Average $.03 per sign
Delivered by local freight
High. $.50, Mi. $.25, Sec
$.25, Whist. $.25, Sta
$.25, Sta. Ap. $.50
High. $1.00, Jet. $2.00, No
Th.$.50,St.L.S1.00,W.Sta
$.75, Whistle $.30
Mi.$.35,W.$.15,Prop.$.08
Stop $.30, Sta.Ap. $.35,
Yd. Lim. $.35, Br. No
$.25, Culv.S.23, Sec.$.20
Crossing $1.00, Section
$.25, Whistle $.25, M.P.
$.50
$.48 each
High.Cross.$.60, Yd. L.
$.40, Tres.$.40, Br.Warn.
$.40, Stop $.20
Sec.P.$1.14, Rd.Cr.$2.50,
Tres. $1.14, Co. L. $1.25,
Pass.Sid.& Jct.Pts.$1.25
$.75
High. Cross. $.47, other
signs $.23 each
No data
$.50
Av. cost except Br.Warn
$1.00 each, Br. Warning
$21.00 each
High.Cross.$.35, Yd. L
$.20, Tres.$.20, Br.Warn
$.20, Stop $.15
Sect. $.30, Rd. Cr. $2.00
Tres.Sign$.36,Co.L.$.75
Pass.Sid.$.75
$3.00 to $10.00
Favor metal signs. Be
lieve too many signs arc
used
Have no opinion
Wood signs most eco-
nomical at present cost
of lumber
Wood is most economical
at present cost
Think favorably of con-
crete
Think concrete or metal
far superior to wood
Metal and concrete will
last longer. Not dam-
aged by fire
Depends on shape of sign
Wood for us
Concrete is most eco-
nomical
From experience of our
company we have not
been able to draw any
opinions on the subject
460
SIGNS, FENCES AND CROSSINGS.
{"C") TABULATION OF INFORMATION IN REGARD TO WOOD SIGNS
SUBJECT No. 1 — PART 3.
RAILROAD
T3 a
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o
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■
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aa
-"is
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.So
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Is
111
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ISa
i£
Es
«
Q
Mississippi Cen-
Yes
Road Cross., Yard Limit, Mile,
No
All
6yrs.
Yes
Possibly
tral
Bridge Warnings, Bridge
Nashville, Chat-
Yes
Highway Cross., Clear. Post,
No
All
8-10 yrs.
Somewhat
Yes, Mile Posts,
tanooga & St.
Mile, Corp. Line, Ring, Whistle
Whistle Posts and
Louis
(2), Ring, Slow, End of block-
others
New York Cen.
Yes
Highway Cross., Mile post,
No
All
10-25 yrs.
Yes
No
& Hudson
River
New York, New
Whistle post, Flanger
Yes
High. Cross. (3), Warning, Sta-
No
All
Yes
Ha ven& Hart-
tion, Mile, Section, Yd. Limit,
ford
Whistle, Ring, Rail, Stop, Snow
Board, Slow, Speed, Resume
Speed
New York, Chi-
Yes
Whistle (2), High. Cross., R.R.
cago & St.
Cross. 1 Mi., Sta. 1 Mi., Tres-
Louis
pass, Slow, Resume Speed,
Sec. Subdiv., Bridge, Culvert
New Orleans
Yes
High. Cross., Yd. Limit, Stop,
No
All
10 yrs.
Yes
No
Great North-
ern
Northern Pa-
Slow, Blind Siding, Derail
Yes
Yard Limit, Water 1 Mi., Sta.
cific
1 Mi., R. R. Cross., 1 Mi.,
Stop, Slow, Priv. Prop., Whis-
tle Post
Oregon Short
Yes
Mile Board, Tunnel, SectioD,
No
All
Investigation
Line
Bridge Culv., R. of W., County
Line, Priv. Prop. High. Cross.,
being made as to
practicability of
4
Whistle, Stop, Slow, Yd. Limit,
Sta. 1 Mi.
concrete
Pennsylvania
Yes
R. of W., M. P. Whistle, Eleva-
No
All
5-20 yrs.
Yes
Not at present
Lines West
tion, Stop, Slow, Rail Rest,
Crossing, Sta. Sign
Peoria & Pekin
Yes
No
All
No
Not to any
No
Union
record
great extent
Philadelphia &
Yes
Trespass, Br. Warning, Priv.
No
All
25 yrs. if
Very little
Arc changing to
Reading
Property, Priv. Crossing
kept
painted
10 yrs.
Cast Iron
Pittsburgh ,
Yes
Flanger, Highway Crossing
No
All
No
Shawmut, &
Northern
Public Service
Yes
Railroad Crossing, Warning,
Priv. R. of Way
No
All
No
Queen & Cres-
Yes
State Line, High. Cross., Sta.
No
All
Somewhat
Mile & Whistle to
cent Route
1 Mi., Caution, Warning, Mile
Post, Whistle
be made of con-
crete
Richmond,
Yes
Highway Crossing, Trespass,
No
All
12 yrs.
Yes
Mile & Whistle
Fredericks-
Whistle Post, Mile Post
posts to concrete
burg & Poto-
mac
Rock Island
Yes
Stop, Slow, State Line, Prop-
No
All
Yea
Lines
erty Post, Yard Limit, Derail,
Highway Crossing, Section
SIGNS, FENCES AND CROSSINGS.
461
("C") TABULATION OF INFORMATION IN REGARD TO WOOD SIGNS
SUBJECT No. 1 — PART 3.
go
8"§8
o-t; sj
Cost of those made by
Coat of work train and
Give average cost to in-
Relative economy in the
*> o O
your company exclusive
labor to deliver ready
stall
use of concrete metal
of freight charges
to install
and wood signs
Yd.L.$1.84, R.R.CJ1.80,
$.13
$.20
Where material is to be
Mi.Sign 1.35, Br. Warn.
gotten cheaply believe
$1.91, Br. Sign $.35
concr. signs are cheaper
High. Cr. $5, Clear. $.89,
Delivered by local freight
No change to High. Cr.
Mi.$1.01,Corp Line Ring
Will probably adopt con-
$1.12, Whist.$1.12, Ring
crete with depressed let-
$1.12, Slow $2.00
ters for Mi.& Whist. P.
High.$14, Mi.$5.50, Wh.
High.$3, Mile $1.50, Wh.
Wood signs of this char-
$5.30, Flanger $3.00
$1.50, Flanger $1.50, In-
cludes setting
acter more economical
than concrete or metal
High.Cross.$9.24 to $13,
High.Cr.$2 to $6,Warn.
Cone, and metal higher
Warn.$1.95, Sta.$5.54 to
$.50 to $2, Sta.$.75 to
in first cost but due to a
$19.17, Mile $3.75, Sect.
$1.50,Mile $.50 to $2.Sec.
longer life are more eco-
$3.04, Yd.Lim.$3.15, W.
$.50 to $2,Yd.Lim.& W.
nomical
$3, Ring $3.30, Stop $3.75
$.50 to $2
$1.00 to $4.00
$.20
Wood most economical,
metal next
Yd.Lim.$2, Water 1 Mi.
Wood is most economical
$1.62, Sta.l Mi.$1.40,R.
R.Cross. 1 Mi.$1.75,Stop
$1.50, Slow $1.60, Priv.
,
Prop.$1.50, W.P.$.85
Br.$.64, Cuh$.64, Co.L.
Saving on concr. over
$1.99, R.ofW.$1.01,Priv.
wood about 50% in first
Prop. $3. 05, High. Cross.
cost. Concr. not subject
$4.92, Whistle $1.23,Stop
to decay and with letters
$3.05, Slow $3.05
cast_ in sign need no at-
tention
Cr.Sign $3.75 to $9.84, SI.,
Cr.Sign $.05 to $.75, M.P.
Metal signs cost less to
Stop, Res. Sp. $4. 50 to $8,
$1.00, R.of W.S.25, other
maintain.not easily dam-
M.P.$4.00 to $5.50, W.P.
signs $.50
aged .durable. Concrete
$1.35&$1.75,Superel.$.85
suitable for heavy post
with few figures
No data
No data
No data
With few in use wood is
preferable, with many
in use where standards
arerigidlyfollowedmetal
is preferable
Consider metal with con-
crete bases most eco-
nomical
Crossing Sign $7.00
Crossing Sign $2.00
"Go Blow on concrete"
Metal is best
No exact data available
Wood is economical where
great length is required
or w here aw k ward shapes
are necessary
No data
No data
Mile and Whistle posts
should be concrete
Not enough experience to
state
462
SIGNS, FENCES AND CROSSINGS.
("C") TABULATION OF INFORMATION IN REGARD TO WOOD SIGNS
SUBJECT No. 1-PART 3.
-O a
o o
o
<d-t3
35
S3
g |
9 &
iplate
metal
i
RAILROAD
03 T3
_ G c3
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> £P o
a so >.
to <J
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o3ja s
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IS
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SB'S
§«£
o.S o
O o o
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0
fe
£
&
M
Q
Rutland
Yes
Bridge No., Whistle, Section,
No
All
15 yrs.
Very few
No
Mile, Flanger.CIearance, Tres.,
Yard Limit
San Antonio &
Yes
Whistle, Yard Limit, Mile,
No
AH
6-8 yrs.
Yes
No
Aransas Pass
Section, Bridge No., W. Sta.,
High. Cross., Trespass, Derail
San Pedro, Los
Yes
All signs; no list given
No
All
Variable
Yes
Xo
Angeles & Salt
Lake
St. Louis South-
Yes
Highway, Derail, Whistle, Slow,
No
All
15 yrs.
Yes
No
western
Yard Limit, Sec, Mile Post,
Trespass
Southern
Yes
Highway Crossing, Draw Bar,
Trespass, Property, State Line,
Station
No
All
App. 20
yrs.
Yes
To Cast Iron
Spokane, Port-
Yes
Highway, Yard Limit, W. Sta.,
No
All
No data
Yes
No
land & Seattle
Trespass, Whistle, Derail, Mile
Board
Susquehanna &
New York
United Fruit
Yes
Highway Crossing, Yard Limit
No
All
10-12 yrs.
Yes
No
Practically no wood signs are
Co. "Costa
used
Rica."
Great Northern
Yes
Yd. Limit, Stop, Whistle, Flan-
ger, Section, Derail, Ashes,
No
All
No
No
State Line, Highway Cross.
Pennsylvania
Yes
Trespass, Yd. Limit, Stop,
No
All
15 yrs.
Yes, trespass
We have changed
Lines, S. W.
Slow, Crossing, Station, R. of
and road
the trespass, yd.
Sys.
W., Mile, Whistle, Elevation,
Section, Reduce Speed and
Resume Speed
crossing
signs
limit, elev. & sect
post to metal
Boston & Al-
Yes
Cross., Mile Post, Slow, Whis.
No
All
10-15 yrs.
Slightly
To metal or con-
bany
Ring, Flanger
crete in future
SIGNS, FENCES AND CROSSINGS.
463
("C") TABULATION OF INFORMATION IN REGARD TO WOOD SIGNS
SUBJECT No. 1 — PART 3.
3.5 2
5 £
ss-2
J3 *>
Cost of those made by
Cost of work train and
Give average cost to in-
Relative economy in the
•73 M
^2-
o t> o
o
your company exclusive
labor to deliver ready
stall
use of concrete metal
of freight charges
to install
and wood signs
Br.No.Sl.28, Whist. $1.75,
Sec. $1.75, Mi. $1.75, Fl.
$1.75, Clear.$1.75, Tres.
& Yd. Limit $1.91
Yd.Lim.$2.25, Sect. Bd.
$.80, High.Cross. $2.30,
Derail $2.10
^.50 each
Under present conditions
will continue the use of
wood signs
Cannot say
No data
No data
Xo da In
High.$6.75, Derail $1.50,
For delivering and set-
High.$1.00, Derail $.50,
Consider wood as eco-
Whist. $1.90, Slow $2.16,
ting see next column
Whist.$.50, Slow $.50, Y.
nomical as any material
Y.L. $4.00, Sect.Bd. $1,
Limit $.50, Sect.Bd.$.25,
Tresp. $5.00
Tresp. $1.00
Average $1.90
No record
$.25 to $1.00
Metal preferable to wood
No record kept
No record
No record
Where lumber is cheap
consider wood most eco-
nomical
No data
No data
No data
Where white pine is avail-
able wood is preferable
Metal signs described on
Sheet "B" are most eco-
nomical and satisfactory
Yd. Lim. $1.18, Stop $1.24,
W.$1.03,Fl.$1.36,Sc.$.76,
Derail $.75, Ashes $.49,
State Line $1.80
High.Cr.$6, Whist. 41. 15,
No figures available
Tresp.$.50, Yd.Lim.$.50,
Sta.Sign $10 to $15,R.of
Stop, Slow $.50, High.
W.$.50, Elev.S.45. Slow
Cr.$.70, Stat.Sl, R.of W.
$5, Stop $5, Mile S3,Tres.
$.40, Mile $.00, Whist.
$1.25, Red. & Res. Sp,
$.35, Elev. $.25, Sc. $.40
$4.75, Sect. $1.80
Cross. $16.90, M.P. $2.50,
No data
$1.00 to $10.00
We have had no experi-
Slow $6, Wh.and Ring
ence with concrete but
$1.46, Flanger $1.00
from our experience we
arc inclined tofavormetal
464 SIGNS, FENCES AND CROSSINGS.
As stated above, their use has not covered a sufficiently long period
to enable anyone to give any very definite information as to their life.
Some have placed it at 15 to 50 years, others 10 to 20, while most of the
roads have advised it was indefinite or gave no reply. With proper ma-
terial and workmanship in their manufacture, there seems to be no reason
why they should not be good for thirty to forty years if not subjected
to sudden shocks or severe strains.
A recent examination of a line of concrete posts along a public high-
way, where some had been broken off at the ground line, indicated that
failures in many cases are due to faulty workmanship. The posts in
question were square in section, and reinforced with four Y\-\n. twisted
rods. Instead of the reinforcing rods being found one in each corner,
as intended, they were all found in one side; displaced no doubt while
placing the concrete. Had these posts not been subjected to an unusual
strain or shock, they might have lasted for fifty years.
Referring again to the table, it will be noted the percentage damaged
in handling ranged from 0 per cent, to 5 per cent., with a probable average
of not over 2.5 per cent., the damage in many cases occurring while the
posts were being removed from the molds. The method of shipment
varied from loading on flat cars crosswise with no packing to the use of
hay, straw or sawdust. The average cost of line posts would seem to
be about 25 cents, the anchor or corner posts 50 cents, while the
average cost to install would probably run about 12 cents.
In Table E will be found information relative to metal fence posts.
Some roads are just beginning their use while others have had them in
use as long as six years. Quite a few roads have been using them two
to three years. As in the case of concrete, their use has not covered a
sufficiently long period to determine definitely their life. It has been
variously estimated at ten to twenty years, except in old boiler tubes,
which fail in six to eight years.
The line posts cost about 25 cents, end posts $1.60 and corner posts
$2.30. The cost of setting line posts ranges from 2 to 10 cents, with a
probable average of 6 cents. The cost of setting a corner or end post
will vary from $1.00 to $1.50 if set in concrete, not including cost of
materials.
In Table F will be found information secured from 66 railroads
relative to wood posts. The prevailing timber used is cedar, locust, chest-
nut and oak, with some Bois d'Arc, catalpa, cypress and pine. The life
varies from 5 to 6 years for oak and pine to 20 years for the cedars and
40 to 50 years for Bois d'Arc. The loss by fire in most cases is low, but
in some localities runs as high as 25 per cent., while several roads report
as high as 50 per cent.
Only three companies have undertaken the cultivation of timber for
posts, two reporting results satisfactory and one poor. The prices paid
for posts range from 7 to 38 cents, the average being about 18 cents,
with about 2 cents for delivering along line of road. From prices shown
in table, the average cost to set wood posts would be about 10 cents. A
SIGNS, FENCES AND CROSSINGS.
465
'-at
V!'
t
^
#*1* (
,°-*
,*7L |
■^T-
:#■
©
u
>
fe
Vs t
P
IN O >
466
SIGNS, FENCES AND CROSSINGS.
("D") TABULATION OF INFORMATION IN REGARE
TO CONCRETE FENCE POSTS.
SUBJECT No. 2
-PART
1. •
a o.u.
a t.
* a
"H.2
j3 c5
"" u 2
£3
C 3
5 o
o'
©
_©
a
Of-
- ©
c
a
S
©
© c
•So
RAILROAD
*8f
3 C >■
>>©§
■is
■ai
dj3 3
"3 '
cS © g,
5 %
■a a
M c
c-~
o _
°-6
I"
.2 o
.3 ©
© m
t- 3
© fe
go ©
> s_ HI
£ O 3
S-T3
© 5
O S
O b C3
©5.S
t- e o
© K o
— i c
> ©
*;=
— 0*0
> *- ©
g 3 CO
O © 3
ffl
HI
|g:
gj;
w
=:
£
w
Atlantic City
No
Atchison, Topeka &
No
Santa Fe
Atlantic Coast Line
No
Baltimore & Ohio
Yes
3'x3" Top
•H'x4i"Bot
T long
All
No
8yrs.
4-jf9 wires
Do not
know
Blytheville, Leach-
No
ville & Arkansas
Southern
Carolina, Clinchfield
No
&Ohio
Central of Georgia
No
Central Railroad of
No
New Jersey
Chicago & Alton
Yes
All
No
7 yrs.
Indeterm-
inate
Do not
know
Chicago, Peoria &
No
St. Louis
Chicago & Eastern
No
Illinois
Chicago, Indianapo-
No
lis & Louisville
Chicago Junction
No
Cincinnati Northern
No
Chesapeake & Ohio
No
Colorado Midland
No
Delaware & Hudson
No
Delaware, Lacka-
wanna & Western
Yes
D.&A.
No
Ail
3 yrs.
Can not
4 pieces hoop steel
2-6 moa.
say
Duluth, Missabe &
No
Northern
East Broad Top
No
El Paso & South-
No
western
Ferro Carril de Cos-
No
ta Rica
Florida East Coast
No
Georgia
No
Georgia, Florida &
No
Alabama
Great Northern
No
Grand Trunk
No
Gulf & Ship Island
No
Gulf, Colorado &
Yes
No
All
5 yrs.
Inde-
4-f' square rods
15 da.
Santa Fe
structible
Illinois Central
Yes
National
1:2:4
No
All
8 mos.
Unknown
6 No. 8 Bess, wire
60 da.
Intercolonial
No
International &
No
Great Northern
Jacksonville Term-
No
inal
Kansas City Term-
No
inal Ry.
Lake Superior &
No
Isbpeming
Louisville & Nash-
Yes
D.&A.
No
All
2 yrs.
4-i* twisted rods i'
60-90 da.
ville
8' lODg
from surface
Long Island
Yes
No
All
6-7 yrs.
Indefinite
1 ' Twisted rods
15-90 da
Manistee & North-
No
east
Mississippi River &
Yes
D. & A.
No
All
3-5 yrs.
10-20 yrs.
Some with No. 8 wire
2-12 mos.
Bonne Terre
Ohio
Some with hoop iron
Some with J' cor. bars
Middle Tennessee
No
,
SIGNS, FENCES AND CROSSINGS.
467
D") TABULATION OF INFORMATION IN REGARD TO CONCRETE FENCE POSTS.
SUBJECT No. 2— PART 1.
Do not
know
2%
ractically
,0025%
o n. a
W
Not packed
Do not think
they were
packed
Saw dust
In hay or
straw
Wood strips
between
layers
2 in 500
•bout 3%
•to 5%
Loaded
crosswise
on flat cars
Not packed
Loaded on
flat cars 2
layers deep
> ri a!
m
No
No
Not to
any
extent
No
No
%'tf
52
Yes
Have been
broken by
cattle
Yes
Very
So far, yes
Very few
Probably
1%
So far, yes
Entirely
Yes
Posts too
light
a 9;
<d"S!
3 -SB
$.28
App.
$1.40
No. 8 wire too
light, J* bar
preferable
?o*
ro o
? >>>
Int. .18-.20
Anchor .43
2"°
** o
II
*o~ h
O 3«
u
.03
Do not
know
$.002
$.635
$,2643 each
$.375 each
$.38-.41
each
$.20- .45
each
Do not
know
$.04
pin
a
About
$.05
Holes .15
Sett'g .075
Brace .075
$.10 Av.
$.082
No record
No data
No record
$.27 incl.
loading,
distr. &
setting
Not more
than wood
posts
No record
Remarks
Trial lot of 25
34 miles fenced on
both sides with
concrete posts
These posts were
used for park pur-
poses only
Believe it will cost
appro*. .05 more to
inst. thanced post
468
SIGNS, FENCES AND CROSSINGS.
t"D") TABULATION OF INFORMATION IN REGARD TO CONCRETE FENCE POSTS.
SUBJECT No. 2— PART 1.
RAILROAD
Missouri, Kansas &
Texas
Mobile & Ohio
Nashville, Chatta-
nooga & St. Ix>uis
New York Central
Lines
New York, New
Haven & Hartford
New York, Chicago
& St. Louis
New York Central
& Hudson River
New Orleans &
Great Northern
Northern Pacific
Northern R. R. &
F e r r o c arril
de Costa Rica
Oregon Short Line
Pacific Electric
Peoria & Pekin Union
PenDsvlvania Lines
N. W. Sys.
Pennsylvania Lines,
S. W. Sys.
Pittsburgh & Lake
Erie
Public Service
Philadelphia&
Reading
Queen & Crescent
Richmond, Freder-
icksburg & Potom
Rock Island
San Pedro, Los Ang-
eles & Salt Lake
Southern Pacific
Spokane, Portland &
Seattle
St. Louis Southwest-
ern
Susquehanna & New
York
Temisk aming &
North Ontario
Toledo & Ohio Cent-
ral
Tonopah&Goldfield
Union Pacific
Washington Termi-
nal
Wabash
No
No
No
No
Yes
No
Yes
No
No
No
Yes
No
No
Yes
Yes
No
Yes
No
Yes
No
Yes
Yes
No
No
No
No
No
No
No
Yes
No
No
*- o.
Or
Ohio
8' long
Victor
Semi-circ.
4"x6"-7'0'
D.&A. 1-4
D. &A
Plans sent
Plans sent
National
D. &A.
EE
c a
a o d.
"o a
O <S K
L- C O
No
Samples by
Ogden Port
Cem. Co.
No
Yes
Yes
No
No
No
All
All
50 not
yet
used
All
Yes
Yes
All
All
All
A 3
-bfc
CO
Yes
No
2yrs.
3yrs.
3 yrs.
1-9 yrs.
5 yrs.
Indeterm
inate
15-50 yrs
25 yrs.
o
o
c
— < (D-O
b- ^- 0>
£ 3 m
O o 3
m
No. 14 cross wires
5-J" steel rods 3 across
flat face and 2 in circle
1-5 mos.
6 mo. Indefinite
5 yrs.
lyr.
lyr.
Indefinite
Cannot
say
Cannot
say
4 yrs.
Cannot
say
4-|" steel bars
le'xf" Flat steel, f " No
14 Flat iron, No. 5 '
rods, f" No. 1 gage
hoop steel, and f " No
18 gage iron
i' rod in each corner
No. 9 Twisted wires
Line posts 5 strands No.
8; Cor. posts 9 strands
No. 8 hard Bessemer
Ribbon steel 1|" wide
No. 18 gage
1" 24 gage sheet iron
core. No. 8 gage high
carb. wire, IS gage
30-90 da.
1 to 10
mos.
7-15 da.
15-30 da.
30-90 da.
60-90 da.
30 da.
SIGNS, FENCES AND CROSSINGS.
469
CD")
TABULATION OF INFORMATION IN REGARD TO CONCRETE FENCE POSTS.
SUBJECT No.2— PART 1.
0) o
te <D%
p-^ a
& a m
O O. H
M
CD C «■-.
b. 03 a
;T3 a
w
55
•o5
*. o o
o asa
O
Remarks
Loaded flat
on cars and
blocked
Loaded flat
lengthwise
strips bet.
Stacked
flat in cars
Made at
site
Loaded flat
on car floor
and blocked
Not packed
Loaded in
box cars,
strips bet.
Practic-
ally none
1 near top
cracked
No
No
Yes, except
in soft or
wet ground
Yes
7' posts too
short in soft
ground
No
No
No
Yes
No
Yes
Yes
Yes
Damaged by
stock rubbing
against
Type of rein-
forcing is un-
satisfactory
$.22
each
$.24-. 27
.26 each
Line$.15-.25
Av. .18;End
.25-.60Av .50
Varies from
$.18 to $.37
Aver. $.26
App. $.01
$.07-. ^de-
pending on
local cond.
Trial lot of 25
3j"x5"x7' long
4"x5£"x7' long
11000-12000 in all
i.02-,03
$.05
$.10-.12
$.10
Except the
price
$.23 each
Line posts
$.20 exclus-
ive of plant
Work
train
not used
$.25
Used with iron
fence also with con-
crete panel fence
Hog fence 37900
per mi.; Cattle
fence 27ti0() per mi.
Lab. 142 Mat. $237
'• 131 " 145
Handled
same as
wood posts
No
Yes
A few dam-
aged by drift
$.35 per
post
No da I a
About 6 miles in-
stalled for trial
470
SIGNS, FENCES AND CROSSINGS.
("E") TABULATION OF INFORMATION IN REGARD TO METAL FENCE POSTS
SUBJECT No. 2 — PART 2.
RAILROAD
£.£ =
.-a
3 to P
3 °
O ^ 3
P> 5) p
0-> rt "
OS 5 O
K
3 OJ
03 c
J» 03
£ ^ E
-c5
SEE
« SK
J3 3
03 OK
Atlantic City
Atchison, Topeka
Santa Fe
Atlantic Coast Line
Baltimore & Ohio
No, ex-
cept in
metal
fence3
No
Have
ordered
for 4,000
Lin. ft.
Yes
Blytheville, Leach-
v i 1 1 e & Arkansas
Southern
Carolina. Clinchfield
&Ohio
Central of Georgia
Central Railroad of
New Jersey
Chicago & Alton
Chicago, Peoria & St
Louis
Chicago & Eastern 111
inois
Chicago, Indianapolis
& Louisville
Chicago Junction
Cincinnati Northern
Chesapeake & Ohio
Colorado Midland
Delaware & Hudson
Delaware, Lackawan
na & Western
Duluth, Missabe &
Northern
East Broad Top
El Paso & Southwest-
ern
Ferro Carril de Costa
Rica
Florida East Coast
Georgia
Georgia, Florida &
Alabama
Great Northern
Grand Trunk
Gulf & Ship Island
Gulf, Colorado & San-
ta Fe
Illinois Central
Intercolonial
International & Great
Northern
Jacksonville Terminal
Co.
Kansas City Terminal
Ry.
Lake Superior & Ish
peming
Louisville & Nashville
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
No
Yes
Yes
Yes
No
No
No
No
No
Am. Steel
Am. Steel
Line 7' long #16
End 7' long 10
All
All
Conners, Wymore
& Co. Angle Iron
Am. Steel
Old boiler flues
No
1§ yrs.
15 yrs.
All
No
No
No
No
All
2 yrs.
5 mo.
2-3 yrs.
20 yrs.
Unknown
6-8 yrs.
SIGNS, FENCES AND CROSSINGS.
471
("E")
TABULATION OF INFORMATION IN REAGRD TO METAL FENCE POSTS
SUBJECT No. 2 — PART 2.
12-
■& hO 7>
> « C3
e3T) &
5S
o o O
o >>| &
O
» S Si
O C3 CJ
o
Remarks
No
So far,
yes
Line post $2.45
End post 1.62
$.01 each
Line post $ .06
End post 1.22
Cost does not in-
clude concrete
around end posts
No
No
Yes
So far,
yes
No- Rust
off at
grou'd line
$.35*
None purchased
No
Uaudled by
local freight
ic each
No data
$.04-. 05 each
270 in use
A few, installed for
experimental pur-
poses
472
SIGNS, FENCES AND CROSSINGS.
("E") TABULATION OF INFORMATION IN REGARD TO METAL FEN'CE POSTS
SUBJECT No. 2 — PART 2.
a v.
5°
o
o
3
03
^^"2
•3 g
-."-* £
>>
£«"
Of-
RAILROAD
c-8 S
a 8 £
» it
.2(0
Big
b o
3 O
— p.
03 .a 3
"3 . ^
5 - »s
58
.2*o
03 c
o £: c3
^ 2 fl
O 03 S
t. C O
o c o
— o
0.0
a
s
£
£
M
£
Long Island
No
Manistee & Northeast-
ern
Mississippi River &
No
Yes
Am. Steel
All
No
lyr.
Bonne Terre
Middle Tennessee
No
Missouri, Kansas &
No
Texas
Mississippi Central
No
Mobile & Ohio
No
Nashville, Chattanoo-
No
ga & St. Louis
New York Central
No
New York, New Hav-
Yes
Am. Steel
All
No
2yrs.
en & Hartford
New York, Chicago &
St. Louis
New York Central &
Yes
Am. Steel
All
No
6 mo.
Unknown
Hudson River
New Orleans Great
No
Northern
Northern Pacific
No
Oregon Short Line
No
Pacific Electric R. R.
Yes
Carbo Posts
AJI
No
3 yrs.
Unable to ad-
Co.
vise. First ex-
perience with
them
Peoria & Pekin Union
Yes
Am. Steel
Line 7' long #16
End8'long#10&12
All
No
Some 2 yrs.
Some 1 yr.
Unknown
Pennsylvania
Yes
Am. Steel
All
No
li yrs.
Experience
too limited
Pennsylvania Lines,
Yes
Yes
Yes
2-18 yrs
30 yrs.
S. W. Sys.
Pittsburgh& LakeErie
No
Public Service Ry.
Yes
See plans
Yes
Yes
1J yrs.
Indefinite
Philadelphia & Read-
ing
Queen & Crescent
No
Yes
Am. Steel 8'lg #16
All
No
3-4 yrs
Cannot say
Plost Steel 9' long
Richmond, Freder-
No
icksburg & Potomac
Rock Island
Yes
Am. Steel
Line 7' long #13
Corner 8' long #10
All
No
2 yrs.
J No data
San Pedro, Los Ange-
No
les & Salt Lake
Southern Pacific
No
Spokane, Portland &
No
Seattle
St.Louis Southwestern
No
Susquehanna & New
York
TemiskamingA North
No
No
Ontario
Toledo & Ohio Central
Yes
Am. Steel 7' long
#16
All
No
2 yrs.
10-20 yrs.
Tonopah & Goldfield
No
Union Pacific
Yes
Am. Steel
Line post #16
Corner post #10
All
No
lyr.
10-16 yrs.
Washington Terminal
No
Wabash
Yes
No
Yes
6 yrs.
12-16 yrs.
SIGNS, FENCES AND CROSSINGS.
473
("E") TABULATION OF INFORMATION IN REGARD TO METAL FENCE POSTS
SUBJECT No. 2 — PART 2.
a °
o a £
«T3 o.
w
©'oo w
m 3 !3
g.2
■a 2-^
08 £?
2—
3 •'»
rf O •"
+» 5 « «
JO
o *£ &'
■gS
0
0
Remarks
No
No
No
No
No
No
No
No
No
No
No
None purchased
So far,
yes
Yes
To date,
very
Yes
Entirely
Yes
So far,
yes
Line posts $ .23
End, #12 1.48
End, #10
In term.
Corner
1.62
$ .45
3.25
$.24
Line 7' #12$ .35
Corner #10 2.26
End, #10 1.52
Am. Steel $2.85
Plost Steel .30
No
Yes
Yes
7' long #16 $.24
Line Post $ .25
Cor. Post 2.30
End Post 1.65
No data
No data
No data
$12
No data
No record.
Distributed by
push car
$.015
Work train
not used
About $.01
No data
50 installed on tria
Mater, per d. $ .7125
Labor per d. .45
Total
1.1625
No data
Interm. $ .03
Corner 1.00
1.045
$.05-. 10 each
$.02-.03
No data
$.04
A few hundred on
trial
8 miles in use
88 intermediate and
one corner post
with braces used
Cost to drive post
& stretch 47' wire
$.05 per ft. of fence
Post for 5 miles for
experimental pur-
poses
Posts bend when
stock rubs against
the fence
474
SIGNS, FENCES AND CROSSINGS.
("F") TABULATION OF INFORMATION IN REGARD TO WOOD FENCE POSTS.
SUBJECT No. 2 — PART 3.
RAILROAD
What kind of
wood fence
post are in use
on your road?
Please furnish
general dimen-
sions and speci-
fications
What is the aver-
age life of each
kind?
Give approxi-
mate per cent
destroyed by
fire
Are you
growing
timber for
fence posts
If so, state
kinds of
trees
Atlantic City
Atchison, Topeka &
Santa Fe
Atlantic Coast Line
Baltimore & Ohio
Blytheville, Leach
ville & Arkansas
Southern
Carolina, Clinchfield
&Ohio
Central of Georgia
Central Railroad of
New Jersey
Chicago & Alton
Chicago, Peoria & St.
Louis
Chicago & Eastern Ill-
inois
Chicago, Indianapolis
& Louisville
Chicago Junction
Cincinnati Northern
Chesapeake & Ohio
Colorado Midland
Delaware & Hudson
Delaware, Lackawan-
na & Western
Duluth, Missabe &
Northern
East Broad Top
El Paso & Southwest-
ern
Ferro Carril de Costa
Rica
Florida East Coast
Georgia Railroad
Georgia, Florida &
Alabama
Great Northern
Chestnut
Bois'd Are Red
Cedar, White
Cedar, Oak
Red Cypress
BlackCypress,
Long leaf pine
Chestnut, Lo
cust, White
Cedar
Roadnotfenced
Locust, Cedar,
Chestnut,
White Oak
Cypress, Cedar,
CreosotedPine
Chestnut
Cedar, Locust,
Oak
White Cedar,
White Burr &
Post Oak
Oak, Cedar,
Fir, Catalpa
Cedar
Cedar
Cedar
Locust
Pitch Pine,
Cedar
Chestnut
Locust, Chest
nut
Burnettized
shortleafPine,
Cedar
Rough hewn
native wood
Cypress, Pine
Yellow Pine
Cedar
6'-6' long, 6' dia
at small end
Length TO" to
7 '6°, diam. at
small end 4*
Length 7 '-6", dia
at small end 5"
Length 7'0', dia
at small end 5*
Leng. 8 '0', Round
5', Halved 8',
Quartered 12'
Length 7'0'-8'0*.
dia. at small end
5'
Length 8'0', dia.
at small end 6'
Length 8'0', dia.
at small end 4'
Length TO', dia.
at small end 4',
cut from live
trees
Length 7'0*-7'6*.
dia. at small end
5*
Length TO', dia.
at small end 4'
and 6'
Length 10 '0', dia
top 6', bottom 8'
Length 8'0', dia.
at small end 5'
Length 8'0', dia.
at small end 5*
Length TO', dia.
at small end 5*
Diameter at top
5i'to8'
Diam. at email
end 5*
Length TO', dia.
at small end 4'
Length 6'0', 6'x6'
square
Length 8'0', dia
8*
Length 10 '0',
8'x8'
Length 7 '6', dia
at small end S"
10-15 yrs.
Bois'd Arc and
Cedar 15- 18 yrs.,
Oak 8-10 yrs.
Cypress 12 yrs.,
Pine 5 jts.
10 jts.
Locust 20, Cedar
14, Chestnut 10,
White Oak 7 yrs
Unknown
15 yrs.
10 yrs.
Oak 6, Cedar has
been in service
9 yrs.
Oak 9-12, W.Ced-
ar 20, Red Cedar
16, Fir 12, Cat 16
12 yrs.
15 yrs.
15 yrs.
About 20 yrs.
15 yrs.
8 yrs.
Locust 20 yrs..
Chestnut 7 yrs
Probably !5 yrs
Average life 5
yrs. Posts at-
tacked by ants
and rats
10 yrs.
6-8 yrs.
No data
Less than 1%
.5% to 1%
50%
Cannot say
Probably 4%
Unknown
Less than 1%
Estimated at
50%
Oak 30%, Ced
ar50%
Few Oak, W.
Cedar 20-25%
0%
0%
1%
Negligible
2%
No record
No data
Practically
none
10
Probably 6
No data
No
No
No
No
No
No
No
No
No
To no large
extent
No
No
No
No
No
No
No
No
No
No
No
No
SIGNS, FENCES AND CROSSINGS.
475
("F") TABULATION OF INFORMATION IN.REGARD TO WOOD FENCE POSTS
SUBJECT No. 2 — PART 3.
Give prices paid
exclusive of
freight charges
Give average
cost of work
train and labor
to deliver
Give average
cost to install
Do you contem
plate changing
to concrete
metal?
Relative economy in
the use of concrete,
metal and wood
posts
Remarks
$.12 to $.20
Boisd' Arc SO. 16,
Oak .10, Cedar
.19
Pine $.07, Cypress
.10
$.12 to $.18
Locust $.20, Ce
dar .18, Chest-
nut .16, Oak .16
Cypress $.30. Ce-
dar .30, Creosot-
ed.25
$.20 to $.25
Cedar $.16, Lo
cust .20, White
Oak .12
Oak $.10 F.O.B
Line
Cannot furnish
4' $.135, 6' $.18
$1.10
$.17
$.20 to $.25
$.125
$.08 to $.15
Chestnut $.10,Lo-
cust .15
Burnett.S.L.Y.P,
$.23, Wh. Cedar
.23. N. Mexico
Cedar .15
Average contract
price with na-
tives is $.10
$.18 to $.20
$.96
$11
$.01 to $.02
Train not used
No record
$01
$.0075
Do not handle
by work train
Delivered b y
local
$.05
Not handled
by work train
$.03
No record
$.02
$.011
$.05 Aver.
2%of purchased
price
Probably not
over $.01
$.10 to $.12
$.18
$.10 to $.12
$.10 estimated
$.10 is average,
varies from
$.05 to $.15
$.06 i n c 1 u d es
work train
expense
$.043
$.05 to $.10
$.03
$.12
$.05
$.25
$.18
$11
Digging holes
$.115. Setting
.017
About $.10
$.03
$1.07
$.09
No
No
Now experiment-
ing with metal
posts
Now under con
sideration
No
No
No
Would like to use
concrete if ex-
pense could be
afforded
No
Considering con-
crete but have
come to no de-
cision
No
No
To concrete
No
No
Yes
No
No
Not immediately
No
Now using con-
crete wherever
practicable
No
At present prices
wood is much the
most economical
Cypress posts at $.10
show greatest econ
omy
No opinion
Wood is most eco
nomical
No opinion
Cannot give a com
parison
Believe concrete is
most economical
At present prices oak
is most economical
Concrete metal and
wood respectively
No opinion
We have not found
that it would be eco-
nomical to adopt
concrete or metal
Concrete is most eco-
nomical
Locust is most eco
nomical
No opinion
In tropics where na-
tive wood is cheap
and concrete rela
tively high, wood is
most practicable
Concrete most eco-
nomical
Metal and concrete
posts most econom-
ical in G.N. territory
476
SIGNS, FENCES AND CROSSINGS.
("F") TABULATION OF INFORMATION IN REGARD TO WOOD FENCE POSTS.
SUBJECT No. 2 — PART 3.
RAILROAD
Grand Trunk
Gulf & Ship Island
Gulf, Colorado & San-
ta Fe
Illinois Central
Intercolonial
International & Great
Northern
Jacksonville Terminal
Co.
Kansas City Terminal
Lake Superior & Ish-
peming
Louisville & Nashville
What kind of
wood fence
post are in use
on your road'
Long Island
Manistee & Northeast
ern
Mississippi River &
Bonne Terre
Middle Tennessee
Missouri, Kansas &
Texas
Mobile & Ohio
Nashville, Chattanoo
ga & St. Louis
New York Central
New York, New Hav-
en & Hartford
New York, Chicago &
St. Louis
New York Central &
Hudson River
Cedar
Pitch Pine
Bois'd Arc, Ce-
dar
Catalpa, Lo-
cust, Red and
White Oak
Cedar, Tamar-
Mesquite
No wood used
Cedar
White Cedar
Black Locust,
Cedar, Juniper
Yellow Locust
Cedar
Red Cedar,
Yellow Cedar
Red Cedar,
Locust
Cedar, Boisd'
Arc, White
Oak
Cedar, Oak,
Pine
Red Cedar,
Black Locust
White Cedar
Chestnut
Cedar, Chest-
nut
Please furnish
general dimen-
sions and speci-
fications
Length 8'0", dia,
at small end 5"
Length 7'0", dia,
at small end 5'
Length 10'0*, dia
at small end 8'
Length 7'0", dia,
at small end 4*
Length 8'0", dia,
at small end 4'
to 5*
Length 7'10", dia
4*-6'
Length 7-10', dia
5'
Length 7'0", dia.
5*-8*
Length 8'0", dia
at small end 4"
Diam. at small
end 4"
Length TO', dia
at small end 4"-6"
Diam. at top 4
Cedar must show
5", Red Locust
b", Length TO'
Length TO', dia
at small end 3'
Length 8'0°, dia
iV-5i'
Length 8'0", dia
5' up of live tim
ber
Length 8'0', dia
minim 6*
Length 8-10', dia
5 '-7*
New Orleans Great
Northern
Northern Pacific
Oregon Short Line
Heart long leaf
Yellow Pine
Cedar
Cedar
What is the aver-
aee life of each
kind?
Length 7'0*, dia.
or width of face
«'
Length 7'0', dia.
at top not less
than 6"
15-20 yrs.
6 yrs.
Bois'd Arc prac-
tically indestr.,
Cedar 15-20 yrs
15-18 yrs4
20 yrs.
No data
About 25 vrs.
Cedar 10, Black
Locust 12 yrs
Juniper 12 yrs.
15 yrs.
15 yrs.
15-20 yrs.
In use 3 yrs.
Cedar 12-14 vrs.,
Boisd' Arc 12-14
yrs., White Oak
10 yrs.
Cedar 12 yrs
Oak 9 yrs., Pine
7 yrs.
10 yrs.
20 yrs.
14 yrs.
12-16 yrs.
8 yrs.
15 yrs.
20 yrs.
Give approxi-
mate per cent
destroyed by
fire
5%
About 10%
Bois'd Arc 1%,
Cedar 2%
Not over 5%
1%
0% •
Very small
3%
2%
Probably 1-3%
1%
Cedar and Oak
5%, Boisd' Arc
10%
20%
No data
2%
About 2%
1%
Negligible
No data
Are you
growing
timber for
fence posts
No
No
No
No
No
No
Yes
No
No
No
No
No
No
No
No
No
No
No
No
No
SIGNS, FENCES AND CROSSINGS.
477
("F")
TABULATION OF INFORMATION IN REGARD TO WOOD FENCE POSTS
SUBJECT No. 2 — PART 3.
Give prices paid,
Give average
Do you contem-
Relative economy in
With what
exclusive of
cost of work
Give average
plate changing
the use of concrete,
Remarks
success
freight charges
train and labor
to deliver
cost to install
to concrete or
metal?
metal and wood
posts
$.08 to $.10
Wc use way
freights
$.10
No
Wood is most eco-
nomical
$.09 to $.10
Handle with
$.15 per rod,
Would like to but
Wood is most eco-
local freight
posts spaced
12" includes
putting on wire
and braces
unable to afford
it
nomical
Boisd Arc $.155,
Distributed by
In small quan-
No
As long as we can pro-
Cedar .15, both
local train
tities by com-
cure Boisd* Arc and
F. 0. B. on our
$.004 each
pany force $.10
Cedar there is no
line
each
economy in concrete
or metal
$.14 to $.18
Yes, to concrete
Cedar-8' posts
$.02
$.20
No
Cedar posts are the
$.12, 12' posts .25
most economical
$.12
$.01
$.02
No
Mesquite
7' Split $.14, 10'
Nothandledby
Round .40
train
$.08 to $.14
No record
About $.10
No
Wood is cheapest,
iron next and con-
crete next
Satisfac-
Bl. Locust $.15
$.01
$.05
No. Using con-
Under present condi-
tory
and $.16, Juniper
8' $.125, 9' $.15
crete posts on 1
division
tions wood posts
most economical
Locust posts $.35
No data
No data
Have changed to
Concrete most eco-
to .38
concrete
nomical account long
life
$.07
No work train
used
$.16
In earth $.03,
in rock .60
Expect to use no
more wood posts
Have preferred con-
crete but may ulti-
mately prefer heavy
galvanized iron ex-
cept in soft ground
Cedar $.075 to .20
$.03
Cedar is most eco-
Locust about .15
nomical
$.12§
$.01
$.03
No
Consider Boisd' Arc
equally as good at
less cost than con-
crete or metal
Cedar $.01, Oak
$.02
$.03
To metal
.08, Pine .08
$.15
No data
$.10 (estimated)
Yes, to concrete
Concrete most eco-
nomical because
wood burns out so
frequently
Have formed no opin-
$.735
$.003
$.02
Possibly to con-
crete
ion as to wood and
concrete. Metal
most economical
$.12 delivered on
Both are under
Wood appears to be
lino of road
consideration
the most economical
Cedar 8' $.185, 10'
Approx. $.01
$.07 to $.12
About 5% to 10%
.28, Chestnut 8'
of our annual re-
.16, 10' .26
newals we make
of concrete
$.0975 F. O. B.
$.01
$.05
No
lst-Metal,2nd-Wood,
3rd-Concretc
$.105
$.02
$.10
No
For our condition,
wood first, concrete
probably second
$.19
$.12
Considering con-
crete
478
SIGNS, FENCES AND CROSSINGS.
C'F") TABULATION OF INFORMATION IN REGARD TO WOOD FENCE POSTS.
SUBJECT No. 2 — PART 3.
RAILROAD
Public Service Ry.
Peoria & Pekin Union
Pennsylvania
Penna Lines, S.W.Sys
Pittsburgh & Lake
Erie
Pittsburgh, Shawmut
& Northern
Philadelphia & Read-
ing
Queen & Crescent
Richmond, Freder-
icksburg & Potomac
Rock Island
San Pedro, Los Ange-
les & Salt Lake
What kind of
wood fence
post are in use
on your road?
Please furnish
general dimen-
sions and speci-
fications
Sawed chestnut
treated with
carbolineum
Various
Chestnut, C e
dar, Oak, Lo-
cust
Red and White
Cedar, Catal
pa, Oak, Lo
cust & Chest
nut
Road does very
little fencing
Chestnut,
White Oak
Chestnut
Chestnut,
Black Locust,
Red Cedar
Cedar, Locust,
Chestnut,
White Oak
Cedar, Boisd'
Arc
Native Cedar,
Oregon Fir
Southern Pacific
Spokane, Portland &
Seattle
St. Louis & Southwest
Susquehanna & New Chestnut
Cedar
Cedar
Boisd' Arc
C a t a 1 p a
Chestnut
York
Temiskaming& North
Ontario
Toledo & Ohio Central
Tonopah & Goldfield
Union Pacific
Washington Terminal
Wabash
White Oak,
Black Oak
Cedar
Cedar
No fences
Cedar
No fences
Cedar
Length 7'0*
Length 8'0', dia.
at small end 4'
Length 8'0', dia
at small end 4'
Length 7 '6", dia
at small end 4'
Length 6'6', dia.
6*
Length 8'0", dia.
at small end 6"
What is the aver-
age life of each
kind?
Give approxi-
mate per cent
destroyed by
fire
dia.
end
Length 7'C*
at small
Zk'A'
Cedar 7' long, dia
5' top, Boisd'
Arc TO'
Length9'0",7'x7"
split
Length 6'10' to
7'4", diam. at
small end 5'
Length TO", dia
at top \\"
Length 8'0\ dia^
at small end 3J*
Length TO', dia
top 5', Gatepost
8' long
Length 8'0', dia
5'
Length 7'-8', dia
4*-7'
Not known
Chestnut8-20,
Cedar and Lo-
cust 25-40, Oak 8
Red Cedar 30
yrs., Wh. Cedar
15 yrs., Catalpa
10 yrs., Oak 13
yrs.
8-12 yrs.
10 JT8.
Chestnut 10, Lo-
cust 20, Cedar
15-20
Cedar 10-15,
Boisd' Arc 40-50
Cedar 15 yrs., Fir
7-8 yrs.
20 yrs.
12 yrs.
Boisd' Arc 35,
Catalpal0-12,
Chestnut 8-0
Oak 9 yrs.,Chest
nut longer
10-12 yrs.
15 yrs.
8-10 yrs.
12 yrs.
Are you
growing
timber for
fence posts
Very few
About 1%
2%-5%
5%
Practically
none
1%
1%-15%
1%
No record, very
small
Practically
none
7%
Small. No data
Large per cent
2-5%
No report
25%
No
No
Yes
No
No
No
No
No
No
No
No
No
No
No
No
No
If so, state
kinds of
trees
51 acres of ca-
talpa on one
division
planted in
1906.
SIGNS, FENCES AND CROSSINGS.
479
("F")
TABULATION OF INFORMATION IN REGARD TO WOOD FENCE POSTS
SUBJECT No. 2 — PART 3
Give prices paid,
Give average
Do you contem-
Relative economy in
With what
exclusive of
cost of work
Give average
plate changing
the use of concrete,
Remarks
success
freight charges
train and labor
to deliver
cost to install
to concrete or
metal?
metal and wood
posts
$.30 to $.40
Concrete or steel
used on all new
fences
If ornamental fence is
not necessary steel
is the most satis-
factory
No record, none
No record
No record
Now using metal
No experience with
purchased in re-
concrete. Metal more
cent years
econonical than
wood
Will prob-
Chest. $.10 to. 17,
No exact rec-
Probable aver-
Not as a general
Not enough data or
ably b e
Cedar .12 to .25,
ord. Probably
age $.15
practice. Will
concrete and metal.
able to cut
Locust .16
from $.01 to
use concrete and
Concrete is econom-
posts i n
.02
metal experi-
ical except where
1918
mentally
wood is cheap along
railroad
Red and White
About $.03 per
$.10
To concrete if a
Metal posts have not
Cedar $.25, Ca-
post
satisfactory and
been used sufficient-
talpa $.25, Oak
economical post
ly to determine mer-
$.35, Locust $.25,
can be made
its
Chestnut $.15
$.08 for No. 1
No charge, de-
Contract price
No
At present prices
White Oak and
livered by loc-
of fence com-
wood is most eco-
Chestnut, and
al freight
plete in place
nomical for our use
$.06 for No. 2
$.30arodA.S.
W.Co.#845wire
$.10
$.01
$.25
We are consider-
ing use of con-
crete
If scrap material is
utilized metal would
be cheapest. Con-
crete would give
best appearance
Chest. $.10 to .25,
Work train not
$.15
We are using both
Concrete apparently
Locust .35 to .40,
used
concrete and
most economical
Red Cedar .20
metal
Chestnut $.18,
No data
No data
Not as long as
White Oak .16,
the timber sup-
Locust and Ce-
ply lasts
dar .18 to .20
Cedar $.14
Experimental
only
Have not had suffic-
ient experience to
form an opinion
Native Cedar
Posts are dis-
Not buying more
Undoubtedly c o n-
$.13 to .21
tributed b y
local freight
trains
wood, are using
concrete D.& A.
Pattern
crete will prove most
economical in this
locality
$.11
$.015
$.08
No
Wood is most eco-
nomical
$.10
No data avail-
able
$.18
No
Wood is cheapest in
this locality
$.12
No data
$.02
No
Concrete would be
economical if 1st cost
were not great and
satisfactory fasten-
ings for wire made
$.20 delivered on
No data
No data
No
No experience with
Rof W
metal or concrete
$.09 loaded o n
No figures
Costs abt. $.50
No
Cedar the most eco-
freight cars
a rod to build
9 wire fence
and posts
spaced 16 'to20'
nomical account of
amount of timber
$.16
About $.01
$.06 to $.08
Yes
lst-Concrete, 2nd —
Wood, 3rd-Mctal
$.18 to $.20
No reports
Not decided, ex-
perimenting
with metal and
concrete posts
Not sufficient experi-
ence as yet to say
$.20
$.06
Now using most-
ly metal. Do not
contemplate
lst-Metal, 2nd-Con-
crete, 3rd-Wood
using concrete
480 SIGNS, FENCES AND CROSSINGS.
number of roads advise they are considering changing to concrete or
metal. Others advise that where timber is plentiful and cheap, wood is
most economical.
From some investigations made bearing on the relative economy of
concrete, metal and wood posts, it was found that where cedar and locust
posts, for example, can be bought for 16 to 18 cents, with a probable
average life of 15 years, there is little economy in using concrete posts
at 25 cents each unless their life can be definitely fixed at over 30 years.
In the report submitted by this Committee two years ago, reference
was made to concrete posts which were being used by the Board of Water
Supply of the City of New York around Ashokan reservoir, spoil banks,
borrow pits and gate houses and other locations along the Catskill Aque-
duct, comprising about 150 miles of fencing, making it no doubt the larg-
est individual user of concrete posts in the country at this time.
This year your Committee, through the courtesy of J. Waldo Smith,
Chief Engineer to the Board, wishes to present some additional informa-
tion furnished by Geo. G. Honness, Department Engineer, Reservoir
Department, and Frank E. Winsor, Department Engineer, Southern Aque-
duct Department.
In enclosing the Ashokan reservoir property, over 14,000 concrete
posts were used by Mr. Honness in constructing about 43 miles of fencing,
the posts being placed at intervals of 16 ft. Straining or anchor posts
were used on straight lines at intervals of about 300 ft. and at all abrupt
angles. These posts were 3lA-ln. square at the top and eight inches
square at the bottom and 7 ft. 9 in. long. They were reinforced with
four ^-in. square twisted steel bars, held in position by five hoops made
of the same material. The line posts were "U" shaped, 5^in. over all
at the bottom and 3^2-in. at the top, reinforced with four No. 5 U.S.
steel wire gage rods. All posts were made on the site by the contractor
for the fencing, the concrete consisting of one part cement to four parts
aggregate in which the sand was limited to J^-in. maximum size and the
stone to such size as would pass rough a 24-in. screen and be retained
on a %-'m. screen. The specifications required that the posts be protected
from the hot sun and from freezing and that they be kept moist for at
least two weeks after being cast. As most of them were set during
the years 1913 and 1914, the Board has had no opportunity to judge as
to their durability; but as they are not subject to deterioration due to
the elements as wood and metal, it is but fair to assume the average
life of the posts to be at least 25 years.
As stated above, the specifications required the posts to be kept moist
for a period of two weeks. It was found that occasional sprinkling was
not satisfactory and that it was necessary to cover them with something
that would retain the moisture. After being cured from 15 to 30 days,
the posts were hauled from the place of manufacture to the site on wagons
equipped with a platform so that they were supported their entire length,
no packing of any kind being used. The number damaged in handling
SIGNS, FENCES AND CROSSINGS. 481
probably did not exceed 1.5 per cent. In common witb the property of
other large corporations, the trespasser considered it necessary to try his
marksmanship either with gun or stones, with the result that some posts
have had the tops broken off.
The posts in general have been satisfactory, but would perhaps have
been more satisfactory had the square posts used as end or anchor posts
been made with a heavier section, as an unbalanced strain occasionally
broke the posts off at the surface of the ground.
These posts were furnished under a contract which included the
manufacture, delivery and setting, but not the excavation of the hole or
the cement and reinforcement used in their manufacture. At the con-
tract prices, the cost of the line posts in place was $1.47 each, distributed
as follows: Post, $0.90, cement $0,145, reinforcement, $0,175, excavation
and backfilling $0.25. The corner and anchor posts, set in concrete
with one brace and thrust block, complete in place, cost $13.81, made up
of the following items: Post $1.30, cement $0.32, reinforcement $0.43,
earth excavation $0.50, concrete to refill post hole $6.00, galvanized angle
iron brace $3.02, excavation for thrust block, earth, $0.14, concrete for
thrust block $2.10. Post holes for line posts in rock cost $0.40 each
additional and for corner and anchor posts and thrust blocks $1.02 ad-
ditional.
In the- Southern Aqueduct Department, Mr. Winsor used approx-
imately 7,500 posts in building about 23 miles of fencing along highways,
property lines and right-of-way along the aqueduct. These posts were
manufactured by the contractor at three points, from which they were
distributed over a length of line covering a distance of about 30 miles.
As a rule, these posts were not delivered and set in less than 30 days after
being cast. As in the case of the posts described above, they have not
been in use long enough to determine their durability.
In regard to number damaged in handling, no very complete data is
available, but it is estimated that not over 3 per cent of the type "G"
post were damaged and not over 1 per cent of the heavier types. In gen-
eral the posts were delivered by automobile trucks. Some of the posts
were damaged by cattle and teaming; much of it being done, how-
ever, before the fencing was strung. Type "D" posts were found rather
light for anchor posts, but type "K" was found very satisfactory for this
purpose.
To obtain satisfactory bond in type "G" posts, it was found neces-
sary to rust the wires used for reinforcing by the use of a diluted solu-
tion of salammoniac, and it is now believed that more satisfactory results
would have been obtained by using twisted rods for reinforcement. Some
crazing has developed on the surface of these posts, and it is feared that,
due to the thin section of concrete, this may shorten the life of the posts.
It was also noted that the strength of the posts was materially decreased
when the reinforcement was too near the neutral axis.
To compare the relative strength of posts of different aggregate and
different reinforcement, tests were made on 19 posts. They were tested
482 SIGNS, FENCES AND CROSSINGS.
as cantilever beams 4 ft. long, with a gradually increasing load concen-
trated at the end.
The average breaking load (four tests) for posts made of run-of-
bank was 180 lbs. Posts made of crushed traprock, in which clean, smooth
rods were used, developed a breaking load (three tests) of 185 lbs., while
the average for posts slightly rusted (five tests) was 324 lbs. By substi-
tuting three lA-\n. deformed bars for No. 5 gage wire, the average break-
ing load obtained in five tests was increased to nearly 500 lbs. The types
of posts described above with their reinforcement are illustrated on
Plate 1.
The Water Department of Washington, D. C, has used a great many
concrete posts in fencing its reservoirs and property in the northwest
section of the District of Columbia. The posts used in this work were
6 ft. long, 4% by 4%. in. at the top and 6 by 6 in. at the bottom and were
made in wood forms by employes of the Department. The reinforcement
consisted of four ^4-in. twisted rods, one in each corner. The cost was
about 29 cents each.
The anchor and corner posts were similar to the line posts except
they were 6 in. square at the top and 8 in. square at the bottom. The
braces used in connection with the anchor and corner posts were 4 x 4J/2
in. in section and of sufficient length to permit spacing the posts 10 feet
center to center and were cast in place after posts had been set.
A rather novel scheme was adopted for attaching the wire fencing
to the posts. In some of the posts ordinary wire nails about 3 in. length
were imbedded in the concrete, when cast, the points projecting about 1 in.
These nails were spaced to suit the spacing of the longitudinal wires of
the fencing to be used. When the wire was stretched, the points of the
nails were bent around the strands. In other posts galvanized wire was
substituted for the nails. This material was much more satisfactory, as
the nails rusted badly. Some of these posts were set in the usual manner
in holes dug and backfilled with earth. A great many, however, were set
in the usual manner, except that the holes were filled with concrete in-
stead of earth. This assures a very rigid post, and unless broken ma-
liciously, should be practically indestructible.
TESTS OF CONCRETE POSTS.
The tests of concrete posts, of which mention was made in last
year's report, have been completed.
The purpose of these tests was to determine the relative strength
of the different types of concrete posts. The tests were made at the
Lewis Institute, Chicago, the services of the laboratory of that institu-
tion being furnished through the courtesy of the Universal Portland
Cement Company. The tests were carried out by Mr. D. A. Abrams, of
the Institute, as directed by the Committee and with its assistance.
Through the Secretary, various railroads using concrete posts were
solicited for posts for the tests and six companies responded. The posts
were all made about a year previous to the tests, so that difference in
SIGNS, FENCES AND CROSSINGS. 483
age of concrete does not enter into the results. The following instruc-
tions were sent to each company furnishing posts :
"Fifteen posts should be made. It is expected that the posts will be
made carefully, but not more carefully than posts which are to be used
for fence purposes should be made.
"The concrete mixture should consist of one part cement, two parts
sand and four parts crushed rock or screened gravel — gravel or crushed
rock not to be smaller than one-quarter inch or larger than one-half
inch in size. If it is not possible to obtain the above materials, the con-
crete mixture should consist of one part cement to four parts of pit-run
gravel, with the above maximum limit in size. Concrete should be of
quaking consistency.
"The posts should not be exposed to the sun, and should be sprinkled
with water the first eight or ten days after being made, to aid curing.
It is expected that the tests will be made about sixty days after the
completion of the posts. Shipping directions will be furnished later.
Posts should be crated to avoid breakage due to improper handling in
shipment. There is no objection to placing several posts in a crate if
the weight is not too great.
"In addition to the posts, five 4-in. cubes should be made of the
same concrete materials and at the same time as the posts and shipped
with them. Care should be taken to have the concrete in the cubes of
the same consistency and density as that in the posts.
"A full description of the materials used, including water, cement,
sand and gravel, and the method involved in making the posts, should
be furnished. Each post should be marked with the date on which it
is made."
In general the instructions were complied with, but two sets of
posts were shipped uncrated and two companies did not furnish the
test cubes called for. Some of the posts of one type shipped without
crating showed quite distinct horizontal cracks, but in the tests failure
occurred at other points. It will be noted, too, that two of the types
were eight-foot posts. In making the tests, however, the extra foot was
neglected — that is, they were supported and loaded at the same distance
from the lower end as the seven-foot posts.
The Committee desired to subject the posts to conditions similar to
those occurring in actual use, and decided on three tests — a simple beam,
a cantilever, and an impact test.
For the simple-beam test a Riehle compression machine was used,
the supports being placed 3 in. and 6 ft. 6 in. from the lower end of the
post and the load applied 2 ft. 6 in. from the lower end. Except as
noted, the fence side of the post was in tension.
For the cantilever and impact test a method for holding the post
had to be devised. This was accomplished by constructing on a 12 in. by
12 in. timber a heavy wood box having an area of about one square
foot and a depth of 2 ft. 6 in. The post was placed in the box in an
upright position, and screened gravel, about one-quarter to three-quarters
of an inch in size, was poured around it and lightly tamped. The load
was applied 6 ft. 6 in. from the bottom of the post, and, except as noted,
to bring the fence side of the post into tension. The pull was measured
with a tension dynamometer.
U4
-
:
— x
7?
M
4-2BHD* Sr-mo;
i
- i 'r a ■■:
'
SIGNS, FENCES AND CROSSINGS.
485
£T
'< 3-Y "# &r«/>s
JV
b
_j
s
Types of Concrete Posts.
486 SIGNS, FENCES AND CROSSINGS.
For the impact test the post was placed in the box, as before, and
a wooden washer or plug, fitting loosely about the post, was bolted down
on top of the gravel to prevent its falling out. The post and box were
then turned to a horizontal position, which brought the upper end of
the post under a weight which could be moved vertically in a pair of
guides or leads. This weight was of wood loaded to 33 lbs. The first
drop was for a distance of 5 in., and this was increased 1 in. at a time
until failure of the post occurred.
In the tables and diagrams the Committee has followed the practice
of previous years and omitted reference to the names of roads using
the posts or the manufacturers of the molds in which some of the
posts were made, and has designated them by letter only. Details of
the posts are shown on Plates 1 and 2. Average results of the tests and
the weight of the posts are shown graphically on Plate 3. Details of
the holding device are shown on Plate 4. Details of the tests are given
in Tables 1 to 8.
Tests of the reinforcement showed the following average values of
the yield point and the ultimate load :
Yield Point Pounds Ultimate Load Pounds
Post. .per Square Inch. per Square Inch.
M 98,800 106,700
N 75,700 83,600
O 94,000
72,000
P .••yr" 41,000 50,100
R ./ 42,600 56,700
S 65,800 80,200
In the case of Post "O" it was not possible to obtain the yield point
on the metal, because of the fact that the wires were crimped. Appar-
ently there were two grades of steel used in this wire.
It will be noted that the results, as shown in Tables 1 to 8, are rea-
sonably uniform in each type of .post. In Table 8 a comparison is made
of the breaking load, as determined in the cantilever test, per pound
of post and per pound of reinforcement. It is felt that these units
afford a good basis of comparison, because they have direct bearing on
the cost of making as well as the cost of handling the post.
Attention is called to the fact that in spite of the wide variation
in the strength of the concrete, all of the posts failed in tension, and
this brings out the important relationship which the quantity and distri-
bution of reinforcement bears to the strength of the posts. It is believed
that there is an advantage in using some type of reinforcement in
which the position of the longitudinal members is definitely fixed near
the outside of the post. A dense concrete is required to thoroughly pro-
tect the steel in this position.
SIGNS, FENCES AND CROSSINGS.
487
E
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Holding Device for Reinforced Concrete Fence Post Tests.
488
SIGNS, FENCES AND CROSSINGS.
Concrete Fence Posts Broken in the Impact Test.
Concrete Fence Posts Broken in the Cantilever Tests.
SIGNS, FENCES AND CROSSINGS.
489
Concrete Fence Posts Broken in the Cantilevlr Test.
Impact Test on Concrete Fence Post.
-
SIGNS, FENCES AND CROSSINGS.
491
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SIGNS, FENCES AND CROSSINGS.
495
TABLE 7.— TESTS OF REINFORCED CONCRETE FENCE POSTS.
Values of Concrete in Compression.
Tvpe of
Post
Mixture
Age
Load per
Sq. In.
Average
per Sq. In.
Remarks
M
1-2-4
14 'months
3430
3020
3530
3010
3250
Cement, Sand and Crushed
(1 ravel
N
1-2-4
14 months
1600
1900
1270
1450
1440
1530
Cement, Sand and Stone Screen-
ings
P
1-3
12 months
2300
2430
2310
2130
2290
Cement and Pit Run Sand and
Gravel
R
1-3
13 months
1310
1850
1790
1990
2170
1370
1750
Cement and Fine Gravel
The values for concrete in compression were obtained from tests made on 4 inch cubes, which
were made at the same time as the posts, and of the same mixture of concrete.
TABLE 8— TESTS OF REINFORCED CONCRETE FENCE POSTS.
Type
of
Post
Average
weight
in
pounds
115
147
75
80
90
150
Average breaking"
load, in cantilever
test, applied 48"
above the ground
line, in pounds
420
231
325
185
335
135
Breaking'load,
as before, per
pound of post
3.68
1.57
4.33
2.31
3.72
.90
Estimated
weight of f
reinforcement '
in pounds
2.88
1.79
2.41
2.59
12.55
'1.44
Breaking load,
as before, per
pound of
reinforcement
145
130
135
71
131
194
496 SIGNS, FENCES AND CROSSINGS.
METHODS USED IN REPAINTING SIGNS, AND SPECIFICA-
TIONS FOR WHITEWASHING CATTLE-GUARD
WING FENCES.
Sixty-two replies were received in response to inquiries relative to
methods used in repainting signs and whitewashing cattle-guard wing
fences. The information received is herewith presented in Table G as
a part of the report.
From this table it will be noted that the prevailing practice in vogue
on the majority of the railroads from which replies were received is to
send paint gangs of from two to six men, supplied with material and
equipment, over the road, on speeders or hand cars, who first repaint the
posts and backgrounds of the signs and then either return to repaint
the inscriptions or are followed by another gang about two days later
which does that class of work. In a few instances when signs need re-
painting, they are replaced by new ones and the old ones are sent to the
shops for repairs and repainting.
Thirty-three roads use stencils in repainting inscriptions except in
the case of special lettering, which is done freehand. A few roads advise
their use to a limited extent only, while eleven roads report they do not
use them for any work.
The replies indicate that white lead and linseed oil are almost uni-
versally used where the posts and backgrounds are painted white, and
lamp black and linseed oil for black lettering, etc., on wood signs. For
repainting metal signs, the same materials are generally used, although
in a limited number of cases red lead and graphite are used. Some
roads report the use of commercial paints, of their standard colors.
Over half the roads have no specifications, but use leads and oils
in proper proportions or commercial paints of known reputation; others,
in lieu of specifications, give the proportions of the ingredients used.
The specifications submitted by a number of roads will be found in
Appendix A.
There does not seem to be any well-defined general practice in re-
gard to frequency of repainting signs. Some roads repaint every year,
others every two years, while others advise they repaint every three or
four years or when needed. Metal signs require more frequent repainting
than wood to keep them in proper condition.
Your Committee has been unable to get any very definite information
on cost data. Some roads have given average cost per sign; others cost
per mile with no statement of number; some have given cost per square
foot; others entire expenditure for the year, while half of the roads listed
have furnished no data. Most roads whitewash their cattle-guard wing
fences, but a few use cold water paint. Some roads advise they have
SIGNS, FENCES AND CROSSINGS. 497
under consideration abandoning the practice, as the results hardly justify
the expense.
Considerable variation will be noted in the specifications for white-
wash. Some roads report the use of ordinary lime and water, others
add salt, glue, whiting, rice, etc. A number of the more important specifi-
cations will be found in Appendix B.
In the report submitted by this Committee two years ago, some figures
were presented on the cost of setting concrete, metal and wood posts.
This year your Committee has secured some information from the Bal-
timore & Ohio Railroad, giving cost data on two sections of test fence,
each 4,620 feet in length, erected in May, 1913, on its Philadelphia Division.
Metal posts were used in one section ; wood posts in the other. Elec-
trically welded wire fencing made of No. 9 galvanized steel wire was used
in both cases. Both sections of fence were erected on reasouably level
ground and where the soil was composed largely of clay and sand. The
metal posts were driven two and one-half feet in the ground and the
soil around them tamped to make them more rigid. The wood posts were
set in the usual manner, in holes dug about two and one-half feet deep,
the holes being backfilled and tamped. All the posts were seven feet in
length. The steel end or anchor posts were set at intervals of forty rods
(the length of a large roll of wire) in concrete about 30 in. deep and 12
in. square. The steel intermediate or line posts were set at intervals of
sixteen and one-half feet or as near thereto as the condition of the ground
would permit. The same spacing was used in setting the wood posts.
The average cost of labor driving and tamping 279 steel intermediate or
line posts was $0.0573 each. The average cost of digging holes, dis-
tributing and setting 288 wood intermediate or line posts was $0.0879
each. The cost of labor setting the steel end or anchor posts was $1.22
each. The average cost of labor erecting the section of fence in which
steel posts were used was $0.18 per rod, or $57.60 per mile. The average
cost of labor erecting the section of fence where wood posts were used
was $0.1576 per rod, or $50.43 per mile. The average cost of stretching
the wire on metal posts was $0.0613 per rod, or $19.62 per mile. The aver-
age cost of stretching the wire on wood posts was $0.0672 per rod, or
$21.50 per mile. From the above it will be noted the cost of setting a
wood post was about 50 per cent, greater than that of setting a metal post,
but that the average cost of erection of fence complete was less where
wood posts were used than where metal posts were used. This was due
to the high cost of setting anchor posts. The metal line posts cost $0,245
each, or $0.3023 in place; the wood posts cost $0.18 each, or $0.2679 in
place. A recent examination of the above metal posts failed to detect any
indication of corrosion, although the wire fencing showed unmistakable
evidence of rust.
498
SIGNS, FENCES AND CROSSINGS.
("G") TABULATION OF INFORMATION IN REGARD TO PAINTING SIGNS
SUBJECT No. 3.
RAILROAD
Atchison, Topeka &
Santa Fe
Atchison, Topeka &
Santa Fe Coast
Lines
Baltimore & Ohio
Bingham & Garfield
Boston & Albany
Boston & Maine
Canadian Pacific
Carolina, Clinch-
field & Ohio
Chicago, Milwaukee
& St. Paul
Chicago & Eastern
Illinois
Chicago & North-
western
Chicago Great
Western
Chicago, Burlington
& Quincy
Chicago Junction
Chicago, Rock Is-
land & Pacific
Delaware, Lacka
wanna & Western
Duluth, Missabe
& Northern
El Paso & South
western
Fort Smith & West-
ern
Fort Worth & Den
ver
Grand Trunk
Describe methods in use on
your road in painting cross-
ing and other signs
Painted by foreman and bridge
gang on hand car
Burn off old paint if necessary
and repaint
Painter with material on speeder
paints all except station signs
Send men over road to repaint
Large signs repainted in place,
small ones replaced by new
one, old ones repainted in shop
Two men on car paint ground
followed in two days by men
on lettering
One gang paints ground, another
gang does lettering
Use 2 velocipedes, 2 men cars,
one to paint, one to letter
Foreman and two or three men
go over line on hand or motor
Sometimes painted in shop,
otherwise painted on ground
by paint gang
Work done by means of ladders
Paint gang. 3 men go ahead
and apply 1st coat. 2 men go
over and apply 2nd coat
Repainted by Div. gangs
Repainting done by painter fore-
man when necessary
Two men go over road on veloci-
pede car to repaint all signs
Give one coat white paint relet-
ter with black. Work done in
the field
Four men with car replace old
signs with new and to shop for
painting and repairing
Send 4 me:, on 2 velocipedes
over road one day apart to re-
paint and reletter
Have never repainted any
Repainted by paint gang when
necessary. Repaired by bridge
gang
Gang which paints buildings
also paints signs between sta-
tions
Do you use
stencils in re-
painting in-
scriptions?
Use stencils for
outline, brush
for finish
Yes, where ne-
cessary to re-
move old let
ters
Yes except sta-
tion and cast
iron with
raised letters
No
Yes
When necessary
No
Yes
No
In most cases
Yes
No
No
No
Yes
No
Yes
Yes
Yes
Yes
What kind of paint
do you use on wood
signs?
Sherwin-Williams
White lead, raw oil
and turpentine, two
coats
White lead for back-
ground, lamp black
for letters
White lead in oil.
Long's prepared
steel Gondola Black
N.Y.C. standard
White, G. Black
paint as fol.: 7# I. b.
2qt. lin. oil, 1 qt. dr.
White lead and lamp
black with pigment
for color
White lead, raw lin-
seed oil. Lamp
black for letters
White lead in oil j pt.
turpentine to gallon
White lead and lin-
seed oil with pig-
ment for color
White lead in oil and
lamp black
White lead aluminum
and lamp black
White lead for all
white. Black car-
riage for lettering
White lead and oil
background. Lamp
black letters
No particular brand
White lead, turpen-
tine and Japan.
Lamp black in oil
for letters
White lead and lamp
black
Best grade of oil and
lead paints
Lead and oil
First class lead and
oil
White lead in oil.
Drop black for let-
tering
What kind of paint
do you use on metal
signs?
Have no metal signs
1st coat red lead, oil
and drier. Two
coats white lead, oil
and turpentine
Black carbon for
ground. White lead
for letters
Have no metal signs
1st coat red load,
Other coats, white,
G. or lamp black,
oil and drier
1st coat red lead.
Other coats stand-
ard colors
Bridge black for
ground, white lead
for letters.
1st coat red lead;
other coats white
lead
Lead and oil for 1st
coat. Varnish for
second coat
White lead in oil and
lamp black. Bridge
paint
White lead aluminum
and lamp black
Carboxide for letter-
ing. Yellow box car
paint for background
White lead and oil.
Lamp black and oil
No particular brand
Enamel paint
White lead and lamp
black
Have no metal sigHS
Lead and oil
Have no metal signs
SIGNS, FENCES AND CROSSINGS.
499
C'G") TABULATION OF INFORMATION IN REGARD TO PAINTING SIGNS.
SUBJECT No. 3.
Give specifications of
each
How often do you
repaint your
( rive cost
Labor Material
Do you white-
wash cattle-
guard wins
fences?
Give specifica-
tions and meth-
ods employed
Do you use
cold water
paint on
c. g. wing
fences?
If so state
kinds and
how a p -
plied
833# w. I. 417# zinc
fi() gal. lin. oil and 2
gals Japan drier
C. P. specifications
100 lbs. white lead,
10 gal. oil and 2J pts
turpentine
White lead and oil
with pigment for
color. Com. paint
White lead, oil and
turp., Japan drier
8 lbs. w. l.,3qts. l.o.
1 qt turpentine, 1 lb
l.b., 1 qt.l.o.J pt.tur
For bridges. Lowe
Bros.
Have none
White lead ground in
oil. Lamp black
ground in oil
Use Illinois Steel Co.
specifications for
their products
No specifications
Every two years
Every 2or3years
Every 3 years
Usually once a
year
When needed
Average once in
3 years
Highway 5 yrs
Other signs 1 to
2 years
Every 2 years
Once a year
Every year in
cities. 5 or 6
yrs. in country
Every 4 or 5 yrs.
Every 2 yrs.
Once a year
No regular peri-
ods
Every 2 years
Every 3 to 4 yrs
Every 2 years
No specified time
to repaint
About every 4
years
.02 sq.ft. .015 sq.ft.
$.70
$.40
$1.25-83.00 $.50-$.00
$1.2542.00 $.20
5.10
$.03
per ft.
No data
$1.00 $.50
$1.25 $.7
No reliable data
No data
Av. $.90 $.1
Some every year, $ 1 . 25
others every 2
years
From 4 to 6 yrs,
No data
Approx.
$2.75 $.71
per mile
No data
$.60
$.40
Sfes
No
Yes
No
Yes
No
Yes
Yes
In a few cases
No
Yes
Yes
No
Have none
Yes
Yes
Yes
No
No
Ve.s
Plain lime and
water
Lime, rock salt
and water
i bu. lime, 2 lbs
salt, 2 lbs. sul
phate of zinc
Lime and salt
Apply, with 8'
brushes
Lime
30# hyd. lime, 5
lbs. rock salt, 1
lb. powd. glue
Gov't spec.
Slaked lime and
waterapph with
brush
Kelley Inland
lime. Applied
with brushes
1 bu. lime, 1 lb
alum., 3 lbs. of
grease, water
Yes
No
No
Yes
No
Asbes tos
fireproof
water pt
brushes
Yes
Yes
A q u o 1
cold wa-
ter pt.;
ap. with
brushes
No
No
No
No
No
No
No
No
Yes
A p. with
brushes
Yes
. Gov't
spec.
No
500
SIGNS, FENCES AND CROSSINGS.
("G") TABULATION OF INFORMATION IN REGARD TO PAINTING SIGNS.
SUBJECT No. 3.
RAILROAD
Great Northern
Gulf, Colorado &
& Santa Fe
Gulf & Ship Island
Hocking Valley
Hudson& Manhattan
Illinois Central
International&Great
Northern
Jacksonville Ter-
minal
Kanawha & Michi-
gan
Kansas City Ter-
minal
Lake Erie & West-
ern
Lake Shore Electric
Lehigh Valley
Long Island
Louisville & Nash
ville
Maine Central
Mississippi Central
Missouri & North
Arkansas
Nashville, Chatta
nooga & St. Louis
New Orleans Great
Northern
New York Central
& Hudson River
New York Central
Lines
New York, New
Haven A Hartford
Describe methods in use on
your road in painting cross-
ing and other signs .
Track signs in place by 2 men.
Bad order signs replaced by
section men
Two men on velocipede paint
signs for 25 miles. Two men
on velocipede follow to letter
Renew outright
Small gang of painters go over
road on speeders
No signs used
Two men on velocipede repaint
ground, followed by two men
on velocipede stenciling black
Replace old signs with new ones
and ship old ones to be re-
painted
No method being used yet
Painters go over road on speed
ers
Not enough information to
report
Three or four men on hand or
motor car paint ground. Two
follow later to apply letters
Go over system with four paint-
ers on special car
Signs repainted once a year —
spring or fall
Send men on hand cars with
material and ladders to cover
entire division
Send men over line to paint
signs when they need it
Crossing signs removed painted
in shops. Other signs in place
All roadway signs shipped to
shops for repairs and repainting
Repaired by one or two men on
hand speeders
Arms of crossing signs in shop
Other signs repainted in place
by carpenter gangs
Painters go over road on motor
cars
Painted in place by crew of
painters
Use hand car and four men
Painted by roadway depart-
ment painters
Do you use
stencils in re-
painting in-
scriptions?
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
No
Yes
Usually
Yea
Yes
Yes
Yes
Yes
Yes
In some cases
What kind of paint
do you use on wood
signs?
White lead and lamp
black
White lead and lin-
seed, oil
White lead and oil
black graphite
White lead and oil
lamp black in oil or
Japan for letters
Sherwin & Williams
White lead in oil for
ground, black paint
for letters
Target white paste
thinned with § oil
and J turpentine
Sherwin & Williams
Co. sign board white
and sign bd. black
White lead and oil
standard black #19
sta.signs gr.smalts.
White lead and oil
White lead paint with
pigment to give de-
sired color
Billings & Chapin
High gloss white and
marine black
White lead in oil
White lead and box
car red
White lead in oil for
ground. Lamp black
in oil, letters
White lead
Oil paints
First coat white lead
and oil. Second coat
80% lead, 20% zinc
Lead, oil and dryer
in proper proportions
What kind of paint
do you use on metal
signs?
White lead and lamp
black
Have no metal signs
White lead and oil,
black graphite
White lead, lamp
black on ground.
Graph or r.l. in shop
Have no metal signs
White lead in oil for
ground, black paint
for letters
White lead thinned
with i oil and J tur-
pentine
Carbonizing coating
White lead and oil
standard black let-
ters
Have no metal signs
We use wood _ signs
almost exclusively
Billings & Chapin's
high gloss white and
marine black
Have no metal signs
Heath & Milligan
#131 and target red.
Cabenamel for green
1st coat red lead, 2nd
and 3rd coats white
lead both in oil
Oil paints
First coat red lead.
Second and third
coats same as wood
Lead, oil and dryer
in proper proportions
SIGNS, FENCES AND CROSSINGS.
501
("G") TABULATION OF INFORMATION IN REGARD TO PAINTING SIGNS.
SUBJECT No. 3.
Give specifications of
each
How often do you
repaint your
signs?
Give cost
Labor Material
Do you white-
wash cattle
guard wing
fences?
Give specifica-
tions and meth-
ods employed
Do you use
cold water
paint on
c. g. wing
fences?
If so state
kinds and
how ap-
plied
No standard
White lead, brown
mineral for body,
lamp black letters
Have no specifica-
tions
Lead, linseed oil and
the necessary drier
Standard white lead
Standard black paint
Paint mixed and ap-
plied according to
condition of sign
Commercial paints
Patterson-Sargeant
black L. V. standard
white lead in kegs
No specifications.
Use good lead and
oil
Have no special spe-
cifications
White field, black
letters
Lead, linseed oil and
turpentine
White lead 20 lbs.,
oil 1 gal. Red lead
23 lbs., oil 1 gal.
Lead, oil and drier as
per specifications #26
and 28
Once a year
From one to five
yrs. depending
on locality
Once a year
Highway and sta-
5 yrs. Br. No.
every year
Once a year
Once a year
Wood 6-8 years,
metal every 2-3
years
Everv 3 years
Once a year
No stated time
Repaint when
needed
Every 3 or 4 yrs.
Every 2 years
When necessary
No stated period
Every 3 years
Most signs once a
year
Every 5 years
When necessary,
depending on
conditions
$2.5Q $.75
to to
$6.00 $1.50
No data
$.80
1.90
$200.00 $145.00
$1.00 $.50
per mile
$70.00 $13.00
on 200 miles
No definite data
No data
Data not available
$.25
$.53
Foreman $85 mo.
Painters $2.50 day
No data
$.50 $.15
Approx.
$.75-$3.00 $.10-$67
$1.35} $.42
No
Yes
Yes
Yes
Yes
Yes
Yes
No
No
Yes
No
No fixed rule.
Do not deem
expp justified
Yes
No
No
Yes
No
Yes
No
Yes
Gov't spec.
Whitewash ap-
plied by section
men
1 barrel lime, 1
shovel salt, lj
pints fish glue
Use hyd. lime,
salt and glue
Lime and water
applied with
brush
1 bu. lime, i lb.
glue and 2 lbs.
salt
No specifications
prepared
1 pt. coal tar, 2
qts. salt, 1 bu.
lime and water
1 bu. lime, 2 qts.
salt. Apply
with brush
Lime and water
applied with br.
Gov. specifica-
tions
No
No
No
No
No
No
No
No
No
No
No
No
Use carbon
proof bl'k
No
No
No
No
No
Use
creosote
stain
502
SIGNS, FENCES AND CROSSINGS.
("G") TABULATION OP INFORMATION IN REGARD TO PAINTING SIGNS.
SUBJECT No. 3.
RAILROAD
Northern Pacific
Ponnsvlvania
Pennsylvania Linos
Philadelphia &
Reading
Pittsburgh & Lake
Erie
Public Service
Queen & Crescent
Richmond, Freder-
icksburg & Poto-
mac
St. Louis & Ban
Francisco
Seaboard
Southern
Sunset Central
Temiskaming &
Northern Ontario
Toledo & Ohio Cen-
tral
Vandalia
Wabash, Pittsburgh
Terminal
Washington Ter-
minal
Describe methods in use on
your road in painting cross-
ing and other signs .
General repairing done by regu-
lar paint gang, otherwise by
crew of three men
Repainted by crew on speeders
Inscriptions painted afterward
Four to six men on speeder paint
ground. Two men two days
later stencil lines, etc.
Iron signs arc repainted in place,
wood signs in the shops
Usually paint them in the field
White lead and raw linseed oil
and dryer
Men are sent over road each fall
to clean and repaint track signs
Send men over road on car
Painters go over road on gaso
line cars, painting ground. Re
turn and do lettering
Two men go over line on veloci
pede car and apply white coat
Two days later stencil lettcrson
Three or four men in camp or
hand car apply 1st coat. Let
tering done a few days later
Repainted by painter on veloci
pede, followed two days later
by sign painter
Work done by paint gang under
directions of bridge and build-
ing master
Repainted by roadway painters
while doing other road work
No definite system. Men go
over line on hand car and paint
signs, small stations, etc.
Only use metal trespass sign
with raised letters
Do you use
stencils in re-
painting in-
scriptions?
No
Yes
Yes
Wood signs per-
forated pat-
tern painted
bv hand
Not generally
Yes
Yes
Yes
Yes
Yes
Yes
Yes
In general we
do not
Yes
Yes
No
What kind of paint
do you use on wood
signs?
White lead in oil,
lamp black in oi
add 20% Japan
White lead and oil
with pigment for
proper coloring
Generally, white lead
and lamp black.
Some graphite paint
used
Three coats white
lead cut in with lamp
black and smalts
Gloss white, lamp
black and oil for
black
White lead, raw lin-
seed oil and dryer
White lead in oil for
background, lamp
black letters
White lead and lin-
seed oil with pig-
ment for color
White lead, oil, tur-
pen. Lamp black,
turp. and varnish
White lead for back-
ground, lamp black
for letters
White paint for gr.,
black paint for let
ters
Sherwin- William!
lamp black. R. R
Co.'s standard white
#204
Sherwin-Williams
orMarlin-Senourpre
pared paints
White lead and oil
with pigment for
color
Red, yellow, green,
and black
White lead and oil,
lamp black and oil
Do not have any
What kind of paint
do you use on metal
signs?
Lamp black 55%,
white lead 4.7 '
Linseed oil and dry-
ers
White lead and oil
with pigment for
proper coloring
White lead and lamp
black. Some graph-
ite paint used
Lamp black for body
and white lead for
letters
Gloss whiteand metal
black bridge paint
First coat red lead,
second coat white
lead. Black letters
White lead in oil and
lamp black in oil
White lead, oil and
turp. Lamp black,
turp. and varnish
Have no metal signs
White paint for gr.,
black paint for let-
ters
S.-W. Target white.
Drop black enamel
R.R.Co.'s210&14A
Have no metal signs
White lead and oil
with pigment
Red, yellow, irreen,
and black
White lead and oil,
[amp black and oil
Commercial
SIGNS, FENCES AND CROSSINGS.
503
("G") TABULATION OF INFORMATION IN REGARD TO PAINTING SIGNS.
SUBJECT No. 3.
Give specifications of
each
How often do you
repaint your
signs?
Give cost
Labor Material
Do you white-
wash cattle-
guard wing
fences?
Give specifica-
tions and meth-
ods employed
Do you use
cold water
paint on
c. g. wing
fences?
If so state
kinds and
how ap-
plied
Pigment 15% by wt.,
linseed oil 75% by
wt., min. oil 5%,
vol. matter 5%
No standard specifi-
cations
15 to 17 lbs. white
lead to gal. of paint,
lamp black for black
Lamp black, linseed
oil and Japan, white
lead, oil and Japan
Paintgroundtwocoats
white. Letters blk.
100 lbs. w. 1., 3 gal. 1.
o. 1 pt.drier.J lb.l.b.
1 gal. 1. o., i pt. drier
Use commercial w. 1
paint
White lead 30%, lin-
seed oil 30%
Eng. vermillion, Ma-
sury's chrome, Mari-
scllcs gr.& Japan bl.
Have none
No specifications
Main line every 2
yrs., branch lines
when needed
Every 1 to 2 yrs
Once a year
Iron signs every
2 yrs., wood sgs
every 5 years
Every 2 years
Every 3 years
Once a year
Once a year
Every 2 years
Once a year
Every 2 years
Every 3 years
No stated time
Once a year
Once a year
Every 1-5 yrs.
Every 2 years
No data
Av. $.60
$.50
Iron $.30
Wood $.45
$1.50
$.40
$.12
$.25
>.'J()
Eastern Div.
$2.90 $1.45
per mile
$4.50 $1.00
per day
$1.30 $.57
per mile
$.15-$.70 $.08-$J
No data
$81)7.21 $393.43
Year 1912
No data
Yes, advisabil-
ity of painting
being con
sidered
In some cases
Yes
No cat. guards
No
No
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
No
Do not have
any
% bu. lime, 1 pk.
salt, 3 lbs. rice,
i lb. whiting
1 qt. fresh lime,
1 pt. Bait. Add
water 1J gal.
Govt. spec.
Use ordinary
lime and water
i bu. lime, 1 pk.
salt, 3 lbs. rice,
jlb.whit.,llb.gl.
Lime and water
withsmall quan-
tity of salt
Method left to
section foreman
li gal. salt to 10
gallons slaked
lime
No
No
No
No
No
No
No
No
No
No
No
No
No
No
504 SIGNS, FENCES AND CROSSINGS.
DETAILED COST DATA — METAL POSTS.
Labor.
Handling material 12 hrs. at $0.1
25 hrs. at .16
Setting 9 steel end posts in concrete. .22 hrs. at
44 hrs. at
Driving and tamping 279 line posts. 32 hrs. at
64 hrs. at
$ 6.16
16.00
Total cost of setting posts $33-T6
Average cost of setting end posts 1.22
Average cost of setting line posts 0.0573
Average cost per rod 0.1184
Stretching wire — 4,620 ft. — 280 rods. 34 hrs. at $0.18 $ 6.12
69 hrs. at .16 11.04
— 17.16
Average cost of stretching wire per rod $ 0.0613
Average cost of erection complete per rod 0.18
Material.
9 No. 10 7-ft. steel end posts at $1.62 $1458
279 No. 16 7-ft. steel line posts at 0.245 68.36
4,620 ft. (280 rods) No. 9 wire fence at 0.31 86.80
i*4 bbls. cement at 1.25 1.56
.60 cu. yd. sand at 0.40 0.24
1. 15 cu. yd. stone at 0.55 0.64
Total cost of material $172.18
Average cost of material per rod 0.615
Average cost of labor and material per rod 0.705
Detailed Cost Data — Wood Posts.
Labor.
Digging holes and setting 288 posts. .45 hrs. at $0.18 $ 8.10
92 hrs. at .16 14.72
Handling material 5 hrs. at .18 0.90
10 hrs. at .16 1.60
$22.82
2.50
Total cost of setting posts $2532
Average cost of setting line posts 0.0879
Average cost per rod 0.0004
Stretching wire — 4,620 ft. — 280 rods.37 hrs. at $0.18 $ 6.66
76 hrs. at .16 12.16
$18.82
Average cost stretching wire per rod 0.0672
Average cost erecting fence per rod 0.T576
SIGNS, FENCES AND CROSSINGS.
505
Material.
288 7-ft. chestnut posts at $0.18 $ 51-84
4,620 ft. (280 rods) No. 9 wire fence at .31 per rod 86.80
30 lbs. 1 J4-in. staples at .0375 1.13
Total cost of material $13977
Average cost per rod 0.50
Average cost of labor and material per rod 0.6576
In the report submitted by this Committee in 1912, reference was
made to some test fences that were erected at the Carnegie Institute Sep-
tember 23-26, 1908. These fences were removed, however, before the
tests were completed and before information of a definite character could
be obtained. Your Committee, however, recently secured the results of
some tests made in May, 1912, about three years and seven months after
the fences were erected, which may be of interest.
Seven samples were tested, six of which were of basic open-hearth
steel, the seventh Bessemer steel. In five of the samples of basic open-
hearth steel, the galvanizing was wiped off by a mechanical device, as the
wires came from the zinc vat, leaving only a smooth coating of zinc. The
sixth sample was not wiped, but was allowed to retain all the zinc that
would adhere to the wires as they came from the vat. The galvanizing on
the Bessemer sample was wiped off by same method that was used on the
five samples of basic open-hearth steel. The following statement gives the
result of the examination and analysis of May 2, 1912 :
Sample
No.
Material
Galvanizing
Analysis
C.
S.
P.
Mn.
Remarks
8122
Basic open-
hearth steel.
Galvanizing
wiped off by
mechanical
device.
.06
.013
.016
.37
All wires were badly rusted
and easily peeled off. No
galvanizing left on the
wires.
S121
Basic open-
hearth steM
Galvanizing
wiped off by
mechanical
device.
.05
.018
.018
.24
About 5 per cent, of galvan-
izing in good condition
Wires beginning to peel off
in a good many places.
8120
Basic open-
hearth steel.
Galvanizing
wiped off by
mechanijcal
device.
. 05
.010
run
.16
About 80 per cent, of galvan-
izing in good condition.
Where rust had started
there was no tendency to
peel off.
8119
Basic open-
hearth steel
Galvanizing
wiped off by
mechanical
device.
.04
.014
014
.07
About 00 per cent, of galvan-
izing good. Two wires
badly rusted Six wires
in good condition.
8118
Basic open-
hearth steel.
Galvanizing
wiped off by
mer h an ieal
device.
.05
.014
.014
.12
All wires in good _ condi-
tion. Just beginning to
show rust in spots.
506
SIGNS, FENCES AND CROSSINGS.
Sample
No.
Material
Galvanizing
Analysis
C.
S.
P.
Mn.
Remarks
CI
Basic open-
hearth steel.
Galvanizing
not wiped off.
All allowed to
remain that
would stick.
.66
.028
.016
.84
All wires in good condition.
No rust spots.
Bess.
Sample
Bessemer
steel
Galvanizing
wiped off by
device.
.09
.045
.092
.55
All wires in very bad con-
dition. Galvanizing com-
pletely gone. Badly scaled.
The analyses of the first five samples (Nos. 8122-8118) of basic open-
hearth steel differed but little in the percentages of carbon, sulphur and
phosphorus, but varied greatly in the percentage of manganese. The sixth
sample, CI, showed a high percentage of carbon and manganese with
double the amount of sulphur found in the other samples, the phosphorus
remaining about the same. The seventh, or Bessemer steel sample, showed
a comparatively low percentage of carbon, but a high percentage of the
other elements.
These tests would seem to indicate that the presence of manganese
in large quantities in fence wire tends to facilitate oxidation with the con-
sequent destruction of the galvanizing. They also show the value of heavy
zinc coatings in retarding oxidation, even when the percentage of carbon,
sulphur and manganese is high, and that basic open-hearth steel low in
manganese is superior to Bessemer steel of the composition above noted
for fence wire.
The following tests of samples of electrically welded wire fencing
give some information on elastic limit and tensile strength of No. 9 wire :
Regular.
Top wire — Diameter 0.147 Elastic limit 950 lbs.
Tensile strength 1,200 lbs.
Intermediate wire — Diameter 0.149. • • Elastic limit 910 lbs.
Tensile strength 1,100 lbs.
Bottom wire — Diameter 0.149 Elastic limit 900 lbs.
Tensile strength 1,100 lbs.
Weld pulled apart at 332 lbs.
Weld sheared at 650 lbs., 660 lbs., 680 lbs. and 690 lbs.
Failed on fourth dip.
Special Annealed.
Top wire — Diameter 0.150 Elastic limit 060 lbs.
Tensile strength 1,400 lbs.
Intermediate wire— Diameter 0.151 Elastic limit 980 lbs.
Tensile strength 1,330 lbs.
Bottom wire — Diameter 0.151 Elastic limit 968 lbs.
Tensile strength i,37o lbs.
SIGNS, FENCES AND CROSSINGS. 507
Weld pulled apart at 460 lbs.
Weld sheared at 580 lbs., 580 lbs., 590 lbs., and 620 lbs.
Failed on fourth dip.
Last year your Committee made a special effort to secure copies of
the laws and rulings of Public Utilities Commissions relating to the erec-
tion and maintenance of crossing signs, also copies of laws relating to
trespassing on railroad and private property in the various states and
territories and the Dominion of Canada. The laws relating to crossing
signs were obtained for thirty-two states and the Dominion of Canada,
and advice from four states having no laws bearing upon the subject.
These laws may be found in Appendix A, Vol. 15, page 883 (last year's
report).
Laws relating to trespassing were secured for 28 states and the
Dominion of Canada, and may be found in Appendix B, Vol. 15, page 892
(last year's report). Synopses of these laws are given on pp. 867 and
878 of the above report.
Synopses of laws relating to crossing signs received since last year's
report are given below :
California — Has no statute prescribing the method of protecting
highway crossings and the Railroad Commission has not made any ruling
regarding character of sign, lettering, etc.
Idaho — Has no statute prescribing form of crossing sign or style of
lettering.
Montana — Has no statute or ruling with respect to kind or character
of crossing sign, wording or style of lettering.
Nevada — There are no statutes requiring any particular method of
protecting highway crossings ; is within the province of the Railroad Com-
mission, but no orders have been issued.
Utah — Utah has no statute on the subject and has no Railroad Com-
mission.
Vermont — Warning boards of such description as to meet the ap-
proval of the Public Service Commissioners must be maintained at all pub-
lic highway grade crossings.
Wyoming — There are no statutes or rulings in regard to protection
of road crossings by warning signs. Wyoming has no Public Utility or
Railroad Commissions.
Synopses of laws relative to trespassing received since last year's re-
port are given below :
California — Statute requires railroad right-of-way to be fenced. Tres-
passers are only liable for damage done. The act of trespass is a civil
wrong. (No crime.)
Idaho — Has no statute with reference to trespassing on railroad right-
of-way.
Montana — Has no statute regarding trespass on railroad property.
Nevada — There is no statute in effect relating to trespass on railroad
property in Nevada.
New Hampshirf. — Statute forbids entering upon railroad property
when properly posted, and no right is to be implied from use or custom
however long continued.
Utah — Has no statute regarding trespass on railroad right-of-way.
Wyoming— Has no tresspass law applicable to railroad property.
508 SIGNS, FENCES AND CROSSINGS.
CONCLUSIONS.
SUBJECT NO. I.
(i) Concrete is a practical, economical and satisfactory material for
the more simple forms of signs of small or moderate size.
(2) Metal is a practical, economical and satisfactory material for
the more complicated forms of signs of medium size.
(3) Wood is the most economical and satisfactory material for the
larger forms of signs, particularly where timber is plentiful and cheap.
SUBJECT no. 2.
(1) Concrete is a practical, economical and satisfactory material for
fence posts, where suitable timber is scarce and expensive.
(2) The use of metal fence posts has not as yet covered a sufficient
period to demonstrate their practical and economical qualities for that
purpose.
(3) Wood is the most economical and satisfactory material for fence
posts in localities where timber is plentiful and cheap.
subject no. 3.
(1) The most practical method of repainting signs is to send paint
gangs with material and equipment over the road on speeders or motor
cars.
(2) White lead and linseed oil with pigments for proper coloring and
lamp black and linseed oil for lettering are the most practical and satis-
factory paints for both wood and metal signs.
RECOMMENDATIONS.
(1) In view of the variation in design of concrete, metal and wood
signs, and the consequent variation in cost, and also the comparatively
short time that concrete has been used for signs, your Committee finds
itself unable to present a complete report this year. It therefore recom-
mends that the material collected be accepted as information and that the
subject be reassigned for next year to permit a further study of the vari-
ous designs received with a view to making definite recommendations for
standards to meet countrywide conditions.
(2) As both concrete and metal fence posts have been in use but a
few years and their durability is still considerably in doubt, your Commit-
tee is unable to present any definite information as to their relative
economies as compared with wood. From a careful analysis of the in-
formation received relative to concrete and wood posts, it finds that where
suitable timber is plentiful and cheap there is no economy in the use of
concrete unless its life should prove much longer than now estimated.
It therefore recommends that further consideration of this phase of the
subject be deferred until more definite information can be secured on both
concrete and metal posts.
SIGNS, FENCES AND CROSSINGS. 509
(3) The following specification for whitewash for cattle-guard wing
fences is recommended :
Take half a bushel of unslaketl lime, shake it with boiling water, cover
during the process to keep in steam, strain the liquid through a fine sieve
or strainer, and add to it a peck of salt, previously dissolved in warm
water, three pounds ground rice boiled to a thin paste and stirred in while
hot, half a pound of Spanish whiting, and one pound clean glue, previ-
ously dissolved by soaking in cold water and then hanging over a slow
fire in a small pot hung in a larger one filled with water. Add five gal-
lons hot water to the mixture, stir well and let it stand a few days, cov-
ered from dirt. It should be applied hot, for which purpose it can be
kept in a kettle or portable furnace.
A pint of this mixture, if properly applied, will cover one square yard,
and will be almost as serviceable as paint for wood, brick or stone, and is
much cheaper than the cheapest paint.
Respectfully submitted,
COMMITTEE ON SIGNS, FENCES AND CROSSINGS.
Appendix A.
PAINT SPECIFICATIONS.
NEW YORK, NEW HAVEN & HARTFORD RAILROAD COMPANY.
This specification contemplates a first-class paint in all respects, and
in those particulars where no specific requirements are given (quality of
pigments and tinting material, details of manufacture, etc.) the paints
must conform to the best accepted practice.
1. The paint is desired mixed ready for application.
2. The paint must consist solely of oil, drier and pigment, in proper
proportions by weight.
3. The volatile matter, including moisture, must not exceed 5 per
cent., by weight of the paint, for Nos. 26, 27, 29 and 31, and 10 per cent.
for Nos. 28 and 30.
4. The oil must be pure linseed oil.
5. The drier must be free from benzine and rosin.
6. The pigment must be so finely ground that when mixed with oil
and rubbed on glass under a spatula, no feeling of grittiness shall be
apparent.
7. The shade of the oaint must conform strictly to the Railroad
Company's Standard.
8. Paint must dry so that it may be second-coated without difficulty
after twenty-four hours.
9. Paint will be inspected on arrival at destination. If it is found
not to meet the requirements given above, the shipment represented will
be rejected. The manufacturer must pay freight charges both ways on
rejected material returned to him.
Consistency of Pigments by Weight.
No. 26 — Station Canopy Color.
Sublimed or basic sulphate of lead 70 per cent.
Hydrated carbonate of lead 20 per cent.
Silica, not more than 10 per cent.
No. 27 — Station, Outside Body.
Base white 98 per cent.
Coloring matter (Chrome Yellow and Black) 2 per cent.
The base to consist approximately of :
Hydrated carbonate of lead 60 per cent.
Zinc Oxide 30 per cent.
Silica 10 per cent.
No. 28 — Stations, House and Roof.
Black, not less than 18 per cent.
Coloring matter (French Ochre and Chrome Yellow) 82 per cent.
No. 2Q — Station Sash and YVainscoating.
White Base 70 per cent.
Coloring matter (Chrome Yellow, French Ochre and Black). .30 per cent.
The base to consist approximately of :
Hydrated carbonate of lead 60 per cent.
Zinc Oxide 30 per cent.
Silica 10 per cent.
510
SIGNS, FENCES AND CROSSINGS. 511
No. 30 — Bridge.
Black, not less than 35 per cent.
Coloring matter (French Ochre and Chrome Yellow) 65 per cent.
No. 31 — Inside Body, Station.
White Base 99 Per cent.
Coloring matter (Chrome Yellow and Prussian Blue) 1 per cent.
The base to consist approximately of :
Hydrated carbonate of lead 60 per cent.
Zinc Oxide 30 per cent.
Silica 10 per cent.
No. 32 — Red Lead.
For First and Second Coats, Structural Work.
This specification contemplates a first-class article in every respect :
1. Pigment is to be furnished in dry state.
2. Pigment to consist of pure red lead as Pb304.
' 3. The pigment must be so finely ground that when _ mixed with
oil and rubbed on glass under a spatula, no feeling of grittiness shall
be apparent.
4. The shade of the paint must conform strictly to the standard.
5. Paint will be inspected on arrival at destination. If it is found
not to meet the requirements given above, the shipment represented will
be rejected. The manufacturer must pay freight charges both ways on
rejected material returned to him.
Information as to Mixing and Handling Red Lead.
For first coat on structural work, use red lead and oil in proper
proportions with raw linseed oil.
For second coat, add to the above mixture a sufficient amount of
lamp black to change shade.
As paint made with red lead settles rapidly, same is to be made up
in small lots only and should not be in excess of amount required for
immediate use.
During application of the paint, contents of the pail is to be kept
well mixed by frequent stirring.
SUNSET CENTRAL LINKS.
No. 204 — Signs, Etc.
Pigment 66 per cent.
Vehicle 34 Per cent.
The paint shall weigh 15^4 lbs. per gallon with an allowable variation
of 2 ozs. either way.
The pigment consists of : •
White Lead ?>3lA per cent.
Zinc Oxide 33*3 per cent.
Tnert material 33^ per cent.
The vehicle shall consist of pure raw Unseed oil, pure turpentine and
japan.
No. 13-A.
Pigment 20 per cent.
Vehicle 80 per cent.
The paint shall weigh 8-)4 lbs. per gallon, with an allowable variation
of 2 ozs. per gallon either way.
512 SIGNS, FENCES AND CROSSINGS.
The pigment consists of:
Red Lead 10 per cent.
Lamp Black 50 per cent.
Inert material 40 per cent.
The lamp black shall be pure, containing at least 99 per cent, pure
carbon.
The vehicle shall consist of pure raw linseed oil, pure turpentine and
japan. The volatile constituents shall not exceed 3 per cent, by weight
of the paint.
No. 210.
Pigment 44 per cent.
Vehicle 56 per cent.
The paint shall weigh 12% lbs. per gallon, with an allowable varia-
tion of 2 ozs. either way.
The pigment consists of:
White Lead 50 per cent.
Zinc Oxide • • 50 per cent.
The vehicle consists of varnish, turpentine and drier.
The varnish shall be a long oil, hard gum, outside wearing body
varnish.
The paint shall dry on glass within 24 hrs. at a temperature of 70
degrees Fahrenheit.
No. 14-A.
Pigment 15 per cent.
Vehicle 85 per cent.
The enamel shall weigh 8^2 lbs. per gallon, with an allowable varia-
tion of 2 ozs. either way.
The pigment is pure dense bone black, containing at least 10 per cent,
carbon, the balance consisting chiefly of calcium phosphate.
The vehicle shall consist of:
Varnish 50 per cent.
Japan Drier • • 35 Per cent.
Linseed Oil 15 per cent.
The varnish shall be a long oil, hard gum product, reduced with
pure spirits of turpentine.
The enamel, when spread upon a clean piece of glass, shall dry
within 12 hrs. at a temperature of 70 degrees Fahrenheit.
CANADIAN PACIFIC RAILWAY COMPANY.
Standard Paint Specifications.
1. Proposals. — Proposals under, this specification shall be price per
net pound, which shall include cost of package.
2. Fineness. — Fineness of pigment and covering power will receive
special consideration, and comparison of fineness shall be made in the
following manner: The paint having been first brought to a temperature of
about 70 degrees Fahrenheit and then thoroughly stirred up, a single drop
will be allowed to fall upon a horizontal clean sheet of glass. The glass
will then be placed in a vertical position for one hour, at the expiration
of which no separation of pigment from vehicle should be noticeable.
If the paint be too thick for a drop to run down the glass a distance of
3 in. in one hour, it shall be thinned with linseed oil to the necessary
consistency for testing.
SIGNS, FENCES AND CROSSINGS. 513
3. Drying. — -Paint will not be accepted, the ordinary coating of which,
when spread on glass, dries dustproof in less than 10 hours or more
than 14 hours when kept at 70 degrees Fahrenheit.
4. Consistency. — The paint should be of a proper working con-
sistency, not too heavy to be brushed out without additional thinning,
not thin enough to cause it to run, and must cover wood or iron surfaces
thoroughly with two coats.
5. Color and Shade. — Color and shade shall conform to the C. P.
Ry. Standard Color Card as numbered.
6. Packages. — Packages must be plainly marked with the color num-
ber, gross and net weight of same, and the net contents in imperial
gallons.
7. Inspection. — The Company's inspectors shall have free entry to
all parts of the works, be permitted to take what samples they may
consider necessary for test purposes, and shall have all reasonable facili-
ties afforded to satisfy them that the paint is being made in accordance
with this specification.
Shipments will be subject to tests at all times, and any failing to
meet the requirements of this specification shall be returned to the ship-
per, who will pay freight both ways.
Inspections will be made by this Company's Consulting Chemist, and
his decision as to the conformity or non-conformity of the material to
the terms of this specification shall be final.
8. Guarantee. — The Manufacturers will be required to guarantee
that if the paint furnished by them cracks, flakes or powders within two
years of date of application, they will furnish sufficient additional paint,
free of charge, to repaint the work.
9. Composition. — The composition and other requirements with refer-
ence to the color numbers shall be as follows :
No. 40 — Green Shingle Dip.
Pigment. — Chrome Green: — This must be a light gravity chrome
green, made on a base of whiting, and must contain not less than 35
per cent, of chemically pure chrome green (composed of pure chrome
yellow and Prussian blue). Ordinary chrome greens, made on a barytes
base, are too heavy and. remain caked at the bottom, owing partly to
the light specific gravity of the vehicle and the nature of the same.
I' chicle. — Creosote Oil 50 per cent.
Boiled Linseed Oil 30 per cent.
Benzine 20 per cent.
Note. — The creosote oil must be free from precipitated salts.
No. 41 — Brown Shingle Dip.
Pigment. — Burnt umber.
Burnt Turkey umber of good quality and finely ground is desired.
Vehicle. — Creosote Oil 50 per cent.
Boiled Linseed Oil 30 per cent.
Benzine .* 20 per cent.
Note. — The creosote oil must be free from precipitated salts.
No. 42 — Use two coats over Primer No. 48.
Pigment. — Pure White Lead (Basic Carbonate of Lead).... 50 per cent.
Zinc Oxide, containing not more than 20 per cent.
Sublimed White Lead (Lead Sulphate) about... 48 per cent.
Coloring matter (must consist of Chrome Green,
Chrome Yellow, Yellow Ochre, Lamp Black or
any suitable mixture of these to produce the re-
quired shade) about 2 per cent.
514 SIGNS, FENCES AND CROSSINGS.
Vehicle. — Raw Linseed Oil 40 to 45 per cent.
Boiled Linseed Oil 40 to 45 per cent.
Spirits of Turpentine 5 to 7 per cent.
Turpentine Drier 8 to 10 per cent.
No. 43 — Use two coats on Primer No. 48.
Pigment. — Lamp Black 48 per cent.
Pure Chrome Green 12 per cent.
Barytes • • 40 per cent.
Vehicle. — Raw Linseed Oil 20 per cent.
Boiled Linseed Oil 60 per cent.
Turpentine Drier 15 per cent.
Spirits of Turpentine 5 per cent.
Note. — The pure Chrome Green in Color No. 43 is what is also com-
mercially known as Chrome Green or Permanent Green and is a mechanical
mixture of Prussian Blue (Fe3 Cyl2) and Chrome Yellow, precipitated on
an inert base barytes.
No. 44 — Use two coats over one coat of Galvanized Iron Primer No. 47.
Pigment. — Pure White Lead 50 per cent.
Zinc Oxide 47 per cent, (about)
Coloring matter (Lamp Black or Graphite,
and, if necessary to match shade, a little
Prussian Blue) 2 or 3 per cent, (about )
Vehicle. — Raw Linseed Oil 40 to 45 per cent.
Boiled Linseed Oil 45 to 45 per cent.
Turpentine Drier 8 to 10 per cent.
Spirits of Turpentine 5 to 7 per cent.
No. 45 — Use two coats over one coat of Primer No. 48.
Pigment. — Pure White Lead 40 per cent.
Zinc Oxide • • 40 per cent.
Yellow Ochre 15 per cent.
Chrome Green 5 per cent.
Lamp Black Trace
J 'chicle. — Raw Linseed Oil 40 per cent.
Boiled Linseed Oil 45 per cent.
Turpentine Drier 10 per cent.
Spirits of Turpentine 5 per cent.
Note. — The Zinc Oxide may contain not more than 20 per cent.
Sublimed Lead (Lead Sulphate).
No. 46 — Use two coats over Primer No.. 48.
Pigment.— Red Oxide of Iron 50 per cent.
Whiting . . ". 50 per cent.
Vehicle— Raw Linseed Oil 20 per cent.
Boiled Linseed Oil 60 per cent.
Turpentine Drier 15 per cent.
Spirits of Turpentine 5 per cent.
Note. — On account of the fact that Red Oxide of Iron (Fe203) is so
strong and permanent a pigment, an absolutely pure Oxide will not be
insisted upon. No other coloring matter than natural Red Oxide of
Iron will be permitted in Color No. 46, however ; and it must be finely
ground.
SIGNS, FENCES AND CROSSINGS. 515
No. 47 — Galvanized Iron Primer, first coat.
Pigment. — Pure White Lead 50 per cent.
Zinc Oxide 48 per cent, (about )
Coloring matter (Lamp Black or Graphite,
and, if necessary to match shade, a little
Prussian Blue) 1 or 2 per cent, (about)
Vehicle. — Raw Linseed Oil 40 to 45 per cent.
Boiled Linseed Oil 40 to 45 per cent.
Turpentine Drier 10 to 12 per cent.
Spirits of Turpentine 3 to 5 per cent.
Note. — The color being a primer for Galvanized Iron, the drier has
been increased. Such surfaces make rather slow driers.
No. 48 — Special Primer for first coat on wood.
Pigment . — Yellow Ochre 75 to 80 per cent.
Pure White Lead 20 to 25 per cent.
Chrome Yellow 1 to 3 per cent.
Vehicle. — Raw Linseed Oil 20 to 25 per cent
Boiled Linseed Oil 55 to 60 per cent.
Turpentine Drier 12 to 15 per cent.
Spirits of Turpentine 5 to 8 per cent.
Note. — The Yellow Ochre used must be the best quality obtainable
and free from grit.
No. 49 — For Radiators and Steam Pipes.
Pigment. — Chemically Pure Aluminum Powder (as finely
ground as possible) 100 per cent.
Vehicle. — Quick Drying Varnish 15 to 25 per cent.
Liquid Drier or Japan 30 to 40 per cent.
Benzine 40 to 50 per cent.
Note. — This paint must dry in less than two hours.
No. 50 — Use two coats over Primer No. 48.
Pigment. — Pure White Lead (Basic Carbonate of Lead) 50 per cent.
Zinc Oxide, containing not more than 20 per cent.
Sublimed White Lead (Lead Sulphate) about. . . .48 per cent.
Coloring matter (must consist of Chrome Green,
Chrome Yellow, Yellow Ochre, Lamp Black or
any suitable mixture of these to produce the re-
quired shade) about 2 per cent.
Vehicle. — Raw Linseed Oil 40 to 45 per cent.
Boiled Linseed Oil 40 to 45 per cent.
Turpentine Drier 8 to 10 per cent.
Spirits of Turpentine 5 to 7 per cent.
No. 51 — Use two coats over Primer No. 48.
Primer.— Yellow Ochre 70 to 80 per cent.
Pure White Lead 20 to 25 per cent.
Raw Turkey Umber, Lamp Black or other
suitable coloring matter 1 to 3 per cent.
Vehicle. — Raw Linseed Oil 40 to 45 per cent.
Boiled Linseed Oil 40 to 45 per cent.
Turpentine Drier 8 to 10 per cent.
Spirits of Turpentine 5 to 7 per cent.
516 SIGNS, FENCES AND CROSSINGS.
No. 52 — Use two coats over Primer No. 48.
Pigment. — Pure White Lead (Basic Carbonate of Lead) 50 per cent.
Zinc Oxide, containing not more than 20 per cent.
Sublimed White Lead (Lead Sulphate) about... 48 per cent.
Coloring matter (must consist of Chrome Yellow,
Yellow Ochre, Lamp Black or any suitable mix-
ture of these to produce the required shade)
about 2 per cent.
Vehicle. — Raw Linseed Oil 40 to 45 per cent.
Boiled Linseed Oil 40 to 45 per cent.
Turpentine Drier 8 to 10 per cent.
Spirits of Turpentine 5 to 7 per cent.
1
No. 53 — Signal Red.
Pigment. — Alizarine Red 45 per cent.
Orange Material 20 per cent.
Whiting 35 per cent.
Vehicle. — Raw Linseed Oil 30 per cent.
Coach Grinding Japan 35 per cent.
Spirits of Turpentine 35 per cent.
Note. — Paranitraniline Red will not be accepted instead of Alizarine
Red.
No. 54 — Signal Yellow.
Pigment. — Pure Chrome Yellow to match Standard Shade.
Vehicle. — Raw Linseed Oil 30 per cent.
Coach Grinding Japan 35 per cent.
Spirits of Turpentine 35 per cent.
No. 55 — Signal Green.
Pigment. — Chrome Green (containing not less than 35 per cent, pure
Chrome Green, composed of pure Chrome Yellow and pure
Prussian Blue) to match the Standard Shade.
Vehicle. — Raw Linseed Oil 30 per cent.
Coach Grinding Japan 35 per cent.
Spirits of Turpentine 35 per cent.
Note on Signal Colors. — These should all dry "flat" in a few hours
and be ready for varnishing.
No. 58.
Pigment. — White Lead 70 to 75 per cent.
Zinc White 20 to 25 per cent.
Inorganic coloring, not exceeding 5 per cent.
Vehicle.— Raw Linseed Oil, not less than 82 per cent.
Drier (in accordance with C. P. R. Specifica-
tions), not exceeding 10 per cent.
Turpentine 5 to 8 per cent.
The paint must dry, ready for second coating at ordinary temperature,
in 8 hours.
Bridge Paint.
Pigment. — Graphite, natural or artificial, containing not less
than 75 per cent. Graphite Carbon, entirely free
from superadded pigment or adulterant 100 per cent.
Vehicle. — Boiled Linseed Oil, of the best quality, thor-
oughly settled 90 to 95 per cent.
Turpentine Drier, best quality 5 to 10 per cent.
Spirits of Turpentine 3 to 8 per cent.
SIGNS, FENCES AND CROSSINGS. 517
NORTHERN PACIFIC RAILWAY COMPANY.
M-123 — Black Paint for Steel Car Work.
1. The proportion of pigment and liquid to be as follows : Pigment,
15 per cent, by weight. Linseed oil and driers, 75 per cent, by weight.
Mineral oil, not volatile at 212 degrees Fahrenheit, 5 per cent, by weight.
Volatile matter at or below 212 degrees Fahrenheit, 5 per cent, by weight.
2. The pigment to consist of: Lamp black, 55 per cent, by weight.
White lead, 45 per cent, by weight. A variation of not more than 2 per
cent, either way in either constituent being allowed, and should the
variation exceed 2 per cent, the paint will be rejected.
3. The lamp black and white lead must be pure and of good quality
and free from admixtures of other materials. The japan must be of
such a kind that the paint will dry over night under average conditions
of weather so that it may be second-coated without difficulty. The paint,
as specified, must be ready for spreading when received, and must be so
well ground, and the material used of such a kind that it will spread well
under fair usage in the hands of the painter.
4. All rejected paint will be returned at the manufacturer's expense.
ST. LOUIS & SAN FRANCISCO RAILROAD.
107-A — Standard Outside Building Body Color.
1. All specifications covering this material of previous date are
hereby annulled.
2. This paint is for outside use on depots, section houses and sta-
tion buildings and must be furnished in a form ready for use and must
be properly prepared, using materials in the proportions shown. A 2 per
cent, variation will be allowed when such variation does not produce
injurious results in the finished product. The paint must cover properly,
work freely under the brush and must not liver or curdle, and the pig-
ments must remain in suspension.
3. The paint desired is of the following composition and shall con-
sist of nothing else, with the exceptions noted below :
Pigment (by weight) 50 per cent.
Vehicle (by weight) 50 per cent.
Composition of Pigment by Weight.
Oxide of Iron (Sesqui-oxide), not less than 35 per cent.
Inert material, not more than 65 per cent.
Composition of the Vehicle by Weight.
Raw Linseed Oil 90 per cent.
Turpentine Drier 10 per cent.
4. Adulteration with Barytes, caustic substance, Aniline or coloring
matter will not be permitted. It is desired that only such inert material
be used as occurs in nature with Oxide of Iron, and it is desired that a
natural Oxide of Iron be used, bearing not less than 35 per cent. Sesqui-
oxide of Iron. In such instances it may be necessary to add inert ma-
terial to obtain the proper shade. This should be of the same character
as occurs in nature with Oxide of Iron. Where Calcium Sulphate is
present, it must be fully hydrated and not constitute more than 50 per
cent, of the pigment. It must be the original ingredient and not added
to the paint.
5. The vehicle shall consist of raw linseed oil and turpentine drier,
which must conform to this Company's Standard Specifications.
6. The pigments in the paint must be so finely ground that when a
drop of paint as furnished is placed on a piece of glass placed in a
vertical position, there shall be no separation of the vehicle and pigment
at any time during the drying at a temperature of 70 degrees Fahrenheit.
Appendix B.
WHITEWASH SPECIFICATIONS.
ST. LOUIS & SAN FRANCISCO RAILROAD COMPANY.
(Recipe of the Quartermaster's Department, United States Army.)
Take half a bushel of unslaked lime, slake it with boiling water,
cover during the process to keep in steam, strain the liquid through a
fine sieve or strainer, and add to it a peck of salt, previously dissolved in
warm water, three pounds ground rice boiled to a thin paste and stirred
in while hot, half a pound of Spanish whiting, and one pound clean
glue, previously dissolved by soaking in cold water and then hanging over
a slow fire in a small pot hung in a larger one filled with water. Add
five gallons hot water to the mixture, stir well and let it stand a few
days covered from dirt. It should be applied hot, for which purpose it
can be kept in a kettle or portable furnace.
A pint of this mixture, if properly applied, will cover one square
yard, and will be almost as serviceable as paint for wood, brick or stone,
and is much cheaper than the cheapest paint.
CANADIAN PACIFIC RAILWAY COMPANY.
Pour water over fresh burnt lime and stir it in liquid form until
thoroughly slaked, dissolve and add separately to each half bushel of
lime two pounds of coarse salt and two pounds sulphate of zinc (white
vitriol).
The quantity of water used shall be sufficient to bring the mixture to
the consistency of thick paint.
Whitewash will adhere better if it is put on while it is still hot from
slaking and should be prepared in as small lots as practicable. The
addition of a small quantity of ultramarine blue will overcome any
tendency for the wash to turn yellow.
CHICAGO GREAT WESTERN RAILROAD COMPANY.
One sack hydrated lime, 80 lbs. ; 5 lbs. rock salt ; 1 lb. powdered glue.
Mixing: Dissolve salt in water; dissolve powdered glue; slake_ lime
and let it stand until cold; then mix salt and glue together; thin it out
with water until it becomes as thick as thin paint. If put on too heavy,
it will peel off. Do not mix all together before they are all dissolved
and lime is slaked. The lime will burn up the glue and the wash will
not stick. One coat.
ILLINOIS CENTRAL RAILROAD.
I barrel white lime.
1 track shovel heaped with common salt.
iY2 pints fish glue.
Add the salt while lime is slaking; add the fish glue while cooling.
There are many ways of going about a big job of whitewashing, but,
after trying many, the following has proven the most rapid: Slake the
lime the night before and put the "putty" back in the original lime
barrel. The work is done with laborers from two hand cars to carry
enough material to go from one town to another, using oil barrels to
reduce the mixture and depending on creeks or wells for water. A
barrel of lime usually makes 50 to 100 gallons of whitewash, except on
new fences, when the material must be made heavier.
518
SIGNS, FENCES AND CROSSINGS. 519
7. This paint must dry in a satisfactory manner in not more than
twelve (12) hours with a good oil gloss and be firm and elastic, and the
color of the paint when dry must conform to this Company's Standard
Shade and be permanent.
8. This paint will be inspected at the point of manufacture. One
or more samples will be taken at random from the various packages
offered and subjected to physical and chemical tests, and the entire lot
will be rejected or accepted upon the results of these tests.
9. If the Engineer of Tests, however, prefers to inspect and test
this material after it reaches its destination, the manufacturer will be
notified by him to ship it with the understanding that if it fails to meet
the requirements of these specifications it will be rejected and returned
to him, the shipper paying freight charges both ways.
10. The Engineer of Tests reserves the right to be present at the
grinding of the paint, if he so desires, and to inspect the ingredients going
into the paint.
REPORT OF COMMITTEE III- ON TIES.
L. A. Downs, Chairman; G. W. Merrell, V ice-Chairman;
C. C. Albright, W. J. Burton,
W. A. Clark, S. B. Clement,
E. D. Jackson, E. P. Laird,
F. R. Layng, E. R. Lewis,
J. B. Myers, J. V. Neubert,
R. J. Parker, J. G. Shillinger,
H. S. Wilgus, Louis Yager,
Committee.
To the Members of the American Railway Engineering Association:
The following subjects were assigned your Committee by the Board
of Direction :
(a) Make critical examination of the subject-matter in the Manual,
and submit definite recommendations for changes.
(i) Continue study of the effect of design of tie-plates and track
spikes on the durability of cross-ties.
(2) Continue study on economy in track labor and material affected
through the use of treated compared with untreated cross-
ties.
(3) Continue study of metal, composite and concrete cross-ties.
building up a history of same.
(4) Investigate and report on the future timber supply for ties.
(5) Report on the distribution and care of cross-ties.
The work was divided into Sub-Committees as follows:
(1) R. J. Parker, Chairman;
W. J. Burton,
C. C. Albright.
(2) E. R. Lewis, Chairman ;
W. A. Clark,
Louis Yager.
(3) F. R. Layng, Chairman .
J. B. Myers,
G. W. Merrell.
(4) E. D. Jackson, Chairman ;
S. B. Clement,
E. C. Young,
E. P. Laird.
(5) FT. S. Wilgus, Chairman;
J. G. Shillinger,
J. V. Neubert.
Sub-Committees (1) and (4) have not completed the investigations
and the subjects will not be reported on this year.
521
522 TIES.
(a) REVISION OF MANUAL.
DEFINITIONS.
Half-Round Tie — A slabbed tie having greater width on lower than on
upper face.
Pole Tie — A tie made from a tree of such size that not more than one
tie can be made from a section ; hewed or sawed on two parallel
faces.
Slab Tie — A tie made from the first or outside cut of a log.
Slabbed Tie — A tie sawed on the faces only.
additional definitions.
Composite Tie — A tie the essential parts of which are composed of two
or more materials.
Concrete Tie — A tie the essential parts of which are composed of con-
crete, plain or reinforced.
Cull Tie — A tie which does not conform to the specifications.
Head Block — A member or members of a set used to support the switch-
point operating mechanism.
Intermediate Tie — Any tie used between joint ties.
Joint Tie — A tie used under a rail joint.
Steel Tie — A tie the essential parts of which are composed of steel.
Substitute Tie — Any tie other than a wood tie.
Switch Tie — tie of a set used to support a turnout.
Treated Tie — A tie which has been subjected to a process designed to
protect it from decay.
conservation of timber supply.
(i) The use of treated ties wherever practicable is recommended.
(2) Ties should be protected against failure from mechanical wear
by means of tie-plates and screw spikes.
(2) STUDY ON ECONOMY IN TRACK LABOR AND MATERIAL
EFFECTED THROUGH THE USE OF TREATED COM-
PARED WITH UNTREATED CROSS-TIES.
The Committee has reported in last year's Proceedings as fully, it
is believed, as is possible at present on the comparative cost and life of
treated and untreated ties.
Various experiments with ties are being made which will in future
furnish valuable data on the subject.
In order that the sources and extent of these records and the probable
approximate dates of availability may be known to the Association, cir-
culars were sent to officers of one hundred railway companies, of which
TIES. 523
thirty-one replied that their companies have under way or consideration
records of tie life and cost. These companies are :
Arizona Eastern.
Atchison, Topeka & Santa Fe.
Atlantic Coast Line.
Boston & Albany.
Canadian Pacific.
Central of New Jersey.
Chesapeake & Ohio.
Chicago, Burlington & Quincy.
Chicago, Milwaukee & St. Paul.
Chicago & Eastern Illinois.
Cincinnati Northern.
Duluth & Iron Range.
El Paso & Southwestern.
Grand Rapids & Indiana.
Grand Trunk.
Illinois Central.
International & Great Northern.
Lehigh Valley.
Long Island.
Michigan Central.
Missouri Pacific.
New York, New Haven & Hartford.
Norfolk Southern.
Northern Pacific.
Pennsylvania Lines.
Pittsburgh & Lake Erie.
Rock Island Lines.
St. Louis Southwestern.
Southern Pacific.
St. Louis & San Francisco.
It is known to the Committee that the following railroads also have
experiments under way :
Lake Shore & Michigan Southern.
Baltimore & Ohio.
Buffalo, Rochester & Pittsburgh.
Galveston, Harrisburg & San Antonio.
Chicago & Northwestern.
Georiga.
Mexican Central.
Union Pacific.
Queen & Crescent.
Oregon-Washington Railway & Navigation Co.
It is evident from the replies received that there are wide differ-
ences in the manner in which tests of tie life are being made,
as well as in the way in which the records of the tests are kept by dif-
ferent railway companies.
It is therefore suggested that standards of tie-life tests and of tie
records be adopted by this Association, in order that the greatest pos-
sible benefit be derived from future experiments along these lines.
In 1918 it is estimated that the Association may with profit again take
up this subject, with a view to tabulating information which will then
524 TIES.
probably be available. It is deemed advisable for the intending tie user
in each individual case to calculate comparative costs of treated and un-
treated ties on the basis of the formulas presented by the Committee on
page 741, Vol. 15, Proceedings of this Association.
Your Committee recommends for adoption and publication in the
Manual :
ECONOMIC COMPARISON OF RAILROAD TIES OF DIFFERENT MATERIALS.
Except in isolated cases, ultimate economy in labor and material re-
sults from the use of properly treated ties, as compared with untreated
ties.
The economy of any tie of known price and life may be determined
by the following formulas :
Given :
C = First cost of tie in place;
(?= Amount at compound interest which will produce
interest equalling first cost of tie, during life of tie ;
R = Rate of interest;
n = Life of tie in years;
/ = Interest on first cost.
Required — Total capitalization of tie :
C(i+R)n
= C + 0=
d+R)n_I (l)
Given :
C = First cost of tie in place;
R = Rate of interest;
I = Interest on first cost ;
A = Amount at compound interest which will provide
for renewal at end of life of tie.
Required — Total annual cost:
/ = CR
CR
A = -.
(l+R)n_I
Total annual cost =
/4_A_ CRQ + R)".
y + A-(l + R)n-I
Given :
R = Rate of interest
C = Cost of tie of n years life
0= Cost of tie of n1 years life
Tie costs are equivalent when the capitalization or annual costs
are equal, or
C(i+R)n (i + R)"1— 1
C = X (3)
(i + R)n— 1 (i + R)nl
TIES. 525
(3) USE OF METAL, COMPOSITE AND CONCRETE TIES.
During the year the Sub-Committee assigned to report on the use of
metal, composite and concrete ties inspected substitute ties on the follow-
ing roads : Bessemer & Lake Erie, Pennsylvania Railroad, Pennsylvania
Lines (Northwest System), Pittsburgh & Lake Erie and Union Railroad
of Pittsburgh. They have also taken up with each railroad on which
substitute ties have been used the question of a report for this year, and
the replies received are given below.
Atchison, Topeka & Santa Fe Railway:
Baird Steel Ties, Newton, Kan., Vol. 15, page 747.
Carnegie Steel Ties, Newton, Kan., Vol. 15, page 747.
Universal Steel Ties, Florence, Kan., Vol. 15, page* 749.
R. J. Parker, General Superintendent : "Nothing new to report. Ties
mentioned in last year's report still in."
Baltimore & Ohio Railroad:
Metal Tie Co. — Cast Steel Tie. Martinsburg, W. Va., Vol. 11, page
891.
J. B. Myers, District Engineer : "Fifty cast steel ties manufactured
by the Metal Tie Co. were installed in eastbound main track March, 1909.
A recent examination showed the ties in very fair condition. The wooden
blocks, however, have had to be renewed on account of splitting. This
renewal was made about a year ago. Screw spikes and screw spike tie-
plates are in use. The track seems to hold to good line and surface,
although the expense of maintenance is probably greater than with the
ordinary tie, on account of the depth to which it is necessary to go in
order to surface."
Bessemer & Lake Erie Railroad:
Since this Company first started to use the I-beam tie in 1904,
1,012,939 of the M-21 Section (8-in. base) have been purchased and at the
present time approximately 87 per cent, of the main line between North
Bessemer and Conneaut Harbor, a distance of 141 miles, is laid with
these ties. Of this 141 miles, 130 miles is double track and 8.9 miles
is two single track lines. These ties continue to give satisfaction, nothing
having developed in the ten years they have been in that would indicate
that the tie is not a practical substitute for the wood tie.
In 1908 a number of tie were carefully weighed separately, the actual
weight was stamped with a steel stamp on each tie and put in the track
at various points. In 1914, just six years later, 30 of these ties were
taken out and reweighed after being given a thorough cleaning. The
following is the result :
Original weight of 30 ties 5,213 lbs.
Present weight of 30 ties • . . . .4,912 lbs.
Loss in six years 301 lbs.
Loss per year 50 lbs.
Loss per tie per year 1.6 lbs.
526
TIES.
Fig. i.
TIES.
527
In June, 1914, 3,200 ties of a heavier design were installed in our south-
bound track one mile south of Hartstown, Pa. The design of this tie
is as is shown in the report of the Tie Committee, Vol. 15, page 756, and
is the same as is installed at Atglen, Pa., on the Pennsylvania Railroad.
The ties near Hartstown were laid under new 100-lb. A.R.A. Type B
rail, spaced 20 to a 33-ft. rail, and ballasted with screened slag. The ties
are not insulated. This tie is known as Carnegie Steel Company Section
M-28 and weighs 27.75 lbs. per ft., making the weight per tie only 8 ft.
6 in. long, 235.9 lbs. The fastenings weigh 33.4 lbs., so that the weight
complete is 269.3 lbs.
A comparison of the detail dimensions of this tie and the M-21 tie
which is the section of which we have over a million, is made below.
Weight Area Width of Flange
Section Depth. Per Ft. Section. Top. Bottom. Web.
M-21 5.5 21.2 lbs. 5.9 4.5 in. 8 in. ft in.
M-28 6.5 27.75 lbs. 8.18 5 in. 10 in. % in.
Weight Tie
Only 8 ft.,
6 in. long.
181 lbs.
236 lbs.
Fig. 1 gives in detail the angle bar used on these ties.
Fig. 2 illustrates a piece of finished steel tie track near Hartstown,
Pa. The ties in the track to the left of the picture are the heavy section
with 10-in. base.
10 in. Ties 8 in. Ties
Fig. 2. — Bessemer & Lake Erie Railroad, near Hartstown, Pa.
528 TIES.
Buffalo, Rochester & Pittsburgh Railway:
Carnegie Steel Ties, Colden, N. Y. — E. F. Robinson, Chief Engineer :
"There is no change in Carnegie steel ties at Colden, N. Y., other than
that in October those ties which were not insulated have been provided
with insulation in order to take care of automatic signals. The method
is shown in Fig. 3. There are 1,500 of these ties and they were installed
in 1905."
Chicago & Alton Railroad:
Simplex Steel Tie, Chicago, 111., Vol. 14, page 745. — H. T. Douglas,
Chief Engineer : "Nothing to add to former report other than the fact
that these ties have had an additional year's service and continue to give
excellent satisfaction."
Chicago, Burlington & Quincy Railroad:
Universal Steel Ties, Chicago, 111., Vol. 15, page 751. — No report
this year.
Cleveland, Cincinnati, Chicago & St. Louis Railway:
Carnegie Steel Tie, Greensburg, Ind. — C. A. Paquette, Chief Engi-
neer Maintenance of Way: "There is no additional information to give.
I reported last year that these ties were giving first-class service. They
are still doing so. We have not used any other substitute ties, nor do
we contemplate the installation of any in the near future."
Cornwall & Lebanon Railroad:
Snyder Steel Ties, Mt. Gretna, Pa. — A. D. Smith, President and
General Superintendent: "With reference to the 150 Snyder steel ties
installed in our track near Mt. Gretna, Pa., would say that these ties are
in about the same condition as when I last wrote you. There has been
no further disintegration of the filling and my impression is that the
only result of this has been to loosen the mass from the steel shell, so
that when a tie is drawn from under the rails the filling would be left
on the roadbed practically intact. There has been no further expulsion
of the filling from the open ends. As the shells are therefore well filled
with the material there is no indication of a bending of the top table of
the steel shell. Our trackmen occasionally have to tighten a bolt in these
ties, but not very often."
Duluth & Iron Range Railroad:
Carnegie Steel Ties. — W. A. Clark, Chief Engineer : "Two thousand
M-21 ties were put in main track in 1905. The exact weight when installed
is not known, but the calculated weight was 157.6 lbs., although it is pos-
sible the ties weighed about 167 lbs. when new. Three ties were removed
October, 1913, and the weights were 158^2, 162, i62lA lbs." Mr. Clark says
that after being in gravel ballast eight years under an exceedingly heavy
tonnage it is apparent that the loss of weight has been small, and their
appearance does not indicate much corrosion. There are a few pits, but
no very deep ones.
TIES.
529
Fig. 3.
530 TIES.
Duluth, Missabe & Northern Railway:
Carnegie Steel Ties, Duluth and Proctor, Minn. — H. L. Dresser,
Chief Engineer: "I do not know of anything I could say in addition to
the former letter which I gave you in regard to these ties, except to state
that we are still just as well pleased with the service these ties are giving
us as we were at that time, as they cause us so little trouble. Of course,
we have to do some little surfacing of the track, but there is no spike
lining to be done and no ties to renew, as we have needed to take none
of these ties out yet, and I see no reason why we should need to take
them out for years to come. They are evidently just as good as the day
they were put in the track. * * * Our people are very much pleased
with the service these ties are giving us."
Elgin, Joliet & Eastern Railway:
Bates Tie, Whiting, Ind., Vol. 14, page 750. — Carnegie Steel Ties,
various locations. — A. Montzheimer, Chief Engineer: "In addition to the
steel ties used, 1907-1912 inclusive, as covered by my letter of November 2,
1912, wish to advise that in 1913 we put in 494 sets of steel switch-ties
and in 1914, 85 sets of steel switch-ties. In 1913 we used 1,638 steel cross-
ties and in 1914 240 steel cross-ties. We have 160 sets of steel switch-ties
on hand which will be put in track next year. In every case where we put
in steel switch-ties we are putting in new gravel ballast, as we find that
the old ballast contains considerable cinders, which, of course, is very
hard on steel ties.
"The 62 Bates concrete ties we have in at Whiting are still in sen-
ice and are apparently in as good condition as when first placed. They
are certainly holding up in good shape."
Florida East Coast Railway:
Perctval Concrete Ties, St. Augustine, Florida. — E. Ben Carter,
Superintendent Maintenance of Way : "Installed in March, 1906, 16 Per-
cival concrete ties in main line at St. Augustine. They are under 70-lb.
A.S.C.E. rail. Twenty-four trains pass over them daily. They are in
sand ballast The 16 ties are under one rail. No defects have developed.
The examination made of them shows that they are in good condition
in all respects. The fastenings are holding well and have never been
touched since they were put on. The cushion between the bottom of the
rail and tie is made of gumwood and has never been changed. The present
shape of the ties between the rails is a "V" and they do not hold up well
in our sand, but if the ties were flat-bottomed, the same as other ties,
I think they would."
Galveston, Harrisburg & San Antonio Railroad:
Perctval Concrete Ties, Vol. 11, page 894. — G. S. Waid, Assistant
General Manager. (Test No. 1, Edgewater, Texas.) Interspersed with
ordinary ties. These ties were installed October 22, 1906. A derailment
on Test No. 1 broke three ties, which were replaced by cypress ties. This
same derailment disfigured 14 other ties. January 28, 1908, the defaced ties
TIr :
were replaced, bat the three removed after the wreck were not replaced,
thus reducing the number of ties in the track from 50 to 47. It may be
well to add that this derailment did not occur on the concrete ties, but
r.izzir.zi :r. ::; :.e = is.i :he :tr=:!t: :ir ~\r. :r.:: :r.e ;:r::e:e :.ef
Since date of replacement and up to Jury 1, 1014, ten ties have broken
and hare been replaced with cypress ties. Ac inspection Jury, 1914, snows
as follows : All wooden cushions are badly cracked and must be removed.
5e er. :.es :r:7-:e: ir. : ::;'-:tr. _r.:er ri;. 5.:: :: e.r7: i:re~ s;7-:e;
broken off. All failures are under rail; no noticeable cracks in center
of ties.
(Test No. 2, Edgewater, Texas.) Ties laid out of face. An inspection
Jury, 1914, shows as follows: All wood cushions badly cracked 5
cushions entirely rotten. All are to be renewed. Three ties broken
.r.ier 71. .-.'.'. ::.'..•:;• :r. .:.:.: : es 7'r.e :r.e :.e re::— e: if hiv^g
been renev ear was an error, as none of the original ties were
::::; :
Bayou Sale, La. — This test is made up of Peroral Concrete 7 a
7in.by8j£in.by8ft The detail L-138, page 3, shows 76 concrete ties.
--■'-:'.e 1:: :.'.'.;•■ :r.ere ire :•: : : ; :'.:e '.r.: : e; 'r. i:\r.z eer. .r^::e: i::e:
chart was made All ties are sound and in good condition, no cracks
except in one tie. All wood cushions are cracked with grain of wood.
Due to practice of damping cinders on this track, the majority of wood
:u5':::r? i't ':: — :
rz ::'-.:<:: 7i.' . .r i: :.:
Ihterkattoxal Sttfi jlumbos, Ohio. — Wm. Michel, Chief
z.-r.-zi: Tr.e :::r.:.:'. :: : ;; :~e e: .'. r. ::.e :r::'-:
i:- 7. - ■ : 7: - : ::
rAOTTlTT 5:izi 7:ii l:ri:- Jr..:— 7 • V.'i:er— ir. I.-g.zee:
"We have used 10,000 steel ties, M-21 section (8-in. base), during the
last year. We are now using M-28 section (10-in. base) for steel switch-
ties. This is a heavier section and is giving better results."
New York Central & Hudson River RaBromi:
s .kl Steel Ties, VoL 13, page 356. — G. W. Yaaghan. Engi-
neer Maintenance of Way: "These tie. silled February 11, 1911.
7 .- : 1 - r - : ? . cr. il 7 e: i — — e r. :
;::i • r. ;7y ; : : e -_.:::" 7 e? ::-: '.; :;e ~. :.ie :i7i5: i~i ire
of no use in high-speed tracks. The wood blocks are now decaying and
will have to be renewed this year."
7: -.-_ : :•■ ; 7:7- . :;
Cakxeqe Steel Ties, Atglen, Pa, VoL is page -5- —The Sub-Com-
~::ee :r;;e::e: 7:e?e :.es r::::e: : ::.- There :s ":::.:; :: r:e"r5:
to report concerning these ties this year.
Mecbubg i Sura Srxn Tie ITiB'iiliM ?: Vol 13 page S4-— He
:.:::: " • — -
532 TIES.
Morgan Steel Ties, Atglen, Pa., Vol. 15, pp. 757-758.— A portion of
these ties have been removed.
Snyder Steel Ties, Derry and Conemaugh, Pa., Vol. 13, page 352. —
No report this year.
Pennsylvania Lines, Northzvest System:
Champion Combination Concrete and Steel Tie, Emsworth, Pa.,
Vol. 15, page 757. — R. Trimble, Chief Engineer Maintenance of Way :
This tie is now known as the National Steel Tie and is manufactured
by the National Steel Tie Co., Harrisburg, Pa. These ties have been
in the track about ten months and all are still in good condition. The
cost of maintenance has been about the same as the cost of maintenance
for an equal number of wood ties. The traffic passing over these ties
the last year has averaged about 70 trains per day, about 60 being pas-
senger trains and 10 freight trains.
Reigler Concrete Steel Ties, Emsworth, Pa., Vol. 11, page 893. —
Fifteen of these ties were placed in westbound main passenger track, just
west of Emsworth, Pa., May 9, 1908, where they have been subjected
to heavy traffic. All of the ties are still in good condition and giving
satisfactory service, with no apparent depreciation. They have now been
in the track six and one-half years. The action of these ties under traffic
shows that there is considerably less deflection of the track than the
adjacent wood tie track. No separate records of cost of maintenance have
been kept. The opinion of the Supervisor is that much less work is
required for both line and surface than for wood ties. An average traffic
of about 70 trains per day passes over this track, about 60 being passenger
trains and 10 freight trains.
Rohm Steel Ties, Sewickley, Pa., Vol. 13, page 355. — Twelve of these
ties were installed in our eastbound freight track just east of Chestnut
Street, Sewickley, Pa., on June 15, 1910, and have now been in the track
about four years and four months. Three of these ties have been re-
moved from the track because of the failure of the wedges to keep the
clamps tight. They will be put back again as soon as new wedges are
received. It is necessary to tighten the wedges about once a month. As
these ties are spaced alternately between wooden ties, it is impossible to
keep any record of the cost of maintaining surface and line, but it is
thought that they require about the same amount of surfacing as wood
ties, and a little more work than wood ties to keep in line. The hollow
triangles have been filled with cinders and considerable rust has taken
place.
Pennsylvania Lines, Southwest System:
Kimball Concrete Tie, Vol. 14, page 760. — W. C. dishing, Chief
Engineer Maintenance of Way: "On October 14, 1913, we reported that
the only concrete tie in our track which was standing up under traffic
was one Kimball tie. At present, the tie is cracked at one end, and it
will probably be necessary to remove it in a short time."
TIES. 533
Pittsburgh & Lake Erie Railroad:
Atwood Steel Tie, McKees Rocks, Pa., Vol. 12, page 379.— J- A.
Atwood, Chief Engineer : "This is not a concrete tie in any proper
sense. The fact that concrete is used as a filler and to keep the two
portions of the steel tie in alignment and to gage does not constitute this
a concrete tie. A tie is for the purpose of supporting the load transferred
to it through the rails. The concrete filler in this tie is not called upon
to carry this load; the load is carried entirely by the steel portions of
the tie, which are made of ample dimensions for that purpose. The con-
crete in the tie is not subjected to stresses, which concrete ties are called
on to bear. That is the reason that the concrete in the ties in use on the
Pittsburgh & Lake Erie Railroad is still as good as it was five years ago,
when first put into service.
"The five Atwood steel ties are still in our westbound high-speed
track at McKees Rocks, and the tie proper is in as good condition as
ever.
"The rail fastening used on the five ties in question has never been
considered a satisfactory one. The experimental use of these ties was
to determine the ability of the tie itself to stand up under service, and
after five years' service they are as good as new. Some of the character-
istics of this tie are as follows :
"(1) It is a steel tie in which a section of the center of the tie is
removed.
"(2) In order to preserve the alignment and gage of the two steel
portions of the tie, it is filled with reinforced concrete.
"(3) This tie is, therefore, a self-insulated tie, not requiring the use
of perishable insulating fiber.
"(4) The two steel portions, centrally located under the rails, are
of sufficient size and strength to support the wheel loads.
"(5) The function of the reinforced concrete filler is to maintain
gage and alinement of the two steel ends. The concrete is not required to
act as a beam, but to give ample load distributing surface to the ballast,
with a bottom rough enough to prevent slipping in the ballast.
. "(6) The form of* the tie is such that it can easily be tamped, and
by confining the tamping to the steel portions center-bound track is elim-
inated, the steel clearly defining the lines to be tamped."
Brukner Reinforced Concrete Tie, Vol. 13, page 358; Vol. 14, page
761. — No report this year.
Carnegie Steel Tie With Wedge Fastening, at Terminal Station,
Pittsburgh, Vol. 12, page 375. — Six of these ties were put in the track
May, 1908. They are still in.
Carnegie Steel Tie with Bolt and Clip Fastening. — Three thou-
sand of these ties laid August, 1907, in westbound freight track, McKees
Rocks. During the year almost 2,500 of these ties were removed, approxi-
534 TIES.
mately 500 of which can be put back in the track. The remainder, about
2,000, were sold for scrap. A number of the ties failed, some by breaking
of the top table and some by a failure of the web.
International Steel Tie, Glassport, Pa., Vol. 12, page 361. — Twelve
of these ties were put in October 19, 191 1, and they were taken out and
the concrete repaired December, 1912, at which time 20 more were put
in. They are still in the track, but the concrete is again in need of re-
pairs, being cracked and to some extent shattered.
Maxey Steel Tie, Glassport, Pa., (See Fig. 4). — Ten of these ties
were put in a main track at Glassport, Pa., October 10, 1912, on straight
track. The ties are still in the track. This tie is made of cast-steel.
Universal Steel Tie, Terminal Station, Pittsburgh, Pa., Vol. 12, page
356. — One hundred of these ties placed in northbound main track Feb-
ruary, 191 1. They are still in the track.
Pittsburg, Shawmut & Northern Railroad:
Carnegie Steel Ties, installed 1907. — H. S. Wilgus, Engineer Main-
tenance of Way. Following is extract from a report from the Roadmaster :
"Herewith the weights of two steel ties taken from curve 35. One tie
weighed 150 lbs. and the other 145 lbs. (The same two ties were weighed
two years ago.) These ties look to me as if they were failing quite
rapidly of late. The section foreman has taken out and scrapped two
steel ties that buckled in the web under the rail, and I noticed three
or four more in track that web of ties was buckling and the tie prac-
tically scrap. Outside of these a large number are showing signs of start-
ing to buckle under the rail on the low side of the curve. Quite a num-
ber of these steel ties have canted some and the top angle is breaking
down more or less."
Mr. Wilgus adds: "In Vol. 14, page 761, I gave the loss per year
per tie in weight as about 4H lbs. in cinder. These ties have been in serv-
ice seven years. This would make a loss of approximately 31 lbs., which,
subtracted from the approximate original weight of 177 lbs., leaves 146 as
present weight. This 146 lbs. approximates very closely the weight of
each of the ties above given. The buckling of the web and of the flanges
may be due to the ties being spaced too far apart. They were laid about
two feet centers, in cinder ballast, and under 85-lb. A.S.C.E. rail."
Union Railroad, Pittsburgh, Pa.:
Carnegie Steel Ties. — F. R. McFeatters, Superintendent: "During
the year ending June 30, 1914, we placed 46,600 steel cross-ties and 162
sets of steel switch-ties in the track."
Union Pacific Railroad:
Shane Steel Tie, Vol. 15, page 765.— A. F. Vick Roy, Superintendent:
"These ties are still in our track and giving satisfactory service.
I
TIES.
535
IS if
Sj ji
I h II if I
Us
• a
Si- 5
arc
*ii
n £ J
1*1
■*>9 U
si!
I1
li'i
Fig. 4.
536
TIES.
INDEX TO PROCEEDINGS, AMERICAN RAILWAY ENGINEER-
ING ASSOCIATION, SHOWING HISTORY OF METAL,
COMPOSITE AND CONCRETE TIES.
CONCRETE TIES— PLAIN OR REINFORCED
Affleck Pennsylvania Lines
Alfred Pere Marquette
Bates Elgin, Joliet & Eastern
Bates Elgin, Joliet & Eastern
Brukner Pennsylvania Lines (S. W.)
Brukner Pennsylvania Lines (S. W.)
Brukner Pittsburgh & Lake Erie
Brukner Pittsburgh & Lake Erie
Brukner Pittsburgh & Lake Erie
Chenoweth Pennsylvania Lines (S. W.)
Chenoweth Pennsylvania Lines S. W.)
Chenoweth Pennsylvania Lines (S. W.)
Corell Buffalo Creek
Corell Buffalo Creek
Hickey Michigan Central
Keifer Pennsylvania Lines
Kimball Chicago & Alton
Kimball Chicago & Alton
Kimball Chicago & Alton
Kimball Chicago & Alton
Kimball Chicago & Alton
Kimball New York, Chicago & St. Louis
Kimball Pennsylvania Lines (S. W.)
Kimball Pennsylvania Lines (S. W. )
Percival Florida East Coast
Percival Florida East Coast
Percival Galveston, Harrisburg & San Antonio .
Percival Galveston, Harrisburg & San Antonio.
Percival Galveston, Harrisburg & San Antonio .
Percival Galveston, Harrisburg & San Antonio .
Percival Pittsburgh & Lake Erie
Percival Pittsburgh & Lake Erie
.Vol.
COMPOSITE TIES
Atwood Pittsburgh & Lake Erie "
Atwood Pittsburgh & Lake Erie "
Atwood Pittsburgh & Lake Erie *
Atwood Pittsburgh & Lake Erie "
Atwood Pittsburgh & Lake Erie "
Buhrer Chicago Junction "
Buhrer Chicago & Northwestern "
Buhrer Lake Erie & Western "
Buhrer Lake Shore & Michigan Southern "
Buhrer Pennsylvania Lines *
Champion (National) Pennsylvania Lines (N. W.) Vol.
International Hocking Valley "
International Hocking Valley "
International Hocking Valley "
International Pittsburgh & Lake Erie "
International Pittsburgh & Lake Erie "
Israel Cleveland, Cincinnati, Chicago & St. Louis ■
Jennings Baltimore & Ohio "
Mechling & Smith Pennsylvania Railroad "
Mechling & Smith Pennsylvania Railroad *
National (See Champion).
Reigler Pennsylvania Lines (N. W.) "
Reigler Pennsylvania Lines (N. W.) "
Reigler Pennsylvania Lines (N. W.) "
Reigler Pennsylvania Lines (N. W.) "
Simplex Chicago & Alton "
Simplex Chicago & Alton "
Snyder '. Cornwall & Lebanon "
Snyder Cornwall & Lebanon "
Snyder Cornwall & Lebanon "
Snyder Midvale Steel Co "
Snyder Pennsylvania Railroad "
Snyder Pennsylvania Railroad "
Snyder Pennsylvania Railroad "
Snyder Pennsylvania Railroad *
STEEL TIES
Baird Atchison, Topeka & Santa Fe "
Bough ton Baltimore & Ohio "
Carnegie Atchison, Topeka & Santa Fe "
Carnegie Baltimore & Ohio "
Carnegie Baltimore & Ohio "
Carnegie Baltimore & Ohio . . ._ "
Carnegie Bessemer & Lake Erie "
Carnegie Bessemer & Lake Erie *
Carnegie Bessemer & Lake Erie "
Carnegie Bessemer & Lake Erie "
10,
Page 519
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"
519
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16,
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TIES.
537
index.— Continued.
STEEL TIES.
Carnegie Bessemer & Lake Erie "
Carnegie Bessemer & Lake Erie "
Carnegie Boston & Maine "
Carnegie Buffalo, Rochester & Pittsburgh Vol.
Carnegie Buffalo, Rochester & Pittsburgh "
Carnegie Buffalo, Rochester & Pittsburgh "
Carnegie Buffalo, Rochester & Pittsburgh "
Carnegie Buffalo, Rochester & Pittsburgh "
Carnegie Buffalo, Rochester & Pittsburgh "
Carnegie Cleveland, Cincinnati, Chicago & St. Louis "
Carnegie Cleveland, Cincinnati, Chicago & St. Louis "
Carnegie Cleveland, Cincinnati, Chicago &-St. Louis "
Carnegie Cleveland, Cincinnati, Chicago & St. Louis "
Carnegie Cleveland, Cincinnati, Chicago & St. Louis "
Carnegie Delaware & Hudson "
Carnegie Duluth & Iron Range "
Carnegie Duluth & Iron Range "
Carnegie Duluth & Iron Range "
Carnegie Duluth & Iron Range "
Carnegie Duluth & Iron Range "
Carnegie Duluth, Missabe & Northern "
Carnegie Duluth, Missabe & Northern "
Carnegie Duluth, Missabe & Northern "
Carnegie Elgin, Joliet & Eastern "
Carnegie Elgin, Joliet & Eastern "
Carnegie Elgin, Joliet & Eastern "
Carnegie Erie "
Carnegie Erie "
Carnegie Erie "
Carnegie Lake Shore & Michigan Southern "
Carnegie Lake Terminal "
Carnegie Lake Terminal "
Carnegie Lake Terminal "
Carnegie Lake Terminal "
Carnegie Lake Terminal "
Carnegie Lake Champlain & Moriah "
Carnegie Lehigh Valley "
Carnegie Long Island "
Carnegie Long Island "
Carnegie New York Central & Hudson River "
Carnegie New York Central & Hudson River "
Carnegie New York Central & Hudson River "
Carnegie Northern Pacific 8
Carnegie Northern Pacific "
Carnegie Northern Pacific "
Carnegie Pennsylvania Railroad "
Carnegie Pennsylvania Railroad "
Carnegie Pittsburgh & Lake Erie Vol.
Carnegie Pittsburgh & Lake Erie "
Carnegie Pittsburgh & Lake Erie •
Carnegie Pittsburgh & Lake Erie "
Carnegie Pittsburgh & Lake Erie "
Carnegie Pittsburgh & Lake Erie "
Carnegie Pittsburgh, Shawmut & Northern "
Carnegie Pittsburgh, Shawmut & Northern "
Carnegie Pittsburgh, Shawmut & Northern "
Carnegie Pittsburgh, Shawmut & Northern "
Carnegie Pittsburgh, Shawmut & Northern "
Carnegie Union Railroad "
Carnegie Union Railroad "
Carnegie Union Railroad "
Carnegie Union Railroad "
Carnegie Union Railroad "
Carnegie Union Railroad "
Coffman Norfolk & Western "
Hanson Pennsylvania Lines (N.W.) "
Kimball Duluth, Missabe <fe Northern "
Maxey Pittsburgh & Lake Erie "
Metal Tie Co Baltimore & Ohio "
Morgan Pennsylvania Railroad "
Morgan * Pennsylvania Railroad "
McCune Monongahela Connecting "
Rohm Pennsylvania Lines (N.W.) "
Rohm Pennsylvania Lines (N.W.)
Rohm Pennsylvania Lines (N.W.) "
Rohm Pennsylvania Lines (N.W.)
Shane Union Pacific "
Seitz Pennsylvania Lines (N.W.) "
Universal Atchison, Topeka <fe Santa Fe "
Universal Chicago, Burlington & Quincy "
Universal New York Central & Hudson River *
Universal Pennsylvania Lines (N.W.) "
Universal Pennsylvania Lines (N.W.) "
Universal Pennsvlvania Lines (N.W.) ■
Universal Pittsburgh & Lake Erie "
Universal Pittsburgh & Lake Erie "
14,
«
742
16,
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11,
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538 TIES.
(5) DISTRIBUTION AND CARE OF CROSS-TIES.
UNTREATED TIES.
SPOTTING TIES FOR RENEWALS.
On many roads it is necessary for the purchasing agent to have in
the fall an estimate of the number of ties required the next spring for
renewals, but an actual count in the fall comes so close upon the renewals
made in the summer (when all unserviceable ties are supposed to have
been removed) that it is but little better than a guess, because the probable
condition of the ties six to eight months later is, after all, largely con-
jectural— the number counted may overrun or fall short of actual re-
quirements the next spring; and it is an expensive mistake to distribute to
any great extent more ties than are actually needed.
On old roads an estimate based upon the average renewals for a series
of years is more rational than an actual count in the fall, and is sufficiently
close for the purchasing agent. If a few ties are left over as the result
of a liberal allowance on the general yearly average, they will be all the
better for the seasoning they get.
Authorities on timber say that ties should be allowed to season at
least a year before being put into the ground, but generally they are pur-
chased green in the spring and summer. There should therefore be no
money lost if a few ties remained over for another year.
Just before the time for distributing comes, the ties should be in-
spected and record made of the number needed for renewals (i) between
each two telegraph poles, or (2) on each curve and on each tangent.
In the first method the number should be marked with chalk on the
pole which stands in the direction from which the train will come when
distributing; the best plan is to take a short ladder and place the marking
out of reach of mischievous persons.
In the second method the number for each tangent and for each curve
should be recorded in a book and the ties unloaded accordingly.
Another method that is sometimes followed is to drive a stake on
the shoulder temporarily for each ten ties required.
When the ties are unloaded, any one of the three methods will make
it an easy matter to throw off the required number, almost in place.
DISTRIBUTING.
The details of the work of distributing wood ties for renewals vary
considerably with different roads, according to conditions of supply, density
of regular traffic, ideas concerning economical methods, etc. Where the
supply of ties can be bought in the district tributary td the road they are
usually received at the stations or at sidetracks or at other points along
the right-of-way and loaded upon flat cars, to be distributed by the section-
men or by a work-train crew. In some cases the loading of ties is con-
tracted.
In loading ties for long distances, great care should be taken to see
that the car is loaded as far as possible to its capacity.
TIES. 539
If the tics arc received at numerous points more or less uniformly
located, part of the crew can be employed at loading while the remainder
is distributing. If, however, the ties have to be loaded on the line some
distance from the points where they are to be used it is a good plan
to load a long train of cars at one time and sidetrack them at points con-
venient for the work of distribution. This arrangement saves much run-
ning to and fro over the road, for as fast as the ties are unloaded the
empty cars can be set out and loaded cars picked up without running a
considerable distance. A similar method is to have the ties shipped to
the stations and sidetracks in order, beginning at the end of the division
nearest to the point of shipment and setting the cars out in lots according
to the number of ties needed, and then begin the distribution with a work
train and keep it steadily employed until all the ties are laid down.
The distributing crew is sometimes an extra gang or work-train crew
and sometimes it is made up of two or three section crews.
The ties may be received from a foreign road and arrive in irregular
foreign carload lots. In any case, any method of unloading already recited
may be used, bearing in mind, however, that cars must be released as
rapidly as consistent with conditions.
For rapid distribution the ties where possible should be loaded on
flat cars, crosswise, except two under courses at each end. These
courses should be placed lengthwise on the car, each course blocked under
the outer end by a tie placed crosswise, so as to give a pitch toward the
middle of the cars. These slanting courses act as guards to keep the ties
placed crosswise from being jarred or rolled over the end of the car.
If in these slanting courses the two thickest ties of each course are placed
on the outside, they will be held in place by the weight from above and
no stakes will be needed. Enough room should be reserved at the end
of the car for the brakes to be used. On some roads flat cars for use in
distributing ties are specially fitted up with permanent end boards.
Ties received from points beyond the particular line of railway are
usually shipped in box or stock cars, and, if received at about the time
they are required for distribution, are usually unloaded from these cars
direct to the side of the roadbed.
In long distance shipments of ties over a single line of railway or
system, it is also quite common practice to use box, stock, or gondola
cars with high sides ; this for two principal reasons : In the first place, the
commercial shipments in cars of the kind named may be heavier in one
direction than in the other, and to avoid hauling some of these cars back
empty they are loaded with company material. Again accidents have
happened by ties working out on flat cars and striking switchstands,
through-truss bridges, the sides of tunnels and snow sheds; and even
cars and engines standing on sidetracks or passing on another track
have been truck by ties that stuck out from piles on flat cars.
The exact number of ties wanted for renewals in places can be known
and the right number of new ties can be dropped off, just as well as
not. Much useless handling and trucking of ties results from throwing
540 TIES.
them off by guess while distributing, for without some system of estimat-
ing or counting the number required and the number delivered there will
usually be either too many or else not enough. Where ties are thrown off
in excess of the requirements it is usually the case that many old ties which
could profitably remain another year will be removed simply to make
room for all of the new ties. Some foremen seem to have the idea that
new ties are necessarily the best medicine for rough track. On the other
hand, if an insufficient number of ties is distributed in places, the de-
ficiency must be made good by trucking, or else some old ties will remain
in the track which ought to come out. The work of distributing ties
should be conducted with such system that the required number may be
had at all points. It will not then be necessary to redistribute the ties
with a push car, and there can be no waste of timber.
When ties are delivered in box, stock or gondola cars a strong force
is needed to unload them promptly — say 25 or 30 men. On the average
it takes four men about 30 or 45 minutes to unload a box car holding
300 oak ties. If the ties are loaded on flat cars a few men can tumble
them off rapidly, and 15 to 18 men are a sufficient force.
The best way to control the number of ties put off when unloading
from flat cars is to work the men in relays of a few men each. It is
much easier to control the movements of a few men working rapidly than
of a whole crew working at the ordinary gait. When unloading from
flat cars four or five men besides one to tally are usually a sufficient
force working at one time to do the unloading. The crew being small,
the man keeping tally can easily stop the delivery of the ties from the
cars as soon as the required number for the place has been thrown off,
or by calling to the individuals he can easily increase the number thrown
off by a tie or two, if need be, after the signal has been given to stop
unloading.
Another way to stop the unloading as soon as the required number
has been thrown off in a place is to designate each man in the gang by
number, and have it understood that each man whose number does not
exceed the one called out by the tally man is to throw off a tie. Suppose,
for instance, there are fifteen men in the gang and it is desired to unload
12 ties between two certain telegraph poles. The tally man would call
out "twelve" and each man up to and including No. 12 would throw off
a tie. If, say, 22 ties were needed the tally man would call out :
"Once around and seven more," when every man in the gang would
throw off a tie, and each man up to and including No. 7, one additional.
If it is desired to release cars promptly and therefore have large gangs
to unload, there may be appointed sub-foremen, each of whom will be
told how many to unload.
The train should not in general run faster than six miles per hour;
and on high fills quite slowly, because in such places ties thrown too
hard will roll to the bottom of the slope. The foreman of the section
whereon the ties are being unloaded or the Supervisor or Roadmaster
should invariably accompany the train to advise as to the number of
TIES. 541
ties wanted and the exact location of the same. It is also well to have
the section crew, or part of it, follow the train on a hand car, to throw
out any ties which may have fallen too close to the track.
At narrow cuts it is a good plan to throw off the whole number in
piles at each end of the cut, especially if the old ties are not to be taken
out for some time, and the same is true for high, narrow embankments.
Proper attention should be given to loading and throwing off the hardest
ties for the curves. In distributing ties on curves observations should
be taken of the side of the track from which the ties will have to be
pulled in when making renewals, and the ties should be thrown off on
that side. Thus, for instance, it will frequently be found that in renewing
ties on curves the ties must be pulled in from the outside of the curve.
At all times, however, the ties should be so unloaded as not to require
rehandling in order to remove old ties from track.
The question of using way-freight trains for tie distribution depends
upon the traffic conditions. On roads where the local freight business
is light it is found to be economical to send the ties out a few carloads
at a time with these trains, to be unloaded in place by the sectionmen, who
are previously notified to be on hand at the point where the ties are wanted.
The delay to the train in waiting for the ties to be unloaded is necessarily
considerable, and on roads where the local freight work is heavy the way
trains are frequently or nearly always behind time, and the extra work
of tie distribution is considered inexpedient. Such is also quite liable
to be the decision where the ties are to be unloaded from box cars, or
where a trainload of ties arrives and there is a demand for prompt re-
lease of the cars. Quite frequently part of the ties are distributed from
way-freight trains and part from work trains, on the same road. One
situation under which such is the practice is where some of the ties are
delivered at stations or sidings, the cars being set in for the sectionmen
to load, and afterwards taken out by local freight to be unloaded by
the same forces ; ties delivered from outlying points, however, are handled
by work train with a special gang. Where only one carload or a few
scattering carloads are to be sent out it is convenient, of course, to use
the local freight trains in any case. Good authorities are occasionally
quoted on both sides of this question, one view being that distribution
from local freight trains is the cheapest way to handle ties, while, on
the contrary, the experience of some other man is that the same method
is expensive and unsatisfactory. The varying conditions of traffic above
noted undoubtedly account for the difference.
As a general thing ties distributed from a work train are put off
in better shape than from a way-freight. The crews of the latter rush
the work too fast, either by urging the men or moving the train too fast
for the men to properly unload the ties. An ordinary result of such haste
is that ties are thrown down embankments, into bridge openings, or are so
sparsely distributed that much time is lost in carrying . them to place
where renewals are made.
542 TIES.
On roads where ties are handled by way-freight it is quite customary
to begin the distribution as early as January ; this is for the obvious reason
that only a few carloads can be distributed each day, and it is necessary
to take a good deal of time in order to get over the division by spring.
Again, on roads where the ties are received from outlying sources of sup-
ply it is frequently the case that the distribution begins late in the fall,
so as to release the cars promptly and avoid piling the ties up in the
yards. It is doubtful whether anything is gained in either case. In the
first place, ties should not be unloaded and left lying on the ground through
the winter, as in this position they gather moisture from the ground, are
covered with snow or lie in ditches or wet places and become watersoaked,
so that the germs of decay are well inducted before the ties see any service
at all. In order to obtain all the advantage possible from seasoning, the
ties that are received during the fall and winter, preferably, should be
carefully piled at points exposed to the winds and sun, but it costs no
more to do this in the yards and along sidetracks and to load them up
again on flat cars in the spring and deliver them right where they are
wanted, than it does to pile them up all along the right-of-way and then
carry them or truck them to place when the renewals are made. In the
second place the practice of piling up new ties along the right-of-way,
to remain three to six months before they are used, is contrary to princi-
ples of good policing. If the right-of-way is piled with new ties all winter
and spring and with old ties all summer and perhaps most of the fall, there
are but a few months when it presents a clean or finished appearance.
In the third place, as already explained, an accurate cost of the ties to
be renewed cannot be made until the time for renewing is close at hand,
and then is the best time to make the distribution, unloading the ties right
where they are wanted, and so near the time they are to be used that they
need not be piled.
When possible, all ties in any one car should be unloaded on the
section on which car is opened.
When ties are unloaded in piles, each pile should be distinctly marked
with the car number.
When a car of sidetrack ties is received containing more ties than
one section requires, each foreman should unload his share promptly,
sending unloading record to Roadmaster, and forwarding car to next
section.
Ties must never be confiscated or removed from a car passing over
a division or a section unless in case of emergency and then full report
should be made at once of the number and kind removed.
In unloading ties from cars the men should work preferably in sets
of three and as a rule not to exceed nine men on a car.
In loading ties the men should work preferably in sets of five, three
men carrying to the car and two men on the car.
The number of men carrying ties should not as a rule exceed three
at any time ; some makes of tie tongs will reduce the number required
to two.
TIES. 543
When the main track runs through a yard or on the outside of a yard
where there is considerable switching, sufficient number of ties should
be piled at convenient places and distributed with the truck car as needed ;
only enough ties to take care of the day's work being distributed.
COUNTING AND INSPECTION.
The Roadmaster, or his assistant, should, if possible take charge of
unloading ties when the work train is used, and see that proper count and
inspection are made. This count and inspection again should be verified
by section foreman going over the ties unloaded on his section, rechecking
and reporting results to Roadmaster.
A copy of loading tally for each car should be sent to the Division
Superintendent in advance of arrival of car, giving car number, contents,
Tie Agent's Order Number, etc. This tally or copy of same should be
sent promptly by the Superintendent to the Roadmaster for his informa-
tion in checking ties received.
The Roadmaster or the foreman should state 'why ties received do
not fill specifications — faulty timber, ties too small in size, or too short in
length.
Any excess as well as any shortage in number of ties contained in
a car should be reported.
When the order for ties is received by Tie Agent, it should be given
a new number called Tie Agent's Order Number, a copy of which should
be sent to the Superintendent. The Superintendent should furnish Road-
master with this information so that subsequent matter pertaining to the
order may be handled under Tie Agent's Order Number. The way bill
should show this number.
The following two forms used by Roadmasters or section foremen for
reporting cross-ties are submitted as information :
REPORT OF TIES RECEIVED.
THE PITTSBURG, SHAWMUT & NORTHERN RAILROAD COMPANY,
Frank Sullivan Smith, Receiver.
Maintenance-of-Way Department.
The following car of ties has been received :
Car initial Car No
Date unloaded Section number .
Number of ties on car
Kind of ties on car
This report must be carefully filled out and sent in on date ties are
unloaded.
544
TIES.
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TIES. 545
PILING.
The different methods of piling ties are quite numerous; see Appendix
A for methods in vogue on different roads.
In carrying ties to piles the men should work preferably in sets of
three, two walking ahead with wooden bar under tie and one at rear.
Some makes of tie tongs will permit the handling of ties by two men.
At the end of tie renewing all surplus ties should be gathered together
and piled at convenient places along the right-of-way for future use.
In some districts, liable to flood, ties are wired together and anchored
to prevent their washing away. This need not be done at the time they
are piled, as there is always sufficient advance notice of high waters to
enable this necessary precaution being taken.
A space of at least three feet around the pile should be cleared of
all grass, to eliminate the danger of fire from grass burning along the
right-of-way; rotten or decayed timber must not be allowed to remain
near the pile. The piles must be so located as not to obstruct the view
or to cause the snow to drift on the track.
Wood, once cut from a tree, particularly woods that are generally
used for tie purposes, with the exception of -a small group of trees, will not
resist the action of fungi at all. The only group of trees from which
timber can be cut which will resist decay are the trees that are grouped
around the redwoods — spruce and the red cedar and the arbor vitse, largely
used for telegraph poles, and from which ties are made in Northern
Idaho, Oregon and Washington ; with the exception of these woods, all the
timber which comes from trees such as oak, pine and beech and the
broad leaf trees, will all be attacked just as soon as you put a fungus
in them. Therefore the prompt burning of old ties is absolutely necessary
to prevent the spread of spores to the good ties.
Ties should not be piled nearer than from ten to fifteen feet from
nearest rail of track, and where piled near the entrance to a cut or other
similar location, they must be piled entirely outside of ditches. Ties
must not be piled where water can stand or run on surface of ground
under the piles.
Ties must not be piled on the inside of curves or near enough to
highway crossings to obstruct the view.
At places where ties are stored in large quantities, a system of fire
protection should be provided.
In localities where timber is scarce railroad ties are in demand
for gate posts and for numerous other purposes and on some roads it
is necessary to watch the tie piles closely. In order to check up thefts
of this kind it is the practice on some roads to place the same number
of ties in all the piles, so that the foreman can tell if any have been taken.
The loss is liable to be greatest from piles conveniently near the highway
crossings.
Ties which are affected by splitting, which mostly develops in hard-
woods, and often in the other ties, on account of rapid seasoning, should
546
TIES.
Ricked Pile.
2 and 8 Pile — 50 Ties.
For Untreated and Zinc-Chloride.
Solid Pile— 134 Ties.
Layers laid alternately.
For Creosoted and Heart Cypress
and Zinc-Chloride.
1 and 7 Piles — 50 Ties.
For Zinc-Chloride and Untreated.
"A" Pile— 50 Ties.
Pitched.
For Untreated and Creosoted.
Air Seasoning Pile.
2 and 7 Pile — 50 Ties.
For Zinc-Chloride and Untreated.
Different Methods of Piling Ties Now in Use on Various Roads.
TIES. 547
have "S" irons applied, and these should be put in during their seasoning
stage to prevent further checking, and which would prolong the life
of the tie.
Certain remarks in the above relating to inspection and distribution
of ties with reference to the seasons may not apply to some railways
of the South and Southwest where the winters are mild or the ground does
not freeze ; on some roads it is the practice to inspect and renew ties twice
each year — in the winter and again in the summer.
TREATED TIES.
The same general rules governing untreated also apply to treated
ties.
In the East, the majority of the treated ties, after treating, are shipped
out in coal cars, and great care should be exercised to see that the cars
are loaded as full as they can be, as in very few cases are the cars loaded
to their capacity. Some railways have gone to the extent, when treated
ties are loaded in coal cars, to pile them on end in the car, in order to
get its capacity, but they found the expense and the delay in releasing
trams at the tie plant was not warranted.
In the case of zinc-treated ties, there seems to be a difference of
opinion in regard to the piling. A number of railways which have used
them very extensively believe that they should be piled in open piles
similar to untreated ties, but a number of others that have gone into it
from a more scientific standpoint, especially in the South, where the
climate is warm and the seasons are long, think that by being piled in
open piles their drying is so rapid that they develop checking, which
is a serious objection to the wearing and life of the tie, and for this
reason they have adopted the piling of zinc-chloride ties the same as creo-
soted ties.
Treated ties should be handled with tongs.
Creosoted ties in piles should be covered with cinders or earth to
eliminate the danger of fire from sparks from passing engines.
The Manual, 191 1, as regards seasoning zinc-treated ties, makes the
following recommendations (page 440, paragraph 11) :
"Zinc-treated ties should dry for some little time (to harden the
outer surface) before they are put in tracks. This is preferably done in
piles, arranged to induce drying without checking as evaporation takes
place."
(Page 54, paragraph 8) :
"Ties treated with a water solution, or zinc-chloride, particularly red
oak and beech ties, should be piled in close piles on well-drained ground,
to prevent checking."
If treated ties, especially creosoted, are stored in large quantities,
a system of fire protection should be inaugurated.
Treated ties should be adzed for tie plates and bored for spikes be-
fore treatment, the same as for bridge material. (See Manual, 191 1,
page 440, paragraph 14.)
548 TIES.
"The distribution of treated ties is confined, of course, to well-bal-
lasted territory, where traffic demands a heavier section of rail so that we
do not have to order so many different types of tie plates with which all
treated ties should be equipped." (F. B. Lincoln, Erie Railroad.)
"Treated ties are handled in the same manner as untreated ties, but
are piled solid instead of in the open tiers as for untreated ties." (W. C.
Cushing, Pennsylvania Lines West of Pittsburgh).
"Treated ties both creosoted and zinc treated are piled solid with
ten or eleven ties in each layer, the bottom ties being piled solid so as
to leave no space under the pile for trash to collect.
"This solid piling is a protection against fire and will allow the zinc-
treated ties to dry more slowly and tend to prevent excessive checking,
and it will allow less of the creosote oil to evaporate before putting in the
track.
"Some roads pile all treated ties in open stacks to allow them to
dry more rapidly, claiming a dry tie put in the track will resist rail cutting
better than a tie wet with the water or oil used in treatment.
"Where tie plates are used I do not believe either claim is tenable
and where tie plates are not used I believe it is better to keep as much oil as
possible in the tie, and for zinc-treated ties I believe the water should
be evaporated slowly as it does in the track when a tie is installed in the
track.
"I do not believe the comparatively short time it takes to dry under
these conditions will affect the rail cutting of the tie any more than it will
be affected from heavy rains." (E. H. Bowser, Illinois Central Railroad.)
"After the ties are treated (creosoted) they are either stored in the
storage yard at our timber preserving plant, or shipped out along the
line, depending upon conditions. Usually in the fall and early spring
months, before we wish to distribute ties along the track for renewals,
we ship them out from the plant as treated and pile them in standard
piles at stations and adjacent to sidetracks where they can be easily re-
loaded for distribution by the sectionmen. During the summer months
the piles are covered with a layer of earth to prevent rapid drying out,
but during the winter months the piles are left uncovered.
"We require our men to be very careful in the handling of treated
ties; they are not allowed to throw them over the sides of the cars on
top of each other in piles, neither are they permitted to promiscuously
throw them down embankments when distributing for renewals. We
require the use of tongs in pulling ties into the track, and absolutely
prohibit the use of shovels, picks or any other tools for this purpose. We
also prohibit the use of spike mauls or like tools for "bucking" the ties
around in the track.
"With the exception of providing our men with goggles to protec: the
eyes, we have not thought it necessary to adopt any method of protec-
tion against poisoning, except to call the attention of our foremen to the
necessity of using extreme care in the handling of treated ties, especially
in the case of men having skin abrasions or any form of skin disease.
When we first commenced using treated ties, we had a large number of
cases of poisoning, but this trouble seems to be disappearing as our men
become more familiar with the handling of treated timber." (E. F. Rob-
inson, Buffalo, Rochester & Pittsburgh Railway.)
"We use 'S' irons in the ends of all hardwood ties, but do not use
bolts and washers for oak switch ties and never have.
"Our ties are purchased by the Purchasing Department in the woods,
the inspection being made by the same department when Mie ties are de-
livered on the right-of-way; at right-of-way points where ties are piled
they are arranged so that the ties suffer the least possible from weather
TIES. 549
conditions ; that is, two ties are put on the ground, then 6 crosswise, then
2, then 6 until the pile contains SO ties. These ties when inspected are
stamped with the inspection n umber, which represents the month in which
the inspection was made.
"The tie trains are run out over these divisions and ties picked
up as near in the order after being cut as possible, attempting not to leave
ties more than sixty days on the right-of-way. The entire train is com-
posed of old box and stock cars with large openings in the sides to admit
of convenient loading.
"The piling of these ties on the right-of-way is alike for all classes
of timber, as we are now treating all native ties we buy. Each tie is
placed far enough apart so as to place 'S' irons at the end of each
tie to prevent checking. These ties are hauled to the treating plant
and piled up in the German method of one and eight for seasoning, then
treating and either stored in yard for seasoning after treatment or at
some point on the right-of-way for the same purpose. The ties that are
piled for seasoning after treatment are piled in close piles, so that they
get as little evaporation as possible during the drying period.
"This would, of course, have to be changed in case of zinc treat-
ment, but we are not now doing any zinc treating.
"When the ties are ready to issue, they are issued at the directions
of the Store Department, who place the order for ties directly with the
treating plant. The Store Department obtain their information for dis-
tribution directly from the General Manager, who in turn receives it from
the General Superintendent and the Superintendent. We attempt to
distribute our oaks for the curves on the heavy traffic ; the long leaf
and gums on the tangents for heavy traffic lines and the softer ties for
the less important lines.
"All ties going into our tracks have tie-plates without regard to
the weight of rail or the kind of traffic that is going over them.
"As regards treatment : We treated on the Santa Fe System with
zinc by various processes : Wellhouse, Burnettized and modified Well-
house from 1885 to 1905, and while we got some most excellent results
with the zinc treatment, especially in the earlier years, we were some-
what disappointed in the 1900's with the result and made a change in 1905
to creosote by the Rueping process. Since that time we have treated
approximately twenty million ties by this process and are highly sat-
isfied with the result. In fact, it is not a question of decay with us-, but
a question of how to protect our treated ties mechanically.
"I would, of course, be delighted to continue the creosote treatment
of ties provided the market for creosote remained at reasonable figures,
but when it goes beyond this I am thoroughly satisfied that we can do an
excellent job with some form of zinc treatment that will pay a good rate
on the investment. The only difference in handling zinc and creosote
ties after treatment is in the method of piling them, as neither creosoted
or zinc ties should be put in soon after they are treated. The zinc ties
should be piled in the open to let the water get away as quickly as possible,
while the creosote should be piled in close piles to prevent evaporation
as much as possible.
"Results from Adzing and Boring of Ties: We have only been doing
this four years, but everybody realizes the importance of so doing, and our
orders for bored and adzed ties are increasing daily, and I do not think we
have made a more important step in advance in years than this machining
of the ties before treatment.
"Records: As you are perhaps aware, we are keeping records of
experimental sections; that is, we pick out one section foreman's section
of each Superintendent's division, and use this as an experimental track,
taking the ties we find in the track and making a thorough inventory of
550 TIES.
them, then make complete records of those coming out. This is done at
least three times a year. Owing to the fact that a large number of the
ties in this section are unmarked in the beginning we are somewhat
handicapped until we get all the ties out of the track to get an average,
but this will work out in due time, and when it does I feel that we will
have a great advantage over those keeping a small experimental section,
say of 1,000, because we will have had a record of actual track condi-
tions as we find them on all parts of the System." (Geo. E. Rex, Atchi-
son, Topeka & Santa Fe Railway.)
"We have installed at our treating plant at Paterson two adzing ma-
chines for the purpose of adzing and boring ties. All ties as used for
new and maintenance work are adzed and bored for the different base
rail. All ties are bored with four holes to the tie on the stagger unless
otherwise ordered. In heavy curve locations, where it is necessary to
double spike, ties are bored with six or eight holes as directed. Each
machine turns out about five ties per minute adzed and bored. These
machines are working out satisfactorily and their work is ideal. I am a
great believer in the adzing and boring of each and every tie before it
is placed in the field." (A. J. Neafie, Delaware, Lackawanna & Western
Railroad.)
STEEL TIES.
The same general rules governing distribution of untreated ties also
apply to steel ties.
"In distributing steel cross-ties it has been found rather difficult to
unload same from cars by hand, due to the fact that they are loaded
at the mill by means of cranes, the chain being passed around the ties to
hold them together. This bunches them and makes it difficult to separate
them in the car. In several carloads of ties shipped to the Pennsylvania
Railroad last year they found the most economical way to unload them
was with a double-hook chain, each end of which was hooked to the end
of the tie and lifted out with their rail unloader. This enabled them to
unload rapidly, and a slight improvement in this method would save time,
injury to men, and probably reduce the cost of unloading below that of
wood ties. Mr. Layng, of the Bessemer, has suggested that an electric
hoist would handle the matter better, and I understand he is experiment-
ing with this. As most work trains have some sort of a power derrick, it
would not be very difficult to install a small generator to take care of the
magnet.
"In piling the ties the practice seems to be to cross pile them the same
as wood ties. The flanges are lapped so that a great many more can be
piled in the same area than wood ties.
"As to the care of ties, presume this would cover prevention of rust,
etc. Our method, when any prevention is required, is to heat_ the ties
to about 500 degrees centigrade and dip them in coal-tar. This causes
the tar to adhere very tightly to the ties, and has been very satisfac-
tory. At points where salt water has injured steel considerably it was
found this treatment practically eliminated corrosion. We are now ex-
perimenting with a scheme of using copper in the steel, and experiments
with other products have shown that a copper content around .40 to .50
per cent, places the steel in about the same position as ingot iron, as far
as attack from rust is concerned. As this adds more to the cost of the
tie than dipping in tar, we will, of course, follow the cheaper method, in-
asmuch as the selling price of steel ties must be kept to a minimum."
(Norman M. Hench, Carnegie Steel Co.)
TIES. 551
"The ties are received in gondola cars, each car containing approx-
imately 500 ties. Inasmuch as they are loaded with cranes it is quite dif-
ficult to handle the ties by hand in the process of unloading; however,
all ties received on this road to date have been unloaded from cars by
hand, the men loosening the ties with bars or picks. Our general practice
is to unload the ties at points along the track where they are to be in-
stalled. Where the ties are to remain out of the track for any length of
time, they are piled up neatly in cross piles, putting from 50 to 75 ties in
a pile, but where the ties are to be put in the track within a short time,
they are simply moved back to a safe clearance. Where the ties are piled,
it is our practice to simply build the piles on two of the ties resting on the
ground. We make no effort to block the ties up on timbers or anything
of that sort. We have had ties stand alongside of track for a year or
more before using them and have never found that the ties corroded seri-
ously in this time. At one time it was thought desirable to dip ties in a
tar bath at the mills before shipping them to our line, and this was done
on about 1,000 ties. It is questioned whether this process was necessary,
yet we do not feel that we have tried it out far enough to know definitely.
"If the ties are cross piled, when it comes time to use them, they are
trucked to the point where they are to be placed in the track and are
then handled by hand to place. We find that we average about ten ties
to the man per day of ten hours when putting in steel ties to replace
wood ties. If the ties ^re renewed out of face we can possibly do a
little better than this, and at certain times where the ties are far apart
with just a few to be put in the track, we have not averaged this many.
"In replacing a wood tie with a steel tie, our practice is to take the
wood tie out of the track and disturb the old bed just as little as possible.
The steel tie is then inserted, bolted up and tamped just the same as you
would tamp a new wood tie that had been placed in the track. If the
steel tie is between two wood ties, it takes somewhat longer to get it solid
than it would a wood tie because of the difference of depth between a
wood tie and a steel tie, but if the ties are placed out of face we are of
the opinion that we get track solid with less labor than with wood ties.
"As a matter of fact, we find very little difficulty in the handling of
steel ties and think that there is no material difference either in the dis-
tribution or care of same over that of wood ties.
"One feature that we expect to work out in the near future is the un-
loading of steel ties with locomotive crane and magnet. In this way we
expect to reduce the cost of unloading very materially." (F. R. Layng,
Bessemer & Lake Erie Railroad.)
Appendix A.
DISTRIBUTION AND CARE OF CROSS-TIES.
By E. F. Robinson, Chief Engineer, Buffalo, Rochester & Pittsburgh
Railway.
This question is one of the most important that we have to deal with
in track maintenance and one that has been given a great deal of thought
and attention by our present engineering organization. You are no doubt
aware that we have a timber preserving plant at Bradford, which was
placed in service during the summer of 1910, and since that time practically
all cross-ties and switch-ties placed in our tracks have been treated with
creosote, with exception of ties renewed in unimportant sidetracks.
In outlining our present practice, we considered it necessary to begin
at the beginning, that is, the purchase of the untreated ties. We are
very particular in the selection of our ties, both as regards the manufac-
ture and character of timber, and nothing but first-class material is ac-
cepted. With a view of securing uniform treatment and a uniform
roadbed, we accept nothing for treatment but sawed ties of uniform
dimensions, excepting in some cases where we have been unable to secure
sufficient local ties for our supply, we have found it necessary to purchase
yellow pine hewn ties from the South, but this applies to a limited extent
only. So far we have been able to secure practically all ties locally from
points near our line, mostly beech, maple, hickory, red oak and chestnut.
After the selection of the ties, we give careful attention to the piling and
seasoning before treatment, separating the different classes of timber
into groups, as our experience in treating may dictate. I am a firm be-
liever in thoroughness in the treatment of ties, and am strongly of the
opinion that in treating some classes of timber to refusal and others with
from 10 to 12 pounds of creosote oil per cubic foot, we are working in the
right direction, especially in view of the precautions taken in the handling
and protection of ties after treatment, details that unfortunatelj • :i
tirely disregarded on a great many roads.
After the ties are treated they are either stored in the storage yard
at our timber preserving plant, or shipped out along the line, depending
upon conditions. Usually in the fall and early spring months, before we
wish to distribute ties along the track for renewals, we ship them out from
the plant as treated and pile them in standard piles at stations and adjacent
to sideracks where they can be easily reloaded for distribution by the
sectionmen. During the summer months the piles are covered with a
layer of earth to prevent rapid drying out, hut during the winter months
the piles are left uncovered.
552
INSPECTION HAMMER.
TIE MARKING NAILS.
-p
See Note f£B?
%
r*r— * -
A-
i'/W
■$-\&
Li
— B
-F
Treated Cross Ties and Switch Ties must be placed in Track with heart down.
wai.'iiltt,fai
Single Track
North Bound
Double Track
Diagram showing Location of .Dating Nails indicating Year.
To bednven into Ties when placed 'in TracK
(See Instructions fir Keeping Records)
EI
E
Narth Bound
13
Single Track | Double Track.,
Diagram showing Location of Nails indicating Kind of Timber
(See Instructions for Keeping Records)
Nails to be driven into Ties at the Timber Preserving Plant before Treatment.
(One Noil to each Tie, in Sap Fo.ce.at Location shown)
Noils morKed B indicote Beech. Noils marked
Noils marked RO indicate Red Oak,
„ BO Block Oak
PO Pm OoK
... M . Maple
-<ih
Inspection Hammer
""""' Figures indicate Year Letters indicote Kind of Timber:
Sec+ion A-B Section C-D Section E-F Galvanized Tie MarKing Nails
NOTE: Hammer used by each Inspector, to tear
his designated Initial
B indicote Beech.
BR » Birch,
CY . Cherry.
G . Gum-
(See Instructions for keeping Records.)
C indicote
Chestnut.
H
Hickory.
P
Pine,
E
Elm.
T
Tomorock
Buffalo, Rochester & Pittsburgh Railway Co.
STANDARDS
inspection hammer
Tie Marking Nails
Approved '
Revised jonuoryi.ttw.
1^?.. Chief Engineer
168
METHOD OF PILING CROSS-TIES AND
SWITCH-TIES.
Method of Piling Untreated Cross Ties.
INSTRUCTIONS FOR PILING UNTREATED CROSS TIES
Cross lies delivered on the right of may must be piled in square even piles of one tie one
way ond eight ties the other woy os shown, the bottom course of each pile to be raised at
leost sw inches above the ground by using stringers or cull tics A vertical air space o at
leost two inches must be left between ties Ties must be piled not ess than 13 feet or
more than 40 feet from the near rail of tracks ond o space of at least 4 feet must be
left between piles to render inspection convenient
At the Timber Preserving Plant, the some methoa of piling must be followed, but
os many layers as necessary may be placed in each pile to utilize piling space
Ties must generally be piled adjacent to side tracks, ana when this is not Possible,
ihev must be piled at a location designated by the Roodmaster They should be piled
at feome grade as track, none to be piled to e«ceed 3 feet bei™ grade ^and w en
p.led above grade, must not be in a cut more than 6 feet deep ond mus be ke b k
10 feet from top ol cut No ties are to be piled near o highway where they will interfere
with the view approaching the crossing
Each pile of Untreated Cross or Switch Ties delivered
on right of way must be plainly marked with name of owner
Pile 72 Ties in each pile
Method of Piling Treated Cross Ties
Instructions for Piling Treated Cross Ties.
Treated cross Ties must be piled in square even piles, first laying down two ties,
then following with solid layers of 10 ties to each layer piled close together. 72 ties
in each pile os shown ... ,
At the Timber Preserving Plant, ties must be piled close together in solid layers,
with as mony layers as necessary to properly utilize oiling space.
Tics must be kept back not less than I3feet from the near rail of trocks and
when piled ot stations must not interfere with driveways
Piles must be kept at least lOfeet apart and sufficient water barrels equipped
with pails provided for proper fire protection All gross, weeds and other inflammable
material must be kept at least 4 feet from piles and during the months ot May tirst
to November first inclusive, a layer of dirt must be kept on each pile
Method of Piling Untreated Switch Ties
Crtosoting Switch Ties must be piled separate from first doss
or White or Reck oofc Switch Tres.ond os they will be taken up in
pieces insteoo of sets, each length must be piled separate
Method of Piling Treated Switch Ties.
Instructions for Piling Treated Switch Ties.
Treated Switch Ties must be piled in even piles, lengthwise, first toying down two short ties,
then following with solid layers piled close together
At the Timber Preserving Plant ties must be piled in solid layers ond os many layers as
necessary to utilize piling space The different lengths must be kept separate
Ties must be kept bock not less thon 13 feet from the near roil of trocks and when piled
ot stations must not interfere with driveways
Piles must be kept ot leost lOfeet apart and sufficient water barrels equipped with
pails provided for proper fire protection All grass, weeds ond other inflammable material
must be kept at leost 4 feet from piles, and during the months of May first to November
first inclusive, a layer of dirt must be kept on each pile
Instructions for Piling Untreated Switch Ties.
Switch Ties delivered on the right of woy must be piled in even piles in loyers lengthwise. separated by
narrow strips of wood not less thon 2 inches in thickness, these strips not to be placed ot the rail seats
A vertical air space of ot leost 2 inches must be left between ties
The bottom course of each pile must be raised at leost 6 inches from the ground by using stringers or cull ties
Ties must be piled not less thon I3feet or more thon 40 feet from the near roil of trocks, and o space of at leost
4 feet must deleft between piles to render inspection convenient
At the Timber Preserving Plont.thc some method of piling must be followed, but the different lengths must
be kept separate with os many loyers in each pile as necessary to utilize piling space ,_„,i.„i*i
Ties must generally be piled adiocoit to sue tracks, and »tei tins isnot possible Ay must lit piltd ata location designated hy the Roadmaster Thty shouia Kpiiea
nt tie some groat 05 trail nont to be piled tomtta J ten below grade, and «tien piled above grade must not be in o tat more thon 6 fetl deep ond must bt kept
back 10 fell 'ran top of cut No tits ore to lie piled nm o higli«oy nlin >'l... nj I fen will Ibt "t« opproccn.ng Hit crossing,
Buffalo, Rochester &• Pittsburgh Railway Co.
STANDARDS
Method of Piling Cross Ties and Switch Ties.
Revised January 1, 19IS
Quel tngin
JILL
TIES. 553
We require our men to be very careful in the handling of treated ties;
they are not allowed to throw them over the sides of cars on top of each
other in piles, neither are they permitted to promiscuously throw them
down embankments when distributing for renewals. We require the use
of tongs in pulling ties into the track, and absolutely prohibit the use of
shovels, picks or any other tools for this purpose. We also prohibit the
use of spike mauls or like tools for bucking the ties around in the track.
As sawed ties do not require adzing for tie-plates, and as what few
hewn ties we treat are adzed at the plant before treatment, it is not neces-
sary for the trackmen to use an adze on them; but we realize, of course,
that in a few years, as the tie-plates will settle more or less into the ties,
it will be necessary to adze them to some extent when laying new rail or
when rolling rail in on curves. Every treated tie that goes into our tracks,
both on tangents and curves, is plated with a Goldie shoulder tie-plate,
size Yz x 7 x 9 in., and these plates are applied to the ties, using the Ware
tie-plate gage and surfacer and beetles, before the ties are placed in the
track. Where it is necessary to pull spikes, all holes in treated ties are
plugged with creosoted tie plugs, and before driving the plugs in place,
hot creosote is poured into the spike holes, the men driving the plugs being
provided with goggles to avoid injury to the eyes. Where it becomes nec-
essary to adze-treated ties, the cut surfaces immediately receive a brush
treatment of hot creosote oil. A galvanized nail is applied to the ties at
the timber-preserving plant, indicating the class of timber, and when the
ties are placed in the track dating nails are applied, showing the year.
Section foremen are required to submit a daily report, form 1525, showing
the number of ties of each class placed in the track between each mile post,
and a condensed record is kept in this office. In the case of removal of
treated ties from the track from any cause whatever, the foremen are
required to report on form 1596, giving sufficient data as regards location,
etc., to enable us to trace out the life of the tie removed.
With the exception of providing our men with goggles to protect the
eyes, we have not thought it necessary to adopt any method of protection
against poisoning, except to call the attention of our foremen to the
necessity of using extreme care in the handling of treated ties, especially
in the case of men having skin abrasions or any form of skin disease.
When we first commenced using treated ties, we had a large number of
of poisoning, but this trouble seems to be disappearing as our men
become more familiar with the handling of treated timber.
In connection with the use and care of treated cross-ties, I might call
your attention to our method of tie inspection and renewals, which was
worked out several years ago and which we now follow regularly with
gratifying success, resulting in uniformity, economy and a better distribu-
tion of ties throughout all tracks. Ties are not distributed for renewals
until the ties to be renewed arc marked by inspectors, and the ties can
then be distributed accordingly.
554 TIES.
SUPPLEMENT TO INSTRUCTIONS COVERING HANDLING AND
LAYING OF RAIL, ADZING OF TIES AND TIE PLATING,
ISSUED APRIL 18, 1914.
BUFFALO, ROCHESTER & PITTSBURGH RAILWAY COMPANY
Engineering Department.
It has been the practice when laying rail, tie plating and adzing out
of face, to send adzers ahead to score the ties on each side of the rail
before the rail is thrown out, for proper adzing to conform to the Ware
surfacer and gage.
This practice is resulting in excessive cutting of ties, and must be
discontinued at once. All the adzing should be done either when the
rail is thrown out, or when it is raised to permit the use of the surfacer
with the improved device. Of course, where new rail is being laid, there is
no objection to adzing off the rough burrs on the ties, caused by rail
cutting, to facilitate sliding the old rail out and the new rail into place.
This adzing, however, should be confined strictly to cutting off the rough
burrs or projections.
Adzing should be done from the outside of rail seats toward the
inside, and in this way the depth of adze is determined by the depth of
rail cutting, which is greater along the outside of the rail base.
(Signed) E. F. Robinson,
Rochester, N. Y., Sept. 22, 1914. Chief Engineer.
TIE INSPECTION AND RENEWALS.
BUFFALO. ROCHESTER & PITTSBURGH RAILWAY COMPANY.
Engineering Department.
1. To secure uniform practice, prevent the removal of ties from
the track before their safe service is past, and at the same time properly
distribute renewals, in all tracks hereafter ties for renewal will be marked
by inspectors reporting direct to Division Engineers.
2. The first thing in the Spring, when the frost is out of the ground,
inspectors, after conferring with Roadmasters, will inspect one mile of
main track on each section, in order to allow section forces to begin
renewals. They will then drop back and complete the inspection, both
in main tracks and sidings. Inspectors will make a daily report to the
Division Engineers and Roadmasters on proper form, showing the number
of ties marked for renewals in the main track between each mile post,
and the number of cross-ties, switch-ties and crossover sets marked for
renewals in each siding, giving the siding numbers.
3. Section foremen must in all cases accompany the Inspectors over
their sections while inspection is being made. For 19 — renewals, one
heavy white mark must be placed on the rail above each tie to be renewed,
this mark to be placed on the — — — side of the rail. Inspectors
must keep a book record of all inspection, to be used from year to year
for comparison.
4. There will be two standards for marking renewals. Case 1, where
track is not to be disturbed ; Case 2, where track is to be raised off the
old bed. In the latter, ties will be placed while the track is being raised,
thus placing them all on the new bed. In the former case, the ties will
be dug in.
5. Inspectors must be provided with standard inspection picks, paint
brushes, and necessary white lead paint.
TIES. 555
6. Inspectors will be given a statement showing track which is to
be raised on each section, also track where new steel is to be laid and
re-ballasted.
7. Every tie which, apparently, is not good or which shows signs
of decay and failure must be inspected with the pick.
8. In determining the necessity for replacing a tie, its condition
as to decay and wear, traffic carried, its position in track, kind of timber,
condition of neighboring ties, weight of rail and tie plates, must all be
considered.
9. Main track not to be raised — Ties spotted in — Case 1.
Ties must be inspected for condition of timber by driving the pick
in each side and adjacent to the rail seats, both near the bottom and near
the top face, below the sap line. The pick must be driven into the ties
toward the center and must be drawn with as little prying as possible.
Ties must not be tested on the top, with exception of making tests for
decay around tie plates and spikes, and in making these tests the ties
must not be mutilated more than absolutely necessary. To test a tie for
strength, one end of the pick should be inserted under the end and the
pick used as a lever. If a tie is broken under the rail seat, this method
will usually determine it.
9a. If two ties with only one year's safe service are adjacent, one
must be removed and a group of ties with only one year's safe service
must be so renewed as to leave each doubtful tie with one good neighbor.
9b. Sap rot alone is not to condemn a tie fur service.
9c. A tie cut down by rail wear is not to be removed unless the
rail is cut into the face more than three-fourths of an inch. This, of
course, applies to ties in tangents, as all curves are full plated and the
ties protected against rail wear. On curvature where, through repeated
rail removals, ties are necessarily adzed more or less for the new plates,
when a tie is so cut down as to weaken it for the service imposed
it should be removed from the track and saved for sidetrack renewals,
if the timber is sound. On tangents where a good tie is cut down three-
fourths of an inch with rail wear or adzing, it should be protected with
tie plates against further cutting.
9d. In case ties are spaced too wide apart or where a large hewn
tie is removed and replaced with a smaller tie, an extra spacer may be
inserted as the judgment of Inspectors may decide.
9e. Very careful attention must be given to inspection of red oak
and pin oak ties, as such ties usually rot from the center, leaving a hard
shell which can be detected only by careful inspection.
9f. Where track is subject to heaving and where shimming is neces-
sary, care must be taken to insure enough good, sound timber for spiking
and bracing, and careful attention must be given to inspection of ties
through road crossings, station platforms and other places where the
ties are covered and liable to be overlooked by the section foremen.
10. Main track which is to be raised during progress of re-surfacing
and re-ballasting out of face — Ties placed when track is being raised —
Case 2.
In addition to re-ballasting track where new rail is laid, it is the
intention to re-surface out of face a part of the main track on each sec-
tion each year, and make sufficient renewals in such tracks to last two or
three years, depending upon conditions, without being disturbed for
renewals during that time. Inspectors will therefore make a liberal in-
spection of such strips of track, testing the tics as in Case i for decay,
but removing all ties that will not last more than two years, ami win. a
new steel is laid, no bad ties must be left under the joints. In making
renewals in this case, some fairly good ties may be taken out, in which
556 TIES.
case they should be carefully sorted and piled, to be picked up and dis-
tributed for sidetrack renewals.
ii. A lower standard of inspection must be used for mine lines
and sidetracks, especially for standing tracks in yards, where no tie must
be taken out until its safe service is past.
12. In passing tracks, care must be used to see that ties around turn-
out curves are in good condition.
13. In main tracks and sidings, where track is not to be lifted, Sec-
tion Foremen must renew only the ties that are spotted by the Inspectors,
and in case they find ties which, in their judgment, should be renewed,
they will so notify the Roadmasters and the Inspectors will be sent back
to make a reinspection. Where track is to be raised, the foremen will
renew ties marked by the Inspectors and may remove any unmarked ties
which, in their judgment, should come out, such ties to be marked with
a cross "X" on top surface and laid aside for examination by the Inspectors.
14. The inspection of ties by an independent Inspector does not re-
lieve the Roadmasters and Section Foremen of responsibility for the safety
of their track.
15. Inspectors will inspect all switch ties in accordance with the
above, except that in case a switch or crossover set is more than one-
half decayed, requiring renewals, a new set should be put in, the old ties
taken out which are fit for use to be saved and used for patching other
sets.
16. As all main track cross-tie and switch tie renewals since 1910
have been made with treated ties, Roadmasters, Foremen and Inspectors
must give these ties careful attention and report promptly any ties show-
ing signs of failure from any cause whatever, giving location, kind of
timber, year placed in track, etc.
17. After tracks have all been gone over and inspected, the Inspectors
will spend their time checking renewals and marking any ties that were
missed by the first inspection. They should also carefully examine all
ties taken out by foremen which were not originally marked, and see that
all usable ties taken out of the track from any cause whatever are prop-
erly sorted and redistributed for sidetrack renewals. Inspectors must
give careful attention to all features of track work as they go over the
line from time to time, especially in connection with tie renewals, and
report promptly to their superior officers any defective practice coming to
their attention. Our instructions prohibit foremen from striking picks or
other tools in the ties when drawing them into the track, and Inspectors
should give this matter careful attention; also adzing, spiking, etc.
18. All concerned should realize the great importance of tie renewals,
the necessity of making sufficient renewals properly distributed through all
tracks to carry our heavy traffic, and at the same time the increasing price
of ties must not be overlooked; and no timber should therefore be de-
stroyed until its safe life has passed, either in main track or sidings.
INSTRUCTIONS COVERING HANDLING AND LAYING OF RAIL,
ADZING OF TIES AND TIE PLATING.
BUFFALO, ROCHESTER & PITTSBURGH RAILWAY COMPANY.
Engineering Department.
Handling New Rail.
1. All new rail must be loaded from storage and unloaded from cars
with the rail derrick, to avoid injury.
Handling Old Rail.
2. All old rail, except scrap, must be handled in the same manner,
unless in small amounts, in which case throwing off the sides of flat cars
will be permitted.
TIES. 557
Brand.
3. All new rail must be laid with the brand out.
Expansion.
4. When laying rail provision must be made for expansion and con-
traction, in accordance with standard sheet, new No. 152, old No. 128—
steel shims to be used in all cases.
Laying Rail and Spiking.
5. When laying rail, first adze the ties only enough to give proper
bearing for the rails, pulling only two lines of spikes, the inside on one
rail and the outside on the other, and spiking in the old holes plugged,
unless the change in rail sections will affect the gage more than J4-in., in
which case it will be necessary to pull one line of spikes on one rail and
both lines on the other — the spiking to be done in the old holes plugged as
much as possible.
Laying Rail and Tie Plating.
6. All curves must be full plated at the same time the rail is laid,
in which case it will be necessary to properly adze the ties to allow perfect
seating of the plates when the rail is thrown out. The work should be
carefully done, proper attention being given to the gage, to avoid, as much
as possible, having to reset the plates when the final spacing of ties and
surfacing is done. On tangents, where treated ties are plated, if a change
is made in the rail section, new plates should be applied to treated ties at
the same time the rail is laid.
Spiking and Bolting.
7. In all cases, before the work is left, ties must be full spiked and
joints must be full bolted, and any ties that are too low on account of
excessive adzing or account of being former joint ties, must be tamped up
to the rail and full spiked. The shimming of low ties under the rail will
not be permitted.
Protection When Laying Rail.
8. The Roadmasters or extra gang foremen will notify the Superin-
tendent the day before they are going to lay rail, advising him of the loca-
tion, the time they will start, and the time they expect to complete the
work. The dispatcher will issue a 31 order to all trains, and foremen in
charge of gangs must sign for and receive a copy of this order before
starting work. This does not in any way cancel or relieve foremen from
regular flagging instructions.
Tie Plating.
Q. Tie plates can be applied either when the rail is out of the track,
in which case they must be embedded with steel follower plates, sledges
or beetles ; or tie plates can be applied by setting them in proper position
under the rail and driving them home by striking with spike mauls or
sledges on opposite corners over the claws. Under no circumstances
whatever zuill the seating of tie plates by traffic be permitted.
Closures.
10. The use of switch points for making closures will not be per-
mitted, under any circumstances. In all cases, closures must be made
with pieces of old rail of the required length. Cutting of new rail for
making closures will not be permitted.
Applying Continuous Joints.
11. Remove rust from rail ends and the bearing points of joints.
Place the joints on the rail ends, having the web of the joints parallel
with the web of the rail; insert the bolts.
The joints should be well driven into place by tapping at their base
until they are brought up, and have a bearing on lower side of the head
of the rail, then tighten the bolts, giving an equal strain on each bolt.
558 TIES.
Do not try to drive the joints up by striking the web.
After the joints have been in track two or three days, they must all
be set up to a final bearing with the swage, and all bolts tightened. In
setting up the joints with the swage, extreme care must be taken to havq
a uniform and tight fit of the joints to the base of the rails, which will
insure an even bearing on the ties. Under no circumstances must joints
be tilted, caused by driving the top of the joints instead of the bottom.
After joints have been in service one month, they should again be gone
over, swaged up and bolts tightened. This same process should be re-
peated at the end of three months.
When laying rail, only sufficient spikes should be placed in slots to
prevent it from creeping. When joint ties are spaced, all slots should be
full spiked with new spikes, which should be driven in contact with inside
edge of slots to avoid interference with swaging the joints up to a tight
bearing.
Do not spike slots on open floor bridges.
Section Foremen to Be Present When Rail Is Laid.
12. The section foreman must be present while rail is being laid:
inspect it, see that it is properly laid, and all details taken care of, in ac-
cordance with instructions. Section foremen will be held equally respon-
sible with the extra gang foremen for any defective work found in con-
nection with laying new rail. The Section Foreman in each instance will
report to the Roadmaster in detail covering the laying of each strip of
rail on his section, stating the condition left by the extra gang foreman,
and what work, if any, was done on it by himself and gang.
Spacing Joint Ties and Renewing Ties.
13. Follow with spacing joint ties, renewing ties, adzing to conform to
the Ware tie-plate surfacer, gaging, etc., excepting in some special cases
where a strip of rail is laid on good surface and where the spacing of
joint ties or resurfacing is not to be done for some time, in which case the
rail must be left in first-class condition regarding all details, adzing, gage,
spiking, tie plating, surface and line.
Handling Treated Ties.
14. Treated ties must be handled with extreme care, to avoid injury.
When unloading them from cars they must not be thrown on top of each
other or on rocks, rails or anything that will break pieces off of them, or
otherwise cause injury.
Adzing Treated Ties.
15. Extreme care must be taken in adzing treated ties, and only such
adzing done as absolutely necessary to provide proper surface ; the adzed
part of the ties to be brush treated with hot creosote just as soon as the
adzing is done. Before driving creosoted plugs in ties, in all cases hot
creosote must be poured into the spike holes, and the men driving the
plugs must be provided with goggles, to avoid injury to the eyes.
Drawing Ties into Track.
16. Ties, of whatever nature, must be drawn into the track with tie
tongs, and under no circumstances must picks, shovels or any other instru-
ment be used for this purpose. Under no circumstances must spike mauls
or sledges be used for "bucking"' ties into position when spacing or
straightening them in the track. They must be moved to position with
tie tongs, bars or wooden beetles. Switch ties, adzed for the frog plate,
must be immediately brush treated witli hot creosote.
Cutting Treated Switch Ties to Line.
17. The cutting off of treated switch ties to line with the rail will
not be permitted. Switch sets come in proper lengths to give good line,
and when placing them in the track, foremen should follow the standard
plans for spacing, and if this is done, the tie- should line uniformly.
TIES. 95S
Plating Ties.
18. Before placing ties in the track, both tie plates must be applied,
using the Ware tie-plate surfacer as a gage to locate the plates on the
tie, and driving them in place with a standard steel follower plate, and
sledges or beetles. Where the track is proper gage, or to be regaged, tie
plates should be set to exact gage, 4 ft. &l/> in., except where gage widen-
ing is required on account of curvature, as required by standard instruc-
tions, sheet new No. 152, old No. 128. Where regaging does not have to
be done, the plates can be set to correspond with the existing gage of the
track.
Dating.
19. All treated ties of whatever nature must be dated with a standard
galvanized dating nail the same day they are placed in the track, the posi-
tion of the nail to follow the standard instructions for that year.
Regaging.
20. Careful attention must be given to the gage of track, and when
regaging tangents, if the gage is uniform, not to exceed ^-in. -wide, it
will not be necessary to regage ; but new ties should be spiked to corre-
spond with the existing gage. If the track is more than J^-in. wide, it
should be regaged out of face. On curves, if the gage is l/i-m. wider
than that allowed by the standard for that curvature, it will not be neces-
sary to take the plates off and reset them, if the gage is uniform; but if
gage is more than J^-in. wider than the standard allowed for that curva-
ture, the plates should be taken off and the track regaged.
Testing Gages.
21. Gages must be frequently tested, and none must be used that have
not been tested by the Roadmaster at the beginning of the season and at
various periods throughout the year. Where more than one gage is being
used on the same job, they must be compared before starting work and
must be absolutely the same.
Copy of Instructions in Hands of Foremen.
22. A copy of these instructions must be in the hands of each extra
gang, section and bridge foreman, who will be required to sign for them
on regular form provided for that purpose.
560
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REPORT OF COMMITTEE I— ON ROADWAY.
W. M. Dawley, Chairman; J. A. Spielmann, Vice-Chairman;
J. R. W. Ambrose, F. M. Patterson,
A. F. Blaess, W. D. Pence,
Ward Crosby, L. M. Perkins,
W. C. Curd, W. H. Petersen,
Paul Didier, A. C. Prime,
R. C. Falconer, II. J. Slifer,
S. B. Fisher, J. E. Willoughby,
Frank Merritt, W. P. Wiltsee,
L. G. Morphy, Committee.
To the Members of the American Railway Engineering Association:
The Board of Direction assigned to the Roadway Committee the
following subjects for consideration:
(a) Make critical examination of the subject-matter in the Manual,
and submit definite recommendations for changes.
(i) Continue the study of unit pressures allowable on roadbed of
different materials, conferring with Committee on Ballast and with Spe-
cial Committee on Stresses in Railroad Track.
(2) Submit specifications for protection of slopes by sodding or
otherwise.
(3) Recommend means for prevention or cure, as case may be, of
water pockets in roadbed.
(4) A petition signed by ten members of the Association, addressed
to the Board of Direction, requesting the appointment of a Special Com-
mittee to investigate and report on the subject of separating the grades
of roads and streets with railroads, was, after due consideration by the
Board and in view of the fact that your Committee on Roadway reported
on this subject in the years 1908 and 1909, referred to your Committee
on Roadway for such further investigation of the subject as might be
deemed necessary or desirable. Detailed information on this subject
has been published in Bulletin 171 (November, 1914) by C. E. Smith, As-
sistant Chief Engineer, Missouri Pacific Railway.
To facilitate the work of the Committee the several subjects were
assigned to Sub-Committees, the personnel of which was based, as far as
practicable, on geographical location, for convenience of holding Sub-
Committee meetings. Two general meetings of the Committee as a whole
were held. One on June 6 at New York and the other on November 20
at Chicago. The Sub-Committee work was handled by various Sub-Com-
mittee meetings and correspondence.
565
566 ROADWAY.
(a) REVISION OF MANUAL.
Sub-Committee: W. P. Wiltsee, Chairman; J. E. Willonghby, M. J. Cor-
rigan (died August 22, 1914), A. C. Prime and W. D. Pence.
The following underscored changes or additions to that part of the
Manual pertaining to Roadway are recommended :
DEFINITIONS.
Group "A" — General.
Cattle Pass. — A culvert or bridge built under the track primarily for
the passage of stock.
Specification. — That part of the contract describing the materials for or
the details of construction.
Washout. — The carrying off of the permanent way by the impact and
erosion of waters.
Group "B" — Right-of-Jl'ay.
Roadway. — That part of the right-of-way of a railway prepared to re-
ceive the track. (During construction the roadway is often referred
to as the grade.)
Group "C" — Technical.
Construction Station. — 'The center line stake set at the end of each full
100- ft. tape or chain length.
Location.— The center line and grade line of a railway established, pre-
paratory to its future construction.
Group "D" — Clearing.
Clearing. — Removing natural and artificial perishable obstruction to grad-
ing.
Brush. — Trees less than 4 in. stump-top diameter, shrubs or branches of
trees that have been cut off.
Group "E" — Drainage.
Culvert. — An arched, circular or flat covered opening of timber, iron,
brick or masonry, built under the roadbed for the passage of water,
or for other purposes.
Group "f" — Grading.
Foundation Pit. — An excavation made for laying the foundation of a
structure.
Haul. — The distance material is moved in the construction of the road-
way.
-The
distance
within
w
•Inch
material
i-
moved without ex
Free Haul.-
tra
compens
Overhaul. -
ation.
-The
distance
beyon
.1
the
free-haul
1
imit
that
material
is
hauled in constructing the roadway, for which extra compensation is
allowed.
Ramp. — An inclined approach.
ROADWAY. 567
Waste. — Material from excavation not used in the formation of the
roadway.
Waste ok Spoil Banks. — -Banks outside the roadway formed by waste.
GENERAL CONTRACT REQUIREMENTS.
5. There should be recognized three widths of roadbed for stand-
ard-gage railways, and these should be selected to suit the probable
density of traffic. These widths should lie : Class A, 20 ft. ; Class B, 16
ft., and Class C, 14 ft.
6. The width between center lines of main tracks on tangent should
not be less than 13 ft. ; on curves this distance may be increased.
8. No waste should be permitted above sub-grade closer than 10
ft. from the slope stakes.
SPECIFICATIONS FOR THE FORMATION OF THE ROADWAY.
7. All these materials, except as hereinafter mentioned, shall be
burned or otherwise removed, as may be directed, and without injury to
adjoining property.
11. Where isolated trees, or where buildings exist, payment shall
be made for the removal thereof at a price to be agreed upon before
removal.
20. Common excavation shall comprise all materials that do not
come under the classification of solid rock, loose rock, or such other
classifications as may be established before the award of the contract.
22. Rock excavation shall be taken out . . . (....) in. below
sub-grade and refilled to sub-grade with approved material.
23. Excavation in excess of the authorized cross-section, as well
as slides extending beyond the slope lines, shall not lie paid for unless
due to causes beyond the control of the contractor or his agents. In all
cases the surplus material shall be removed by the contractor without
delay and the slopes reformed. The classification of the material shall be
in accordance with its conditions at the time of removal, regardless of
prior conditions.
28. Gravel, stone or any other material suitable fur special use of
the company, which is met within the excavations, shall, when required.
be reserved and deposited in convenient places on the right-of-way. as
directed. Other suitable material in the vicinity shall lie substituted, as
required, to complete the embankments
30. Intercepting ditches, when ordered, shall be made at the top of
the slopes of all cuttings where the ground falls toward the top of the
slopes. These ditches must diverge sufficiently to prevenl erosion of the
adjoining embankment. The cross-sections and locations of such ditches
shall In- designated. If required, they shall be excavated in advance of
opening the cutting.
31. Ditches shall Ik- formed at the bottoms of the slopes in cut-
tings, according to cross-sections shown upon the plans, or such modifica-
568 ROADWAY.
tions thereof as may be directed. They shall be neatly made, clear of
obstruction, and at the lower ends must diverge sufficiently to prevent
erosion of the adjoining embankments.
34. When directed, embankments shall be built in horizontal layers
of (....) ft. in thickness. These layers must be of
the full width of the embankment and built to the true slope, and not
widened with loose material from the top. The most suitable material
shall be reserved for finishing the surface : large stones shall not be
permitted within a depth of at least (....) ft. below sub-
grade.
36. Where an embankment is to be placed on sloping ground, the
surface shall be deeply plowed or stepped. Whenever directed, boggy or
unsuitable material shall be excavated so that the embankment shall be
on a firm foundation.
37. In crossing bogs or swamps of unsound bottom for light fills, a
special substructure of logs and brushwood may be required. The logs form-
ing this foundation to be not less than six (6) in. in diameter at the small
ends. If necessary, there shall be two or more layers crossing each
other at right angles. The logs of each layer shall be placed close
together, with broken joints, and covered closely with brush. The
bottom layer shall be placed transversely to the roadway, and shall
project at least five (5) ft. beyond the slope stakes of the embank-
ment.
Measurements and payment for this substructure shall be by units
of one hundred (100) ft. square, or decimal thereof, of area covered
by each layer.
38. In forming embankments from trestles, the material shall be
thoroughly compacted between the trestle bents and around and under
all parts of the structure. _In case of train filling by means of a tempo-
rary trestle, the material shall be uniformly spread in the fill.
39. Embankments abutting the ends of trestle bridges shall be
brought forward upon the structure a distance of at least
(....) ft., with increased width of ... . C...) ft. in order to
form a full roadbed.
40. The sub-grade shall be compact and finished to a true plane, thus
leaving no depression that will hold water.
41. Material for embankments or about masonry or other structure^
shall be deposited in thin layers, and each layer carefully tamped. Spe-
cial care must be exercised that no excessive strain be placed upon these
structures. Only the best material shall be permitted for the purpose of
such filling. The contract price for excavation shall cover the cost of
obtaining, distributing and packing the material behind, over and around
all such structures.
44. Side slopes of borrow pits on the right-of-way shall be the
same as used in the cross-section of the adjoining roadway. A berme of
not less than (....) ft. in width shall be left between
ROADWAY. 569
slope stakes of the embankment and the edge of the borrow pit. A berme
of not less than (....) ft. shall be left between the out-
side slope of the borrow pit and the right-of-way line. Bermes shall
consist of the original unbroken ground.
45. Borrow pits shall not be excavated before they have been
staked out. Borrowing must be done in regular shape in order to admit
of ready and accurate measurement. Borrowing or wasting of material
will not be permitted on land set apart for station grounds or for other
special purposes, except by written directions.
46. Grading shall be estimated and paid for by the cubic yard at
the prices specified for the respective materials. Measurements shall be
made in excavation only, except as hereinafter mentioned.
47. The contract price per cubic yard shall include the excavation
of the material by any method whatsoever; the loading, transportation
and deposit of the same in the manner prescribed by these specifica-
tion s7~aiid~in the places designated ; the plowing or benching of the
slopes; and all other expenses incident to the work of grading.
48. Unless otherwise specified, it is distinctly understood that the
contract price per cubic yard covers any haul found necessary. No
allowance will be made for any so-termed overhaul.
(The following alternate optional overhaul clause is recommended
to be substituted for clause No. 48 of the specifications for the Formation
of the Roadway in case it is desired to allow overhaul:)
48-a. No payment shall be made for hauling material when the
length of haul does not exceed the limit of free haul, which shall be
ft.
The limits of free haul shall be determined by fixing on the profile
two points — one on each side of the neutral grade point — one in excava-
tion and the other in embankment; such that the distance between them
shall equal the specified free-haul limit, and such that the included quan-
tities of excavation and embankment shall balance. All haul on mate-
rial beyond the free-haul limit shall be estimated and paid for on the
basis of the following method of computation, viz. :
All material within this limit of free haul shall be eliminated from
further consideration.
The distance between the center of gravity of the remaining mass
of excavation and center of gravity of the resulting embankment, less
the limit of free haul as above described, shall be the length of over-
haul. The compensation to be rendered therefor shall be determined by
multiplying the yardage in the remaining mass, as above described, by
the length of the overhaul. Payment of overhaul shall be by units of one
cubic yard hauled one hundred (100) ft.
Tn case material is obtained from borrow pits along the embankment
and runways constructed, the haul shall be determined by the distance
the team necessarily travels. The overhaul on material thus hauled shall
be determined by multiplying the yardage so hauled by one-half the round
570 ROADWAY.
distance made by the team, less the free-haul distance. The runways
shall he established by the engineer.
52. The material from rock tunnels shall be taken out
. . (....) in. below sub-grade and refilled to sub-grade with approved
material.
53. Blasting shall be done with all possible care, so as not to
damage the root and sides. All insecure pieces of rock beyond the stand-
ard cross-section shall be removed by the contractor.
55. The price paid for tunnel excavation shall embrace the cost of
removal of all materials between the outer faces of the portals. It shall
include the loosening, loading, transportation and placing of the mate-
rials in embankment or waste hanks, as directed.. It shall also include
whatever materials and labor are required for temporary props, sup-
ports and scaffolding for the safe prosecution of the work, as well
as all expense of keeping the tunnel ventilated and free from water,
oil or gas.
57. The location, number and dimensions of all shafts shall be
determined. The excavation price for them shall cover all materials con-
tained within the specified cross-section between the surface of the ground
and the connection of the shafts with the tunnel. This price shall also
cover all material and labor for curbing and support of the sides of the
shafts as may be required, the cost of keeping the shafts ventilated and
free from water, oil or gas, as well as the cost of all pumping and hoist-
ing machinery.
59. The contractor shall make all arrangements and be at the sole
expense for any right-of-way necessary over the top of the tunnel for
such roads as he may require between the ends of the tunnel. All grading
necessary for the same shall lie done at his expense.
60. The contract price per cubic yard for tunnel and shaft exca-
vation, respectively, cover any haul found necessary in placing the
material where designated. There shall be no allowance for any so-
termed overhaul.
61. The contractor shall arrange his work so that there will be no
interference or delay in any manner with the train service of the com-
pany. He shall be responsible for any damage to the company's prop-
erty caused by his acts or those of his employes. Whenever the work is
liable to affect the movement or safety of trains, the method of doing
such work shall first be submitted for approval, without which it shall
not be commenced or prosecuted. If continuous detention occurs to the
train service, the company reserves the right to complete the work at
the expense of the contractor after giving him written notice.
62. Heavy blasting shall not be permitted close to the main tracks,
nor shall the contractor be permitted to transport material along or be-
tween the company's tracks, except when properly authorized. When-
ever the work as authorized affects the safety of the trains or tracks, the
company shall take such precautions as it may deem advisable to insure
ROADWAY. 571
safety. The cost thereof shall be charged to the contractor and deducted
from his estimate.
64. The location of the additional track shall be on the ....
side of existing line. But whenever it is expedient to change any portion
to the opposite side, the altered alinement shall be shown upon the maps
or diagrams furnished by the company, and the contractor shall conform
to the same without extra charge.
66. Wherever it is necessary for material of any description to be
transported across the existing track or tracks, the location of the
crossings must be approved. The material and labor of placing and
maintaining the same shall be furnished by the company. The actual
cost shall be charged to the contractor and deducted from his estimate.
67. Day and night watchmen shall be furnished by the company at
the places it may consider necessary for the safety of the company's
trains and works. The cost shall be charged to the contractor and de-
ducted from his estimate. It is distinctly understood, however, that
the providing of such watchmen shall not relieve the contractor from
the liability and payment for damages caused by bis operation.
70. The contractor shall, at his own expense, make and keep in
good condition commodious passing places for public and private roads
traversed by the line of railway; and he shall be held responsible
for damages of whatsoever nature to persons or neighboring property
caused by workmen in his employ leaving gates or fences open, blasting
rock, building fires or in other ways. If necessary, the payment of the
estimate may be withheld until such damages are satisfactorily adjusted.
The intention of the contract is that the company shall not be held
responsible for any claims or losses incurred during the construction of
the line due to the operation or negligence of the contractor or his
employes.
71. The alinement, gradients and cross-sections of the roadbed, as
well as ditches and other incidental work, may be altered in whole or in
part, as deemed necessary, either before or after the commencement of
the work. But any such change or alteration shall not affect the unit
prices specified in the contract ; nor shall any such changes or alterations
constitute claims for damages, nor shall any claim be made or allowed on
account of such changes or alterations.
72. Before beginning and during the progress of the work, the
contractor shall remove all snow and ice from between the slope stakes
at his own expense.
73. The contractor shall carefully preserve all bench marks and
stakes. In case of neglect to do so, he will be charged uitb the result-
ing expense.
77. The cost of any extra work shall not be considered or allowed,
unless such extra work shall have been done by direction, in writing.
Such written directions shall in every case contain the rates and methods
of payment for said extra work.
572 ROADWAY.
78. The contractor shall take all risks from casualties of every
nature, and shall not be entitled to any compensation for detention from
such causes. The contractor assumes risk of damage to stock, tools and
machinery used on the work while on the property of the railway com-
pany, and the contractor agrees to make no claim therefor which may be
caused by the operation of the railway.
81. In the foregoing specifications it is understood and agreed that
the Chief Engineer of the company is in charge
of the work, and that he may appoint such assistants as he may select.
Wherever the specifications refer to the judgment, direction, decision,
approval, etc., of any employe of the company, they
designate and mean the Chief Engineer or one of his assistants. The
decision of the Chief Engineer shall be final as to the intent and mean-
ing of these specifications.
GRADE REDUCTION WORK.
(1) Organization — The simplest organization is preferable. One
man should be in responsible charge of the work, with a staff of en-
gineers and supervisors to cover the work ; the latter should have
control of the men, material and means necessary for their respective
sections.
(4) Surface and waterway drainage should be given first considera-
tion, and, lastly, the roadway drainage in excavation.
TRACK ELEVATION WORK.
(6) Water, sewer and gas pipes, electrical conduits and wires should
be cared for and moved by the companies owning them, whether or not
the expense is borne by the railway company.
WATERWAYS.
(1) In determining the size of a given waterway, careful con-
sideration should be given to local conditions affecting the safety, econom-
ical construction and maintenance; chief among these conditions are
flood height and flow, size and behavior of other openings in the vicinity
carrying the same stream, characteristics of the channel and of the
watershed area, climatic conditions, extent and character of traffic on
the given line of railway, and probable consequences of interruptions
to same.
(2) (a) The practice of using a formula to assist in fixing the
proper size of the waterway in a given case is warranted only to the
extent that the formula and the values of the terms substituted therein
are known to fit local conditions.
(9) A relocation of the line is sometimes necessary where the slide
assumes the proportion of an avalanche.
ROADWAY. 573
WASHOUTS.
(i) The ends of trestles and bridges should be efficiently protected,
as with masonry or riprap.
(2) Track should be raised above height of flood waters, if possible,
and carried on strong and stable roadbed.
(3) The track on an embankment subject to overflow should be
ballasted with heavy angular ballast and anchored. The lower slope of
the embankment should be protected with riprap.
(4) Track bridges subject to overflow should be anchored.
SURFACE AND SUB-SURFACE DRAINAGE.
(1) Water should be kept off the roadbed if possible.
TUNNELS.
(2) The dimensions of the section of tunnels on curved track
should be increased and the track displaced from center of tunnel to
give substantially the clearance given above.
(3) Drainage for a double-track tunnel should occupy a concrete
channel midway between the tracks.
(4) Concrete should be used for the permanent tunnel lining,
except where local conditions will injure the concrete before it sets.
The arch of every brick-lined tunnel should be laid with vitrified
brick in rich Portland cement mortar for a width of five feet on each
side of the center line of each track.
STEAM-S HOVEL WORK.
Change the heading General Specifications to read, "General Specifi-
cations for a Modern Steam Shovel of 70 Tons Weight for Roadway
Construction."
Under heading Repair Parts Necessary to Carry, correct the spelling
of the word "shuts."
Under the heading Repair Tools Necessary to Carry, correct the
spelling of the word "Stilson" and add "2 spike mauls, 2 clawbars, 1 track
gage, 4 rail clamps."
Under the heading Methods of Handling Steam-Shovel Work, add
to the subject-matter under "Dump Cars" the following:
"For standard-gage track, 12 or 16 yard air-dump cars are preferable
to 6-yard dump cars or flat cars."
It is not thought necessary to revise the report blanks until this sub-
ject-matter is enlarged.
(1) UNIT PRESSURES ALLOWABLE ON ROADBED OF
DIFFERENT MATERIALS.
Sub-Committee: J. R. W. Ambrose, Chairman; J. A. Spielmann,
F. M. Patterson, L. G. Morphy, Paul Didier, J. E. Willoughby.
The importance of this subject in its relation to engineering enter-
prises is indicated in the following extract from a letter received by
574 ROADWAY.
your Committee from the Hon. George Otis Smith, Director of the
United States Geological Survey, under date of June 30, 1914 :
"The United States Geological Survey has, until recently, made very
little effort to secure detailed and exact data as to the relations of soils
of different compositions and textures to engineering enterprises, other
than reservoirs and irrigation canals. During the last year, however, it
has made some observations as to the phenomena of deposition and move-
ment under pressures of soils and sediments in the delta of the Missis-
sippi River. The results of this investigation, which for lack of funds
has been conducted on a small scale only, promise to be of considerable
interest, but the studies lack engineering precision and supplementary
laboratory experimentation. However, the subject of the relation of soils
and rocks to engineering enterprises is so urgent, the actual knowledge
of the subject is so limited and the value of the information to be de-
rived from thorough study and experimentation is obviously so great that
one of the geologists of the Survey has, during the past winter, been
detailed to the Bureau of Mines for the purpose of discussing certain
features of the subject as observed by him during the construction of
the Panama Canal. The progress of these studies develops such promise
of importance to engineers that the question of undertaking more com-
prehensive and thorough studies, supplemented by adequate laboratory
and consultative resources, is now under consideration as a project to
be taken up in a cooperative way with the Bureau of Mines, it being
evident that to get the best results competent and thorough geologic in-
vestigation must be combined with the experienced and able engineering
knowledge and adequate experimental testing."
The Chairman of this Sub-Committee, J. R. W. Ambrose, has de-
signed and tried out an apparatus for measuring under traffic the
pressure at any point exerted by the ballast on the roadbed, which, when
calibrated, gives promise of furnishing valuable information. No
actual results in pounds per square foot have as yet been obtained. The
experiments having been conducted at considerable personal expense, your
Committee feels that further experiments should be continued along
this or similar lines by the Special Committee on Stresses in Railroad
Track.
Fig. 2 shows the apparatus referred to above.
Under the track, in any desired position, is placed an air-tight box.
the upper side of which has a movable diaphragm. The spring within
the box is to keep the diaphragm in the extended position after the load
is removed. This box, which we might call the transmitter, is con-
nected by a pipe or hose to a similar box placed on edge, and having a
thin rubber diaphragm; to the center of this diaphragm a connection is
made to the side of a small mirror; thus any deflection of the diaphragm
is multiplied by the mirror.
The drawing shows the simple method of passing a ray of light
on to the mirror, which in turn is deflected according to the magnitude
of the impulse given the transmitter, the sensitized film moving at a con-
stant speed records the movements of the light ray.
This method can easily be enlarged upon and made as sensitive as
desired. It is only necessary to calibrate the instrument, when actual
results may be obtained.
ROADWAY.
575
FINE GRAVEL
2-1 mm
N<?2
COARSE SAND
N?3
MEDIUM SAND
•5--25mm
N?4
FINE SAND.
•25--I mm
'N?5
VERY FINE SAND
•I --05 mm
N?6
SILT
•05- -005 mm.
N?7
CLAY
•005-0 mm
Fig. i.
57G
ROADWAY.
ROADWAY.
577
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ROADWAY. 579
Fig. 3 shows some of the results obtained from two different types
of engines passing over the instrument.
Fig. 4 shows a print from one of the records made.
In these experiments the transmitter was 12 in. under the tie, cov-
ered with gravel ballast; the recording mechanism was located 300 . ft.
from the track, which accounts for the broken curve due to the inertia
of the air in the tube. With a test-house located adjacent to the track,
this difficulty would be overcome and the instrument much more sensi-
tive.
The Committee received some results of deflection test* on ballast-
floor trestles from C. D. Purdon, Chief Engineer, St. Louis & South-
western Railway. The distribution of the load through the ballast to the
stringers seems to be shown in Fig. 5. Owing to the variation in tin-
strength of timbers, we cannot rely too much upon these tests, although
the results give us an idea of what we may expect.
During the past year we have endeavored to make a preliminary
classification of soils preparatory to investigating the allowable unit pres-
sures thereon. This question has been handled quite exhaustively by the
United States Department of Agriculture, and in Bulletin No. 84, Messrs.
Fletcher & Bryan describe the apparatus and method of making a me-
chanical analysis of soils and give seven subdivisions into which soils,
excluding gravel, stone and rock, may be divided, namely :
Material. Size.
No. 1 Fine gravel 2. — 1. mm.
No. 2 Coarse sand 1. — 0.5 mm.
No. 3 Medium sand 0.5 — 0.25 mm.
No. 4 Fine sand 0.25 — 0.10 mm.
No. 5 Very fine sand o. 10 — 0.05 mm.
No. 6 Silt 0.05 — 0.005 mm-
No. 7 Clay 0.005 — 0.0000 mm.
Your Committee feels that since the first five of the above material-
may be determined by screening, that we should define and adopt the fol-
lowing screen as standards :
Screens
Material. Pass Through Retained On
No. 1 Fine gravel No. 10 No. [8
No. 2 Coarse sand No. 18 Y< 1. 32
No. 3 Medium sand No. 32 No. 7"
No. 4 Fine sand No. 70 No. 160
No. 5 Very fine sand No. 160 Xo. 230
By the number of sieve is meant the number of meshes per linear
inch in the wire cloth, woven from brass wire, having the following
diameters tor
Sieves Nos. 10 and 18 0.0165 inches diameter
Sieve No. 32 0.01 12 inches diameter
Sieve No. 70 0.0045 inches diameter
Sieves Nos. 160 and 230 00024 inches diameter
The mesh should be regular in spacing and the cloth should be
mounted on the frame without twisting. The last two subdivisions, silt
580 ROADWAY.
and clay, are more difficult to determine, but the method is fully set forth
in the Bulletin, No. 84, of the Bureau of Soils, Agricultural Department,
above referred to.
If the above subdivisions are adopted, we can then classify various
soils by giving the percentage of the materials contained. The percentage
of water contained in each sample of soil should also be determined by
weighing, drying and reweighing, as the moisture content has a decided
influence on the bearing power of many soils.
Appended hereto is Search No. 796, kindly made by the American
Society of Civil Engineers, July 18, 1914, giving reference to articles
published during the years 1908-1913 on the "Bearing Power of Soils":
BIBLIOGRAPHY.
"Pressure Resistance and Stability of Earth," by J. C. M'eem, Trans.,
A. S. C. E., Vol. 70, p. 352. (Paper 1174, Dec, 1910.) (The author
aims to consider the resistance and stability of earth as applied to piling
and foundations.)
"Experiments on Retaining Walls and Pressures on Tunnels," by
William Cain, Trans., A. S. C. E., Vol. 72, p. 403. (Paper 1192, June,
I9II-)
"The Ultimate Load on Pile Foundations, a Static Theory," by John
H. Griffith, Trans., A. S. C. E., Vol. 70, p. 412. (Paper 1173, Dec, 1910.)
"The Hard-Pan Test at the New Cook County Hospital," by Frank
A. Randall, Journal Western Society of Civil Engineers, Vol. 17, p. 725.
(Oct., 1912.) (Method of making tests to find the bearing power of the
soil and record of results, including discussion.)
"Abstract of Same. Bearing Power of Soil Under Foundations at
Chicago," Eng. News, Vol. 69, p. 463. (March 6, 1913.)
"The Bearing Power of Moist Blue Clay," by Edward Hancock,
Jour. Western Soc of Eng., Vol. 17, p. 745. (Oct., 1912.) (Results of
tests in the loop district, Chicago.)
"Lateral Pressure in Clay From Superimposed Loads," by Walter L.
Cowles, Jour. Western Soc Eng., Vol. 17, p. 746. (Oct., 1912.)
"Testing Soil Below the Surface for Foundation Loads," Engineering
Record, Vol. 62, p. 71. (July 16, 1910.) (Results of tests of soil in
New York City as a preliminary to constructing a nine-story building.)
"Foundation Loads," Builder, Vol. 101, pp. 332, 453, 780. (Sept. 22,
Oct. 20, Dec. 29, 191 1.) (Discusses the relation of geology to engineer-
ing, bearing power of soils, etc.)
"Foundation Construction of the New State Capitol of South Dakota,"
by Samuel H. Lea, Eng. Rec, Vol. 57, p. 437. (April 4, 1908.) (Tests
were made to determine the bearing power of the soil.)
"A Consideration of the Earth's Surface in Its Relation to Building
Construction," by Owen B. Maginnis, Architects and Builders' Maga-
zine, Vol. 9, p. 82. (Nov., 1907.)
"Bearing Tests for Heavy Foundation Loads," Eng. Rec, Vol. 60,
P- 55- (July 10, 1909.) (On tests made for the foundation of the State
Capitol at Madison, Wis.)
"Testing Foundations at the Municipal Building, New York," Eng.
Rec, Vol. 63, p. 197. (Feb. 18, 191 1.)
"Foundation Work on the Municipal Building, New York," Eng. Rec,
Vol. 62, p. 46. (July 9, 1910.)
Editorial on same, Eng. Rec, Vol. 62, p. 57. (July 16, 1910.)
"Allowable Pressures on Hardpan" (letter), by Rudolph Miller, Eng.
Rec, Vol. 62, p. 783. (Dec. 31, 1910.)
ROADWAY. 581
"Sand Foundations for High Buildings" (editorial), Eng. Rec, Vol
66, p. 310'. (Sept. 21, 1912.)
"Soil Bearing Tests," Eng. Rec., Vol. 66, p. 304. (Sept. 14, 1912.)
(Details of tests made during the construction of the Dallas-Oak Cliff
viaduct at Dallas, Tex.)
"Failure of the Transcona Grain Elevator," Eng. News, Vol. 70, p.
944. (Nov. 6, 1913.) (Refers briefly to load tests made on the soil at
the site of the grain elevator.)
"A Device for Making Surface Tests of the Bearing Power of Soils,
With Some Examples of Operation," Engineering-Contracting, Vol. 34,
p. 94. (Aug. 3, 1910.)
"Results of Tests on Chicago Hardpan at a Depth of Fifty-one Feet
Below Lake Level," Eng. Con., Vol. 37, p. 436. (April 17, 1912.)
"Foundation of the Municipal Building, New York City," Eng. News^
Vol. 64, p. 523. (Nov. 17, 1910.) ("Suitable test was made, and the
actual bearing capacity of the sand at the bottom of the proposed founda-
tion was determined to be about 20 tons per sq. ft. within the limits of
reasonable settlement.")
"Foundation Pressure on Hardpan: Proposed Rule" (letter), by
Rudolph Miller, Eng. News, Vol. 64, p. 727. (Dec. 29, 1910.)
"Hardpan and Other Soil Tests." by J. Norman Jensen. Eng. News.
Vol. 69, p. 460. (March 6, 1913.) (Data on tests made at Chicago.)
"Pneumatic Caisson Foundations, Whitehall Building, New York,"
Eng. Rec, Vol. 61, p. 792. (June 18, 1910.) (Contains data on hardpan
bearing tests.)
"A Composite Sand and Rock Foundation for a Tall Building," Eng.
Rec. Vol. 63, p. 24. (Jan. 6, 1910.)
"Reoort on Unit Pressures Allowable on Roadbeds of Different Mate-
rials." Proceedings, American Railway Engineering Association, Vol. 13,
p. 388 (1912). (On the safe bearing of soils.)
"Foundation"; of Bn'dgres and Buildings." r>. 534. bv Henry S. Jacoby
and Roland P. Davis. New York. 1914. McGraw-Hill Book Co. (Con-
tains data on the values of bearing capacitv of soils.)
"A Practical Treatise on Subaqueous Foundation." p. doi. by Charles
Evan Folwer. Third edition. New York. 19T4. John Wilev & Sons.
(Contains a table of safe loads on foundations for different kinds of
soil.)
"Concrete Pile Footings for the 42-Story L. C. Smith Buildincr. Seattle,
Wash.." Eng. News, Vol. 68. p. 914. (Sept. 14, 1912.) (After they were
nlaced. the piles were tested under load and showed a settlement Tinder
load of sixty tons per pile, varying from % in. in the case of the best
clay substrata to 254, in the softest.)
"Test on Foundations in the Manila Port District," bv John W. Gra-
ham, Quarterly Bulletin, Bureau of Public Works, Philippine Islands, Vol.
2, p. 49- (April, 1913.)
Abstract of same, "Special Concrete Foundations in the Manila Port
District," by John W. Graham, Eng. News, Vol. 70, p. 554. (Sept. 18,
I9I3-)
"The Foundations of the Fireman's Insurance Building in Newark,"
Eng. Rec, Vol. 64, p. 636. (Nov. 25, 1911.) ("The footings of the piers
were carried down to a depth of about 31 to 36 ft. below the curb, and,
although loaded to eight tons per sq. ft. on hardpan, showed no settle-
ment.")
"Chicago Building Foundations," by A. M. Wolf, Wisconsin Engineer,
Vol. 16, p. 149. (Jan., 1912.) (Gives the Chicago ordinances for loads
on foundations in different kinds of soil.)
582 ROADWAY.
"Foundations for the Municipal Building, New York," by Maurice
Deutsch, School of Mines Quarterly, Vol. 32, p. 1. (Nov., 1910.) (Con-
tains data on the character of the soil in which the foundations were
built."
"The Settlement of the Magistrates' Courts, Georgetown, British
Guiana," by Leonard Percival Hidge, Minutes, Proceedings Institution
of Civil Engineers, Vol. 173, p. 216. (1907-8, Pt. 3.)
Kiinstliche Fnndierung des Geschaftsgebaudes fur das Oberlandes-
gericht zu Dusseldorf," by Franz Boerner, Beton und Eisen, Vol. 7, p.
340. (Oct. 26, 1908.) (Foundations for the new Court House in Dussel-
dorf; an examination of the ground.)
"Boston Foundations," by J. R. Worcester, Journal, Boston Society
of Civil Engineers, Vol. 1, pp. 1, 179- (Jan., April, 1914.) (Gives results
of tests on the bearing power of the soil.)
"The Reconstruction of the Foundations of the Waterville High
School," by Geo. L. Freeman, Proceedings, Maine Society of Civil En-
gineers, 1912, p. 88. (Contains data on the bearing power of soils.)
"The Bracing of Trenches and Tunnels, with Practical Formulas for
Earth Pressures," by J. C. Meem, Trans., A. S. C. E., Vol. 60, p. 1.
(page 1062, June. 1908.)
(2) SPECIFICATIONS FOR PROTECTION OF SLOPES BY
SODDING OR OTHERWISE.
Sub-Committee: Frank Merritt, Chairman; Ward Crosby, S. B.
Fisher, W. H. Petersen.
A general letter was sent to all roads, and one hundred and twenty-
four replies were received. Sixty-eight had nothing to offer, while
eighty-three practiced sodding to a limited extent and fifteen to a much
larger extent. Out of the hundred and twenty-four replies, only six
specifications for sodding and one for seeding were received. Attached
are copies of the specifications received.
Seeding does not appear to be in much favor, as only four advo-
cated seeding. Protection by tiling or otherwise met with light response :
a few favored tiling. Several advocated cinders, while others advo-
cated honeysuckle or willows on wet slopes. Perhaps the reason for the
light response was that the Roadway Committee made a report on drain-
ing banks. (See Vol. 10. Part II, on pages 921 and 922; also pages 1094.
1096 and 1 104 and 1106.) These recommendations cover the ground for
drainage in quite a thorough manner. Roads in arid countries point out
the fact that sodding was useless on account of lack of water, while
others in wet countries state that sodding was unnecessary, as the
slope soon becomes sodded naturally. The principal points to be covered
by the specifications for sodding are as follows :
PREPARATION OF SLOPES.
Nearly all agree that there should be some preparation of the slope,
and there should be a dressing of good soil on top. There is a difference
of opinion as to manure dressing, but this objection being on the grounds
that it introduced objectionable weeds.
ROADWAY. 583
LIMIT OF SLOPES.
There is a wide difference of opinion on the limit of slopes that can
be successfully sodded, but it is evident that steep slopes can be sodded
by pinning the sod until same is well rooted.
CUTTING SOD.
The difference of opinion on this point is largely on account of the
different kinds of sod used. For Bermuda and all running plants, it is
evident that the sod should be set out in small pieces, so as to grow a
new sod. For grasses that do not have creeping stems, this, of course,
would not be true, and in that case all the slope should be sodded.
The letters do not show what kind of grasses require full sod-
ding, and in this respect the appended specifications are not complete.
WATERING SOD.
All agree that the sod should be well watered until firmly rooted.
STAKING SOD.
Most of the replies advocated staking the sod, but this does not
appear to be necessary on slopes that are not steeper than 2 to i.
SETTLING BANKS BEFORE SODDING.
There is a great difference of opinion on this point, but for Ber-
muda grasses with creeping stems there appears to be no necessity for
waiting for banks to settle. For other grasses this is an open ques-
tion, and the appended specifications may not be complete on this sub-
ject.
SEEDING.
The correspondence does not show much interest in seeding. We
have only one specification for seeding, which appears to be quite com-
plete, and see no objection to adopting it.
PLANTING WILLOWS.
On banks that are wet and springy at the toe of slope, such as steep
hillsides or reservoir banks, the planting of willows or other trees
should be looked into more fully. The appended specifications do nol
cover that point.
The following is an analysis of the replies received:
PREPARING SLOPES.
Louisville & Nashville:
Smooth down the slopes, loosen the top surface and then sod.
Georf/ia Railroad-
Arrange slopes two to one and cover with Bermuda sod. We do
not use top dressing or fertilizer, but recommend it.
Vandalia Railroad:
Do not use dressing, but roll slopes.
584 ROADWAY.
Philadelphia & Reading:
Must have 6 in. of rich soil. Do not recommend manure, account
weeds.
Wichita Union Terminal:
Banks were of sand pumped from river; cover slopes with blanket
of earth 2 ft. thick ; no manure used, except where soil was poor.
Toronto Terminal Railroad:
Grading of the slopes will be prepared for the contractor, and no
slope will be greater than one to one. Top of embankment will be graded
2 ft. from top of the slope.
Erie Railroad:
When soil is sterile, cover with 6 in. of fertile soil.
Pittsburgh & Lake Erie:
We use dressing of 3 in. of loam.
Pennsylvania Railroad:
The surface of the area to be sodded, and shall be raked and level ;
any depression will be filled with suitable material and will be stamped
solid.
SELECTING, CUTTING AND TAKING CARE OF SOD.
Philadelphia & Reading:
Cut sod 16 in. wide by 2l/2 in. thick.
Erie Railroad:
Sod must be cut from a clay or loam soil having a good drainage, but
no sand, it must be uniform in texture, free from bunch grass or ob-
noxious weed, and consisting preferably of Kentucky blue grass, Red
Top, or other grasses with creeping stems.
Sod should be cut from ground generally level, and must contain
sufficient moisture to maintain its vitality during transportation — -this may
be accomplished by cutting after a rain or by sprinkling. Sod will be
cut three or more feet long, 18 in. wide and 2l/2 in. thick.
Sod will be laid upon cars as soon as cut and taken to the work and
relaid with the least possible delay.
Pennsylvania Railroad:
Sod furnished must be strong, healthy blue grass — sod cut from a
field that has not been plowed or broken up within five years previous
to cutting. The sod shall be cut from high and well-drained ground, and
shall be free from stones, weeds, etc. Sod shall be cut in sections 15 in.
wide and from 3 to 5 ft. in length and not less than \l/2 in. thick. It
shall be laid as promptly as possible after being cut, and any sod that is
heated will not be accepted.
Cotton Belt:
Sod small bunches of grass about 1 ft. apart.
Georgia Railroad:
Cover with Bermuda sod.
Neivburgh & South Shore:
Cover the entire slopes with sod, but prefer seeding.
Wichita Union Terminal:
A small tuft of Bermuda sod was placed at intervals of about 2 ft.
Pittsburgh & Lake Erie:
Cover all the area with sod.
New Orleans & Great Northern:
Scatter small pieces of sod over the slopes at intervals of 1 to 2 ft.
ROADWAY. 585
ROLLING SLOPES.
Georgia Railroad:
We do not roll banks.
Vandalia Railroad:
We do not use dressing, but roll slopes.
Wichita Union Terminal:
Banks were not rolled.
Toronto Terminal Railroad:
Banks were not rolled or dressed.
Pittsburgh & Lake Erie:
We do not roll banks.
Erie Railroad:
Sod must be laid with line dimensions at right angles to track, and
sod to be firmly padded down with shovel.
WATERING SOD.
Vandalia Railroad:
Sod should be done in proper season to avoid watering.
Philadelphia & Reading:
Sod should be kept wet until the roots take hold.
Wichita Union Terminal:
Sod was not watered.
Pittsburgh & Lake Erie:
Water sod frequently.
Erie Railroad:
All sod laid during the night shall be thoroughly watered as soon as
practicable after laying, and no sod shall be left over night after laying
without being watered. All sod shall be watered daily for 20 days after
laying.
LIMIT OF SLOPES.
Louisville & Nashville:
Not steeper than iY2 to 1.
Philadelphia & Reading:
Not less than il/2 to 1.
Newburgh & South Shore:
All slopes of ordinary earth, which are as steep as 1 V2 to 1, should be
protected by either sodding or seeding.
Cotton Belt:
Would not sod cuts where slope is 1 to 1.
Toronto Terminal Railroad:
Sod the entire slope.
Pittsburgh & Lake Erie:
Sod slopes as steep as 1 to 1 and use stakes.
Erie Railroad:
No slope will be greater than 1 to 1.
Vandalia Railroad:
Limit \l/2 to 1.
KINDS OF SOIL.
Vandalia Railroad:
Timothy and red clover — mix them, make a success.
Pittsburgh & Lake Erie:
Where seed is used, use Kentucky blue grass and Red Top clover —
two of former and one of the latter.
586 ROADWAY.
Erie Railroad:
Prefer Kentucky blue grass, Red Top and other grasses with creep-
ing permanent stems.
Pen nsylivn ia Ra ilroad :
Sod must be strong, healthy blue grass sod.
STAKING SLOPES.
Vandalia Railroad:
Recommend staking slopes.
Philadelphia & Reading:
Recommend staking slopes.
Wichita Union Terminal:
Sod was not staked.
Pittsburgh & Lake Erie:
Use stake spikes on slopes from i to i to 3 to 1.
Erie Railroad:
The contractor will place two stakes, size ilA in. x 2 in. x 24 in., to,
each sod, 4 stakes enclosing 3 sq. ft. of sodding, driving these into the
slope so that the top of the stake shall project 2 in. above the sod: 20
days or more after driving the stakes shall be driven down flush to the
top of the soil.
Pennsylvania Railroad:
Not less than two pins shall be placed in each square yard of sod
laid, these pins to be made of wood 34-in. square and not less than 8 in.
long. The cost of furnishing and placing these pins is included in the
unit price of sod. If, in the opinion of the Engineer, pins longer than 8 in.,
but not exceeding 12 in., or more than 2 pins per square yard are required,
they shall be furnished by the contractor and used without extra com-
pensation.
TEMPORARY PROTECTIONS AGAINST WASH.
Georgia Railroad:
Do not arrange for temporary protection, but think it advantageous.
J'andalia Railroad:
On slopes less than iY2 to 1 should have temporary protection against
wash.
Pittsburgh & Lake Erie:
Do not use temporary protection.
Toronto Terminal Railroad:
No temporary protection used.
SHOULD BANKS BE SETTLED BEFORE SODDING?
Vandalia Railroad:
Banks should be settled in fills before sodding.
Cotton Belt:
We sod new banks at once.
Wichita Union Terminal:
Sodding done at once, but as hanks were of sand we had small set-
tlement.
Toronto Terminal Railroad:
Wait until fill is settled.
Pittsburgh & Lake Erie:
Do not sod until thoroughly settled.
ROADWAY. 587
SEEDING.
Philadelphia & Reading:
Prefer to sow seed in the fall.
Newburgh & South Shore:
Prefer seeding to sodding ; had good success with seeding — red clover.
WET SLOPES — USE OF WILLOWS.
Vandalia Railroad:
Advocate cinders on toe of wet slopes.
Cotton Belt:
Have used willows where overflow water was liable to come across
bank.
Toronto Terminal Railroad:
Advocate willows.
Rock Island:
On wet banks plant trees.
Temiskaming & Northern Ontario:
We do not make a practice of sodding slope or tile drainage slopes to
prevent slides. We have a great many cuts subject to slides, but we
consider it cheaper to remove slides by railway ditcher than to go to the
expense of any elaborate system of bank protection.
Central of Georgia:
Do not make a practice of sodding slopes, or tile draining, but have
planted Bermuda grasses on some that soon covered slope and does good
work in protecting.
No tile drains for slopes.
Fort Worth & Denver City:
We make no regular practice of sodding slopes, but there are isolated
cases where banks have been planted in Bermuda grass for protection
against wash.
New Orleans & Great Northern:
Not necessary to sod embankment, as grass and other vegetations
grow without sodding.
Where it is necessary to protect embankment from high water we
have planted willow, and in new fills it is only necessary to scatter a few
pieces of sod on the slopes.
Carolina, Clinchiield & Ohio:
The most we have ever done is to scatter grass seed without making
any proper preparation.
Toronto Terminal Railroad:
SPECIFICATIONS.
These specifications form a part of and are to govern the work under
the annexed contract.
The contractor will place two (2) stakes, size i'/> in. x 2 in. x 24 in.,
to each sod, four (4) stakes enclosing 3 sq. ft. of sodding; driving these
stakes into the slopes so that the top of the stakes shall project -> in.
above the sod. Twenty days or more after driving, the slakes shall be
driven down flush to the top of the sod.
All sod laid during the clay shall be thoroughly watered as soon as
practicable after laying, and no sod shall he left over night after laying
without being watered. All sod shall be watered daily for twenty (20)
days after laying. The contractor will he permitted to make connections
for water at such points as are feasible upon property owned h\ the rail
road company immediately adjoining the cut.
588 ROADWAY.
The grading of the slopes will be prepared for the contractor and
no slope will be greater than one to one. The top of the embankment
will be graded 2 ft. from the top of the slope.
All sod laid on the slopes must be subject to the inspection of the
company, and all sodding cut so thin as to injure the roots of the grass,
or show the effect of rough handling, or containing objectionable weeds,
shall be rejected and not used at any point on the work.
Payment shall be based on number of square feet measured in place
after laying.
The entire work shall be done in a thoroughly workmanlike manner,
to the end that the appearance after completion shall be as nearly as pos-
sible that of good natural growth in place.
SPECIFICATIONS FOR SEEDING.
Slopes : Should not be steeper than 1 to 1 dressed to a uniform
surface. The angle at the intersection of the slope with the horizontal
at ground line, and at the top should be rounded off to a curve of 3-ft.
radius.
Time : Sodding must not be done during the extreme hot weather,
nor after the first frost sets in.
Sodding or Seeding: On slopes of \y2 to 1 or steeper, sod should
be used ; on flatter surfaces, seeding is preferable.
Seed: For seed use the following formula:
Sandy Soils :
Kentucky Blue Grass 25 per cent.
Creeping Bent 30 per cent.
Rhode Island Bent 30 per cent.
Fine Leaved Fescue 15 per cent.
Clay Soils :
Kentucky Blue Grass 50 per cent.
English Rye 20 per cent.
Red Top 30 per cent.
seeding.
Method: If the soil is inert, after the surface has been loosened by
picking or raking, it should be sprinkled with a solution of soda nitrate
(1 lb. to 40 gals, water) at the rate of 180 gals, per 1,000 sq. ft. two weeks
prior to the time of seeding.
Before seeding the surfaces should be loosened with a rake or other
tool, working in one direction. The seed is then sown at the rate of 3 qts.
per 1,000 sq. ft., after which the surface is loosely raked in a direction
at right angles to the first operation, and again sown with seed at the
rate of 3 qts. to 1,000 sq. ft.
The surface is then rolled or smoothed as well as conditions will
permit.
Seeding should be done in the early spring or fall. In any case, the
soil must be kept moist until the seed germinates.
sodding.
Sod : Must be cut from a clay or loam soil having good drainage,
but not sandy. It must be uniform in texture, free from bunch grass or
obnoxious weeds, and consisting preferably of Kentucky blue grass, Red
Top or other grasses with creeping permanent stems.
Sod should be cut from ground, generally level, and must contain
sufficient moisture to maintain its vitality during transportation. This
may be accomplished by cutting after a rain or by sprinkling.
Sods will be preferably cut 3 or more feet long, 18 in. wide and 2t/j
in. thick, and made into rolls for transporting.
ROADWAY.
589
^HHI^H
Sod Cutter.
Sod Being Cut and Loaded Onto Small Cars.
590
ROADWAY.
Method of Laying.
Million OF L.w [NG.
ROADWAY.
591
Method of Laying and Watering.
Si mi Caused p.\ Water Running Over Tor
592 ROADWAY.
Loading: Sods will be loaded upon cars as soon as cut, taken to the
work and relaid with the least possible delay.
Laying: The surface should be roughened by picking, and sprinkled
with water before the sod is laid. Sods must be laid with the long di-
mensions at right angles to the track, and each sod to be firmly patted
down with a shovel on the roughened surface, and one wooden peg driven
about 18 in. from each end. Pegs should be V2 by 2 by 12 in., chisel
pointed and set with the broad dimensions parallel to the track.
If found necessary on account of water a single row of boards, pre-
ferably 1 to 6 in., held in place by stakes, should be placed on edge at the
foot of the slope to keep the bottom row of sod from slipping.
The boards should be kept in position until the sod becomes a unit
with the underlying soil.
Sod will be laid closely, making all joints as tight as possible. All
joints to be filled with top soil, and a little seed added, consisting of
Creeping Bent 50 per cent., Rhode Island Bent 50 per cent.
Surface Drains : Where springs or seepage are encountered, 3-in.
tiling will be laid a few inches below the surface and back filled with
cinders, tapping the spring and extending to the open ditch, as shown on
sketch attached.
Where the natural water fall is towards the cut an intercepting ditch
will be made on the surface, being connected at intervals with 6-in. tile
to the ditch at subgrade.
Watering: The sod should be thoroughly watered for a period of
at least 20 days until such time as the roots have penetrated and taken
hold of the soil upon which the sod is laid.
Seeding: After the sod is laid, if it does not show a tendency to re-
cuperate into a healthy growth, it may be advisable to sprinkle with a
solution of soda nitrate (1 lb. to 40 gals, water) at the rate of 150 gals,
per 1,000 sq. ft. This sprinkling to be repeated 10 days after the first
application.
Frost: All sodding must be finished before the continued frost
sets in.
Gulf, Colorado & Santa Fe:
BERMUDA GRASS SODDING SPECIFICATIONS.
Preparation of Ground: If the quality of the soil, where sodding is
to be done, is not sufficiently fertile the surface should be covered with a
layer of 4 in. of good surface soil, and if the slope be steep, as in case of
the slope of an embankment or cut, the surface should be loosened up
roughly to insure a good bond.
Method of Placing: The tendency of Bermuda Grass to spread makes
it unnecessary to sod the entire surface.
Lay out the slope or surface to be sodded in shallow horizontal
trenches from 12 in. to 18 in. apart and about 3 in. deep.
Provide a tank and several barrels for water supply at top of slope,
placed at suitable intervals.
Have sod delivered or unloaded in piles, preferably at top of slope,
sufficient to sod about 50 ft. in length. The piles should be kept well
watered.
Separate the Bermuda sod into tufts or small pieces not more than
3 in. square and place in trench at intervals of 6 in. to 10 in., according
to quality of sod and character of soil, and pack the loose earth around
it with the hand.
Follow planting immediately by a thorough watering.
Keep well watered for three weeks.
ROADWAY. 593
Erie Railroad:
SPECIFICATIONS.
These specifications form a part of and are to govern the work under
the annexed contract.
The contractor will place two (2) stakes, size 1V2 in. by 2 in. by 24 in.,
to each sod, four (4) stakes enclosing 3 sq. ft. of sodding; driving these
stakes into the slope so that the top of the stakes shall project 2 in. above
the sod. Twenty days or more after driving, the stakes shall be driven
down flush to the top of the sod.
All sod laid during the day shall be thoroughly watered as soon as
practicable after laying, and no sod shall be left over night after laying
without being watered. All sod shall be watered daily for twenty (20)
days after laying. The contractors will be permitted to make connections
for water at such points as are feasible upon property owned by the
railroad company immediately adjoining the cut.
The grading of the slopes will be prepared for the contractor, and
no slope will be greater than one to one. The top of the embankment
will be graded 2 ft. from the top of the slope.
All sod laid on the slopes must be subject to the inspection of the
company, and all sodding cut so thin as to injure the roots of the grass,
or showing the effect of rough handling, or containing objectionable
weeds, shall be rejected and not used at any point on the work.
Payment shall be based on number of square feet measured in place
after laying.
The entire work shall be done in a thoroughly workmanlike manner
to the end that the appearance after completion shall be as nearly as pos-
sible that of good natural growth in place.
Pennsylvania Lines:
SPECIFICATION FOR SODDING.
The price for sod is to include furnishing of sod and all handling of
the same.
No free transportation, either for men or materials will be furnished.
Sod furnished must be strong, healthy blue grass sod cut from a field
that has not been plowed or broken up within five years previous to the
cutting.
The sod shall be cut from high and well-drained ground and shall be
free from stones, weeds, etc.
Sod shall be cut in sections 15 in. wide and from 3 to 5 ft. in length,
and not less than il/2 in. thick.
The sod shall be subject to the inspection and acceptance of the
Engineer.
It shall be laid as promptly as possible after being cut, and any sod
that is heated will not be accepted.
The surface of the area to be sodded shall be raked and leveled; any
depressions in it shall be filled with suitable material and be tamped solid.
The bottom line of sod on slopes shall be clearly defined, any ma-
terial that may have accumulated here is to be removed, and the slope
line carried through to the subgrade as established.
The sod shall be laid by commencing at the bottom of the slope and
working towards the top. The sod shall overlap the top of the slope not
less than 8 in. and be pinned.
Special care shall be taken to make the joints tight.
Not less than two pins shall be placed in each square yard of sod
laid. These pins are to be made of wood 34-in. square, and not less than
8 in. long. The cost of furnishing ;md placing (hose pins is included in
the unit price of the sod.
594 ROADW/ Y.
If. in the opinion of the Engineer, pins longer than 8 in., but not
exceeding 12 in., or more than two pins per square yard are required, they
shall be furnished by the contractor and used without extra compensation.
Sod shall be paid for as measured in place.
Any defects that may appear in the sod or in the work for a period
of six months after the work is completed, shall be made good by the
contractor at his own expense, and if not attended to promptly after no-
tice from the Engineer, the defects will be remedied by the company and
the cost of doing the work will be deducted from payments due the con-
tractor.
SPECIFICATIONS FOR GRASS SODS TO BE DELIVERED IN FORT GREENE AND SUNSET
PARKS IN THE BOROUGH GF BROOKLYN.
Approximate quantities and points of delivery :
Fort Greene Park 60,000
Sunset Park 50,000
The grass sods to be delivered must be of first-class quality, freshly
cut and free in all respects from weeds, sticks, stone or any other foreign
matter. Sods must have been grown on good fertile soil and be delivered
at destination not later than the day following their cutting. In no case
will starved, brittle or dried-up sods, or sods with long grass, be accepted.
All sods must be at least 2 in. thick, cut as square as possible and
measure not less than 144 sq. in.
Sods are to be delivered at points above stated, except in cases of
emergency, when the Commissioner of Parks may change the points of
delivery.
Deliveries must be made at such times and places as directed by the
Superintendent of Parks.
Wherever the contractor may find it necessary to use paved walks,
the same must be protected hy planks placed in sand cushions at least 2 in.
thick, and the contractor will be held strictly responsible for any damage
done to park property, and such damages will be made good out of any
money or moneys due the contractor.
Amount of security $750.00
Time of delivery 40 working days
The following specifications for Sodding with Bermuda Grass are
recommended for adoption and inclusion in the Manual :
The slopes should be graded to a uniform surface and all depressions
should be filled in with suitable material and padded down firmly with
shovel.
If the material of the slope is not fertile it should be given a dressing
of 6 in. of good rich loam. If good loam is not available a dressing of
manure should be placed on the surface and well raked in. Care, how-
ever, should be taken against the use of such manure as have seeds of
objectionable grasses or weeds. Before placing the loam the surface of
the slope should be loosened up roughly to insure a good bond. Lay out
the surface of the slope to be sodded in shallow horizontal trenches 12 in.
apart and 3 in. deep. Separate the Bermuda sod into tufts or small pieces
nol more than 4 in. square and apply in trenches at intervals of 6 in. to a
I'm it apart, according to the quality of sod and character of soil, the
object being to place only enough of old sod to furnish enough creeping
stems t" cover the slope in a reasonably short time, thus creating a new
ROADWAY. 595
sod on the slope in preference to the old sod. The top of the sod should
not extend above the surface of the slope, and if the season is advanced
so that it is liable to have hot weather or freezing weather the sod should
be depressed just below the surface and a covering of loam placed over
the soil and loose earth should be packed firmly around the sod.
All sod laid during the day should be thoroughly watered as soon as
practicable after laying, and no sod shall be left over night not laid
without water. All sod shall he watered daily for 20 days after laying.
On slopes steeper than 2 to 1 the sod shall be in narrow strips 3 to 4
in. wide and 3 ft. long, and shall be staked to the hank with small stakes
8 in. to a foot long, stakes being placed every foot and a half apart. After
the slope has been filled, sod should be rolled or firmly padded down
with shovel to a smooth uniform surface. All sod must be taken from
good, rich soil, be uniform in texture free from objectionable grasses or
weeds and in good healthy condition, with no signs of decay, and must
contain sufficient moisture to maintain its vitality during transportation.
Sod should be preferably cut 3 ft. or more long and 18 in. to 2 ft.
wide and not less than 2.V2 in. thick, large pieces of sod being preferable
account of containing their moisture and standing transportation better
than small pieces. Sod should be as fresh as possible and received on
the work daily, and any sod to he left over night should be thoroughly
watered and any sod that is heated will not be accepted. All sodding
must be finished before the continued frost sets in.
Sod shall be paid for as measured in place, and shall include the en-
tire surface sodded — this price to include furnishing of sod and handling
of same. Transportation of sod, men and material, also to include stakes
where it is necessary to stake the sod. Entire work shall be done in a
thorough workmanlike manner to the end that the appearance after com-
pletion shall be as nearly as possible that of good natural growth in
place.
All objectionable grasses and weeds shall be removed from time to
time to prevent shading the grasses until such time that the sod has
taken hold or the creeping stems have covered the entire slope.
Where springs have developed on the slope a blind drain of cinders
or broken stone should be laid from spring to the toe of the slope.
(4) MEANS FOR PREVENTION OR CURE. AS CASE MAY
BE, OF WATER POCKETS IN ROADBED.
Sub-Committee: — W. C. Curd. Chairman; A. F. Blaess, R. C. Fal-
coner, L. M. Perkins, II. J. Slifer.
A circular letter, containing a list of eight questions on this sub-
ject, was addressed to those member! of the Association directlj in
charge of maintenance work, or who wire supposed to have a detailed
knowledge of the treatment of water pockets. Fifty-three replies to this
letter were received.
596 ROADWAY.
From a consideration of the data now in hand, it is concluded our
knowledge of water pockets in roadbed is yet in its experimental stage,
and is so related to other questions now being investigated by the Asso-
ciation that it would be inadvisable at this time to attempt any recom-
mendations on the subject.
In reporting progress it is the purpose of the Sub-Committee to
give a resume of its investigation to date, in order that individual mem-
bers of the Association may further continue the investigation during
the forthcoming year and be prepared to assist the Committee in reach-
ing its conclusions.
Briefly, a water pocket may be defined as "a depression in roadbed
of variable extent, with ballast or other porous material, wherein water
collects and is confined."
From opinions expressed, it appears to be well established that the
underlying causes of water pockets are :
Absence of adequate drainage in roadbed ;
Deformation of original roadbed prior to ballasting ;
Insufficient depth of ballast and heavy wheel loads and the action
of frost on roadbed in climate where the frost line extends below sub-
grade.
It is also the opinion there is an increased tendency towards the
formation of water pockets on old operated lines, which might naturally
be expected to follow a neglected track drainage and improper ballast
requirements for the increased wheel loads on such lines.
Your Committee's assignment requires two lines of investigation :
(i) Prevention of water pockets.
(2) Cure of water pockets.
It is our conclusion that the "prevention of water pockets" is the
more important subject to be dealt with, for the reason stated in pre-
ceding paragraph, and since our investigation will naturally lead to a
consideration of proper depth of ballast and unit allowable pressures on
roadbed surface, we must await the conclusion of other committees now
handling these subjects.
PREVENTION OF WATER POCKETS.
Many descriptions of methods tried by various members to pre-
vent water pockets in newly constructed or ballasted track have been
reported, but there appears to be no uniform practice. One reply to
our circular advises that extreme care should be exercised prior to
ballasting to remove all deformation and to properly shape the roadbed
surface so as to quickly shed all water. In this connection it is stated
that more water pockets are formed in one day by permitting engines
and cars in rainy seasons to use track laid on a flat sub-grade without
full ballast, or with no ballast at all than would be formed in years with
a sufficient depth of ballast, as in every case where a tie beds itself into
the roadbed surface a deformation occurs, which collects and holds
ROADWAY. 597
water and gives foundation for a water pocket, regardless of amount of
ballast afterwards applied.
One or two lines reported it is the practice in opening up new track
to traffic to spread over the entire roadbed, prior to ballasting, a layer of
sand, sandy loam, granulated furnace slag, screenings from stone crushers
or certain impervious materials which have been found will shed water.
When this material has compacted, ballast is applied, and no trouble is
experienced from water pockets.
Bridge-filling methods on some operated lines have been found to
be responsible for water pockets in embankment. We are informed by
one member, who has made a special study of bridge-filling methods,
that where new fill is permitted to settle before deck and stringers are
removed, that water pockets invariably appear, and the amount of trouble
experienced in upkeep of track varies in proportion to length of time
stringers and deck remain. He advises in past eight years he has made
it a practice to remove deck and stringers when banks are not filled to
over 10 or 12 ft. wide on top, and in 12 linear miles of bridge filled,
water-pocket trouble was absolutely eliminated.
In climates where the frost line extends below sub-grade, when the
frost is leaving the ground, thawing from the top downward, that part
of the soil which has thawed, retaining all its moisture, on account of the
impervious frozen layer of soil beneath it, becomes almost liquid, thus
losing its supporting power, and is readily displaced from beneath the
ties under traffic.
On account of slight variations in the character of the soil, this
displacement is not uniform, and the resulting inequalities leave de-
pressions in which water accumulates. The methods suggested for the
prevention of water pockets formed in this manner are to carry the bal-
last below the frost-line, adopt some method of raising the frost-line
(soil in extreme cold weather freezes but a few inches deep under a
good sod), or construct the upper portion of the roadbed of frosts
resisting materials.
We are very much indebted to Mr. H. T. Porter, Chief Engineer,
and Mr. F. R. Layng, Engineer of Track, of the Bessemer & Lake Erie
Railroad, for the following description of an unusual method of pre-
venting water pockets in new track :
"Between Keepville and Albion, 2.4 miles, the Bessemer & Lake Erie
was a single track road on the towpath of the Erie and Pennsylvania
canal, the towpath being approximately 8 ft. above the canal bed. In 1910
it was decided to double track this stretch and the material was excavated
by steam shovel at Albion, hauled on flat cars, plowed off with a side-
plow and spread with a Jordan spreader. The material consisted of
shale and clay of such character that it was unfavorable to good drain-
age. With the idea of consolidating this material and forming a crust at
sub-grade so that the ballast would not punch holes into the sub-grade, a
lo-ton Kelly-Springfield roller was used to roll the sub-grade behind the
spreader. If the roller developed soft spots they were replowed and
rolled again, with the result that before track was laid we had a hard
crust formed at the top of the grade. The rolling for the 2.4 miles cost
$300.00, or at the rate of $125.00 per mile. The track was then laid, bal-
598 ROADWAY.
lasted with screened slag and has not been given a resurfacing since,
and on this entire stretch there is' not a single indication of the forma-
tion of a water-pocket. This new track is the northbound main, and dur-
ing nine months of the year carries from 24 to 30 trains and three regular
passenger trains daily.
"As a matter of fact it has hardly been necessary to set a jack under
this track, and no lining except in a few spots has been done. It is really
remarkable the way the track has stood up, and it is our belief that the
rolling of the sub-grade is in a large measure responsible for the results
obtained."
Xo methods of preventing water pockets in old-operated track have
as yet been reported, evidently for the reason it has not yet been pos-
sible to tell where and when a pocket may develop. Every one admits
that adequate drainage of the ballast and roadbed surface is essential to
prevention, but it does not seem that anything but the usual maintenance
methods are followed prior to formation.
In conclusion, the Committee asks the members of the Association
to further study the prevention of water pockets along the following
lines :
(1) In new track, single and multiple.
(2) In old-operated tracks, single and multiple.
(3) Filled bridges.
(4) Yards and terminals.
CURE OF WATER POCKETS.
Water pockets have been known to some of our members for
twenty years or more, and it is quite natural that methods of cure
should be generally known, but, nevertheless, there appears to be a
wide difference of opinion as to the most practicable and economical
methods.
In cuts it is the prevailing opinion that tile drains give the most
satisfactory relief from water pockets, but the kind of tile and in what
relation to end of tie it should be laid is a problem yet unsolved. It
appears to your Committee that only vitrified socket pipe of a diame-
ter not less than 6 in. should be used for draining cuts, but we are not
yet prepared to recommend any specifications for laying or its position in
relation to track.
In embankments, water pockets are prevalent at ends of cuts at
low points in grade, at trestles replaced by embankment along mul-
tiple tracks, and many other points where drainage has become im-
paired.
Relief to such places is secured by opening the pockets and restor-
ing drainage. The methods of restoring drainage to pockets in em-
bankment are many, but the one most widely used consists of cross-
draining or tapping the pockets with trenches back-filled with porous
material. In many cases drain tile is laid in the trenches, but is
not always beneficial, on account of the tendency to shift its lines
and grade under pressure of load fr<?m above or distortion of walls
of trench.
ROADWAY. 599
The life and efficiency of cross-drainage depends largely upon depth
of trench and to character of material used in back-filling. Where
proper outlet can be obtained, present experience would seem to indicate
that the bottom of trench should be placed at least 12 in. below tbe
lowest point of the pocket to be drained. Material for back-filling under
present practice consists of cinders, furnace slag, gravel, crushed stone
or riprap stone. It, however, does not appear to the Committee that
any of these materials alone, with the possible exception of furnace
slag, will make an efficient and permanent drain, but that any of tbe
materials mentioned in combination with cinders will give a better
result. This statement is based upon experience with drains com-
posed of crushed stone or gravel, where in the course of one or two
years' life they have been found completely filled by the material from the
walls of the trench forcing its way into the voids.
Somewhat similar experience has been had with cinder-filled trenches,
except that, instead of the voids being filled, the walls of the trench
have become distorted under pressure from loads on track, and have
so compressed the cinders as to render them useless for purpose of
drainage. It appears that an ideal material for back-filling is one that
will prevent the distortion of the walls of the trench and at the same
time permit water to filter through.
It is believed that a mixture of stone and cinders or slag and cinders
will best fulfill these conditions, but a definite conclusion will depend upon
further investigation.
Other methods of curing pockets which have been reported consist
of driving old boiler tubes into pockets from side of embankment, the
plowing away of shoulder to a considerable depth below base of tie and
restoring slope with sand, ballast and other pervious material, widening
banks and increasing depth of ballast, etc.
An interesting bit of information of the difficulties experienced in
curing a section of track of water pockets is found in the following quo-
tation from letter from one of the members of tbe Association :
"In case of a piece of high-speed main track 4,000 ft. in length, which
required constant attention on account of existence of water-pockets, we
started out by cleaning out the water-pockets and running out short sub-
ditches from them each year for several years. It became a perpetual
nuisance however, and we made little, if any, improvement in track con-
ditions. A little later on we dug the sub-ditches reasonably deep and
cleaned out tbe ballast in quite a thorough manner in order to permit of
the free flow of water from the roadbed through the ballast in the sub-
ditches. This afforded us excellent relief for the first year, a reasonable
degree of relief during the second year, and fair relief during the third
year. We observed, however, that we were gradually getting back into
the same condition that we were originally. We then adopted vigorous
methods and laid a line of pipe between each of the four tracks, and also
a larger line of pipe in the outside ditch, with cross drains leading from
the lines of pipe between tracks to the main side line pipe. These pipes
were laid with the flow line about 34 in. below the top of the rail, be
cause of local conditions, and we filled over them with ashes to the top
of the sub-grade. We then cleaned the ballast thoroughly to sub-grade.
making what was practically a newly constructed piece of track with
600 ROADWAY.
ample provision made for drainage. This piece of track was renewed
about two years ago, and it is remarkable how one can feel the im-
provement in riding over it on high-speed trains, both by sensation and,
sound. One can determine that some new condition has taken place over
this particular piece of track. We formerly had no end of trouble in
keeping it in line and surface.
"Since this improvement was made very little attention is given it.
Both rail and tie conditions have been improved. In former years, when
we had a severe storm, the tracks were submerged and water ran from
them for several days afterwards. Now in a few hours after a storm
has abated, the pipes are practically dry. During the course of a storm
no water is seen on the roadbed, but a large volume of it is discharged
from the mouth of the main pipe, being fed by the smaller pipes between
the tracks. We have established manholes just below the ballast surface
every 500 to 600 ft., in order to provide for cleaning out, if necessary,
although no such attention has been required. We feel that we have
been amply repaid many times over for the expense that we have gone
to in connection with this particular piece of track."
There appears to be some disagreement among members relative to
shapes and position in which water pockets are found, and, while this
has nothing to do with their treatment, it will be interesting to know
how each of the conditions arise. It is reported by many, principally the
members in the East, that pockets are invariably found in shape of
letter "U," with the greatest depth under center of track. Others report,
principally from the Middle West, that pockets are found in V-shaped
troughs, with greatest depth immediately under each rail, and with the
embankment material in many cases forcing its way through center of
track. It is believed that depth of ballast as well as method of surfacing
and tamping may be contributary, and the Committee, in its further in-
vestigation of the general subject, hopes to arrive at some conclusion
regarding it.
The Committee desires the co-operation of all members of the Asso-
ciation, as it is through their assistance in reporting the result of their
experience that definite conclusions and recommendations can be formu-
lated.
CONCLUSIONS.
(1) That the classification of Soils, given on page 579, be adopted
and included in the Manual.
(2) That the specifications for Sodding with Bermuda grass, given
on pages 594 and 595, be adopted and included in the Manual.
RECOMMENDATIONS FOR THE ENSUING YEAR'S WORK.
(1) Steam, electric and air shovels, drag-line excavating machinery
and locomotive cranes, general specifications for, method of handling and
blank forms used.
(2) Continue consideration of unit pressures allowable on road-
bed.
(3) The prevention and cure of water pockets.
Respectfully submitted,
COMMITTEE ON ROADWAY.
REPORT OF COMMITTEE XV— ON IRON AND STEEL
STRUCTURES.
A. J. Himes, Chairman; O. E. Selby, Vice-Chair man;
J. A. Bohland, B. R. Leffler,
W. S. Bouton, W. H. Moore,
A. W. Buel, P. B. Motley,
A. W. Carpenter, Albert Reich mann,
Charles Chandler, C. E. Smith,
C. L. Crandall, H. B. Stuart,
J. E. Crawford, G. E. Tebbetts,
F. O. DuFOUR, F. E. TURNEAURE,
W. R. Edwards, L. F. Van Hagan,
A. C. Irwin,
Committee.
To the Members of the American Railway Engineering Association:
The subjects assigned to your Committee for investigation during
the past year are:
(a) Make critical examination of the subject-matter in the Manual,
and submit definite recommendations for changes.
(i) Report on the methods of protection of iron and steel struc-
tures against corrosion.
(2) Study designs and report on built-up columns, co-operating with
other investigators and committees of other associations.
(3) Report on design, length and operation of turntables.
(4) Report on relative economy of various types of movable
bridges.
Other subjects continued from the preceding year are as follows:
(5) Investigation of secondary stresses and impact.
(6) Adaptation of designs of movable bridges to signal and inter-
locking appliances required.
(7) An elastic requirement for steel.
(8) Bridge clearance diagram.
Sub-Committees to handle these subjects were appointed as follows :
Sub-Committee A, Subject (1) :
A. W. Carpenter, Chairman ;
J. A. Bohland,
F. O. Dufour,
W. R. Edwards,
H. B. Stuart,
G. E. Tebbetts.
601
602 IRON AND STEEL STRUCTURES.
Sub-Committee B, Subject (2) :
W. H. Moore, Chairman ;
C. L. Crandall,
J. E. Crawford,
F. O. Dufour,
W. R. Edwards,
F. E. Turneaure.
Sub-Committee C, Subject (3) :
O. E. Selby, Chairman ;
W. S. Bouton,
Charles Chandler,
Albert Reichmann,
C. E. Smith.
Sub-Committee D, Subject (4) :
B. R. Leffler, Chairman ;
W. S. Bouton,
A. W. Buel,
W. H. Moore,
P. B. Motley,
H. B. Stuart.
Sub-Committee E, Subject (5) :
F. E. Turneaure, Chairman ;
C. L. Crandall,
A. C. Irwin,
Albert Reichmann.
Sub-Committee F, Subject (6) :
C. E. Smith, Chairman;
O. E. Selby,
Charles Chandler,
B. R. Leffler,
G. E. Tebbetts,
L. F. Van Hagan.
Sub-Committee G, Subject (7) :
A. W. Carpenter, Chairman ;
F. O. Dufour.
Sub-Committee H, Subject (8) :
J. E. Crawford, Chairman;
J. A. Bohland,
A. W. Buel,
A. C. Irwin,
P. B. Motley,
L F. Van Hagan.
The Committee held its first meeting in the rooms of the Association
in Chicago on May 22. There were present : A. J. Himes, Chairman ;
O. E. Selby, Vice-Chairman ; F. O. Dufour, C. E. Smith, L. F. VanHagan.
W. H. Moore, B. R. Leffler, A. W. Carpenter, Albert Reichmann, H. B.
Stuart, F. E. Turneaure, J. A. Bohland and A. C. Irwin.
IRON AND STEEL STRUCTURES. 603
The second meeting was held in Detroit July 31. The attendance
was as follows : A. J. Himes, Chairman ; O. E. Selby, Vice-Chairman ;
C. L. Crandall, J. E. Crawford, B. R. Leffler, W. H. Moore, W. S.
Bouton, A. W. Carpenter, A. C. Irwin and H. B. Stuart.
A third meeting was held in New York City on November 6. There
were present: A. J. Himes, Chairman; O. E. Selby, Vice-Chairman ; A.
W. Buel, C. L. Crandall, J. E. Crawford, A. W. Carpenter, A. C. Irwin,
B. R. Leffler, W. H. Moore, H. B. Stuart and F. E. Turneaure.
A fourth meeting was held in New York City on January 22. There
were present: A. J. Himes, Chairman; O. E. Selby, Vice-Chairman ;
C. L. Crandall, J. A. Crawford, A. W. Carpenter, W. H. Moore, P. B.
Motley and H. B. Stuart.
The examination of the subject-matter in the Manual was not re-
ferred to a Sub-Committee. It has been uppermost in the minds of all
of the members throughout the year. Attention has been given to the
correction of numerous errors of diction, grammar and punctuation in
preparation for the republication of the Manual immediately after the
sixteenth annual convention. Other and more important changes are
dependent upon the study of secondary stresses and impact, and of the
designs of built-up columns, now in progress. It is probable that im-
portant changes will be recommended at the next annual convention.
A report on "Methods of Protection of Iron and Steel Structures
against Corrosion" is submitted as information and without recommenda-
tion. It is given in Appendix A.
The study of built-up columns has continued throughout the year.
The U. S. Bureau of Standards has furnished and tested 18 columns
according to the plans and under the direction of the Committee.
A progress report is submitted in Appendix B. It includes records
of the above tests.
It is expected that the Bureau will continue its generous co-opera-
tion with the Committee and that further tests will be made during the
ensuing year.
The Committee is in close touch with the Special Committee on
Columns and Struts of the American Society of Civil Engineers and
the work of the two Committees has been supplementary and harmonious.
The "Design, Length and Operation of Turntables" has received con-
siderable study and investigation. Much valuable information is being
accumulated, but it is too early for the Committee to make any recom-
mendations. A progress report is presented in Appendix C.
The "Relative Economy of Various Types of Movable Bridges" has
received much original study and experimental investigation. The data
thus far accumulated has not yet been prepared for publication and the
Committee can only say that much progress has been made and that
some very useful information will probably be available during the
coming year.
A brief statement of progress in the study of "Secondary Stresses
and Impact" is made in Appendix D. The Committee is now contem-
604 IRON AND STEEL STRUCTURES.
plating a revision of the specifications with the purpose of making use
of the experimental data heretofore accumulated.
At the last annual convention the "Adaptation of Designs of Movable
Bridges to Signal and Interlocking Appliances Required" was referred
back to the Committee.
The subject has received some discussion and information concern-
ing current practices has been secured.
Owing to a pressure of other work, no conclusions have been reached,
and only a progress report can be made at this time.
Sub-Committee G has prepared a very complete and careful state-
ment of the need of an Elastic Strength Requirement for Steel, which
is presented in AppendJx E. Specifications have been drawn for this
requirement, and are recommended for adoption.
A report on the Bridge Clearance Diagram is presented in Appendix
F.
CONCLUSIONS.
Your Committee recommends that the following action be taken on
the report submitted herewith :
(i) That the report on methods of protection of iron and steel
structures against corrosion be received as information.
(2) That the report on the design of built-up columns be received
as a progress report.
(3) That the report on the design, length and operation of turn-
tables be received as a progress report.
(4) That the report on the relative economy of various types of
movable bridges be received as a progress report.
(5) That the report on secondary stresses and impact be received
as a progress report.
(6) That the report on the adaptation of designs of movable
bridges to signal and interlocking appliances required be received as a
progress report.
(7) That the specifications for an elastic strength requirement for
steel be adopted and printed in the Manual (see page 671).
(8) That the bridge clearance diagram shown in Appendix F be
adopted by the Association and substituted for the diagram now pub-
lished in the Manual; also that a footnote be added to the specifica-
tions calling attention to the recommendations of the Committee on
Electricity for a clear height of twenty-five feet in electrified zones.
It is further recommended that the work to be assigned to the
Committee for the ensuing year shall include all of the above subjects
not receiving final action by the Association at the sixteenth annual con-
vention.
Respectfully submitted,
COMMITTEE ON IRON AND STEEL STRUCTURES.
Appendix A.
METHODS OF PROTECTION OF IRON AND STEEL STRUC-
TURES AGAINST CORROSION.
The study of this subject has been continued along the lines of
further investigation into
(i) Protection by means of paint.
(2) Protection by means of concrete encasement.
PROTECTION BY MEANS OF PAINT.
It is realized that the vast bulk of iron and steel structures are
protected by means of paint and must continue to be protected by this
agency until something mere effective and equally economical is intro-
duced. As paints are made of a variety of materials in many forms and
combinations, the relative efficiency of which for the purpose under con-
sideration has not been well established, there appears to be a field for
usefulness on the part of the Committee in pursuing the investigation of
this line of protection. It has been thought well to subdivide the study
into
(a) Study of the principles underlying the choice of materials for
efficient paints.
(b) Study of shop painting methods with a view to establishing
knowledge of the general practice and to suggesting improvement in
such respects as might appear needed.
(c) Collection of information as to the practice of the various im-
portant railroads of the U. S. and Canada in regard to the kinds of paint
used and the methods of application.
Under this subdivision the Committee offers the following as in-
formation.
STUDY OF PRINCIPLES UNDERLYING THE CHOICE OF MATERIALS FOR EFFICIENT
PAINTS.
Paints for the protection of iron and steel structures may be simple
liquids, as drying oils ; dissolved solids, as asphalt paints and coal tar
paints; combinations of pulverized or finely-divided solids, known as
pigments, and of drying oils, known as vehicles; and lastly almost any
combination of any of the above. (Technically, there may be some
question as to calling a simple drying oil a paint, but when used as a
coating it is merely an extreme case). Varnishes, which are mixtures
of gums and oils, compounded by means of heat, are frequently intro-
duced into the vehicles of paints.
The most important and extensively used paints are those which
are mechanical mixtures of pigments and vehicles. The most im-
portant and common vehicle is linseed oil. Other vehicles are fish oils,
china wood oil, soya bean oil and mineral oils. All of these except
china wood oil have been frequently used as cheap and inferior sub-
605
606 IRON AND STEEL STRUCTURES.
stitutes for adulterants of linseed oil, although china wood oil, soya
bean oil and menhaden (fish) oil are recognized as valuable assistants
in certain paints. Turpentine and light mineral oils (such as benzine,
benzol, naphtha, etc.) are used as thinners and solvents and are so used
both legitimately and otherwise.
An oil paint generally requires, in addition to the pigment and the
oil, a small proportion of dryer, which is generally a liquid which, when
incorporated into the paint, causes the film of it to dry by oxidation
with the desired rapidity. Films of other paints, such as asphaltum
and coal tar paints dry by the evaporation of the solvent.
Tt is quite generally considered that the most durable paints are
those which are composed of pigments with linseed oil as the principal
ingredient of the vehicle. Linseed oil varies in its composition and
properties according to its method of extraction from the flaxseed, and
its later manipulation. There is little or no choice nowadays to the
consumer as regards method of extraction from the seed, this being
controlled by large commercial concerns whose methods are practically
identical in that they all employ the hot-pressed method which possibly
gives inferior oil to that obtained by the cold-pressed method.* After
pressing, however, the oil is processed and refined by many methods
and graded commercially accordingly. Raw oil and boiled oil are the
two general kinds employed for structural metal paints and both of these
are variously treated so as to considerably modify their properties.
Raw oil with drier added to it without heating has been sold as
boiled oil — "bung-hole" boiled or "chemically" boiled by those who
understand the difference between this makeshift and true boiled oit
which is heated to a relatively high temperature, and generally has
driers added also. When heated in open kettles, which is generally con-
sidered the best method, it is called open-kettle boiled and there is
supposed to be some virtue in having the heat applied by means of a
wood fire under the kettle.
There is room for much difference in treatment and skill in man-
ipulation in boiling oil by the heating process and this leads to many
claims of superiority by different paint manufacturers for their par-
ticular and secret methods in this line. Just how much if any real
superiority there is in these special-processed oils over the commercial
open-kettle boiled now readily obtainable of the large oil manufacturers.
is difficult to prove or disprove. It is generally conceded that either raw
or boiled linseed should be free from certain ordinary impurities in
order to give the best results in paints. There is a great difference of
opinion as to the merits of raw or boiled oil for paint-making pur-
poses, but for metal paints the tendency seems to be towards the use
of the open-kettle boiled oil.
As films of linseed oil-and-pigment paints are always more or less
porous and pervious to water and moisture, considerable experimenta-
tion has been undertaken towards increasing the impermeability of the
♦Cold-pressed oil is obtainable commercially at a large advance inf>price
(to cents per gallon at time of writing) over raw oil.
IRON AND STEEL STRUCTURES. 607
him by adding varnishes, bitumens and other kinds of oils to the linseed
oil in certain minor proportions. If the proportions of these added ma-
terials become too great, the durability of the film is generally decreased
on account of brittleness or otherwise.
The importance of the quality and proportions of driers is recog-
nized, but these have apparently not as yet been the subject of any such
extensive study as have oils and pigments.
The most extensive scientific study of the properties of paint ma-
terials probably has been made on pigments. For a long time paints
have been principally known to engineers and others simply by the name
of the pigment element, as iron oxide paint, red lead paint, graphite
paint, etc., and it was long supposed that the pigment was the prin-
cipal factor in determining the efficiency of these paints.
Pigments are commonly divided into two general classes, which
may be called primary and secondary. Those in the primary class are
the ones strong in color or in covering power and sometimes forming
chemical combinations with the vehicles. Those of the secondary class
are weak in color and covering, generally not suitable for use alone as
pigments, but suitable as fillers and extenders when mixed with these
primary pigments ; these are commonly known as "inert" pigments, al-
though this is really a bad designation, since many of the primary pig-
ments are chemically inert to all atmospheric influences and to the usual
paint vehicles.
The principal primary pigments used for structural metal paints are
the following:
i. White leads.
(a) The basic carbonate, which is the kind made by the
well-known Dutch process, and (b) the basic sulphate, com-
monly known as the "sublimed" variety.
2. Zinc oxide or white zinc.
3. Red lead.
4. Blue lead.
5. Iron oxides, including Venetian red.
6. Lampblacks, generally the product of burned petroleum oils.
7. Carbon blacks, generally the product of burned natural gas.
8. Graphites, natural and artificial.
9. Ochres.
10. Natural carbons, slates, clays, etc., possessing peculiar properties
fitting them for pigments.
11. Chrome greens and yellows, used generally for tinting only.
The cost of the above pigments will usually range from 2C. to 10c.
per pound, except the chrome pigments which, when pure, are much
more expensive. Pigments which arc sometimes used, but are generally
prohibitory on account of their high cost, are American Vermillion and
other chromates and Prussian Blue.
608 IRON AND STEEL STRUCTURES.
The principal secondary pigments are :
i. Silica.
2. Asbestine.
3. Barytes (natural sulphate of barium).
4. Calcium carbonate, including chalks (frequently called
whiting).
5. Clays.
6. Gypsum.
7. Blanc fixe (artificial sulphate of barium).
These are all cheap materials, usually costing under 2 cents ' per
pound. When used they are mixed with the primary pigments to cheapen
the product and often with definite ideas of improvement of the paint.
For instance, a small percentage of calcium carbonate is said to counter-
act any free acid that may be present in the primary pigment ; silica is
thought by some to give a "tooth" for holding subsequent coats ; asbes-
tine and china clay aid in keeping pigments in suspension in the vehicles ;
barytes gives weight and body to paint ; blanc fixe, used in large pro-
portions in proper mixtures, is said to give excellent results for certain
sea air exposures.
As before mentioned it has for many years been generally thought
that the pigment is the ingredient which has the greatest influence on the
durability and efficiency of paint coatings, especially those for the pro-
tection of steel surfaces, although paint technologists recognize the great
importance of the vehicle and that the two must largely be considered
together. So many pigments have been available and in so many varia-
tions and combinations that it has not been easy to determine their
relative merits nor the properties which are necessary for suitable pig-
ments. The question of color often is the determining factor, especially
when white and very light shades of color are wanted, for which the
white leads and zincs must be used ; but for dark colors almost any
of the pigments can be used, tinting as required, even the white pig-
ments. (It may surprise some to know that a black pigment can be pro-
duced by mixing 45 parts by weight, of white lead and 55 parts of car-
bon black). Excepting the question of color, the present field of pig-
ments may be said to be the survival of those found fittest by many
years of trial. To further determine the relative merits of these pig-
ments, many tests have been made by individuals, paint manufacturers,
railroad companies, technical associations and others, with coatings made
with these various pigments, applied both to test plates and to structures
in service, exposed to various atmospheric influences and to artificial
substitutes for them, and except for certain special conditions of applica-
tion and exposure, without decisive results. Probably the most promin-
ent of these tests are those of the American Society for Testing Mate-
rials and widely known as the Atlantic City and the Havre de Grace
Bridge Tests. As these tests were announced as concluded this year
(1914) it seems proper to present the results to the Association.
IRON AND STEEL STRUCTURES. 609
THE ATLANTIC CITY TESTS OF THE AMERICAN SOCIETY FOR TESTING MATERIALS.
These were primarily paint tests of pigments mixed with oil vehicles,
were inaugurated in 1908 and completed in 1914. They were undertaken
mainly for a comparison with the water-test classification of pigments as
"inhibitive," "indeterminate'' and "stimulative," as described in last
year's report of our Committee. There was also a suggestion that
"slightly soluble chromates should exert a protective action when em-
ployed as pigments, by maintaining the surface of the iron in a passive
condition in case water and oxygen penetrated the paint film." Some 50
single pigments were incorporated with linseed oil into paints which
were applied in three coats to steel plates 24 in. x 36 in. in surface di-
mensions, in series of three plates each, one of open-hearth steel, one of
Bessemer steel and one of a special pure "iron." The plates were exposed
to the weather at Atlantic City, N. J., and were examined annually and
reported in 1910 and annually thereafter by a committee of the American
Society for Testing Materials. With a few exceptions the coatings had
so nearly failed at the time of the 1914 examination that it was decided
that no further examinations would be reported. At the American Society
for Testing Materials Annual Meeting in 1914, Mr. G. W. Thompson,
who originally suggested the water test, expressed his opinion that it had
failed to establish itself, as shown by the Atlantic City tests, as a reliable
indicator of the value of pigments in oil paints for steel protection.
Among the coatings which, according to the American Society for Test-
ing Materials Committee report, proved most efficient to the last, were
some of those made with pigments grouped in each of the three classes :
"inhibitive," "indeterminate" and "stimulative." It is notable that the
coatings made with all of the primary pigments, Nos. 1 to 9 as listed
above, with the exception of the basic carbonate-white leads and the
zinc-oxide, were included in the list selected as being in proper condi-
tion for continuance of the test at the annual inspection of 1913. At that
time the coatings made with the following single pigments were rejected
as unsuitable for further test :
Basic carbonate-white leads (classified as "inhibitive" and "indeter-
minate").
Zinc oxide (classified as "inhibitive").
All secondary pigments (classified as "indeterminate" except one
"stimulative").
Prussian blue (classified as "inhibitive").
Ultramarine blue (classified as "inhibitive").
Some of the mixed-pigment coatings which the American Society for
Testing Materials Committee judged among the best of all the remaining
coatings left in July, 1914, had the following pigment compositions :
Carbon black and barytes (both classified as "stimulative").
Lampblack, graphite and barytes (all classified as "stimulative").
Equally notable with the above is the fact that all of the six coatings
made with single chrome and chromate pigments were among those that
610 [RON AND STEEL STRUCTURES.
gave the very best results. Four of these pigments were classed as
"inhibitive," two as "indeterminate." They would probably all be con-
sidered too expensive for general structural paints, costing usually from
12 cents to 20 cents per lb. There were other single pigments of various,
including several ordinary kinds, that gave generally as good residts as
the chromates, these being classified indiscriminately as regards the water
test. Small admixtures of chromate pigments with "stimulative,'' "in-
determinate"' and weakly "inhibitive"' pigments gave no results indicat-
ing any value in such additions. It is also notable that reliable observers
report that there was no appreciable average difference in the corrosion of
the plates of the different kinds of steel and of the special "iron"' nor in the
relative conditions of the coatings protecting them.
While the general conclusions of the A. S. T. M. Committee on these
tests have not yet been published, it would seem that the results so far
published quite clearly demonstrate that the tests do not follow the results
of the water-test classification in determining the value of pigments when
used in oil paints for the protection of metal.
THE HAVRE DE GRACE BRIDGE TEST OF THE AMERICAN SOCIETY FOR TESTING
MATERIALS.
The Havre de Grace test, which was partially described in last year's
report of this Committee, was a combination test-plate and service test
located on the deck truss bridge of the Pennsylvania Railroad over the
Susquehanna River at Havre de Grace, Md. Nineteen different commer-
cial steel-protective paints furnished by sixteen representative paint man-
ufacturers, were the ones tested. Neither the exact composition nor the
trade-names of the paints have been published, but two independent sets
of chemical analyses were made by competent members of the A. S. T. M.
in the endeavor to establish the composition of each paint, and these
analyses were published. It cannot be said, however, that these analyses
satisfactorily established the composition in many cases and they are in
many particulars not intelligible to engineers. It is hoped that the A. S.
T. M. Committee will find a way to supply full information as to com-
mercial names and proportions of the ingredients of these paints.
The paints were applied to consecutive panels of the bridge mem-
bers, one kind to each panel and to nine steel plates, 24 by 36 in. surface
dimensions, the plates being placed in vertical position along the lower
chord of the bridge. The paints were all applied under the supervision
of a Director of Tests appointed by and under the direction of the A. S.
T. M. Committee. Three coats were applied in all cases, with one ex-
ception, but a notable feature of the plate tests was that the spreading
was at the measured rate of 1,200, 900 and 600 sq. ft. per gallon respect-
ively for three plates in each set. The rate of spreading on the bridge
members was not measured, but it was reported as generally less than the
smallest rate on the plates. The test-plates were cleaned by pickling.
The bridge members were thoroughly cleaned by ordinary methods. (The
shop coat appears to have been linseed oil. some of which was removed
[RON A.ND STEEL STRUCTURES. 611
before field painting, but much of which was painted over.) No painting
of bridge members was done except when the weather conditions were
suitable. (For a more complete description of the preparatory methods see
last year's report of our Committee). The exposure was to pure atmos-
pheric conditions only, except that the bridge members received the drip-
pings from passing trains.
The bridge members and test plates were painted and exposure com-
menced, in the fall of 1906 and annual examinations were subsequently
made and reported by the Committee. For over six years all these paint
coatings, with one exception, remained in generally excellent condition,
almost fully protecting the metal of both the bridge and test-plates. Fol-
lowing the spring inspection of 1913, the Committee concluded that seven
paints were no longer in condition to afford proper protection to the
bridge members. After the next examination, in the spring of 1914, the
Committee was of the opinion that all the bridge sections needed re-
painting because of the condition of the coatings on the horizontal sur-
faces, although a large part of the surfaces were still in excellent con-
dition. We are informed that while the experimental painting included
the bridge floor system, the inspections and reports of the Committee refer
only to portions of the bridge other than the floor system. It is notable
that the Committee reported the coatings on the vertical bridge surfaces
in generally better condition than those on the plates, due probably to the
heavier coatings on the bridge and some help from the shop coat.
The plate coatings were all rated, on a comparative scale, as to their
condition, at each examination, but on account of the lack of informa-
tion as to the composition of the paints, there is not much to learn as to
the effect of composition. However, the analyses give unmistakable evi-
dence of the composition of some of the paints, especially the pigments.
This is particularly the case of the red lead pigments and it may be
noted that the paints with red lead pigments received the highest marks
at the end of the test. The highest mark for any paint at the 1914 ex-
amination was given to the set of coatings, the pigments of which arc
shown by the analysis as straight red lead for all three coats, and this
mark held good for all three spreading rates, between which there was
little to choose. The second-best mark was a tie between another case
of three coats of paint with straight red lead pigment and one with a
first coat with mixed white lead, zinc oxide and other pigments and two
over-coats with a pigment of carbon or lampblack, mixed with red lead.
The third-best mark went to a case of 70 per cent, red lead primer with
a first over-coat for which one analysis shows 56 per cent, red lead in
pigment and a second over-coat the pigment of which appears to have
been mostly carbon or lampblack, in general, it would appear that this
test has been of value in demonstrating (1) that six or eight years pro-
tection may be obtained from commercial paints when properly applied
in three field coats to carefully cleaned bridge surfaces (possibly ex-
cepting floor system) and subjected to ordinary weather and train ser-
vice conditions; (2) that ( with a few exceptions) the serviceabilitj of the
612 IRON AND STEEL STRUCTURES.
coatings increased with their thickness; (3) that test plate results give
a valuable indication of service conditions; (4) some information as to
the comparative efficiency of different paint materials.
Full descriptions of the above described tests will be found in the
Committee reports in the Proceedings of the American Society for Test-
ing Materials, 1906 to IQ14, inclusive.
Reports of other valuable tests and papers on the subject in hand
which have come to the notice of your Committee during the year are
the following:
"Report on a Permeability Test for Paints and Varnishes," by A. M.
Muckenfuss, Proc. A. S. T. M., 1914.
Paper on "Painting Structural Steel : The Present Situation," by
A. H. Sabin, with discussion by eight persons ; Trans. A. S. C. E., 1914,
P- 952.
Paper on "The Protection of Iron and Steel by Paint Films," by
Norman A. Dubois, Journal Industrial and Eng. Chemistry, Vol. 5, No.
12, December, 1913. The author of this paper points out that by all
prominent theories of corrosion, penetration of the paint film by gases
and moisture is necessary for corrosion of the underlying metal, and con-
cludes that imperviousness of the film, without impairment of durability,
is the important factor in protection of metal. He considers special treat-
ment of the vehicle as well as selection of pigments necessary to accom-
plish this, and shows by certain test results a superiority of paints having
a mixture of kauri gum varnish, in small proportions, with the linseed oil
of the vehicle, over paints with straight linseed oil vehicles.
The year has been notable for the increase in the use of commer-
cially prepared red lead ground in linseed oil, which has been made pos-
sible only through the production of red lead almost entirely free from
litharge.
STUDY OF PAINTING METHODS AT BRIDGE SHOPS.
Inquiries were sent to steel bridge and structural fabricating com-
panies well distributed geographically for information as to their prac-
tice. The replies from fifteen shops are analyzed in Table 1.
A special observation of the painting methods at two of the largest
bridge shops was made. It is the intention to make a considerable num-
ber of such observations. The reports on the observations made are in-
teresting and as follows :
Shop A — "From what I saw at this plant considerable pains are
taken to properly clean surfaces before paint is applied. The procedure
in three separate instances was alike. The surfaces were cleaned by the
use of benzine, applied with a flat brush to the most of the inside sur-
faces of two end-posts, webs and top-gusset plates. These posts were
about 35 to 40 feet long and perhaps 30 in. square, with double lines of
rivets in each web leg of angles, and webs reinforced for part of their
length. After the benzine had been applied, the surfaces were wiped
with clean waste, then scraped with scraper until loose material fell off ;
then brushed with a fiber brush. Paint was then applied — red lead and
oil, in two instances. It was well rubbed out and was what I would call
IRON AND STEEL STRUCTURES. 613
very well done. The posts were then turned, one turn, so that webs
were horizontal, cover plates and lattice bars were vertical. The same
methods of cleaning the cover plates were pursued. The lattice bars and
tie plates were scraped, care being used as in case of webs in cleaning
and applying paint. Four men, all Greeks, were at work on these mem-
bers, and they were probably doing as they had been accustomed. I took
them to be average men and found out that all had been engaged in the
work of painting for at least one year and that none of them did any
other kind of work. Of these four men, one was paid 22, two 21, and
the other 24 cents per hour.
They did not stir the paint in the pails. They obtained their supply
of paint from a barrel or tank in which a rotary paddle, driven by a
worn-out air reamer, was constantly in motion. The paint was of the
consistency of 25 lbs. of red lead per gallon. The paint pails held about
one gallon. The paint was applied with 4-in. flat brushes. I would con-
sider this work well done as to cleaning and painting — perhaps 95 per
cent, of the ideal.
The third instance was in the painting of a shallow girder, about 48
in. deep and perhaps 30 to 35 ft. long. This was painted by two men, one
on each side, cleaning, scraping and brushing the same as in the other
instances ; same means, same tools, not the same men who painted
the end-posts. The paint applied was a carbon paint. If anything, the
work of painting was slightly better than the red lead.
The day was fine, slight breeze, sunlight, painting outside. The
painters did not know me. I made no sign, nor spoke a word and am
sure no one had been advised of the purpose of my visit.
Shop B — They do not take as much care with cleaning as at Shop A,
no benzine being used. Surfaces are wiped with cotton waste if dirty
and the scraping is the same, except they use a whisk-broom after the
scraper. One man was putting on red lead and oil, and as far as I could
see it was as well applied as at Shop A, and by a man who, I was told,
had been engaged in painting for about four years and who did nothing
else (also a Greek, by the way). This painting was done under cover
and in a place fairly free from floating dust. A number of finished
members of varied kinds painted with several kinds of paints, were
stored near where the painting was going on. I would say it all looked
well. This shop has over an acre under cover.
From this covered area I went to the loading yard. Here were a
number of girders, all alike, for the (mentioning a large public works
construction), length about 40 ft., 48 in. deep — no cover plates. It was
new steel, neither angles nor web plates showing any evidence whatever
of rust. The steel did not look as if it had been away from the mill more
than ten days or two weeks. The work had been done on the girders
in the shop and they had come out into the yard remarkably clean. The
painters (two of them) were scraping off the assembling paint that had
run down the web when it got hot from driving the rivets, and any loose
dirt that might have adhered to it; also wiping surfaces, where needed,
with cotton waste. The paint applied was (proprietary name) I think.
At any rate, it was well applied and looked well as soon as it went on.
It was subject to the ash and smoke deposits from a blast furnace a
short distance away, the stacks belching out clouds of a fine dust which
settled down on the girders. So much of this dust had settled on the
tops of some girders painted two days previously and before the paint was
dry, as to remind one of sandpaper when the fingers were rubbed over
the surfaces. The color was likewise changed to a brownish-gray instead
of black.
614 IRON AND STEEL STRUCTURES.
The work of painting at Shop A and also at Shop B is let out by
contract to a contractor who hires his own men and pays them ; he fur-
nishing the labor for application and the contractor for the steel work
furnishing the paint materials."
COLLECTION OF INFORMATION AS TO THE PRACTICE OF IMPORTANT RAILROADS
OF THE UNITED STATES AND CANADA IN REGARD TO THE KINDS OF
PAINT USED AND THE METHODS OF APPLICATION.
A circular letter was sent out to an official of each of the principal
railroads (with a few exceptions), in the United States and Canada; the
officials selected being members of the Association. The same letter was
sent to a member official of each of several foreign railroads. The cir-
cular made inquiry by means of several questions grouped under the
headings of (i) shop coat on new fabricated steel; (2) field coats on new
fabricated steel; (3) repainting or maintenance of bridges under traffic.
These circulars were sent to 67 different railroads or railroad systems
and replies were received from 53. The questions and the substance of
the replies are tabulated in Tables 2, 3 and 4. The following is a sum-
mary showing the extent of use of each kind of paint as indicated by the
replies ; figures and percentages referring to individual railroads :
1. Kind of shop paint used :
Red lead pigment paint, 29 out of 50, equal to 58 per cent.
Linseed oil only, 5 out of 50, equal to 10 per cent.
Linseed oil, parts in contact after assembling with red lead
pigment paint, 2 out of 50, equal to 4 per cent.
Linseed oil, parts in contact after assembling with various
proprietary paints, 4 out of 50, 8 per cent.
Graphite and carbon pigment paints, including lampblack
paint, 8 out of 50, 16 per cent.
Miscellaneous, 2 out of 50, 4 per cent.
2. Kind of paint (classified as to pigment) used for field coats on
new steel.
Red lead straight or in part, 12 out of 48, 25 per cent.
Carbon or graphite or both, 24 out of 48, 50 per cent.
Miscellaneous, 12 out of 48, 25 per cent.
3. Kind of paint (classified as to pigment) used in maintenance:
Carbon, 13 out of 46, 28 per cent.
Graphite, 7 out of 46, 15 per cent.
Both carbon and graphite, 4 out of 46, 9 per cent.
Red lead straight or in part, 11 out of 46, 24 per cent.
Various, 11 out of 46, 24 per cent.
The above figures do not include the New Zealand Railways.
IRON AND STEEL STRUCTURES. 615
PROTECTION BY MEANS OF CONCRETE ENCASEMENT.
The Committee has continued the collection of information regard-
ing the practice and results in this line of protection, but not to such an
extent as to enable it to present any further information to the Associa-
tion at this time.
616
IRON AND STEEL STRUCTURES.
TABLE l.-QUESTIONS AND REPLIES REGARDING SHOP PAINTING PRACTICE.
Question
Are paints and
oils analyzed
on arrival at
shops?
Method of
measuring pig-
ments and oils
(whether
by measure or
weight!.
Method of mix-
i n g paint,
(whether b y
machine o r
hand).
Is paint mixed first
in the form of a
paste, and if after-
wards thinned, what
material is used and
is thinning material
measured and mixed
by hand or machine?
Is the mixing
and applica-
tion of paint
supervised by
a skilled paint-
er or by a la-
bor foreman?
What class of
workmen is
employed in ap-
plying paint
(skilled or com-
mon labor)?
Shop No. 1
Shop No. 2
Shop No. 3
Shop No. 4
Shop No. 5
Shop No. 6
Shop No. 7
Group of
Shops No. 8
Shop No. 9
Shop No. 10
Shop No. 11
Shop No. 12
Shop No. 13
Shop No. 14
Shop No. 15
No
No
At times
Only on special
occasions
No
No
No
Sometimes
Dry red lead,
linseed oil,
white lead and
zinc (in oil),
turpentine and
dryers, yes.
Mixed paints
when required
by contract
Linseedoil.yes.
Ready-mixed
paints when
required b y
contract
Same as No. 10
Linseed oil and
dry red lead,
yes. Ready-
mixed, same
as No. 9
Only on special
occasions
No
No. Analyzed
at the works
before s h i p-
ment to shops
Both ways
Oils measured
and pigments
weighed
Oils measured
Pigment?
weighed
Usually meas-
ure oils, weigh
pigments
By weight
Weight for pig-
ment. Meas-
ure for oils
and dryers
By weight
By weight
Pigment by
weight. Oils,
dryers, etc.,
by measure
Seldom mix.
Practically all
paint used is
ready-mixed
Seldom mix.
Practically all
paint used is
ready-mixed
Same as No.
Dry pigment
by weight.
Paste and oils
by measure
Pigments b y
weight. L i -
quids by
measure
Pigments b y
weight. Oils
by measure
By hand
By hand
By hand
By hand
Machine
Machine for red
lead, others by
hand
Machine
Machine
Rotary paddles
Small quanti-
ties of special
mix, by hand
By hand
By hand
By hand
By machinery
By machinery
for red lead
B y machine
special one for
red lead
Mixed in form of paste
Thinning materials
measured
Mixed by hand
Except red lead paint,
mixed in paste
form.
Thinning material is
measured and paint
mixed by hand
Some purchased in
paste form; mixed
different ways, ac-
cording to specifica-
tions; by hand
Do not mix in paste
form; often buy in
paste form, thinning
with linseed oil,
which is measured
and mixed by hand
Not first mixed in
form of paste
Buy paint ready-
mixed except red
lead. Mixed in form
of paste and oil
gradually added
while machine
works. Oil used for
thinning
Not mixed in paste
form
Sometimes. Oil. Not
measured. Machine
Mixed by hand to
semi-paste. Linseed
oil with small quan-
tities of turpentine
and japan dryer
Measured.
Same as No. 9
Same as No. 9
Same as No. 9
Dry red lead with
linseed oil and japan
dryer, by machine
Other paints pur-
chased in paste form
and thinned with oil
and dryer, by ma-
chine. Thinners
measured when
specified
Red lead and lamp-
black first mixed in
machine mixer with
a little oil, then
thinned with o i
No thinner other
than linseed oil
Red lead and oil ma-
chine mixed in paste
form, then thinned
with oil
Skilled painter
Skilled painter
Paint foreman
is an old house
painter
By men skilled
in this partic-
ular branch of
painting
Skilled painter
Skilled laborer
Skilled painter
Foreman of
painters
Special painter
foreman
Yard foreman
who has been
in charge for
many years
Same as No. 10
Same as No. 9
Skilled painter
Skilled paint
foreman
Skilled painter
Common labor
Common labor
Common labor
Most of the men
are skilled in the
sense of having
had several yrs.
experience in this
line of work
Experienced but
not skilled
painters
Common labor
Skilled labor
Skilled in this
kind of work
Special structural
iron painters.
Force is steady
and seldom
changes to any
extent
Same as No.
Same as No.
Same as No. 9
Common labor
Skilled labor-
hired as paint-
ers, not as gen-
eral laborers.and
kept constantly
employed paint-
ing
Skilled labor-
employed con-
tinuously and
used for no other
work
IRON AND STEEL STRUCTURES. 617
TABLE 1— QUESTIONS AND REPLIES REGARDING SHOP PAINTING PRACTICE.
What method is
employed in clean-
ing surfaces prepar-
atory to painting?
Is painting done
under cover or
while exposed
to weatherf
Is paint allowed to
become thorough-
ly dry before being
handled orshipped
M o n t h I y
capacity
of shops in
tolls
Area of paint
shop or space
for painting
under cover
Area of space for
the purpose of
painting not un-
der cover
Are employes
engaged in
painting paid
at an hourly
rate or on a
p i e c e-w o r k
basis?
Scrapers and brush-
Win- brushed
Botli ways
Sometimes not
-
scrapers and
brushes
Wire brushes,
scrapers and com-
pressed air
Scraping, wire
brushing and gas-
oline scrubbing
Wire brush or
scraping when
needed
Wire brushing
Brush where neces-
garj
Wire brushes and
ste'l scrapers for
dirt, rust or mill
scale. Gasoline or
benzine for clean-
ing off oils or
pease
Same as No. 9
s No. 9
as No. 9
N ire brushes and
steel scraper
when necessary
W ire brushes, scrap-
era and sometimes
I le benzine
Wire brushes and
Bteel scrapers
While exposed Not at all times
to weather
In open in good
weather. Un-
der cover in
bad weather
As a rule, under
cover
Half and half
Outside when
weather is
suitable
Exposed to
weather
In shipping
yards
Practically all
in open
Under cover
Practically all
in rpan
Practically all
in open
Exposed to
weather
Under cover
I'nder cover
Yes, generally
Not alwa\
No
No
Not always
When possible
Probably 50%
loaded before en-
tirely dry; this
largely due to de-
mands of custom-
ers for immediate
shipment
Same as No. 9
Same as No. 9
Same as No. 9
When immediate
shipment of ma-
terial is not re-
quired, it gener-
ally is
Ye-, :i- a standard
pract ice
N e>, except in case
of rush jobs when
requested to ship
before painl is dry
No answer
2,000
8,000
No answer
7,000
3,000
1500 to 2000
No answer
No answer
None
10,000 sq. ft.
12,750 sq. ft.
51,000 sq. ft.
Limited
17,000
800
2,200
2,500
Not any
None
4,500 sq. ft.
(150'x30')
None
None
(5,000
limn to 5000
72,f.OO sq. ft.
37,700 sq. ft.
O30'x2fl0')
No answer
For painting and
shipping: 18,660
sq. ft.
6,000 sq. ft.
No particular
space as we try-
to do all our
painting under
cover
51,000 sq. ft.
Several acres
32,000 sq. ft.
Shipping yards
About 500,000 sq
ft.
7,800 sq. ft.
(120'x65'l
27,000 sq. ft.
l.'S00'x90')
About. 2,100 sq
ft. (35'x60')
Difficult to state
area — " a large
portion of yard
varying w i t h
conditions
Do not paint
doors u n d
norma
tions
■on
Hourly rate
Hourly rate
Hourly rate, no
piece-work
Hourly rate,
with bonus for
extra produc-
tion. No bonus
on unsatisfac-
tory work
Hourly rate
Hourly rate
Hourly rate
Both
Hourlv rate
Hourly rate
Hourly rate
Hourlv rate
Hourlv rate
Hourly rate
generally
I' i ec e w o r k
"a- I he oppor-
tunity offers"
Hourly rate
618
[RON AND STEEL STRUCTURES.
TABLE 2-QUESTIONS AND REPLIES RELATIVE TO PROTECTION OF IROX AND STEEL
STRUCTURES AGAINST CORROSION— NEW FABRICATED STEEL— SHOP COAT.
(See also Table 3, Questions and Answers E and F.)
On new fabricated!
If you use red lead and
Do you insist that the red
steel what paint
linseed oil, how many
lead be up to a certain
do you use for theJ
pounds of red lead to
specification as to purity?
Mile-
priming or shop
the gallon of oil do
If not, what are your re-
Railroad
age
Name and Title
coat?
you require?
quirements in this regard?
A
B
C
Atchison, Topeka
5963
A. F. Robinson,
Boiled oil. Fort parts
Do not use red lead
& Santa Fe
Bridge Eng.
covered in assemb-
ling; use cement
t paint
Inaccessible parts
Atlantic Coast
1499
C. M. James,
25 lbs. red lead to U. S.
Red lead 90% pure
Line
Asst. to Pres't
red lead and oil.
All other parts hot
boiled linseed oil
gallon of oil
Baltimore & Ohio
4456
W. S. Bouton,
Bridge Eng.
Carbon paints and
also ready mixed
red lead
Bangor & Aroo-
630
Moses Burpee,
Linseed oil only
stook
Chief Eng.
Boston & Maine
2252
B. W. Guppy,
Struct. Eng.
Red lead and oil
28 lbs. of red lead to one
gallon of raw linseed
oil and ^ pint of tur-
pentine
Yes
Buffalo, Rochester
586
E. F. Robinson,
Red lead and oil
100 lbs. of pure lead to
Yes
& Pittsburgh
Chief Eng.
four gallons of pure
open kettle-boiled lin-
seed oil, and h pint of
turpentine. Japan dryer
Canadian North.
465
A. F. Stewart,
Proprietary graph-
Ontario
Chief Eng.
ite, iron oxide and
linseed oil paint
Canadian Pacific
11641
P. B. Motley,
Red lead, lamp
30 lbs. red lead, 4 oz.
Yes, 85% true red lead
Bridge Eng.
black and boiled
linseed oil
lamp black to Imper-
ial gallon of boiled oil
(Pb304)
Central R. R. of
676
J. J. Yates.
Red lead and lin-
6 gallons oil to 100 lbs.
{Analysis must show at
New Jersey
Bridge Eng
seed oil
red lead and 1 lb. of
lamp black, dry
least 90% of Pb, 04
Central Vermont
536
J. M. Morrison,
Supt. and Eng.
Pure raw linseed oil
Chesapeake&
2062
M. J. Caples,
Ohio
4th Vice Pres.
Chicago <fe East-
1282
L. C. Hartlev,
We have but little
We do not use red lead
Would insist upon same be-
ern Illinois
Chief Eng.
new steel work
ing pure
Chicago & North-
8090
W. H. Finlev,
Lamp black paint
Do not use red lead
Do not use red lead
western
Chief Eng.
Chicago Great
1496
C. G. Delo,
Red lead and lin-
8 to 10 lbs.
No specific requirements
Western
Chief Eng.
seed oil
Chicago, Milwau-
9612
C. F. Loweth,
The shop coat may
We have not used red
Answered in B
kee & St. Paul
Chief Eng.
be of our own make
or of a special man-
ufactured brand
lead and linseed oil,
except in a small num-
ber/)!' cases
Chicago, Rock Is-
7847
I. L. Simmon?,
Pure boiled linseed
Give shop a list of paints
land & Pacific
Bridge Eng
oil mixed with
10% lamp black,
inaccessible parts
two coats of ap-
proved paint
from which to select one
to paint these parts
Cleveland, Cincin-
2629
0. E. Selbv,
Red lead and lin-
25 lbs. of red lead per
We buy commercial red
nati, Chicago &
Br. and Str. Eng.
seed oil
gallon of oil
lead and have not made
St. Louis
anv specification as to pur-
ity
Delaware & Hud-
862
James MacMartin,
One coat of oil; in-
When red lead is used,
Have not used red lead to
son
Chief Eng.
accessible surfaces
20 lbs. to one gallon ol
such an extent as to make
two coats of met-
oil
special specifications
allic paint
IRON AND STEEL STRUCTURES.
619
TABLE 2— QUESTIONS AND REPLIES RELATIVE TO PROTECTION OF IRON AND STEEL
STRUCTURES AGAINST CORROSION— NEW FABRICATED STEEL— SHOP COAT.
(See also Table :;, Questions and Answers E and F.)
Do you use raw or
chemical boiled, or
kettle boiled linseed
oil? What are your
requirements as to
purity of same?
What means do you em-
ploy to insure obtain-
ing the proper kind of
both red lead and lin-
seed oil?
. „, , „ j„„:..„ *„, i J To insure satisfactory results in the
^JS?™^^™™*0™^ preparation of steel to receive the
relative to shop coat, espec
ially its application, whether
you employ your own shop
i inspector or an inspecting
bureau, etc., are desired.
preparation
paint, its proper application, etc.,
would you approve having a paint
inspector in the shop for this pur-
pose, who would be independent
of any other inspector attending to
fabrication?
G
I do not believe it will be possible to properly pre
pare metal work for a shop coating in any of the
bridge shops of to-day
Kettle boiled
Raw linseed oil
Kettle boiled
'Best quality" kettle
boiled
Kettle boiled
Kettle boiled
Settled raw linseed oil
We make chemical ex-
amination to determ-
ine if adulterated
Raw
Kettle boiled linseed
oil is what we require
in our bridge paint
We buy commercial
boiled linseed oil and
have not made any
specification-; as to
purity
I -c kettle boiled oil as
bought from reliable
manufacturers
Chemical analysis
Analysis and inspection
Analysis and inspection
Samples of every batch
purchased and m6nthly
samples in addition
Tests by our chemist be-
fore using
We make occasional test
checks
Answered in B and C
None
Tests are made by com
pany chemists
Answered in C and D
No special means have
been taken for obtaining
material other than pur
chasing from reliable
houses
I do not believe a paint inspector would be worth much. Our ordi-
nary shop inspector ought to attend to this matter fully.
Inspection Bureau
No
The shop painting is inspected by inspectors reporting direct to the
Company's Engineer of Tests; do not favor inspection bureaus nor
special inspectors to follow up shop inspection of the painting
Through an inspecting engineer Yes
Own inspection
Inspection bureau
Inspection bureau
Own shop inspector who looks
after fabrication
Use inspection bureau for fabri
cation and painting
Inspection bureau
Our paint foreman acts as fore-
man and inspector
Our shop inspector is supposed
to look after the application of
shop coat
No inspection
The application of coat shop is
usually done under the super
vision of our shop inspector
No
If there is sufficient work, it would
be well to have an inspector to at-
tend to the painting
Do not think special inspector nec-
essary
No
I know of no reason why the shop
inspector cannot see that the shop
coat is properly applied
Yes
We do not advocate having a paint
inspector independent of our regu-
lar inspector
All that is necessary on a shop coat is to give the steel a protective
coating which will keep it from rusting until it is protected and
painted in the field
The inspection of shop painting
is done by our own shop in-
spector
Inspection is made through an
inspection bureau
I do not advocate the employment
of a paint inspector
Would think the steel inspector suf-
ficient to look after shop painting
and carry out specifications for
same
620
IRON AND STEEL STRUCTURES.
TABLE 2— QUESTIONS AND REPLIES RELATIVE TO PROTECTION OF IRON AND STEEL
STRUCTURES AGAINST CORROSION— NEW FABRICATED STEEL— SHOP COAT— Continued.
(See also Table 3, Questions and Answers E and F.)
In new fabricated
If you use red lead and
Do you insist that the red
steel what paint
linseed oil, how many
lead be up to a certain
do you use for the
pounds of red lead to
specification as to purity?
Railroad
Mile-
Name and Title
priming or shop
the gallon of oil do
If not, what are your re-
age
coat?
you require?
quirements in this regard?
A
B
C
Delaware, Lacka-
985
G. J. Rav,
Red lead
No special proportion.
Generally prepared article
wanna & West-
Chief Eng.
To be of consistency to
furnished readv for use.
ern
spread fairly well, and
at same time prevent-
ing separation
Sometimes red lead, fur-
nished to be 90% pure
El Paso & South-
995
H.J. Simmons,
Graphite and pro-
western
Gen. Manager
prietary paints
Erie
2258
R. C. Falconer,
Supt. Const.
Boiled linseed oil
Do not use
Do not use
Florida East Coast
694
A. H. Stead,
Asst. Eng.
Boiled oil. Inac-
cessible parts, yel-
low paint manu-
factured bv the
Standard Oil Co.,
secret process
Do not use red lead
Do not use red lead
Grand Trunk
4765
H. B. Stuart,
Red lead
30 lbs. of red lead to one
Up to standard specified
Struct. Eng.
Imperial gallon
tions
Grand Trunk Pac-
3170
J. G. LeGrand,
Proprietary graph-
ific
Br. Eng.
ite and linseed oil
Great Northern
7804
J. A. Bohland,
Proprietary carbon
Also pioprietary mix-
Mixed paints from reliable
Bridge Eng.
or graphite, and
linseed oil
ture of red lead, graph-
ite and ready mixed
lead, etc.
firms
International &
1106
O. H. Crittenden,
Red lead
I have been leaving this
Have been specifying first
Great Northern
Chief Eng.
to structural steel
people
quality
Lehigh Valley
1440
F. E. Schall,
Hand mixed red
Purchased by bridge
No
Bridge Eng.
lead
contractor
Louisville & Nash-
4923
W. H Courtenav,
Red lead and oil
25 lbs. to a gallon of oil
No
ville
Chief Eng.
Maine Central
1207
W. H. Norris,
Bridge Eng.
Red lead
22 lbs. of red lead to one
gallon of linseed oil
No
Michigan Central
1817
Hans Ibsen,
Bridge Eng.
Red lead
25 lbs.
Required true lead Pb304,
88%, not less; litharge
PbO, 12%, not more; met-
allic lead 1-10 of 1%, not
more; impurities 1%, not
more, etc.
Missouri, Kansas
3090
A. M. Acheson,
Red lead and oil
20 lbs. to a gallon of oil
Purest red lead to be ob-
& Texas
Chief Eng.
tained
Missouri Pacific
7284
S. L. Wonson,
Red lead and lin-
20 lbs. to the gallon of
Not at the present time.
Bridge Eng.
seed oil
oil
Railway inspectors
check analysis
Mobile & Ohio
1122
H. Austill, Jr.,
Red lead and lin-
28 lbs. red lead to i
Specification pure red lead
Bridge Eng.
seed oil
boiled and $ gallon of
raw linseed oil
Nashville, Chat-
1233
Hunter McDonald,
Red lead applied
25 lbs. of red lead to a
We specify a special brand
tanooga & St.
Chief Eng.
one hour after mix-
gallon of oil
or equivalent for purity
Louis
ing
New York Centra]
3056
Geo. w. Kittredge,
Red lead
100 lbs. pure red lead to
We have insisted upon red
.V- Hudson River
Chief Eng.
4 gallons pure kettle-
boiled linseed oil and
i pint turpentine Japan
drier
lead having certain re-
quirements
IRON AND STEEL STRUCTURES.
621
TABLE 2— QUESTIONS AND REPLIES RELATIVE TO PROTECTION OF IRON AND STEEL
STRUCTURES AGAINST CORROSION— NEW FABRICATED STEEL-SHOP COAT— Continued.
(See also Table 3, Questions and Answers E and F.)
Do you use raw or
chemical boiled, or
kettle hoiled linseed
oil. What (ire your
requirements as to
purity of same?
What means do you em-
ploy to insure obtain-
ing the proper kind of
both red lead and lin-
seed oil?
Any remarks you desire to make
relative to shop coat, espec-
ially its application, whether
you employ your own shop
inspector or an inspecting
bureau, etc., are desired.
To insure satisfactory results in the
preparation of steel to receive the
paint, its proper application, etc.,
would you approve having a paint
inspector in the shop for this pur-
pose, who would be independent
of any other inspector attending to
fabrication?
D
E
G
Raw linseed oil
Kettle boiled linseed
oil. We have no speci-
fic requirements for
purity
We use kettle boiled lin-
seed oil, Standard Oil
Company's specifica-
tions
Raw linseed oil
Have been specifyin;
kettle boiled first
quality
We do not specify
Kettle boiled— none
Kettle boiled. No re
quirements as to pur-
ity
Pure open kettle boiled
linseed oil
Kettle boiled
Pure linseed oil
We use either cheinic
boiled or kettle boili
oil; no other specific
tion except that
should be pure
we Bpeoify pure open
kettle hoiled linseed
Chemist analysis
Inspection of material on
its receipt
Do not test regularly, but
have had no trouble
By chemist's analysis
None
None
None
Up to the inspector
We take samples and have
them analyzed
Chemical analysis
Shop inspection
No special means em-
ployed only as stated
above
Inspectors to take occa-
sional samples and send
them to Engineer of
Structures for examina-
tion
We employ our own inspector
for painting and also the fabri
cation of steel
Inspection bureau
Employ inspecting bureau
By inspection bureau
Have never employed an in-
spector but am satisfied we
would get better results if we
did
Painting is looked after by shop
inspector
Hard to control shop painting
and consequently not satisfac-
tory. Recommend proper
cleaning and painting after erec-
tion for good results
Shop coat should be laid smooth
but not thick. We employ an
inspection bureau
By our own shop inspector. Ac-
cording to New York Central
Lines Specifications 1910
Our own inpeetor or inspection
bureau
Preparing of surface and apply-
ing paint should bo inspected
throughout, through inspecting
bureau
Inspection bureau
Not sufficient work to keep an
inspector. Through inspecting
bureau
We emploj our <>u n shop inspec-
tion force. Conditions are fre-
quently such however that \\c
do not succeed in obtaining
good results
For a sufficient quantity of work
would recommend special inspector
Competent inspector of steel can
also see that shop cleaning and
painting are properly done
This would depend upon the amount
of material going through the shop
No
I approve of having an inspector of
this class of work wherever the
amount would justify
I do not consider an additional in-
spector desirable, but will admit
this work is sometimes slighted
and does not receive due attention
I approve of having an inspector of
this class of work wherever the
amount would justify
For large tonnage, yes
No
We have no special inspector for
painting
Yes
Yes. Independent inspector
The independence of this inspection
from all other fabrication werk
appears a detail which may vary
in different cases
Yes
On large jobs, yes Ordinarily the
benefit would not justify the ex-
pense
I believe that iinieh better results
would obtain having an inspector
for paint only. The extra expense
might be difficult to get authorized
622
IRON AND STEEL STRUCTURES.
TABLE 2— QUESTIONS AND REPLIES RELATIVE TO PROTECTION OF IRON AND STEEL
STRUCTURES AGAINST CORROSION— NEW FABRICATED STEEL— SHOP COAT— Concluded .
(See also Table 3, Questions and Answers E and F.)
Railroad
Mile-
age
Name and Title
On new fabricated
steel what paint
do you use for the
priming or shop
coat?
If you use red lead ;>nd
linseed oil, how many
pounds of red lead to
the gallon of oil do
you require?
Do you insist that the red
lead be up to a certain
specification as to purity?
If not, what are your re-
quirements in this regard?
A
New York, Chica-
go & St. Louis
New York, New
Haven & Hart-
ford
New Zealand
Norfolk Southern
Norfolk & West-
ern
Northern Pacific
Penna. Lines, W.
of Pittsburgh
Pere Marquette
Philadelphia &
Reading
St. Louis & San
Francisco
St. Louis South-
western
St. Antonio & Ar-
ansas Pass
San Pedro, Los
Angeles & St
Louis
Seaboard Air Line
Southern
Spokane, Portland
& Seattle
Union Pacific
523
2007
817
2036
6313
3223
2330
4749
1457
724
1100
3082
556
3012
G. H. Tinker,
Bridge Eng.
W. H. Moore,
Struct. Eng.
James Burnett,
Chief Eng.
F. L. Nicholson,
Chief Eng.
J. E. Crawford,
Chief Eng.
W. L- Darling,
Chief Eng.
J. C. Bland,
Bridge Eng.
C. S. Sheldon,
Eng. Br. and Str.
Wm. Hunter,
Chief Eng.
F. G. Jonah,
Chief Eng.
C. D. Purdon,
Chief Eng.
J. S. Peter, 1st Vice
Pres. & Gen. Man
R. K. Brown,
Eng. M.ofW.
E. A. Frink,
Prin. Asst. Eng.
B. Herman,
Ch. Eng. M. of W.
and Struct.
W. E. Burkhalter,
Bridge Eng.
R. L. Huntlev,
Chief Eng.
Red lead and lin-
seed oil
Powdered red lead
and pure linseed
oil with small
amount of turpen-
tine
One coat boiled lin-
seed oil followed
by one coat of red
lead
Red lead and lin-
seed oil
Red lead and lin
seed oil
Boiled linseed oil
Red lead
Graphite
Red lead
Red lead and pure
raw linseed oil
Proprietary paint
Linseed oil
Red lead
Red lead and
seed oil
25 lbs.
Not less than 22 lbs.
22 lbs. red lead to one
Imp. gallon half boiled
half raw linseed oil
24 lbs.
25 lbs. of dry red lead
per gallon of oil
Not used
About 20 lbs. to the
gallon
100 lbs. paste to 3 gal
Ions of oil
25 lbs.
In former times used 18
lbs. of red lead to |
gallons of oil with
small amount of lamp
black
The red lead paint is
prepared under U. P
specifications C. S. 22
23 lbs. to one U. S. ga
Ion of linseed oil J pint
Japan dryer
None
Yes; 99% pure, litharge pre-
ferred, not over 20%
Red lead shall consist en-
tirely of red lead, to be
free of iron barium or other
metals
Standard high grade red
lead
Do not insist that red lead
be up to a certain specifi-
cation as to purity, but in-
sist upon high grade com-
mercial red lead
Not used
No, since our first coat in
the field is red lead
Specification requires 95ci
red oxide of lead
85% pure red lead
98% by weight, oxides of
lead, and not less than 85%
bv weight red lead Pb3
o4
Red lead must be commer-
cially pure, old process red
lead, containing 15% of
litharge
Xo requirements'speci
fied
No requirements specified
Preference to red
lead brand of paint
is specified in the
contract
Boiled linseed oil,
except for surfaces
in contact in which
case red lead
used
All surfaces inaccessible after assembling must be painted a good q
bled. After work is finished at the shops, it shall be cleaned of all loo
ered with one coat of red lead paint before shipping
IRON AND STEEL STRUCTURES.
623
TABLE 2— QUESTIONS AND REPLIES RELATIVE TO PROTECTION OF IRON AND STEEL
STRUCTURES AGAINST CORROSION— NEW FABRICATED STEEL— SHOP COAT— Concluded.
(See also Table 3, Questions and Answers E and F.)
Do you use raw or
chemical boiled, or
kettle boiled linseed
oil? What are your
requirements as to
purity of same?
What means do you em-
ploy to insure obtain-
ing the proper kind of
both red lead and lin-
seed oil?
Any remarks you desire to make
relative to shop coat, espec-
ially its application, whether
you employ your own shop
inspector or an inspecting
bureau, etc., are desired.
To insure satisfactory results in the
preparation of steel to receive the
paint, its proper application, etc.,
would you approve having a paint
inspector in the shop for this pur-
pose, who would be independent
of any other inspector attending to
fabrication?
Kettle boiled. None
Raw linseed oil. Sapon-
ification #190. Iodine
#170-#103. Hexabrom
ide not less than 18%
Kettle (double) boiled
linseed oil, specific
gravity not less than
.945 at 60° F.
Kettle boiled linseed oi
A-No. 1 japan drier
Raw linseed oil
Kettle boiled linseed oi
Raw linseed oil tested
and accepted accord
ing to specifications of
theA.S.T.M.
Pure raw linseed oil
Pure linseed oil
Raw linseed
Raw linseed oil as per
analysis
No requirements spec
ified
E
Depend upon trustworthi
ness of contractor
Ingredients are sampled
at shops and paint
sampled from the buck-
ets of the painters as it
is being applied to work
Purchases are made
through branch stores
and any inferior material
rejected
We rely on inspectors
Our inspectors are
structed to take samples
of all red lead and oil
paint and send it to
chemist for test
Chemical tests and shop
inspection
Inspecting bureau
To A. S.T.M. specifications
and 1. specific gravity
2. saponification number
3. Hanus. iodine value
Passed on by our own in
spection bureau
None
Red lead and oil inspected
and tested for each piece
of work
Only those required by
inspecting bureau
uality of red lead paint before the parts are assejn
Be scale and rust and thoroughly and evenly eov
Employ our own shop inspector
We employ our own shop inspect-
Department's own shop inspect
or supervises
By inspecting bureau
Our shop inspector is a member
of the inspecting staff of the
testing bureau in charge of our
general inspection of structural
work
Painting is looked after by shop
inspector for steel
Inspecting bureau
By inspecting bureau
The usual care in cleaning of
metal and application of paint
By inspection bureau
We employ our own shop in
spector
Employ inspection bureau
Inspection bureau
Employ inspection bureau
Close inspection by inspection
bureau and making surprise
visits by our own inspector
while work is being done
We employ our own shop in
spector
By inspecting bureau
By inspecting bureau
No
Would approve this only in case of
a very large order passing through
a certain shop
Our contracts are not large enough
for a separate paint inspector
It would improve service if inde-
pendent paint inspector were em-
ployed
Yes
It would require a large and rapid
output of steel to justify a special
paint inspector
No
Do not employ a special inspector
as not considered necessary
The proper application of shop coat
is of great importance. The propo-
sition of an independent inspector
is worth consideration
No
No
The steel inspector can just as well
look after the shop painting as not
We are getting excellent results from
present methods. I doubt if a sep-
arate paint inspector would pro-
duce results of work worth while
On large jobs, yes. Not practicable
on renewal work on roads of this
Do not think the results gained by
an independent paint inspector war-
rant the increased expense
624
1R()X \.\1> STEEL STRUCTURES.
p
z
<
g
H
X
o
o
If not satisfactory, in
what particulars do
you find it defect
ive?
fe
d in obtaining a shop
, entirely satisfactory
Bridge Co.'s using un-
skilled labor, and
not painting under-
cover in late fall and
winter
The most common
defect which, how-
ever, is not frequent,
is imperfect cleaning
before application of
paint
Satisfactory
When unsatisfactory
that is usually the
result of badly
cleaned metal be-
fore painting
Due to painting over
mill scales and oil,
and painting in bad
weather not under
cover
CM
o
w
5
Q c c 6
o o g g
C C as
*■ a >.-3 *s
W
11 !>> 11*1 1 1
7 it 3 S ft=0.^ Sg >> >.
55 o z " x *- * ffl >h o-2 a°z
<
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IRON AND STEEL STRUCTURES.
TABLE 4.— QUESTIONS AND REPLIES RELATIVE TO REPAINTING OR MAINTENANCE OF
BRIDGES UNDER TRAFFIC.
Generally,
What determining
often are
Mile-
What kind of paint
factors decide the
bridges repai]
Railroad
Name and Title
do you use?
repainting of your
and whet
age
bridges?
wholly painte
in part?
A
B
C
Atchison, Topeka & Santa
5963
A. F. Robinson,
Proprietary paint
When weather ex-
Every 4 to 8 y
Fe
Bridge Eng.
posure coating be-
gins to wear thin
and expose body
coat
depending
condition
Atlantic Coast Line
4499
CM. James, Asst.
Red lead and lin-
When the life oi the
Aboutevery~\
to Prest.
seed oil
old paint is gone
some parts of
Baltimore & Ohio
4456
W. S. Bouton, Br.
Carbon paint
As soon as paint
Aboutevery5y
Eng.
wears off
also patch r
ing is resorte
Bangor & Aroostook
630
MosesBurpee, Chief
Graphite
Condition of pre-
About 5 y
Eng.
vious painting
badly exr
parts oftener
Boston & Maine
2252
B. W. Guppy, Str.
Eng.
E. F. Robinson,
Buffalo, Rochester & Pitts-
586
Carbon and graph-
Conditions
Every 4 or 5 ;
burgh
Chief Eng.
ite
Canadian Pacific
11641
P. B. Motley, Br.
Eng.
Various
Age" and state of
paint
3 to 5 years
Central Railroad of New
676
J. J. Yates, Bridge
Silica graphite
Depends on locali-
1, 2 and 4 yea
Jersey
Eng.
ties
Central Vermont
536
J. M. Morrison,
Supt. and Eng.
Red lead and oil
Condition of steel
From 6 to 10 y
depending on
tion; floor sj
oftener
Chicago & Eastern Illinois
1282
L.C.Hartlev.Chief
Eng.
Proprietary paints;
formerly carbon
and iron oxide;
now using carbon
and linseed oil
paints
Rusting
About every 5
Chicago & Northwestern
8090
W. H. Finley,
Chief Eng.
Oxide of iron paints,
also lamp black
pigments
Conditions
5 years
Chicago Great Western
1496
C. G. Delo, Chief
Eng.
Proprietary paint,
carbon and iron
oxide pigment.
Scale and rust
5 years
Chicago, Milwaukee & St.
9612
C.F.Loweth, Chief
Paints of our own
General deteriora-
Three to five >
Paul
Eng.
manufacture, and
tion decides re-
somestructur
well-known pro-
painting of bridges
carried by ret
prietary paints
ing
Cleveland, Cincinnati, Chi-
2629
O. E. Selbv. Br.
'Red lead and oil.
Condition of bridge
On an average
cago & St. Louis
and Str. Ens.
also carbon or
is determining fac-
four to tw
graphite paint
tor for repainting
years
Delaware & Hudson
862
James M. MacMar-
tin. Chief Eng.
Graphite
Conditions
5 years
Delaware, Lackawanna &
985
G. J. Ray, Chief
Comp. of red lead,
Conditions
3 to 4 years
Western
Eng.
graphite, lamp-
black and linseed
oil
IRON AND STEEL STRUCTURES.
631
TABLE 4.-QUESTIONS AND REPLIES RELATIVF TO REPAINTING OR MAINTENANCE OF
BRIDGES UNDER TRAFFIC.
What methods do
you employ in
cleaning the steel
to receive new
paint?
Do you. approve of
sand blast method?
If not, why?
Do you use
spraying ma-
chine in this
work?
For field coats what
has your experience
been in using carbon
graphiteor lampblacks
as a base? Which has
given best results?
Remarks upon the subject of
field painting in general are
desired
D
Scrapers and wire
brushes
Putty knives,
scraper and wire
brushes
Wire brushes
Wire brushing and
scraping
Hammer, chisel,
brush
(Vire brush and
scraper
Steel scraper and
brush
Use hammers with
chisel edge faces,
placed at right
anzles. Flat knife
scrapers and short
steel pointed bars
in corners and
hook scrapers
Scraping and pound-
ing
3teel scraper and
brushes
iVire brushes
icrapere and
brushes
Steel brushes and
scrapers
Vire brushes and
broom
JIammera, scrapers,
wire brushes.
greasy portion
cleaned with ben-
zine
Have used extensively
and given satisfactory
results, and recom-
mend its use for clean-
old bridges
Ourexperiencewithsand
blast cleaning is lim-
ited
Have no objection to
sand blast if closely
followed by painting
Yes, when available
Yes
Do not use
Yes, for very rusty
steel
Used some years ago,
but abandoned for un-
satisfactory results and
expense
Yes
Yes, when economical;
experience limited
Do not approve of it
Yes
Sand blast method is
not approved
We do not approve of
sand blast, as the cost
is greater than its
benefits
No
Its inconvenience and
expense deters use of
sand blast
No
We do not use
spraying ma-
chines
We do not use
spraying ma-
chines
No, use brush
No
No
No
No
No
No
No
No
No
No
Do not advise
its use, as
wasteful of ma-
terial, and in-
ferior work
produced
For some time have been testing various paints to adopt
one -as a standard. Tests not completed
No bridges on our line
have been painted with
carbon, graphite
lamp black
As we uniformly use carbon paint for finishing coats, we
have had no experience with graphite or lamp black
Have used
successfully
graphite
Both carbon and graph-
ite
Generally graphite
Graphite
Graphite gives best results
Advocate judicious touching up
(every 2 years) to postpone
date of complete repainting
After some years of ex- Manufacture our own paints and
perience now use lamp believe we get better grade
black paint than obtained commercially
Fairly satisfactory Life of bridge depends upon
proper painting, proper applica-
tion and quality of paint used
Our experience indicates
the carbon paints give
better results than
graphite
Have used all, not prepared to say which has given best
results
Graphite very satisfac-
tory
Have received good re-
sults, using carbon,
graphite or lamp
black paints
Believe a mixture of lamp black,
graphite and certain portions
of inert materials gives best
results
632
IRON AND STEEL STRUCTURES.
TABLE 4— QUESTIONS AND REPLTES RELATIVE TO REPAINTING OR MAINTENANCE OF
BRIDGES UNDER TRAFFIC— Continued.
Railroad
El Paso & Southwestern
Lrie
Florida East Coast
Grand Trunk
Great Northern
International & Great
Northern
Lehigh Valley
Louisville & Nashville
Maine Central
Michigan Central
Missouri, Kansas & Texas
Missouri Pacific
Mobile & Ohio
Nashville, Chattanooga &
St. Louis
New York Central & Hud-
son River
New York, Chicago & St.
' Louis
New York, New Haven &
Hartford
New Zealand
Mile-
age
995
2258
694
4765
7804
1106
1440
4923
1207
1817
3090
7284
1122
1233
3056
523
2007
Name and Title
H. J. Simmons
Gen. Manager
R. C. Falconer
Supt. Const.
A. H. Stead, Asst
Eng.
H.B.Stuart, Struct
Eng.
J. A. Bohland, Br.
Eng.
O. H. Crittenden,
Chief Eng.
F. E. Schall, Br.
Eng.
W. H. Courtenay,
Chief Eng.
W. H. Norris, Br.
Eng.
Hans Ibsen, Br.
Eng.
A. M. Acheson,
Chief Eng.
S. L. Wonson, Br.
Eng.
H. Austill, Jr., Br.
Eng.
H. McDonald,
Chief Eng.
G. W. Kittredge,
Chief Eng.
G. H. Tinker, Br.
Eng.
W. H. Moore, Str.
Eng.
James Burnett,
Chief Eng.
What kind of paint
do you use?
Proprietary carbon
and linseed oi"
paint
Proprietary anti-
rust paint
Standard yellow
Carbon
Proprietary graph
ite and iron oxide
paints
Graphite
Carbon or graphite
Red lead and graph
ite
Proprietary white
lead and linseed
oil paint
Proprietary red
lead, graphite and
linseed oil
Carbon paint
Carbon paint
Proprietary carbon
and linseed oil
paint
Proprietary carbon
paint
Red lead for re-
touching, stand-
ard asphaltum-
varnish paint, and
proprietary carbon
and graphite paints
Proprietary graph-
ite and linseed oil
paint
For touching up, red
lead and linseed
oil; entire bridge
proprietary paints
Use red lead and
hematite paints
What determining
factors decide the
repainting of your
bridges?
Failure of old paint
as shown by in-
spection
Condition of struc-
tures
Conditions
Conditions
Conditions
Rust
Condition of the
metal
General appearance
Rust and general
wear of the paint
Whenever inspec-
tion shows need of
repainting
Condition of the
old paint
Condition of the
old paint
Condition of paint
Amount of scale
Condition of the
paint
Appearance
When paint fails by
showing rust spots,
cracking or scal-
Whon paint begins
to blister or rust
to show at rivet
heads
Generally, how
often are your
bridges repainted,
and whether
wholly painted or
in part?
Entire bridge 3 to 5
years one coat
May be 4 to 5 years;
we also do patch
painting
3 years
5 years
About 8 years
Every 3 years
Every 5 to 7 years
About every 4 years
Depends on loca-
tion would prob-
ably average 5
years
Every 4 or 5 years
From 8 to 10 years
About every 4 years
Every 4 to 5 years
Everv 5 or C vears
3 to 5 years, bad
spots more fre-
quently
Average 5 to ~
years; part paint-
ing 3 to 4 years
Generally 5 to 8
years, and more
frequently touched
up
IRON AND STEEL STRUCTURES.
633
TABLE 4.— QUESTIONS AND REPLIES RELATIVE TO REPAINTING OR MAINTENANCE OF
BRIDGES UNDER TRAFFIC— Continued.
What methods do
you employ in
cleaning the steel
to receive new
paint?
I)
Hand, scraping and
brushing
Wire brushes and
scrapers
Do you approve of
sand blast method?
If not, why?
Yes
Have not used sandblast,
never found it neces-
sary to equip for same
Yes
Scrapers and
brushes
Scrapers and wire Yes, for very rusty
brushes steel
Steel scrapers and
wire brushes
Scrapers.chiselsand
torches
Steel brushes, chis-
els and chisel-
shaped hammers
Wire brushes
Wire brush
Scrapers and steel
brushes
Scrapers and steel
brushes
Scrapers and wire
brushes
Hand scraping and
brushing
Knives and wire
brush
Scrapers and wire
brushes
Wire brush, ham-
mer and chisel
rapers, putty
knives, wire
brushes,p»an ham-
mer and burners
Steel wire brushes
No
Have never tried
Yes
No
Yes
We have tried, but find
it too expensive
Do not advocate its
use, except under spe-
cial circumstances
No
No; too expensive
Yes, but find it expen-
sive
Has been tried, but
found troublesome and
expensive
No; equipment is too
expensive and cumber-
some
On general principles,
yes, but have not used
this method
We have not found the
sand blast entirely
suitable
Do you use
spraying ma-
chine in this
work?
No
No
No
Yes, for inac-
cessible parts
Used it once,
but contractor
was required
to follow with
brush
No
No
No
No
No
Have not used
and would not
recommend
its use
No
No; too expen-
sive
No
No
No
No
No
For field coats what
has your experience
been in using carbon
graphiteor lamp blacks
as a base? Which lias
given best results?
Have used proprietary
graphite paints with
good results
Never used
Remarks upon the subject of
field painting in general are
desired
We found little difference between carbon and graphite
paints which we have used
We found very little difference between carbon and
graphite paints which we have used
Have been using graphite with very poor results; I am
thinking seriously of trying red lead as a field coat
Carbon and graphite
paints are giving good
satisfaction
Bridges exposed to salt brine
drippings advocate red lead as
a priming coat, and 2 coats of
carbon or graphite paint
Have not used carbon paints to any extent. Used
graphite paints, lasting 5 to 7 years, but red lead and
oil outlast graphite by 2 years
We have had best re-
sults with graphite
Graphite has given us
good service
I have had best result
with carbon paint
As on new steel proper application in repainting is nece
sary but difficult to secure
Carbon has given us
good results
We have Lad excellent results with either carbon or
graphite
No material difference
between carbon and
graphite
\>l\ ocate using red lead
and oil first field coat
and a carbon or graph-
ite for second field
coat
Red lead base with ox-
ide or hematite finish
has given good results
Proper cleaning before painting
and not painting in frosty or
extremely hot weather is es-
sential for life of bridge
634
IRON AND STEEL STRUCTURES.
TABLE 4 —QUESTIONS AND REPLIES RELATIVE TO REPAINTING OR MAINTENANCE OF
BRIDGES UNDER TRAFFIC— Concluded.
Railroad
Norfolk Southern
Norfolk & Western
Northern Pacific
Pennsylvania Lines West of
Pittsburgh
Pere Marquette
Philadelphia & Reading
St. Louis & San Francisco
ft. Louis Southwestern
San Antonio & Aransas Pass
San Pedro, Los Angeles &
Salt Lake
Seaboard Air Line
Southern
Spokane, Portland & Seattle
Union Pacific
Mile-
age
817
2036
6313
3223
2330
1476
4749
1457
724
1100
3082
7036
556
3612
Name and Title
What kind of paint
do you use?
F. L. Nicholson,
Chief Eng.
J. E. Crawford,
Chief Eng.
W.L. Darling, Chief
Eng.
J. C. Bland, Bridge
Eng.
C. S. Sheldon, Eng.
Br. and Str.
Wm. Hunter, Chief
Eng.
F. G. Jonah, Chief
Eng.
C.D.Purdon, Chief
Eng.
J. S.Peter, 1st Vice
Pres. and Gen.
Man.
R. K. Brown, Eng.
M. of W.
E. A. Frink, Prin.
Asst. Eng.
B. Herman, Ch.
Eng. M. of W. and
Struct.
W. E. Burkhalter,
Bridge Eng.
R. L. Huntley,
Chief Eng.
Black carbon paint
Black ready-mixed
paint
Our own special
composition
Graphite or carbon
Graphite our own
formula
Iron oxide speciallj
prepared
Composition paint
of red lead, graph-
ite, princess min
eral with linseed
oil
Proprietary carbon
and linseed oil
paint
Proprietary carbon
and linseed oil
paint
Touched up with
red lead and lin-
seed oil; whole
struct, with black
paint
Proprietary graph-
ite and linseed oil
paint
Ready mixed red
lead paint for re-
touching, and one
coat of black car-
bon paint
Carbon and graph-
ite
Carbon
What determining
factors decide the
repainting of your
bridges?
Generally, how
often are your
bridges repainted,
and whether
wholly painted or
in part?
When rust begins to At tide water every
showandthemetal two years; other-
begins to scale wise every three
years
The appearance of Generally every 5
rust spots years
Generai condition
of the structure
Pitting in paint or
signs of corrosion
in places
When they show
4. rust or rust spots
Condition of the
metal
Blistering and seal
ing of old paint
Repainting is left to
our superintendent
of bridges
Signs of rust
We use our best
judgment in decid-
ing when to re-
paint
General condition
of old paint
Condition of steel
Before rusting pro-
ceeds to such an
extent that steel
cannot be cleaned
by brushes
Generally brine
dripping from re-
frigerator cars
In 5 to 15 years.
About 4 years
We often paint the
lower flange of
plate girders
Every 4 to 8 years
At least every 5
years
Probably every 6
years
Every 3 to 4 years
This varies, usually
from 7 to 8 years
Some bridges will
run 4 to 5 years
Every 5 years
In general every
years
About every 4 years
IRON AND STEEL STRUCTURES.
635
TABLE ^.-QUESTIONS AND REPLIES RELATIVE TO REPAINTING OR MAINTENANCE OF
BRIDGES UNDER TRAFFIC-Concluded.
What methods do
you employ in
cleaning the steel
to receive new
paint?
D
Wire brushes
.Stiff wire brush
Wire brushes and
occasionally sand
blast
Brush
Scrape and brush
Wire brushes
Wire brushes and
scrapers
Steel brushes
Steel brushes and
scrapers
Steel brushes and
scrapers
Hand scrapers and
wire brushes
Steel brushes and
scrapers
Wire brushes
wire brushes and
scrapers
Do you approve of
sand blast method?
If not, why?
Under certain condi-
tions I think sand blast
very desirable
No; sand blasting leaves
surface rough
Yes, sand blast properly
used is best way of
cleaning steel
No; in unskilled hands
apt to cut the metal
No; not efficient and
too expensive
No
Do not regard sand
blast method economi-
cal
Yes, on large bridges
Yes, where sufficient
work of this nature
warrants the first cost
Have never used the
sand blast
Have had no experience
but believe it is all
right
No, on account of co?t
Yes, where rust cannot
be removed with wire
brushes
Would use it on large
structures— too expen-
sive lor small jobs
Do you use
spraying ma-
chine in this
work?
No
No
Infrequently
No
No
No
No; found little
economy in its
use
No
No
No
No
No
For field coats what
has your experience
been in using carbon
graphiteor lampblacks
as a base? Which has
given best results?
G
Remarks upon the subject of
field painting in general are
desired
Best results obtained by using carbon paints. Under
severe conditions have got good results by using asphalt
paints
Lamp blacks Life of a bridge depends upon
proper condition of steel to
receive priming coat which
should be red lead paint
Have obtained good results from carbon graphite or
lamp-black paints. More depends upon cleaning of steel
and application of paint
So long as structure is kept fully painted there is little
difference as to kind of paint used
Most important is spreading
quality in extreme tempera-
ture and set reasonably fast.
Proper condition of steel needed
Proper condition of steel and
application of paint essential to
life of bridge
Graphite
Have no experience with
with material referred
to
Have no data to com-
pare carbon, graphite
or lamp black paints
We find those with car-
bon base best for this
climate
Have only used red
lead colored with lamp
black
My experience has been
that graphite as a base
gives best results
Brand of paint is less important than proper cleaning of
steel to receive paint. Failure has been by painting over
rust, cinders or scale
Carbon and graphite
have both been used
with very good suc-
cess
Have no preference in
regard tocarbon , graph -
ite or lamp black
Proper cleaning of steel and ap-
plication of paint are more im-
portant than the quality of the
paint
Appendix B.
COLUMN TESTS.
At the Sub-Committee's first meeting, July 10, 1912, after a discussion
of the program of tests which had been arranged by the Committee on
Steel Columns and Struts of the American Society of Civil Engineers,
it was decided to make drawings for a preliminary series of test-columns
to cover eight sections commonly found in the compression members of
railroad bridges. These eight sections are shown on Plate 1, and it was
planned to test a light and heavy section of each type made up in three
lengths to give slenderness ratios of 50, 85 and 120. Three specimens
of each column to be fabricated, making in all 144 test-colnmns for the
series, which is designated as "Series No. 1."
At the afternoon session of this meeting, Mr. James E. Howard, then
Engineer-Physicist of the Bureau of Standards, was present, and, after
discussing with the Sub-Committee the tentative program of tests em-
braced in "Series No. I," he stated on behalf of Dr. S. W. Stratton, Direc-
tor of the Bureau of Standards, that the Bureau would be glad to fur-
nish the columns and make the tests, provided the Sub-Committee would
furnish the detailed plans. Mr. Howard further stated that he believed
that under the existing appropriation and during the current fiscal year,
the Bureau could supply and completely test not less than 100 columns for
the American Railway Engineering Association in addition to the 216
columns of the American Society of Civil Engineers series.
On July 13 Dr. S. \Y. Stratton wrote to the Chairman of the Sub-
Committee saying "this Bureau will be very much pleased to co-operate
with your Committee in carrying out its proposed column tests" and he
suggested that the "Committee proceed with the preparation of the
necessary drawings of the types of columns and dimensions included in
your first series of tests. And, further, that you kindly indicate those of
the number which it would seem most advantageous to immediately pro-
vide, pending the opportunity of placing an order for the balance of the
series."
In accordance with the above and with the approval of the whole Com-
mittee, the Sub-Committee prepared and forwarded to Director Stratton
on October 23, 1912, detailed drawings for the eighteen columns repre-
senting Column No. 1 of Series No. 1 (Plate II).
It was expected that the 2,300,000-lb. Emery machine would have
been completed late in 1912, but it was not in working order until about
September, 1913. The fabrication of the columns was taken up in October,
the first 18 columns were shipped to Washington in December and the
first column of the series was tested in presence of the Committee on
January 20, 1914. By October 15, fifteen out of the first eighteen columns
had been tested, and by November 30 all of the columns had been tested,
and the complete test reports were received December 7.
636
[RON WD STEEL STRUCTURES.
637
COLUMN TESTS.
Tests to be made by the Bureau of Standards, Washington, in the
Emery Machine. Capacity, 2,300,000 lbs.
Maximum Length of Test Piece, 32' 6".
Series No. i.
1 r
-J L_
=J w
Plate I.
Balanced
section
Unbalanced
■section pin
~ bear in a in
neutral axis
-L up h 200
JL
1 up H> 200
L
(a) Tickness of metal, minimum %", maximum $/%' .
(b) Make a light and a heavy section of each type.
1
(c) Make 3 lengths of each section, giving — values of 50, 85 and 120
r
for types i degree to 6 degrees, and 100, 150 and 200 for
types 7 degrees and 8 degrees. (Note — hi making the de-
1
tail plans, the maximum — values here prescribed may be
r
reduced to 100 and 175, if necessary, in order that the sec-
tion to be tested may not become too small, the maximum
length of column being 32' <>".
(d) Make 3 specimens of each column.
(e) All columns, except those of type 6 degrees to be made with
square ends.
(f) Materials and workmanship as per American Railway Engineering
Association specifications.
638
IRON AND STEEL STRUCTURES.
IRON AND STEEL STRUCTURES. 639
On account of the great number of readings to be taken during the
progress of a test, it would not seem possible to test more than one
column a day, and four columns a week would be about the maximum to
be expected. Since the machine has been in operation and begun on the
American Railway Engineering Association and American Society of Civil
Engineers' tests, an average of two columns a week has been maintained.
At that rate, it will take at least three years more to complete the pre-
liminary programs of the American Railway Engineering Association and
American Society of Civil Engineers column tests. It is the expressed
intention of the Bureau to carry on both sets of tests simultaneously.
It was the intention of the Committee that the material should be
rolled and the columns fabricated in accordance with the Specifications for
Railway Bridges of the American Railway Engineering Association, but
the Bureau, in ordering the first lot along with some columns for the
American Society of Civil Engineers series, used the latter's very rigid
specifications for this material, which are given below. The difficulty of
obtaining this material, in part, accounted for the delay in fabricating the
columns.
TABLE OF CHEMICAL AND PHYSICAL PROPERTIES FOR SPECIAL SPECIFICATIONS
FOR UNIFORM QUALITY STRUCTURAL STEEL FOR COMPARATIVE COLUMN
TESTS FOR THE BUREAU OF STANDARDS, U. S. GOVERNMENT.
Material. — Basic open-hearth structural steel.
Chemical. — Uniformity is paramount, and must be aimed for.
Carbon. — The percentage of carbon must not vary more than just to
insure the desired physical properties in required sections of material.
Manganese 0.40 per cent. min. and 0.50 per cent. max.
Phosphorus 0.00 per cent. min. and 0.03 per cent. max.
Sulphur 0.00 per cent. min. and 0.04 per cent. max.
Silicon 0.00 per cent. min. and 0.10 per cent. max.
Nickel 0.00 per cent. min. and 0.05 per cent. max.
Chromium 0.00 per cent. min. and 0.05 per cent. max.
Copper 0.00 per cent. min. and 0.03 per cent. max.
All possible others. . . .0.00 per cent.
Physical. — The desired physical properties must be aimed for :
Ultimate tensile strength Desired, 60,000 lb. per sq. in. (may vary
1,500 lb. either way).
Elastic limit (yield point) .... Desired, 38,000 lb. per sq. in. (may vary
1,000 lb. either way).
Elongation in 8 in Desired, 28 per cent, (may vary 2 per cent.
either wav).
Reduction in area Desired, 56 per cent, (may vary 4 per cent.
either way).
Character of fracture Silky, cup.
Cold bend without fracture. . 180 degrees, flat, on itself.
SPECIFICATIONS FOR WORKMANSHIP FOR SPECIAL TEST COLUMNS FOR THFJ
BUREAU OF STANDARDS, U. S. GOVERNMENT.
In general, the American Railway Engineering Association Specifica-
tions will govern this work, with the following changes and additions
thereto:
The workmanship required for these columns is to be gilt-edged.
640
IRON AND STEEL STRUCTURES.
Plate II.
F^ae/ii of Gyrction
Axis B
ffx/s/?
e.89
4.60
— Column 5 lA'l 3and I c-
— Light Sccrton —
Material -for Base
fPf.l6*§'.ll€'
Sf>ls.l4'§'*l'-6'
^ivcis j^'diom-
IRON AND STEEL STRUCTURES.
641
Plate II.
Radii of Gyt
I ^,-= d'i aL
rarion
Axis B
?m
A'xis A
4.57
Marcnal §or dose
I PI. IP- §: I-6'
£Pt& 14'* §■•'!&
— Columns l°-lE-onctlF—
— Heavy Section
American Railway Engineering
Association
Column TfcrsTS.
Column Ne I. Series N*(
Scale I'ml-O" SeD-f./9/e.
642 J RON AND STEEL STRUCTURES.
Each piece of rolled material is to be absolutely true to dimensions
and made absolutely straight.
The punching must be exact, and holes must be 3-16-in. smaller than
diameter of rivet. The holes must be reamed when pieces are assembled
into columns.
The columns will be riveted by stitch-riveting them on alternate sides,
in order to prevent warping, and to produce absolutely straight columns.
Slight deviations from a straight line of axis, changes in sections or wind-
ings, etc., must be carefully removed, so as to produce the most perfect
column shafts possible.
Facing of ends to be absolutely at right angles to axis of column,
and thus, of course, parallel to each other.
The material complied extremely closely with these specifications, be-
ing of very uniform quality, its weight per cubic in. being 0.2835-lb., but
the fabrication of the American Railway Engineering Association col-
umns was not altogether up to the especially high standard called for,
but represents first-class shop practice without any serious attempt to se-
cure special refinements. The Bureau found that the heads and bases of
the columns were not planed truly parallel, and they were then scraped
at the Bureau to bring the bearing surfaces true. The channels making
up the columns were also found to be not in complete and full bearing
on the base plates, and, owing to the details of the ends, this could not
be corrected after fabrication. The bearings, however, usually closed
into full contact after the application of a loading of from 1,000 lbs. to
5,000 lbs. per sq. in.
The tests are being carried out with the utmost nicety, in accordance
with the general suggestions of the Committee (see Appendix B of the
Committee's report of March, 1914, from which paragraph 6 is here
quoted for convenience) :
"6. The initial load shall be 1,000 lbs. per sq. in. Then loads of
10,000 lbs. per sq. in., 15,000 lbs. per sq. in. and 20,000 lbs. per sq. in. shall
be added, returning to the initial load after each application and deter-
mining permanent sets. From 20,000 lbs. per sq. in. proceed with incre-
ments of 1,000 lbs. per sq. in. Measure the permanent set after reaching
loads of 20,000 lbs. per sq. in., 25,000 lbs. per sq. in. and 30,000 lbs. per
sq. in., in case these loads are reached before the column fails. After
each return to the initial load, when reapplying the loading, take the
extensometer readings at every increment of 5,000 lbs. per sq. in. until
25,000 lbs. per sq. in. is reached, after which point take the extensometer
readings at every increment of 1,000 lbs. per sq. in. up to failure, in order
that it may be possible to plot a complete stress-strain diagram for each
series of load applications."
The extensometers used in these tests read to five-ten-thousandths of
an inch and are readily estimated to one-ten-lhousandth. The Berry
strain gages, used for determining the local deformations read to two-
ten-thousandths of an inch and are estimated to two-one-hundred-thou-
sandths. The deflection gages read to one-one-thousandth of an inch.
IRON AND STEEL STRUCTURES. 643
TABULATION OF PART OF TESTS, COLUMN I, SERIES I.
No. of
Test
Piece
l/r
Nominal
Section
Sq. In.
Actual Section
Square Inches
Failure
lbs. per
sq. in.
Method of Failure
1
12
50
9.56
9.55
37,930
2
57
50
9.56
9.12
39,254
Failed by deflecting south and up.
3
4
74
7
50
50
9.56
12.50
9.29
12.55
38,200
38,500
Failed by deflecting south and
down.
Failed by triple flexure.
5
72
50
12.50
12.45
37,765
Failed by buckling down and north.
6
73
50
12.50
12.48
35,380
Failed by buckling down and north.
7
17
85
9.56
9.636
32,860
Failed by triple flexure.
S
9
58
61
85
85
9.56
9.56
9.12
9.38
35,000
34,093
Failed by triple flexure buckling
in center.
Failed by deflecting north and up.
10
11
20
60
85
85
12.50
12.50
5.92+5.73 = 11.65
11.83
34,060
34,937
Failed by triple flexure buckling
in center.
12
62
85
12.50
12.45
34,000
13
14
29
55
120
120
9.56
9.56
9.42
9.54
33,020
32,000
Failed by triple flexure buckling
in center.
15
66
120
9.56
9.45
34,000
Failed by deflecting south and up.
16
17
25
67*
120
120
12.50
12.50
12.28
12.34
32,565
29,000
Failed by triple flexure buckling
in center.
18
68
120
12.50
12.39
30,863
* Before testing, Column No. 67 was found to be bent down 0" .21 and south 0" .07.
Note. — The length of the column was assumed to be the total length
between the milled end of the channels composing it. The actual sections
are found by carefully weighing the channels, as it was found impossible to
get very accurate results by calipering, or even by using the planimeter on
imprints of the ends of the sections.
*The complete reports on tests Nos. 17, 20, 29 and 25 are given be-
low and stress-strain diagrams are given for tests Nos. 20, 29 and 25.
The Sub-Committee now proposes, instead of proceeding to Section
No. 2 of the series, to make a sub-series of tests on Section No. 1, vary-
ing a detail at a time, in order to study the effect of the details on the
strength of the column. Dr. Stratton assures the Sub-Committee that he
will proceed to obtain the columns for these sub-series and test them as
rapidly as possible.
The hearty thanks of the Association is due to Dr. Stratton for his
interested co-operation with your Sub-Committee, and to Dr. G. R. Ols-
hausen, who is directly in charge of the work, for the very great pre-
cision and care with which the tests are being made.
Through the courtesy of Mr. George W. Kittredgc, the Sub-Com-
mittee is able to submit a full report of a very interesting test made by
*The Bureau of Standards tesl reports will be published in full in Vol.
16 of the Proceedings for 1915.
644 IRON AND STEEL STRUCTURES.
the Bureau of Standards for the New York Central & Hudson River
Railroad Company.
Mr. A. W. Carpenter, under whose direction the test was carried out,
has platted the stress-strain diagrams for the averages of the long extenso-
meter readings at the successive loadings, and worked out the modulus
of elasticity for these readings, and also platted the io-in. gage readings
( >n the main column section and on the lattice bars.
The specimen tension tests of the material of the column gave the
following results :
Side plates, 22 in. by 11/16 in.
Yield point, 37,800 lbs. per sq. in.
Ultimate strength, 58,760 lbs. per sq. in.
Elongation in 8 in., 29 per cent.
Reduction in area, 59.3 per cent.
Side plates, \zVi in. by % in.
Yield point, 37,230 lbs. per sq. in.
Ultimate strength, 58,500 lbs. per sq. in.
Elongation in 8 in., 27.5 per cent.
Reduction in area, 58.8 per cent.
Angles, 4x4x^6 in.
Yield point, 39.270 lbs. per sq. in.
Ultimate strength, 60,850 lbs. per sq. in.
Elongation in 8 in., 3r per cent.
Reduction in area, 53.4 per cent.
All the above passed the cold-bend test. 180 degrees flat. These
specimen tests were made at the mills that rolled the steel for the
columns.
In connection with the column test, Mr. Carpenter makes the fol-
lowing remarks :
"Two of the long extensometer readings look as if they might have
been read wrong by the operator, as they show large differences from
the corresponding readings at the same load, and are disproportionate
with the readings on the same points at lower and higher loads as com-
pared with the readings on the other points.
"It is clear that permanent sets occurred with the small loading of
5,000 lbs. per sq. in., although the first loading of 10,000 lbs. per sq. in.
did not produce a very appreciable set (maximum .006 in. in 288 in.).
It is also clear from the stress-strain diagrams and the computations for
modulus that the limit of true elasticity is raised by the successive
loadings, the diagram for loading No. 6 showing a practically straight
line and practically constant modulus of elasticity up to the loading of
25,000 lbs. per sq. in., but this was at the expense of a considerable per-
manent set. In testing our remaining columns it would be advisable to
have the loads of various intensities repeated, without increasing, to see
if there is an accumulative permanent set.
"I have studied the record of compressions (and, in some cases,
extensions) on the 10-in. gage lengths with some care. The measure-
ments on the main section of the column I have platted in groups for
the various average loadings of q.ooo lbs. per sq. in. and upwards, again
grouping for the various locations along the length of the column.
Reference to these plattings shows immediately that the readings vary
IRON AND STEEL STRUCTURES. 645
by a large range, especially those at the column diaphragms. Assuming
a modulus of 29,500,000, I figure that a compression of .0001 in. on the
10-in. gage length corresponds to a stress of 295 lbs. On this basis it
appears that the stresses in the column corresponding to the 10-in. gage
measurements are almost all higher than the average load on the column.
"It is notable that the maximum 10-in. compressions occurred at
one or both of the diaphragms for every one of the loadings of 9,000
lbs. and over, as is clearly shown by the platted measurements, whereas
it would seem natural to look for the maximum at the center of the
column.
"In order to study the 10-in. gage measurements in the lattice bars, I
have platted the readings for each set of bars and for each loading.
The results are shown to be very erratic, some of the greatest changes
occurring with the smaller loads. The greatest recorded change is for
an average loading of 9,000 lbs. per sq. in. and corresponds to 6,500 lbs.
per sq. in. of stress. For average column loads of 19,000 lbs. per sq. in.
and upwards the lattice bar stresses appear to be less erratic than for
lower loads, and to show a general trend of increase in stress with
increase in column load. The maximum change (compression) for
the average column "load of 28,000 lbs. per sq. in. corresponds to a
stress of about 3,500 lbs. per sq. in.
"Tt should be noted that in platting the readings on the 10-in. gage
lengths for loadings above 9,000 lbs. per sq. in. I have subtracted the
previous readings at 1,000 lbs. per sq. in. It is rather curious to note
that the adjacent bars both carry compressive stresses in most cases,
and that it is rather exceptional where one bar showed compression and
the adjacent one showed tension, as might be expected, at least at the
higher loads when appreciable deflection commenced.
"I have not made any study of the measurements of the stay plates
shown on sheet three of the test report.
"It appears from the test data and photographs that the column
failed as a whole and not locally, which would seem to show that it
was properly designed to develop "the full strength of the member."
646
IRON AND STEEL STRUCTURES.
IRON AND STEEL STRUCTURES.
647
648
IRON AND STEEL STRUCTURES.
U
_
>
x
Pt,
(For Details of Column Tests, see inserts in back of Volume.)
649
FIG. 4-
N. Y. C. & H. R. R. R. TEST MEMBER
L-2-U-3.
te
SQ1 z
Mot'l.fot-I Diogona!"Li-UV to Recalled mcmbci-A.
°l 1
j
ttx^'u r pi vveb
jo.fn, r,t
ai
2
<im!V.iu» (I;
a5
I
o-.
!
I LSI
*
K«|*B
Eoll ■
I £85
a
•Yua'a M» (|)
2oj- Fumed
! IK.
-.
iwjafpi
llf •
1 i«7
'•
Sxft ' lot 3 Bari
eo| Tp.
SECTION A.A
Not« : »paci'na °f Diophro3n
ng in Diag'l "Oz in Truss.pivg fee o. 9Tfcr)
649
REPORT ON TESTS OF STEEL COL
UMNS FOR N, Y. C. & H. R. R.R.
fc
^
SQ1 z
For whom tested: II. Y. C. & H. H. R. H. Co.
Type or designation: Diagonal L2-U3, 2rldge
Harks on column: L2-U3 Co 96 T 286 - 95
Tested with fist ends.
J.EP ARISES T OF COMMERCE
BUREAU OF STANDARDS
BASHIa'GTOH
REPORT OH TEST OF STEEL COIDMB
_ FOR THE
HEW YORK CSHTRAL Aim HUPSOH RIVER RAILROAD COKPABY
Hot oounterweigh
nominal seotiona
Radius of gyrati
rea in sq. in. 65.66
7.06
62.0
j-.al
tat """"Hinn
ii
in
IV
64920
324600
64920
64920
324600
649200
64920
324600
649200
973800
, 298400
64920
64920
649200
973800
,298400
,460700
,623000
64920
64920
649200
.298400
,623000
,752840
,882680
64920
64920
649200
,298400
,623000
1000
6000
1000
1000
6000
10000
1000
6000
10000
16000
20000
1000
1000
10000
16000
20000
22600
26000
1000
1000
10000
20000
26000
27000
29000
1000
1000
10000
20000
26000
29000
30000
30769
.0000 .0000 .0000 .0000
.0399 .0400 .0407 .0373
.0042 .0019 .0036 .0033
.0041 .0022 .0044 .0027
.0430 .0416 .0426 .0408
.0909 .0904 .0925 .0888
.0063 .0053 .0062 .0046
.0442 .0431 .0471 .0423
.0921 .0913 .0963 .0916
.1424 .1420 .1462 .1430
.2006 .2017 .2060 .2029
.0223 .0186 .0246 .0230
.0220 .0196 .0247 .0228
.1081 .1080 .1126 .1082
.1668 .1663 .1614 .1676
.2063 .2304"
.2334 .2361 .2420 .2362
.2814 .2862 .2918 .2860
.3126 .3210 .3254 .3175
.3961 .4214 .4274 .4013
.1471 .1749 .1819 .1463
.0000 .0000 .0000 .0000
.0864 .0683 .0867 .0864
.1843 .1873 .1847 .1847
.2331 .2370 .2363 .2356
.2761 .2820 .2799 .2790
.3016 .3319 .2996 .2992
in 288"
(Inches
.0000
.0396
.0033
.0034
.0420
.0922
.0048
.0442
.0926
.1434
.2026
.0221
.0223
.1092
.1680
.2133
.2394
.2839
.0643
.0626
.1336
.2369
.2861
.3191
.4116
.1626
.0000
.0867
.1863
.2356
.2790
.3080
&«ajpB&d>gfl^
.0020B .0002U .0094D
.0032S
.00743
.01263
.0162S
.00665
.0028D .01241;
.0069D .0189D
.0060D .0126D
.00663 .0090i) .0185D
.0138S .0087D .0183D
01793 .00721) .0186v
.0176D .0340D
.1E21D .1470D
.1154D .13361)
.02133
.02613
.0126S
.0000
.01063
.0182S
.02033
.02283
.1197D
.1206D .1419D
.1216D .1439D
.1269D .1600D
.03673 1.0240D .9736D
Initial oonditlon:
Riveting: Good
Members at the ends: Good
Alignment: See Uote 2 below
.0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000
.0017 .0014 .0016 .0000 .0000 .0004 .0014 .0012 .0014 .0001 .0000 .0006
.0078 .0077 .0077 .0008 .0006 T0023 .0069 .0061 .0070 .0001 .0003 .0028
.0014 .0011 .0010 .0001 .0002 .0010 .0006 .0004 .0006 .0003 .0003 .0004
.0090 .0089 .0090 .0009 .0004 .0034 .0081 .0076 .0084 .0000 .0004 .0040
.0108 .0106 .0106 .0010 .0006 .0043 .0094 .0076 .0098 .0001 .0004 .0046
.0023 .0019 .0019 .0001 .0002 .0000 .0014 .0009 .0006 .0006 .0004 .0008
.0122 .0121 .0118 .0009 .0007 »0049 .0106 .0106 .0116 .0004 .0007 .0066
.0166 .0160 .0140 .0012 .0009 r0066 .0127 .0131 .0146 .0007 .0006 .0060
.0066 .0049 .0041 .0006 .0006 .0016 .0036 .0034 .0062 .0002 .0000 .0032
intimate strength. Failed by triple flexur
Length ov«r all: 30' 2"
■eight in pounds: 8,266
3eo. area, actual. In sq.
Gauged lengths: 24', 8",
sions In moheB
at lower diaphragm.
.0000 .0000 .0000 .0000 .0000 .0000 .0000
.0001 .0006 .0013 .0013 .0010 .0002 .0007*.0002
liew holes drilled
.0077 .0082 .0078 .0002
.0008 .0016 .0016 .0001
(a) Out»lde limit ofcage
.0090 .0098 .0094 .0002
.0109 .0119 .0119 .0003
.0016 .0032 .0088 .0000
.0116 .0168 .0161 .0008
.0148 .0241 .0269 .0004
.0046 .0141 .0170 .0001
0009 (a) .0071 .0089 .0050 .0002 ".0008 .0013
[,0004b
0003 {.OOOOd. 0003 .0016 .0012 .0004 .0006 .0000
(b) 1st gage; (d) 2nd gage.
0008 .0008 .0086 .0106 .0068 .0002 .0012 .0018
0011 .0008 .0103 .0119 .0086 .0004 .0012 .0021
0003 .0012 .0016 .0042 .0000 .0002 .0006 .0000
.0116 .0149 .0066 .0000 .0008 .0016
1.0127f
(e) 1st gage; (f) 2nd gage.
Straddling middle of oolumn.
64920
324600
64920
64920
324600
649200
64920
324600
649200
973800
1,298400
64920
64920
649200
973800
1,298400
1,460700
1.623000
64920
1000
6000
1000
1000
6000
10000
1000
6000
10000
16000
20000
1000
looo
10000
16000
E0000
22600
26000
1000
1000
ioooo
20000
26000
27000
29000
1000
.0032 .0037 .0036 .0004 .0001 .0012 .0036
.0003 .0006 .0004 .0004 .0003 .0004 .0002 TO
.0089 .0086 .0087 .0000
.0106 .0099 .0103 .0001
.0018 .0016 .0021 .0003
.0120 .0118 .0123 .0003
.0145 .0166 .OlSe .0006
.0043 .0059 .0091 .0003
.0012
.0012
.0006
ig^isf,
.0087 .0091 .0078 .0008 .0008 r0034
.0102 .0106 .0094 .0006 .0007 .0042
.0018 .0021 .0011 .0002 .0004 .0010
gage; (h) 2nd gage.
.0090 .0103 .0096 .0011 .0006 .0031 .0094
.0104 .0126 .0112 .0012 .0006 .0036 .0117
.0022 .0036 .0026 .0006 .0003 .0002 .0030
.0128 .0093 .0004 .0006 .0014
.0138 .0116 .0008 .0006 .0013
.0045 .0027 .0002 .0013 .0001
Temp. A.U. 2710
Last reading taken July 18.
Preoedlng load of 6000 lbs. dropped to 1000 lbs. for oyer
Sunday. These readings were taken the last thing July 18.
Readings taken the flrat thing July 20th.
Temp. £6.0
Readings taken before lunoui
Readings taken after lunch.
Temp. July 20, P.M. 2610
(see note at bottom of page]
Last reading taken July 20.
Readings taken first thing July 21.
Temp. July 21, A.U. 26". 0
.0014 ^0039 .0117 .0121 .0106 .0009 .0010 .0043
.0016 T0064 .0169 .0161 .0126 .0010 .0012 .0068
.0011 (rfiRW .0063 .0060 .0033 .0004 .0008 .0019
(l) lstJgage; (j) 2nd gag..
.0123 .0163 .0133 .0013 .0008 .0037 .0148 .0182 .0141 .0008 .0004 .0006
.0163 .0214 .0193 .0016 .0010 .0031 .0220 .0260 .0166 .0007 .0004 .0004
.0064 .0111 .0092 .0009 .0008 .0013 .0126 .0162 .0086 .0003 .0010 .0023
1,298400
1,623000
1,682680
1,947600
1.996900
20000
26000
29000
30000
30769
Temp. July 21, P.M. E7'.0
el,
edly- loosening.
UOTE 2. Column
of alignment V09 to the north and :il up relative to position in the machl
top row of rivets and top edge of
Bote S.(*l - Indloates that obBe
read wrong by the Ope
649
REPORT OH TEST OP STEEL COLUMN
FOR THE
NEW YORK CENTRAL AND HUDSON RIVER RAILROAD COMPANY
(com.)
Applie
d Loads
Compre
ssions in
inches in
10" gauged lengths
46" from top
of colum
n to middle
of gauged length
for positions
Lbs.
total
Lbs. per
sq.inch
1
2
3
4
5
6
7
8
9
10
11
12
64920
324600
64920
1000
6000
1000
.0000
.0015
.0000
.0014
.0000
.0013
.0000
.0003
-.0004
.0000
,0001
.0000
.0016
.0000
.0012
.0000
.0016
.0000
,0002
.0000
.0002
.0000
,0005
1000
324600
6000
649200
64920
324600
. 10000
1000
6000
.0030
.0006
.0031
.0006
.0032
.0001
.0005
.0006
.0000
.0000
,0014
.0004
.0036
.0002
.0036
,0001
.0034
.0004
,0007
,0007
.0004
.0001
,0023
,0003
649200
10000
973800
16000
1,298400
20000
.0073
.0071
.0074
.0010
.0003
,0037
.0076
.0070
.0011
.0005
.0004
.0006
.0001
.0000
.0008
,0001
.0009
,0007
.0002
,0009
649200
10000
973800
15000
1,298400
20000
1,460700
22500
.0086
.0082
.0086
.0010
.0003
.0043
.0088
.0081
.0086
.0101
.0096
.0098
.0011
.0003
,0056
.0102
.0095
.0102
,0004
1000
.0022
.0015
.0010
.0006
.0001
,0007
.0017
.0012
.0016
,0009
649200
10000
1,298400
20000
1,623000
26000
1,762840
27000
.0114
.0109
.0110
.0012
.0004
,0067
.0118
.0108
.0113
,0006
.0008
,0083
29000
.0148
.0127
.0126
.0012
.0008
,0091
.0146
.0128
.0133
,0006
.0011
,0123
64920
1000
.0053
.0034
.0023
.0008
.0002
,0033
.0047
.0029
.0033
,0009
.0005
,0059
64920
1000
649200
10000
1,298400
20000
1,623000
26000
1,882680
29000
1,947600
30000
1,996900
30759
Ultimate
strength.
LOCATION OP REFERENCE LENGTHS ON COLUMN AND END ELATES
./_____£.
'>,r--A
Seotion of Column:
Looking from base
^_ _ end toward top of
^0£_
Jo o
Jo o
ol
S ■
o o oi
T -I
a
3 I7
ol
J 1
o o of
All four plates similarly numbered.
Strain gauge lengths 4 and 10 were on lattio
a which were nearest to base end#
Strain gauge lengths 5 and 11 were on lattio
s which were farthest from bass end.
I, II, III, and IV, show looation of corapres
eter lengths.
Strain gauge lengths-
1-9 Inclusive were 10" lengths.
10-16 inclusive were e" lengths.
REPORT ON TESTS OF STEEL COI
UMNS FOR N. Y. C. & II. R. R K
a
a
a
(
-■
J*
■
i
o
j
^~
■
S-
" '■
>,
O-
'
^S>.
|
5
SQT
z
REPORT Oil TEST OF STEEL CQLUM1I
FOR THE
HEW YORK CEHTRAL AM HUBSOU RIVER RAILROAD CO.
C C
MPRESSIO
I S
II I
its
s s
0 1
Applied Loads :
Coopre
uppe
In inohes i
r plate, for
n 10"
gauged
lengths on
Comprt
lengtt
salons Id InoheB Id 8" gauged
e od upper plate, for positions
Oo„p
rsSBlons Id lnohe
lower plate.
Id 10
1 gauged lengths o
•
length a on
a In Inohes In 8" gauged
lower plate, for Doaltiona
Lob.
Its. per
aq.lnoh
1
2
3
4
6
6
7
e
S
10
11
12
13
14
15
1
2
3
4
6
6
7
8
9
10
11
12
13 14 16
64920
884600
64920
1000
6000
1000
.0000
.0003
.0000
.0008
.0000
.0004
.0000
.0004
.0000
.6008
.0000
.0009
.0000
.0004
.0000
.0002
.0000
.0006
.0000
.0000
.0004
•Wrong
.0000
.0003
.0000
.0002
.0000
. JOOO
.0000
.0002
.0000
.0006
.0000
.0006
.0000
.0002
.0002
.0000
.0008
. JOOO
.0008
.0000
.0006
.0000
.0001
.0000
.0001
.0000
-0002
-0006
.0000
.0000 .0000 .0000
.0002 .0000 -0001
64920
1000
*Broot
324600
5000
64S200
64920
524600
10000
1000
5000
.0003
.0010
.0014
.0001
.0004
.0002
.0006
.0003
.0016
.0001
.0017
.0006
.0006
.0012
.0000
.0003
.0006
.0002
.0004
.0002
.0001
.0000
.0002
.0002
.0003
.0001
.0001
. 00 IS
.0002
.0000
.0013
.0005
.0010
.0004
.0006
.0004
.0004
.0003
.0016
.0002
.0003
.0014
.0007
.0005
.0006
.0001
.0003
.0006
-0001
.0002
-0004
.0000
-0001
.0000
.0003 .0000 .0001
.0006 .0002 .0004
649200
10000
973800
15000
1,296400
64920
20000
1000
.0017
.0010
.0026
.0000
.0010
.0001
.0015
.0017
.0028
.0002
.0027
.0000
.0001
.0018
.0000
.0001
.0009
.0006
.0003
.0002
.0001
.0002
.0003
.0001
.0003
.0001
.0000
.0004
.0002
.0000
.0024
.0008
.0019
.0008
.0011
.0000
.0007
.0004
.0027
.0003
.0007
.ooie
.0009
.0008
.0002
.0001
-0003
.0009
-oooe
.0002
-0004
-0003
-0001
.0002
.0004 -0002 .0002
.0006 .0000 .0006
649200
10000
973800
16000
1,298400
20000
1,460700
22600
.0020
.0029
.0008
.0012
.0029
.0028
.0003
.0004
.0010
.0003
.0004
.0004
.0002
.0000
.0003
.0026
.0011
.0009
.0010
.0027
.0003 -0002 .0004
.0022
.0003
.0009
.0011
.0006
.0006
.0007
.0003
JOOO
.0003
.0029
.0024
.0010
.0010
.0031
.0012
1000
10000
.0003
.0016
.0004
.0006
.0000
.0003
.0003
.0003
0006
.0001
.0013
.0010
.0001
.0000
.0003
.0011
.0009
.0006
.0009
.0001
-0003
.0002
.0007 .0002 .0005
649200
1,296400
20000
1,623000
26000
1.762B40
27000
.0027
.0036
.0012
.0011
.0032
.0032
.0006
.0003
.0009
.0001
.0006
.0004
.0003
."000
.0002
.0032
.0026
.0011
.0009
.0036
.0017
.0013
1,682660
29000
.0029
.0039
.0007
.0012
.0034
.0036
.0008
,0005
.0010
.0005
.0008
.0006
.0004
.0001
.0003
.0037
.0029
.0009
.0007
.0043
.0031
.0017
.0004
64920
64920
649200
1000
1000
10000
.0014
.0002
.0002
.0000
.0004
.0001
.0013
.0003
.0007
.0003
.0002
.0002
.0001
OOOl
.0001
.0010
.0012
.0001
.0006
.0001
.0016
.0006
.0011
.0008
-000£
-0006
.0000
.0006 -0002 .0003
1,298400
20000
1,623000
25000
1,682680
29000
1,947600
30000
1,996900
30769
Ultimate strength.
0 0 11 P S
ESS
I 0 1
3 I
u
3 C H
E 3
0 H
PLATES
A I I C
P
0 F
COL
D 11 11
Applied
LoadB.
CompreesloD
3 In Inohes
in 10" gauged leDgths on
Compre
salon
in in
ones i
n 8" gauged
for positions
CompresBlc
ns in
inohe
in 10
' gauged lengths on
lent;
eBBions in
nohea in 8"
plate, for I
gauged
Lb a.
total
sq. lDOh
1 2
3
*
9
11
12
13
14
16
£
4
6
6
7
8 9
10
11
12
13 14
64920
1000
.0000 .0000
.0000
.0000
.0000 .0000 .0000
.0000
.0000
.0000
. OOOO
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000 .0000
.0000
.0000
.0000
.0000 .0000
•
324600
5000
.0003 .0009
.0008
.0002
.0003 .0008 .0001
.0001
.0004
.0000
.01017
.0011
.0001
.0002
.0000
.0006
.0008
.0006
.0002
.0016
.0010
.0004
.0000 .0008
.0016
.0004
.0001
.0002 .0003
.0006
64920
1000
holes taken
64920
1000
324600
6000
649200
10000
.0012 .0018
.0009
.0004
.0007 .0014 .0000
.0001
.0009
.0000
.0021
.0011
.0000
.0002
.0001
.0013
.0016
.0007
.0007
.0024
.0022
.0007
.0004 .0009
.0020
.0002
.0000
.0001 .0004
.0004
64920
1000
.0004 .0002
.0014
.0007
.0003 .0008 .0006
.0006
.0004
.0004
.0003
.0007
.0006
.0006
.0003
.0001
.0004
.0003
.0002
.0007
.0001
.0004
.0001 .0002
.0024
.0000
.0003
.0006 .0000
.0000
324600
5000
649200
10000
973600
15000
1,296400
20000
.0026 .0031
.0019
.0017
.0016 .0028 .0003
.0002
.0012
.0000
.0019
.0013
.0001
.0001
.0000
.0029
.0026
.0013
.0011
.0036
.0037
.0010
.0004 .0016
.0020
.0004
.0008
.0001 .0006
.0006
64920
1000
.0004 .0002
.0006
.0002
.0009 .0003 .0012
.0008
.0005
.0002
.0022
.0009
.0005
.0005
.0002
.0003
.0000
.OOOE
.0002
.0006
.0001
.0007
.0002 .0001
.0023
.0002
.0003
.0004 .0001
.0002
64920
1000
649200
10000
973600
16000
1,298400
2O00O
1,460700
22600
.0027 .0033
.0014
.0008
.0020 '.0026 .0014
.0001
.0016
.0001
.0016
.0013
.0001
.0000
.0001
.0031
.0030
.0014
.0012
.0039
0038
.0011
.0003 .0018
.0020
.0004
.0002
.0000 .0007
.0007
1,623000
26000
.0028 .0036
.0015
.0011
.0021 .0030 .0009
.0001
.0018
.0000
.0019
.0013
.0000
.0002
.0002
.0033
.0036
.0012
.0011
.0039
0040
.0012
.0003 .0021
. 0021
.0002
.0002
.0001 10007
64980
1000
.0007 .0003
.0002
.0001
.0011 .0002 .0007
.0007
.0003
.0001
.0020
.0008
.0006
.0006
.0000
.0003
.0001
.0000
.0001
.0004
0001
.0009
.0002 .0003
.0006
.0001
.0004
64920
1000
649200
10000
1,298400
20000
1,623000
25000
l,?o£U4Q
£7000
.0029 .0038
.0015
.0009
.0023 .0050 .0011
.0001
.0020
.0004
.0016
•0016
.0001
.0005
.0005
.0039
.0044
.0013
.0012
.0043
0001
.0010
.0003 .0022
.0016
.0006
.0005
.0004 .0011
1,882680
29000
.0034 .0040
.0012
.0008
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654
IRON AND STEEL STRUCTURES.
Appendix C.
DESIGN, LENGTH AND OPERATION OF TURNTABLES.
The following is submitted as a progress report without recommen-
dation, and is intended to describe current practice and requirements and
to comment thereon with the expectation that the discussion brought out
will enable the Committee to submit recommendations concerning the es-
sential features to the next convention.
The changes in railway structures and facilities due to the rapid in-
crease in weight and length of locomotives in recent years is not any-
where more marked than in the case of turntables. In 1895 the ruling
length of turntables was perhaps 65 ft.; in 1915 it surely will be 85 ft. or
more, thus showing an increase of 1 ft. per year. The increase has been
quite uniform, but, of course, not in i-ft. increments, the changes in
length being made usually 5 ft. at a time. The increase in strength has
kept pace with the increase in length, but both have fallen behind the
proper requirements of the heaviest locomotives for the reason that a
turntable failure does not result in disaster, but only in inconvenience
and delay, and naturally the tendency is to get along with the old as
long as possible rather than incur great expense for new.
In 1913 the Committee caused to be sent to the membership a cir-
cular letter of inquiry concerning current and recommended practice in
regard to ten of the principal features of turntable design. A copy of the
questions and a tabulation of 62 replies are given herewith and comment
will be made upon the different features in numerical order.
(i) LENGTH.
Length is, of course, the primary feature of design. Eighty-one per
cent, of the replies gave 80 ft. or more as standard practice and 87 per
cent, gave 80 ft. or more as the length recommended for ordinary road
engines. Sixty-five per cent, of the replies favor either 85 or 90 ft., and,
if the thing were to be decided by majority vote, one of these two lengths
undoubtedly would be adopted.
The conditions which determine the length of the turntable are the
length of wheel base of the longest locomotive to be turned and the
position of its center of gravity. For ease of turning the locomotive
should be balanced, and for determining the length, the most unfavorable
condition, that is, with the tender empty and the boiler filled, should be
assumed. The length required then becomes twice the distance from the
center of gravity to the rear tender wheel, with an arbitrary addition of,
say, 1 ft. at each end for margin to facilitate spotting and to clear wheel
flanges.
The question of designing turntables to be turned by power without
balancing, in order to reduce the length necessary, has received some at-
tention. Many turntables are so operated because they are too short to
balance, but they are not designed for such operation and the result is a
large expenditure of power and unsatisfactory service. This method of
655
656 IRON AND STEEL STRUCTURES.
operation will require especially heavy and carefully designed end bearing
journals and other features not common in present practice. The sub-
ject is a proper one for further study by the Committee and will not
further be referred to herein.
The problem of turning the unusually long and heavy Mallet engines
in isolated localities is a special one and should not enter into the consid-
eration of the question of length of turntable for ordinary road engines,
except to the extent that such engines are likely to come into general use
for road work. Such engines will require turntables in excess of ioo ft.
in length and opinions differ as to the advisability of providing turntables
for them. Certainly this question should not be taken up further until
the length and strength required for standard conditions have been deter-
mined.
The tabulation of weights and load distribution of various heavy en-
gines shown in Plate I indicates that 85 to 90 ft. will be long enough to
balance most of the heavy freight and passenger engines exclusive of the
Mallet type; and that 100 ft. will be required for roads which find it
necessary to turn ordinary Mallet engines. The question of standard
length for turntables is similar to that of a standard weight of rail. It
would not be justifiable for all roads to- use the same, and probably a
selective standard comprising lengths of, say, 90 and 100 ft. should lie
given consideration.
(2) TYPE.
The replies indicate that the deck type is used and preferred almost
to the exclusion of the through type. Only four roads indicated a pref-
erence for the through type. One of these gives as reasons, drainage,
economy of pit construction and economy of time in reconstruction of tbe
center at busy terminals. The other three roads give no reasons, but the
above three are the ones commonly cited together with the one that the
shallow pit of the through type is less subject to obstruction by snow.
Drainage is not a controlling feature if the turntable is at a modern
engine house with drop pits, because the drainage necessary for the drop
pits will take care of any reasonable depth of turntable pit.
Economy of pit construction is in favor of the through type, but the
increased weight and cost of the .turntable neutralize part of it. The
shallow pit also is conducive to safety, but this is partly offset by the
hazard of narrow clearances and knee braces inside the through girders.
The economy of time in reconstruction of the center foundation
does not exist in the case of a new location, and it may not be realized
in the case of renewal on an old center if the old center foundation re-
quires reinforcement to carry the added load.
Obstruction by snow may be minimized in either type by providing
ample space throughout, not less than 18 in., between the bottom flange
of the girders and the pit floor. Consideration of the through type will
be deferred by the Committee until standards for the deck type have been
agreed upon.
IRON AND STEEL STRUCTURES. 657
(3) TYPE OF CENTER.
The majority in both practice and preference favor roller cen-
ters. Only seven roads replying use disc centers, but 11 indicate
a preference for that type. The disc center has been greatly improved in
recent years and has advantages which entitle it to thoughtful considera-
tion.
The roller center has the advantage of ease of turning.
The disc center has few and simple parts, but is conceded to require
more power to turn. This disadvantage is minimized by the fact that
practically all heavy modern turntables will be equipped with power and
the cost of power consumed is negligible. Some tests which were made
recently of the power required to turn a number of both disc and roller
center turntables show that in the worst cases the power cost, including
tractor losses, does not exceed J^-cent per 180 degrees turn.
The "first cost of the two types is about the same, if designed on
similar specifications.
Good practice requires low-unit pressures on both types. For roller
centers the pressure in pounds per linear inch of roller from full live
and dead load on the center should not exceed 400 times the diameter
of the rollers. This is exceeded in many centers in use, and much of the
trouble in maintenance is attributable to too high unit pressures. For disc
centers practice has varied from 3,000 lbs. per sq. in. down to 1,500. The
latter figure produces a very large disc and increases the lever arm of
the frictional resistance unnecessarily. High unit pressures increase the
difficulties of lubrication and pressures much in excess of 3,000 lbs. per
sq. in. have caused- failures in the bronze discs.
It has been found that a hard phosphor bronze, which will not flow
under the pressure used, gives good results. The Committee will give
further consideration to this subject with the purpose of reporting a
specification for bronze.
(4) END LIFT.
The most damaging thing in the operation of a turntable is the ham-
mering of the ends by wheels entering. It has been proposed to reduce
this damage by means of end lift or shock absorbing devices. The re-
plies indicate that only four roads replying use such devices and 15 con-
sider such a device necessary. Not one plan of such devices was fur-
nished to the Committee, and it is common knowledge that where success-
ful, they have been very expensive. Standard practice cannot be said to
include them. Undoubtedly more liberal design of end bearings and
better circle rail support will do away with the necessity for such devices
to a great extent.
(5) END LATCH.
Two-thirds of the roads replying use end latches and about half of
them consider them necessary, or, in other words, one-sixth have them
in use, but do not consider them necessary on power-operated turntables.
The purpose of the latch is to prevent derailments caused by displace-
m IRON AND STEEL STRUCTURES.
mem of the turntable while an engine is passing on or off. I:
this respect car. other means, then the latch is unnecer
The objections to the latch are: That reliance on an imperfect latch
may defeat said . k of care in operation; that the use of the latch
e turntable may cause break-
:.s on the latch destroy the track fastenings and that it
.5 several additional manual operi ach turn.
Apparently I : latch or - resent one of in-
dividual preference, and settled practice cannot be expected for some
-.endency - rd the use of heavy
rolled turntables without la::
Th :ding tongue connected
to the gir A » and engaging cast-iron sockets
i latch at each end. The
latch should not be attached to any part of the track or track fastenings
. ck-
TYPE OF DECK.
timber c: rrsal. A few through
turntables have been built plate floors on I-beams. Eight
of th- preference for I-beam decks, and possibly more
would have dr- here had been familiarity with that type of con-
A deck •ed between the girders just un-
der the top flange has the ac f permanence and rigidity without
probfl :' greater depth of girder than the su-
perimposed timber deck, but this advantage is shared with a timber deck
simik- 1 In bol . alks are carried on r:
brackets outside the girders and independent of the track floor.
LIVE LOAD.
0 single feature of the repl:-. .vider variations among the
different roads than the live load used for designing. The tabulation at-
tached to reduced to the form of the total
center load in thousands of pounds and r negative bending
momer- rone girder. Where blanks occur
the rej not filled out or the information - -Id not be
rm. The center loads vary from 312,000 to 720,000
lbs. '.d not be taken at much less than 500,000
lbs. v, -_nd justification can be found for loads
from that up to 700,000 lbs. where Mallets are used. The 720^00-Ib.
center ;t an engine load, but results from the use of an
arbitrary -jniform load.
•rnter bending due to live load vary from 951 :
thousand umber of the replies indicate the use
• f long wheel base consolidation or Mikado type locomo-
I'ending mom' m 2,000 to 2.500 thousand foot-
pounds. Twenty out of 48 replies are between those limits. A surprising
IRON AND STEEL STRUCTURES. 659
number indicate the use of some one of Cooper's series, which seems to
betray lack of careful consideration of the matter on the part of those
replying. The short wheel-base engine of Cooper's series gives results
well on the safe side for a simple girder span, but the opposite for nega-
tive moment in a balanced turntable girder. To illustrate, the Cooper E-
6b engine has a total weight of 426,000 lbs. and a moment about its center
of gravity of 1,296 thousand foot-pounds, while the same axle loads dis-
tributed in accordance with the arrangement of a modern consolidation
engine with a wheel base of 63 ft. 6 in. give a moment of 1,783, or an
increase of 37J4 per cent.
(8) UNIT STRESSES AND IMPACT. (9) DEFLECTION.
The permissible unit stresses are determined by the permissible de-
flection, and the two subjects should be considered together. Unit
stresses, which would be entirely safe against failure, might permit ex-
cessive deflection of the ends and produce an unsatisfactory result. The
replies as to permissible deflection probably are of little value because it
is evident that the clearance over" the circle rail has been confused with
the deflection. From those replies on which this distinction seems to be
understood clearly, it appears that the permissible deflection, measured
at one end with the other end down on the rail, should be limited to
from % to }i in. The wheels of the loaded turntable should stand well
clear of the circle rail at each end, not less than J4-i».
The unit flange stress in tension used varies from 8,000 to 12,000 lbs.
per sq. in. without impact, and 21 out 48 replies give 10,000 as the per-
missible stress. The turntable should be designed so that the sum of the
deflections at both ends will not exceed one one-thousandth of the length
of the turntable and so that the unit tensile stress will not exceed 10,000
lbs. per square inch. The reversal of stress, which occurs near the center
of each arm, should be provided for in accordance with the specifications
for steel bridges. Provision for the reversal has the effect of extending
the heavy flange sections toward the end and the heavy web requirements
toward the center, which is beneficial as it increases the mass and stiffness
of the girders.
Because of the fact that the sections are determined by the deflection
under a quiescent load, there seems to be little reason for using an im-
pact co-efficient for turntables, except in the parts affected by the blow
of wheels entering. The other stresses, shearing, bearing, etc., should
be fixed in proportion to the adopted unit tensile stress.
Parts not contributing to the end deflection of the girders may be
designed by ordinary structural unit stresses, say 16,000 lbs. per sq. in.
tension.
One condition of loading not often taken into account is that of a
dead engine being pushed across the turntable by another engine. This
condition is especially severe on the web and the stresses should be in-
vestigated for each design. Inasmuch as the turntable is not turne<3
with such a load the higher unit stresses will apply.
660
IRON AND STEEL STRUCTURES.
DESIGN, LENGTH AND OPERATION OF TURNTABLES.
REPLIES TO INQUIRIES CONCERNING PRESENT AND RECOMMENDED PRACTICE.
RAILROAD
OFFICIAL
REPORTING
i
(1) Length
(2) Type
Roll
(3) Center
er or Disc Bearing
e3
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of pit can ordi-
ained in connec-
oundhouse loca-
reasonable cost?
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mendation based
st, maintenance
of maintenance,
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What
narily
tion
tions
J3 03
a
c
s
0
0
0
Is youi
on fi
cost,
ease <
sons?
1
Algoma Central &
R. S. McCormick,
80'
80'
Yes
7'
No
Roller
Roller
All
Hudson Bay
Chief Eng.
2
Atchison, Topeka
A. F. Robinson,
75, 85
85 or
100 to
Yes
4' 6'
No
Roller
Roller
Maintenance
& Santa Fe
Bridge Eng.
&90'
90'
130'
and ease of
turning
First cost and
3
Baltimore & Ohio
F. L. Stuart. Chief
90'
90'
100'
Yes
9'9"
No
Roller
Roller
Eng.
maintenance
4
Bangor& Aroostook
Moses Burpee.Chief
Eng.
65'
65'
Yes
No
Roller
Roller
Ease of turn-
ing
5
Boston & Albany
F. B. Freeman,
Chief Eng.
85'
85'
85'
Yes
8' 6'
No
Roller
Roller
Maintenance
and ease of
turning
6
Central R. R. of
New Jersey
J. J. Yates, Bridge
Eng.
80 and
100'
80 and
100'
Yes
8' 6"
No
Roller
Roller
Maintenance
and ease of
turning
7
Chesapeake & Ohio
W.F.Steffens, Asst.
Chief Eng.
100'
100'
Yes
8'
No
Roller
Roller
Maintenance
and ease of
turning
8
Chicago & Alton
H. T. Douglas, Jr.,
Chief Eng.
90'
90'
105'
Yes
No
Roller
Roller
Ease of turn-
ing
9
Chicago, Burling-
ton & Quincy
C. H. Cartlidge,
Bridge Eng.
85'
85'
100'
No
Yes
Disc
Disc
First cost and
maintenance
10
Chicago Great
Western
L. C. Fritch, Chief
Eng.
90'
90'
90'
Yes
8'
No
Disc
Disc
Maintenance
and ease of
turning
11
Chicago, St. Paul,
Minneapolis &
Omaha
Chicago & Western
H. Rettinghouse,
Chief Eng.
90'
90 or
100'
Yes
12'
No
Roller
Roller
All
12
E. H. Lee, V. P.
85 or 88'
85 'or
Yes
No
Roller
Roller
Maintenance
Indiana
and Chief Engr.
more
and ease of
turning
Ease of turn-
13
Cincinnati
W. D. Williams,
85'
90'
Yes
9'
No
Roller
Roller
Northern
Chief Eng.
ing
14
Cleveland, Cincin-
nati, Chicago &
St. Louis
0. E. Selby, Eng.
Br. and Str.
85'
90'
120'
Yes
9'
No
Disc
Discs
Maintenance
15
Delaware & Hud-
son
Jas. MacMartin,
Chief Eng.
65,75,90
or 100'
75,90
or 100'
100'
Yes
8' 3"
No
Disc
Roller
Maintenance
and ease of
turning
16
Delaware, Lacka-
wanna & Western
G. J. Ray, Chief
Eng.
65,80,85
and 90'
90'
Yes
No
Roller
Roller
17
Elgin, J o 1 i e t &
Eastern
A. Montzheimer,
Chief Eng.
80'
90'
Yes
8'
No
Roller
Roller
First cost and
ease of turn-
ing
18
El Paso & South-
J. L. Campbell,
100'
No
western
Eng. M. of W.
19
Ft. Worth & Den-
ver City
R. C. Gowdy,
Chief Eng.
70'
85'
Yes
Roller
Roller
Maintenance
and ease of
turning
20
Georgia
W. M. Robinson,
Roadmaster
70'
75'
85 to
90'
Ye8
6'
No
Roller
Roller
Maintenance
and ease of
turning
21
Grand Rapids &
Indiana
F. J. Stimson,
Div. Eng.
85'
85'
Yes
No
Roller
Roller
First cost
22
Grand Trunk
H. R. Safford,
Chief Eng.
85'
85'
Yes
6'9'
No
Roller
Roller
Maintenance
IRON AND STEEL STRUCTURES.
661
DESIGN, LENGTH AND OPERATION OF TURNTABLES.
REPLIES TO INQUIRIES CONCERNING PRESENT AND RECOMMENDED PRACTICE.
(4) End
Lift
(5) End
Latch
(6 ) Deck
(7) Live
Load
8) Unit Stress
and Impact.
(9)
Deflec
tion.
(10) Pit
o
a
_0)
J3
a
+2
O
Q.
0
ja
'-3
"3^
a
3
O
s
.3
-e o
l§
-
_C3
cfc;
o S
—
Ph
o —
o~
o~
c
&'£
a ca
*G
u 3
— o
B™
D. I-
3
0)
01
c
n
3
Is
■r =
5"T3
S3
3"?
o o
!1
so
»^3
o
+2
go
£'5
go
f-l
o
O m
U
o
33
p in
^3 2
Qj OT
oa
o
o
° s
o S
"*'
43
>'
5. c
3g
Eg
■s
c_
W
-flfl
III
0
0
C
0 u
».d
C.fl
'e
£
a
® C3
£&$
2
HH
0
m o
t— )
0. c
£Eh
SH
0
s-
No
No
Yes
Yes
Timber
400
1192
12,000
None
1"
Ties in concrete
Tie Plates
Timber coping
No
Yea
No
Yes
Timber
Tun
4313
10,000
to
12,000
None
U"
Creosoted ties in
concrete
Timber Coping
and heavy plates
No
No
Yes
Yes
Timber
602
3213
10,000
None
U"
Ties in concrete
Timber coping
and £" plates
No
No
No
Timber
312
951
2"
Tics
Coping timber
curb and tie
plates with an-
chor
No
No
Yes
Yes
Timber
B05
2353
10,000
None
2
Bearing plates on
concrete
Curved I beam
and rail in con-
crete
No
No
Yes
Yes
Timber
696
3437
16,000
150
2"
Castings in con-
crete
Castings in con-
crete
L+300
No
No
No
No
Timber
706
3206
10,000
None
s
Bearing plates on
concrete
Concrete and
curved rail or I
beam
No
No
No
No
Timber
500
2284
10,000
None
11'
Ties in concrete
Timber coping
and bearing
plates
Timber coping
No
No
Yes
Yes
Timber
484
2166
9,000
None
1J"
Bolts and clips on
concrete
No
No
Yes
No
Timber
16,000
300
Ties
Ties
L+300
No
Yes
Yes
No
Timber
485
2143
10,000
None
Ties on concrete
Timber and
plates
No
No
Yes
No
Timber
483
2175
10,000
None
U*
Bearing plates on
concrete
Timber coping
and tie plates
No
Yes
Yes
I Beams
Bearing plates on
concrete
Timber coping
No
No
Yes
No
I Beams
488
2337
10,000
None
2
Bearing plates on
concrete or I
Beams
Castings em-
bedded in con-
crete
No
No
No
No
Timber
426
1296
8,000
None
2"
Ties
Timber and
plates
No
Yes
Timber
464
2065
10,000
None
!'
Bolts and clips on
concrete
Curved rails in
concrete coping
No
No
No
No
I Beams
500
2299
10,000
None
l"
Bearing plates on
concrete
Bearing plates on
concrete
No
No
Yes
Timber
Concrete and
clips
No
Yes
No
No
I Beams
16,000
1"
Concrete and
clips
Concrete and
plates
Yes
Yes
Yes
Yes
Timber
422
1906
Concrete and
clips
Wood blocks set
in concrete
No
No
No
No
Beams &
Stringers
485
2239
|.
Ties in concrete
Timber coping
662
IRON AND STEEL STRUCTURES.
DESIGN, LENGTH AND OPERATION OF TURNTABLES.
REPLIES TO INQUIRIES CONCERNING PRESENT AND RECOMMENDED PRACTICE.
(3) Center
RAILROAD
OFFICIAL
REPORTING
(1) Length
(2) Type
Roller or Disc Bearing
T3
°^
°o
tit
*8
a o
O <«
-— CU
C Hi
a tp
Kg
J3.a (3
og.2
a g a
O o"S
pit can ordi-
ned in connec-
indhouse loea-
■asonable cost?
>> OS
a ja
c3 to
£ c
? oJ
J3 b
T3
T3
ra
a
endation based
, maintenance
maintenance,
, or other rea-
6
a
m
a
S
o
^3 a
■So *
a1*" 2?
iff
ill
-. a
<D M
■73 a
a «- .
IS*
Ill
What depth of
narily be drai
tion with roi
tions and at r«
^> to
OS
T3
8
CJ
a
a
rti
■S
a
s
S
o
o
a
ls your recomm
on first cost
cost, ease of
ease of turning
! sons?
23
Hocking Valley
Wm. Michel,
Chief Eng.
75'
90'
100'
Yes
8'
No
Roller
Roller
Maintenance
and ease of
turning
J4
Illinois Central
A. S. Baldwin,
Chief Eng.
85'
85'
Yes
7'10"
No
Roller
Roller
Maintenance
and ease of
turning
25
International
& Great Northern
0. H. Crittenden,
Chief Eng.
75'
80'
Yes
5'
No
Roller
Roller
First cost and
maintenance
26
Kanawha & Michi-
gan
R. P. Black,
Eng. M. of W.
80'
100'
Yes
8'
No
Roller
Roller
Maintenance
and ease of
turning
27
Kansas City Term-
inal
John V. Hanna,
Chief Eng.
90'
100'
110'
Yes
15'
Yes
Roller
Roller
Maintenance
and ease of
turning
28
Lake Erie & West-
ern
Wm. G. Atwood,
Chief Eng.
85'
90'
Yes
8'
No
Roller
Roller
Maintenance
and ease of
turning
29
Lake Shore & Mich-
igan Southern
G. C. Cleveland,
Chief Eng.
90'
90'
100'
Yes
9 '6"
No
Disc
Disc
30
Lehigh & Hudson
River
J. E. Barrett,
Supt. Trks., Brgs.
and Bldgs.
90'
90'
Yes
7 '6"
No
Roller
Roller
Maintenance
and ease of
turning
31
Lehigh & New Eng-
land
E. H. Shipman,
Supt.
80'
Yes
8'
No
Roller
Roller
Ease of turn-
ing
32
Lehigh Valley
F. E. Schall,
Bridge Eng.
80 and
100'
80'
100'
Yes
9'
No
Roller
Roller
Maintenance
and ease of
turning
33
Long Island
J. R. Savage,
Chief Eng.
70' and
80'
80'
mini-
mum
Yes
No
Roller
Roller
Maintenance
and ease of
turning
34
Louisville & Nash-
ville
W. H. Courtenay,
Chief Eng.
90'
90'
Yes
No
Roller
Roller
Ease of turn-
ing
35
Maine Central
Walter H. Norris,
Bridge Eng.
Geo. H. Webb,
85'
85'
85'
Yes
7'
Disc
Disc
Maintenance
36
Michigan Central
85'
90'
Yes
5'
No
Roller
Roller
Ease of turn-
Chief Eng.
ing
37
Minneapolis & St.
Louis
R. G. Kenly,
Chief Eng.
75'
75'
100'
Yes
10'
Yes
Roller
Disc
Maintenance
and ease of
turning
38
Missouri, Kansas &
Texas
A. M. Acheson,
Chief Eng.
90'
90'
100'
Yes
No
Roller
Roller
Maintenance
and ease of
turning
39
Missouri Pacific
C. E. Smith,
Asst. Chief Eng.
75'
90'
Yes
10'
No
Roller
Disc
Maintenance
40
Mobile & Ohio
B. A. Wood,
Chief Eng.,
M. of W. & S.
Hunter McDonald,
75'
80'
Yes
7'
No
Roller
Roller
All
41
Nashville, Chatta-
90'
90'
Yes
No
Roller
Roller
Maintenance
1
42
nooga & St. Louis
Chief Eng.
New Orleans &
R. H. Howard,
70'
80'
Yes
No
Roller
Roller
Great Northern
Gen. Man.
4?
New York Central
G. W. Kittredge,
85'
90'
110'
Yes
11 '6"
No
Disc
Disc
First cost and
& Hudson River
Chief Eng.
maintenance
44
New York, Chicago
& St. Louis
E. E Hart,
Chief Eng.
85'
85'
120' Yes
No
Roller
Roller J Ease of turn-
1 ing
IRON AND STEEL STRUCTURES.
663
DESIGN. LENGTH AND OPERATION OF TURNTABLES.
REPLIES TO INQUIRIES CONCERNING PRESENT AND RECOMMENDED PRACTICE.
(4) End
Lift
(5) End
Latch
(6) Deck
(7) Live Load
(8) Unit Stress
and Impact
(9)
Deflec-
tion
(10) Pit
u
o '
T3
■a a>
o
£
o
00
C
cj
o"3
cj_C
o
■>
o
•0
J3
.2
a.
DO
t3
3
3
O
Ph
a
u oo
o —
e3
-a
c
§3
^ c3
0> O
~ o
SI
3
Q.CS
a. u
3 ^^
3
GO
a
oo
3
3
|
a
oo
9
o
s
Cj
<D
3
3
>»5
§1
is
3"?
o c
*> g
3 93
c
0
OOJB
.O'S
bO
oo£
o
a-0
O 03
til
o
O
03
O oo
r? 00
O) oo
cc
o
o
o S
° H
>i
«
>.
Xg
.2' o
el
*=
C3
o.
re
S|
J3-S =
o
o
Q.
o t!
pjfl
Oj3
'b
1
o
* a
* C3 §
Q
00
Q
M O
Q°
£H
SH
t>
0
S""
No
Yes
Yes
,Yes
I Beams
12,000
None
6"
B
I Beams in con-
crete
8"x8" curved an-
gle on concrete
wall
No
No
No
No
Timber
454
2065
16,000
2"
Bearing plates in
concrete
Timber coping
No
No
Yes
No
Timber
Castings in con-
crete
Castings in con-
crete
No
No
Yes
Yes
Timber
14,000
45%
i"
Inverted rail set
in concrete
Curved I beam
in concrete
No
No
Yes
No
Timber
500
2330
12,000
None
i"
Ties in concrete
Plates on timber
coping
No
No
No
No
I Beams
12,000
None
i"
Bearing plates on
concrete or I
beams
Heavy plates on
concrete or I
beams
No
Yes
Yes
Timber
683
3613
10,000
None
i"
Channel plates on
concrete
Timber coping
No
No
Yes
Yes
Timber
675
3797
16,000
300
li"
Ties
Timber coping
L+300
No
Yes
Yes
Timber
440
2200
10,000
None
2"
Ties on concrete
Cross-tie and
plate connecting
both rails
No
No
Yes
Yes
Timber
440
2200
16,000
75%
2"
Ties
Timber coping
and plates
No
No
Yes
Yes
Timber
355
1080
16,000
100%
V
Ties in concrete
Timber coping
No
No
Yes
Yes
Timber
460
2160
16,000
300
X.'
2
Ties on concrete
Timber coping
L+300
No
No
No
No
Timber
355
1080
10,000
None
Ties
Concrete wall
and clips
No
Yes
Yes
No
I Beams
488
2337
12,000
None
1"
Ties in concrete
Timber coping
No
No
Yes
Yes
Timber
391
1188
16,000
None
Tie plates on con-
crete
Timber coping
and tie plates
with anchor
No
Yes
No
No
Timber
426
1296
16,000
300
Timber
Timber coping
and tie plates
L+300
No
No
Yes
Yes
Timber
10,000
None
1"
Creosoted ties
and tie plates
Timber coping
and heavy tie
plates
No
Yes
No
No
Timber
10,000
None
1"
Ties
Timber coping
No
Yes
No
Timber
426
1783
16,000
300
>.'
Rail bedded in
concrete
L+300
No
No
No
Yes
Timber
398
1210
12,000
None
Ties on concrete
Timber coping
and plates
No
No
Yes
Yes
Timber
488
2337
12,000
None
r
Ties on concrete! Curved I beam
with tie plates | in concrete
No
No
Yes
Yes
Timber
426
1755
16,000
50%
r
Rails or beams] Timber coping
set in concrete |
664
IRON AND STEEL STRUCTURES.
DESIGN, LENGTH AND OPERATION OF TURNTABLES.
REPLIES TO INQUIRIES CONCERNING PRESENT AND RECOMMENDED PRACTICE.
[1) Length
(2) Type
(3) Center
Roller or Disc Bearing
° o
3 ?, *»
"S3
Z a
a. tn
£g
8>B;g
11 .,*
it can ordi-
i in connec-
Ihouse loca-
onable cost?
■a
tion based
lintenance
intenance,
other rea-
RAILROAD
OFFICIAL
u O
8.3
a. 03
a
SdSi.
■gaSo
0J .
sirs 9
REPORTING
-a
a
o mjS
O (0
T3.S
n *
-—.Sao!
o a o •«
-a <- '
M 4>
cj
~a
a
2
- - -
-d o a
Us
-a a
a <o .
(B t< u
5 n>
og.2
5.2.-B
ago.
depth
be dr
tvith r
and at
= —
« tf,
-e
e
g
o
c
• recom
rst co
case
if turni
5
o
o
8 ** **
S u :>,
oaf
§ h u
ft8!
,2. .2 "3
11.2.1
55
c
E
a
S
o
S
3« „"*-
K} O V 0> «
B
fc
# E O
Oj k+>
Q-°
^o^^
£
*
IS
New York, New
Haven & Hartford
W. H. Moore,
Eng. of Struct.
75'
80'
Yes
No
Roller
Disc
16
Norfolk & South-
ern
F. L. Nicholson,
Chief Eng.
85'
85'
Yes
No
Roller
Roller
Maintenance
and ease of
47
Norfolk & Western
J. E. Crawford,
Chief Eng.
IQO'
100'
100'
No
Yes
Roller
Roller
turning
4S
Northern Pacific
W. L. Darling,
Chief Eng.
85'
85'
100'
No
Yes
Roller
Roller
19
Penna. Lines West
R. Trimble,
85'
85'
Yes
8 '5"
No
Roller
of Pittsburgh,
Chief Eng. M. of
N. W. System
Way
BO
Penna. Lines West
W. C. Cushing,
85'
85'
Yes
8' 5"
No
Roller
of Pittsburgh.
Chief Eng.M of W
S. W. System
51
Pere Marquette
Chas. S. Sheldon,
Eng. Br. and Str.
30'
90'
Yes
8'
No
Roller
Roller
Maintenance
52
Philadelphia &
Reading
F. S. Stevens, Eng.
M. of W
60 to 85'
85 to
100'
Yes
8'
No
Roller
Roller
Maintenance
53
Queen & Crescent
Curtis Dougherty,
Chief Eng.
80'
85'
100'
Yes
10'
No
Roller
Roller
First cost and
maintenance
54
Richmond, Fred-
ericksburg & Po-
tomac
S. B. Rice, Eng.
M.ofW.
80'
100'
Yes
7'
No
Roller
Roller
Maintenance
and ease of
turning
">5
Rock Island
C. A. Morse, Chief
Eng.
00'
90'
Yes
6'
No
Roller
Roller
Maintenance
and ease of
56
St. Louis South-
western
C.D.Purdon, Chief
Eng.
75'
90'
Yes
No
Roller
Roller
turning
Ease of turn-
ing
57
Southern Pacific
J. A. Barlow, Asst.
Chief Eng.
80'
100'
Yes
8'
Roller
58
Southern
B. Herman, Chief
Eng. M. W. & Str.
90'
90'
Yes
Roller
Disc
59
Toledo & Ohio
Central
J. A. Stocker, Chief
Eng.
80'
85'
100'
Yes
8'
No
Roller
Roller
Ease of turn-
ing
60
Union Pacific
R. L. Huntley,
Chief Eng.
d2'
02'
100'
Yes
No
Roller
Roller
61
Wabash
A. O. Cunningham,
Chief Eng.
80'
90'
Yes
8' 6*
No
Roller
Disc
Maintenance
02
J. P. Snow, Con-
sulting Eng.
SO'
Yes
6'
Summary
65' 1
1
Yes
Aver-
Yes 5
Roller
Roller
70' 3
0
58
age
No 51
53
46
75' 7
2
No
8' 2'
80' 10
3
4
Disc
Disc
85' 17
16
Below
7
11
90' 16
23
8' 13
100' 4
10
8' or
—
—
above
58
60
29
'ICE.
COMPARISON OF ENGINE LOADS ON
TURNTABLES.
•O_o
.S§
ber coping
broad tie
es
3er coping
)er coping
)ercurb.
>er embed-
in concrete
i tie plates
ber e m -
led in con-
i with tie
;s
>er coping
gage plates
iron chairs
oted timber
i n ff with
y plates
■er coping
tie plates
er coping
■ie plates
er coping
;r curbing
)r curbing
;r curbing
plates
in concrete
r43
iber 15
u 3 £-3-5 m
sill
HwnHb
X31 »«™
" :5
j»'f 8.
Mt*^-
osfwri
ssor*=-|
""vT
55 ^
Jaf ^p-
ZGSt^S"
srotr10-
jo^>-
^
% :-
"M
tt o
ii '5
••*
r !g
^ -2
e 3S
S*-95-^-
219 '^p
org-r^-
m*^
C9S^-
j.|3j£l
■«"g-
2 19-^
«■»?>-
<Q
77
°« 'c
9K
rl{7- -
oor-»^|
ote^
aSE-a
9 Be-
t«V
ote^o.
flse-^-
set ig-
we-t^
oct-^
s
-^
0 m
0 eif—
< rit-S-
e
G ;S
S zrs^-
i -
10 •e^'S'
ij ~
(j) §
11 s
is w^
«l »«9»
i— -
,„-9
£f
099-^-
0'6ff"7^
09Cr^"
S
_LJ"S
ZW—
o«
osz — ■
OK
095^-
oM-3j
o« — '
IRON AND STEEL STRUCTURES.
665
DESIGN, LENGTH AND OPERATION OF TURNTABLES
REPLIES TO INQUIRIES CONCERNING PRESENT AND RECOMMENDED PRACTICE.
(4)
End
Lift
(5) End
Latch
1
Deck
(7) Live Load
(8) Unit Stress
and Impact
(9)
Deflec-
tion
(10) Pit
A
u
13
■O_o
0>
£
01
a
3
3 b
*o
o
Q
T3
°S
c
-r
o
5,
a
'■5
8g
■
i
1
2
_ O
|
|1
|§
a'S
at.
a
9
m
i
1
b
i
1
a
a
o
=3 s
is 3
II
s'l
P to
oj o
° §
■91
+> 33
2 5
CO
1
35
a
e
.2
o
&
IB
tOJD
o
3 3
tl:
-*> en
3 £
o
so
O c
-C ° —
+* "8 "3
el
A
Q
03 O
0 lH
|P
gp
'3
a
Q
a-8
|^g
No
Yes
Yes
Yes
Timber
400
1835
10,000
None
i'
Ties
Timber coping
and broad tie
plates
No
No
Yes
Yes
Timber
355
1080
Ties
Timber coping
No
No
No
No
Timber
700
4375
10,000
None
Ties on concrete
Timber coping
No
No
Yes
Yes
439
720
1681
3144
10,000
None
V
Ties on concrete
Timber curb.
g
Yes
No
No
Timber
485
2193
Ties in concrete
with tie plates
Timber embed-
ded in concrete
with tie plates
Yes
Yes
No
No
Timber
435
2193
Ties in concrete
with tie plates
Timber em-
bedded in con-
crete with tie
plates
No
No
No
Timber
426
1296
16,000
33*%
3'
Ties in concrete
Timber coping
and gage plates
No
Yes
Yes
No
Timber
Cast iron chairs
Cast iron chairs
\t0
Yes
No
No
Timber
464
2065
10,000
None
w
Concrete and
bearing plates
Creosoted timber
coping with
heavy plates
Yes
Yes
Yes
Timber
426
1296
Ties in concrete
Timber coping
and tie plates
No
No
Yes
Yes
Timber
462
1404
10,000
None
If
Ties and tie
plates
Timber coping
and tie plates
No
Yes
Yes
Yes
Timber
391
1188
16,000
300
2'
Ties in concrete
Timber coping
L-!-30C
with tie plates
No
No
Yes
Yes
Timber
385
1162
8,000
min
'max
None
1'
Circle rail em-
bedded in con-
crete
Timber curbing
No
No
No
No
Timber
526
2429
10.000
None
W
Creosoted ties in
concrete
Timber curbing
No
No
Yes
Yes
Timber
426
1296
Ties
Timber curbing
with plates
No
No
Yes
Yes
Yes
No
Timber
I Beams
385
1162
16000
Deflec-
300
r
Ties
No
L+300
Timber
tion
No
No
Timber
Circle rail em-
1 bedded in con-
Plate in concrete
concrete
Yes
Yes
Yes
Yes
Timber
Min. 312
MiD. 951
Min.
Aver-
Timber 35
Timber 43
4
1.5
39
30
52
Max. 720
Max. 4375
8,000
age
No timber 25
No timber 15
No
No
No
No
I Beams
Average
Average
Max.
111*
50
39
21
23
S
480
2078
16,000
666 IRON AND STEEL STRUCTURES.
(10) PIT.
The hammer blow from wheels entering and leaving the turntable
is especially severe on the circle rail and shore rail supports. Designers
who have given attention to these details and their improvement are di-
vided in opinion between a timber support for the sake of elasticity and
an unyielding support on metal and concrete. It is too early to fix upon
either one as the best practice. It is certain that both methods call for
greater bearing areas and better details than have been common. More
than 40 per cent, of the replies favor metal and concrete support for the
circle rail and more than 25 per cent, favor it for the shore rail support
on the edge of the pit, indicating that this form of construction is grow-
ing in favor, as not many years ago the use of timber was universal.
Other details of the pit are largely local in their scope and need not be
considered in connection with a general standard, therefore inquiries in
regard to them were not made. However, attention should be called to
the importance of the circle rail and center foundations. The first should
extend below frost line and the latter should be unyielding.
Appendix D.
REPORT OF SUB-COMMITTEE ON IMPACT AND SECONDARY
STRESSES.
Your Sub-Committee on Impact and Secondary Stresses is able to
present only a progress report at this time. It is endeavoring to prepare
a final report embodying its recommendations relative to an impact
formula, and such modifications in unit stresses and details of design as
seem desirable in the light of its studies on impact and secondary stresses.
It is a difficult task, as well as an important one, and the Sub-Committee
fully realizes this fact. Up to this time the Sub-Committee has col-
lected all available information on impact tests and impact formulas.
It has also collected and tabulated the practice of most of the important
railroad systems in the Association along the lines covered by its study,
and has also included similar information relative to foreign practice.
At the meeting of the Committee in New York on November 6, the
Sub-Committee secured many valuable suggestions from various mem-
bers of the full committee, which will assist it greatly in its work. It is
the purpose of the Sub-Committee, after adopting a tentative impact
formula and basic unit stress, to apply these values to the calculation of
sections of bridges of various span lengths, and to compare such sections
with those obtained from other specifications so that the relative results
can be readily seen.
The work will be carried on actively during the winter, and it is
expected that a final report will be presented next year.
667
Appendix E.
ELASTIC STRENGTH REQUIREMENT FOR STEEL.
The General Specifications for Steel Railway Bridges contain no
elastic strength requirement for the steel otherwise specified. The only
reference to the elastic strength of the materials is in the clause reading :
"The yield point, as indicated by the drop of beam, shall be recorded in
the test reports" (see paragraph 86).
In 1901 the Committee on Iron and Steel Structures presented cer-
tain specifications for structural steel as a basis for discussion and criti-
cism at the annual meeting of the Association. Two grades of structural
steel were at that time proposed and a minimum value for the tensile
yield point for each grade was fixed. In 1903 revised specifications were
presented, these calling for a single grade of structural steel with a speci-
fied range of ultimate tensile strength, and no definite requirements as to
the yield point, but with the clause relative to this point as in the present
specifications and as noted above. In the discussion of these revised
specifications at the meeting of the Association, members C. S. Churchill,
Ralph M'odjeski, W. R. Webster and J. W. Schaub vigorously opposed
the omission of the yield point requirement, while J. P. Snow, the Chair-
man of the Committee, upheld the omission of this requirement in the
following statement: "I wish to join Mr. C. C. Schneider in the recom-
mendation that he makes in his Atlantic City discussion in favor of drop-
ping the determination of the elastic limit or yield point from our com-
mercial testing of steel. A knowledge of the true elastic limit of our
material is necessary for scientific purposes, but the long columns of
figures given in our weekly inspection reports under the head of yield
point do not give us this knowledge. They give us no information of
value regarding the quality of the steel. If for some reason the figures
should run lower than desired, I know of no way by which the process
of manufacture could be changed to raise the figures, except to give the
material a few passes through the rolls after it is absolutely cold. This
we certainly do not want to encourage. The yield point is a compound of
speed of testing, slip in the jaws of the machine, guess-work and elastic
resistance of the specimen, which is of no use whatever to us in designing
structures or judging of the quality of our steel. European engineers
have not generally required its determination in testing material, and I
suggest that we omit it in our specification."
Judging from the printed discussion the opposition to the omission
of the requirement was so strong that the specifications were not adopted
at that meeting, but were referred back to the Committee. They were
presented again at the meeting of 1004, identical as regards the yield
point, and the printed record of the Proceedings shows no discussion
of this feature in the meeting, although there was a written discussion
which questioned the propriety of dropping the yield point requirement.
668
IRON AND STEEL STRUCTURES. 669
The specifications were adopted by the Association by a majority vote at
this meeting (1904).
Following the Quebec Bridge failure in 1907, the superimportancc
of the elastic strength over the ultimate strength in structural steel, espe-
cially for compression members, was so emphasized that it is to-day
axiomatic. It nevertheless seems unquestionable that it was to a con-
siderable extent lost sight of prior to that great disaster. How much
this was due to the relegation of the determination of the yield point to
an obscure and secondary position in specifications cannot be stated with
accuracy, but it seems very likely that- it had an influence. The question
occurs : Is it not dangerous to subordinate such a critical property to
less important and misleading ones among those which are determined
for the acceptance of material?
These considerations have led to an agitation for the restoration
of an elastic strength requirement in specifications in which it has been
omitted.
The Standard Specifications for Structural Steel for Bridges of the
American Society for Testing Materials, which had previously been
identical with those of the A. R. E A. as regards the elastic strength
requirement, were revised in 1913 to provide a yield point requirement.
Your Sub-Committee believes that the time is opportune for Com-
mittee XV to consider this question.
The arguments on which our predecessors brought about the present
specification were the following :
(1) The yield point is difficult to determine with accuracy, so that
little dependence can be placed on the accuracy of results in commercial
testing.
(2) The yield point is a dependable ratio of the ultimate strength,
so that it can be predicated from the latter.
(3) The ultimate strength is easily determined with accuracy in
commercial testing.
Your Sub-Committee is of the opinion that these arguments are
overdrawn or unsatisfactory for excluding the yield point, by direct de-
termination, as a requirement of the specifications. It is of the opinion
that the General Specifications for Steel Railway Bridges should include
an elastic strength requirement; that the yield point is the correct in-
dication of the elastic strength and that the specifications should require
a yield point not less than 30,000 lbs. per sq. in. for structural steel, and
not less than 25,000 lbs. per sq. in. for rivet steel. Your Sub-Committee
believes that such requirements should be accompanied by additional re-
quirements to insure reasonably accurate results in commercial testing.
It appears to be well proven that reasonably accurate results can be
obtained by pulling specimens at speeds which will not consume excessive
lengths of time in commercial laboratories, and it is probable that the
skill of the operator is more of a factor than the speed of pulling. In
order to avoid error, however, and to enable an inspector to check the
670 IRON AND STEEL STRUCTURES.
operator, it seems essential that relatively low speed should obtain up to
the yield point, after which the speed may be increased up to, say, a maxi-
mum of 6 in. per minute for the ordinary forms of specimens and meth-
ods of testing. Below the yield point the length of specimen and form
of grip in the machine are the determining factors as regards the speed.
With the standard specimen for plates, shapes and bars, having a length
of about 18 in. and prepared for measuring elongation in 8 in. and con-
nected in the machine by wedge grips, it is believed that a speed of J^-in.
per minute will be generally satisfactory. With the standard specimen
for pins, rollers and steel castings, having a length of 4% in., with ma-
chine-screw grips, it is believed that to insure good results the speed
should not exceed J^-in. per minute. A further requirement should be
that the beam of the testing machine shall be kept balancing between the
upper and lower cross-pieces for some time preceding the drop. Your
Sub-Committee recommends that these requirements be adopted.
The limitations for speed and condition of beam mentioned above
are within the range of practice of many mills. The New York Central
Lines Specifications for Steel Railroad Bridges, 1910, reads as follows :
"In the determination of the elastic limit, the beam of the testing machine
shall be kept balancing between the upper and lower cross-pieces. The
speed of the machine shall be such that this may be accomplished, and
in no case shall it exceed J^-in. per minute. The speed, after the elastic
limit is passed, shall not exceed 6 in. per minute, and the beam shall be
kept at balance when the ultimate strength is attained." In these specifi-
cations the elastic limit is defined as the yield point. These specifications
have been in practice for about four years and the requirements are
strictly followed at several mills. At other mills, where plate and shape
specimens only are tested, the machines are not equipped with the low
speeds and the matter of speed has not been brought to an issue with
these mills as yet. Greater care than is ordinarily taken at these mills
has therefore been insisted upon in the determination of the yield point.
The New York Central specifications do not provide for the lower
speed for the short threaded-end specimens, but it is the practice of many
foundries and mills which test such specimens to run the machines at a
speed approximately that recommended by your Sub-Committee for such
specimens.
Your Sub-Committee realizes that there will be objections from the
representatives of many of the larger mills to these proposed require-
ments in regard to the speed of pulling specimens up to the yield point,
but it believes that the importance of the determination justifies the re-
quirements, and that the mills will not find it so great a hardship as they
may represent. A simple calculation of the theoretical time required to
obtain the yield point on an ordinary 18-in. test specimen after starting
the machine, disregarding slip of the specimen in the grips and the
adjustments of the machine, is as follows: Assume the effective
length of specimen 15 in., yield point 30,000 lbs. per sq. in., modulus
IRON AND STEEL STRUCTURES. 671
of elasticity 30,000,000 lbs. per sq. in. The calculated stretch of the speci-
30,000 15
men at the yield point would then be X 15 — in., or .015
30,000,000 1,000
in. With a pulling speed of J^-in. per minute the yield point should be
.015
reached in X 60 = 1.8 seconds. In actual practice, with the form
0.50
of specimen and speed of pulling assumed, the time required to run an
ordinary testing machine up to the yield point has been recorded as from
20 to 40 seconds. This means that the specimens slip in the grips and
that there is far more yielding otherwise than in the elastic stretch of the
specimens ; but even so, the total time consumed is very little and could
generally be reduced by attention to the form and condition of grips, by
tightening the specimens under higher speeds and then reducing to
specified speed and perhaps in other ways.
Your Sub-Committee summarizes its recommendations in the fol-
lowing proposed revisions of the specifications :
In paragraph 86, in the table of chemical and physical properties,
following the requirement for ultimate tensile strength, insert under "Ele-
ments Considered," "Yield point, min., lbs. per sq. in.;" under' "Struc-
tural Steel," "30,000;" under "Rivet Steel," "25,000;" under "Steel Cast-
ings," "33,000." Omit the sentence reading, "The yield point, as indi-
cated," etc. Introduce new paragraph 93a reading, "The yield point shall
be determined by the drop of beam of the testing machine. The beam
shall be kept balancing between the upper and lower cross-pieces for some
time preceding the drop. The speed of the machine shall be such that the
beam may be kept balanced and, except for the initial tightening of the
specimens in the grips, shall not exceed j4-in. per minute for the stand-
ard form of specimen for plates, bars and shapes, and shall not exceed
J^-in. per minute for the standard, form of specimen for pins, rollers
and steel castings. The speed after the yield point shall not exceed 6 in.
per minute, and the beam shall be kept at balance when the ultimate
strength is attained."
For the information of the Association there are attached hereto
some hitherto unpublished test data, giving comparative results of com-
mercial and research laboratory testing and a description of the tests
instituted by Prof. Lanza for the American Society for Testing Mate-
rials.
TESTS FOR COMPARISON OF VALUES FOR THE TENSILE YIELD POINT AND ULTI-
MATE STRENGTH OF STRUCTURAL STEEL AS OBTAINED BY ORDINARY
MILL METHODS AND BY MORE REFINED METHODS.
Series No. 1. — Arrangements were made for having triplicate test
specimens cut from the same rolled piece (instead of cutting a single
specimen as usual) at a number of mills, these being taken for the speci-
fied tests of steel being offered for the fabricaiton of railroad bridges.
672 IRON AND STEEL STRUCTURES.
Two of these specimens were to be tested at the mill in each case, one
by the ordinary mill methods, the other in accordance with the New York
Central Lines Bridge Specifications ; the third specimen was to be sent
to the U. S. Bureau of Standards at Washington, D. C, for duplication
of the tests there. The desired arrangements were not carried out strictly,
so far as the mills were concerned, the number of specimens from each
rolled piece varying from two to four and the New York Central Lines
Specifications not being followed in the testing in some cases.
The Bureau of Standards tests were made on an Emery machine,
which is not run at any fixed speed ; the yield point determinations were
reported to have been taken by drop of the beam, checked with dividers.
The data of the tests, together with the results, are set forth in the at-
tached tabulation.
Series No. 2. — A professor of civil engineering in charge of the
testing laboratory at a prominent University, requested to be furnished
with a number of duplicates of test specimens of structural steel, which
would be tested for acceptance on commercial orders. He proposed to
check the mill results by duplicate tests in which a strain gauge would be
attached to the duplicate specimen. Accordingly a number of such "dupli-
cate" specimens were furnished him, these coming from two distinct
mills. The specimens were duplicates of the primary test specimens in
that they were cut from the parts of the same rolled pieces adjacent to
the primary specimens and were of the same dimensions. They were fin-
ished with parallel sides for the standard "8-in." test. The practically-
constant section of the specimens rendered the use of the strain-gage
unsatisfactory, as stated in the following quotation from the professor :
"The specimens sent are prismatic from end to end and conse-
quently the beam drops before the main part of the specimen reaches the
elastic limit, because the end of the specimen has both compression and
tension on it due to the action of the wedge grips. This drop of the
beam seems to be very nearly the same place as the elastic limit, and in
so far as it causes the beam to drop prematurely it is a point in favor
of the purchaser if he wants a rather higher than lower steel than called
for in his specifications."
The method of testing is described as follows :
"I used about a 2-in. speed to get the specimens tight and to load to
about l/2 the elastic limit. I then changed the speed to 0.46 min. until
the drop of the beam was reached. This drop lasted some 10 to 15 sec-
onds, and as soon as I was sure of the point I changed the speed again
to about 2% in. per min. and broke the specimen. I then ran the machine
back at 2-in. speed, while I measured the fractured specimen and the
new one."
The data for and results of these tests are shown in the attached
tabulation.
IRON AND STEEL STRUCTURES.
673
Comparative Results of Tests on Specimens Made at Mills and at University
1913-1914
Series
No.
Cross-section
Dimen. In Inches
Square
Inches
Pounds per Square Inch
Per Cent.
In. Per L:.
Area
Yield Point
Utt.Strength
Elong.
in 8"
Heduo.
Area
jMach.Sp.
to Yd. Ft.
Piece Spec.
Cut from
Spec.
Mill
Univ.
Mill
Univ.
Uill
Univ.
11.
U.
M.
U.
M.
u.
1
2£x2i|x5/l6
l£x5/l6
.469
.492
33500
35300
55400
53000
31
-
64
-
1
0.2^
2
3£x3 X3/8
1-4x3/8
.575
.581
36500
36800
57500
56200
2b
-
54
-
1
0.29
3
4 x4 13/8
l£x3/8
.562
.577
35050
36200
56050
60200
.'1
-
57
-
1
0.29
4
6 x4 x3/8
1^x3/8
.561
.578
37900
38200
57500
58700
30
31
54
61
1
0.46
5
3 x2ix3/8
l£x3/8
.562
.581
37100
39100
61700
60000
29
28
52
54
1
0.46
6
6 x3£x3/8
l£x3/8
.573
.573
37800
37200
58400
57500
28
30
65
61
1
0.46
7
3tx3*x3/8
1+X3/6
.551
.548
40600
39600
64900
61000
30
51
5b
65
1
0.46
8
3*-x&jx3/8
l-|x3/8
.575
.567
34600
37900
51400
58200
32
32
o5
61
1
0.46
9
4 y4 X7/16
l*x7/16
.675
.666
37700
39300
59200
61300
ESI
28
56
56
1
0.46
10
4 X4 X7/16
1^x7/16
.670
.680
36420
40200
57450
55200
30
55
54
63
1
0.46
11
4 x3£xl/2
l£xl/2
.706
.735
36500
36700
59200
59200
30
27
53
66
1
0.46
12
4 X 1/2
1/2x1/2
.715
.750
37300
36200
60200
58500
29
33
51
-
1
0.46
13
20 "I" 65#
1^x9/16
.825
.830
36500
34000
61300
60000
34
30
52
55
H
0.46
14
20 "I" BOt
1-4x9/16
.870
.875
38160
35800
62880
61500
32
31
57
54
zi
0.46
15
18 "I" 66#
1-1x9/16
.878
.900
37900
35100
62300
61500
33
34
60
5o
2*
0.46
16
20 "I" 80*
1-^x9/16
.890
.900
38090
35000
62140
61000
31
21
57
as
Z\
0.46
17
ie
6i4j 5/8
1^x5/8
.895
.910
37300
34400
36200
34400
57200
55400
58800
57400
29
31
~
54
55
—
1
1
0.08
0.08
&Jx 3/4
l£x3/4
1.09
1.09
Note: Univers
0"
,ty specimens of series 11 and 16 broke outside
" gage length.
RELATION BETWEEN THE YIELD POINT AND THE ULITIMATE STRENGTH OF STEEL
IN TENSION.
Program of the tests being carried out by Prof. Gaetano Lanza as
Chairman of Committee E-i, American Society for Testing Materials.
Four specimens of each lot were to be used for micrometer measure-
ments, thus leaving 18 of each lot for yield point, and the whole 22 for
ultimate strength determinations, at different speeds.
The speeds used for yield point in the case of the 2-in. specimens
vary from about s^-in. per minute to about ?'8-in. per minute; and those
for ultimate strength from about tVin. per minute to about 4 in. per
minute, sometimes 2 and sometimes 3 specimens at any one speed. For
the 8-in. specimens somewhat higher speeds are being used.
The tests are being made at the Baldwin Locomotive Works, Phila-
delphia, Pa., and at the U. S. Bureau of Standards, Washington, D. C.
The determinations of the yield point are being made by means of dividers
held on the specimens and by the drop of beam of testing machine. While
the object is primarily the determination of any fixed ratio between the
yield point and the ultimate strength, the actual strength values will be re
ported. Tt is expected that the results will be reported this fall.
674
IRON AND STEEL STRUCTURES.
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Appendix F.
BRIDGE CLEARANCE DIAGRAM.
Bulletin No. 163 of the Association publishes the replies to a circular
letter, which indicate that the majority of the railroad engineers are in
favor of increasing the width of the clearance diagram.
In order to secure more detailed information as to the prevailing
clearance diagram in use on the various roads limiting the size of equip-
ment, and also to obtain information as to the size of the largest existing
equipment, a letter was sent to the members of this Committee and to
several Chief Engineers of large railroad systems asking for the follow-
ing information :
"(1) A print of your maximum equipment diagram outlining the
limiting size of equipment for the purpose of its design and construc-
tion.
"(2) A cross-section of your largest locomotives, showing the dia-
meter of the cylinders and the width over cylinders ; the width of the
cab, and the maximum height.
"(3) Advise as to any legislation in the states through which you
operate which specifies a certain clear distance from the cab to adjacent
structures."
In reply to this letter detailed information was received from 11 of
the largest railroad systems in the United States, and this information has
been plotted on plan Y-8675.
There has also been plotted on this plan the clearance line for struc-
tures recommended in the report of the Committee on Electricity, Vol. 13,
page 525, of the Proceedings for 1912, and the clearance diagram recom-
mended by the Association as now published on page 404 of the 191 1
Manual.
After an extended discussion of the various features shown on this
plan, a revised clearance diagram was adopted for presentation to the
Association at its next meeting. This diagram has been shown on plan.
There has also been placed on the plan a footnote calling attention to the
recommendations of the Committee on Electricity calling for a clear
height of 25 ft. in electrified zones.
In order to avoid confusing plan Y-8675, the actual figured dimen-
sions of the diagram were not shown on the plan, the diagram being
uniformly 11 ft. wide from base of rail to a point 1 ft. above top rail,
from which point it widens out uniformly to 15 ft. at a point 4 ft. above
top of rail. It remains 15 ft. wide to a point 16 ft. above top of rail,
where it narrows uniformly to a width of 7 ft. and a clear height of 22
ft. above top of rail.
675
676
IRON AND STEEL STRUCTURES.
L Z=£
Proposed Clearance Diagram.
Note. — Attention is called to the recommendation of the Committee on
Electricity, that a clear head room of 25' 0" above top of rail is desirable in
electrified zones requiring- overhead high-tension conductors.
MAXIMUM EQUIPMENT NOW IN USE :
ALSO PRESENT AND PROPOSED
CLEARANCE DIAGRAMS.
.
REPORT OF COMMITTEE XIII— ON WATER SERVICE.
A. F. Dorley, Chairman; J. L. Campbell, Vice-Chairman;
J. T. Andrews, R. H. Gaines,
C. A. Ashbaugh, W. S. Lacher,
M. C. Blanchard, E. G. Lane,
F. T. Beckett, W. A. Parker,
C. C. Cook, R. W. Willis,
Committee.
To the Members of the American Railzwy Engineering Association:
Your Committee on Water Service presents herewith its report to
the sixteenth annual convention. The following subjects were assigned
the Committee by the Board of Direction:
(a) Make critical examination of the subject-matter in the Manual,
and submit definite recommendations for changes.
i. Complete report on design and relative economy of track pans
from an operating standpoint.
2. Report on deep wells and deep-well pumping and relative economy
of this as compared with other sources of water supply.
3. Report on the use of compounds in locomotive boilers to
counteract :
(a) Foaming.
(b) Scale formation.
4. Continue the study of recent developments in pumping machinery
and various kinds of fuels used.
The following Sub-Committees were appointed to deal with the
several subjects assigned:
Sub-Committee No. 1 :
E. G. Lane, Chairman;
J. T. Andrews.
Sub-Committee No. 2:
J. L. Campbell, Chairman ;
C. A. Ashbaugh,
F. T. Beckett,
R. H. Gaines.
Sub-Committee No. 3:
W. S. Lacher, Chairman ;
R. W. Willis,
W. A. Parker.
Sub-Committee No. 4:
C. C. Cook, Chairman ;
M. C. Blanchard,
A. F. Dorley.
677
678 WATER SERVICE.
Your Committee has given careful consideration to the subject of
revision of the Manual, and presents for approval a number of important
changes in the subject matter now embodied in the Manual under the
heading of Water Service. Several minor corrections have been deemed
necessary, but do not warrant presentation to the Association. These
latter changes will be made in the text when the Manual is reprinted.
The Committee reports progress on the subject of design and relative
economy of track pans from an operating standpoint.
Subjects 2, 3 and 4, deep wells and deep-well pumping, use of com-
pounds in locomotive boilers, and recent developments in pumping ma-
chinery, respectively, are reported on in detail in the following pages.
In Appendix A the Committee presents some additional information
on the subject of Corrosion Tests, this data being supplementary to
that presented by the Committee in its last report (see Vol. 15, Pro-
ceedings, pp. 695-703).
(a) REVISION OF MANUAL.
EFFICIENCY OF WATER-SOFTENERS.
Substitute the following for paragraphs (1), (2) and (3) :
(a) designing and installation.
(1) Special study should be made relative to the economical value
of treating the water, and the method best adapted to meet the conditions.
(2) The installation of softening plants should follow a systematic
plan. Greater success is generally obtained by completing the installation
on one division first, rather than installing plants at individual points of
especially bad water.
(3) Before the treatment of a water supply is undertaken, the effect
of the treatment on the water should be determined by complete analysis
of the water.
(4) The plant should be of adequate capacity. It is necessary to
anticipate possible increases in the consumption of water at the station
considered.
(5) The mechanical device for introducing reagents should be such
as to insure as near as possible a quantity of reagent in direct proportion
to the flow of the untreated water. It should be simple of construction
and operation and not readily thrown out of adjustment.
(b) operation, maintenance and supervision.
(1) Adequate supervision is necessary to successful operation of a
softening plant. Such supervision should be exercised at least in part by a
chemist, or an engineer having adequate knowledge of water treatment.
(2) Provision should be made for frequent analyses or hardness tests
of both treated and raw water. This is necessary, principally as a check
WATER SERVICE. 679
on the treatment, and also on account of changes in the condition of the
raw water.
In order that the analyses shall be effective, they must be made
under the supervision of a competent chemist.
(3) Where consumption of water is in excess of the rated capacity
of the plant, the use of undertreated water should be avoided by
the use of raw water to such an extent as to give ample time for the
proper treatment of all water that passes through the softener. The ex-
ception to this rule is the case of water which is being treated for
corrosive properties. Such water should not be used raw if it can be
avoided.
(4) The solutions containing the reagent should be properly pre-
pared.
(5) The reagents should be as near chemically pure as practicable.
FOAMING AND PRIMING.
Substitute the following :
Foaming from treated water is due to the presence of sodium salts,
as a result of treatment for incrusting sulphates, together with such quan-
tities of the alkali salts which may have been present in the raw water.
This condition is aggravated and to a large extent due to the presence of
suspended matter in the water.
Concentration of foaming solids in locomotive boilers reaches the
critical point at about 100 grains per gallon. Concentration above this
point will result in foaming.
The grains per gallon of foaming matter in solution represent the
minimum per cent, of water which must be wasted from locomotive
boilers to prevent concentration rising above the critical point.
The cost of each pound of foaming matter per 1,000 gallons of
water is approximately equal to the cost of pumping and treating
70 gallons of water and heating that quantity of water to the tempera-
ture of the boiler water.
The most efficient results are obtained by systematic, frequent blowing-
off of the boilers on the road, as well as at terminals, together with
occasional complete blowing-down and washing of boilers.
There are, of course, conditions where concentration of foaming
solids is so great that the required amount of blowing-off would be both
impracticable and uneconomical, and it is necessary to resort to anti-foam-
ing compounds.
680 WATER SERVICE.
(2) DEEP WELLS AND DEEP-WELL PUMPING AND RELATIVE
ECONOMY OF THIS AS COMPARED TO OTHER
SOURCES OF WATER SUPPLY.
Your Committee finds, after careful consideration, that a compari-
son between deep wells and other sources of water supply as such, would be
of questionable value and recommends as a substitute, for another's
year's work, a comparison of the costs of pumping under various condi-
tions and with various types of equipment.
Your Committee submits herewith a tabulated statement on deep
wells and deep well pumping, covering information from 34 railroads.
This shows character of wells and gives cost data and other information
concerning pumps and pumping for deep wells, and is offered as a sup-
plement to the report on deep well pumps in Vol. 14, 1913, pp. 882-891.
The special features of this statement to which attention may be
directed are the figures given for pumping by the air lift. The striking
feature about this is that the quantity of air used per gallon of water
pumped as given ranges from 1 cu. ft. to 48 cu. ft. The first is abnormally
low, but it may be explainable by exceptional conditions, if such exist,
not developed by the investigation. The second can only be explained on
the assumption that a vast amount of air is being forced through a well
whose capacity is limited, thereby resulting in great waste of air.
Some tests on the El Paso & Southwestern Railway developed the fact
that whereas the compressor had been running at a speed of 100 revolu-
tions per minute, maintaining an air pressure of 100 lbs. at the well and
consuming 5 to 6 cu. ft. of air per gallon of water pumped, the same
quantity of water was lifted by reducing the speed of the compressor to
50 revolutions and the air pressure at the well to 85 lbs., resulting in a re-
duction of air consumed to 2.7 cu. ft. per gallon of water lifted.
The El Paso city water works, pumping all of its water by the air
lift, as shown on the statement, is a good typical example of the results
that can be attained under a high lift when the plant and its operation are
properly adjusted to the service required. Of course, the height of the
lift and the percentage of available or actual submergence are important
factors in determining economy, but the figures indicate that the largest
loss is on account of an improper operation of the plant.
The Committee's investigations lead it to the conclusion that the
air lift is in many respects a desirable system for many deep wells, espe-
cially those in which the water is delivered from fine sand requiring for
the exclusion of the latter screens so fine in order to avoid trouble with
the pump plungers that the capacity of the well is limited. By the sub-
stitution of the air lift for such wells, it appears that coarse strainers may
be used, thereby permitting pumping out the fine sand and the collection
of coarser material around the strainers, resulting in largely increas 1
yields from the wells.
WATER SERVICE.
681
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686 WATER SERVICE.
(3) THE USE OF COMPOUNDS IN LOCOMOTIVE BOILERS TO
COUNTERACT FOAMING AND SCALING.
INTRODUCTION.
The subject of boiler compounds is of importance to the railway
engineer, because of its bearing on the selection of water for use in loco-
motive boilers and its relation to the treatment of water in softening
plants.
The advantages and economy of the water-softening plant have been
clearly defined in previous reports of your Committee and in the Manual,
and recent investigation of the subject of boiler compounds does not
seem to call for any modification of these conclusions. However, for
such situations as do not justify an expenditure for a water-softener, or
when, as at present, there is general scarcity of funds for railroad better-
ments, much may be gained by the proper use in the boiler of materials
tending to prevent the formation of scale.
The term boiler "compound," as used in this report, is defined as
any material introduced into the boiler to prevent either scale or foaming.
The selection of the particular compound to be used is entirely a
matter of economy. In general, the material having the cheapest pound
price should be used, provided it is entirely effective and has no injurious
effects. The purchase of a more expensive material can only be justified
if its action is so much more powerful that the amount used will be
reduced to such an extent that the total expenditure will be the same or
less, provided, of course, that administration and labor costs are the same.
In comparing results obtained with two kinds of compound, it is
necessary to note whether the same amount of careful and vigilant ad-
ministration was exerted in each case, because, as with water-softeners,
success can be attained only with the exercise of adequate supervision.
ANTI-SCALE COMPOUNDS.
General.
The practice of introducing substances into a boiler for the purpose
of preventing or tending to prevent the formation of scale on the interior
surface of a boiler is probably almost as old as the use of the steam
engine.
A very large variety of substances have been used for this purpose,
their particular properties being rather common knowledge among the
operators of boilers, and while they all have been used in boilers at some
time or other in their natural unadorned state, they are more popular
when combined in a more or less mysterious manner in the form of
"compounds," for which many American and foreign patents have been
issued.
The substances having an anti-scale action may be divided into two
general classes : first, those having a mechanical action ; second, those
having a chemical action.
WATER SERVICE. 687
MECHANICAL AGENTS.
Prevention of scale by mechanical means consists in dilution of the
scale-forming solids as they are thrown out of solution so as to exhaust
or destroy their cementing properties. The materials used for this pur-
pose may be divided into two general classes : first, purely inert materials
which become suspended in the boiling water in a finely divided state,
and are then deposited with the scale-forming material as it is thrown out
of solution; second, materials of an oily or gelatinous nature or which
assume this state when suspended in water; such materials have a tendency
to surround the scale-forming matter with a slimy coating and to cover
the water surface of the boiler in a like manner.
To the first class belong clay, talc, moss, coloring matter, ground
glass, bran, sand and sawdust. To the second belong algae, potatoes,
starches, linseed, sugar, molasses, gum, dextrines, stearine, peas, oils,
graphite, animal carcasses and resin.
Of the above, some could be placed in both classes of mechanical
acting substances, while others have more or less of a chemical action
in addition to the mechanical effect.
To these classes may be added a third to cover the use of wire, brush,
twigs, etc., which afford additional surface upon which the scale may
form.
The use of inert materials in a boiler cannot be recommended. It is
very doubtful whether inert inorganic materials, such as earths or ground
glass or sand, do any good at all. The other materials, in order to be
at all effective in the prevention of scale must be introduced in great
quantities, with the result that the tendency to foam is augmented. The
quantity of matter carried to the bottom of the boiler is also greatly
increased, thus requiring an increase in the amount of blowing off and
washing, and increasing the chances of mud burning. With waters tend-
ing to foam, the suspended matter may be carried over into the valves
and cylinders, resulting in excessive wear of the working parts.
Petroleum oils are very commonly used in boilers, both alone and
as an ingredient of compounds. They serve the twofold purpose of
loosening the scale already in the boiler, and preventing its subsequent
formation. Many grades of oil are used, from kerosene to heavy crude
oils. While there seems to be a wide disparity of opinion as to the use
of oils in boilers, the fact remains that oils as anti-incrustants have many
strong advocates.
The action of oils is to coat the entire interior surface of the boiler
with a slippery veneer, to which the scale-forming solids cannot adhere.
Even with the boiler surface covered with a coating of scale, the oils
will tend to work into the cracks and with expansion and contraction
gradually spread over the metal surface. Some oils also have a chemical
action in that they combine with the calcium and magnesium salts to form
insoluble soaps.
Several objections are raised to the use of oil, of which the most
serious is the danger of burning and blistering due to the formation of a
688 WATER SERVICE.
dense paste composed of a mixture of sediment and oil. In the absence
of any fatty oils, there does not appear to be much danger that this
condition will be obtained unless they are used to excess or without
proper care. Certain tests seem to indicate that oil has non-conducting
properties far greater than those of scale, so that a film of oil of even
inappreciable thickness may result in considerable fuel losses. Owing to
the lack of sufficient verification, the extent of these losses can be only
very roughly approximated at the present time. Oils sometimes give
trouble through the passing into the cylinders of volatile constituents
which destroy the lubricating oils and rubber packing. When kerosene
is used, open flames must be kept away from open manholes of empty
boilers.
Oils are introduced into the boilers in most cases by some form of
injector, such as the ordinary lubricator attached to the feed water pipe.
A small pipe with a valve and immersed in a vessel of oil will serve the
purpose. Another method is to throw the oil onto the surface of the
water in the opened boiler, upon which it spreads out in a thin film to
the sides of the boiler. Then as the boiler is emptied, this film of oil is
carried down, covering the surface of all flues and the shell below' the
water line. Another method is to paint the interior with oil when empty.
The proportions of oil used seem to be governed more by the size
of horsepower of the boiler than by the amount of incrustants in the
water used. One advocate of kerosone recommends the use of one
quart per day to ioo boiler horsepower.
GRAPHITE.
Graphite is said to have properties similar to those of heavy oil and
is introduced in the same manner. L. W. Brooks in Engineering News,
July 13, 1914, recommends from one pint to one quart for a 250-horse-
power boiler per 12-hour day. He states that it does not injure machinery
or valve packing. The flake or crystalline form of graphite is superior to
the amorphous or powdered form for this purpose.
CHEMICAL AGENTS.
Prevention of scale formation through materials having chemical
action comes about through reaction with the incru sting solids in the
water to form new salts, which are either solubles to a high degree of con-
centration, or insolubles, which have no incrusting properties, being pre-
cipitated as a sludge which is readily blown or washed out of the boiler.
Following is a list of chemical reagents which may be used to produce
the results outlined above. Some are in common use. others are not.
the considerations affecting a preference being cost, possible corrosive
action, tendency to cause foaming, poisonous character, etc.:
Inorganic.
Sodium Carbonate Na2C03.
Sodium Silicate Na2Si03
Tri-Sodium Phosphate NasPO^.
Sodium Fluoride NaF.
WATER SERVICE. 689
Caustic Soda
NaOH.
Barium Carbonate
BaCOs.
Barium Hydrate
Ba (OH),.
Barium Chloride
BaCl,.
Salammoniac
XII.Cl.
Chromates, Bichromate-
Oxalates.
Organic.
Tannic Acid — Tannates.
Other Wood Extracts.
Acetic Acid.
Sugar.
Glycerin.
Oils and Soaps.
SODIUM CARBONATE.
Sodium carbonate is the most common reagent used in boilers. It is
found on the market in various forms under the following names : soda
crystals, sal soda, washing soda, scotch soda, concentrated crystal soda,
sesqui carbonate of soda, crystal carbonate of soda, black ash, soda ash
and pure alkali. The form commonly known as soda ash is the cheapest
form of commercial sodium carbonate. Until recently it contained con-
siderable quantities of impurities, but can now be obtained readily from
97 per cent, to 99 per cent. pure. Unlike washing soda or soda crystals,
it contains no water of crystallization, so that except for the small per
cent, of impurities its entire weight is available for chemical reaction.
The expression "58 per cent.'' as applied to soda ash is an approximation
of the relation of the atomic weight of sodium oxide to the atomic
weight of the compound, and is not, as sometimes has been presumed, an
expression of the relative impurity of the soda ash.
The action of soda ash on calcium carbonate is as follows ;
Ca(HCO,)2 + 2Na,C0, = Na*Hs(C03)3 + CaCO*
The Na4H2(C0'3)3 (sesqui carbonate) decomposes=2NaHC03+Na2 CO.,.
Under condition of boiling the NaHCO, decomposes into Na2C03 -f
HaO + C02. From the last it appears that the original sodium carbonate
is again free to act on a further quantity of calcium carbonate, provided
there are no other impurities in the water which would exhaust a portion
of the sodium carbonate in other reactions. However, as boiling is nec-
essary to carry this reaction to a conclusion and as the calcium carbonate
is precipitated by the action of boiling alone in liberating the dissolved
carbon dioxide, it would seem that the action of soda ash on calcium
carbonate would be of little value.
The action on calcium sulphate is to produce sodium sulphate and
insoluble calcium carbonate.
Na,CO, + CaSO< =; Na.SO, -f Ca( < I
On Calcium Chloride
Na2COJ-f-CaCl2=2NaCl-fCaC03.
690 WATER SERVICE.
The action of magnesium sulphate is identical. The carbonates of
lime and magnesia are precipitated in the form of a fine powder, while
the sodium sulphate is soluble to a very high degree of concentration.
The principal disadvantage in the use of soda ash in boilers is the
tendency of both sodium carbonate and sodium sulphate to cause foaming.
The conditions are more severe when soda ash is used as a compound
rather than as a reagent in a water-softener, because very little of the
carbonate of lime or magnesia have been precipitated before entering the
boiler and thus aggravate the foaming conditions by their presence in
suspension.
Sodium carbonate is said by some to be much more conducive to
foaming than sodium sulphate, consequently its presence in a boiler ought
to be prevented. By careful manipulation this may be accomplished fairly
well in the water treated by a softening plant. On the other hand, with
the use of sodium carbonate directly in locomotive boilers (tanks), an
excess of the carbonate is almost sure to be obtained at some time during
a run because of the impracticability of exact proportioning for the vary-
ing grades of water taken into the tank.
Soda ash is said to have a corrosive action on boilers, but from the
consensus of opinion there appears to be small ground for this assertion.
The use of large quantities of soda ash in boilers coated with scale will
result in the rapid dissolving and loosening of the scale, thus uncovering
leaks previously closed by the encrusted matter ; and the leaky condition
of the boiler thus produced has been incorrectly interpreted as an evidence
of a corrosive action of the soda ash. In fact, it is the practice in the
United States Navy to keep boiler waters alkaline by the use of soda ash
as a measure for the prevention of corrosion.
Although this reagent has been repeatedly condemned by advocates of
other chemicals, it remains the cheapest substance for the purpose. It is
an ingredient of many proprietary compounds, including some for which
all claims are based entirely on a mechanical action.
SODIUM HYDRATE.
Sodium hydrate or caustic soda acts more quickly and powerfully
than sodium carbonate. With the carbonates its action is
Ca (HC03)2+2NaOH=CaC03+Na2C03+2H:0.
The sodium carbonate obtained is then available for action on sulphate.
The action on sulphates is more complex
CaSO. + 2NaOH = Ca (OH)a + NajSCL
The calcium hydrate then combines with the dissolved carbonic acid
Ca (OH^ + CO^CaCOa + H-O.
From this it is seen that the completion of the reaction requires the
presence of carbonic acid in the water.
Caustic soda is less desirable as a boiler compound than soda ash,
because its caustic nature makes it dangerous to handle. There seems
to be some difference of opinion as to possibility of corrosion from
caustic soda.
WATER SERVICE. 691
SODIUM SILICATE.
Sodium silicate, commercially known as water glass, is practically in-
soluble in cold water, but slowly, though completely, soluble in boiling
water. It is a by-product in the manufacture of alkalies.
The reaction with carbonates is approximately
(Na2SiO:!+Ca(HCO,)2=Na2CO;!+H20-fC02+CaO+SiO.-.
The calcium silicate appears as a gelatinous precipitate. The resulting
sodium carbonate is also available for further reaction on sulphates or
carbonates.
The reaction on sulphates is approximately
Na.SiO. + CaS04 = Na2S04 + CaO + Si02.
TRI-SODIUM PHOSPHATE.
Its reaction with sulphate is
2NaoP04+3CaS04=3Na2S04+Ca3(P04)..
(P04)2. The latter, calcium phosphate, is precipitated in a form varying
from' a soft mud to a very weak crust. The use of ammonium sulphate
or chloride with a little sodium carbonate is advocated by some to ac-
celerate the action of the phosphate. (See U. S. Pat. 1,001,935.)
SALAMMONIAC.
Salammoniac, NH4C1, or Ammonium Chloride, and known also under
the name of muriate of ammonia, is a by-product of the gas industry.
The reaction of ammonium chloride as an anti-scale reagent is
2NH4CI + CaS04 = (NH4)2S04 + CaCl2.
2NH4CI + CaCO;« = (NH4)2C03 + CaCl2.
It is not a desirable reagent for use in boilers owing to the possibility
of liberating free hydrochloric acid with waters containing any amount
of magnesium salts.
BARIUM CARBONATE.
Barium carbonate is found in nature as witherite. It is also rapidly
formed when baryta, hydrated or anhydrous, is exposed to the atmos-
phere and is also artificially made from heavy spar (BaS04). It is
poisonous and only sparingly soluble in water. Its action on calcium
sulphate is
BaC03 + CaS04 = BaSO. + CaC03.
The reaction is more effective with the artificial barium carbonate
than with the mineral witherite. Both the barium sulphate and the
calcium carbonate are precipitated and the addition of any new soluble
compound to the water is avoided. Thus, with the use of barium car-
bonate, there is no aggravation of foaming tendencies.
BARIUM CHLORIDE.
Barium chloride is prepared from witherite, the natural carbonate,
or heavy spar, the natural sulphate. It is very soluble in water and very
692 WATER SERVICE.
poisonous, but when used in the proportions required for water treat-
ment is in no sense dangerous. The reaction witli calcium .sulphate is
BaCl. + CaSO*=±BaSO< -f CaCL
Of the resulting compounds, the first is precipitated, while the later is
the very soluble calcium chloride. With magnesium sulphate, the re-
action is similar, but the use of barium chloride with the same is not
to be recommended on account of the corrosive tendency of the unstable
magnesium chloride obtained in the reaction.
BARIUM HYDRATE.
Barium hydrate, Ba (OH):, is an artificial product, not occurring in
nature. It "is known also as hydrate of baryta or caustic baryta. It
crystallizes from solution in crystals, Ba (OH)28H20, which dissolve in
water — 20 parts at 15 degrees Centigrade to 2 parts at boiling. The solu-
tion is caustic but to a lesser degree than alkali caustic and decomposes
on exposure to air with the formation of a film of barium carbonate.
Barium hydrate acts on calcium carbonate as follows:
Ca (HCO,)a+Ba(OH)2=CaCO,+BaC03+H20.
The de-carbonated calcium carbonate precipitates, while the barium car-
bonate is available for action on sulphates.
Barium hydrate also may act on sulphates direct :
Ba (OH)2 + CaSO« = BaS04+Ca (OH)2.
Ca(OH)2 + Ca (HC03)2 = 2CaCO:, + 2H20.
TANNINS.
Tannins are a rather common ingredient of boiler compounds.
The chemistry of tannins is very complex. A number of varieties are
recognized, but it is a matter of some uncertainty whether the observed
variations in characteristics are due to difference in the tannins them-
selves or in the impurities which they contain, due to difference in origin.
Tannins derive their names from the organic substances from which they
are extracted.
From Blount & Bloxams, "Chemistry for Engineers and Manufac-
turers :"
"Some writers refer to them all as tannic acid and distinguish between
gallotanic, quercitanic acids, and so on ; it were better, however, to reserve
the name tannic acid for the typical tannin of which the constitution is
known, namely, the purified tannin of oak galls (gallotanic acid), which
may be regarded as the typical tannin.-'
The action of tannins in a boiler is complex and is still a matter of
considerable conjecture. Ordinary tannins or tannic acid, whether free
or combined with a metal when subjected to temperature and pressure
conditions of a boiler, go through a series of reactions which will result
in the formation of one or more of a series of acids closely allied to
tannic acid. Among these are gallic acid, pyrogallic acid, quercitanic acid,
etc. These in turn act on the calcium and magnesium salts present in
WATER SERVICE. 693
the water to form [annates, gallates, etc., of calcium and magnesium.
Hydrates of these two salts may also be formed.
Tannic acid or tannates when dissolved in hard or relatively pure
water tend to cause corrosion, and must not be used in such waters unless
made alkaline, as by the use of soda ash or other alkali salts.
British patent No. 23,618 of 1909 covers the use of barium salts with
tannin. Barium tannate is formed by the action of tannin on the barium
compound. The reaction in use in the boiler is as follows: Calcium
carbonate plus calcium sulphate plus barium tannate equals barium sul-
phate plus barium carbonate plus calcium tannate. All these are non-
incrusting compounds.
SUGARS.
Sugar and substances containing sugar are used in boilers because
they develop both a mechanical and chemical effect. The mechanical
action has been previously taken up. The chemical effect is due to a
resulting increased solubility of lime and also to the formation of various
sucrates of calcium and magnesium.
A disadvantage of the use of sugar is the possibility of decomposition
with storage where too warm, forming acetic acid, which, while it has a
strong anti-scale effect, is sure to cause corrosion.
Molasses of a grade which is by price available to use in boilers is
liable to contain more or less sulphuric acid, a chemical not to be recom-
mended for use in boilers.
ANTI-FOAMING COMPOUNDS.
Foaming of boilers results ordinarily from a concentration of alkali
salts in the water, the exact degree of concentration to cause trouble
depending on a number of other conditions, such as the amount of
suspended matter in the water, rate of evaporation, etc. Unless the
alkalinity of the water entering the boiler is too high, it is possible to
control the concentration of the alkali salts by blowing-off. With some
waters, however, notably in the states west of the Missouri River, this
practice would result in the loss of excessive amounts of water and a
large waste of fuel. Under such circumstances, the anti-foaming com-
pound becomes a very important factor in boiler operation.
The action of materials tending to prevent foaming is physical, not
chemical, and may be said, in general, to consist in a reduction of the
surface tension of the water. Oils have this effect, petroleum oils and
castor oil being commonly used. Tannic acids are also effective.
Very little has been written on the subject of anti-foaming agents
and the use of other than patented or proprietary compounds seems to be
very limited.
EXTENT OF USE OF BOILER COMPOUNDS.
Circular letters were sent out to mechanical officials on about 100
roads, inquiring as to the extent and manner of use of anti-scale and
694 WATER SERVICE.
anti-foaming compounds. Fifty-nine replies were received, from which
the following summary has been drawn as to the extent of use:
Roads reported 59
Roads using some form of boiler compounds. . .' 42
Roads using no boiler compound 16
Indefinite replies 1
Of those using compounds, extent of use is as follows:
Use experimentally, or on less than 10 per cent, of engines 12
Use on 10 per cent., but less than 50 per cent, of engines 13
Use on 50 per cent., but less than 90 per cent, of engines 7
Use on 90 per cent., to 100 per cent, of engines 10
Roads using some form of anti-scale compound 37
Roads using soda ash 19
Roads using caustic potash 2
Roads using proprietary compounds 26
Roads using a common chemical as well as proprietary compounds. ... 8
Roads using some form of anti-foaming compound 20
Roads using proprietary compounds exclusively 18
Roads using both common chemical and proprietary compound 2
Roads using little or no anti-scaling compound 29
Of these 18 report reasons as follows :
Good water 9
Use of water-softeners* 5
No benefits 4
METHOD OF APPLICATION.
Boiler compounds are introduced in various ways, which may be
enumerated as follows :
In the engine tank, the material being generally mixed up in enough
water to partially suspend it and is then thrown into the tank at time of
filling.
Into the working boiler through feed pipe. Oils, liquids and solids
dissolved or suspended in water may be introduced in this way ; generally
by means of a syphon attached to the feed pipe outside of the injector.
Special inspirators are sometimes used.
In open boiler. Some forms of proprietary compounds are placed in
the boiler in solid sticks or bricks through manholes or washout plug
holes when boilers are being refilled after washing.
With a chemical-acting anti-scale agent, the best method of use, from
a theoretical standpoint, is obviously one in which the chemical is added
in exact proportion for the amount and quality of water as it is taken
into the tank or boiler. To accomplish this it would be necessary to
modify the treatment of water at each water station according to the
content of incrusting solids. To this end, compound for anti-scale use
is sometimes given out to enginemen with instructions as to the amount
to be used in engine tanks at the various water stations, but in general
the practice has not been a success. In most cases such compounds as
are placed in the tanks are applied only at terminals by the attendant
*No definite inquiry was made as to the use of water-softeners, so this
item is not in any way a reort on water-softeners.
WATER SERVICE. 695
who fills the engine tanks, the amount being proportioned as well as
possible to suit average condition of water on the division.
Where a compound must be used to prevent foaming, the situation
is somewhat difficult. In general, the material is introduced in proportion
to the tendency to foam, as determined from experience and observation,
rather than from a knowledge of the composition of the water.
For this reason the use of the anti-foaming compound is left much
more to the judgment of the engineman. This applies both to compounds
put into the tank and those introduced through the injector, though in
the case of the former instructions are usually issued, giving the propor-
tions to be used, but authorizing the engineman to use more than the
specified amount if found necessary. Such instructions should always be
accompanied with instructions for regular and thorough blowing-off.
The introduction of compound through the injector is particularly
advantageous where trouble with foaming is experienced, because this
method permits of a quick increase or decrease in the proportion of com-
pound in the water.
(4) RECENT DEVELOPMENTS IN PUMPING MACHINERY.
INTRODUCTION.
The development of the internal combustion engine and the exten-
sion of electric power lines throughout the country, providing means for
reduction of cost of operation of stationary engines, has resulted in the
adoption of these agencies in numerous pumping plants. The many com-
panies, with large investments, now engaged in perfecting pumping units
which will efficiently utilize these sources of power, insure a change in
the class of the pumping station of the future.
At the present time most of the pumping plants of the country are
operated by steam, and in a study of the various types it will be natural
to include the steam pump as a basis for comparison of efficiency and
economy.
CLASSIFICATION.
Pumping machinery suitable for railway water supply is classified as
to mechanical action as follows :
fa) Displacement pumps:
Power
/ x ^ • \ Power
(1) Reciprocating jSteam
(2) Air displacement.
(3) Continuous flow.
(b) Impeller pumps:
(1) Centrifugal.
(c) Impulse pumps :
(1) Hydraulic ram.
Note. — The Committee is indebted to various manufacturing companies
for valuable assistance and information furnished In the preparation of
this portion of the report.
696 WATER SERVICE.
Pumping machinery, by common adaptation in railway service, may
be classified as to power used for driving as follows:
Steam. Oil engine.
Electric power. Water power.
Gasoline engine. Air lift.
Gas engine. Hydraulic ram.
Pumps which are operated by these various powers, requiring inde-
pendent motors, are known as "Power pumps."
FEATURES DETERMINING CHOICE OF PLANT.
The usefulness of any particular type of pumping plant is dependent
upon its adaptation to the work required. The choice of the type for
any particular location is determined primarily by the source of power
available, source and character of water, quantity to be pumped, and
point of delivery. Having learned which kind of power is available, th?
further choice of the pump best suited for the purpose is dependent upon
the economy of fuel, the efficiency of the pumping machinery and the
degree of success in operation.
ECONOMY OF PUMPING MACHINERY.
The economy of the pumping machinery depends on the loss of
energy, which differs in each of the various types, and varies as between
the machines of similar design. Extreme care in the design and con-
struction of all machines and in the complete installation of the water
plant to prevent loss of initial force is necessary if maximum economy is
to be secured.
LOSSES.
The losses which occur may be sub-divided under the following heads,
as classified by Turneaure and Russel in their work on "Public Water
Supplies :"
Generation Losses.
Conversion Losses.
Transmission Losses.
Application Losses.
A further sub-division of these losses in detail, covering the various
powers used in pumping, may be found in that work. Full consideration
of all such losses is necessary to determine efficiency of the machine.
Various types of pumping machines or units which have been lately
developed will be described separately and results of their operation in
railway water station service, in so far as that data were procured, will be
given.
CENTRIFUGAL PUMPS.
HISTORICAL.
The centrifugal pump was invented a little more than 200 years ago
by Denis Papin, in Hesse, Germany, but was not then, nor for many
years afterward, considered of practical value. Its action is the reverse
WATER SERVICE. 697
of the water turbine — mechanical work being changed into kinetic energy
of water in the former, whilst the reverse action takes place in the
latter. Its development was, therefore, the logical outcome of the water
turbine, the first of which was invented and built by Professor Segner in
1750. During eighty or ninety years following there was but little im-
provement made upon Segner's turbine, and not much attention was given
the subject, though in the year 1818 the centrifugal pump, known as the
Massachusetts, was first developed in this country. In 1827 interest was
awakened by Fourneyron's radial flow turbine. In 1838 Poncelat and 1843
Combes enlivened the subject with their theories of flow and resistances,
following which many new types of turbines were introduced, notably the
axial flow turbine of Henschel (1837) and Jonval, the axial radial turbines
of Francis (1849), and the impulse turbines of Zuppinger (1844),
Schwammkrug (1849) and Girard (1851).
The great efficiency of the models of centrifugal pumps exhibited by
Andrews (1839), Bessemer (1845), Appold (1848) and Gwynne (1851)
drew general attention to the subject and development soon reached the
state in which it was found at the beginning of the present century.
DEVELOPMENT.
These early centrifugal pumps were of the low pressure type, being
used to raise large quantities of water in comparatively low lifts — ap-
proximately 20 feet.
During the past twelve years great progress has been made in the
theory and design, so that now there has come into use the high pressure
centrifugal pump capable of delivering large quantities of water under
high heads, such as are used in certain mines where quantities of 1,000
gallons per minute against more than a 500-ft. head are delivered.
This indicates the great range of their service and explains why
nearly all the larger pump manufacturers are now building centrifugal
pumps. Further, it has been found possible to combine in a single pump
features which will provide for varying quantities of water and varying
heads.
ADVANTAGES.
The advantages of centrifugal pumps are the low cost, simplicity of
parts, freedom from pulsation in operation, small floor space required,
their adaptability to drive by belt or by direct connection to electric motor
or steam turbines, small amount of attention required and small quantity
of oil needed for lubrication.
CLASSIFICATION.
Centrifugal pumps are classified as high or low pressure pumps, the
dividing line between the two types being about 30 to 50 ft. head of
water delivered. They are also classed as horizontal or vertical pumps,
698 WATER SERVICE.
according to position of shaft. Another distinction is made between
two types of pumps, namely, the Volute and the Turbine, the former
without and the latter with guide vanes. The guide vanes were found
to increase efficiencies of high pressure pumps and are well suited to that
class, though they also increase the efficiency of the low pressure type
and are generally used with both.
ENTRANCE TO PUMP.
The centrifugal pump has either an entrance or suction pipe, de-
pending upon manner in which water is led into it. In a pump with
entrance pipe, the pump is placed below the water level and is, therefore,
always ready for service. Its inaccessibility when cleaning or repairs are
needed is a serious disadvantage.
The suction pipe is generally used, even though in most cases priming
is necessary before it can be operated. The pump can, however, be
thoroughly drained and made accessible.
DRIVE.
There are six methods commonly used in driving centrifugal pumps,
viz. : electric motor, gas engine, belt, steam turbine, water turbine and
steam engine. By reason of their purely rotary motion, the electric motor
and steam turbine are best suited. The availability of electric power and
adaptation of motor speeds to centrifugal pump speeds make it the most
desirable power. The method of drive depends on local conditions, how-
ever, and in some cases the belt drive can be advantageously used, while
in others, where large quantities of water are to be handled at a low
head the slow speed of the reciprocating steam engine makes it a de-
sirable power.
EFFICIENCY.
The efficiency obtainable is influenced by the speed at which pump
is to be run, the head, the capacity and the characteristics desired. The
operation of the pump can most readily be understood by means of plotted
curves showing relation between the variables, the usual condition being
for constant speed operation. The three curves developed indicate the
head developed at different deliveries, the power required to drive the
pump at different deliveries, and mechanical efficiency developed through-
out the range of output or capacity of pump.
Manufacturers of pumps should be furnished with exact detail relat-
ing to possible variations in capacity and head, as well as all detail of
stated conditions, in order that the highest efficiency can be determined.
There are in use several erroneous methods of calculating centrifugal
pump efficiencies, and consequent discrepancies would appear in giving
comparison of efficiencies of pumps made by the various manufacturers.
WATER SERVICE. 699
The following table gives the efficiency of centrifugal pumps as
claimed by a leading manufacturer, covering (hose sizes applicable to
railroad water stations :
Is. per hr.
1 ills, per mill.
Size of pump.
Eff
. of pump.
8,000
133
*A
48%
14,000
233
3
50%
20,000
333
3V2
55%
30,000
500
4
60%
40,000
667
5
65%
50,000
833
6
68%
The term efficiency as it will be later used in making comparisons of
the various types of pumping machinery will indicate the value of the
H.P. of water raised divided by indicated H.P. of the engine, giving the
mechanical efficiency of engine and efficiency of pump combined, enabling
comparison of units considered. This is usually called the over-all effi-
ciency.
INTERNAL COMBUSTION ENGINES.
DEVELOPMENT.
The internal combustion engine has been developed industrially
during the past fifty years, but has proven to be more economic in opera-
tion than the steam engine, which has now reached the highest stage of
its development after a period of one hundred and fifty years. This
greater economy results from the direct transfer of heat into work in the
internal combustion engine.
In railway water stations for many years gasoline had been used
almost exclusively in this type of engine. During the past few years,
however, the increased demand for gasoline, due to the extraordinary
development of the automobile and marine appliances using that com-
modity as a fuel, has resulted in such an increase in price that gasoline
engine plants no longer show a saving when compared with steam plants.
It has, therefore, been necessary to find some other less expensive fuel
to be used as a substitute and this emergency has been met by making
use of oils of lower grades.
Manufacturers have, therefore, developed a wide range of pumping
units which utilize a number of these low grade oils for fuel, or may be
operated by using the more expensive oils should occasion demand.
TYPES AND OPERATION OF ENGINES.
The oil engines in most common use in railway water stations are of
two types :
(1) A two-cycle valveless type engine governed on the throttling
principle, in which ignition is accomplished quite simply by means of a
hollow hot ball. This hot ball, or ignitor ball, requires heating by means
700 WATER SERVICE.
of a blow torch prior to starting, an operation requiring about fifteen
minutes. Subsequently, however, the constant explosions during opera-
tion of the engine will maintain an igniting heat. The cycle of operation
follows: The air to support combustion is drawn into the crank case by
the upstroke of the piston through the lowest part on the exhaust side
of the engine, and is slightly compressed by the down stroke of the
piston. When the port directly opposite the exhaust is uncovered, the
air is forcibly driven above the piston toward the upper part of the firing-
chamber. On the next or upward stroke, compression takes place, con-
fining the air to the clearance space and the ignitor ball, at the same
time mixing it with the oil vapor which has been injected by the oil
pump. At the top of the compression stroke, the heat generated by the
compression, assisted by the heat in walls of the cylinder, head and ignitor
ball, will ignite the mixture, causing the explosion, which will force the
piston downward on its power strike. This operation is repeated at every
revolution.
Where liquid oil is injected into the cylinder in the manner above
described, there may be expected carbon trouble due to the dissension of
the injected oil into volatile compounds, such as the heavy tarlike oils
and free carbon. It is important that the oil which is injected be as nearly
gasified as may be by the contact with the heated compressed air in order
that complete combustion, preventing formation of carbon in the cylinder,
takes place.
(2) The four-cycle type, wherein there takes place four strokes of
the piston or two revolutions of the crank. On the first or intake stroke
the fuel is drawn into the cylinder, being mixed at the same time with
the proper amount of air, which is either drawn in at the same time or
injected in by a pump. On the compressive stroke the explosive mixture
is compressed. Ignition is then effected by an electric spark or by con-
tact with hot surface, forcing the piston outward and by means of con-
necting rod transmitting power to the crank shaft. On the next or fourth
stroke of the piston, which completes the cycle, the exhaust valve is
opened and the burned gases are expelled. The action is then repeatd.
CONVERSION OF ENGINES TO USE VARIOUS OILS.
A number of gasoline engines have been converted into low grade
oil-burning engines by the installation of appliances for heating the oil
before it enters the cylinder. These attachments consist of generators,
or mixing chambers, where the oil is heated by the exhaust of the engine,
and are made in various sizes and types, both for throttling and hit-and-
miss governors. Two methods of starting these engines are employed:
(1) By using gasoline for a quick start, running the engine on
that fuel until sufficiently heated to permit changing to the heavier fuel
oil on which it will subsequently run regularly.
(2) By installing a pocket or retort in the air inlet pipe where it
can be heated by a torch. In this method approximately fifteen minutes
are required to start from cold and get the engine running regularly.
WATER SERVICE. 701
AUTOMATIC STOP.
In connection with the use of either type of engine, an automatic
stopping device can be installed. This will stop the engine when the
tank or reservoir is full, at the same time opening drain cocks to water
cylinder and pipe connections.
These engines are also equipped with self-lubricating devices, and in
some instances a reserve supply is maintained in case the other should
clog.
ATTENDANCE.
Attendance upon these engines is therefore necessary only in start-
ing, but it must not be assumed that no other inspection of the machine
is necessary. In fact, much of the criticism of these engines has resulted
from the fact that after installation they were almost wholly neglected
until serious trouble occurred and heavy repairs were made necessary.
KINDS OF OIL USED FOR FUEL.
These engines operate on the following grades of fuel :
(i) Gasoline. (4) Benzine.
(2) Gas. (5) Kerosene.
(3) Naphtha. (6) Crude Oil.
(7) Oils of lower grades as follows:
(a) Fuel oil.
(b) Distillate.
(c) Gas oil.
(d) Solar oil.
(e) Stove oil.
(f) Engine distillate.
(g) Diesel oil.
Owing to the contention in regard to the use of these various fuels,
there is given below a discussion by Engineers versed in the question of
oils for use in internal combustion engines :
"Crude oil occurs in a great number of our states, each locality
producing oil having characteristics which may be different from those
of the field immediately adjoining. The base or solid residual portion
of the Pennsylvania and eastern oils, in general, is paraffine; that of the
oils originating west of the Rocky Mountains, asphalt, and in some lo-
calities— for example, Oklahoma — there are mixed bases.
"Refineries are of two general classes — the small, in which the process
is not conducted with extreme accuracy, and in which the oil is refined
into small number of different products ; and the large refineries, in
which each product is more closely refined, and in which the oil is broken
up into a large number of widely varying products. In brief, the process
of refining consists in heating the original crude oil to a definite tem-
perature and catching in a separate vat all those products which distill
oyer at that temperature ; then changing the vats, heating the oil to a
higher temperature and catching the products separately as before. This
process may be conducted very loosely, or very accurately, as before
mentioned. In the first case the products would not be closely refined,
but would each be a mixture of higher and lower grades whose average
gravity would be that desired, whereas in the larger refineries the prod-
ucts are more apt to be more closely refined and to consist more nearly
702 WATER SERVICE.
of distillate of a definite characteristic without the mixture of higher and
lower products.
"A large refinery working closely will obtain from 100 per cent, of
crude oil the following products :
Ether 2 per cent.
Gasoline 6 " "
Xaphtha and benzine 8 '
Kerosene 44
39 degrees power distillate 10 "
Gas oil 10 " "
Lubricating oils and petrolatum 15 " "
Slops 5 " "
"It is to be noted that this list does not include 'fuel oil,' which is
a varying product made as follows :
"There are always some of the higher refined products which are
less salable, or less in demand at a particular time than others, and the
slops containing the residue and base are mixed with sufficient of that
product which is least in demand to bring the gravity of the mixture up
to a definite point, for example, 29 degrees, and the mixture is called
'fuel oil.' It may be with one product one week, and another the next,
the only characteristic remaining constant being its gravity.
"It should be noted distinctly that the gravity is not a true guide to
the usefulness or availability of an oil in an oil engine. The only correct
guide is the distillation characteristics of a given oil. If the oil is one
closely refined, its distillation characteristics will be constant, whereas
if it is merely a mixture of varying products, the distillation will not be
uniform. This basis of test is the only correct and scientific one.
"While the products of crude petroleum will vary somewhat in per-
centages from the above table, it shows fairly well the average percentage
of each of the products obtained and in the order obtained. You can note
there is a heavy demand for all of the products up to the power distillate.
There is also a constant demand for gas oil from plants manufacturing
illuminating gas. Refiners have been making road oil by mixing asphaltum
with the slops, and commanding a higher price for the mixture than for
either the slops, gas oil or power distillate. The use of oil for roads is
constantly increasing, and it is to be expected within a few years that
the demand for this oil will be such as to raise quite materially the price
of fuel oil made from the slops and some other distillate.
"The power distillate is the product which in all probability will
eventually be the cheapest for internal combustion engines for stationary
plants. At present its cost is slightly higher than the cost for the so-
called fuel oil, but, owing to the reasons mentioned, it is the one product
of distillation which will have the least call for, and is not well adapted
for use in automobiles, etc. The demand for this will be created by
stationary plants, and it can be seen that there is a larger percentage of
this product than of gasoline. The probability is that within a very
short time the power distillate will be the cheapest and best fuel for in-
ternal combustion engines."
VERIFICATION OF ECONOMICAL OPERATION.
Observations of tests of these oil engines by members of the Com-
mitte and reports on other tests received from various members of this
Association have verified in great part the claims of simplicity of con-
struction, and ease and economy of operation of these units.
WATER SERVICE. 703
KLECTRIC MOTOR-DRIVEN PUMPS.
AVAILABILITY OF ELECTRIC POWER.
The installation of electric power plants for the mechanical facilities
of railroad terminals and the extension of electric power developments
by private corporations and municipalities have made electric power so
widely available that it is being used to a considerable extent in the
operation of many railway water stations.
Where current is available from the railroad powerhouse, it is ap-
parent that it would be desirable to utilize it in the pumping station and
thus avoid installation of additional pumping facilities.
In the case of private, corporate or municipal ownership of plants,
it is often found that the owners are desirous of selling their power at
an attractively low rate, providing that it is not consumed at a time when
they are operating near their peak load. The operation of the water
station may often be regulated so as to conform to these requirements
and thus secure an economical power cost. In either situation it is many
times possible to eliminate constant attendance and by use of automatic
controller for starting and stopping motors cause the plant to be operated
automatically, requiring attendance only for inspection, repair and lubrica-
tion of machinery.
TYPES OF ELECTRIC POWER PUMPING UNITS.
Leading manufacturers of the various types of power pumps have
included in their designs the combination of electric motor and power
pump, to be driven either by a belt or by gearing. Where floor space is
limited, or in damp places, the belt drive is not desirable, and where the
noise of the gearing is not objectionable, this form of connection is
recommended.
An outfit consisting of an electric motor connected through inter-
mediate gearing to a triplex plunger pump has been found adaptable to
the working conditions and heads existing at certain terminals and has
been in service on a leading railroad at several locations, giving satis-
factory results.
ELECTRIC MOTORS WITH CENTRIFUGAL PUMPS.
The electric motor speeds are so well adapted to the most desirable
speeds for centrifugal pumps that the motor drive is most commonly
employed. These pumps are designed for direct connection to either
direct or alternating current motors. Where alternating current is used,
consideration must be given to the available speeds in designing the
pumps. With 25 cycles it is only possible to use speeds which correspond
1o synchronous speeds of 500, 750 and 1,500 revolutions per minute, except
in large sizes, where lower speeds can occasionally be used. The cen-
trifugal pump when direct connected to a motor operates without any
vibration, giving a decided advantage over the reciprocating pump in that
heavy foundations are not required.
704 WATER SERVICE.
The initial cost of a centrifugal pump is less than that of a recipro-
cating pump, and at the same time, the motor for the former will be
cheaper than for the latter. Direct connected centrifugal pumps require
high speed motors, whereas reciprocating pumps require slow speed
motors.
CONDITIONS GOVERNING THE CHOICE OF PUMPING UNIT.
In small pumping plants, with daily consumption of 50,000 gallons or
less, it is usually possible to eliminate constant attendance. Under those
conditions the internal combustion engine, using fuel oil, which has been
found to operate satisfactorily, will prove most economical. Where the
yield of water supply is sufficiently rapid, economy in operation will
generally be secured by installing a pump of sufficient capacity to deliver
the daily supply in a few hours. Periodic attendance by a capable
man will result in more satisfactory operation of this type of engine.
In some cases it is possible to have one man attend to three or four
plants, using trains to go from one station to another. The fact
that power is developed immediately upon utilizing fuel results in further
economy for engines of this type.
In the small pumping station, steam plants are uneconomical on
account of requiring skilful attendants. The waste of fuel in firing up
and in drawing or banking fire causes a further loss, tending to make
such plants still less desirable.
Where natural gas is available at 25 cents per thousand cubic feet, or
less, it is an economical fuel.
In localities where electric power is available at a low rate, as in
connection with terminal machine shops or office building lighting, electric
pumping plant are more economical than steam, gasoline or fuel oil
engines unless the last named is secured at an exceptionally low rate.
The electric plant has been found to be quite reliable and at such terminal
locations where the load is rather constant a low rate is assured.
If a rather constant delivery is required, resulting in a lower capacity
for the pump, it will be found that the triplex reciprocating pump will
prove to be more efficient than the centrifugal pump. In this case a slow
speed motor direct connected to the pump will give the more satisfactory
operation.
In connection with the electrical operation of pumps, a float switch
or pressure regulator for automatically controlling the motor in starting
or stopping should be installed in order to assure most efficient operation.
Table 1, headed "Cost of fuel in various types of engines and pumps,"
giving the cost of fuel per unit of work done covering various types of
engines, indicates the economy resulting from use of different fuels in
the tests herein specified.
WATER SERVICE.
705
Table 1 - Cost of Fuel for Various Types of Pumps and Engines
Tyre
B. H. P. Hour
Pump
Engine
Fuel Used Cost
No. Cost
10 hr
Eeciprooating
:entrifugal
Steam (Slide Valve)
Internal combustion
Electric motor
Internal comoustion
Bit. Coal
Gasoline
111. Cas
Hat. "
Fuel Oil
Elec.
Gasoline
Fuel Oil
■;2.00 per ton
0.16 " gal
0.75 II cu.ft
0.25 » ■ ■
0.06 per gal
0.03 X. VT.hr.
0.03 " "
0.16 per gal
0.06 "
14
1/8
12
8
1/8
.746
.746
1/8
1/8
lbs.
gal.
cu.ft
gal.
K.W.
gal.
V0.0126
0.0200
0.0090
0 .0020
0.0075
0.0224
0 .0224
0.0200
0.0075
"3.15
4.00
1.90
.40
1.50
4.48
4.48
4.00
1.50
Bote: The last column, "Eff.H.P., Cost 10 hr." covers the wori required to
elevate 400 gal. per minute 100 ft., this being equivalent to a
delivery of £40,000 gal. per day oi 10 hours ana is an average
requirement condition ot a railroad water station.
This table has been prepared from data secured from a series of
tests of various pumping plants conducted by one of the largest railroad
systems in the country, and from specific information relative to other
tests conducted by other railroads, as well as by observations of tests by
members of the Association and the Committee.
On the following pages there is given the detail of data from certain
pumping stations chosen for test purposes, using gasoline, coal and natural
gas as fuels.
Cuts illustrative of pumping units described in the foregoing pages
are shown in Figs, i to 3. which follow.
Respectfully submitted,
COMMITTEE ON WATER SERVICE.
ro6
WATER SERVICE.
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WATER SERVICE.
WATER SERVICE.
711
Fig. 2. Fuel Oil Engine and Deep Well Pump.
Fig. 3. Fuel Oil Engine and Triplex Pump.
Appendix A.
CORROSION TESTS OX IRON AND STEEL.
In Vol. 15, Proceedings for 1914, pp. 695-703, inclusive, the Com-
mittee presented the results of Corrosion Tests on Iron and Steel, con-
ducted by J. L. Campbell, Vice-Chairman of the Committee. In
the following tables the figures showing progressive corrosion of all
the samples of iron and steel are shown.
Attention is called to the fact that the progress of these corrosion
tests during the past twelve months does not indicate that anything
new can be added to the report submitted to the Association last year,
referred to above, except to say that referring to the analysis of the
ingot iron given on page 698 of Vol. 15 in the second column and
made by the Engineering Department of the University of Illinois, the
manganese is 0.180. This appeared so much out of line with the analysis
of the manufacturer, that the attention of Prof. A. N. Talbot, of the
University of Illinois, was called to the discrepancy and he reports that
by a re-analysis it is found that the manganese is 0.022. which practically
checks with the manufacturer.
The results of the tests during the past twelve months conform to
those of the preceding period and reveal no marked comparative su-
periority of any of the samples of iron or steel in resistance to corrosion
under the conditions specified.
712
WATER SERVICE.
713
CORROSION TESTS
PAN No. 1. CLEAN SAND.
Sample
No.
Loss in grams per sq. inch of exposed surfaces and edges
In 3 mo.
In 0 mo.
In !) mo.
In 12 mo.
In 15 mo.
In IS mo.
1
0 41
0 42
0.4.1
0.45
0.43
0.34
0.31
0.06
0.86
0.S7
0.00
0.87
0.90
0.84
1.35
1 21
1.24
1.25
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1.28
1.21
1.73
1.56
1.68
1.61
1.61
1.61
1.58
2.21
2.06
2 15
2.10
2.13
2.20
2.13
2 78
2
3
Carnegie plain O.H. steel...
Carnegie 0.4% copper O.H.
2.57
2.64
4
5
Carnegie 1.0% copper O.H.
steel
2.63
2.69
6
Mo. 3 not filed
2.74
7
No. 4 not filed
2.68
PAN No.
2. CLAY SOIL — 5% SALT
Na. CI. by weight.
Sample
No.
Loss in grams per sq. inch of exposed surfaces and edges
In 3 mo.
In 6 mo.
In 9 mo.
In 12 mo.
In 15 mo.
In 18 mo.
1
2
3
Charcoal iron
Carnegie plain O.H. steel...
Carnegie 0.4% copper O.H.
0.13
0.14
0.20
0.14
0.16
0.13
0.14
0.34
0.32
0.44
0.34
0.41
0.35
0.32
0.51
0.53
0.71
0.60
0.66
0.66
0.62
0.85
0.72
0.95
0.84
0.87
0.86
0.85
1.42
1.1S
1.52
1.35
1.40
1.41
1.37
2.12
1 76
2.13
4
Carnegie 1.0% copper O.H.
1.88
5
6
Ingot iron
No. 3 not filed
1.93
2.06
7
No. 4 not filed
1.98
PAN No. 3. WHITE AND BLACK ALKALI SOILS.
Sample
No.
Loss in grams per sq . inch of exposed surfaces and edges
In 3 mo.
In 6 mo.
In 9 mo.
In 12 mo.
In 15 mo.
In 18 mo.
1
3
4
5
Charcoal iron
Carnegie plain O.H. steel...
Carnegie 0.4% copper O.H.
steel
Carnegie 1.0% copper O.H.
steel
Ingot iron
No. 3 not filed
0.06
0.06
0.06
0.06
0.07
0.04
0.04
0.13
0.14
0.14
0.15
0.16
0.12
0 10
0.15
0.16
0.17
0.17
0.18
0.18
0.15
0.20
0.20
0.22
0.22
0.23
0.23
0.23
0.44
0.41
0 49
0.43
0.57
0.49
0.51
0.91
0.80
0.99
0.96
1.08
1.01
7
No. 4 not filed
1.01
PAN No.
4. CINDERS.
Sample
Xo.
Loss in grams per sq. inch of exposed surfaces and edges
Tn 3 mo.
In 6 mo.
In 9 mo.
In 12 mo.
In 15 mo.
In is nao.
1
0.76
0.89
0.78
0.78
0 71
0.43
0.58
1.23
1.38
1.34
1.21
1.23
0 93
1.18
1.64
1.73
1.70
1 59
1.60
1.29
1.59
2.00
2.09
2.04
1.93
I.!).'.
1 72
1.89
2.50
2.59
2.54
2.39
2.40
2.22
2 40
3 05
2
3
1
Carnegie plain O.H. steel...
Carnegie 0.4% copper O.H.
steel
Carnegie 1.0% copper O.H.
3.03
3.04
2 84
6
L> !Hi
6
No. 3 not filed...
2.71
7
No. 4 not filed
2 83
PAN No. 5. SENT TO Ml!
SUSPEND IN OVER
FRENCH OF C. Q. C. M. CO., DOUGLAS, TO
FLOW TANK FROM WATER JACKETS.
Sample
No.
Loss in grams per sq. inc
h of exposed surfaces and edges
In 3 mo.
Tn 6 mo.
In 9 mo.
In 12 mo.
In 15 mo.
In 18 mo.
1
2
3
4
5
6
Charcoal iron
Carnegie plain O.H. steel...
Carnegie 0.4% copper O.H.
steel
Carnegie 1.0% copper oil
steel
Ingot iron
No. 3 not filed
1 (is
1.62
1.82
1 77
1 39
2.188
2 172
2.810
1.880
2.83
2 76
3.06
3.02
2.65
3.13
3.04
3.32
3.28
2 93
3 23
3.18
3.56
3.46
3.16
3 69
3 60
4.06
:; si;
3 66
7
No. 4 not filed
REPORT OF COMMITTEE V— ON TRACK.
J. B. Jenkins, Chairman; G. J. Ray, Vice-Chairman;
Geo. H. Bremner, F. B. Oren,
H. M. Church, R. M. Pearce,
Garrett Davis, H. T. Porter,
J. M. R. Fairbairn, E. Raymond,
T. Ff. Hickey, W. G. Ray mo mi.
E. T. Howson, S. S. Roberts,
L. J. F. Hughes, L. S. Rose,
T. T. Irving, H. R. Safford,
J. R. Leighty, C. H. Stein,
A. C. Mackenzie, A. H. Stone,
P. C. Newbegin, *W. I. Trench.
Committee.
To the Members of the American Railway Engineering Association:
Your Committee on Track respectfully submits its report to the
sixteenth annual convention.
Meetings of the whole Committee were held at Chicago on May
23, October 10 and December 5, in addition to the meetings held by the
Sub-Committees.
Four subjects, in addition to changes in the subject-matter of the
Manual, were assigned by the Board of Direction, and each subject was
in turn reassigned to one of five Sub-Committees.
DOUBLE SLIP CROSSINGS, DOUBLE CROSSOVERS AND
GUARD RAILS.
SUB-COMMITTEE NO. I.
H. T. Porter, Chairman; G. J. Ray, Vice-Chairman;
L. J. F. Hughes, R. M. Pearce,
T. T. Irving, S. S. Roberts,
A. C. Mackenzie, E. Raymond.
Your Committee submits drawings of typical layouts for Nos. 8, 11
and 16 double-slip crossings with movable points, to be operated by
interlocking plant, together with drawings illustrating spacing of ties for
16 ft. 6 in., 22 ft. and 33 ft. switch points for hand-throw and inter-
locking respectively. Attention is called to the staggering of the switch-
points to provide space for interlocking rods.
Your Committee also submits drawings of typical layouts for Nos.
8, 11 and 16 double crossovers for tracks 13-ft. centers.
Attention is called to the unsyinmetrical arrangement, with the crotch
frogs 6 ft. from the center of one track and 7 ft. from the center of
the other.
The object of this arrangement is to properly guard the frog and
crossing points, which is difficult and sometimes, impossible with a sym-
♦Difid, February 7, 1915.
715
716 TRACK.
metrical crossing when the distances between track centers are between
12 and 14 ft.
With 12-ft.' centers the upper half of fhe drawing would be used
for both tracks, and with 14-ft. centers the lower half would be used,
making symmetrical crossings.
With centers under 12 ft. or between 13 and 14 ft., the upper half
of the drawing would be used for one track and the distance from the
crotch frog to the centers of the other track and the resulting leads
would be varied to suit.
With centers over 14 ft. or between 12 and 13 ft., the lower half
would be used for one track and the layout for the other track varied
to suit.
Thus with any fractional distance between track centers, at least one
of the two standards would be used.
Suggestions and criticisms of the foregoing plans are requested.
Your Committee resubmits for adoption the drawings of typical plans
of Nos. 8, 11 and 16 double-slip crossings, changing the titles to read
"Typical Layout for No. — Double-Slip Crossing."
Your Committee has made but little progress in the matter of guard
rails.
RELATION BETWEEN WORN FLANGES AND WORN
SWITCH POINTS.
SUB-COMMITTEE NO. 2.
Geo. H. Bremner. Chairman; G. J. Ray, Vice-Chairman ;
H. M. Church, R. M. Pearce,
T. T. Irving, L. S. Rose.
J. R. Leighty,
Your Committee has continued the study of the relations between
worn flanges and worn switch points, with a view to correcting the
causes and decreasing the number of derailments due to the combination
of worn switch points and worn flanges on wheels, and has prepared a
tentative rule for removing worn switch points, which will be used
mainly as a basis for securing further information.
ECONOMICS OF TRACK LABOR
SUB-COMMITTEE NO. 3.
H. R. Safford, Chairman; K. T. Howson. \ "uc-C hair man .
Geo. H. Bremner, I'. C. Newbegin.
H. M. Church, F, B. Oren,
Garrett Davis, S. S. Roberts.
J. M. R. Fairbairn, C. H. Stein.
T. H. Hickey, V H. Stone,
J. R. Leighty, W. I. Trench
A. C. Mackenzie,
TRACK. 717
The subjects assigned to the Sub-Committee for this season's work
were :
(i) To continue the study of equating track values.
(2) To continue the study of extension of section foremen's duties.
Pursuant, therefore, to these instructions, the Sub-Committee had
a meeting on June 3, 1914, having previously formulated a request for
co-operation among the members of the Association in an effort to
conduct a series of track tests for the purpose of arriving at relative
values and track characteristics. This request was in the form of a
circular, copy of which is attached hereto, and with it were sent two
forms, copies of which are likewise attached, marked Exhibits "B" and
"C," respectively.
One hundred and three requests were made for this assistance, and
seventeen railroads indicated their willingness to co-operate and have
arranged to collect the necessary data.
The tests will extend for one year, and the test sections have been
selected with a view to obtaining, as far as possible, all the various con-
ditions entering into track maintenance.
The Sub-Committee therefore reports progress only in connection
with this subject, but takes this opportunity of again urging the Track
Committee to emphasize before the Association the importance of this
subject, in the hope that more railroads will respond to our request.
With reference to Subject No. 2: No further information is pre-
sented by the Sub-Committee at this time, but we are watching the
experiments which are being conducted by several railroads in connec-
tion with this subject, and hope to present during the coming year some
further light on the matter.
The Sub-Committee further recommends that the following subjects
be taken up for the work next year :
(a) Economics of the use of motor cars.
(b) Investigation of the desirability of working a uniform track
force throughout the season.
The Sub-Committee further recommends that the officers of the
Association communicate again with the American Railway Association,
strongly urging the adoption of December 31 as the end of the fiscal
year, the reasons for which have been well put forward in the discussion
of this matter at the 1914 convention.
CONTOUR OF CHILLED CAR WHEELS.
DESIGN OF MANGANESE FROGS AND CROSSINGS.
SUB-COMMITTEE NO. 4.
L. S. Rose, Chairman; G. J. Ray, Vitc-Chaii man ;
H. M. Church, W. G. Raymond,
T. H. Hickey, H. R. Saffonl.
E. T. Howson, C. H. Stein,
J. R. Leighty, A. H. Stone.
H. T. Porter,
718 TRACK.
The first subject was assigned to the Sub-Committee to consider
jointly with a committee of the Master Car Builders' Association.
No joint meeting was held with that committee, but the two com-
mittees have been in touch. The committee of the Master Car Builders'
Association is compiling statistics of breakages of flanges in order to
determine what part of the flange needs strengthening.
At a joint meeting of the Sub-Committee with the Standardization
Committee of the Manganese Track Society and Manganese Steel Found-
ers' Society and a committee of the Association of Manufacturers of
Chilled Car Wheels; the questions of increased flanges on car wheels and
increased flangeway and of standard design of manganese frogs and
crossings were discussed.
Until it is determined that the increased flanges are necessary, your
Committee does not feel called upon to take any action looking to an
increase in flangeway, but will continue consideration of the subject
in conjunction with a committee of the Master Car Builders' Associ-
ation.
Your Committee offers the following tentative plans and specifica-
tions for manganese frogs and crossings:
MANGANESE TRACK STANDARDS — SPECIFICATIONS.
SOLID FROGS.
Referring to Drawing No. I of Solid Frog, the minimum dimensions
should be as follows :
a: — Not less than head of rail.
b: — iH in-
c:— I in.
d : — % in., tapered to 34 in-
e : — 34 in.
t:—y2 in.
g:— 3/4 in.
h : — 234 in.
j :— U in.
[•— \Ya, in.
m : — y2 in.
n : — 1 in.
o : — % in., tapered to 34 in.
p-.—Vi in.
q: — Drawings Nos. 3 and 4. Place actual point of frog at Yz-'m.
spread of theoretical gage Ikies and chamfer top to l/2 in. wide, sloping
the sides on a bevel to give 34 in. thickness of metal at y% in. below top;
then join to bottom of groove with large fillet.
Front of point to be sloped on an angle of about 45 degrees and
curved or filleted to the bottom of the throat.
r: — Not less than % in. and not more than ]< in. wider than the
throatway.
s : — 234 in.
TRACK.
719
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TRACK.
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TRACK.
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TRACK.
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726 TRACK.
Cross ribs or tie bars are recommended in the U section through-
out the frog. They should be Ya >n- in thickness and not more than 18
in. apart.
"Section 4" to be not less than 1 in. thick at any point.
RAIL-BOUND FROGS.
Referring to Drawing No. 2 of Rail-Bound Frog, the minimum
dimensions should be as follows :
a :■ — 2 in.
b : — \Y% in.
c : — 1 in.
d : — Ya in.
g:— 54 in.
i : — \Y% in.
m : — Yz in.
q: — 'Drawings Nos. 3 and 4. Place actual point of frog at Y% in-
spread of theoretical gage lines and chamfer top to y2 in. wide, sloping
the sides on a bevel to give Ya in. thickness of metal at Ys in- below top ;
then join to bottom of groove with large fillet.
Front of point to be sloped on an angle of about 45 degrees and
curved or filleted to the bottom of the throat.
r : — Not less than J4 in- a°d not more than y2 in. wider than the
throatway.
s : — Not less than 4Y in., measured between gage line at ends of
rails.
t :— Ya in.
u :— Ya in.
v: — Not more than 2 in. nor less than \Ya in.
w : — Ya in-
x :— Yz in-
y: — With the head of the rail narrowed, the distance from the gage
line of one heel rail to the back of the other heel rail shall not be less
than ZV2 in.
The manganese steel shall be carried beyond the waist (or bend in
the wing rail) a sufficient distance to protect the rolled wing rail from
the side blows of the wheel.
Width at top of incline of heel block: Drawing No. 5. Minimum
distance from gage line of one heel rail to back of other heel rail shall
be 45^ in.
Length of slope, 6 in., with y2 in. drop.
Length of heel block, minimum, 15 in.
Cored holes to be not more than Y% in. greater diameter than bolt,
except where a shearing strain comes on the bolt, and in such places the
hole should be not more than 1/16 in. larger than bolt.
TRACK. 727
Bolts for all rails with a fishing section of over 3 in., measuring
on vertical center line of rail, should be 1^ in. diameter; for rails with
less height of fishing section, down to and including 80-lb. rails, bolts
should be V/% in. diameter.
SECTIONS FOR SOLID CROSSINGS.
Two sections are recommended for solid crossings, Drawing No. 6
of a plain box or U shape, with the webs flush with the outside edges of
the top surface, and Drawing No. 7 with an overhang of tread and guard
to produce a fishing section for use at joints and where reinforcing bars
are used.
The following dimensions are recommended :
Width of tread, 4 in.
Thickness under running surfaces, not less than i^g in.
Thickness under groove, not less than 1 in.
Thickness of webs, not less than % in.
Thickness of flanges at outside edges, not less than l/2 in.
Throat of groove to be x~/% in. deep and i?4 m- wide at point ->£ in.
below tread surface.
Width of base flanges to be not less than 3^2 in. each.
Width of guard for plain U section, 1% in. minimum.
Width of guard for reinforced section, i?4 in.
Overhang of head or guard for fishing section, 1% in. minimum, but
not less than head of adjoining rail.
Thickness of ribs or tie bars on plain U section, or reinforced sec-
tion where no metal surrounds bolt, 34 m-> vertical rib to extend to
within y2 in. of the bottom of the section.
Cored holes to be not more than ]/% in. greater diameter than bolts,
except at external joints, where larger or oblong holes can be used to
compensate for shrinkage variations.
Bolts for all rails with a fishing section of over 3 in., measured on
vertical center line of rail, should be 1% in. diameter; for rails with
less height of fishing section, down to and including 80-lb. rails, bolts
should be \l/& in. diameter.
Regarding the arms of crossings, it is recommended that easer
extensions should be used in all cases, and shaping of the arms to single
web-rail section is not recommended. The run-off of the easer should
be as long as possible, and a drop of Y2 in. in a length of 12 in. is rec-
ommended where construction will permit. The general dimensions ot
the main sections, as far as applicable, are to be carried into the sec-
tions at the end joints and easer extensions. For internal joints of
crossings, a miter joint across the tread, or a lap joint, is recommended.
728
TRACK.
REVISION OF MANUAL.
SUB-COMMITTEE NO. 5.
W. G. Raymond, "Chair»iaii; L. J. F. Hughes.
DEFINITIONS.
( Manual, pp. 85 and 86.)
Present.
Curve, Simple. — A change in di-
rection by means of a single ra-
dius.
Curve, Degree of. — The angle
subtended by a 100-ft. chord.
CHANGES.
Proposed.
Curve, Simple.— An arc of the
circumference of a circle.
Curve, Compound. — A change
consisting of two or more simple
curves of different radii, all in the
same direction, joining one an-
other at points with common tan-
gent.
Curve, Reverse. — Two curves in
opposite direction in a continuous
line joining at a common tangent
point.
Curve, Easement.— A curve of
regular varying radii connecting a
tangent to a simple curve, or con-
necting two simple curves.
Elevation (as applied to
curves). — The amount which the
outer rail is raised above the inner
rail.
Frog Number. — One-half the co-
tangent of one-half the frog angle.
Tangent. — Straight track.
Curve, Degree of. — The angle
subtended at the center of a sim-
ple curve by a 100-ft. chord.
Curve, Compound. — A continuous
change in direction of alinement by
means of two or more contiguous
simple curves of different degrees
having a common direction at their
junction points.
Curve, Reverse. — Two contigu-
ous simple curves in opposite di-
rections, with a common direction
at their junction point.
Curve, Easement. — A curvt
whose degree varies either uni-
formly or in some definitely de-
termined manner, so as to give a
gradual transition between a tan-
gent and a simple curve which it
connects or between two simple
curves.
Elevation Cof curves). — The
vertical distance that the outer rail
is raised above the inner rail,
sometimes called superelevation.
Frog Number. — One-half the
cotangent of one-half the frog
angle, or (he number of units of
length in which the spread, is one
unit.
Tangent. — Any straight portion
of a railway alinement.
OMISSIONS.
Omit the definition of a curve which reads: "Curve.— A change in
direction by means of one or more radii."
ADDITIONS.
Connecting Track.— Two turnouts with the track between the frogs
arranged to form a continuous passage between one track and an-
other intersecting or oblique track or another remote parallel track.
Crossover.— Two turnouts with the track between the frogs arranged
to form a continuous* passage between two nearby and generally parallel
tracks.
issovers in opposite
< permit engines and
ck is determined,
inform to the estab-
that proceeds com-
3 distinguished from
irs of turnouts and
on curved lead and
- the turnouts.
form of easement
form throughout its
asured in ten equal
•ctly proportional to
ails, necessary con-
igine or train from
itch and frog with
; by which engines
A turnout begins
vith the frog where
racks arranged like
:h engines or trains
ohibitive "
o posed.
The wings and
frojis. switches and
uld he blocked with
block, shaped to fit
nd to give i?-* in.
clearance and be
•vise secured.
«n pieces
'tics Txg-yii-o'
6TriFS TiST* 15^01
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arpc^'j 4SPB-1 9- iigiia'igpi 5 spa- go- ia-2sl
L.A I I
RAIL
STOP BLOCKS. HEEL BLOCKS. & FOOT GUARDS SWITCH POINT ANGLE- 1-44-1 l'.
to manual"™0 'NSUPPLEMENT TYP/CAL LAYOUT OF NO 8-OOUBLE SL/P CROSSING {movable POINTS') ^-measurement between gauge lines
STOP BLOCKS, HEEL BLOCKS, 80 FOOT GUARDS
AS RECOMMENDED IN SUPPLEMENT TO MANUAL 1912
FROG ANGLE- 5-12-
SWITCH POINT ANGLE- l-IB'-
X-MEASUREMENT BETWEEN GAUGE LINES
52-3"
lOO PIECES'
14 ITIES TX9'XH'-Q'| 8
BILL OF TIMBTtT
TIES TX9'XI3'-01 4 I TIES TX'9XI5-cr
~B7m~
15 ITIgSlVffV
TYP/OAL LAYOUT OP NO. / /-DOUBLE SLIP CROSSING (movable points) fgj- \¥k] \j£o
M I 1 2-6- I J5 TIES- 1 3-01 5TIES-I3'-6J fe UJSHWJ | l-WTj 'STIES-IS-OJ |? TIES- 1 5^ L^CT_- SJJES^S]
„, STOP BLOCKS, HEEL BLOCKS, Sb FOOT GUAR05
PYP/CAL LAYOUT ON NO /6-DOUBLLO SL/P CROSS/NG [MOVABLE PO/N/b) AS recommenced in supplement to manual ise.
FROG ANGLE- 3-34-4"Z
SWITCH POINT ANGLE- 0'- 52-0 5
>ssovers in opposite
i permit engines and
ck is determined,
mform to the estab-
that proceeds com-
s distinguished from
irs of turnouts and
ion curved lead and
r the turnouts.
form of easement
form throughout its
•asured in ten equal
■ctly proportional to
ails, necessary con-
igine or train from
itch and frog with
; by which engines
■. A turnout begins
vitli the frog where
racks arranged like
ch engines or trains
ohibitive."
opoud.
The wings and
frn^s, switches and
uld be blocked with
block, shaped to fit
nd to give i"
clearance and be
■vise secured.
TYPICAL LAY-OUT OF NO. a DOUBLE CROSSOVER
TYRICAL LA Y-OUT OF NO. II DOUBLE CROSSOVER
3Qf- Oi'
TYRICAL LA Y-OUT OF NO. IS DOUBLE CROSSOVER
>ssovers in opposite
s.
> permit engines and
ck is determined.
)iiform to the estab-
that proceeds com-
s distinguished from
lirs of turnouts and
ion curved lead and
r the turnouts.
form of easement
form throughout its
:asured in ten equal
?ctly proportional to
ails, necessary con-
ngine or train from
itch and frog with
3 by which engines
A turnout begins
vith the frog where
racks arranged like
ch engines or trains
ohibitive."
oposed.
The wings and
frogs, switches and
uld he blocked with
block, shaped to fit
nd to give i% in.
clearance and be
.vise secured.
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>ssovers in opposite
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) permit engines and
ck is determined.
Miform to the estab-
that proceeds com-
s distinguished from
nrs of turnouts and
ion curved lead and
r the turnouts.
L form of easement
iform throughout its
easured in ten equal
ectly proportional to
rails, necessary con-
•ngine or train from
itch and frog with
s by which engines
r. A turnout begins
with the frog where
'racks arranged like
ich engines or trains
-uhibitive "
ioposed.
The wings and
frogs, switches and
mid be blocked with
block, shaped to fit
ind to give i7A in.
clearance and be
wise secured.
FOOT GUARDS AS RECOMMENDED IN SUPPLEMENT TO
/6 "6 SWITCH
del' SWITCH
5 USED AS LOCK ROD , TIES MAY BE
SPACED AS SHOWN BY BROKEN LINES. LOCATION OF
N0.2 ROD WILL BE CHANCED.
WHEN NO. I ROD IS USED AS LOCK ROD, TIES A
SPACED AS SHOWN 8Y BROKEN LINES . LOCATION C
NO.e ROD WILL BE CHANGED.
FOOT GUARDS AS RECOMMENDED IN SUPPLEMENT TO MANUAL 1912.
II 'SWITCH
FtlRJillPPORTED JOINTS USE lb SPACED OF IS.' 4 OF 22^
S3' SWITCH
FOOT GUARDS AS RECOMMENDED IN SUPPLEMENT TO MANUAL
TYPICAL LAYOUT FOR NOS- 8, 11
AND 16 DOUBLE SLIP CROSSINGS.
(Movable Points.)
ossovers in opposite
:s.
o permit engines and
ack is determined,
onform to the estab-
TYPICAL LAYOUT FOR NOS. 8, 11 . that proceeds com-
AND 16 DOUBLE CROSSOVERS. IS distinguished from
SPACING OF TIES FOR 16 FT., 6 IN.
22 FT. AND 33 FT. SWITCHES.
11 FT., 10 FT. 6 IN.. 22 FT. AND
33 FT. SWITCHES.
TYPICAL LAYOUT FOR NOS. 8, 11
AND 16 DOUBLE SLIP CROSSINGS.
( Movable Points to be Operated by Inter-
locking Plants.)
airs of turnouts and
non curved lead and
>r the turnouts,
k. form of easement
iform throughout its
easuxed in ten equal
ectly proportional to
rails, necessary con-
ingine or train from
itch and frog with
s by which engines
r. A turnout begins
with the frog where
'racks arranged like
ich engines or trains
ohibitive.
I'oposed.
The wings and
frogs, switches and
tuld be blocked with
block, shaped to fit
ind to give \% in.
clearance and be
wise secured.
1Q
.
J-
■ - i2-g
. : i -
1
ggj 1 1
' - 13-6
■ ■ "SB
-
IMBF.O
_ - - - IS.
■ • ■ - 16-0
..r. »y- --
1 ^in^
TYP/CAL LAYOUT OF NO /6-DOUBLE SL/P CROSSING
MOVABLE POINTS
TO BE OPEPATEO BY NTEPLOCKING PLANT
5i IPPLEMENT TO I
TRACK.
Crossover, Double. — A combination of two crossovers in opposite
directions which intersect between the parallel tracks.
Frog. — A device used where two rails intersect to permit engines and
trains on one rail to cross the other.
Gage (a tool). — A tool by which the gage of track is determined.
Lining Track.— Shifting the track laterally to conform to the estab-
lished alinement.
Out of Face (referring to track work). — Work that proceeds com-
pletely and continuously over a given piece of track as distinguished from
work at disconnected points only.
Scissors Crossover. — See "Crossover, Double."
Slip Switch. — A combination of one or two pairs of turnouts and
a crossing where each pair of turnouts has a common curved lead and
stock rail, and the end frogs of the crossing serve for the turnouts.
Spiral (when used with respect to track). — A form of easement
curve in which the change of degree of curve is uniform throughout its
length.
Spiral, Ten-Chord. — An approximate spiral measured in ten equal
chords and whose change of degree of curve is directly proportional to
the length measured along the spiral by such chords.
Switch. — A device consisting of two movable rails, necessary con-
nections and operating parts, designed to turn an engine or train from
a track on which it is running.
Turnout. — A track device consisting of a switch and frog with
connecting and operating parts and supporting ties by which engines
and trains may be passed from one track to another. A turnout begins
with the switch and ends with the switch ties, or with the frog where
long ties are not used.
Wye. — A principal track and two connecting tracks arranged like
the letter "Y" with the top closed, by means of which engines or trains
ma}' be turned.
STANDARD RAIL JOINT.
(Manual, p. 86.)
OMISSIONS.
Omit (5), which reads: "Its cost shall not be prohibitive-.'*
FROG BLOCKING.
(Manual, p. 87.)
changes.
Present. Proposed.
Frog Blocking— The wings and Blocking. — The wings and
throats of all frogs should be throats of all frogs, switches and
blocked with metal or wood block- guard rails should be blocked with
ing, shaped to fit rail sections, to metal or wood block, shaped to fit
give iy2 in. flange clearance, and rail sections and to give iji in.
be securely bolted to frog. vertical flange clearance and be
bolted or otherwise secured.
730 TRACK.
TURNOUTS.
Omit everything on pages 88, 89, 90 and 91 of the Manual, except
the illustration on page 89, and substitute the following therefor:
NOTATION.
G = Gage of track.
N = Frog number.
F = Frog angle.
W = PK = Length of wing rail.
S = AC = Length of switch rail.
H = CZ = Heel distance.
M= Angle COEi= Subtended angle from heel of switch to any point on
the gage side of the outer rail of lead curve.
t== Thickness of frog point,
t' =: Thickness of switch point.
P = Theoretical point of frog.
K = Toe of frog.
B = Foot of perpendicular from actual point of frog upon gage side of
opposite main-track rail.
A = Point of switch rail.
C = Heel of switch rail.
Z = Foot of perpendicular from gage side of switch rail at heel upon gage
side of main-track rail.
O = Center of lead curve.
a = Angle CAZ = Switch angle.
L = AB = Lead distance measured along center line of main track from
actual point of switch to actual point of frog.
R = Radius of center line of lead curve.
D = Degree of lead curve.
U=CEiEK = Arc of outer rail of lead curve.
V = Z1K1 = Length of straight rail in lead.
Y = Perpendicular offset from any point on the curved lead rail to the
main-track rail.
X = Distance from foot of such offset to point of switch rail.
FORMULAS.
•—-(¥) - - ,. - -. (o
L=(S-W) sjn :j^'A\ + (G-f) cot H (K + a) + Nt (4)
sin J/6 (F+ a)
G-H-W sinF G ,&
K~2- sinJ^(F-a) • sin^(F + a) 2
G-H-W- sin F G ,_,
K = = - - - (/)
cos a -cos F 2
D = 2'Sin_I(|) - " (8)
U =0.017453 ' (R+~)' $-.*) (Q>
V = L-(W + S + Xt) - - (10)
Y = H + (R+t) cosa-(R+-^)- cos fa-fa) (•')
X=S-(R-|-^Vsina + (r + C2T)- sin fa+a) (12)
TRACK.
731
I" (9). (F-a) is expressed in degrees and decimals of a degree.
In (11) and (12) it is recommended that the value of X and Y be
obtained for at least three values of m, namely, m = /4 (F-a), n = lA
(F-a) and ^ = V4 (F-a).
MAINTENANCE OF LINE.
(Manual, pp. 94 and 95.)
Present.-
Any form of easement curve is
satisfactory in which the degree of
curve increases with the distance ;
in which the rate of increase in
degree of curve can readily be
changed to suit each particular
case, so that the length of ease-
ment curve shall be the same as
the distance in which the outer
rail is raised from zero to full ele-
vation ; which can be run in by de-
flection or offset, with chords of
any desired length, and which is of
the general type of the Searles,
Crandall, Holbrook or Talbot
spiral, or cubic parabola.
Proposed.
Any form of easement curve is
satisfactory :
(1) In which the rate of in-
crease in degree of curve can
readily be changed to suit particu-
lar cases, so that the length of
easement curve shall be the same
as the distance in which the outer
rail is raised from nothing to full
elevation.
(2) Which can be run in by de-
flection or offset with chords of
any desired length.
(3) Which is of the general
type of either the Searles spiral,
the cubic parabola or the Hol-
brook, Crandall, Talbot and ten-
chord spiral.
SPIRALS.
(Manual, p. 100.)
CHANGES.
Present.
In staking by deflections consid-
erable convenience is sometimes
found in dividing the spiral in ten
equal chords, conforming to the
theory upon which the formulas
are based. The first deflection in
minutes equals the degree of the
main or central curve times the
length of chord in stations. For
example, for a spiral L = 5oo and
D = 4°, si = o.s and ai = 4x0.5 =
2 minutes; the remaining deflec-
tions are 4, 9, 16, 25, etc., times the
initial deflection.
Proposed.
While any length of chord may
be used in staking the spiral, either
by offsets or deflections, the most
accurate results are obtained by
the use of ten equal chords, which
is frequently the most convenient
method when through-line station-
ing is not used.
If the spiral be divided into ten
equal chords the first deflection in
minutes equals the degree of the
main curve times the length of the
chord in stations; e. g., when L =
500 and D = 4, si = 0.5 and ai = 4
times 0.5 = 2 minutes. The re-
maining deflections are as the
squares of the chord numbers, or
4, 9, 16, etc., times the first deflec-
tion.
The same limitations apply to
these deflections as well as deflec-
tions derived from the table of co-
efficients, as apply to the use of
formulas (15) and (16).
732 TRACK.
MAINTENANCE OF SURFACE.
(Manual, p. 113.)
CHANGES.
Present. Proposed.
In general, as a matter of safety, In general, in determining speed
the preference should be given to consideration should be given to
fast passenger traffic. „ the traffic and the elevation fixed
to give the greatest degree of
economy in train operation.
ADDITIONS.
Where easement curves are not used the full elevation should be
maintained throughout a simple curve and throughout the sharper curve
of a compound curve, the elevation being attained or run out on the
tangent and lighter curve respectively at a rate approximately one inch
in a distance in feet equal to i->4 times the speed in miles per hour.
CHANGES.
(c) Proper Methods of Tamping.
(4) BROKEN STONE OR FURNACE SLAG.
Present. Proposed.
Method— Tamp 15 in. inside of Method.— Tamp 15 in. inside of
rail to end of tie; if possible, tamp rail to end of tie; if possible, tamp
the end of the tie outside of rail end of tie outside of rail first and
first and allow train to pass over allow train to pass over before
before tamping inside of rail; tamping inside of rail; tamp well
tamp well under rail; tamp well under the rail; tamp well under
under ties from end of same; do ties from end of same; do not
not tamp center of tie ; fill in be- tamp center of tie ; finish in ae-
tween ties to height of top of tie; cordance with standard section,
bank ballast into shoulder about
the end of the ties level with top
MAINTENANCE OF GAGE.
(Manual, p. 115.)
CHANGES.
Present. Proposed.
(a) Methods used to prevent (a) Appliances and methods
spreading of track and canting of used to prevent spreading of track
rails on curves: and canting of rails on curves:
(5) For light traffic, the outside (5) For light traffic, where tie-
of rails on curves should be plates are not used, the outside of
double-spiked. both rails on curves should be
double-spiked when necessary.
ADDITIONS.
(b) General (after paragraph (5).
changes.
Present. Proposed.
■ (8) Wide gage, due to worn (3) Wide gage, due to worn
rail, within the safe limits of wear, rail, within the safe limits of wear,
need not be corrected until the ex- need not be corrected until the
cess over the gage is equal to one- excess over the gage is equal to
half (i/O in., and should then be one-half (J/2) in.; it should be cor-
corrected by closing in. rected by closing in or by inter-
changing the low and high rails.
TRACK.
733
WIDENING GAGE ON CURVES'.
(Manual, p. 116.)
CHANGES.
Present.
WIDENING GAGE ON CURVES.
The installation of frogs upon the
inside of curves is to be avoided
wherever practicable, but where
same is unavoidable, the above rule
should be modified in order to make
the gage of the track at the frog
standard.
STANDARD SPECIFICATIONS FOR FROGS, CROSSINGS AND
SWITCHES.
(1912 Supplement to Manual, p. 20.)
Proposed.
(Under maintenance of gage.)
(c) Gage on Curves.
Where frogs occur on the inside
of curves the gage at the frog
should be standard or the flange-
way of the frog should be widened
to compensate for the increased
changes.
Present.
Bolts. Bolts.
13. Bolts shall be of double re- 13.
fined iron or mild steel. Bolt metal fined
shall have a tensile strength of not other
less than 50,000 lbs. per sq. in. and alloy steel
an elongation of not less than 15 mild steel
per cent, in 8 in. When nicked
and then broken, the fracture shall
be free from flaws and unwelded
seams.
Proposed.
Bolts shall be of double re-
iron, mild steel, nickel or
alloy steel or heat-treated
Bolt metal of iron or
shall have a tensile
strength of not less than 50,000 lbs.
per sq. in. and an elongation of not
less than 15 per cent, in 8 in. When
nicked and then broken, the frac-
ture shall be free from flaws and
unwelded seams.
Bolt metal of nickel or other al-
loy steel or heat-treated alloy steel
shall meet the respective require-
ments following :
For untreated nickel or other alloy
steel :
Elastic limit. .Not less than 45,000
lbs. per sq. in.
Elongation. . . Not less than 20 per
cent, in 2 in.
Reduction of area, not less than
40 per cent.
For heat-treated or other alloy
steel :
Elastic limit. .Not less than 75,000
lbs. per sq. in.
Elongation. ..Not less than 15 per
cent, in 2 in.
Reduction of area, not less than
40 per cent.
Elastic limit shall be not less
than 50 per cent, of the ultimate
strength. The clastic limit, elonga-
tion, and reduction of area may be
determined from a finished bolt or
from a test piece ^ in. x 2 in.
turned from a finished bolt.
734 TRACK.
Substitute the drawings for n', 16' 6", 22' and 33' switches, as shown,
for the drawings of switches on pp. 30, 31 and 32. Supplement to Manual.
1912.
SPECIFICATIONS FOR TRACK BOLTS.
PHYSICAL PROPERTIES AND TESTS.
(191 3 Supplement, p. 26.)
CHANGES.
Present. Proposed.
The elastic limit, elongation and The elastic limit, elongation and
reduction of area may be deter- reduction of area may be deter-
mined on a test piece y2 in. x 2 in. mined on a finished bolt or on a
turned from a finished bolt. test piece V2 in. x 2 in. turned from
a finished bolt.
CONCLUSIONS.
Your Committee recommends :
Receiving as information:
(1) Drawings of typical layout of Nos. 8, 11 and 16 double slip
crossings, movable points to be operated by interlocking plant.
(2) Drawings of spacing of ties for switches to be operated by hand
and by interlocking plant when No. 1 rod is used as lock rod.
(3) Drawings of typical layout of Nos. 8, 11 and 16 double cross-
overs.
Receiving as a progress report:
The report on Economics of Track Labor.
For adoption:
(1) That it is very desirable that there be defined standards for the
manufacture of manganese frogs and crossings.
(2) That drawings Nos. 1, 2, 3, 4, 5, 6 and 7 and specifications for
solid frogs, rail-bound frogs and sections for solid crossings, Manganese
Track Standards, appear to be satisfactory and that they be placed in
general use as representing minimum sections, but that they be not in-
corporated in the Manual for the present.
(3) That all frog, crossing or other track structures manufactured
in accordance with these designs and specifications be stamped with the
manufacturers name and the initials "M. T. S." signifying Manganese
Track Specifications.
For adoption and publication in the Manual:
(1) Drawings of typical layout of Nos. 8, 11 and 16 double slip
crossings to be operated by hand as representing good practice for hand-
thrown double slip crossings.
(2) The recommended revision of the Manual.
Your Committee recommends for next year's work :
(1) Typical plans for guard rails, double slip crossings to be operated
by interlocking, typical layouts of Nos. 8, 11 and 16 double crossovers and
specifications for crossings.
(2) Study the relation between worn Manges and worn switch
points, with a view to correcting the causes and decreasing the number
TRACK. 735
of derailments due to the combination of worn switch points and worn
flanges on wheels.
(3) Continue the study of economics of track labor.
(4) Confer with the Wheel Committee of the Master Car Builders'
Association on the question of increased flangeway to provide for wider
flanges.
Respectfully submitted,
COMMITTEE ON TRACK.
Appendix A.
EXHIBIT "A."
AMERICAN RAILWAY ENGINEERING ASSOCIATION.
Committee V — Track.
B. & O. Building, Baltimore, Md., June i8, 1914.
Dear Sir :
One of the subjects assigned to the Track Committee of the American
Railway Engineering Association by the Board of Direction, and consid-
ered as one of the most important matters in connection with the proper
handling of track work, is the Economics of Track Labor, and one of
the principal phases of this subject is that of equating track values.
The value of a proper basis for equating track values is twofold :
1. It establishes a proper basis for measuring the efficiency of the
Section Foreman.
2. It establishes a more accurate method for equitably apportioning
allowances for track maintenance.
Both of these features are of paramount importance in the proper
handling of Maintenance of Way expenditures, due to the rapidly in-
creasing cost of labor and material and the fact that the efficiency of the
foremen and labor is not what it should be, and there is need for some-
thing that will increase the efficiency of the men, the first step towara
which is to more accurately measure their service.
To arrive at a fair and accurate foundation for such a study, it is
necessary to secure detailed data of the relative cost of maintenance of
various portions of the track structure in comparison with the cost of
maintaining one mile of main track as a unit. The Committee is en-
deavoring to secure the co-operation of a number of roads in selecting
certain main and branch line sections of ordinary track, section length, on
which the actual records of cost will be accurately kept and reported to
the Committee. Such sections should preferably be those on which only
routine maintenance work will be done, as this study is intended primarily
to cover maintenance charges only, and all additions and betterments on
the section under observation should be reported in detail separately.
The attached sheet outlines the general characteristics of the section,
and the sample monthly record sheet shows the scope of the work out-
lined, which it is desired should extend over a period of one year, be-
ginning July 1, 1914.
In selecting sections more satisfactory results can be secured if those
are chosen where the Supervisor and Foreman will give this their sym-
pathetic support.
There are also attached to this letter two forms. One providing for
the distribution of labor cost for twelve-month period, classifying this
expense in accordance with the items that would be important in analyzing
various conditions which enter into track expense. The other form is
descriptive and is for the purpose of showing the physical conditions
existing on each test section.
After the section has been selected, a record should be taken of the
physical conditions and the Section Foreman instructed to distribute his
time in accordance with the attached sheet.
The number of sections selected for test is left to the judgment of
the road conducting them. It is felt by the Committee that an ordinary
736
TRACK. 737
track section is sufficient for one test, but that each road ought to make
several tests in order to cover the various important conditions which
affect maintenance expense.
The Committee appreciates that some extra attention is necessary to
insure the tests giving the best results, but feels that the value of the
matter warrants this special consideration.
The Committee would request that you send in at the end of each
month a copy of distribution sheet to the Secretary of the Association,
Mr. E. H. Fritch.
Will you kindly advise at once if we may expect your co-operation,
so that plans may be made immediately to begin the collection of data on
July I.
Yours truly,
(Signed) Jenks B. Jenkins, Chairman.
738 TRACK.
Exhibit C.
STATEMENT OF CHARACTERISTICS OF TEST TRACK.
1- Railroad
2. Division
3. District
4. Station
3. Mile Post to Mile Post
6 Double or single track
7. Main or Branch Line
8 Weight and section of rail
9. Character and age of rail in main track
10. Average age of rail in main track
11. Character and age of ballast in main track
12 Character and age of ballast in side track
13. Average life of ballast in main track
14. Depth of ballast under tie
1 5. Condition of ballasr
16. Percentage of track anchored
17. Percentage of track tie plated
IS Average number of ties per mile of main track
19. Average number of ties renewed per mile of main track per year for past ten years.
20 Kind, character and average age of ties in main track
21. Number of miles of main track
(Passing tracks
Yard tracks
Industrial tracks
I Number of feet of curves
Of each degree
Number of feet of straight track _
Degrees of curvature per mile
Miles of grade of less than .6 per cent
Average rate of such grades
Miles of grade of .6 per cent, and over
I Average rate of such grades
25. Number of miles of embankment
26. Number of miles of excavation
27. Character of roadbed
28. Number of highway crossings
29. Number of cattle-guards
30. Character of drainage
31. Estimated ton miles per year
32. Total train miles per year, including light engines
C Number per year
33. High speed freight trains f
I Average speed
f Number per year
34 High speed passenger trains i
L Average speed
Grades
35. Area of right-of-way
~6. Area of station grounds
37. Area of platforms and sidewalks to be cleaned
38. Number of railroad crossings
39. Number of interlocking plants
40. Number of switch and signal lamps maintained
41. Number of main track switches
42. Number of side track switches
43. Number of yard switches
44. Number of industrial switches
f Mean January temperature
Mean July temperature
45 Temperature i Average number of thaws per winter
, Average annual precipitation (rain and snow).
I Average winter snowfall
REPORT OF COMMITTEE VI ON BUILDINGS.
M. A. Long, Chairman ;
G. W. Andrews,
J. P. Canty,
D. R. Collin,
W. H. Cookman,
C G. Delo,
\Y. T. Dorrance,
(i. H. Gilbert, /' ice-Chairman ;
C. H. Fake,
E. A. Harrison,
A. T. Hawk,
H. A. Lloyd,
P. B. Roberts,
W. S. Thompson,
Committee.
To the Members of the American Railway Engineering Association:
Your Committee on Buildings respectfully submits herewith its
annual report :
(a) REVISION OF MANUAL.
PASSENGER STATIONS WITH ONE GENERAL WAITING
ROOM.
See Fig i. ♦
The use of one general waiting room for a passenger station (with-
out reference to separate waiting rooms for colored people) is recom-
mended as good practice for the following reasons :
(i) It permits the general waiting room to be properly propor-
tioned.
(2) It permits proper development of a retiring room for women,
with private entrance to the lavatory.
(3) It readily admits of the other rooms being properly propor-
tioned.
(4) It permits ease of access from the agent's office to the trains, to
the baggage room and to the waiting room.
(5) It permits the ticket office to be of proper size and location for
general office purposes.
(6) It admits of the station being contracted in size without detri-
ment to facilities.
(7) It offers economy in heating.
•DIVISION OF FLOOR AREA RECOMMENDED FOR PASSENGER STATIONS WITH ONE
GENERAL WAITING ROOM.
Note.
indicates material changes from preseni tension in the Manual.
739
740 BUILDINGS.
ENGINE HOUSE DESIGN.
( Applicable to New Houses. )
(i) FORM.
(a) The circular form is preferable.
(b) At points where not more than three or four locomotives are
housed at one time, and where it is more economical to provide a "Y"
track than a turntable, or where it is not necessary to turn locomotives, a
rectangular house, either with through tracks or with switches at one
end only, may be desirable.
(c) At shops where a transfer table is used, a rectangular engine
house served by the transfer table may be desirable.
(2) TURNTABLE.
♦ (a) The turntable should be long enough to balance the engine
when the tender is empty.
♦ (b) A deck turntable is preferable to a through table.
♦ (c) At important terminals, turntables are most economically op-
erated by mechanical means. Where few and light engines are turned,
hand operation may be desirable.
Where electric power can be obtained at a reasonable cost, an elec-
tric tractor is the most efficient means for operating a turntable, the cost
of power is cheaper, and it is superior in continuity of service and main-
tenance. The first cost is approximately the same as an air motor of
equal power and size.
Power wires are brought to table by either the overhead or the
underground method. Overhead device has the advantage of accessi-
bility for inspection and repair. Special care must be taken to properly
protect collector head from weather and gases and support collector
rigidly (framework supporting same should be fastened to steel frame
of table and not to ties, and must be securely braced) ; the wires should
be large enough to keep them from breaking from sleet and should be
supported to framework supporting collector. Any play at table multi-
plies at collector head. Wires should be brought to pole, close to curb
of turntable, keeping lines as far distant from nearest wall of round-
house as possible, to minimize the danger of destruction by fire.
When the underground system is properly installed, its advantages
are that all exposed, non-current carrying parts are permanently grounded,
including the circular-track rail (the only part of system to repair is
collector head) ; non-interference from weather if turntable pit is prop-
erly drained.
The disadvantages are: the wire is not so easily repaired, and is
much more difficult to originally install, as they must be properly pro-
tected from water, and cannot be successfully laid in a fill or on ground
where settlement or shifting takes place. Where turntable pit cannot be
well drained, it cannot be used with success. It has the advantage of
protecting power to run table in case of fire to roundhouse, especially in
one of a nearly complete circle.
BUILDINGS. 741
Compressed air tractors are frequently used.
Ordinarily the power costs much more than electricity and is not
mi reliable. At points having no power plant the locomotive to be
turned furnishes the compressed air; in this case an auxiliary supph
should be maintained by providing small air tank secured to the turn-
table for operating it before or after the engine is placed.
(d) The deck on turntable should be wide enough to provide a
walk on each side and be protected with hand rails.
(3) TURNTABLE PIT.
♦ (a) The turntable pit should be well drained and preferably paved.
♦ (b) The circle wall should be of concrete or brick, with a wood
coping not less than six (6) inches thick.
♦ (c) The circle rail should preferably bear directly on concrete
base. The use of wood ties and tie plates supported by masonry is
desirable under some conditions.
♦ (d) Easy access to the interior of a turntable for the oiling of
bearings, painting and inspection should be provided in the design of
the turntable pit, unless ample provision is made in the turntable itself.
(4) DOOR OPENINGS.
♦ The clear opening of entrance doors should not be less than thir-
teen (13) ft. in width and sixteen (16) ft. in height.
(5) DOORS.
♦ Doors should be easily operated, fit snugly, be easily repaired and
maintained, and should admit of the use of small doors.
(6) tracks. . .
♦ (a) Lead tracks to the turntable should line up with tracks of
the engine house where possible.
♦ (b) Tracks should be on a level grade and should be provided
with stop blocks.
♦ (c) Special fastenings of the track rails at the circle wall and on
the turntable are desirable to prevent movement of the rails, to give
good bearing and to lessen the damage from derailed wheels.
(7) POSITION OF LOCOMOTIVE.
In a circular house the locornotn. should stand normally with the
tender toward the turntable.
(8) LENGTH OV Hoi
♦ The length of stall along center line of track should be at bast
fifteen (15) ft. greater than the over-all length of the locomotive, to
provide a walkway behind the tender, a trucking space in front of the
pilot and a certain distance in which t" stop the locomotive or to move
it to bring side rods or other parts into convenient positions.
I o 1 MATERIALS.
♦ (a.) The material used in construction of the house should be
non-corrosive, unless proper care be taken to prevenl corrosion.
♦ (b) The additional security againsl interruption to traffic from fire
warrants serious consideration of the use of a fireproof roof, and divid-
742 BUILDINGS.
ing the engine house into units of approximately 10 stalls by the use of
division walls built of fireproof material.
♦ (c) When the roof is of reinforced concrete the columns and
roofbeams should be of the same material.
♦ (d) Reinforced concrete should be used for the walls only where
special conditions reduce its cost below that of brick or plain concrete,
and should not be used for that portion of the wall directly in line of
track where engine is liable to run into it.
(IO) ENGINE PITS.
Engine pits should be not less than 60 ft. in length, with convex
floor, with drainage toward the turntable. The walls and floors may be
of concrete. Proper provision should be made for the support of the
jacking timbers.
(il) SMOKE JACKS.
The smoke jacks should be fixed. The bottom opening should be
not less than forty-two (42) in. wide, and long enough to receive the
smoke from the stack at its limiting positions, due to the adjustment of
the driving wheels to bring the side rods in proper position for repairs.
The bottom of the jack should be as low as the engines will allow, and
it should be furnished with a drip trough. The slope upward should be
gradual to the flue. The area of the cross-section of the flue should
be not less than seven (7) sq. ft, and the jack should be made of non-
combustible material. (This design of jack applies to all houses where
regulations will permit. In some cities, where smoke abatement laws are
in force, special design of jacks are necessary.)
(12) FLOORS.
The floor should be of permanent construction. It should be crowned
between pits.
(13) DROP PITS.
Drop pits should be provided for handling truck, driving and trailer
wheels.
(14) HEATING.
(a) Heat should be concentrated at the pits. The outlets should be
fitted with dampers, so that heat can be cut off while men are working
in the pit.
(b) The general temperature of the engine house should be kept
between 50 and 60 degrees.
(c) The recommended method for heating is by hot air driven by
fans through permanent ducts, which should be under the floor where
practicable. The fresh air supply should be taken from the exterior of
the building and no recirculation allowed. It should be delivered to the
pits under the engine portion of the locomotive. It should be heated
as far as possible by exhaust steam, supplemented, as required, by live
steam.
BUILDINGS. 743
(is) window lights.
♦ (a) The disadvantages of skylights are so much greater than their
advantages as to make them undesirable.
(b) Windows in the outer walls should be made as large as prac-
ticable with the largest glass or light area consistent with the requisite
strength. In general, the lower sill should be not more than four feet
from the floor, and only sufficient space left between pilasters and sides
of window frames and girders and window heads to properly secure the
window frames. Windows or transoms as large as practicable should be
provided over all doors where locomotives enter. Window lights in
doors are objectionable on account of difficulty of maintenance.
(l6) ELECTRIC LIGHTING.
General distribution of illumination should be provided between pits
by arranging a number of lights to avoid shadows and to give good
light for workmen at the sides of the locomotives. There should be
plugged outlets for incandescent lamps in each alternate space between
pits.
(17) PIPING.
(a) The engine house should, be equipped with piping for air, steam
and water supply, and where desired, piping for a washout and refilling
system should be installed. Where this system is installed, the blowoff
lines should be led to a central reservoir ; where it is not used, the
blowoff lines should be led outside the house.
(b) The steam outlet should be located near the front end of the
boiler. The blowoff pipe, the air, the washout and refilling water and
the cold-water connections should be near the front end of the firebox.
Connections need only be provided in alternate space between stalls.
(18) TOOLS.
There should ordinarily be facilities provided for hand tools and
for the location of a few machine tools, preferably electrically driven.
(19) HOISTS.
Hoists with differential blocks are generally used for handling heavy
repair parts, and suitable provision should be provided for supporting
them.
LOCOMOTIVE COALING STATIONS.
♦ (1) To properly compare the relative economy of locomotive
coaling stations, the cost per ton of handling coal should include charges
for interest and depreciation on the investment, charges for maintenance
and operation and a charge for the cost of such actual storage as is
required in the daily operation of the coaling station itself. The addi-
tional seasonal storage required in certain parts of the country to be
considered as a separate proposition. Most of these charges are included
in accounts prescribed by the Interstate Commerce Commission in the
"Issue of 1914," effective July I, 1914- The classification of "Invest-
744 BUILDINGS.
ment in Road and Equipment" shows an account, "Fuel Stations," cover-
ing all the investment except the cost of required tracks and right-of-
way. The classification of "Operating Expenses" prescribes an account,
"Fuel Stations," covering essentially repairs to coaling stations ; an
account, "Fuel Station Depreciation," permitting charges for estimated
depreciation, and accounts "Fuel for Yard Locomotives" and "Fuel for
Train Locomotives," which include in the cost of fuel all the costs of
operation of the plant itself. These prescribed accounts do not include
the cost of switching cars onto trestle or coaling tracks, nor the cost
of using cars for storage purposes, all of which should be included in
figuring the cost per ton of handling coal.
(2) Provision should be made for fire protection, the avoidance of
damage to the coal and its delivery in the best possible condition.
(3) The use of self-clearing cars should be made possible, and
ordinarily it should also be possible to shovel from flat-bottomed cars.
(4) Storage for emergency purposes and fireproof construction
are, in general, to be recommended. In some cases duplicate machinery
is desirable.
(5) It is not possible to give absolute limits between which different
types of coaling arrangements are recommended for use. Each installa-
tion must be considered as an individual problem. Before the selection
of a type of coaling station can be based upon the least cost per ton of
handling coal, consideration must be given to the extent to which invest-
ments in permanent structures and the adoption of fixed track arrange-
ments are warranted, and consideration should be given to price of
materials, cost and character of labor, possible track arrangements,
amount of coal desired, fire protection, power and attendance and shifting
service available and the cost of maintenance.
(a) Where the quantity of coal handled is small, particularly at
terminal points where locomotives lie over night, it is recommended that
the locomotives be coaled either directly from cars or by handling from
cars to an elevated platform provided with a jib crane and one-ton
buckets, and from these buckets to the locomotive.
♦ (b) A locomotive crane with suitable buckets is desirable at ter-
minals under certain conditions, particularly where other work can be
economically performed by the locomotive crane.
♦ (c) For terminals larger than those previously described, the
type of coaling station which should be selected as most desirable is de-
pendent entirely upon local conditions. Where it is required that coal be
delivered to not more than two tracks, and where the necessary ground
space is available, a coaling station of the trestle or gravity type, with ap-
proximately five (5) per cent, incline approach, where coal in cars is placed
on top of the trestle by locomotives, the coal being stored in bins from
where it is placed on the locomotives by gravity, is recommended. Where
it is required to deliver coal to more than two tracks, or where the
ground space for a trestle type is not available, a mechanical type is
recommended.
BUILDINGS.
745
OIL HOUSES.
(i) Oil houses at terminals should be separated from other build-
ings. || ' >
(2) Oil houses should be fireproof and the storage in large houses
should preferably be either underground or in the basement.
(3) Oils that are stored in sufficient quantities should be delivered
to the tanks in the house direct from tank cars. For oils that are stored
only in small quantities, provision should be made for delivery to storage
tanks from barrels by pipes through the floor.
Composition Roof
.I'teV-O"
6<am5 about fcfc ff
or reinforcool concrtk tTcam*
Row of FVenpstobe convenient
ly located, one for each Kind of"
oil Isolated pumps may be 10
building or ourside, or trjother
buildiogs as rcauired. Pipes in
floor fo supply tanks from ban-els
fteinforecdConcncle floor 4-fc
Reinforced Concrete bca
Opening for ventilation \
with wire netting \
Building to be heated by steam and
lighted by electricity, when available
Tanks to be of such number
and size as required and
head room in basement to -
be determined according ly
Cone re +» &
from tank car
One pipe for
each kind of
.0.1
&«f R
Cross-Section of Typical Oil House, 20 by 40 ft.
(4) The delivery system from the storage tanks to the faucets
should be such that the oil can be delivered quickly and measured auto-
matically. The delivery should also be such that there will be a mini-
mum of dripping at the faucet and that the dripping may drain back to
the storage tanks.
(5) Openings for ventilation should be provided above the level of
the top of the tanks.
(6) Lighting, when required, should be by electricity and heating by
steam.
♦ (7) For fire protection purposes a live. sham line should be run
to the oil storage space, controlled by a valve outside the house.
746 BUILDINGS.
SECTION TOOL HOUSE.
Class A.
House, 14x20 ft., with long dimension parallel to track; house to
have sliding door 8 ft. in clear at extreme end on track side to permit
the storing of handcar.
Class B.
House, 12x18 ft., with long dimension parallel to the track; house
to have sliding door 8 ft. in clear at extreme end of track side to permit
the storing of handcar.
Class C.
House, 10x14 ft., with the short dimension parallel to the track, with
double swinging doors, swinging out on the end nearest the track.
Building to be on wooden posts, unless the location can be perma-
nent, in which case brick or concrete piers may be substituted.
ROOFINGS.
In selecting a roofing there should be considered :
(1) Chance of leaks due to character of construction.
(2) Probable life, including chance of damage by the elements and
by wear from other causes.
(3) Fire-resisting value.
(4) Cost of maintenance.
(5) First cost.
The important materials may be classified as follows :
Bituminous substances, applied with felts made of rags, asbestos
or jute.
Clay and cement products and slate.
Metals.
They are laid in two general types — that for a flat roof, cemented
together, as a coal-tar pitch-and-gravel roof or as an ordinary tin roof,
and that for a steep roof, laid shingle fashion.
BITUMINOUS MATERIALS.
The common bituminous materials are :
Coal-tar pitch (the heavier distillates of bituminous coal).
Various asphalts (bitumens found naturally in the solid state).
Various petroleum products.
Various animal and vegetable residue-.
Values.
Their peculiar value lies in the fact that they are practically insoluble
in water; that they are elastic, adhesive and comparatively stable.
Coal-tar Pitch.
Coal-tar pitch is easily affected by heat and cold, is not acted upon
at all by water, is easily worked, and if properly protected is very stable.
It should ordinarily be used as it comes from the still, "straight run,"
of a consistency suitable to the climate and to proper application.
BUILDINGS. 747
Water Gas-tar Pitch.
Water gas-tar pitch, a by-product in the manufacture of water gas,
which is enriched by gas from petroleum oils, resembles coal-tar. It is
inferior to coal-tar for roofing purposes, and materials made from it
should only be accepted in the low-priced products. It has more value as
a saturant of felts than as a coating.
Asphalts.
The asphalts are unsuitable for use in their natural state. They
are ordinarily fluxed with products of petroleum.
Petroleums.
The petroleums found in this country vary considerably, and grade
roughly in quality, according to location from East to West. The Cali-
fornia oils, with their asphaltic base, furnish materials especially valuable
for roofing.
Blown Oils.
The blowing of air through a heated still of certain petroleum
products produces "blown oils," which, while somewhat lacking in adhe-
sive properties, are not easily susceptible to atmospheric changes and are
valuable especially for roofing coatings.
Combinations.
A single asphalt fluxed with a single oil is for most purposes a
crude and unsatisfactory material. To secure the best results for any
desired purpose, several oil and asphaltic substances must ordinarily be
compounded. This requires skill and experience. Those properly made
are for certain conditions invaluable, particularly for ready roofing, for
which tar products are not suited.
The asphalt and petroleum products are not so readily affected by
heat and cold as is coal-tar pitch, and lesser amounts of them are neces-
sary to get good results. They are more expensive, require more skill
in handling, and, when protected, some at least are to some extent liable
to lose their life by drying out of the oil fluxes. Unprotected, they do
much better than does coal-tar.
FELTS.
The bituminous substances are used with felts whose qualities con-
siderably affect the roofing. The ordinary felt is made of rags, mainly
cotton. "Wool felt" is a misnomer. Asbestos felts, as compared with
the rag felt, act less as a carrying medium for the bitumens, but rather
as a protection to the layers of bitumen. They are not suited for use
with coal-tar pitch, but are not injured by hot asphalt. They are more
expensive than rag felts, but have some peculiar and valuable qualities.
Burlap made from jule decays easily when not protected. It is used in
a few ready roofings with rag felts to increase their tensile strength, the
need of which is not generally agreed to.
748 BUILDINGS.
BUILT-UP ROOFS.
The bituminous roofings come ready to lay, or can be built up on
the roof, using layers of saturated felt, mopped with pitch and properly
protected.
The built-up roof is especially valuble for flat surfaces. It can be
made as heavy as desired, and if properly laid and of good materials
gives a roofing which by long experience has been shown to be economical
and efficient.
When Most Economical, Tile or Brick Protection.
Where the roof is to be subjected to wear, and where the character
of the construction warrants the expense, flat tiles or brick should be
used as a protective coating to the roofing instead of gravel or slag.
Coal-tar in Preference to Asphalt.
For the flat roof built under average conditions, coal-tar pitch is
recommended in preference to asphalt products. It is more easily
handled, requiring less skill, and, while more material is necessary, it
is still cheaper, and in our opinion more certain results can usually be
expected from its use when laid by the average contractor. The large
amount of material, while heavy, has insulating value. Good results,
however, can be expected from built-up roofs using good asphalt com-
pounds, where laid by skilled workmen.
Built-up Roofs on Steeper Slopes Difficult.
When the slope of the roof is over three inches to the foot, the
application of a built-up roof becomes more difficult for both coal-tar
and asphalt, it being harder to get even mopping, and there is more
chance of accident for the men. The desirable straight-run coal-tar pitch
cannot be used, it being necessary to add some stiffening material, which
is supposed to somewhat affect the life of the pitch. This must not be
done except under supervision skilled in such work, and especial care
must also be taken in the selection and application of the stone or slag
coating.
Ready Roofing.
Built-up roofs with a ready roofing for the coating sheet are pro-
posed by various manufacturers. They should have their best value for
steep slopes.
Advantages of Coal-tar Pitch.
The advantages of a coal-tar pitch built-up roofing are such that it
is recommended that where a permanent roof is desired, and where the
character of the structure allows, the building be so designed as to
allow its use. A flat roof makes an economical structure and has small
fire hazard. A pitch of from onc-lialf to one inch to the foot is better
than anything steeper.
Life of Roof.
With proper materials and application, a life of from fifteen to
twenty years can be expected with a flat roof.
BUILDINGS. 749
Flashings — Avoiding Cheapness.
No contracts should be made for a built-up roof without a complete
and positive specification including flashings, and the contract prices
should not be less than those of the materials specified, plus a reasonable
amount to cover the cost of laying and profit.
Inspection.
Thorough inspection of workmanship and material is recommended.
READY ROOFING.
Better for Steeper Slopes.
The ready roofing has better value for the steeper roofs than for
those of small pitch. It averages much cheaper than the built-up types.
Most kinds, to get a fair life, require occasional recoating. For flat
slopes they are hard to lay absolutely tight, and they are not economical
for a permanent structure, but on slopes. of from three inches to the
foot up their use is more justifiable.
Recommended for Temporary and Inexpensive Buildings.
Ready or prepared roofings are recommended for use on small, tem-
porary and other buildings, where the cost, considering maintenance of
more expensive roofings, is not justified. They are also of value for
steep slopes, where a built-up coal-tar cannot be used, and for locations
where the skilled labor necessary for a built-up roof is not available.
The steeper the slope the greater their relative value and the wider their
economical field.
Heavier Varieties, Longer Life.
The heavier varieties are, in general, the more desirable because of
their chance for longer life and their greater fire-resisting value. In
making selections the reliability of the manufacturer, service tests and
the cost should be governing factors.
Ready Roofing Shingles.
On the steeper slopes the use of ready roofing shingles, properly
reinforced so as to prevent curling up at the corners and fraying on the
exposed edges and laid shingle fashion, is growing. They arc supposed
to give better results than the rolled goods, but cost more. They would
seem at least to be worthy of investigation.
SLATE AND TILE.
Slate makes a good roof if of good quality and properly watched.
It breaks easily and cannot be walked on without danger to the slate.
Tile of good quality gives good results. It is not so tight as slate, but
does not break easily. Tt has architectural value, and its use is grow-
ing with improvement in the product and in the variety of colore
Six Inches per Foot Slope or Over.
Slate and tile of suitable Quality, properly protected and fastened,
can be recommended on roofs with a pitch of six inches to the foot or
over, where expense is not the governing feature, and where they aid
750 BUILDINGS.
in producing the desired architectural effect, except that where there is
much chance of driving snow, eight inches to the foot should be the
flattest slope allowed.
ASBESTOS SHINGLES.
Shingles of asbestos and Portland cement are of value. They have
some elasticity and can be laid tighter than slate. They come in a
variety of shapes and colors and can be laid in various patterns.
WOOD SHINGLES.
Wood shingles are not desirable for a railroad structure on account
of fire hazard.
CEMENT TILE.
Small cement tile are not considered of much value, being brittle.
Large cement tile, reinforced, laid without sheathing directly on the pur-
lins, are in use on shops and freight houses and seem to have consider-
able merit. Glass can be introduced into them, avoiding the expense of
skylights. The Committee is not ready to recommend them for plastered
or heated buildings or offices, where an occasional slight leak would be
disastrous.
METALLIC ROOFINGS.
Metallic roofings with steel as a base are not recommended for gen-
eral use on permanent buildings.
Continual Maintenance.
They require continual maintenance. Galvanizing of steel seems to
be well worth the expense. Tests of lead-covered steel sheets indicate
good results.
Unheated Buildings.
Large sheets of corrugated galvanized steel can sometimes be used
economically where the building is not to be heated.
Metallic Shingles.
Small metallic shingles of either copper, tin, galvanized steel plate
or specially pure iron are not recommended for general use. They are
very light in weight, but serve a purpose in the dry climate of the
Southwest.
Pure Iron Base.
In using metals every effort should be made to secure those of good
quality. The pure irons have value. Their virtues have, perhaps, been
overstated, but they are not expensive, and experience seems to indi-
cate considerable economy by their use as a substitute for wrought-iron
and steel.
GENERAL.
Thorough Workmanship.
In the laying of all roofings thoroughness in preparation of flashings
and work around openings is of vital importance.
To get a satisfactory roof there must be a stable structure. Careful
BUILDINGS. 751
attention must be given to the design of gutters, and with some types, par-
ticularly, there must be systematic inspection and regular repairs. In
buying a roof its fire-resisting qualities, to a considerable extent depend-
ing on the quantity of material as well as its quality, are of great impor-
tance. A building covered with a heavy coal-tar pitch and gravel roof-
ing is a better fire risk than one covered with corrugated steel sheets or
with a light ready roofing.
Guarantees Unreliable.
The practice of depending merely upon guarantees in selecting roof-
ings cannot be trusted to secure proper results.
Saving in First Cost.
The annoyance and indirect expense occasioned by leaky and short-
lived roofs are rarely compensated for by any possible saving in first
cost.
PRINCIPLES COVERING DESIGN OF INBOUND AND OUT-
BOUND FREIGHT HOUSES.
Economical Handling.
The economical handling of less-than-carload freight at terminals
is a problem that is giving a great deal of concern. The cost of handling
a ton of freight a mile by trains is known (approximately), but it is
almost impossible to figure the cost per ton mile for trucking and
handling of unclassified freight at the freight house. To quote from
an article in Engineering News, March 3, 1910, by Charles Whiting
Baker : "The cost of terminal handling in all cities is so great compared
with the cost of moving a train or a vessel when started on its journey
that the latter can be ignored." Freight house design should receive
serious consideration.
Frame Building.
In outlying districts, where fire hazard is not great, business not
large and the building laws will permit, frame freight houses having wood
floors on joists, studding covered with wood sheathing or metal siding,
and wood rafters and sheathing covered with appropriate roofing, are
fairly satisfactory and cost less than any other type. Floor for this type
should ordinarily be designed to carry 250 lbs. per sq. ft.
Floor Ventilation.
With such construction there should be ventilation beneath the floor.
Access to the space under the house should be prevented to avoid the
accumulation of rubbish and increased fire hazard.
Filled Floor.
Even where a frame house is to be used it is better practice to use
a fill between masonry foundation walls, eliminating some fire hazard
and decreasing maintenance charges.
Fireproof Building.
Where the laws prohibit frame structures, the value of freight
stored is considerable,, and it is necessary to build freight houses of so-
752 BUILDINGS.
called fireproof material. Floors should be placed on a fill between
foundation walls, and the exterior walls should be of masonry or steel
frame covered with metal siding. Roof trusses, framing, etc., can be of
wood covered with appropriate roofing, but to provide better fire protec-
tion fireproof construction should be used.
Fire Walls — Areas Between.
Fire walls of brick or other non-combustible material should be
located so as to conform to the requirements of the underwriters. The
strictest practice limits the area between fire walls to 5,oco sq. ft. This
especially applies to houses with no outside platform. In wide houses
this locates the walls rather close together for economical operation.
Fire walls should in no case be more than 200 ft. apart.
Doors in Fire Walls.
Doors in fire walls should be as limited in number as possible. No
one-door opening should exceed in area 80 sq. ft., and all openings
should be equipped with automatic fire doors.
Cover Each Side of Fire Wall in Non-Fireproof Buildings.
Where non-fireproof construction is used, the construction at the
ends of fire walls should be fireproof for a distance of at least five (5)
feet on either side of the fire wall. This is especially desired where
there are overhanging roofs.
Width.
Where but a single house is needed, a width of from 30 to 40 ft. is
good practice.
Separate Inbound and Outbound Houses.
When the amount of freight handled is sufficient to justify it, sepa-
rate houses for inbound and outbound freight are desirable. When
these are provided the outbound house should be narrow, not more than
30 ft. wide, and the inbound 40 to 60 ft. wide, it being considered expen-
sive operation where a house is in excess of 60 ft. in width.
Platforms.
A platform 8 to 10 ft. wide along the track side of the house avoids
the necessity of considering the location of doors in spotting cars on
the track next to the house, and also eliminates the necessity of keep-
ing an isleway inside the house on the track side. It should be at least
8 ft. wide to give sufficient room for hand trucks to pass, and where
electric trucks are used the platform should be at least 12 ft. wide.
Distance to Center Line of Track.
The distance from the center of the nearest track to the face of
the platform or freight house should not be less than 5 ft. 9 in. where
tracks are on tangents. The alternative of spacing tracks at least 7 ft.
from platforms is usually expensive at important terminals.
Distance Platform to Top of Rail.
The top of rail, should be not more than 4 ft. below the floor or
platform level at the track edge, where refrigerator cars are not to be
BUILDINGS. 753
handled in any quantity. With occasional refrigerator cars the doors
can be opened before the cars are set.
For Refrigerator Cars.
Where refrigerator cars are to be handled regularly, the height
should not be more than 3 ft. 8 in., this conforming to the recommenda-
tion of the M. C. B. Association. (See Proceedings for 1911, Vol. 45, p.
728.) Many roads are building cars that are lower than the maximum
figures given above, and each road, in deciding the height of platform
above the top of rail, should take into consideration the sizes of cars that
predominate on its line.
Roof Over Platform.
The platform should be protected by an overhanging roof, not
greater than the width of the platform and at least 10 ft. above the plat-
form level.
Roof Over Cars.
Where state laws permit, protection over the cars is often used.
This should be at least 17 ft. above the top of rail, and should preferably
extend to within 18 in. of the middle of the car. This will allow walking
on the top of cars.
Eaves Above Driveway.
On account of lightweight merchandise being piled high on trucks, it
is desirable to have the edge of the eaves at least 14 ft. above the level
of the driveway, where local conditions will permit.
Height of Doors.
As all freight trucked into the house and cars must pass through the
car door, the height of the freight-house door need be little greater than
the car door. All doors should be at least 8 ft. high. On the team side
a greater height might at times be convenient.
Roof Over Teams.
There should also be an overhanging roof or other protection on the
team side to protect goods while being unloaded, the overhang to be at
least 4 ft. and preferably more, 12 ft. at least being needed to give pro-
tection from a driving rain.
Freight House Without Outside Platforms.
Freight houses without outside platforms may be desirable in some
localities, especially in northern climates, where there is considerable
snow and sleet, as these houses can be entirely closed, except for that
part of the house where the freight is being received or loaded. At
some points, where ample track room is not available, the elimination of
the outside platform possibly gives better results.
With this type it is necessary to leave more trucking space inside the
house, longitudinally the full length of the building. With the house
congested with freight it is difficult to keep the isleways from being
crowded up, making it almost impossible to get through with a truck
that is loaded with any large packages, This causes delay and con-
fusion.
754 BUILDINGS.
Floor Above Street Grade.
On the street side the floor of the inbound house should be from
3 to 4 ft. above the street grade, depending on the type of trucks in use.
At the outbound house the height should not exceed 3 ft.
Slope of Floor.
To assist trucks the floor of the inbound house should be sloped
toward the street approximately 1 in. in 8 ft., this being for the house
proper. An outside platform on the track side should slope approxi-
mately 1 in. toward the tracks for draining.
For the outbound house the floor should slope from the street to
the edge of the platform alongside of the car not more than 1 in. in 8 it.
Doors.
Several kinds of doors are satisfactory — counterbalance lift (either
folding or not), rolling shutters and parallel sliding.
It is advantageous to have as much door opening on the team side
as possible. With all types of doors except the last, all of the house can
be opened except for the space occupied by posts.
With the parallel sliding doors not more than half of the space can
be opened up. This is not objectionable on the track side.
Continuous Doors Where No Platform.
Without the outside platform continuous doors should be used, so
that an opening can be obtained at any point opposite a car door.
Panel Length.
Where an outside platform is provided, a door in each panel is
sufficient. Considering the average length of cars and economy in fram-
ing, 22 ft. is a good panel length.
No Posts.
It is advantageous to have the floor entirely free from posts, but
in houses approaching 50 ft. in width the saving made by using posts
becomes considerable and great enough to offset the advantages due to
their omission.
Natural Light.
Natural light should preferably be provided in the side walls above
the doors. Skylights in the roof are expensive to maintain and ineffective,
as is also glass in canopies, or on any plane approaching the horizontal.
Artificial Light.
Artificial light is needed for operation at night and during the late
afternoon in the winter, and wherever possible electricity should be
used, with wires run according to the specifications of the National Board
of Underwriters. One or more lines of lights should be run the full
length inside the house, and one line over outside platforms.
Push Plugs for Cars.
Another circuit should be run along the face of the platform wall
parallel to the track, with outlet boxes not over 44 ft. on centers, with
socket arrangement for push plug for use in attaching an extension cord
BUILDINGS. 755
to hang inside the car to provide light for loading on dark days and
evenings during the winter season.
The type of lights will depend somewhat on the height of the ceiling.
All lights should be stationary and operated in circuits from conveniently
located panel-boards. The circuits should be carefully planned, so as to
allow maximum economy in use of lights.
Fire Protection.
Where water pressure is available there should be provided for
fighting fire standpipes and hose racks not more than 150 ft. apart. By
putting them on the fire and end walls they are thought to be more
accessible and less liable to be blocked by freight than if located at
other points, but by putting them about 44 ft. from the end of each
section fewer hose connections are necessary to cover the entire station.
As there is no heat in the house, the valve controlling the water supply
should be located below the frost line and controlled by a stem with
a hand wheel above the floor. The valve should be located in a pit, so as
to be readily accessible for repair or renewal. It should be drained into
the pit, and this in turn be connected to the sewer. A 2^-in. standpipe
of wrought-iron should be run up to approximately 8 ft. above the
floor, and to this should be attached a hose rack, equipped with 50 ft. of
2-in. linen hose.
Red Light.
In houses where electricity is available there should be over each
hose rack a small red light to designate the location of the fire-fighting
apparatus, this light to be kept burning at all times.
Chemical Extinguishers.
Chemical extinguishers should be provided in addition to the hose
and standpipes. As they are put out of service by freezing, some pro-
vision should be made for replacing them or keeping them warm. Tanks
containing a solution of calcium chloride are used successfully.
Watchman's Clock.
Where a watchman is needed, watchman's clock system, with a
registering clock in the freight office and stations located- at various
places 'throughout the freight houses, should be installed.
Scales.
In outbound houses 'sufficient scales should be provided so that all
the freight can be weighed. From 50 to 80 ft. apart is good practice.
In inbound houses, where little of the freight is Weighed, scales should
be placed at least one in each section. The scales should have a mini-
mum capacity of four tons. A successful dial scale expedites the
handling of freight.
Checkers' Stalls.
Stalls for checkers should be located at least one in each section.
These should be approximately 4 ft. 6 in. by 4 ft. 6 in., with a shelf
along the back and drawers beneath. Sometimes they are left entirely
open in front, and sometimes are closed up and heated, depending on
756 BUILDINGS.
local conditions. Some roads make their checkers' stalls portable, so
as to allow them to be moved in case of a special congestion of freight
at certain points, but this is not ordinarily considered necessary.
O., S. and D. Room.
In inbound houses a room should be provided to house "over, short
and damaged freight," this to be enclosed so that it can be kept locked.
Repair Room.
In large layouts, particularly where there is considerable transfer
business, a room should be provided for repairing broken packages, such
as crates, boxes, barrels, etc.
Offices.
In large houses a separate office should be provided for the fore-
man. If this can be an elevated structure it will save floor space.
In large houses the general office for the clerks and the private
office for the agent should be provided by a second story over the in-
bound house, and in the second story should also be a space for files
and stationery cases, toilets and locker facilities for clerks. This all
should, as far as possible, be in view from the desks of the agent or
chief clerk. The cashier and his clerk should ordinarily be located on
the first floor.
Where possible it is preferable to have the clerks' and agent's offices,
the toilet rooms, etc., for the freight handlers and draymen, the room
for "over, short and damaged freight" and the cooperage room for
repairing broken packages, etc., all in one section. In the larger ter-
minals provision may be wanted to care for perishable freight, and when
it is provided it should also be located in this section.
Heating Plant and Freight Handlers' Toilets.
The basement should house the heating plant, with room for coal,
and is sometimes a good place for toilets for the freight handlers and
draymen and for locker and lunch rooms for the freight handlers.
Transfer Platform.
Where both outbound and inbound houses are arranged in the same
layout a transfer platform is usually included. One of the best designs
for covering these platforms is a butterfly shed, with the posts located in
the center of the platform. Where this design is used the platform
shrjuld not be less than 12 ft. wide, to provide room for trucks between
the posts and the cars.
Ramped Extensions for Bulky Material.
For loading and unloading agricultural implements and other large,
bulky packages, platforms should be built, usually as extensions to the
inbound and outbound houses, with ramps on the ends of the plat-
forms. The extension platforms should be at least 8 ft. wide, and if
possible 16 ft. wide, especially if covered. A stub-end track butting
against a platform with a ramp is valuable.
BUILDINGS.
757
Cranes.
Where no gantry crane is provided in the freight yard, a stiff
leg or pillar crane should be provided on the end of the extension plat-
form.
Downspouts.
It is not good practice to put downspouts inside the house, and in
placing them outside they should be properly protected.
Fenders.
On the team side of all freight houses a fender should be provided
to protect the walls from the wagon wheels. A good type is one made up
of an 8-in. by io-in. timber set on brackets, with a spacer or separator
to keep the timber approximately 2 in. away from the wall, so that dirt
will filter through and not collect on the fender.
Storage.
In large cities it is frequently advisable to build the inbound houses
eight to ten stories high, using the ground floor for handling freight and
the balance of the structure for storage, to be leased to shippers. Most
of the material stored will not be affected by heat or cold, but provision
should be made for cold and warm storage where conditions warrant.
SHOP FLOORS.
Requirements.
The essential requirement of a shop floor is a good, hard-wearing
surface that is level, smooth, easy on the feet, easy to truck loads over
and capable of carrying heavy loads. Different typical types of con-
struction of shop floors are illustrated by the following diagrams :
Fig. i is a type of floor in general use, one that is best adapted for
blacksmith shops and foundries. It is made by filling in the space
between foundation walls, preferably with sand or gravel, and bringing
the filling up to the required grade, thoroughly compacting it as it is
placed. The filling should be well flooded, rolled and tamped. A five to
ten-ton roller should be used where possible.
Screening -jj ,
77.'.:.'.'..',WV1«K
.W.Vr'.,
Fig. i. Cinder or Gravel Floor, Especially Suitable for Blacksmith
Shop, Foundry and Boiler Shops.
The minimum depth of the finished floor should be 8 in., and if
the top surface of the ground is soft it should be removed below this
depth. For a top wearing surface, hard, screened cinders or stone screen-
Ml 1LD1NGS.
ings should be used to a depth oi about -' in., and this should he thor
oughly wet down and rolled to a firm, hard surfaee. Where clay is avail
able it often can. with advantage, be mixed with the ton surface and
lulled into place. This mikes a hard and more compact surface.
Crude oil also, when mixed with the top surfaee, tends to harden it and
helps to prevent the wearing surface from becoming broken up.
This type of floor is often used where an inexpensive floor is
required, or where, on account of a heavy till inside of foundation walls,
a more expensive floor would fail on account of settlement.
This type is not well adapted for trucking, and often an industrial
track ab"ut two feet wide, with small push-cars or a close-planked run-
way, may be desirable where the most material has to be moved. Spe-
cial foundations are necessary for all machinery.
PLANS FLOOR on Cinder or Gravel.— This type of floor, illustrated
.:. 2, is often found desirable where a heavy fill inside of founda-
tion walls is required, where settlement may occur and where the type
of floor shown in Fig. i would not answer, on account of the volume
ol trucking required or on account of the necessity of gathering up and
saving scrap material, as in a machine shop.
3-pianhS.l.S.ZE.
Temporary Floor.
Fig. 2. Plank Floor on Cinder or Gravel.
It consists of planking, spiked to sleepers resting on the filled
material between the foundation walls. The filling, preferably sand or
gravel, should be settled as mentioned in connection with Fig. I, and
should be brought up to within 9 in. of the finished floor grade. On
this should be placed 6 in. of cinders, gravel or other material of a
porous nature, in the top surface of which 4-in. by 6-in. sleepers are
embedded, spaced about 3 ft. centers. They should be laid with run-
ning broken joints. This makes a fairly good working surface, which
will last at least four years, at which time all settlement should have
taken place in the filling, and a better type of floor can be used. Long-
leaf yellow pine will last longer than short-leaf yellow pine, but will
cost more. Fir and hemlock will longer resist decay than will short-
leaf yellow pine, but they will not wear as long and are not as
good as long-leaf yellow pine. Special care should be taken to have the
sleepers and plank thoroughly seasoned. For this reason it often is
advantageous to get the lumber early on the site of the work, stack it
BUILDINGS.
15(J
and allow it to season. Additional life may be obtained, it desired, by
creosoting the sleepers, or both sleepers and plank. A cinder bed under
the sleepers will give a little longer life than sand or gravel.
Special Foundations.
Special foundations are necessary for all machinery and where jack-
ing is done.
Wood Block Floors.— Wood block floors, shown in Fig. 3, are often
used and have these advantages:
They can be easily repaired, are easy to work and truck on and
do not damage falling tools. They need a concrete base to distribute
heavy loads which may bear on a few blocks only.
The filling between foundation walls is done as in Fig. 1, and includes
a 6-in. bed of compacted cinders. On the cinders is laid a 6-in. course
of 1 .3 o concrete. Steel reinforcement may often be placed in the con-
crete to advantage, particularly over soft spots in the filling, or where
heavy loads are apt to be placed. The reinforcement should be placed
either near the top or bottom surface of the concrete, depending upon
local conditions. Sand should be spread over the concrete and brought
CEEoacmsc? Wood Blocks
Sand
-
^
— ■
'-*»*..«...■ *.- - - " . re * <•«"
'<>•*-,* . " . - 'o ♦ UoncreTe -
»? • \ -1*. • .v. ■. V * ,-V. 1 : •. '» v ■• *•'• *';
Fig. 3. Wood Block Floor.
with a board or template to a uniform thickness, which, when com-
pacted, will amount to one inch.
On the sand bed place the wood blocks, which should be of an
even thickness of at least 4 in. The blocks should be cut across the
grain so that they can be laid with the ends of the fiber exposed to
wear. They should be uniform in width, but may be variable in length,
although blocks of a uniform length can be laid quicker and more
cheaply.
Wood blocks should be creosoted and can be made from any mate-
rial suitable for such treatment. Generally, however, the blocks are of
short-leaf yellow pine, although long-leaf yellow pine blocks give the
greatest wear.
The blocks should be laid with the fiber vertical, and with close
joints, with at least a 2-in. lap. Expansion strips 1 in. in thickness
should be placed every 50 ft. across building and at the sides of the
building, or at any break in the floor surface. The blocks should be
760
BUILDINGS.
tamped or rolled to an even surface, joints filled to within i in. of
top surface with sand, and the balance of the joints filled with No. 2
street pitch.
Immediately after placing the pitch there should be spread hot, dry
sand or gravel over the blocks to take up surplus pitch.
Creosoted Planks.
Creosoted planks are sometimes used in place of the concrete base.
The resulting floor is not nearly as good as one with a concrete base and
is generally equally costly.
Special Foundations.
Special concrete foundations are necessary for heavy machinery, but
for small machinery the foundations may be built up from the con-
crete base of a size as may be required for the setting of the machine.
Scrap Lumber Made into Blocks.
Scrap lumber (oak and yellow pine) is often used for shop floor
blocks. The mill can take cuttings and condemned lumber and saw it
It*5aMaplefloorSl.SBE. tongued '&0roov
Fig. 4. Floor on Concrete Base.
up at odd times. Consequently such blocks cost practically nothing for
material and very little for labor. Such floors are often laid directly on
filling or on plank, but they do not last over four or five years, and care
must be taken to provide more expansion joints than with creosoted
blocks.
Hexagonal Blocks.
Hexagonal blocks are sometimes used. They should be not less
than 5 in. nor more than 7 in. deep, and all blocks for one job should
be of the same size. Blocks of this type have no particular advantage,
except that they are more stable, as they have more friction on the side
surfaces and are not so easily tipped up at the corners.
Expensive.
A wood-block floor with a concrete base is generally fully as expen-
sive as any good type of floor, and often has to be relaid. due to buck-
ling.
Asphalt Block Floors. — Asphalt blocks, about 4 in. by 12 in. by 4
in., are sometimes used to advantage, as they come on the job all ready
BUILDINGS.
761
and can be laid like wood blocks or like brick. They do not need expan-
sion joints, nor does the laying of them require any skilled supervision.
They do not heave; they stay smooth and wear slowly, without chip-
ping, except that where there is continuous dripping of oil, as directly
under a vise, they soften and wear faster than at other points. They can
be more easily taken up and repaired than other types.
PLANK FLOOR ON CONCRETE.
Expensive.
Fig. 4 shows a wooden floor with a concrete base. It is a good
type of floor, as it gives a fine surface, either to work on or to truck
over. However, it is expensive.
The filling and concrete base should be placed as for a wood block
floor, Fig. 3, except that in the top surface of the concrete there should
be embedded 4 in. by 6 in. creosoted sleepers. On these sleepers should
be laid 2-in. plank, dressed to even thickness and width. This should be
laid with running broken joints. On the planks should be laid a top-
wearing surface of 1% by 3% D. & M. maple flooring, with ends matched,
laid parallel to the direction of the maximum trucking, and with run-
? Plonk S 1.S.J S* lg>3k'Mapk Floor S/.S.?F3 Ton^A Gmoved.
y.fe^fa^
e4'°7brred Screenejgrave/oftrushedjton^*
Fig. 5. Tar-Rock Floor.
ning broken joints. The flooring should be end matched and bored for
nailing, for which there is little, if any, extra cost. A square-edged
floor may be used. Tt costs less, but is not quite so smooth and will
require attention to maintain a good surface. It is especially desirable
that the 2-in. plank should be thoroughly seasoned, and for this rea-
son it should be brought on the site of the work early, stacked and
allowed to season.
Life.
This type of floor should ordinarily last from ten to twelve years,
and generally fails from dry rot to the sleepers and the under floor.
Additional life may be obtained by creosoting the sleepers and under-
floor and by giving the top surface of the finished floor a good mop-
ping of hot linseed nil. which alsr, tends to lesson buckling.
Foundations for Machinery.
Light machinery may be lag-screwed directly to this floor, and only
heavy machinery need be provided with special concrete foundations,
extending lower than the concrete subfloor.
Wood Floor Set in Tar Pitch. — Fig. 5 shows a wooden floor with
3 concrete base, the wooden subfloor being set in a top coat of pitch
762 BUILDINGS.
and sand spread over the concrete. Either Portland cement concrete or
a tar concrete can be used as a foundation. This is a more permanent
type of floor than that shown under Fig. 4, unless in the latter case both
the sleepers and the under-plank be creosoted.
Where Portland cement concrete is used it should be laid as shown
in Fig. 4. Where the tar concrete is used, on the compacted filling between
foundation walls there is laid 4 in. of coal-tar concrete. The foundation
for this concrete should consist of 4 or 6 in. of screened gravel or
crushed stone, none of which should exceed 2^4 in. in longest dimen-
sions or be less than J4 in- size, mixed with special subfloor tar (mini-
mum amount stated below), so that it will compact under a roller after
being spread evenly in place. It shall then be rolled until the stones do
not creep under the roller. The tar for this course may be heated to
not more than 200 degrees Fahrenheit, and in cold weather the stone
shall be slightly heated, so the tar will mix with the stone and the stone
spread evenly. The roller used for this work should weigh not less
than 300 pounds to each foot in length. The amount of tar used in the
foundation shall not be less than :
6 gals, for each cu. yd. of 2^ in. to 1 in. crushed stone.
9 gals, for each cu. yd. of 2j^ in. to %. in. crushed stone.
7 gals, for each cu. yd. of coarse-screened gravel.
10 gals, for each cu. yd. of fine-screened gravel.
If the mixing is done with a machine, 25 per cent, less tar will be
required.
The top coat over the concrete should consist of a fine sand thor-
oughly mixed with specially prepared tar in the proportion of not less
than 50 nor more than 60 gallons of tar to each cubic yard of sand.
The sand should be thoroughly dry before mixing, and neither tar nor
sand should be hotter than 225 degrees Fahrenheit when being mixed
together. If they are hot enough, so a thick white smoke arises from the
mixture, five gallons more of tar for each yard of sand should be
required. This mixture should be spread evenly 1*4 to iJ/2 in. (so it will
compact to 1 in.) thick over the foundation, leveled with a straight edge
and followed closely with the plank.
The top coat mixture may be tested as follows:
If 10 to 20 cu. in. of the mixture at a temperature of 175 degrees to
200 degrees Fahrenheit be placed in a tight vessel to a depth of not less
than 1 in. and "patted," it should be deemed that the mixture contains
sufficient tar if tar shows on the surface.
Two-inch plank should be laid on the soft material, and bedded on it
by hammering until the proper stability is obtained and the plank brought
to a proper level and toe-nailed together. If, after hammering, any
plank is below the proper level, the plank should be taken up and more
of the top coat spread on.
In order to insure the use of seasoned plank, it is desirable that the
plank should be on the premises as long as practicable before being laid
and stacked, so that they will have the best opportunity of seasoning,
BUILDINGS.
763
and covered with boards to protect from rain. If green plank are used
and covered with a hardwood floor dry rot may result.
Foundation.
Cinders make a foundation in every way as good as stone, but they
require at least 15 gallons of this special tar to the cubic yard and far
more rolling to properly compact them.
Sand may also be used for the foundation, but at least 20 gal. of
tar will be required to each cubic yard, and different special tar must
be used. The sand will also need to be heated before the tar will mix
with it properly. If desired, either a cinder or sand foundation may be
compacted with a rammer instead of a roller.
Machinery Foundation.
Light machinery may be attached to this floor without additional
foundation, but for heavy machinery special concrete foundation will
have to be provided.
Concrete Floor. — Fig. 6 makes a cheap and fairly permanent floor,
is easy to truck over, is easily cleaned, is sanitary, and has the advantage
that no special foundations have to be provided, except for the heavier
£xnArt5/Ofi JV/ASTy Top oe WetRiHCr Jue&ncs-
Fig. 6. Concrete Floor.
types of machinery. Light machinery is simply bolted to the floor. In-
dustrial tracks may be easily and cheaply installed in the floor with the
head of the rail flush with the top surface. This floor, however, easily
damages falling tools, it is hard to work on, and quite easily becomes
worn in spots.
Fill.
In making it, fill in as for the other types of floors and over the
filling spread about 6 in. of hard-screened cinders properly compacted.
Then lay a concrete floor 7 in. thick of the same concrete proportions
given in connection with Figs. 3, 4 and 5, with the exception: that the
top or finished surface should be composed of one part Portland cement
and one to two parts torpedo sand, troweled smooth to a sidewalk finish
before the base has taken its initial set. Provision must be made for
expansion by putting in slabs not over 8 ft. by 16 ft. alternately with
small V-points.
764
BUILDINGS.
Screenings, Top.
Sometimes granite screenings are used instead of torpedo sand to
give additional wearing life. The cost is somewhat increased.
Porous.
Ordinary concrete floors are porous and constant wear results in
granulation and abrasion, starting holes which rapidly increase in size
and gradually make the floors useless. The heavy wear, trucking and
constant hard usage make them wear unevenly and break up.
Concrete Floor with Special Finish. — Fig. 7 shows a concrete floor
with a special top finish. It is designed to be more lasting than the
usual concrete floor, as the special top is designed to stand harder wear,
and to keep floor surface from becoming rough.
There are several special materials on the market that are used for
the top finish which give good results.
The special surfaces generally consist of some mineral powder mixed
with other substances. When applied, the particles of this powder ex-
pand, filling the porous places in the concrete and gives a surface of
Top ur WEAe/AGJueFACEr^ fa
Special top surface -7
Fig. 7. Special Surface on Concrete Floor.
flint-like hardness, making a dustproof, wear-resisting and waterproof
floor. One advantage is that this topping can be applied after the base
is set without materially hurting its efficiency. These special top dress-
ings may also be used to advantage in patching old damaged concrete
floors without renewing them.
Asphalt Floor. — Fig. 8 is considered to be an ideal floor for shops,
if properly laid with the correct materials and mixtures. Experienced
supervision must be employed to get the best results. Similar floors are
still in service and in fair condition after having been laid 25 years.
Floors of this type will outwear others several times. They give
the qualities which are desirable in a floor, and are without the objec-
tionable features which have been mentioned in connection with other
floors. They are easy to walk on and truck over, and the more the
traffic the more dense and durable they become. They do not grind
away material under truck traffic, they do not easily wear uneven, do not
easily crack or disintegrate, are noiseless and dustless, and can be kept
BUILDINGS.
765
clean by broom or mop, or occasionally by flushing with a hose. They
are sanitary, water and fireproof, and are easily repaired. The filling
and concrete subfloors are laid the same as for other types of floors.
The top of the concrete should be drawn out under a straight-edge
struck off, but not troweled.
Mastic blocks should be delivered on the ground plainly marked
with name of the brand, and broken up before placed in the mastic
boiler. Asphalt flux should then be added and both allowed to cook
until the mastic blocks are entirely melted. Washed torpedo gravel,
torpedo sand, crushed limestone or granite, in the proper percentage to
give the required hardness, should then be added, and thoroughly mixed
into the mass by iron stirring rods, and the temperature of the mixture
brought to 450 degrees Fahrenheit. The material must be constantly
stirred to prevent burning, and then removed from the kettles in all-iron
wheelbarrows or oak buckets, and taken to the work as required.
The gravel or stone must be thoroughly dry before being put into
the mastic and should be clean, well-graded material, which contains no
particles larger than would pass through a T j-in. mesh.
li Pock Mas tic FJoor <?
"5^ Rodded surface
Fig. 8. Rock Mastic Floor.
Native bitumens do not give as good results as do the imported
mastics.
BRICK FLOOR.
Fig. 9 shows a brick floor with a concrete base. Such floors are
easily repaired, easily cleaned, sanitary, fairly cheap, but are hard to
truck over, hard for men to work on and hard on falling tools. The
filling, concrete base and one-inch sand cushion are placed as for a
wood block floor. Over this is laid the brick floor. The bricks should be
vitrified, repressed pavers laid edgeways and carefully tamped or rolled
to insure an even top surface. The intervening spaces between bricks
should be filled with Portland cement and sand of a one-to-one mixture,
and poured as a thin grout, followed up with a stiffer mixture, and
covered over with sand. Expansion joints are necessary, as for creo-
soted blocks, but the joints need not be so large.
766
BUILDINGS.
Foundation for Machinery.
Special foundations for machinery must be provided, as with a creo-
soted block floor.
SPECIFICATIONS FOR WOOD BLOCK FLOOR.
Wood blocks for freight house floors, if treated with creosote, should
not have a sufficiently heavy treatment to cause the surplus oil to work
to the surface; otherwise there is liability of freight, such as flour, coffee,
etc., in bags, being ruined. The zinc treatment would be preferable, in
that there is no odor or surplus fluid.
For shops, engine houses, etc., the regular street block will be satis-
factory.
In procuring bids' on paving blocks, the manufacturers should be
required to give a specification outlining the method and amount of
treatment given, to guide the engineer in his selection.
SPECIFICATION FOR ASPHALT MASTIC FLOORS.
For asphalt mastic floors, each manufacturer bidding should be re-
quired to give a definite specification, showing in detail the material
Fig. g. Paving Brick Floor.
entering into the mixture ; and, in addition to this, should be made to
guarantee the material, for a period of five (5) years, not to buckle,
crack or disintegrate ;' and the material should be of proper consistency
so that in warmer months of the year it will not become soft enough to
corrugate, and in the winter time it will not crack.
The railroad company reserves the right to take up a small piece,
approximately one foot square, for test to determine whether or not the
specifications have been complied with.
(B) REST HOUSES.
Purpose.
Rest houses are built to furnish hotel accommodations for trainmen
held at terminals away from home. The need of these houses is in-
creasing with the construction of large terminals away from the centers
of the towns. With them the men can be given clean and satisfactory
BUILDINGS. 767
accommodations, are kept out of temptation, are in better condition for
their work, and are close at hand when wanted. The success of the
house is dependent very largely upon the manager. With a man having
the requisite ability and enthusiasm, the house and its associations can
be made attractive and to have a valuable influence.
Railroad Y. M. C. A.
The Railroad Y. M. C. A., which operates many of the houses, is
able to help find good managers and through its experience to assist in
getting good results. Its methods, which put part of the management
upon the men, usually work successfully. A house built for their use is
not different from what will give good results if run directly by the
railroad. We are indebted to some of their officers for assistance in
preparing this report.
Site.
Too often proper attention is not given to getting a desirable site,
the fact being overlooked that the extra cost of such a site may be a
very small part of the total. Questions of freedom from smoke and
noise, of accessibility for supplies, water supply and sewage disposal, the
chance of using exhaust steam from a shop heating plant for heating, an
attractive outlook and the convenience of the men using it are all-im-
portant.
Sewage.
Where a sewer is not accessible, a septic tank for treatment of
sewage is desirable.
Requirements of Design.
The design of the rest house must vary with the character of the
traffic in which the men to be accommodated are engaged. At some
points the taking care of regular boarders, such as shopmen, switchmen
and telegraph operators, and the average length of lay-over of the road-
men must be considered.
Entrance.
There should be but one public entrance. The entrance lobby should
be a room large enough to serve as a center for the activities of the
building, and to contain an office for the manager.
Attractiveness.
Especial effort should be made to have it attractive and give a pleasing
first impression.
Register and Sales Counter.
There should be a counter where a register can be kept, and also
space provided for the sale of necessary articles.
Office With View.
The office should have room for a desk, where necessary clerical work-
can be done. It should be located so that the attendant can have the
fullest possible view of the reading and amusement rooms and of the
dining room.
768 BUILDINGS.
Private Office.
A private office for the manager is sometimes thought necessary, but
in smaller houses this can be avoided.
Check Room and Safe.
There should be a check room and a safe for valuables.
Lockers.
Lockers allowing the storage, of articles to be left in the house
between trips are also desirable. To them the men should have access,
and they can usually be put in the basement.
Bedrooms.
No provision is ordinarily made for using the bedrooms except for
sleeping purposes.
Counter Lunch for Freight Trainmen.
For the house serving mostly freight trainmen, tables are not neces-
sary in the dining room, and a counter gives in many ways more satis-
factory results. It is easier and cheaper to serve, and less space is re-
quired. The roadmen ordinarily prefer the counter.
Tables for Regulars and Passenger Men.
Where there is a considerable proportion of regular boarders or pas-
senger men there should be tables in addition to the counter.
Tablecloths.
Tablecloths are very hard to keep in an attractive condition, and
sometimes the tables are used without cloths. However, some of the
Y. M. C. A. men think that a table set with a cloth is worth the cost, in
that it has a restraining home influence.
Counter.
The counter top, as a rule, is 3 ft. 1 in. above the floor, but some
counters are built approximately 30 in. above the floor — the same as a
table — and in counters of this height it allows the men to sit and place
their feet on the floor instead of having to use a foot-rail.
Impervious Top.
The top should have an impervious surface without cracks and open-
ings where dirt and vermin can lodge, and the whole counter should be
so constructed that the top will project approximately 12 in., so that a
man can sit close to the counter without striking his knees.
Open Under Counter at Floor.
A space of at least 6 in. should be left between the floor and bottom
of the counter to admit of thorough cleaning.
U-Shaped Counter.
It is usually better to have the counter U-shaped (with the waiters
in the center), rather than around the sides of the room, with the attend-
ants working between it and the wall. This allows quicker service. For
the ordinary house the counter should be so located that ready access can
be had for the attendant at the counter to the desk at the office. At the
BUILDINGS. 769
smaller houses, particularly, this will allow for cutting down of the force
to one man at night.
Stools.
At the lunch-counter metal stools with revolving wood tops and a
large flaring base that can be securely fastened to the floor are recom-
mended. They should be spaced not less than 27 in. on centers.
Chairs.
Metal chairs, with wood seats, are recommended at tables.
Kitchen.
Planning of the kitchen is a very important matter.
Light and Ventilation.
It should be light and have good ventilation.
Fan.
In a large kitchen an exhaust fan is desirable. This will pull from
the rest of the house and will keep cooking odors out of the building.
Range Hoods.
There should, in any event, be hoods over the range to carry off
odors, and the chimney should have a flue for this purpose.
Plan.
The kitchen should be so planned that there will be a minimum of
interference between the waiters and the cooks and dish-washers.
Separate Waiters from Kitchen Help.
The waiters can often be kept separate from the kitchen help by the
tables. The food should ordinarily move directly from the storeroom and
ice box to the ranges and serving and steam tables.
Shelf Room.
Ample shelf room for dishes and stores must be planned for. While
for cleanliness it seems desirable to keep the kitchen as free from shelves
and cupboards as possible, it is economical to have supplies and utensils
accessible; but a separate storeroom makes it harder to supervise the
help, giving a convenient place for loafing.
No Outside Entrance to Storeroom.
If a storeroom is provided, it should not have an outside entrance,
as it is practically impossible to keep it locked, and this encourages
thieving.
Ice Box.
Too often sufficient room is not allowed for the ice box. There
should be no skimping in providing ample refrigeration, as without it
there is a chance for considerable loss. The location of the ice box is
important.
Outside Ice Door.
It should have an outside opening for the ice. Adequate drainage
should be provided.
770 BUILDINGS.
Steam Tables.
Steam tables should be provided where practicable, even in the small
houses. They save fuel, are cleanly and for many articles give better
results than a range.
Pastry Room.
With a separate pastry room in the larger houses the work can
then be done without interference with the regular work and with more
cleanliness. In a small house such an arrangement would require more
help, and is not ordinarily desired.
Cool Room.
In the basement a cool room is desirable so that large quantities of
vegetables can be bought at one time.
Coal Storage.
In the basement there should be provided ample room for the stor-
age of coal for ranges and for the heating plant, where impossible to
locate the plant outside of the main building. Frequently a bin large
enough to take a carload is desirable. A small metal coal bin should be
provided near the kitchen range.
Heat.
It is good practice to locate the house so that heat can be had from
a shop power plant. With a vacuum heating system steam can be eco-
nomically piped for at least half a mile under favorable conditions.
Sleeping Rooms.
Sleeping rooms should be cut off from the rest of the house so that
odors from the dining room and kitchen, and noise and smoke from the
lounging rooms and office are kept out. Doors at the head or foot of
the stairways are ordinarily necessary. This also allows a more eco-
nomical use of heat.
Small Rooms.
Small sleeping rooms are preferable to dormitories, and for economy
of space rooms 8 by 10 ft. are recommended. This size will accommodate
two beds. Chairs and coat hooks should be provided.
Ventilation.
Ventilation for the sleeping rooms should be provided by transoms
over the doors ; as a substitute an opening of approximately two inches
at the top and bottom of the doors can be used.
Roof Ventilation.
Ventilation over the ceiling of the top floor is very desirable to
avoid excessive heat in the sleeping rooms in hot weather.
Partitions Above Floor and Below Ceiling.
Partitions are sometimes stopped about a foot from the floor and a
foot or two from the ceiling. This puts control of ventilation and
heating of the sleeping rooms in charge of the manager, but gives a
house which is hard to keep clean, and the half-open rooms cannot be
fumigated or swept without disturbing occupants of adjacent rooms.
BUILDINGS. 771
Noisy men in one room may disturb everybody else on the same floor.
With full partitions, occupants of rooms are able to adjust heat and
ventilation to suit themselves. Some houses with open partitions have a
screen between the partition and the ceiling and floor to keep intruders
out.
Outside Windows.
Every sleeping room should be provided with an outside window.
Table and Locker.
If regular boarders are to be provided for, the room should be
furnished with a table and locker.
Double-deck Beds.
Double-deck beds are being used, and while they are economical in
space, they are not as desirable as single beds. Under average conditions
beds for about 75 per cent, of the number to be provided for daily are
necessary.
Recreation Rooms.
The amount of room for amusement, reading, etc., is to be deter-
mined by the character of the service for which provision is made. It is
important that no skimping be done in this respect if full value is to be
had from the house.
It seems to be the generally accepted opinion that open rooms con-
nected together with wide openings are better than reading and amuse-
ment rooms separate from the lobby. The men can be kept under the
eye of the manager easily, and the number who want quiet is not or-
dinarily great, although in a big house provision for them may be desir-
able. Provision for bowling alleys, pool tables and other games in addi-
tion to the reading room are desirable, bowling alleys to be located
where the noise will be least objectionable.
Porch.
A big porch adds much to the comfort of the house; as a general
proposition it should not be located on the street side, as some men are
likely to make unbecoming remarks to passersby.
Foot Rest.
A foot rest of 3-in. gas pipe, about ten inches out from the porch rail
and about two feet from the floor, supported by brackets, makes a good
foot rest and saves wear on the paint.
Toilet Room Floors.
The toilet room floors should be of composition or tile.
Breakage of Fixtures.
Much damage has been done by leakage from shower baths on the
upper floors and especial care should be taken to prevent this.
Separation of Fixtures.
For sanitary reasons the baths and washroom should be separate
from the other fixtures.
772
BUILDINGS.
Omission of Urinals.
Urinals are the hardest fixtures to keep clean, and, as a rule, they
should be omitted and water-closets with counterbalanced seats provided.
Slop Sinks.
At a convenient location on each sleeping floor a slop sink should be
provided.
Toilet on Each Sleeping Floor.
There preferably should be toilet rooms and baths on each sleeping
floor.
3-6*
1
5bowe r
Compwrtmept
0*~Droir?
E>a3\n A- deep,
preferably below
floor-
.4 a
% (0
Rubber curtain
desirable
Dressing
G impart went
Door
"\
Arrangement for Shower Baths in Rest Houses.
General Toilet.
On the first flour or in the basement there should also be toilet
facilities, including wash bowls. In connection with these facilities baths
are desirable for those who do not wish assignment to a sleeping room.
It is preferable to have them convenient to the lockers.
BUILDINGS. 773
Few Tubs.
Very few tubs should be used, as it is almost impossible to keep
them and the floor underneath properly cleaned, but there are some men
who prefer the tub to the shower.
Individual Showers.
Individual showers where provided should be arranged as illustrated
by attached sketch.
Linen Closets.
Linen closets should also be provided on the sleeping room floors,
and ample room for storage in connection with the office is also desirable.
Dark spaces not available for sleeping rooms can be thus utilized.
Lecture Room.
A room which can be used for lectures and assemblies of various
kinds is sometimes quite desirable, especially where it is possible to make
some effort for entertainment of the men. Such rooms are also at
times valuable for the railroad officers in handling investigations and
instruction classes, the rest house being often a desirable place for such
work. However, it has been found by experience at some houses that
such rooms were not used often enough to warrant their cost and that,
where necessary, a part of one of the amusement rooms could temporarily
be shut off.
Emergency Hospital.
Consideration should be given to the provision of a small emergency
hospital.
Quarters for Manager and Family.
In many localities suitable quarters for the manager and his family
are necessary in the building.
Separate Toilet for Women.
Where there is a possibility of women being employed, the house
should be so designed that sleeping quarters and toilet facilities can be
furnished for them separated from the rest of the building.
Provide for Expansion.
Tn planning the house it is always well to make provision for expan-
sion. A very large majority of the houses already built have had to be
increased in size or are badly in need of it.
Lighting.
Electricity should be used for lighting even if a separate plant for
providing it is necessary. Tt is cleaner and the danger from fire is much
less when it is used.
Fire Protection and Safety Appliances.
Fire extinguishers, fire escapes, fire gongs and all tin- lust appliances
for fire prevention should lie used. A fireproof building is to be strongly
recommended. In frame houses the kitchen should always be built with
a view to fire protection.
774 BUILDINGS.
Sanitary Floors.
If a wooden structure is necessary, some sanitary floors can be
provided, but with a brick or concrete building their use can be more
extended and other improvements, such as a sanitary base, can be more
easily provided.
Fireproof Cost.
A fireproof structure will cost approximately 50 per cent, more than
a wooden building.
Sanitation Made Easy.
No reasonable expense should be spared in making it easier to keep
the house sanitary. The houses ordinarily get shabby very easily and
materials and colors should be selected which will wear well. Where
plastered walls are used in the game rooms, lobbies and halls, it is de-
sirable to have the walls, for a height of four feet, painted with dark
paint.
Environs.
Provision should be made for pleasing exterior surroundings — walks,
shrubs and perhaps also provision for croquet and quoits.
(C) METHOD OF HEATING FOR MEDIUM-SIZED STATIONS.
Methods of Heating.
There are four general methods of heating medium-sized stations :
stoves, hot air, steam and hot water.
In small stations where there is but one waiting room, or two waiting
rooms contiguous and adjoining the office on one side, a single stove can
be used for heating both office and waiting room or rooms.
Stoves in Partitions.
The stove is placed in the partition so that about half of it is in the
waiting room, and the half with the fire door, ash door and damper in
the office.
Protection Against Fire.
The partition about the stove and for several feet from it to be of
wire grillwork.
Separate Stoves.
Where the waiting room is not too large, such a plant is satis-
factory and represents about the cheapest installation that will provide
comfort in cold weather. Where the waiting room is large or where
two waiting rooms are separated by the office, another stove is necessary
or a central heating plant required.
Large Stoves Economical.
Stoves of large size are more desirable than small ones, as they
give greater economy in fuel consumption and require less attention.
BUILDINGS. 775
Stoves Hazardous.
Stoves are hazardous at best. In placing a stove, care should be
taken to place it at a safe distance from wood walls or partitions and if
the clearance is restricted, metal shields with air space should be provided
to deflect the heat.
Metal Mat.
On wood floors a metal mat or pan should be placed under the stove
and project far enough in front of it to catch any coals that may fall
out of the fire or ash doors should they be left open.
Smoke Pipe Through Partitions.
Stove-pipes should not pass through the ceiling. If it is necessary
for the pipe to go through a wood partition, it should be protected by a
double metal ventilated thimble of fireproof construction around the pipe.
Central Heating Plant.
While accurate figures are not available, it is the opinion of the
Committee, obtained after careful observation, that in stations in cold
climates where more than two rooms are to be heated and where an
agent and operator are on duty 18 or more hours per day, that a central
heating plant is more economical, cleaner, constitutes a less fire hazard
and requires less attention than stoves.
Hot Water and Steam.
The plant may be of the hot water, steam or hot air type. There is
little choice between hot water and steam ; each has some advantages
over the other.
Hot Air.
Hot air is doubtless the least desirable of the three. Care should
be taken in installation that the boiler, where hot water or steam is used,
is of ample size.
Full-Size Boiler.
For stations in northern climate, the boiler should be rated at about
two-thirds its advertised capacity.
Liberal Radiation.
A very liberal ratio of radiating surface to cubic contents of room
heated should be used.
Closed System — Hot Water.
Where supervision can be depended upon in care of the plant, it is
sometimes desirable in hot water heating to use the closed system, so
that the water may be raised to a higher temperature before boiling.
Damper Regulators.
Thermostats or damper regulators, properly designed for the kind of
installation used, are recommended as fuel savers— they should be auto-
matic in operation.
Hot Air Furnaces — Advantages and Disadvantages.
The advantages of heating by hot air furnace, as compared with
stoves, are, in general, it^ greater convenience and cleanliness and
776 BUILDINGS.
greater economy of fuel and its less cost of installation as compared with
heating by hot water or steam. Its main disadvantages are due to the
fire risk when hot air furnaces are carelessly handled, and to its unsatis-
factory results when a building is so large and has so many rooms that
long air ducts are required. The principal objection to heating with hot
air is that on windy days it is impossible to maintain heat in all parts of
a large room.
Advantages of Hot Water.
The advantages of heating by hot water compared with heating by
steam are mainly the less consumption of fuel, and the less cost of
maintenance of the plant, and the greater ease with which an even tem-
perature is maintained; and in the spring and fall, when a small amount
of heat is required, it can be readily secured by a hot water plant with-
out overheating the building. Steam radiators will not begin to get warm
until the fire in the heater is sufficient to give some steam pressure,
whereas any increase in the temperature of the water in a hot water
heater will at once cause the circulation of the water in the radiators.
Advantages of Steam.
The advantages of heating by steam compared with heating by hot
water are that the original cost of the plant is at least 20 per cent, less
and that after steam is raised the building is more quickly heated than
with hot water, and that there is less liability of damage to the radiators
it, through neglect, the system is allowed to freeze.
Signal Towers, Etc. — Hot Air From Stoves.
For heating interlocking towers and similar buildings, when not
larger than about 500 square feet, a hot air furnace made from an ordi-
nary cast-iron coal stove enclosed in a well-made case of about No. 22
or No. 24 galvanized iron is satisfactory. A space of six inches to a foot
is left between the stove and the casing and a little more than a foot
above the top of the stove where the case converges into a hood. Two
hot air pipes, ten to twelve inches diameter, lead from the hood to the
register above. This method of heating towers gives sufficient heat and
keeps the floor warm, but has been found to be objectionable on account
of danger of fire caused by overheated stoves.
Low Pressure Steam.
A more satisfactory arrangement is to place a small stove on the sec-
ond floor of the tower, or to use a low pressure steam heating system.
Chimney.
The chimney should be well built of fireproof material and lined with
fire clay or terra cotta flue lining. It should start from the ground and
be built so that it will not interfere with the mechanism of the inter-
locking machine. It is usually found best to build the chimney outside
instead of inside the tower.
Larger Buildings.
For towers or buildings larger than 500 sq. ft., hot water or steam
should be used.
BUILDINGS. 777
Storing Coal.
The practice of storing station coal in freight and baggage rooms is
undesirable. A coal house, detached from the station building, is prefera-
ble. For small stations a coal box, holding from 3 to 5 tons, is recom-
mended. It should have sloping roof to shed rain, be locked and be
located near the freight or baggage room end or back of the station, but
not attached to the building.
Coal Bin Under Platform.
For a combination station, where the freight platform is raised, a
bin may be built under the platform. In territory where coal that is
liable to ignite from spontaneous combusion is used, it should be pref-
erably of concrete construction with reinforced slab on top, metal coal
hole cover, and door placed at the outside.
CONCLUSIONS.
Stations with one or two waiting rooms, and an office, can be heated
satisfactorily and economically by the use of stoves, especially where it
is not necessary to maintain an even temperature throughout the entire
day. The danger of fire from the use of stoves should be guarded against
as much as possible.
Where two or more waiting rooms separated by an office are to be
heated, a single central heating plant, preferably in the basement, is
recommended as being the most economical and satisfactory. For such
a heating plant a hot water, steam or hot air furnace may be used. The
hot air furnace constitutes a greater fire risk than either the steam or hot
water heater. An even temperature is more easily maintained by hot
water than by steam, but a station is more quickly heated with a steam
system than with a hot water system. The pipes and radiators of a hot
water system must be kept above a freezing temperature.
METHODS OF LIGHTING MEDIUM-SIZED STATIONS.
Electricity.
Where current can be obtained at reasonable cost electricity should
be used for lighting. In wiring stations, the rules and regulations
recommended by the National Board of Fire Underwriters should be
followed.
Gas.
Where electric current cannot be obtained, gas may be used. The
principal hazard from gas lighting comes from the gas where open jet
is used. A mantle is preferable and recommended. The fixtures should
be stationary.
Heat Deflector.
If the jets or mantles arc less than thre< feel from combustible ceiling
overhead, a heat deflector suspended at least 4 inches below ceiling should
be provided.
BUILDINGS.
3^=
; -
BUILDINGS. 779
Shut-off Valve.
All gas connections to building should have a shut-off valve in the
service pipe at entrance to building or at curb line.
Pressure Regulator.
Where natural gas is used, pressure regulator to guard against
varying fluctuations in pressure should be provided.
Oil.
In small towns where neither electricity nor gas can be had, the
most available source of light is usually from kerosene oil.
Metal Lamps.
Well-made metal lamps only should be used. But a small quantity
of oil should be kept in the building, and the supplies should be carefully
safeguarded.
Metal-Lined Cabinet.
A metal or metal-lined cabinet is desirable, with a metal receptacle
for the oily waste.
Acetylene.
There are several types of acetylene installations that are approved
by the Underwriters, and these provide a very effective lighting system,
which requires very little labor and will provide a better light than oil
at a cost about equal to gas lighting, where gas is selling for eighty cents
per thousand. The fixtures for the acetylene installation are similar to
a gas installation.
Sufficient Light.
There should be sufficient light, and it should be properly distributed
so that there will be no dark corners, for where dark corners appear you
can always find an insanitary condition existing.
Platforms.
On side platforms and island platforms, where no shelter sheds are
provided, lamp posts should be provided about 80 to 100 feet apart, de-
pending on the kind of illumination used.
Shelter Sheds.
Where shelter sheds are used, the light should be preferably placed
in the ceiling, one to each panel, or approximately 20-foot centers, using
proportionately smaller light units.
Sketches.
Sketch attached will give a general idea of the character of the post
used, with fittings for various kinds of illumination.
CONCLUSIONS.
Electricity is the safest, most satisfactory and desirable method of
lighting, and should be installed in all stations where reliable current is
available at reasonable cost.
780 BUILDINGS.
SANITARY PROVISIONS FOR MEDIUM-SIZED STATIONS.
There are few items in railway operation more annoying than keep-
ing the small and medium sized station neat and clean. To facilitate
sanitary stations, the building should be designed to that end. All differ-
ent planes should be connected by curves.
Angles.
All beads and angles that may collect dirt and protect disease germs
should be avoided.
Floor Surface.
In frame stations the wearing surface of the floor should be compo-
sition, laid on top of a single layer of T. & G. flooring.
Composition.
A better wearing surface would be to place a false floor about two
inches below the top of the joists, beveling off the joists and laying
approximately four inches of cinder concrete, and on this concrete lay
vitrified tile.
Tile.
These tiles are made in various colors — the ones mostly recommended
are dark red and gray.
Vitrified Brick.
Where solid fill can be had, vitrified brick, laid in pattern on (approxi-
mately) a 4-in. concrete base, provides a very satisfactory floor.
Foundation Walls Up to Sill of Windows.
In frame stations with masonry foundations, the foundation walls
may be brought up to the window sill, and when cement floors with hard
plaster base and walls are used, the same end is effected at but little
extra cost.
Woodwork Plain.
All woodwork should be closely fitted and plain in detail.
Window Ventilation.
For waiting rooms and offices, sufficient ventilation may be had from
windows and doors, but it is desirable to hang the window sash with
balance weights, and, in many cases, to place transoms over the door.
Sunlight.
Sunlight is the greatest disinfectant, and the more of it the design of
. the building admits, the easier it will be to secure sanitary stations.
Operation Made Easy.
The designer should keep in mind that when his own work is finished
the station agent's begins, and the easier he can make it for the janitor
or agent to keep the place clean, the nearer will sanitary stations be
approached.
BUILDINGS. 781
Protecting Pipes from Frost.
Care must be taken in installing water-closets in freezing climates
to have all water pipes protected from frost. Means of draining the
system are necessary. In general, when the work is installed in accord-
ance with good practice in that particular latitude or locality, trouble
from freezing will not be great if reasonable care is taken of the building.
Water-Closets.
Where connection with water under pressure and sewers can be
made, water-closets in the stations should be provided. They should be
plain, durable and carefully installed ,by the best practice.
Septic Tanks.
Where water under pressure is available, but connection with sewer
cannot be had, septic tanks may be used, and are recommended in small
towns where drainage is practicable and at not too great a distance
from the station. The capacity of a septic tank should be more than
equal to the daily volume of sewage. The tank preferably should be
covered, and in cold climates protected from freezing.
Contamination of Water Supply.
The tank should be located where there is no liability of its over-
flow contaminating wells, springs or other drinking water, for while the
overflow is clear, and limpid, many deadly germs and baccilli are not
eliminated.
Septic tanks do not require a great deal of attention. The bacteria
in the scum live upon the solids of the sewage, so that a large part of
the solids pass off either in gas or in solution in the overflow. No disin-
fectant should be allowed to enter the sewage that is discharged into a
septic tank, for the disinfectant will kill the bacteria that live upon and
destroy the organic matter in the tank.
Flushing Out Sludge.
The remaining solids must be washed or flushed out of the tank
occasionally. Suitable openings with valves are left in the tank for this
purpose.
In addition to septic tanks, there are other methods for disposing
of toilet waste.
Chemical Treatment.
Several methods of chemical treatment of toilet waste are being
exploited. One apparatus is of water-closet appearance in outward
form, but the fecal matter, instead of going into a sewer, is caught
in a tank of from twenty to a hundred or so gallons in size. This
tank contains, perhaps, 10 per cent, of its capacity of water, to which
has been added a strong disinfectant or solvent. After the tank has
been partly or nearly filled, it is taken out and trucked to a convenient
place and contents emptied or buried. The seats and covers of these
closets are made practically air-tight by use of specially made gaskets and
a ventpipe leads out from the closet to a chimney or through the roof,
so that but little odor escapes into the building.
782
BUILDINGS.
Incineration.
Closet incinerators are also to be had. They have (the same as the
chemical treatment) the advantage of destroying all germs, whether
dangerous or not. They are more expensive to install and operate, and
require more attention than the chemical closets. There is also some
greater fire hazard where installed in the station building, but they have
Front View.
Single- Seated Sanitary Privy.
the advantage of totally destroying all refuse placed in them, and there
is no objectionable residue left to be carried or carted away.
Privy.
A last resort is the privy, and as there are perhaps more installations
of this type than any other, they should receive attention, and be built
to keep flies from making a breeding place out of them.
BUILDINGS.
783
Sketch — Wire Screens.
The sketch at the end of this article shows holes for ventilation,
covered with wire screen, and seats provided with lids.
The excreta is caught in an iron kettle, and this should be dosed
with chemicals made for the purpose, and then buried.
They should be located at least 25 ft. from the station, preferably
on the same side of the main track ; and at combination stations they
should preferably be located at the freight end.
Janitor.
In general the station agent or operator cannot be expected, nor will
he give the care necessary to such equipment. A porter, janitor or
(Make tight felt joint on four edges of flap door. >
Rear and Side View.
Single-Seated Sanitary Privy.
employe especially assigned to such work will be required. He may
look after the toilets of a number of stations, and let him who is re-
sponsible for the porter's or janitor's work keep in mind that insanitary
sanitation is dangerous, unsatisfactory and disgusting.
CONCLUSIONS.
Where water and sewers are available, water closets should be pro-
vided in the building.
784 BUILDINGS.
Where water is available, but no sewer, then water closets in the
building should be connected to septic tank.
Where neither water nor sewer is available, chemical closet or in-
cinerator should be used in preference to a privy, which should only be
used as a "last resort."
In all stations different planes should be connected by curves ; all
heads and angles that may collect dirt and protect disease germs should
be avoided; and sufficient artificial light should be provided, as dark
places are the ones that collect dirt and filth.
Respectfully submitted,
COMMITTEE ON BUILDINGS.
REPORT OF COMMITTEE XI— ON RECORDS AND
ACCOUNTS.
W. A. Christian, Chairman; M. C. Byers, Vice-chairman ;
F. J. Bachelder, H. C. Phillips,
W. S. Danes, J. H. Reinholdt,
Lester Bernstein, R. C. Sattley,
G. D. Hill, Guy Scott,
Huntington Smith, H. M. Stout,
Henry Lehn, Frank Taylor,
J. H. Milburn, J. L. Vollintine,
T. W. Orrock, W. D. Wiggins,
J. C. Patterson, Committee.
To the Members of the American Raihvay Engineering Association:
The Board of Direction assigned the following subjects to your Com-
mittee :
(i) Make a comprehensive study of the forms in the Manual,
adopted a number of years ago, and bring forms up to date.
(2) Continue the study of reports required by Federal and State
Railway Commissions.
(3) Continue the study of a feasible and useful subdivision of
I. C. C. Classification Account No. 6, with a view to securing uniformity
of labor costs.
The following Sub-Committees were appointed to deal with the sev-
eral subjects assigned:
Sub-Committee (1) : G. D. Hill, Chairman; F. J. Bachelder, W. S.
Danes, J. H. Milburn, J. W. Orrock, J. C. Patterson, H. C. Phillips, Guy
Scott, W. D. Wiggins.
Sub-Committee (2) : W. A. Christian, Chairman ; M. C. Byers, J. L.
Vollintiin'.
Sub-Committee (3) : Henry Lehn, Lester Bernstein, Huntington
Smith, J. H. Reinholdt, R. C. Sattley, H. M. Stout.
The Committee held a joint meeting with the representatives of the
Committee on Signals and Interlocking on April 29, in accordance with
the instructions of the fifteenth annual convention, for the purpose of
reconciling differences between the symbols recommended by the Com-
mittee on Signals and Interlocking and those of the Committee on
Records and Accounts.
A meeting of the General Committee was held in Chicago, January
22, the following members being present: G. D. Hill, J. II. Milburn,
H. C. Phillips, Guy Scott, J. L. Vollintine, Huntington Smith, H. M.
Stout.
785
786 RECORDS AND ACCOUNTS.
The following report is respectfully submitted :
(i) REVISION OF MANUAL.
The Sub-Committee appointed to deal with revision of the Manual
and the study of the forms in the Manual, subdivided the work as fol-
lows :
(i) Bridge forms.
(2) Track forms.
(3) Construction forms.
(4) Accounting forms.
(5) Record forms.
The following revision of the respective forms is recommended :
(1) Bridge Forms:
Form 701, Maintenance of Way Department Tool Report, column 1.
insert list of tools standard with the road using the form.
Form 702, Bridge Inspection Report, insert list of numbers of the
structures to be inspected, the inspector to check off the different items of
the structure inspected.
Form 704, General Bridge Inspection Report, add footnote reading
as follows :
"This report to be signed also by those composing inspection
party."
(4) and (5) Accounting and Record forms:
For the present no changes are recommended in Form 1107. Applica-
tion for Expenditures; Form 1108, Authority for Expenditures; Form
1 109, Appropriation for Expenditures; Form 11 10, Monthly Report of
Expenditures on Authorization; Form lii 1, Record Cost of Work; Form
2000, Register of Title Deeds, and Form 2001, Contract and Lease Rec-
ord, pending final promulgation of corresponding forms now under con-
sideration by the Interstate Commerce Commission.
Form 1900, Right-of-Way Maps, to be revised to conform to the
requirements and specifications of the Interstate Commerce Commission.
(2) FEDERAL AND STATE RAILWAY COMMISSION*
REPORTS.
In connection with reports required by State and Federal Commis-
sions, the Committee feels that it may say that in connection with the
valuation of railway property there is rather a diminution of the activities
of State Commissions and a tendency on their part to await the valua-
tion now in progress by the Interstate Commerce Commission, and the
Committee commends this tendency as making for more satisfactory
results and avoiding conflicting statements. There have been, to the
Committee's knowledge, no new forms for State appraisals issued since
the last meeting of the Association.
RECORDS AND ACCOUNTS. 787
The Committee has nothing to add to its previous report on the
same subject, wherein it is stated they collected a lot of forms and found
that most of them are similar to the requirements of the Interstate Com-
merce Commission.
The forms of the Interstate Commerce Commission, while gradually
taking shape, are not yet so complete as to enable a review of them. In
view of this centralization of authority, the Committee feels that noth-
ing further can be done on its part.
(3) SUB-DIVISIONS OF I. C. G. CLASSIFICATION ACCOUNT
No. 6.
Since this subject was assigned to the Committee, the Interstate
Commerce Commission have issued a new classification of operating
expense accounts. It went into effect on July I, 1914, and in that new
classification former Account No. 6 has been divided into two parts, as
follows :
No. 202, Roadway Maintenance.
No. 220, Track Laying and Surfacing.
The splitting of this account into two parts perhaps reduces the
necessity of further sub-dividing the two new accounts. However, in
the event that this further sub-division is desired, the following sub-di-
visions are submitted for consideration of the Association :
Account 202, Roadway Maintenance :
(A) Care of Roadbed ;
(B) Bank Protection ;
(C) Clearing and Cleaning Roadway and Track;
(D) Watching Roadway and Track;
(E) Flood Damage;
(F) Work Train Service.
Account 220, Track Laying and Surfacing:
(G) Renewing Track Material ;
(H) Maintenance of Line and Surface:
(I) Other Expenses;
(J) Work Train Service.
The application of the sub-divisions above mentioned to the various
divisions of these two accounts, as shown in the I. C. C. Classification,
would be as follows :
X<>. 202. ROADWAY M A I XTK N >
Care of Roadbed: The cost of blasting rocks; constructing and
cleaning tile ditches, open ditches and drains : crowning track ties with
retaining earth ; filling borrow and cattle pits ; landscape gardening along £
roadway; oiling roadbed; removing dangerous rocks; removing slides;
restoring roadbed, cuts, fills and embankments to standard width; sloping
cuts ; sodding roadway ;
building temporary tracks around slides and washouts: keeping tracks
clear and repairing subgrade in ca^e of washouts; removing temporary JJ
tracks around slides and washouts; repairing roadbed damaged by wash-
outs.
788 RECORDS AND ACCOUNTS.
General Cleaning : The cost of cutting, removing and disposing
of brush, grass and weeds from the right-of-way; plowing and digging
o fireguards ; dressing ballast and cutting sod lines ; removing miscellaneous r*
* scrap, drift, cinders, dirt and other material from right-of-way and from
road and terminal tracks (including tracks at stations, engine yards and
car yards), and cleaning streets used as roadways.
Watching Roadway: The cost of extinguishing fires on right-of-
3 way and adjacent thereto, and of walking, watching and patrolling tracks D
and right-of-way.
Bank Protection : Cost of protecting banks by repairing retaining
A walls, riprap, piling, piers, dikes, breakwaters and revetments, and by t>
changing the channels of streams to prevent cutting, washing and sliding
of embankments.
e Train Service: The cost of work-train service in connection with -p
work pertaining to roadway maintenance.
/» Track Changes : The cost of roadway work in connection with J^
taking up and relocating tracks.
Other Expenses : The cost of roadway work not provided for
7 elsewhere, such as official roadway inspection train service and premiums A
in connection with roadway maintenance.
NO. 220. TRACK LAYING AND SURFACING.
■i Applying Ballast: The cost of labor expended in preparing the £«
roadbed and applying ballast for repairs of tracks.
Applying Ties : The cost of labor expended in unloading, distribut- pi
ing and applying ties for repairs of tracks ; in gathering up and dispos- ^*
H
G
H
ing of the ties released ;
and in respacing ties.
Applying Rails : The cost of labor expended in unloading, dis-
o tributing, cutting, slotting, drilling, adzing for and laying rails for re-
pairs of tracks ; in gathering up and loading rails released ;
and in adjusting for expansion andi contraction of rails.
Applying Other Track Material : The cost of labor expended in
4 unloading, distributing and applying other track material for repairs of G
tracks, and the cost of gathering up and loading the material released.
Track Maintenance: The cost of labor expended in alining, sur-
c facing, gaging and shimming tracks ; in tightening track bolts and track tj
spikes; in restoring rails, ties and ballast in case of washouts, derail-
ments and wrecks, and in taking up tracks.
Train Service: The cost of work-train service (except work trains
6 distributing ballast material) in connection with work pertaining to J
track laying and surfacing.
17 Track Changes: The cost of track work (exclusive of the cost of xx
track material) in taking up and relocating tracks.
Other Expenses : The cost of track laying and surfacing work not
o provided for elsewhere, and expenses, such as repairing and replacing t
rail rests, official track inspection train service, and premiums in connec-
tion with track repairs.
RECORDS AND ACCOUNTS.
789
Numbers on the left indicate I. C. C. classification sub-divisions;
letters on right indicate sub-divisions under which the whole, or portions
of, the I. C. C. sub-divisions are classified.
CONVENTIONAL SIGNS.
The Committee submits herewith for approval additional symbols
relating to "Rail," "Ballast," and "Electrified Lines." Tbese symbols
have been incorporated provisionally in the pamphlet issued during the
summer of 1914, and are now in use by railway companies in the work
of preparing maps and profiles to comply with the Government valua-
tion act :
56 lb.
60 lb.
65 lb.
70 lb.
75 lb.
80 lb.
85 lb.
90 lb.
100 lb.
I/O lb.
Earth
Sand
Ci nders
Gran. Slag
Screenings
Burnt Clay
Chats
Gravel
Slag
Broken Stone
ELECTRIFIED LINES.
Third Foil
Jumpers •
Running Rail or C.L. of Track
torC.l. of Track
Running Rail
or
Feeder
Running Rail or C.L. of Track
Feeder.
_^vn.
Third Rail
Switch
Overhead Fail or Wire
(State Kind )
790 RECORDS AND ACCOUNTS.
RECOMMENDATIONS FOR NEXT YEAR'S WORK.
(i) The Committee feels that there might be a profitable field for
investigation and advocating the use of small forms on cardboard or
other suitable material for use of field men in making daily reports, to
the end that supervision may be facilitated and efficiency encouraged.
(2) Continue the study of feasible and useful sub-divisions of Inter-
state Commerce Commission Classification Accounts 202 and 220, with a
view to securing uniformity of labor costs, separating the items in accord-
ance with such forms as are promulgated by the Interstate Commerce
Commission during the year.
(3) Investigation of methods of reproducing maps and profiles on
drawing linen for permanent record.
Respectfully submitted,
COMMITTEE ON RECORDS AND ACCOUNTS.
REPORT OF SPECIAL COMMITTEE ON STRESSES
IN RAILROAD TRACK.
A. N. Talbot, Chairman;
A. S. Baldwin,
J. B. Berry,
G. H. Bremner,
John Brunner,
W. J. Burton,
Chas. S. Churchill,
\V. C. Cushing,
Dr. P. H. Dudley,
H. E. Hale,
Robt. W. Hunt,
W. M. Dawley, Vice-Chairman;
J. B. Jenkins,
Geo. W. Kittredge,
P. M. LaBach.
C. G. E. Larsson,
William McNab,
G. J. Ray,
A. Reichmann,
E. Stimson,
F. E. Turneaure,
J. E. WlLLOUGHBY,
Committee.
To the Members of the American Railway Engineering Association :
The Special Committee on Stresses in Railroad Track presents the
following report of progress :
The Committee was formed by action of the Board of Direction
November 20, 1913. A similar committee was created by the Board of
Direction of the American Society of Civil Engineers Novemher 12, 1913.
By action of these two bodies the two committees have the authority to
co-operate, and this co-operation is being carried on. The Board of Di-
rection of the American Society of Civil Engineers made an assignment
of funds for the work of the Committee March 4, 1914, and a contribu-
tion toward the expenses of the tests was later received by the American
Railway Engineering Association from the United States Steel Corpora-
tion. Funds having been provided sufficient to make a beginning, the
initial meeting of the Committee was held in Chicago March 18, 1914. at
which there was a general discussion "f the field of work of the Com-
mittee and of the way in which the work should be undertaken. A Sub-
Committee was appointed to report on the methods of organization and
scope of work of the Committee. At a meeting of the Committee held at
Baltimore, June 3, 1914, the report of tins Sub-Committee was presented,
discussed and adopted. Three Sub-Committees were appointed: (a)
Executive; (b) Tests, and (c) Ways and Means. Tin- program of testing
was referred to the Sub-Committee on Tests, and it was decided that the
first work should include the development of instruments and methods
for tests on track, and that the preliminary tests on track should include
observations of the equilibrium depression curve of the track under static
load (the measurement to include rail, ties, ballast and roadbed); and
also measurements of the distribution <>f strains in the rail. The general
plan of carrying on the work was referred t" the Executive Committee.
E. H. Fritch was elected Secretary of the Committee.
791
792 STRESSES IN RAILROAD TRACK.
During the summer and fall plans have been developed and a begin-
ning made. The work has included (a) a study of the problem; (b) de-
velopment of instruments and methods of carrying on the tests and try-
ing these out in field and laboratory, and (c) static tests on railroad track
with heavy locomotives and with single concentrated load. These tests
were made on the track of the Illinois Central Railroad, near Champaign,
111. The Sub-Committee on Tests considered the results of the first of
these field tests and adopted a general plan of procedure for the static
tests. A test party was organized and a start was made on the field
tests, and these tests were carried on until unfavorable weather inter-
fered with the work. The work of computation, making records and
developing apparatus has since been continued. Enough experience has
been gained to show that the methods used are practicable. During the
winter it is expected that some laboratory tests will be made on ballast
and on rail joints. Preliminary arrangements have been made for tests
on the Baltimore & Ohio Railroad and on the Delaware, Lackawanna &
Western Railroad. It is planned to carry on the test work during the
coming season.
The Engineering Experiment Station of the University of Illinois is
co-operating with the Committee on this work through the use of its
laboratories and its staff, especially through the assistance of Prof. H. F.
Moore, in the development of apparatus and methods of tests. It is ex-
pected that this co-operative work will lie of great assistance to the
Committee.
The Committee has found, as it expected, that the problem assigned
to it is a very complicated one, indefinite in many ways and containing
many variables which must be eliminated or their influence determined.
The experimental work will involve much tedious and painstaking work,
and it is felt that results of value may be obtained only a'ter prolonged
work on the problem. The Committee feels that encouraging progress has
been made, and enough has been done to warrant the expectation that on
some parts of the problem at least information of value will be obtained.
Respectfully submitted,
COMMITTEE ON STRESSES IN RAILROAD TRACK.
REPORT OF COMMITTEE VIII— ON MASONRY.
F. E. Schall, Chairman; F. L. Thompson, Vice-Cliairman;
R. Armour, Richard L. Humphrey,
J. C. Beye, J. H. Prior,
C. W. BOYNTON, R. A. RUTLEDGE,
H. A. Cassil, G. H. Scribner, Jr.,
T. L. Condron, Job Tuthill,
J. K. Conner, J. J. Yates,
L. J. Hotchkiss, Committee.
To the Members of the American Railway Engineering Association:
The Committee on Masonry during the past year held one meeting
of the whole Committee on October 14, 1914, at Chicago, 111. Members
of the Sub-Committees met at different points, but most of the commit-
tee-work was carried on through correspondence by Sub-Committees.
The following Sub-Committees have been appointed to investigate
the subjects assigned by the Board of Direction:
Sub-Committee "A" — "Examination of Manual and recommendation for
changes'' :
J. H. Prior, Chairman; J. C. Beye, C. W. Boynton.
Sub-Committee "B" — "Complete report on principles of design of plain
and reinforced retaining walls and abutments" :
T. L. Condron, Chairman; C. W. Boynton, L. J. Hotchkiss, J. H.
Prior, G. H. Scribner, Jr.
Sub-Committee "C" — "Collect data concerning cost and method of con-
structing concrete piles, and make recommendation as to their
use" :
F. L. Thompson, Chairman; J. C. Beye, H. A. Cassil, J. K. Conner,
R. A. Rutledge.
Sub-Committee "D" — "Report on cost, appearance and wearing qualities
of various methods of surface finish for concrete" :
Job Tuthill, Chairman ; R. Armour, Richard L. Humphrey, J. J. Yates.
Joint Committee on Standard Specifications for Cement :
F. E. Schall, R. Armour, J. K. Conner, H. A. Cassil, J. J. Yates.
Joint Committee on Concrete and Reinforced Concrete:
The personnel of representatives of the American Railway Engineer-
ing Association to that Committee was not defined by the Board of Di-
rection for the ensuing year.
REVISION OF MANUAL.
The Supplements to the Manual issued for 1912 and 1914 cover the
additions that are to be made in the Manual.
In the specifications for reinforced concrete structures, paragraph 9,
working stresses for high carbon steel in tension, should be changed from
793
794 MASONRY.
17,000 lbs. to 16,000 lbs. per sq. in., to agree with the requirements of the
specifications for iron and steel structures.
Under the head of "Definitions" it is recommended to make the fol-
lowing addition :
"Laitance''-^A sediment from cement of concrete deposited in water, or
of concrete, when water is worked to the surface.
"Tremie" — A cylindrical or other form of tube, with sloped top or pocket
used for depositing concrete in water.
PRINCIPLES OF DESIGN OF PLAIN AND REINFORCED RE-
TAINING WALLS AND ABUTMENTS.
This Committee will not present a report at this time ; no special
new developments have taken place since the presentation of the report
of the Committee, and no funds being available for making tests of earth
pressures on retaining walls and abutments.
With reference to tests for earth pressures, your Chairman re-
ceived a communication from Dr. J. A. Holmes, Director of the United
States Bureau of Mines, inviting the Masonry Committee to act in a
consulting capacity, in conjunction with other engineering organizations,
and a committee of United States Government Engineers appointed by
Dr. Holmes to investigate earth movements, pressures, etc. The Board
of Direction having been advised of the above communication, assigned
F. L. Thompson, J. J. Yates and F. E. Schall to act in a consulting ca-
pacity for this Association, understanding that no financial obligation be
assumed by this organization.
Dr. J. A. Holmes, Director of United States Bureau of Mines, under
date of November 11, 1914, advises that on account of existing financial
conditions no special appropriation for carrying on this investigation was
obtained from the National Congress, but that some preliminary work
may be accomplished with such funds as are available, and your Chairman
has agreed to meet the Government representatives assigned to this work,
at the call for a meeting.
COST AND METHOD OF CONSTRUCTING CONCRETE PILES
AND RECOMMENDATIONS AS TO THEIR USE.
This Committee has collected a large amount of information and a
progress report is presented herewith, requesting that the subject be re-
assigned for the coming year.
APPEARANCE AND WEARING QUALITIES OF VARIOUS
METHODS OF SURFACE FINISH FOR CONCRETE.
This Committee has collected valuable and interesting information
on the subject, a progress report is presented herewith, understanding
that the subject will be reassigned for the coming year.
MASONRY. 795
JOINT COMMITTEE ON CONCRETE AND REINFORCED CON-
CRETE.
The Committee held two meetings during this year, at which the re-
organization of the Joint Committee was thoroughly discussed and the
financial aspect of the Committee considered. At the meeting held June
3, 1914, Sub-Committees for the investigation of certain phases of rein-
forced concrete work were appointed, your Chairman being on the per-
sonnel of two of the Sub-Committees. By instructions from the Board of
Direction, further attendance at the Joint Committee meetings is not
desirable.
COMMITTEE C-i, STANDARD SPECIFICATIONS FOR CEMENT,
AMERICAN SOCIETY FOR TESTING MATERIALS.
Meetings of this Committee were held on April 28 and July 1, 1914;
at the first meeting, special committees on "Accelerated tests of the con-
sistency of volume of cements" and on standard screen scale and method
of standardizing sieves were appointed.
At the meetings of this Committee reports were received that the
Conference Committee on "Standard Specifications for Cement" was
making progress and expected to reach a satisfactory conclusion at an
early date, but so far this has not been accomplished.
The Sub-Committee on Accelerated Tests met on July 1, 1914, and
discussed the question of these tests from various points of view ; the
Committee expected to obtain some valuable information on this subject
from abroad, but by reason of the disturbed conditions of the European
countries little information may be expected from that source; the Com-
mittee so far has not undertaken to make any tests.
NEXT YEAR'S WORK.
It is recommended that the subjects of cost and method of construct-
ing concrete piles, and the cost, appearance and wearing qualities of sur-
face finish of concrete be reassigned for further examination and report.
It is also recommended that the subject of certain typical designs of
foundations for piers, abutments, retaining walls and arches in various
soils and depth of water (not including pneumatic foundations) be as-
signed for investigation and report.
Respectfully submitted,
( I IMMITTEE ON MASONRY.
Appendix A.
CONCRETE PILES, COST, METHOD OF CONSTRUCTION AND
RECOMMENDATION FOR THEIR USE.
SUB-COMMITTEE "C."
The Committee secured a large amount of information from the
membership of the Association, in response to a circular letter sent out
in June, 1914. A summary of the replies is shown in the two tables
appended.
The concrete piles generally used are of the reinforced type, though
in several cases plain concrete piles have been used.
The piles are usually of 16-in. short diameter, whether square or oc-
tagonal. The Santa Fe Railway Company vary the short diameter, using
the formula D == 7 in. -)- *4 in. L, where L equals length of pile in feet.
Concrete piles are used both tapered and straight section, the latter
type being more commonly used.
A large variance is shown in the amount of steel reinforcement used,
both longitudinal and transverse. The greater portion of the piles have
14-in. rods for transverse reinforcement, whether spiralled or hooped.
Steel mesh is used in a few cases and in one case additional steel rein-
forcement is used in the head of the pile.
The Chicago, Burlington & Quincy Railroad is one of the roads that
uses steel mesh for reinforcement.
The cost of the concrete piles at point of manufacture varies consid-
erably; this is probably due in a large measure to the method of book-
keeping, or as to what is considered a proper charge against the actual
cost of the piling; the number of piles manufactured and the available
plant and labor for manufacturing the piles are also factors that may in-
fluence the cost.
The variation in the cost per linear foot of pile as given in the at-
tached table is also due to the use of different quantities of steel rein-
forcement, some roads using a design providing considerably more steel
than others. For instance, the cross-sectional area of steel used by the
Burlington runs 4.25 lbs. per linear foot, Illinois Central 12.5 lbs. per
linear foot, and the Milwaukee 17.5 lbs. per linear foot.
The cost of driving the piles also varies considerably, but this should
be expected, as the nature of the spoil, the accessibility of the work, the
traffic conditions and the number of piles driven at a given structure affect
the cost of driving to a certain extent. Thirty-five cents per linear foot,
however, seems to be a fair average cost under ordinary conditions.
This cost includes handling costs, which vary from 10 to 12 cents per
linear foot.
Several of the answers received show that it costs little more to drive
concrete than wooden piling.
796
MASONRY. 797
In some of the replies, the Engineers of the railroads that have not
used concrete piling generally would not commit themselves on the mat-
ter, others stated that they had considered using concrete piling in several
cases, but that wooden piling was found to be more economical under the
conditions met with.
The general opinion seems to be that in cases where there is perma-
nent moisture and no danger of future drying out, wooden piling is the
cheaper; where the line of permanent moisture is low, concrete piling is
the most economical.
No Eastern railroads seem to have used concrete piling for bridge
bents. Several of the Western railroads have used concrete piling to a
considerable extent and found it to be good and permanent construction.
In many cases, concrete piling has been used for supporting small
abutments, where placed on embankments, as this type of construction
is more economical on account of the saving in the cost of expensive
high abutments.
The Committee has not found the time to fully analyze the large
number of replies received, and therefore is not in a position to submit
definite recommendations or conclusions on this subject.
The foregoing, in conjunction with the two summaries of replies, are
submitted as a progress report, understanding that the subject will be
continued for next year, for the further investigation of the different
designs of piles, and to submit a complete report with certain typical
designs of concrete piles, their cost and recommended use.
798
MASONRY.
.S
I
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ft
I
MASONRY.
799
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Appendix B.
COST, APPEARANCE AND WEARING QUALITIES OF VARIOUS
METHODS OF SURFACE FINISH FOR CONCRETE.
SUE-COMMITTEE "D."
A careful review of the current literature on this subject was made
and the Committee found a marked lack of reliable information. A cir-
cular letter of inquiry was therefore sent to the members of the Associa-
tion and others interested. Fifty-two replies were received, many of
which contain excellent information. A summary of these is made a part
of this report, and a number are quoted that contain information covering
generally the methods in use and specifications and typical recommenda-
tions.
The Sub-Committee feels, however, that the subject requires further
study, and that it is not in a position to make final recommendations. The
Committee presents this report as information.
A review of the answers received gives the following methods as most
generally used. Each method has been numbered for reference the same
as in the tabulated summary of replies.
(i) SPADING, TO WORK THE COARSE AGGREGATE AWAY FROM THE FORM TO
BRING THE MORTAR AGAINST IT.
This method is the one generally used, and where decorative treat-
ment is not necessary furnishes the best finish at the least expense. The
surface is generally smooth and nearly impervious to moisture, and its
wearing qualities are equal, if not superior, to those of any other method.
(2) COATING WITH A WASH OF CEMENT.
A wash of usually one part of cement and one part of sand is applied
with a brush after the forms are removed. This fills up the pores and
covers the small inequalities and wood grain marks and gives a smooth
surface of even finish and uniform color. This film of mortar, however, is
liable to become checked and hair-cracked and often scales ; for this reason
it is not generally used.
(3) RUBBING.
There are several methods of treatment, as follows :
(a) The forms are removed as early as practicable, prominent joint
marks chipped off, and the surface thoroughly wet and rubbed with a ce-
ment mortar or carborundum brick.
(b) After the forms are removed, the surface is rubbed with wooden
floats, keeping the surface well flushed with water during the rubbing
and thoroughly washing after the rubbing is completed. The earlier the
rubbing is done the better the results. The rubbing removes most of the
inequalities, fills the pores and small cavities, and gives the surface a uni-
form finish and appearance, and does not flake or scale.
(4) REMOVING THE OUTSIDE MORTAR TO EXPOSE THE COARSE AGGREGATE.
There are several methods of accomplishing this result, all dependent
on the use of a surface finish or coating at least one (1) inch thick, com-
800
\1 \SONRY. 801
posed of prepared aggregate, which coating is deposited as the placing
of the concrete proceeds.
(a) Wash the surface immediately after the forms are removed,
exposing the aggregate, which is usually done by scrubbing with stiff
brushes of either bristle or wire, and water, rinsing the surface clean,
keeping it moist and protected from the sun for about three (3) days.
(b) Treat the surface with an acid, usually commercial hydrochloric
and nitric. The acid attacks the cement and exposes the aggregate. The
amount of dilution of the acid is usually obtained by experiment and
varies with the age of the concrete.
(c) Removing the outer skin by means of a sand blast : This
method has not generally proven successful, as it is very difficult to ob-
tain a uniform surface.
(5) TOOLING THE SURFACE OF THE CONCRETE, AFTER THE FORMS HAVE BEEN
REMOVED, BY MEANS OF CRWDALL, BUSH-HAMMER OR OTHER TOOLS.
This method, applied to the extent of cutting slightly into the aggre-
gate, produces a very attractive surface, and it is the experience of many
engineers that for work in which the best possible appearance is desired,
bush-hammering provides the desired results at a minimum cost. The
best results are produced with spaded surfaces or those composed of spe-
cial aggregate.
(6) SCORING.
Scoring the surface by means of a system of horizontal and vertical
"V" shaped battens placed on the forms to break up the flat appearance,
to make a line designating the completion of the day's work, to indicate
expansion joints or to produce the effect of courses.
(7) METAL FORMS.
Forms of metal or wooden forms lined with metal give a smoother
surface than bare wood. The spading is done in the same manner as
with wooden forms to push the aggregate back from the face. In doing
this an excess or thin skin of rich mortar is brought to the surface of the
concrete, and is liable later to develop checks and hair-cracks and become
unsightly.
The attached table gives a summary of the answers received to the
circular letter, the numbers being in reference to the methods described
in the report.
Abstracts of replies received in answer to the following circular let-
ter issued by the Committee :
(1) What methods of finishing surfaces of concrete work have you
used? Give specifications for each method used.
(2) State object desired in finishing and results obtained as to ap-
pearance and wearing qualities.
(3) State the cost of the work per square foot (labor and material)
for each method.
(4) Please state your opinion as to the best manner of finishing a
concrete structure. Do you believe the concrete surface should be left
untreated, or should it be tooled, scraped or treated with an acid?
(5) Is it your experience that where the natural surface of concrete
is treated it is more susceptible to discolorations from smoke and the
weather?
(6) Remarks.
802 MASONRY.
A. W . Buel, Consulting Engineer, New York, N. Y.:
"(i) (a) Rice water wash: One (i) barrel lime slacked, making
3 barrels slacked -j- 25 lbs. salt, -f- 10 lbs. rice, boiled and strained. Add
chrome and ochre to give desired tint and put on like whitewash; it will
not rub off.
"(b) Carborundum wheels: Carborundum wheels on a mandrel
driven by electric motor will duplicate 6 cut work or 4 cut work. If
worked on concrete 3 to 6 days old can be done very rapidly.
"(2) (a) Gives uniform surface of pleasing appearance.
"(b) Gives a cut stone appearance, not imitation stone, but artificial
stone, removes surface defects, gives square arrises and brings out color
of ingredients.
"(3) (a) About the same cost as ordinary whitewash, but more
uniform and attractive in appearance and will not rub off.
"(b) About Yi or l/[ the cost of tool dressing.
"(4) Bridge masonry in country generally left untreated. For ordi-
nary work in towns I prefer rice water wash. For buildings in towns of
first class I would dress trim, corners and arrises with carborundum
wheels.
"(5)
"(6) I have not used, but should expect good results from sand blast
finish."
C. H. Cartlidge, Bridge Engineer, Chicago, Burlington & Quincy Railroad:
"Replying to your inquiry regarding finishing of concrete surfaces,
attached.
"In the beginning of our concrete work in 1889, it was our practice
to face the concrete against the form boards by working the grout against
the forms. A great deal of rough lumber was used in the early work, and
as we enlarged the use of concrete, we tried to improve its appearance by
depositing the mortar against the form and filling in back of it with con-
crete. Another method was to leave the concrete rough and plaster it.
In the 25 years that have elapsed since these experiments, it has become
evident that the original method is by far the best of the three, and that
the more nearly homogeneous the concrete can be maintained the better
will be the wearing qualities of the surface and even of the concrete it-
self. In later work we have adopted the same principle, but have used
surfaced forms, even lining them with sheet steel to obtain smoother sur-
face. The writer believes that this gives the best results for the cost, but
at the same time there is formed by this process a thin skin of rich mor-
tar or grout against the form and on the outer surface of the work, and
this checks up with minute cracks and in the end will probably be more
or less unsightly. It is true that these cracks are very small and there is
not the tendency for the film of rich mortar to scale off, which is ex-
hibited in every case in the thicker mortar facing used in earlier work.
In 1900 an experiment was made with bush-hammering some concrete
which had been faced in the most careful manner by spading against the
form ; a portion only of the work done at that time was bush-hammered,
so that there is an excellent chance to judge of the relative merits of the
two finishes. As the result of this it is the writer's opinion that for work
in which the best possible appearance is desired bush-hammering provides
the desired result at a minimum cost. In a good deal of the work fin-
ished by spading against the forms improvement on the surface obtained
was made by rubbing with carborundum brick; this gives a good surface
and pleasing appearance temporarily, but it has been found that it is diffi-
cult to obtain a uniform texture by this means and that exposure, while
it does not affect the material itself, causes the washing away of the fine
MASONRY. 803
particles of concrete ground off by the carborundum, and the work is
really not very much better than ordinary spade finish work, unless the
grinding is carried to an extreme. The writer has had no experience
whatever with finishes obtained by washing with acids or by the use of
sand blasting. Considerable experience with plastering leads to the belief
that, while it is not impossible to make a good finish thereby, it is very
expensive and extremely difficult, with the chances all against a good job.
"With regard to the cost : The cost of the spade finish is practically
nothing; it takes little more labor to confine the greater part of the pud-
dling to the concrete on the outside than it does to have the same men
do all the puddling in the middle of the mass. The cost of bush-hammer-
ing will run from >4 cent to 2 cents per sq. ft., depending on the age of
the concrete, amount of work, accessibility of work, etc.
"With regard to your question No. 5 : It is evident that the rougher
the completed surface, the darker it will naturally become by exposure,
smoke and weather, as every indentation must receive and retain some
coloring matter from the smoke. On the other hand, such a thing as an
absolutely plain surface is a practical impossibility. There will be slight
waves, small ridges, etc., left by the seams in their forms and their slight
distortion, and where a spade finish alone is used the contrast between the
dark markings in the seams and the lighter places in the smooth surface
is disagreeable in effect, while by bush-hammering an effect of uniformity
of texture is obtained, which is much more pleasing to the eye. The bush-
hammering has also the effect of cutting away the rectangular markings
of the face, which are particularly objectionable from the standpoint of
appearance.
"As a conclusion, the writer believes that the best and most economic
finish for concrete is obtained by bush-hammering, and where the process
is carried to such an extent as to expose the aggregate and slightly to cut
into it, very beautiful results may be obtained."
W. C. Cushing, Chief Engineer of Maintenance of Way, Pennsylvania
Lines West of Pittsburgh:
"(1) (a) Acid treatment at Columbus, O., 1909-10. In 1909 surface
was rubbed with carborundum bricks until aggregate was exposed, and
washed thoroughly with solution of muriatic acid to remove all lime. In
1910 surface was rubbed with emery wheels operated by electric power,
and then treated with the acid solution.
"(b) Float finish, at Pittsburgh, Pa., in 1912, and at Cincinnati, O..
in 1913 and 1914. Forms removed as soon as possible and ridges chipped
off. Surface then sprinkled with water and rubbed well with pine wood
floats. Surface kept well flushed with water during rubbing and washed
down with water after rubbing was completed.
"(c) Rubbed finish, at Indianapolis, in 1914. As soon as forms
were removed the surface was first rubbed with carborundum brick to
remove rough spots; then rubbed with mortar brick made of one part ce-
ment and two and one-half parts sand.
"(2) (a) At Columbus, acid treatment was used in work on con-
crete encasement of bridge girders and columns in city streets where
ornamentation was desired. The acid treatment finish was used to avoid
the occurrence of hair cracks, checking and efflorescence in surface of the
concrete, and was successful.
"(b) At Pittsburgh and Columbus, a smooth and nice-appearing face
was desired at the minimum cost, and the same was obtained. The sur-
faces of the copings and parts most exposed to action of weather have
hair-cracked and checked slightly, but greater part of work is wearing
well.
804 MASONRY.
"(c) At Indianapolis, the masonry abuts streets and a neat finish was
desired.
"(3) (a) At Columbus, cost in 1909, with rubbing done by manual
labor, 12 cents per sq. ft. Cost in 1909, with rubbing done by electric
power, 6 cents per sq. ft.
"(b) At Pittsburgh, average cost of float finish was about 4 cents
per sq. ft.
"(c) At Cincinnati, average cost of float finish was 3 cents per sq. ft.
"(d) At Indianapolis, the cost to Contractor was about:
"Plain walls, 4^2 cents per sq. ft.
"Paneled portals, 6l/2 cents per sq. ft.
"Octagonal columns, 7 cents per sq. ft."
George W . Kittredge, Chief Engineer, New York Central & Hudson
River Railroad:
"(1) (a) On the face and back of all concrete structures above
foundations, fine stone forks or spades shall be used to work the coarser
part of materials back into the mass, to allow the mortar or finer parts
to occupy the space adjacent to the forms in order to secure a smooth,
even surface. Immediately after the forms are removed, surfaces that
are to be exposed in the finished structure shall have all projections and
irregularities carefully removed and all cavities neatly filled with mortar.
Unless otherwise required, the faces shall then be rubbed to a smooth,
uniform finish, with a flat stone or other acceptable device, using as little
mortar as possible. Enough 1 :2 cement and sand mortar shall be used
to fill the pores, but no "plastering" will be permitted. For a period of
ten days after the surfaces are thus finished, they shall be protected by
moist canvas or other suitable material. When so indicated on the draw-
ings, surfaces shall be tooled or treated by sand blast.
"The following specification is used in the Electric Zone : 'The outer
exposed surfaces of concrete work shall be made dense and as impervious
to water as possible, by carefully working the coarser materials back from
the face of the form by means of a shovel, bar or other tool, so as to
bring a layer of mortar to the face, or by depositing next to the form
and simultaneously with the concrete a 1 in. layer of facing mortar. The
rear faces of all structures shall have the finer portions of the mixture
worked to the face by means of spading with shovel, bar or other tool,
so as to secure a dense, impervious, smooth surface that will exclude
water. Any holes or voids remaining after the removal of the form shall
be struck smooth with pointing mortar. The molds shall be removed
from the face of the concrete, and the exposed surface is then to be
rubbed to a smooth or sandpaper finish with carborundum brick or other
suitable device. In no case shall the imprint of any joint of the mold or
of the grain of the wood be visible on any exposed surface of the con-
crete. If any defective work is found, such work must be cut out and
replaced by rich concrete or mortar in such proportions and in such man-
ner as directed by the Engineer. It is important to obtain uniformity of
surface and color in the exposed portions of the work, and all work shall
be finished free from discolorations, streaks, cracks, checks and other im-
perfections injuring the appearance or the life of the work. To obtain
this result the same kind and quality of material shall be used throughout
the structure. The exposed surfaces of all bridge seats and copings shall
be floated and troweled smooth and hard and true to line and grade.'
"The general field practice for finishing surfaces in the Electric Zone
is to remove the forms while the concrete is still green, and float the sur-
faces with a wooden float and clean water, until the board marks are re-
moved and a uniform surface is obtained. When the concrete is harder,
as in reinforced structures, where it is advisable to leave the forms in
MASONRY. 805
place for a longer time, a cement brick, made of one part cement and two
parts sand, is used, with clean water, applied with a brush. When the
concrete has become very hard, a carborundum brick is used instead of a
cement brick. Additional mortar or cement is not applied, except where
there are open or porous places, the idea being to rub down the body of
the concrete rather than to add thereto in order to avoid 'plastering,'
which in time is liable to peel off. Structures finished by above methods
may be viewed at Yonkers, White Plains, Ossining and at various other
points.
"Other methods for finishing concrete surfaces have been used par-
ticularly in connection with building work. Our General Standard Specifi-
cations for First-Class Passenger Stations and minor buildings provide as
follows :
" 'Smooth Concrete Facing. Where concrete is shown marked or spe-
cified as "Faced," such surfaces shall be painted with one thin coat of pure
cement and water of the consistency of cream, applied with a brush.
" 'Rough Concrete Facing. Where concrete is specified on the plan as
"Rough Faced," such surfaces shall have a full depth of at least ij^ in.
of concrete deposited simultaneously with the backing, and made with
selected gravel pebbles, crushed marble or crushed granite, as selected
by the Engineer, that will pass over a No. 3 sieve, meshes Y% by ^j-in.,
and through a No. 1 sieve, meshes 1 by i-in., set at an angle of 45 degrees.
The forms shall be removed from this surface before the concrete is set
hard, and the face shall be brushed with wire brushes until the stones
have clean faces and project Va-vcv. from the cement binder.'
"A good example of the rough facing can be seen on the Scarsdale
Passenger Station.
"The following clause is given in specification for our standard brick
freight house and the former Schenectady improvement :
" 'After the molds are removed, any open or porous places shall be
neatly stopped with pointing mortar, and if so directed by the Engineer,
the exposed face of the work shall be washed with neat Portland cement
to give a uniform, smooth finish to the exposed surfaces.'
"The specifications for the Buffalo grade crossing improvement,
dated March, 1907, contain the following clause for granolithic face :
"'The network of walls, abutments, piers and copings shall have a
granolithic surface 1 part Portland cement, 2 parts sand and 2 parts grano-
lithic grit made into a stiff mortar. Granolithic concrete shall be granite,
trap rock or limestone, crushed to pass a No. 1 sieve and screened of dust.
" 'For vertical surfaces the mixture shall be deposited against the
face forms to a least thickness of 2 in. by skilled workmen as the placing
of the concrete proceeds, and thus form a part of the body of the work.
Care must be taken to avoid the occurrence of air spaces or voids on the
surface. The face forms shall be removed as soon as the concrete shall be
sufficiently hardened, and any voids that may appear shall be filled with
the mixture. The surface shall then be immediately washed with water
until the concrete is exposed and rinsed clean and protected from the sun
and kept moist for 3 days.
" 'For bridge seat courses, pedestals or column bases and copings and
other horizontal surfaces, the granolithic mixture shall be deposited on
the concrete to a least thickness of \l/2 in. immediately after the concrete
has been tamped and before it has set, and shall be troweled to an even
surface, and after it has set sufficiently hard shall be washed until the
grit is exposed.'
"(b) Sidewalks, Platforms and Floors.
"The usual method in the Electric Zone for surface finish of train
platforms and sidewalks is to trowel the surface thoroughly and then
806 MASONRY.
apply a dot roller. In many instances the sidewalks are left plain, with
the dot roller omitted. The usual specifications are as follows :
" 'The top course shall be carefully floated smooth and true to grade,
and after the first set takes place shall not be disturbed by further rubbing.
After the concrete has set it shall be kept covered and moistened by
sprinkling for a week. To prevent slipping of pedestrians in icy weather,
the top surface shall be roughened by means of small prick marks.'
"With sidewalks laid on steep grades the top surface is sometimes
made with a stippled surface to prevent slipping, under the following
specification :
" 'Where the walk is on grades of 8 per cent, or over, the top surface
adjacent to the edge of the walk and to expansion joints shall be floated
smooth for a distance of i in. from the edge or joint with a smoothing
iron. The surface within this smooth portion shall be slightly crowned
and the surface stippled with a coarse broom.'
"A walk of this character has been laid on the east approach to
Broadway bridge, Ossining.
"The specifications for Buffalo grade crossing improvement specified
the following for cement walks for bridges over highways :
"'The exposed surface shall be composed of 1V2 parts of cement to
one part of coarse sand and 2 parts of granite sand. It shall have a
thickness of at least 1 in. and shall be "Brushed" finished with a bristle
brush.'
"Plain concrete floors and combination floors of granolithic or car-
borundum are usually finished in the same manner as sidewalks, except
that the dot roller is omitted. The usual specification is as follows :
" 'Simultaneously with the bottom, to secure a thorough bonding,
lay the top dressing of surfacing mortar or granolithic according to finish
specified. Top dressing of surface mortar shall be 1 in. in thickness and
of granolithic 1V2 in. The top dressing shall be floated to a true and
even surface by means of steel floats, and marked off into squares of
about 3 ft. by 3 ft., or as shown. If any patterns are shown, they shall be
accurately ruled out. Where so specified in the description, the top dress-
ing shall be colored as directed.'
"Granolithic walks have been placed at the Yonkers Passenger Sta-
tion.
"A specimen of protected walk and steps, with carborundum top
dressing, has been laid at Hastings, on the south side of the passenger
station.
"(2) The object of finishing is to improve the appearance and
wearing qualities of structures. When the float finish is given, the sur-
face becomes dense and more impervious to moisture. The tooled
finishes are used principally for artistic purposes, or when required by
local municipal authorities. It is our experience that smooth finishes
are less liable to catch dirt and become discolored than tooled surfaces.
"The surfaces of sidewalks and platforms are roughened to prevent
slipping. The stippled surface has not been used on walks with grades
of less than 8 per cent., as it is quite rough and rather hard on shoes,
and, as on flat grades, the surface would tend to hold water.
"Floors are finished to increase density, wearing quality and appear-
ance. Carborundum mixed with the surface mortar has been used to
prevent slipping, and has proved fairly satisfactory.
"Cement or granolithic floors will not stand hard trucking, as in
baggage rooms, without considerable wear and dust. They should be
troweled hard, in order to make them as durable as possible. They are
generally cold.
"(3) The cost of finishing surfaces with a wooden float while con-
Crete is green is about ic per square foot. After the concrete has hard-
MASONRY. 807
ened somewhat, and the use of a cement or a carborundum brick is nec-
essary, the cost is increased to about 2c per square foot. The cost of
troweling and using a dot roller on walks and platforms is about iJ/2c to
2c per square foot.
"The above average prices are for all labor and material, including
any scaffolding required. I have no record of actual prices of other
methods of finishing surfaces.
"(4) As a general proposition, I think the best manner of finishing a
concrete structure is by the wooden-float method, as it leaves the con-
crete in a more natural state, is cheaper and has a better appearance in
the long run.
"Application of cement on the surface or the use of a cement brick
generally makes a white finish, which is more susceptible to discoloration
and liable to wear away unevenly.
"I think concrete surfaces should be finished in above manner when-
ever they are exposed, or where it is desired to obtain as much density
as possible for waterproofing purposes. I do not think surfaces should
be tooled, scraped or treated with an acid, except where the surfaces have
been specially prepared and artistic finishes are required. Concrete walks
and platforms troweled and surfaces roughened where they are exposed
to weather, I think, give the best result. Floors usually require special
consideration.
"(5) I think surfaces finished smooth are less susceptible to dis-
coloration from smoke and the weather than when untreated. However,
tooled surfaces. T think, have the opposite effect."
R. H. Ford, Engineer Track Elevation, Rock Island Lines:
"(1) (a) Painting concrete placed in cold weather with a one-to-
one cement and sand grout, mixed with water to a creamy fluid.
"(b) Thoroughly wetting the concrete face and rubbing with car-
borundum brick.
"(2) To fill visible voids and give uniform surface.
' "(3) Costs taken from actual cost sheets, where the record has
been carefully kept and given per hundred square feet. (Form asks for
cost per square foot.)
By method (a) — Material, 2c; labor, 38c; total, 40c.
By method (b) — Material and supplies, 2c ; labor, $3.00; total,
$3.02.
"(4) (a) We are making an extended investigation of the best and
cheapest method of finishing concrete, and the answer to this question
must be considered tentative. So far, however, I am strongly in favor
of the rubbing. The item of expense can be reduced immeasurably by
the application of power. The prices given above are based entirely upon
manual labor.
"(b) Our investigations so far are not sufficient to determine this
question. It is my opinion, however, based upon information which we
have, that painting is, as a rule, undesirable. We have been very suc-
cessful, however, on some work that was done two years ago with this
method. I attributed it, however, to the fact that the surface was
rough and porous, and that the painting was done while the concrete
was comparatively green. I do not believe in treating it with acid.
"I believe that there is a large field for investigation in this particu-
lar line.
"(5) I do not think thai finished concrete (in the sense above used)
is more susceptible to discoloration s than unfinished concrete, although it
may have that appearance. This, however. 1 think, is due to the fact that
the contrast is much more sharp on the finished work than on the
unfinished.
808 MASONRY.
"The above information is based upon our investigations and studies
of the work that this company is doing on track elevation in Chicago,
extending over the past 14 years, and compared with an enormous
amount of similar work being done by all other roads for the last 10
years. A critical analysis, however, is being made on all work of this
character, which is now being done by the Rock Island Company, as
unusual opportunity is now afforded for these studies from the fact that
the matter is entirely within the hands of the railway company, both in
design and execution."
L. D. Hadwen, Engineer of Masonry Construction, Chicago, Milwaukee
& St. Paul Railway:
"(1) We have used, in addition to the ordinary surface obtained by
spading, a surface finish obtained by using a sand blast, as was done at
Columbus depot.
"A treatment of the surface with dilute acid to remove the surface
mortar, as was done in the Missoula depot foundation.
"A brushed surface to remove the mortar and show the rough
aggregate.
"Removal of the mortar skin by bush-hammering.
"Treatment of the mortar surface obtained by spading, chiseling off
board marks and rubbing the entire surface with emery.
"A special mortar surface was formerly obtained by the use of a
steel gage with angle-irons fixed to create a space about 1V2 in. deep
between the form surface and the body of the concrete. This space was
filled in with mortar and the gage removed. This method is unnecessary,
as an equally good mortar surface can be obtained by spading the aggre-
gate back. The use of this practice, in order to place specially pre-
pared material of different composition from the balance of the con-
crete to form a special surface for the finish, is undesirable, and there
is danger of the surface material being of different composition from
the balance, eventually checking and losing its bond with the body of
the wall.
"In building the Miles City depot foundation, the forms were lined
with building paper with a view to getting a smooth finish, free from
all board marks. The wrinkling of this paper caused a wavy finish and
the surface approximating that of bridge stone, but this, in my esti-
mation, has produced a freak appearance and is not a desirable finish.
"Whitewashing surfaces with a liquid grout, or with a cement wash, is
contrary to our practice and undesirable. It is only a matter of time
before any such wash will check and scale.
"Some experiments have been made with coloring matter, both lamp-
black and ochre, with the idea of getting a surface of a definite tint. The
addition of any coloring ingredient to an aggregate is to^ be deprecated,
because it is very difficult to insure uniformity in the mixture, and the
result is liable to be a surface that is blotchy.
"(2) The general object on most structures is to obtain a uniform
surface with a dense coat impervious to moisture, and as good results
as any can be obtained by careful spading without any special treatment
of the surface. For wearing surfaces, such as floors with heavy truck-
ing, the use of a special aggregate may be desirable. On some of our
shop floors, granite screenings have been used for this purpose to
give a granitoid surface. We have also used finely divided iron in
some experimental sections of freight house, and a hard-wearing sur-
face seems to be obtainable by incorporating such material or other
patented preparations in the wearing coat. Except where especially
dustless floors are desired, it does not appear necessary to go to addi-
tional expense for this purpose.
MASONRY
809
Retaining \V.\u.. with Washed Granolithic Face.
Philadelphia & Reading Railway.
810
MASONRY.
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MASONRY. 811
"(3) It is difficult to separate the actual cost of finishing the con-
crete surface from the balance of the cost of concreting, but the cost
of tooling the board cracks and rubbing down a concrete surface on
ordinary subway work, using emery, will run about Vi cent per sq. ft.
The cost of sand blasting depends on whether there is enough work
to justify the installation of a plant, and at Columbus was about 2 cents
per sq. ft.
"(4) The best manner of finishing a concrete structure, in my
estimation, is to use an ordinary spaded surface, and where special
finished work is desired, is to use special care in the construction of
the forms to get close joints and true surfaces, and after the removal
of the forms to go over the work and chisel off any joint marks and then
rub down the surface with emery to secure uniform tint. Where appear-
ance is important, concrete structures should be designed with panels to
break up the large dead surfaces ; the use of delicate mouldings and orna-
mentation should be avoided.
"(5) In general, the smooth, natural surface of concrete will be
less liable to discoloration than any form of treated surface.
"(6) A great deal of effort is often made to remove board marks
and the marks in the grain of the wood on finished concrete structures.
Personally, to me the appearance of slight marking from the boards is
more pleasing than the dead surface which shows absolutely no joints.
This is noticeable where an opportunity occurs of comparing work built
with steel forms and work built with wooden forms, the latter being
less lifeless in appearance. The treatment of a concrete surface should
not give the impression that it is an effort to conceal the mode of con-
struction of the work."
William Hunter, Chief Engineer, Philadelphia & Reading Raihvay:
"(1) The following methods have been used:
"(a) Plain spaded face.
"(b) Washed surface, with face coating of (1) pebbles, (2) granite
or trap rock grit.
"(c) Patent hammered surface, with face coating of granite or trap
rock grit.
"(d) Sand-blasted surface, with face coating of granite or trap
rock grit.
"(e) Use of metal-lined forms.
"In all of the above we have used a system of horizontal scoring to
break the surface and to make a line designating the end of the day's
work. The specifications for the above follow :
"(a) Spaded Face: — 'All other showing surfaces shall be prepared
by keeping the stone well back from the face, as the concrete is placed,
by "spading," thus bringing the mortar against the face. After the
forms are removed, the surfaces shall be pointed where necessary, and
washed with neat cement applied with a brush. Plastering the face after
removing the forms shall not be permitted.'
"(b) Washed Surfaces: — 'Washed surfaces shall be composed of
1 part cement, 2 parts coarse sand or gravel and 2 parts granolithic grit,
made into a stiff mortar. Granolithic grit shall be granite or trap rock
crushed to pass ^-in. sieve and screened of dust. For vertical surfaces
the mixture shall be deposited against the face forms to a least thickness
of t in., by skilled workmen, as the placing of the concrete proceeds, and
thus form a part of the body of the work. Care shall be taken to prevent
the occurrence of air spaces or voids in the surface. The face forms shall
be removed as soon as the concrete has sufficiently hardened and any
voids that may appear shall be filled up with the mixture.
81^
MASONRY.
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MASONRY. 813
'" 'The surface shall then be immediately washed with water until the
grit is exposed and rinsed clean and protected from the sun and kept
moist for 3 days. For horizontal surfaces the granolithic mixture shall
be deposited on the concrete to a least thickness oi 1V2 in. immediately
after the concrete has been tamped and before it has set, and shall be
troweled to an even surface, and after it has set sufficiently hard, shall
be washed until the grit is exposed.
" 'All concrete surfaces exposed to the street shall be marked off into
courses in such detailed manner as may be directed by the Chief Engi-
neer.'
"The same specification applies to the use of selected pebbles.
"(c) Patent Hammered: 'Showing faces of concrete shall have a
granolithic finish, prepared by depositing with the concrete, a front sur-
face of at least 1 in. in thickness, composed of 1 part cement, 2 parts sand
and 2 parts clean granite or trap rock grit. The surface shall be scored
and patent hammered ; when exposed to running water, floating ice, etc.,
the face coating shall be 2 in. thick.
"'(d) A sand blast surface is prepared as in "c," and the sand blast
is used in place of the patent hammer to give a surface finish. This has
not proved successful in our experience, as it is very difficult to obtain a
uniform surface.'
"(e) Metal Lined Face: The same specification for the granolithic
grit, as in 'b,' excepting that no washing is done, and upon the removal
of the forms, the imperfections of the surface are touched up.
"(2) The object desired is to have the surface presentable and uni-
form in color, as well as durable. A reasonable score breaks up a large
surface, hides construction marks and the washing or other treatment,
because uniform in color and texture.
"(3) It has been our experience that the cost of patent hammering
varies from 5 to 7 cents per sq. ft. We have had no contract prices
on the question of washing, but our experience would indicate an increase
in price over the plain spaded work of about 25 cents per cu. yd. We
have no figure which would show the cost per superficial foot for this class
of work.
"(4) The best manner of finishing concrete structures depends on
conditions in which the location of the construction plays a very im-
portant part. For structures which are not readily seen, it would be ill-
advised to use any other than a spaded surface, or such surface as can
be obtained by the use of metal-lined forms. If. however, the work is in
such a location as to be readily visible, and exposed to the public, we be-
lieve that the best for really satisfactory results is by the use of a grano-
lithic surface, scored and patent hammered, or a face coating of pebbles,
washed and scored."
Jos. 0. Osgood, Chief Engineer, Central Railroad of New Jersey:
"(1) At the time of depositing the concrete, the surfaces to be ex-
posed are thoroughly spaded next to the forms and the coarser aggregate
worked back in the concrete, leaving a surface of cement mortar next to
the forms. After the concrete has sufficiently hardened, the forms are
removed. The surface to be finished is then thoroughly wet with a brush
and rubbed with a coarse carborundum brick, forming a lather. This
process is continued until the form marks are sufficiently removed. The
lather is then washed off and the concrete surface again wet. A float
finish is then applied with a brush consisting of a liquid grout of the same
mixture as the concrete and rubbed into the face with a wooden tloat.
In many cases where it is only desirable to remove the form marks, the
liquid grout finish is omitted.
«
H "O
<u
g .3
< !S
MASONRY. 815
"(2) The surface obtained by the use of carborundum stone is com-
paratively smooth and even colored and form marks are indistinguishable
from a short distance. The floated finish of grout develops a surface
with a sanded appearance. Both of the above surfaces weather satisfac-
torily and are used extensively for the finish of piers and abutments of
bridges where the surface finish is not subjected to close inspection.
"(3) The cost of the above finishes depends upon the amount of
scaffolding necessary, including scaffolding and supervision ; the cost runs
from 1 cent to 3 cents for the rubbing with the carborundum stone. In-
cluding the float finish, the cost is from 2 cents to 4 cents per sq. ft.
"(4) In structures where the appearance of the surface of the con-
crete is not important and it is not necessary to provide decorative feat-
ures, the above methods are satisfactory. It is practically impossible,
however, to remove all of the form marks by these methods, and if
this is desired, some other method of treating the surfaces should be
used, preferably tooling. We do not believe that the surfaces should be
treated with acid.
"(5) Surfaces of concrete which have been treated by any process,
by means of which the surface is roughened and the aggregate exposed,
soon present a very dirty appearance, due to the collection of dust on the
projections. For outdoor structures, a smooth finish of concrete presents
a much neater appearance."
Arthur Ridgivay, Assistant Chief Engineer, Denver & Rio Grande Rail-
road:
"(1) In our own work we have made use of but three methods of
finishing, viz. :
"(a) Leaving the natural surface made by the forms.
"(b) Rubbing down the surface with carborundum blocks.
"(c) Rough cast finish made by throwing various mixtures of ce-
ment and aggregate onto the surface.
"(2) Aside from aesthetic considerations, there would be no object
in making any change in surface left by forms (except for waterproofing
or wearing qualities), as I believe that finish to be the most durable and
satisfactory from a practical standpoint. Of course, in the case of hori-
zontal surfaces, to stand abrasive action, a coat of mortar can be applied
to surface before the mass sets, with satisfactory results.
"In case of other surface work, which had been poured in forms and
set, we should not attempt to apply a trowel coat if it could be avoided,
but have sometimes gone over an imperfect surface with a coat of mortar
and immediately scraped all material from surface, leaving voids filled.
"We have about arrived at the conclusion, even from the point of
view of appearance, about the best results are obtained by spending the
money available in careful workmanship in erecting forms and thorough
spading of the concrete against them. It is a perfectly natural way to
use the material at hand, and in accordance with accepted principles of
design should give artistic results. We have made some efforts to so
arrange the joints in forms as to give character and design to the result-
ing lines left on the structure. This would apply, of course, to the larger
masses, such as bridge abutments, portals of tunnels, etc.
"We have only tried rubbing down the surface in one case, that of
Fourth South Street Viaduct in Salt Lake City, and results were not
satisfactory, so that only a portion of the work was completed. The
forms were rather well fitted and I think that the natural surface is more
satisfactory in this case. We use the dash coat on plastered surfaces,
such as depot and other walls, and it is satisfactory on account of appear
ance, stability, resistance to defacement by marking with crayons, and
because cracks are not so apparent on a surface of this texture. We
816
MASONRY.
P0mt
&%W
lit;
i
f mm
■MBrrv
Washed Concrete Face, with Score.
MASONRY. 817
have never used a cement gun for this work, but believe it would be
satisfactory.
"(3) It would be hard to say as to cost of producing a good sur-
face by careful form building and spading, but it is obvious that better
results can be obtained at less cost than by other methods. The cost of
rubbing down with abrasives would hardly be less than 5 cents per sq. ft.
at the time forms would ordinarily be removed. The cost of a dash coat
should not be more than 15 to 25 cents per sq. yd. aside from scaffolding.
"(4) Strictly, we think the best method is the natural surface, as
stated above. It may be that the material is not adapted for use as a
finish where great refinement in detail is desired, but much depends on the
experience and intelligence of the mechanics employed in any particular
case. Surfaces having a fine, smooth finish are not durable on account
of surface shrinkage of the material and consequent hair cracks. This
has been overcome by prolonged and careful tempering of the finish coat,
but the process is as yet not generally understood.
"Some good results have been obtained by tooling and acid treat-
ment, but at a considerable cost and great care in selection of aggregate.
"'Good results have been obtained by careful mixing of a fine screened
lime or other stone with a small amount of cement of such consistency
that the screenings show against the forms, as in several neighborhood
houses in south parks in Chicago.
"(5) There is no question that removing the natural surface of any
concrete renders it more porous and, therefore, more susceptible to dis-
coloration from smoke, etc., though this depends to some extent on char-
acter and richness of the mixture.
"(6) In general, ordinary mass and reinforced concrete used on
railway structures can be made to satisfy all reasonable practical and
aesthetic considerations with little other work than the careful building
of forms and proper attention to placing the material. One advantage
of this work is that it is now generally understood by mechanics and can
be obtained anywhere without undue attention or high-class supervision,
which cannot be said of the more complicated methods of treatment."
F. L. Stuart, Chief Engineer, Baltimore & Ohio System:
"(1) Two methods: One, rub surface upon removal of forms;
second, bush-hammer the entire surface.
"Under method No. 1, where forms can be promptly removed, ex-
cellent finish may be had by rubbing the fresh concrete with a wooden
block, using enough water to keep the surface saturated while rubbing
is being done. When surface has become hard, after general irregularities
have been removed with chisel or bush-hammer, entire surface may be
rubbed with cement or carborundum bricks, the surface being kept thor-
oughly saturated with water. To insure uniformity of color, grout wash
may be applied while the rubbing is being done.
"Under method No. 2, the entire surface may be dressed with bush-
hammers, operated by hand or by air, all form marks and other irregu-
larities being removed, except the construction joints. This method is
not desirable, however, unless the concrete is very dense and of excellent
quality, for the reason that exposure will result in final damage to the
surface.
"(2) The purpose of treating the surface of concrete is to improve
the appearance of the work. The wearing qualities will not be affected
favorably or adversely by being finished according to method No. I.
The surface may be seriously affected where method No. -> is resorted taj
especially if the quality of the concrete is not first class. Concrete which
lias been dressed or bush-hammered is less impervious to moisture, which
in freezing weather will cause the surface to scale.
818
MASONRY.
Washed Pebble Face.
MASONRY. 819
"(3) The cost of finishing the surface by method No. 1 depends
largely on the care exercised in casting. If the surface is reasonably
smooth and the rubbing is done promptly before it becomes hard, the
cost should not exceed 1 cent per sq. ft. The cost of bush-hammering
will vary from 3 cents to sJA cents, depending on how the same is done.
"(4) In our opinion, the surface of a concrete structure, where the
forms have been properly constructed, should not be treated, except to
remove the lipping caused by the joints in the forms. The natural sur-
face with good forms, and when properly spaded, we believe will be more
durable if left untreated.
"(5) From recent examination of several large structures, where
certain portions were treated and others left untreated and which have
been exposed to the weather for periods ranging from four to eight years,
it was found that the natural surface of the concrete is not as susceptible
to discoloration from smoke and weather as surfaces that have been bush-
hammered, the same being true in the case of discoloration due to seep-
age of water through construction joints or porous portions of the struc-
ture.
"(6) In our judgment, the surface of poor concrete should not be
treated, as the surface obtained in casting is more impervious to moisture
than if treated. The absorption of moisture and its liability of freezing
may in time injure poor concrete seriously."
REFERENCES.
Engineering Record, April 28, 1906, page 531.
Engineering Record, February 27, 1509, page 234.
Engineering Record, April 3, 1909, page 415.
Engineering Record, July 2, 1910, page 11.
Engineering Record, August 13, 1910, page 183.
Engineering Record, July 15, 1911, page 68.
Engineering Record, July 6, 1912, page n.
Engineering News, December 1, 1910, page 583.
Engineering News, November 30, 1911, page 655.
Concrete Review, October 1, 1908, page 13.
Concrete Review, Vol. 6, May, 1909, page 8.
A Surface Finish for Concrete, Henry H. Quimby, Cement Age,
November, 1906.
The Finish of Concrete Surfaces, by M'. C. Tuttle, Engineering
Record, December 28, 1907.
The Treatment of Concrete Surfaces, by E. B. Green, Engineering
Record, February 22, 1908.
Method of Finishing Concrete Surfaces by Scrubbing, followed by
Acid Wash, Engineering Contracting, January 6, 1909.
Report of Committee on Treatment of Concrete Surfaces, Vol. 7,
191 1, National Association of Cement Users.
Method of Finishing Concrete by Rubbing, Floating and Brushing,
Engineering Contracting, January 11, 1911.
Concrete Surface Treatment, by Robert Cathcart, Canadian Engineer,
March 23, 191 1.
Discussion of Coatings and Materials, by Robert Cathcart in "Ce-
ment," September, 191 1.
Finishing Concrete Surfaces, by Jerome Cockran, Cornell Civil En-
gineer, March, 1912.
Patching and Repairing Concrete, American Railway Engineering
Association, Vol. 13* 1912, page 474.
820
MASONRY
Granolithic Grit, with Patent Hammer Surface, Showing the Face
Before Tooling and After. Also Score.
MASONRY.
821
Granolithic Grit, Patent Hammered, with Si
822 MASONRY.
f.
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MASONRY.
823
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MASONRY.
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USE OF CONCRETE PILES.
r()OD
Committee,
iciatian:
o vour Corn-
el reports of
—the first on
F. Ford, V.
. Taylor and
those attend-
A. Sterling,
Dwnsend and
he past year
jsing refined
>d Preserva-
ibject, which
leral ground
e added, ex-
;mcl creosote
conservation
augmenting
lition of re-
years, and
ire. It fol
■n the treat-
in creosote,
e of refined
pfiu-t ration.
w>n and re-
/NFOftMA
'T/O/V /?£-G^?RO/A/G THF cVsF OF CONCRETE PlLES
Tabulation of Replies to Circular Letter
/ssued by Committee on Masonry- Subcommittee C
RAILROAD
Havet/ooased
""oncrete Piles
in your road ?
'or tvhat purpose
have these o//es
been usea?
/dwyoucdv>i\rd
a Standard
"oncretep/fe ?
p/tes bought 'from
manufacturers 9
/fso. tvhat mafe
and type or
reinforcement ?
Were any made
by your Company?
tVhaf type of
re/hforceme/?f
/s t/sect?
ttotv tony tvas
thepitina attotved
to cure before
driv/nq ?
Hornvos the
piling driven ?
(FullDescrlpliort)
What percentage
handling ?
dnV/ng ? types purchased ycur COrnpanyf
tynolMnftiecoirof lynofie-*-- \nedudmitcm-
inv,no1,ar*nuinler Here dfi yen for j'^-cincrXpiie ^i^^S^"
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Contract price '0 33
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Pkins end report
BALTIMORE <S Ofi/O
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REPORT OF COMMITTEE XVII— ON WOOD
PRESERVATION.
Earl Stimson, Chairman; E. H. Bowser, Vice-Chairman;
H. B. Dick, E. A. Sterling,
C. F. Ford, C. M. Taylor,
Dr. W. K. Hatt, C. H. Teesdale,
V. K. Hendricks, Dr. H. von Schrenk,
George E. Rex, T. G. Townsend,
Committee.
To the Members of the American Railzvay Engineering Association :
Of the subjects assigned by the Board of Direction to your Com-
mittee for study, report is submitted on the following :
(i) The use of coal tar in creosote.
(2) Water in creosote.
(3) Compilation of information from service tests and reports of
inspections of sections of test track.
Two meetings of your Committee were held in Chicago — the first on
November 18, 1914, those attending being E. H. Bowser, C. F. Ford, V.
K. Hendricks, Dr. H. von Schrenk, C. H. Teesdale, C. M. Taylor and
Earl Stimson, Chairman ; the second, on January 20, 1915, those attend-
ing being C F. Ford, V. K. Hendricks, George E. Rex, E. A. Sterling,
C. M. Taylor, C. H. Teesdale, Dr. H. von Schrenk, T. G. Townsend and
Earl Stimson, Chairman.
(1) THE USE OF COAL TAR IN CREOSOTE.
Developments in the wood-preserving industry during the past year
have fully justified the recognition given to the practice of using refined
coal tar in creosote, as considered by the Committee on Wood Preserva-
tion in last year's report. The supplemental report on this subject, which
was presented by Dr. Hermann von Schrenk, covers the general ground
so thoroughly that there is nothing new along this line to be added, ex-
cept that the practice of using a solution of refined coal tar and creosote
has become more permanently established.
Commercial and economic conditions make advisable the conservation
of the creosote supply. One of the most feasible means of augmenting
the available output of domestic creosote is by the proper addition of re-
fined coal tar. This practice has been followed for some years, and
there is every indication that it will be increased in the future. It fol-
lows, therefore, that a thorough mutual understanding between the treat-
ing plants and the consumer is desirable.
It is further apparent that a solution of refined coal tar in creosote,
properly mixed and filtered, is superior to an ordinary mixture of refined
coal tar with distillate oil, and does not reduce the depth of penetration.
In fact the filtration process removes modi <»f t lie free carbon and re-
825
826 WOOD PRESERVATION.
duces the viscosity of the fluid, with the result that the oils are thoroughly
incorporated into an entirely homogeneous, product. The use of such a
solution will make for economy and encourage the preservation of consid-
erable timber, which would otherwise be used untreated owing to the in-
adequate supply and high cost of creosote.
Your Committee last year recommended certain precautions in case
a creosote-coal tar solution was used, but made no recommendations as
to the advisability of the refined coal tar addition. It is still unnecessary
to recommend regarding the advisability, nor can comparative service
results between straight creosote and that to which refined coal tar has
been added, be stated. The fact remains, however, that the practice is
firmly established and widely followed. Hence, your Committee feels
justified in making recommendations which will protect the railway com-
panies as fully as possible against unsatisfactory material or improper
mixtures.
To this end we recommend for adoption and insertion in the Manual
the following specification for a creosote-coal tar solution, and would
emphasize that, while it is not a specification which is strictly accurate
in a technical sense, it meets all practical requirements :
"The oil shall be a pure coal-tar product, consisting only of coal-tar
distillates and oils obtained by the filtration of coal tar. It shall contain
no admixture of crude tar.
"Water shall not exceed 2 per cent.
"Specific gravity at 38 degrees Centigrade shall not be less than 1.03,
nor more than 1.10.
"Matter insoluble on hot extraction with benzol shall not exceed
2 per cent.
"The specific viscosity (Engler) at 82.3 degrees Centigrade (180 de-
grees Fahrenheit) shall be not more than 1.170 for 200 cc. No variation
above this standard shall be allowed. The term, 'Specific Viscosity,' in
this case shall mean the number of seconds found for the sample tested,
divided by the number of seconds for water at 20 degrees Centigrade,
given in the official certificate for the viscosimeter used.
"On distillation by the standard method of the American Railway
Engineering Association, it shall yield the following fractions based on
dry oil:
Not more than 1 per cent, at 170 degrees Centigrade.
Not more than 5 per cent, at 210 degrees Centigrade.
Not more than 30 per cent, at 235 degrees Centigrade.
"The residue at 355 degrees Centigrade shall not exceed 26 per cent."
The quality of the coal tar used is an important factor, and as a
further protection to the consumer, your Committee recommends for
adoption and insertion in the Manual the following:
(1) That the refined coal tar used be subject to inspection or analy-
sis by the railway company at any time, such examination to be permitted
upon request prior to the mixing of the solution. This is for the reason
WOOD PRESERVATION. 827
that determination of the quality of the coal tar after its addition to the
creosote is difficult, if not impossible.
(2) That in case the railway company makes its own solution of
coal tar and creosote, using crude tar for this purpose, it specify clearly
as to the quality of the tar.
In last year's report, your Committee submitted for the information
of the Association six precautions to be followed in the use of coal tar
in solution with the creosote. Your Committee desires to modify these
precautions as follows :
No. 2 — Change to read :
"That the coal tar may be added to the creosote at treating plants
when suitable facilities for properly mixing the solution are available;
otherwise the solution be mixed- by the manufacturer, but subject to the
inspection or supervision of the railway company."
No. 3 — Change to read, so that the permissible amount of coal tar added
may be increased to a maximum of 25 per cent, of the mixture.
The precautions will then be as follows :
(1) That there be a distinct understanding between all concerned
that a mixture is specified and used.
(2) That the coal tar may be added to the creosote at treating
plants when suitable facilities for properly mixing the solution are avail-
able; otherwise the solution be mixed by the manufacturer, but subject
to the inspection or supervision of the railway company.
, , (3) That under no circumstances should the coal tar added consti-
tute more than 25 per cent, of the mixture.
(4) That the coal tar and creosote be thoroughly mixed at a tem-
perature of approximately 180 degrees Fahrenheit before being applied to
the timber, and that the mixing be done in tanks other than the regular
working tanks, and that the tanks containing the mixture shall be heated
and agitated thoroughly each time before any oil is transferred to the
working tanks.
(5) That only low-carbon coal tar be used, the amount of free car-
bon not to exceed 5 per cent.
(6) That in treating with the mixture the temperature of the solu-
tion in the cylinder be not less than 180 degrees Fahrenheit.
Your Committee recommends the adoption of these precautions as
modified, and that they be inserted in the Manual.
(2) WATER IN CREOSOTE.
One of the most important questions which arises almost daily in
connection with the treatment of timbers with creosote is the question
of admixture with certain percentages of water. Your Committee has
thought it advisable to present the following information with reference
to this subject :
(1) How does water get into creosote? A certain amount of water
becomes mixed with creosote during the process of manufacture. The
828 WOOD PRESERVATION.
Committee is indebted to an official of one of the large coal-tar distilling
companies for the following information as to how water may get into
creosote during the process of manufacture:
During the distillation of the tar, where steam is sometimes used for
agitating the stills, some of this steam vapor is condensed with the creo-
sote in the condensing coils, and goes with the oil through the receiving
tanks into the collecting tanks, and finally into the storage tanks, there
being no possible way of separating the water from the oil during its prog-
ress to the storage tank, as water present in small quantities does not
separate by gravity except on long standing.
When steam is not used for agitation, air is generally used, and this
air, of course, carries some moisture which condenses in the oil, although
the amount of water introduced in this way would be much less than
where there is steam agitation. In this connection, we might say that
the use of steam agitation is limited, and most of the plants are now
using air.
A minor source of water is that water is contained in some crude
tars.
Water may enter the condensing worm where the vapor pipe passes
through the condensing tank. The usual arrangement consists of 250-3C0
ft. of 3- or 4-in. pipe passing through an open tank containing water.
This worm is usually built in the form of a square coil with elbows, and
these fittings may, of course, become leaky, and permit the entrance of
water into the coil. Should any serious leak develop, it would be soon
detected, but minor leaks would not be.
Use of steam pipes inside of oil lines : Sometimes the lines leading
from the stills to the storage tanks and from the storage tanks to the
shipping point are equipped with inside steam pipes to prevent choking or
blocking of the pipes with naphthalene in cold water. Of course, this
steam pipe is apt to leak, and such a leak would not be detected until it
became serious.
The storage tanks in which the oil is kept from the time it is made
until the time it is shipped, are almost always equipped with steam coils,
and it is customary to keep the oil warm during cold weather. These
heating coils sometimes develop leaks.
None of the foregoing constitutes a regular source of introducing
water into the oil, excepting the use of steam for agitation, and as stated,
this is no longer common practice. However, water is almost sure to
get into the oil in greater or less degree from some of the foregoing
causes.
It is also possible that in running hard pitch a certain amount of de-
composition takes place with the formation of water, but your Commit-
tee does not believe this to be worthy of consideration from a practical
standpoint.
(2) Where creosote oil is shipped in tank cars, water may get into
the oil in the cars through leaky steam coils. Where it is transferred in
WOOD PRESERVATION. 829
vessels, a certain amount of sea water may get in through leaky seams
or bulkheads.
(3) At the treating plant water may get into the oil during the
process of treatment in one of two ways, either through leaky steam coils
in the cylinders or storage tanks, or from the timber itself. While the data
concerning the actual quantities of water which may get into the oil during
treatment from the timber itself are meager, it is a matter of general
observation that, particularly during the early months of the year (espe-
cially in Northern states), when timber is wet due to winter exposure, or,
as is frequently the case, covered with snow, the water percentage in the
oil, as used in treatment, rises. So, for instance, in 1913. at one of the
Northern plants, the average sample of oil (obtained by taking daily sam-
ples and mixing these in a large container) for April had 5 per cent,
water in it. During the next two weeks, or early in May, the water per-
centage in the average sample dropped to 1.4 per cent., and during the
last two weeks in May it dropped to 1 per cent. A number of individual
determinations were made during May to determine whether water went
into the oil from timber. It was found that during one run, the difference
in the water content at the beginning of the run and at the end of the
run was 0.6 per cent. more. At another treating plant, in the spring of
1914, the first average sample contained 5.2 per cent, water, which dropped
to 1 per cent., or less at the end of the month. At another plant, during
the first weeks of April, the water percentage equaled 6 per cent., which
dropped to 1 per cent, by the end of the second week in May. In all of
these cases there was a very heavy rainfall during April, and early in May
there were seven days of rain. Just as soon as a number of days of good,
sunny, dry weather occurred, the water percentage in the oil, as actually
used in treatment, dropped immediately. In none of these cases was
there any leakage in the steam coils, and in no case was live steam ad-
mitted into the cylinder.
(4) Where ties or timbers are steamed as a part of the treating
operations, a certain amount of water may get into the creosote from the
condensed water forming on the timbers and from some of the water
which comes out of the timbers during the pressure and vacuum periods.
(5) Another point at which water comes into creosote is in storage
tanks which have no roof. Such storage tanks usually have to be pro-
vided with what is known as a water seal. Experience has shown that
no distinct dividing line forms between water and creosote, and the re-
sult is that the upper 2 or 3 ft. of oil in the storage tanks are more or
less mixed with water.
The actual determination of the percentage of water contained in a
tank car or storage tank is a comparatively simple matter after a sample-
has been obtained. The accuracy of the determination will depend largely
upon the method with which the sample is taken. Where it is possiblr to
obtain a drip sample, this method is to be preferred, provided the sampling
continues for the entire period of the emptying of a tank car. Tins is,
however, frequently impossible, particularly where a considerable per-
:
830 WOOD PRESERVATION.
centage of water is suspected, and where it is not desirable to empty the
tank car. It is also impossible to use the drip sampling in the case of
storage or working tanks.
Various schemes have been used for obtaining an average sample
where the drip sample is not possible. One of these consists in construct-
ing a thief, composed of a long tin or zinc tube 3 or 4 in. in diameter
and 18 to 24 in. long, weighted at the bottom. This tube has a cover in
which a small round hole is cut. The tube is dropped rapidly to the
bottom of the tank car and then is pulled up slowly through the oil at
such a rate of speed that when it reaches the surface of the oil it is full.
A little practice will enable the operator to gage the rate of filling with
a fair degree of accuracy.
Another method consists in taking a cross-section. For this purpose
a glass or metal tube about 2 ft. long is usually used, set in metal collars,
with a valve at the bottom. The tube is lowered into the oil with the
valve open, and when in position the valve is closed and the tube pulled
out. An exact measurement is made of the depth of the immersion. The
per cent, of water is determined in this column and the actual amount
of water for the number of, gallons represented by the section is deter-
minedi.
In a storage tank with parallel vertical sides, the number of gallons
for every inch of depth is fairly constant, and it is a comparatively easy
matter to determine the actual number of gallons on the basis of the
number of inches in a sample column taken. Where a sample column is
taken from a tank car, it will be necessary to have an exact calibration
of the tank car, that is, the number of gallons per inch from the dome
down will have to be known before a determination of the number of
gallons found can be arrived at. A slight assumption is necessary in
figuring the water percentage in tank cars, and while probably not quite cor-
rect, is as close an approximation as can be obtained in practical condi-
tions. This assumption is that all of the water contained in the oil, as
represented by the cross-section, is situated at the top of the column.
For example : If a section is taken 2 ft. down in the tank car from the
base of the dome, and if it is found that this section contains 50 per cent,
water, that is, that there is 1 ft. of water, it is assumed that this 1 ft. is
the upper 1 ft. in the tank car. It will obviously make a very consider-
able difference in the number of gallons whether the upper foot or the
second foot in the car is measured. The assumption referred to is con-
sidered reasonable in view of the fact that water will usually settle out to
a very large degree, even in a tank car which has been loaded only a
comparatively short time.
The sampling tubes used are of various types. Your Committee finds,
hovever, that most of these are defective, because the section taken fre-
quently does not represent the actual section, due to the fact that the
opening at the bottom differs in area from the area of the cross-section
tube itself. Where such a tube is used (and it is believed that this method
has considerable advantage over the tubular thief with a hole in the top).
WOOD PRESERVATION.
o
831
Sam iking Tube.
832 WOOD PRESERVATION.
the greatest care should be taken to have the opening at the base of the
glass tube equal to the cross-section of the tube itself. Such a tube is
herewith illustrated. Actual tests made with this tube show a compara-
tively small factor of error, and your Committee suggests that a tube
made somewhat along the lines of the one illustrated will be found very
satisfactory. This particular tube is made of thin sheet metal, but thick
enough to make a tight fit with the metal plug at the bottom.
Where water has gotten into the oil beyond a certain limit, every ef-
fort should he made to reduce the quantity. This may be accomplished by
allowing the oil to settle in the tank car or storage tank, and, after stand-
ing for a number of days, the water should be syphoned off. If an ex-
amination of the oil still shows excessive water, the oil should be heated
and allowed to stand for a further period. It frequently happens that,
in spite of long standing, much of the water cannot be separated in this
manner. In some cases the boiling-out process has been adopted, that is.
the oil is put into the treating cylinder and heated until most of the water
has been boiled away. Where an efficient condenser system is used there
will be only a minimum loss of oil.
A third means of separating water from oil has recently been sug-
gested, namely, the use of centrifugal pumps, after the pattern of the
centrifugal apparatus used in sugar mills. Unfortunately, the capacity of
these machines is as yet very small, not exceeding 300 gallons per hour.
While it is desirable to use as water-free oil as possible, the Com-
mittee finds that this is not always possible. There should be a number of
well-defined rules in connection with the water allowance, however, and
your Committee recommends the adoption and insertion in the Manual
of the following as indicative of good practice :
(1) Allowable Limits of Water: The use of creosote in treatment
containing up to 3 per cent, water is permissible. Where the quantity ex-
ceeds 3 per cent., proper allowance shall be made, but under no circum-
stances shall timbers be treated with oils having more than 6 per cent,
water.
(2) Measurement of Oil: In all cases where water separates from
the oil in the tank or car, the water should be taken off to as great an
extent as practicable and the oil measurement then should be made from
the poinit of separation between the remaining water and oil as nearly
as this can be determined. This refers to the physical process of meas-
urement.
(3) Sampling of Oil for Water Content: In sampling oil a drip
sample should be used in taking samples from cylinders during treat-
ment, and an approved cross-section tube should be used for taking sam-
ples from tanks or tank cars.
(4) Storage Tanks: All storage tanks should have a watertight
roof.
WOOD PRESERVATION. 833
(3) RECORD OF SERVICE TESTS.
The tabulated record of the service of the ties in the several sections
of test track on the railroads reporting such tests, which has become a
permanent feature of this Committee's yearly report, is again presented,
revised to show the status of the tests at the latest inspection.
As some of the service tests covered by this tabulation are now of
considerable age, it seems desirable to supplement the tabulation with a
more detailed history of these tests. With this in view inspections were
made by members of your Committee of such of these tests as are of
eight or more years' duration.
While most of the tests are not yet complete and final conclusions
cannot be reached, the reports on these inspections may be interesting,
as well as instructive.
Your Committee wishes to take this opportunity to thank the officers
of the various railroads reporting these tests for courtesies they have
shown the members of the Committee, in furnishing them the data for
the tabulation and reports and the opportunity to make the inspections.
Both these reports and the tabulation will be found as Appendix B
to this report.
REVISION OF MANUAL.
Your Committee has no recommendations to make for changes in
the Manual.
"THE EFFECT OF THE STRUCTURE OF WOOD UPON ITS
PERMEABILITY."
Dr. Irving W. Bailey, of the Bussey Institution of Applied Biology,
Harvard University, has favored your Committee with a most excellent
paper, "The Effect of the Structure of Wood Upon Its Permeability,"
which is presented to the Association as Appendix A to this report.
CONCLUSIONS.
It is recommended that the following be adopted by the Association
and inserted in the Manual :
(1) The Use of Coal Tar in Creosote:
(a) The Specification for a Creosote-Coal Tar solution (p. 826).
(b) Paragraphs 1 and 2, referring to the quality of the coal tar
to be used in the solution (p. 826).
(c) The six precautions to be followed in the use of coal tar in
solution with creosote (p. 827).
(2) Water in Creosote:
The four rules relating to the water allowance in creosote (p. 832).
834 WOOD PRESERVATION.
OUTLINE OF WORK FOR 1915.
Your Committee recommends :
(1) Continue the study of the relation of water to creosote.
(2) Derive conclusions from the results of exposure tests of ma-
terial tested with water gas tar oil.
(3) Report on methods of accurately determining the absorption
of creosote.
(4) Continue the compilation of service test records, with detailed
reports of inspections by members of the Committee of ties in track treated
by the various processes.
(5) Study the relations of amount of preservative and depth of
penetration to the resistance of the material against decay.
Respectfully submitted,
COMMITTEE ON WOOD PRESERVATION.
Appendix A.
THE EFFECT OF THE STRUCTURE OF WOOD UPON ITS
PERMEABILITY. NO. i— THE TRACHEIDS OF
CONIFEROUS TIMBERS.
By Irving W. Bailey,
Bussey Institution of Applied Biology, Harvard University.
In treating timber with preservatives, the Engineer is frequently
confronted by results that cannot be explained satisfactorily. This is due
to the extremely complex chemical and physical factors involved, and
the minute and somewhat intricate structure of wood. The following
article was written at the suggestion of several Engineers, in order to
provide data which may be of some value to those who are endeavoring
to formulate the basic principles that control the penetration. of preserva-
tives.
The wood in a living tree performs a number of important func-
tions. It conducts large quantities of aqueous solutions (sap) from the
roots to the leaves, the living cells of the cambium, and inner bark, pro-
vides a strong rigid stem that lifts the foliage to a position where it can
secure desired amounts of air and light, and serves as a reservoir where
food substances can be stored and further elaborated. The structure of
wood has been evolved to fulfill these functions, and consists of two
distinct types of tissues. The so-called tracheal elements are water-
conducting and strengthening cells, and are devoid of living contents.
The parenchymatous cells, on the other hand, are living elements which
are active in storing and elaborating food substances, and in facilitating,
local interchanges of aqueous solutions. The most important function
of wood is that of conducting large quantities of water from the roots
to the leaves. Therefore, tracheal elements form the ground mass or
bulk of the woody tissue, through which are scattered the parenchyma,
or living cells. In the less complex woods the same tracheal units serve
as water-conducting and mechanical elements, but in those that are more
highly organized a division of labor takes place, and certain elements act
principally as conductors of water, whereas others have almost;, if n<>t
entirely, ceased to serve in that capacity.
It will be advisable to confine the present discussion to thr simplest,
less highly specialized types of tissues, such as those which occur among
our common "softwoods," e. g., pine, spruce, hemlock, cedar, etc., and
to consider the more highly differentiated structure of "hardwoods" in a
subsequent publication.
The tracheal or water-conducting system of "softwoods," conifers*
is made up of extremely small units or cells that are technically known as
•American conifers are the pines, spruces, firs, hemlocks, cedars, cy
press, redwood, Douglas fir, larches and yew.
835
836 WOOD PRESERVATION.
tracheitis, and commonly called "fibers." These elements, which re-
semble minute tubes with closed tapering ends, Fig. i, are from one to
several millimeters long and a few hundredths of a millimeter wide, and
contain an elongated cavity or lumen. The walls of these tiny tubes are
composed of two principal layers, a thin outer coat, the so-called primary
wall, and a much thicker inner layer or secondary zvall, which differs
from it in chemical composition. The primary wall is firmly attached to
the secondary wall, and the individual units or "fibers" are firmly ce-
mented together with their long axes arranged parallel to the main axis
of the tree. Owing to their tenuity and the staining qualities of the sub-
stance that binds them together, the primary walls of adjacent elements
are usually indistinguishable. Photos 5, 7, 12.
The exact behavior of this complex mass (of minute elongated cavities
separated by several layers of woody substance) as a water-conducting
medium has been the subject of considerable discussion among plant
physiologists. Thus, Sachs* maintained for many years that the "sap"
traveled primarily through the molecular spaces in the cell walls. This
theory was subsequently disproved by Elfving.f Scheit,$ and others who
adopted the simple method of blocking the cell cavities with various sub-
stances and subsequently testing the permeability of the wood. In this
way they were able to demonstrate conclusively that the thick secondary
walls, although hygroscopic, are relatively impervious to rapidly moving
columns of water.
If the "sap" travels through the cell cavities, and the walls are
impervious, there must be, obviously, some provision for enabling the
fluids to pass from one cell cavity to adjoining ones. Therefore, the
"fibers" are provided with numerous valve-like openings or bordered pits
in the secondary walls, Fig. 1. These openings, which are designed to
facilitate the rapid movement of water through the stem of the tree,
are somewhat complicated, and it is essential to examine their structure
and distribution with considerable care.
A circular area of the secondary wall surrounding a minute opening
or pit orifice is embossed or pulled away from the primary wall, forming
a saucer-shaped blister which projects into the cavity of the cell. In
surface view, Fig. 2, this area forms a halo or border (Br.) about the
opening in the secondary wall. The bordered pits of adjacent cells are
exactly opposite one another and form a row of lense-shaped cavities.
Fig. 4, Photos 8, 11, which communicate with the cavities or lumens of
the two adjacent cells by means of the openings in the secondary walls.
Communication between the two cells is interrupted, however, by the
primary walls, Fig. 2, which in this region become very thin and form a
delicate membrane (Me.) which divides the lens-shaped cavity into two
planoconvex cavities. The dividing membranes possess a circular thick-
ened area (Ts.) called the torus, which acts as a valve. Before sufficient
•Sachs, Julius, "Ueber die Porositat des Holzes." Wiirzburg Arbeiter,
11, 1879.
-iElfving, Fr., "Ueber die Wasserleitung im Holze." Bot. Zeit., Oct., 1882.
fSchejt. Max, "Die Wasserbewegungr im Holze," Bot. Zeit., March. 1884,
WOOD PRESERVATION. 837
pressure can be brought to bear upon the delicate membrane to rupture
it, the torus is forced to one side or the other, Fig. 2, sealing more or
less effectively one of the openings in the secondary walls. The necessity
for these delicate and complicated valve-like structures is seen when it is
taken into consideration that water, in passing from the roots to the
leaves of a tall tree, must pass through an enormous number of minute
cells which are less than a centimeter in length. Not only must the
aqueous solutions pass through a large number of cells, but at times must
do so comparatively rapidly. The bordered pit is designed, therefore, to
expose a relatively large surface of very thin permeable membrane with-
out seriously imparing the strength and rigidity of the secondary wall.
Plant physiologists and anatomists have assumed that the cell cavi-
ties of conifers are entirely enclosed in the thin primary walls. In the
region of the bordered pits the primary walls were known to be extremely
thin, but were considered to be imperforated. Furthermore, it has been
stated that the pit membranes, although very permeable to aqueous solu-
tions, are impervious to finely divided solids, undissolved gases and
heavy or viscous fluids, and more or less impervious to light oils. Two
years ago the writer conducted a series of experiments to test the ac-
curacy of these conclusions in regard to the structure and behavior of
bordered pits and pit membranes.* In order to determine whether the
pit membranes were unperforated, water containing finely divided particles
of carbon was used. Obviously, such an injection mass can penetrate
only where actual openings exist in the cell walls. It was significant,
therefore, to find that the carbon suspension passed through sticks of
freshly cut green sapwood (pine, larch, hemlock, spruce, cedar) under
slight hydrostatic pressure. Subsequent study of the injected material
showed clearly that the dark-colored fluid passed from cell cavity to cell
cavity through the bordered pits, Photos 8, 11, demonstrating conclusively
that the pit membranes were not entire. Eventually, by improved meth-
ods of cutting and staining very thin sections (3/25,000 of an inch) of
wood, minute openings in the pit membranes of Sequoia and larch, Photo
9, were made visible under the microscope.
It may be asked in view of the perforated structure of the pit mem-
branes why it is that gases cannot be forced easily through long pieces
of green wood. This is due to capillary or surface tension phenomena
combined with the valve-like behavior of the bordered pits. If there is
an aqueous solution on both sides of the pit membrane shown in Fig. 2,
and the molecules or minute particles of water are set in motion by a
slight pressure, they are able to pass rapidly from one cell to the other
through the perforations in the pit membranes. If air is forced into
either of the cells, the water will be driven into the adjoining cells
until the air comes into contact with the pit membrane. As soon as this
happens the surface tension of the water in the minute openings of the
♦Bailey, I. W. The structure of the pit membranes in the tracheids
of conifers and its relation to the penetration of gases, liquids, and finelv
divided solids into green and seasoned wood. For. Quar. Vol. XI, No. 1.
March. 1913.
838
WOOD PRESERVATION,
a *
©
3
Fig. i.
.Two isolated water conducting elements, "fibers" or trachelds The
fil urs-i :Ve lyi.ng with their much-pitted radial walls uppermost. (a)
tracheid from the springwood, (b) tracheid from the summerwood
WOOD PRESERVATION.
839
Fig. 2.
<A) Piece of radial wall of a "fiber," showing a bordered pit in surface
view. Part of the dark-colored torus or thickened portion of the pit mem-
brane may be seen through the opening in the wall. This pit orifice is
surrounded or bordered bv the embossed portion of the secondary wall.
(B) Section cut through (A) at a-b, showing embossed wall seen in (A)
and that of cell directly under it. The membrane and torus occupy a
median position. (C) Section showing the valvelike action of the torus,
(br) bordered area, (me) membrane, (ts) torus.
840
WOOD PRESERVATION.
(a) Bordered pits of thick-walled cells of summerwood, showing slight
overhang of secondary walls, thick membrane and poorly developed valve-
like characters.
(b) Half-bordered pit between water-conducting element or tracheid
and parenchymatous cell. Note absence of bordered area on the side of
the living cell and absence of torus.
(c) Simple pit between two cells with living contents. Note absence
of valvelike action.
WOOD PRESERVATION.
841
M
Fig. 4.
Longitudinal section through radial walls of the overlapping ends of
three adjacent tracheids or "fibers." Note the concentration of bordered
pits which facilitate the flow of the ascending currents of "sap."
842 WOOD PRESERVATION.
membrane resists the further penetration of the air. When additional
pressure is applied to force the water from the perforations, the mem-
brane is forced to one side and the torus, or thickened portion, seals
more or less effectively the opening in the secondary wall, Photos 2, 3, 4.
If a very short piece of wood is used, so that the air has to penetrate one
or two membranes only, it is sometimes possible to pump air through
green wood. On the other hand, if there are numerous membranes to be
encountered, surface tensions and the valve-like action of the tori
effectively prevent the penetration of air even under considerable pressures.
Since at certain times of the year there are positive or negative pressures
in the stem of the tree, this valve-like action of the tori undoubtedly
assists in retarding the entrance of air into the water-conducting passages,
and preventing the rupture of the delicate portions of the pit membranes.
As might naturally be expected, the water-conducting system varies
in different plants and in different parts of the same tree, depending upon
the amount of water that has to be transported to the leaves during the
various seasons of the year. In general, those species whose leaves
transpire comparatively limited quantities of water, possess, in conse-
quence, a less highly perfected water-conducting system, with smaller
cells, smaller cavities, and fewer and more minute pits. Similarly, the
wood of any given individual varies at different seasons of the year and
at different ages in its development. During the life cycle of an average
specimen the dimensions of the tracheids increase rapidly for a number
of years, then more slowly until a maximum is reached, and finally
decrease after the plant reaches maturity.* These marked variations in
the. size of the water-conducting elements must have an important effect
upon the movements of the "sap" in the stem. For example, it is obvious
that a shorter ''fiber" length multiplies greatly the number of lateral move-
ments, through bordered pits, that must be made by the "sap" in traveling
a given length of stem.
As is well known, the so-called annual rings or layers of growth of
trees are due to the fact that the elements formed during the early part
of the year are larger and have thinner walls and larger cavities, Photos
r, 5, Fig. 1, than those formed during the later part of the growing sea-
son. The so-called autumn, or summerwood, possesses very thick walls,
comparatively small cavities and minute pits, Fig. 1. In other words,
the first-formed elements are designed primarily to conduct water, whereas,
in the elements formed during the last of the growing season, the
strength and rigidity of the cells are emphasized at the expense of their
water-conducting function. The valve-like action of the tori is. ap-
parently, not so well developed and efficient in its action in the small,
often rudimentary, bordered pits of the heavy walled cells of the summer-
wood, Fig. 3. Thus the membranes are not infrequently thicker and less
pliable, the tori smaller in proportion to the size of the pit orfices, and
the embossed or bordered areas of the secondary walls less extensive.
♦Shepard, H. R., and Bailey, I. W. Some observations on the variation
in length of coniferous fibers. Proc, Soc. of Am. For., Vol. IX, No. 4, 1914.
WOOD PRESERVATION. 843
The distribution and orientation of bordered pits have an important
bearing upon the movement of water in the stem of a tree. Of course,
the more rapid ascending current of "sap"' is due to the elongated char-
acter of the cell cavities, but is undoubtedly assisted in many cases by
the fact that the bordered pits are more numerously developed toward
the overlapping ends of the "fibers," Eig. 4. Elfving showed quite con-
clusively that in the yew the lateral or horizontal movement of water is
much less rapid in crossing the annual rings than it is in circulating
through them around the stem. This difference is due to the fact that
the bordered pits are almost invariably absent on those surfaces of the
cells of the springwood, which are placed perpendicular to the radii of
the stem, Photo 5. A limited number of extremely minute bordered pits
occur upon the tangential walls of the last few rows of very dense cells
of the summerwood. Photo 12. These pits, which are present in all of
our common conifers except the hard pines, have been considered to
function in providing the living cells of the cambium and inner bark with
water during the beginning of the growing season. They are, therefore,
of local significance only.
The more marked tendency for water to circulate horizontally around
the rings rather than across them is offset, to some extent at least, by
the so-called medullary rays, Photo 1. These structures are thin, narrow
bands or sheets of tissue that are thrust between the vertical water-
conducting elements, Photo 11, and extend horizontally from the center
of the stem to the inner bark, Photo 1. They are composed largely of
parenchyma, or cells with living contents, and function in the storage
and elaboration of raw food materials, which are sent down to them,
through the inner bark, from the leaves. The ray cells communicate
with the vertical water-conducting elements on either side of them, and
with each other by means of small pits in their side walls, Photos 6, 11,
Fig. 5. These pits, however, do not possess the valve-like action of the
bordered pits of the water-conducting tracheids or "fibers," since they
are not provided with tori and bordered areas. Those which com-
municate between the living cells of the rays and the vertical water-
conducting elements are called half-bordcrcd pits, since only the opening
on the "fiber" side is embossed or pulled away from the primary wall,
and those between ray cells simple pits. Figs. .}. 5. The rays remove
water fr<>m the vertical water-conducting elements and also carry it
slowly in a horizontal direction toward the inner bark, Fig. 5. This
horizontal current, however, i- comparatively sluggish, since the cells
are filled with living contents, and, owing to their short length, possess
in a given distance a relatively large number of pitted cross-walls that
must be penetrated. In tin- pines, spruces, larches, hemlocks and Douglas
fir the rays are provided with horizontally disposed water-conducting
tracheal elements or ray tracheids, Fig. 5- The latter resemble the living
Cells of tin- rays as regards their dimensions, but communicate with the
main vertical "fibers" and with each Other by means of minute bordered
pits.
844
WOOD PRESERVATION.
In the trunk of a tree not all of the \vater-conduct5ng cells remain
functional. The heartwood or physiologically dead portion of the tree
has ceased to be active in conducting "sap" to the leaves, and merely
serves in its capacity of affording a strong rigid stem that elevates the
crown to a position where it can secure desired amounts of light and air.
The difference in color, which is usually noticeable between sapwood and
heartwood, is due to the fact that, in the process of the transformation
(Sr)
(Sg)
Fig. 5-
Longitudinal radial section through wood, showing ray crossing vertical
water-conducting cells or "fibers." The water ascending through the un-
derlying summerwood and springwood cells passes into the ray cells through
the small pits which are shown in surface view. The two rows of cells
in the center of the ray are the ray parenchyma. The marginal cells with-
out contents are the ray tracheids or horizontal water-conducting elements,
(sr) tracheids of summerwood, (sg) tracheids of springwood.
of the former into the latter, living cells, which are scattered among the
water-conducting elements, secrete various substances, such as resins,
gums, pigments, etc. These substances not only block the cavities of the
parenchyma more or less effectively, but become diffused through the
wood, saturating the cell walls, and frequently obstructing the pits and
even the cavities of the "fibers." In the heartwood, particularly in the
WOOD PRESERVATION. 845
springwood and the more open thinner walled types of summerwood, the
thickened portions of the pit membranes (tori) are not uncommonly
cemented over the pit orifices, Photo 3, Fig. 2, or firmly jammed into
them, Photo 4. It is also true that, in the majority of cases, as the cells
become further and further removed from the region of the bark there
is a marked decrease in the amount of water and increase in the amount
of air contained in the cell cavities.
STRUCTURE AND PENETRATION.
Having outlined the more important structural characters of the
water-conducting elements of coniferous trees, it will be advisable to
discuss their effect upon the phenomena of injection. There is every
reason to suppose that the cell walls are at least as impervious to rapidly
moving currents of preservatives as they are to the ascending current of
"sap." Therefore, the assumption will be made that, in the preservative
treatment of "softwood" timbers, the cell cavities are the principal chan-
nels through which the toxic fluids are injected. After treated timber
has been removed from the pressure cylinder, the creosote does not
remain in situ. Numerous adjustments take place within the timber. The
cell walls continue the absorption of creosote, a slow process by which
the lighter fractions of the oil, in the cavities of injected cells, are gradu-
ally transferred to the walls of cells which are less favorably situated.
Thus, although the absorption of fluids by the secondary walls is ad-
mitted to be important, it is considered to be of secondary significance
in this discussion, since it is largely dependent upon the presence of
preservatives in the cell cavities, and proceeds extremely slowly when
the latter are not injected. If the penetration of preservatives takes
place primarily through the cell cavities, the structure of the water-
conducting elements or tracheids, especially that of the bordered pits and
pit membranes, is of fundamental importance.
HEARTWOOD VS. SAPWOOD.
One of the most striking phenomena of injection is the impenetrabil-
ity of heartwood as compared with the behavior of sapwood. This is
due, undoubtedly, to the clogging of the bordered pits by various sub-
stances which are formed during the process of the transformation of
sapwood into heartwood. The cavities of the bordered pits may be
actually filled with resins and other hardened secretions, or the tori or
thickened portion of the pit membrane may be more or less closely
cemented over the openings in the secondary walls or firmly jammed into
them, Photos 3, 4. More rarely the cell cavities themselves may be ob-
structed by various secretions. The effectiveness of this clogging of the
heartwood will depend not only upon the amount and location of the
deposits, but also upon their solubility at different temperatures and in
different preservatives. Clogging may also occur in the sapwood. For
example, mechanical injuries and pathological conditions often induce
the living cells to secrete various substances which become diffused
846 WOOD PRESERVATION.
through the wood. In addition, at certain seasons of the year the living
cells or parenchyma may pour into the ascending current of "sap" large
quantities of elaborated food substances. As the water evaporates during
the drying of timber that has been cut at such a time, these substances
become more and more concentrated, and are finally deposited in the
cavities of the cells and pits, or cement the tori over the openings in the
secondary walls.
SUMMERWOOD VS. SPRINGWOOD.
The difference in the penetration of creosote into the dense summer-
wood and more porous springwood of coniferous timbers is a second
well-known phenomenon of injection which is dependent in large meas-
ure upon the structure of the water-conducting cells or "fibers."' At first
sight it appears to be somewhat surprising that the porous portion of
the annual ring is more resistant to penetration than the dense summer-
wood whose mechanical functions have been emphasized at the expense
of their water-conducting capacity. However, the structure of the bor-
dered pits and pit membranes and their valve-like action appear to throw
considerable light upon the paradoxical behavior of the two types of
tissue. In the heartwood, there is a strong tendency for the thickened
portions of the pit membranes to become cemented over or firmly jammed
into the bordered openings in the secondary walls. This is not true.
however, of the very dense fibers formed at the end of the year's growth,
for the membranes are commonly not even deflected from their original
median -position. Similarly, in the sapwood and those portions of the
heartwood where the tori have not been cemented to the walls, the valve-
like action of the bordered pits in resisting the penetration of the oil is
most effective in the larger and more perfectly formed bordered pits of
the springwood. Furthermore, the perforations in the pit membranes
may be smaller and less numerous in the springwood than in the denser
portions of the annual layer of growth. In this connection it is interest-
ing to note that the springwood of Secpioia and larch, which are said by
Teesdale* to be as permeable as the summerwood, possess unusually
large perforations in the pit membranes.
There are a number of physical factors at work which appear to
have an important bearing upon the problem of the relative permeability
of springwood and summerwood. In seasoned timber the dense bands of
summerwood conduct heat much more rapidly than do the more porous
portions of the annual ring. This tends to drive the air in the small
cavities of the thick-walled cells into the larger ones of the springwood.
and combined with the greater capillary forces which occur in the minute
cavities of the summerwood, to produce a deeper and more rapid
penetration of the dense tissue. The greater volume of air in the spring-
wood appears to retard the penetration of creosote, and by its expansion.
when the pressures in the cylinders are reduced, to expel a portion of
that which has penetrated. This is shown by the fact that the creosote
♦Teesdale, C. H. Relative resistance of various conifers to injection
with creosote. Bui. TJ. S. Dept. Agri. No. 101, 1914.
WOOD PRESERVATION. 847
may sometimes be found in the pits when the cell cavities are entirely
empty. The bordered pits retain the creosote just as they retain water
after it has been dried or drained out of the cavities of the cells. Under
such circumstances the dense cells of the summerwood also tend to retain
their creosote, owing to greater forces of capillarity. It should be noted,
however, that in many cases the comparative color of the springwood
and summerwood may be deceptive in a discussion of penetrance. What,
for example, will be the effect of a so-called empty-cell treatment upon
the color of the wood? If the creosote has penetrated the cavities of
the spring and summer cells, and subsequently been forced out of both,
the absorption of oil by given volumes of cell wall substance may be
very similar, yet the color of the summerwood will be very dark and
that of the springwood very light. The light color of the springwood is
due to the comparatively limited amount of woody substance in its thin
secondary walls, and to the quantity of air contained in its relatively
large cell cavities.
GREEN VS. SEASONED TIMBER.
The subject of the relative permeability of green and seasoned timber
has received considerable attention from Engineers and business men. A
very commonly accepted view at present is that which may be expressed
in the following words:* "In fresh green wood of all species the cells
of all kinds (except the resin ducts and the vessels) are completely closed
by the continuous primary wall, and gases cannot be forced through
this enclosing membrane even at extreme pressures. Water may percolate
through this membrane, as through a filter, but this action must be com-
paratively slow even under high pressures. . . . Whenever wood
seasons (beyond its fiber saturation point), whether naturally or by
artificial means, narrow microscopical slits occur in the walls of the
fibers and tracheids which render them penetrable to gases and liquids.
These slits do not reunite when the wood is resoaked, although they may
close up somewhat. The greater the degree of dryness, the more penetra-
ble the wood becomes. . . . Steaming opens up these slits in the cell
walls, but they are not as numerous nor as wide as in air-dried material."
This hypothesis strengthens the position of those impregnation,
experts who claim that timber must be carefully air-dried to secure a
rapid, thorough penetration. Furthermore, it apparently explains the
value of preliminary steaming under pressure in kiln-drying green lum-
ber. It indicates the reason why wood dried and then resoaked is often
weaker than the original material, why the failure of re-naked beams
resembles that of dry beams, i
There are, however, certain fundamental objections to these con-
clusions :
(i) As has been shown above, the cells in green wood are not
entirely enclosed in the primary walls, since the pil membranes are com-
monly perforated.
•Tiemann, H. D. The physical Btructure <>r wood in relation u> its per-
meability by preservative tiuids Bui. 120, American Railway Engineering and
Maintenance of Waj Association.
848 WOOD PRESERVATION.
(2) It has been shown that green wood which is saturated with
water is not entirely impervious to undissolved gases and oils.
(3) In a careful investigation of the distribution of "slits" in 100
specimens of thoroughly seasoned wood the writer* found these struc-
tures in only 10 per cent, of the specimens.
(4) The so-called "slits" or cracks when present are confined to the
thick-walled elements of the summerwood. Yet air passes more rapidly
and easily through the cells of dry springwood than those of dry summer-
wood.
(5) The "slits" when present are confined to the secondary walls.
The primary walls remain unruptured, preventing effectively the pene-
tration of gases and oils from one cell cavity to adjoining ones by the
"slits" in the secondary walls, Fig. 7. This can be demonstrated experi-
mentally by injecting the cells with a solution containing finely divided
particles of carbon held in suspension. The penetration of the carbon
mass takes place entirely through the bordered pits, and does not pass
from cell to cell through the cracks or "slits" in the secondary walls.
(6) Resoaked, seasoned wood frequently is as impervious to air as
green, unseasoned material.
(7) In those portions of coniferous trees which are called upon to
resist compression the inner portions of the secondary walls are com-
posed of fine spiral reinforcements. These structures, in seasoned tim-
ber, may easily be mistaken for drying cracks or "slits."
It is evident, therefore, that the so-called "slit hypothesis" cannot
be accepted as conclusive. In endeavoring to secure a more satisfac-
tory explanation for the differences in the behavior of green and sea-
soned material, much valuable assistance can be secured by studying the
effects of surface tension phenomena. A green piece of wood which is
thoroughly saturated with water will vary in its penetrability to aqueous
solutions of copper sulphate, corrosive sublimate, etc., depending upon
the method used in injecting the preservatives. If the solutions are
forced in at one end of the specimen they will flow through the wood,
driving the water out at the opposite end. On the other hand, if the
wood is immersed in the preservative and pressure applied from all sides
the water is held in the wood and the solutions can penetrate only by
the slow process of transfusion. If gases are used instead of aqueous
solutions, the surface tension of the water in the fine capillary tubes, the
small pit orifices and the extremely minute perforations in the pit mem-
branes resist the penetration of the air. As the pressure used increases,
the valve-like action of the pit membranes and tori seal more or less
effectively the openings in the secondary walls, Fig. 2, Photos 2, 3, 4.
In a similar manner the water resists the penetration of oils and other
viscous substances.
The air which fills seasoned timber hinders the penetration of
aqueous solutions when the Boucherie system is used. On the other
♦Bailey, I. W. The validity of certain theories concerning the penetra-
tion of gases and preservatives into seasoned wood. For. Quar., Vol. XI,
No. 1, March, 1913.
WOOD PRESERVATION. 849
hand, its rapid contraction and expansion, with variations in pressure,
seem to facilitate the penetration of oils and salt solutions when sea-
soned timber is treated in vacuum and pressure cylinders. Since the
process of seasoning alters the proportions of water and air in the
cell cavities, it consequently has an important effect upon the phe-
nomena of capillarity and surface tension which are developed during the
subsequent processes of injection.
Although the principal differences in the behavior of green and dry
timber may probably be explained upon the basis of well-known physical
laws, there is some evidence that appears to indicate that in certain cases
anatomical changes do occur during the process of seasoning. For
example, the writer has specimens of sapwood which, when thoroughly
resoaked after seasoning, were more permeable to air than in the green
condition. This material showed no signs of "slits" in the secondary
walls, but the delicate membranes of the bordered pits seemed to have
been torn in drying. However, it is extremely difficult to determine
conclusively that the rupturing of the pit membranes, in any particular
specimen, has been produced by the process of seasoning rather than by
the stresses produced during the process of sectioning the wood. A sec-
ond example of structural changes due to seasoning occurred in a piece
of rapidly kiln-dried sapwood. This dry material was very impervious
to the penetration of air or water containing carbon particles held in
suspension, although the same material when green was quite permeable
to the carbon mass. The structural change in this case consisted, appar-
ently, in the sealing of the pit orifices.
DECAY.
When timber seasons, the attacks of wood-destroying fungi fre-
quently play an important part in making the wood more penetrable to
preservatives. This is apt to be the case especially in the sapwood. The
mycelium or thread-like growtli of the fungus penetrates the wood, dis-
solving holes in the cell walls and membranes, through which the pre-
servatives can penetrate readily. Certain forms of decay may open up
the wood considerably before marked evidences of their activity are
visible. Fig. 13 illustrates a spiral type of etching produced in the sec-
ondary walls of the "fibers*' of long-leaf pine. This type of decay, under
low powers of the microscope, mighl be mistaken easily for so-called
"slits," or seasoning cracks.
RAY PARENCHYMA AND RESIN CANALS.
Owing to the absence of anatomical and experimental data, it is not
possible to stair definitely the exacl behavior of the medullary rays, or
sheets of horizontally-disposed traeheids and parenchyma. Teesdale
states :
"The medullary rays, as a rule, were nol penetrated. In some of
the spruces, however, the upper and lower ra> traeheids were penetrated,
and in some of the pines the entire ray. In no cases, except the spruces
850 WOOD PRESERVATION.
and pines, was any penetration noted unless the specimen was very
heavily injected."
This is what might naturally be expected from the small size of
the ray cells, their short length, the structure of the pit membranes, and
the fact that the parenchymatous cells are likely to be obstructed by
dried protoplasm, stored food substances and various resinous secre-
tions, etc., Fig. 5, Photos 6, n. Greater penetration of the rays should
be expected to occur in the pines, since they possess more numerous
ray tracheids, or water-conducting cells, and larger pits between the ray
parenchyma and the vertical water-conducting "fibers," Photo io. How-
ever, even if the rays were readily permeable to preservatives, which
appears to be extremely doubtful, they would be of primary significance
only in lateral penetration across the annual rings. Since each vertical
water-conducting element is in communication with one or more rays,
and inasmuch as there is no valve-like action in the pits between the
"fibers" and the ray parenchyma, the rays might well be an important
channel for penetrating "fibers" whose bordered pits are sealed or closed
by the valve-like action of the tori. However, in all probability the
rays play on the whole a somewhat subordinate role in the penetration
of preservatives. When not blocked by various substances they may
be of considerable local importance in conducting toxic fluids from a
penetrated group of "fibers" past an impervious zone to another group
of permeable cells. For example, from one band of permeable summer-
wood to another.
That the vertical and horizontal resin canals, Photo i, which are
scattered through the wood of the pines, spruces, larches and Douglas
fir, are also of secondary importance is shown by the fact that if the
water-conducting tissue, the group mass of "fibers," is impervious, their
effect is entirely localized. For example, the heartwood of Douglas fir
and tamarack, both of which have highly-developed radial and longi-
tudinal resin passages, are in most cases resistant to impregnation, while
eastern hemlock, white fir and other woods having no resin canals may
be injected fairly easily. The resin passages of the former receive the
oil, but the wood surrounding them is not penetrated. When the water-
conducting cells are permeable to preservatives the canals may become
significant, since they enable the toxic substances to be applied at
numerous points within the wood, as well as on its outer surfaces. How-
ever, the resin canals themselves vary greatly in permeability, since they
may be obstructed, particularly in the heartwood. by hardened deposits
of resin and by tyloses.*
In conclusion it may be well to emphasize the importance of the
water-conducting elements, or tracheids, and their valve-like bordered
pits upon the penetration of preservatives into coniferous timbers. How-
ever, it should be kept in mind that structural influences may be much
♦Gerry, Eloise. Tyloses, their occurrence and practical significance in
some American woods. Jour. Agri. Research. Vol. I, No. 6. Wash., March,
1914.
WOOD PRESERVATION.
851
modified or obscured by chemical and physical forces, especially those
of surface tension. The possibilities of eliminating the valve-like action
of the bordered pits, rupturing the pit membranes, loosening cemented
tori and sealing preservatives into wood by locking the bordered pits
appear to be worth careful consideration by timber-preserving experts.
Plate I.
Photo I. Cross-section of the wood of longleaf pine, showing annual
rings, thin-walled cells of springwood. thick-walled cells of summerwood,
open and closed resin passages and narrow rays. In cutting longitudinal
sections through the specimen of wood whose cross-section is seen in this
figure, those cut parallel to the plane a-b are called tangential, those cut
parallel to the plane b-c radial. The medullary rays, since they extend
from the center of the stem to the bark, are parallel to the radii of the
stem, x 30.
Plate II.
Photo 2. Section through bordered pit, showing membrane and torus
in median position. Heartwood of Sequoia, x 1200.
Photo 3. Section through bordered pits, showing the tori cemented
over the openings in the secondary wall of the left-hand cell. Heartwood
of hard pine, x 1000.
Photo 4. Section through bordered pit, showing the torus firmly
jammed into the opening in the secondary wall of the right-hand cell.
Heartwood of hard pine, x 1000.
Photo 5. Cross-section of springwood and summerwood "fibers." The
large bordered pits of the springwood are confined to the radial walls of
the cells. Spruce, x 500.
Photo 6. Longitudinal radial section of wood, showing the pits that
enable the ray cells to secure water from the vertical water-conducting
elements or tracheids. Note the short length of the rav cells and minute
size of the pits. Pine, x 500.
Photo 7. Cross-section of summerwood cells, showing that the so-
called slits are confined to the secondarv walls, and that communication
between the adjacent cells is interrupted by the darker colored primary
walls which are not cracked. Pine, x 500.
852
Plate III.
Photo 8 Longitudinal section through an injected paving block, show-
ing the heavy oil penetrating from one "fiber" to an adjoining one through
the bordered pits in the walls. Longleaf pine, x 600.
Photo 9. Surface view of three bordered pits, showing perforations in
the t>it membranes. Larch, x 800. .
Photo 10. Longitudinal radial section of wood, showing large pits
between ray cells and tracheids. Mexican pine, x 500.
Photo 11 Longitudinal tangential section of wood, showing carbon
injection mass penetrating from one "fiber" to another through bordered
pits. The central pit of the chain is obstructed by resin. A ray is seen
in cross-section. No penetration occurs through the half-bordered pits
between the tracheid and adjacent ray cells. Sequoia, x 500.
Photo 12 Cross-section of springwood and summerwood tracheids,
showing minute bordered pits on the tangential walls of the latter. Ma-
terial injected with carbon mass. Sequoia, x 300
Photo 13. Longitudinal section through tracheids, showing spiral etch-
ing of walls produced by decay. Pine, x 1000.
853
Appendix B.
TIE SERVICE TESTS ON THE NEW YORK, NEW HAVEN &
HARTFORD RAILROAD.
For several years Committee XVII — on Wood Preservation, has in-
cluded in its report a record of Tie Service Tests on various railroads
throughout the country, many of which are of long standing, so that it
now seems timely to draw conclusions from some of the oldest tests
and derive the benefits to be gained from them. Unforunately the records
of treatment of the test ties on the New Haven have been lost, so that
little can be reported aside from the actual life of the ties and the factors
entering into and affecting their service. These tests consisted essentially
of the following :
No. of
Kind
Kind of Date
No.
Time
Test No. Ties. of Wood. Treatment. Placed. Remaining, of Test.
6,000 Yellow Pine Creosoted 1894 25 2° years
206 Yellow Pine Burnettized 1901 62 13 years
1,006 White Pine Thilmany 1881 None 15 years
400 Hemlock Creosoted 1880 None 32 vears
? Cedar ? ? None ?
TEST NO. I.
During the month of July, 1894, 6,coo hewn Southern Yellow Pine
ties, 7 in. by 9 in. by 8 ft., were treated with 10 lbs. of dead oil of coal
tar creosote per cubic foot and placed in the tunnel at Fair Haven, Conn.
At this point the subgrade was rock and the track was ballasted with
stone. One-hundred-pound rail was laid with cut spikes and without tie
plates. The tunnel protected the ties from alternate dry and wet weather
so that, even with a good system of side ditch drainage, they were al-
ways damp.
In igo5 and 1907 two renewals of 500 and 200, respectively, replaced
an equal number of the original ties, and since 1907 the balance have been
gradually taken out until there now remain, after a period of 20 years,
only 25 of the original ties. These are quite sound, except under the rail
seat where they are decayed and where mechanical action of the rail and
spikes has cut and split them until they now need renewing.
test no. 2.
In October, 1901, a number of Long Leaf Southern Yellow Pine ties,
especially sawed to 8 in. by 10 in. by 8 ft. 4 in. for use under track pans,
were treated by the Burnettizing process and installed in the four main
tracks at Rowayton, Conn. In 1913 the track pans were removed so that
during practically all of the time these ties were in use they were wet.
They were laid on stone ballast with gravel foundation and open cross
drains between them. They carried 100-lb. rail, with 5 in. by 8 in. tie
plates and cut spikes.
57 were placed in track No.
July, 1914.
68 were placed in track No.
July, 1914.
67 were placed in track No.
removed.
14 were placed in track No.
July, 1914.
854
4, all of which were removed in
2, 14 of which were removed in
1, none of which have yet been
3, all of which were removed in
WOOD PRESERVATION. 855
The first renewals, therefore, which amounted to 70 per cent, were
made after a life of 13 years, and from the present condition of the
wood it will be necessary to renew the remaining 30 per cent, within the
next two years.
This test furnishes a splendid example of the effect of narrow tie
plates. The wood in a large percentage of the ties that were removed
after 13 years' service was sound except under the rail where it had be-
come badly crushed and decayed. The narrow tie plates (5-in.) con-
centrated the loads and mechanical wear at the center of the 10-in. face
of the tie until they became deeply embedded into the wood, when the
ties began to split and crush in the center. This condition is illustrated in
Exhibit No. 3.
TEST NO. 3.
One thousand and six sawed White Pine Ties, 7 in. by 9 in. by 8 ft.,
were treated by the *Thilmany process and placed in track at Walling-
ford, Conn., in 1881. Nothing is known of the description of this treat-
ment, nor could anything very definite be found regarding the life and
service of the ties. They were laid on stone ballast with sand foundation
where the drainage was good. Seventy-four-pound rail was used with
cut spikes. This rail was replaced in 1894 with 100-lb. rail. The last of
the ties were taken out of track in 1896, having become badly disinte-
grated, and according to the only available records their life was from
11 to 15 years.
test no. 4.
In June, 1880, 400 Hemlock ties, hewn to 6 in. by 8 in. by 8 ft., were
creosoted and placed on a gravel ballasted roadbed, with 56-lb. rail with
cut spikes. The last one was taken out in April, 1912, after nearly 2>2
years' service. None of these ties decayed in track ; they deteriorated
from mechanical wear under the rail. One of the old ties is now in use
as a sign post.
test no. 5.
Practically nothing could be found on the fifth test. It seems that in
1865 some tanks were installed at Somerset, Mass., for the purpose of
creosoting piles to be used in a bridge at that point. Some cedar ties
were used as blocking for holding the piles in place within the tank.
Later they were placed in side tracks at Somerset and were taken out
about 1908 or 1909 after 44 years,
SERVICE TEST OF TREATED TIES ON THE NORFOLK
SOUTHERN RAILROAD.
In 1896 the Norfolk Southern Railroad placed in track 2,587 crossties
for test purposes, 1,192, or 46 per cent., of which were treated by three
different processes, in order to determine by direct comparison with un-
treated ties what benefit would be developed from the different treatments.
The ties were put in the track in the spring of 1897 and the results of
their service thus far, as furnished by F. L. Nicholson, Chief Engineer,
are quite valuable to the study of tie preservation.
The progress of the test has for several years been given in Appen-
dix B of the report of Committee XVII — on Wood Preservation, and
*The Thilmany process, as described in Appendix No. 10 of report of
Committee on Preservation of Timber. American Society of Civil Engineers,
June 25, 1885, this appendix being a letter from O. Thilmany describing his
own process, consisted, in brief, of an injection of sulphate of copper or sul-
phate of zinc, after which there was an injection of a solution of chloride
of barium, during which a chemical combination takes place, forming an
insoluble sulphate of baryta and chloride of copper or chloride of zinc.
856
WOOD PRESERVATION.
Exhibit No. i — Test No. i.
7 in. x 9 in. x 8 ft. hewn Southern Yellow Pine removed from Test
No. l, treated with 10 lbs. dead oil of coal tar creosote, placed in Fair
tfaven Tunnel, 1894; removed July, 1914; life, 20 years.
MLWAY ENGINEERING ASSOCIATION
TEE ON WOOD PRESERVATION
4 REPORT - APPENDIX "E>'
ID OF TIE SERVICE TESTS
<\nd of"
5ca5onino)
Treoit-inci
1
Air
5h*oim
IgHoj
Pressure
empcratunc
Tinol
reorbnent-
Lbs
TTme
lnch.»
Tme
Lbs
Tm.
nTank
W&Srt
Incl*-,
TlfFO
lineCI
Creosote
Mm*).
ZincCI.
Creosote
Mucel.
I
jt-reahed
An
X
■
F
0
O
.trnet+ized
25
4bra
25
4 ho
04122 lbs
144 lbs
itreolred
x. Creoscted.
25
4 bra
0 27 lbs
684 lbs
.855 lbs
21 22 Iba
ilreahed
•rneHfzed
Z5
4hra
0.Z73&-
.729 Iba
-
0.2239 -
.5% -
Noi
te
05047 ■
.811 •
Z
0.254- -
.622 •
■eosdrad
25
4hra
1252 Iba
3331 Ito
11.21 ■■
2962 •
Nd
ne
14.45 •
3845 -
1521 •
3515 •
ncCreosdt-ed
02738 -
Q7285 -
2.3 lbs
614 •
.
02259 -
05955 •
202 •
5.30 -
ntreated
nc Creototed
mod Wood fVo«rv Co
lamir?
015^1
052 gal.
0.21 -
0.73 -
0114 -
040 -
nc Creosohed
5h>6lb»
-eosohid
12 lbs.
uepir*3
r?c Creosohsd
A'/.
12%
AY.
12/.
5h>6lta
neosot-ed
12 -
brreahed
reosot-ed
l3Z6gal
( *:-p
reoe>oV-ed
Stnos
iO lb-
35 lbs
Ar
treated
lyr
10 lbs
ryCreark FYwtis
Bh 2a
Na
?e
I75>
5ihra
Z4
',r
2 4/5. pi
•
li.-
24*
276 ■
51 •
Z3i
338 -
5i ■
25
261 -
3 -
24i
253 -
uepinq
baami Creosote
•■ ZllTC -
reosohed
-
W5ani Grandte
«T)ehhzed
rbclioeum
erFttdCradeOii
•.-,-•. lid
10 li •■
A
urrTelTized
illbamy
reasolid
•
19 lbs.
rihrecit-ed
Hlcanized
& •■
Tn nr\thtJ
-
<5 -
reosohed
0 •
25
♦hrs
22
5brs
20
j. hour
10 lb,
jlctfiniiCd
6 -
/ellbouse
& -
UBOrpHoe
MWTb,
gnnpnaf
EHbBduHi
, ia%
r> treated
4 -
AMERICAN RAILWAY ENGINEERING ASSOCIATION
COMMITTEE ON WOOD PRESERVATION „, . M
1914- REPORT - APPENDIX "B' 5he<* No ' rf 6
RECORD OF TIE SERVICE TESTS
Gojspaqy or
Organization
Jfficial Repwrhry |
r*
Locality of Test"
Date
Tirre
Of
Tost
of
Test-
of
description of Conditions
Vi>.r:Vv'ir- if . '...TlrtF i.jl
Kind of
Trearmenf
Seasoning
Abaorpl'ion p«rCuFr
Absorpriorj parTie
Bemorks
,.,„
Ki;d
;r
•-.
c::
ss
:•:.•'.
„
<="»■
-.;:.
Air
S^**
^
SX"
w^T"
Total
vixnr, * tons! KoTMvcd
1ST
,.-.:i
wt:
"■■'''
Sizo
Lba
Tim
loch.
r,™.
Lb.
n™
»1M
~s«
--.
ZincCL
;.C':-V-
M.K.I
liosd
..-^•j
iV
■..'■
OHIO
" r,
srmiqbr -
.'
1107
&'
Zinc
:?
4
■-."-"
Z50
Sfrdigbr ■■
24
.-?"
0SI5,.I
:- !■■
p~i«b
o
0
a
o
<5
•.
o
1400
W
:.,.'
VnrreaTad
o
o
o
o
o
0
a
CMlCAffJ,
Forf Line
Del' 14
■•."■■
53
8?'
,-,r-,.,-A-^.-i
■ ■ - f. -
* & penr
7n7
tn^br
,
■..,..,;,
-,.:■ r
pORL N? DTI
^bcridar.Wyo
•
r- ;. ;
€1
5b<-
Wy3.
Hrr:
J2
197
L-,r ■-
•■
:-B>'i
c!: '
': '
Zinc CI.
' ■ rc.!> '
ot rU-.-
: z,
>
388
,.,.-;
1 "■ ; :
•
-5 I''--:
= ::
J
&urneMn'zwl
6b
71
129
■;.••
5
Gillehre.Wyo
W'M
>
h-j'.-,!
Ko.:>-
» iheri
Wy.)
802
6Q7
^aKwRvOJ&us
^ssr 5cnl Mg'r 1
,■■ " '
■ :■-
55
90*
V u].
^
:o
12'
;o
13.3
;.-.- , .
0
PtPA^TMENT or
:.;.tiv. Cv :
Test-
i»l
AfiEICULTURC
5280
Kkiy
0
0
4
40
1 1 C;
0
0
5
,-■7
' \r
0
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■
94
0
0
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O
0
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36
0
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9
ZA
1
n
-
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id:
n
0
0
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ISO
0
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0
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47
n
n
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12-9
• ■
0
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12
125
o
0
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o
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0
0
o
0
1
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:--
o
0
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-
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jr..
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-1
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n
p
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14 1
n
n
0
0
o
0
z
z
0
0
z
■
40
f
.'
n
•■
n ~]
n
1 13
"
0
0
88
o
0
i
•
39
:.Z
o
0
i
5
25
'b.2
o
0
;
6
25
'.■3
z
-
23
o
i
B
1] 3
0
i
S
125
0
0
•
:
125
.1
.,
fY>rnc'h:Cti
n
n
.:v
•'
0
0
30
-
Wellbou*i
B
1
i
■•
R
»
B
[03
n
0
0
?
39
,„,
0
0
•
43
0
0
•
s
39
0
0
-
«
■40
11
n
»
n
»
q
„
=1 7
Fl
0
0
0
0
i
0
0
57
0
0
Z5
:4 1
o
21
IZ i
0
40
„
„
„
n
4
13.6
0
o
0
128
IZ3
6
0
0
53
8
31
n
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„
„
^
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0
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— —
51
"
-
"
"
-
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"
"
-
"
-
.
0
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59
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— —
— - —
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0
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56
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19
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-
"
B
IJumerrhzad
■
"
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"
"
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56
~
20
20
20
-
;
»
fci.,
r
n
-; -
Ur>rr«a!-ec(
K
20
17
14
85
70
G3.'
5^
6 7
6 s
5beel- No. 2 of G
?5pech on
Number Removed
K.esulr's
R.crr7'oirk-5
Official
Change
Aec'fr
Decay
Mecb
Wear
Ottier
Causes
Total
f%r CerTr of "Tbtol Removed
Avernoie
Life
F+en
All
Causes
Accfr
Decay
Accfr
•'-
Assh
16
80
80
6 Years
Geril.
16
80
80
5yi-55rr,c
Mqr&
31
62
62
7Years
Foresh
16
64
64
6ys4mc
Rep
24
96
96
6yrs3mc
17
85
85
7Years
57
92
92
7Years
O
O
EtjrMafW
981
98
998
99.8
208
21
348
35
109
84
101
89
105
91
77
91
49
44
36
32
14
16
16
18
18
40
29
69
41
100
2 Years
42
100
••
1
)
0
O
y
• O
O
37
128
64
64
DryRob
0
All mac
odcondih
on ChecK
id more Hi<
in gam. Pit*
! atww M
swrarand
' he plate
Trcahnenl" direcVed by
*
Goad a
iidihon, r^
wear on
ierl e pk
res.
Percival Wood Preserving
TZ
56
115
Company
o
19
4
7*51 ighlly decayed, 5*Badly decayed.
0
0
Mo evidence of decay
0
0
...
c
0
0
Slicibh Decay
0
4
2
16 - - , 6 badly decoyed
67
11
52Removed topurinswihd? If g^ ^f*
7
2
21 Badly Decayed, 8 5liabHy
IOO
100
Zyrsoino
0
0
lualjy
feadtnasht
o
o
Ties in Passing Siding
*
0
o
Ties m Pocssinqj 5idmoi
Showing SignsoF Mechanical Wearaod Decay
o
o
o
o
o
o
o
o
o
o
HjrTOTtt*
o
o
^
o
o
o
o
o
o
0
0
^Ho report" since J«ly 1,1911.
0
0
0
4
4
40
AO
9
9
90
90
Abr5yra
o
o
nua\\y
Div.Erx}
6000
100
6Years
Dead Oil of Coal Tar Creosote
"
596
'
«
All
100
14-yrs.
Last" fies removed 1696.
'
TrOCK
farmer
■
100
ZOyrA
losI" one rarrAjved AprlZrwfrott'eobirf'cuf
Emmftob
100
20 yo.
KM
Ify
Ch Enqr
887
81.0
frraOmc
5h-ena,rb of Zin 5ol 520%
All
100
?yrs2mo
AbsorpHoo Hewi? Ties 101 65% of weiabr
"
165
66 0
ryrsllmo
• 520% of Zinc by wr
16
16.0
[
fi\Ts4rrv
• 5av/od ■ 6961% of weiqbr
All
IOO
cVrE8m
- 3.20% of Zinc by wr
-
170
680
Jyrs5n?o
35.07% ofweigbr
All
IOO
TyrsJroa
• Hewn Ties 8575% - -
3.20%oFZir>cbyv.r
'.AILWAY ENGINEERING ASSOCIATION
TEE ON WOOD PRESERVATION
14- REPORT - APPENDIX "E>"
|RD OF TIE SERVICE TESTS
Seasoning
Treahnoi
--Ti»
Kind dr
Air
Sheoirr?
lnir,V»l
Pressure Temperature
V«c<*wrri.
TreafTrjent-
Lbs.
Time
IncU
W
U»
W
nTank
n&M
Inchej
Time
Zinc CI.
Creo»cSe
Miscel.
ZmeCI.
Creosote
Mijcel.
InYreaYed
6r«r7
Ar
Air
•
-
&UO
■
Air
'
-
6retn
.
.
Air
i vniWt :i
0786lbs
■■
0786-
n Treated
Air
•
Sr«i7
uroeltized
0786lbs
0786.
inYr&aYad
Air
.
Grceo
-
Air
reosoYed
6.17 lbs
nYreaYed
Gre«i7
Air
reasoned
6.17 lbs
oYreaYeA
Air
•
reotoYed
6.17 lbs
'nYreaYed
Green
•
-
Air
neosofcd
6.17 lbs
bYrtoted
Air
G«OT
■tQboYzd
6.17 IbS
xiYruXtA
6nw n
•
Air
roiqritCrtobcfe
zz
25»m
40
f5^5mn
no'
7.5
M«iu»"
6-11 lbs.
w
»
15
frihn
25
yxSrm
170
MiVlmm
no'
25
KH^roin
7-3 ••
re o solid
r?nld
100
11 to
0
Ar
irreoYed
S0*1»*
.rneYUied
•
40
2ibn
25
libra
100
ZJbrs
Olb
nYreaYed
Non«
■jmethied
Z5
libra
0.25
5V-t**J
25
frbrs
Zihrj
025
3rbo)ir?«um
NOW
Opet
Tank
ISO*
l.%
YtosoYe.
1 gknga
Mo
ne,
174
174
•
-
174
*
■
-
174
ueping process
ha
^e
No
>e
Air 80
30min
iDr*8«<?
4 Ufa
IZflJIb
nqCreasote oil
-
c™m
2r«i
175
3.66-
370 •
jissar>r>i
Varied
No
he
♦
•
*
•
♦
•
•
•
75l»lllo
io rot? -
-eosoted
UCpir7C\
-
No
be
0-27
OZhrs
»9fl5
16-23
uroJO'
^■Ihr
125250
}hr*.
Z>77
ItZbrj
7671V
■ncwd in oil
Fully
175
Ihr
25-27
1 I6lbs
V
Sttttll
toned
20-65
h*lm
7470
IWr.
75-175
2-4(70
Ibr
6I64Z-
reosofed
No
9e
0-26
0-iW
75-125
l-l -
Z4 26
fr-lbr
6W2-
jmethzed
Air
Z4
iflimn
IW
025lk»
nfrY-eatoel
Ani
mel"!" Chicago
llhoose ■
■»c-Creo-&T»t~
meH- Soiriv'le
II how •
Orcp
:-- .".=
5-r- am
mzcrfron
;■>■. ■.- 'vnr
.'_".w:_
-on 0 R .
Officio
fooina
Report) r.oj
>l Mai f
£v 6
i
r
I
r M of W
j Locality of Tesh
3
i
5
6
7
■
Placed
■!■■ -•
Ma ■
I-
■'■is
n, -,.,-,-
- l
■ : .?
. :'
;?"■
1 ? •
.: % :
ooc
of
Tim
.'0
20
!
:'
20
.;:
,-,
29
■
JO.-v,
....
: >■■■ i
tJ..-.
.■'-
..,■:-,
f £
Tt F
-'
AMERICAN RAILWAY ENGINEERING ASSOCIATION
COMMITTEE ON WOOD PRESERVATION
1914- REPORT - APPENDIX "6'
RECORD OF TIE SERVICE TESTS
Bt£3»°"lfi« Treon^^nf" Air Lb, w ^ -^ ^ ^ is£ ^ T± „™ Zm=CI.C^fe
-M'il,-,.. ' ■ -' ■'-.'- -" -T--.I
-^-^— =--= — : s —
• bnrt . ■ ■ ■ j)..
i»rm Rnc 7'-3"-s' Hewn Diirod-hied 25 4t]rs 25 4ho MIZZIba
. Tvi-li |fe<im ZicCre — f~l S5 4b" 027 Ito 684 ita
■ tol&»6'-fl'-8' Sawed E)tcneVh7«d 25 4brs UlXi •
CuTr
M..:.1
Absorphon pen
ZmcCI C™»*
1441b!
855 lb= 2122 lbs
.723 lbs
55S ■
Tie
Rep
■■■--
.■■-ri-
JJ™^ 2ir ToToil
16
16
il
16
24
17
57
O
981
998
206
348
109
101
V&nf ol
All
SO
eo
62
64
36
BE
92
O
98
93 B
21
35
84
89
Accl- A=c!-i
Decoy Mt^WwrH
&0
80
62
64
96
85
92
- fear*
5heeh No 2 of G
f^-cnroirks
I
I
:
z
i
2
2
-
•
-
-
«
n-Harcccch toiler TesMS
■
•
WlHwiwho5al ..Louimto
two;,
n.-. ■."'."'
o ■ ' ''.<-
%i J7
-'-0- D-
4.-
p.-
■:■■■
i •
n-.
■■ ■
: v
J47
050
67a
477
5!4
25 1
•
-
1 . K
•3 13
115
85
nz
115
so
i.
-15
a
42
::<-•
. ^
soo
800
..no
455
105
•)5
IOO
-
3D'
An*
as
.■-■-'-
9V&V
~..r
Fiar
■.-,!-*
Flat
-
.;■•.-■
v.i ■
i,A ■
'H
>.)
'.-J
■ e
■:•..
■tv. "-
7.;)-s
7V5T-0
r-K-e
|..„-
Creosobed
L'K Creoeci-ed
Untreated
ZrtcCreoxJed
■MiltfliBen i o
ZncOeosoVed
z
25
Ne
'•■ti-
-
ev.r
B54 ■
•:"'■
JZ2»
,121 •
1445 ■
v:i ■
j<m .
>,',»lh-
12 Ib3
U> ^ 1
o.;
OIU .
Oil
62!
in '.In
202 -
:*v. ■
5845 ■
",ic. -
E'4 .
550
]K*.i
075 •
04,1 ■
-4-
0 —
al
',, .--iniiirnd
4,-4 .: ,..4nn- -
77 91
49 44
,R 32
14 16
16 18
18 40
29 c9
41 100 Z Years
42 100
0 O
O O
128 64 64
, ■■- , , .„; .
weorwr aerliepk e>
56 IIS
19 4
O 0
0 O
0 0
Dry FSor-
Trearmenh direcVed by
Perciv^l Wood Preserving
CornparTv
7^51 igWIy decoyed 5% Badly decayed
■•or. ■■.-*•<•".-.-: o~ .v_.iv
Slight- P«c-ay
Z
I
I
5
•
■
&ay View ho Son Lean. "To.
250
289
ass
KT
Fine
i-.io- «
Zinc Creo^oled
c vosdred
i >t7%ctbee4
; eoaobed
5 toS itt
I526aal
44:.,
67
7
IOO
0
11
-
100
0
2/oOtio
52F^rTwH^opUMo5w,toi?i^'a™■'r,
Zi b^dry Decayed, 8 31tqV;r\y
££ —_-..;■ EE
.
DonwH-.Ga
:■-:• ■-
"-■..» ."'ft
:■:■
>_>
<
":<-
L'7-
40
I00O
■...■■
■■rL
—
- ":■ ' . ;.
■■-,r
:
7-'3
V
-,<:.-
"■-
Creosobed
'r
:n, rn
1--. 11,
0
0
T7e5 ir Fcxs^ipw J'ldm^
-■ ■ . ''.■■;■■■.-■.■;' "■ . ■
LAKE 5H0(?t ajio
-.-,.-.- ' . J" „v(.r "=; ...
CJeve-3r*_ Short- Une
;._
:■■:- -i
"
--
,K:
• ~T
"■J"
,rv ^y'lvM
".,...
Mn
I7n
?4
| .
-'I- ,, ,.
o
o
MtCHIGAn
•
v,~
i
:4=
2 76
°
— ^~
MM
J
-
P.5
I//1.I
o
o
;r>n
o
MEXICAN CENTRAL
■1ijrTie&Tin7lMrPepf
v,
ll,"l'l
o
•
o
o
0
0
0
HHo reporl- aince J«lyl.l3IL
0
45
0
0
-
AO
.40
9
90
AW-5-.n.-
i ,■■■■■ v
v;-^' ;' jJO
o
o
tlEW YORK,
E^^rMofW.
FairHavenTuofKWorm
' l .■ .'■!
Oc:i:-
;n'^
Imita
■
f .. ,
'--:■-.■
100*
'■■..,
'■■'!"
-T' -.
nn.-
,.:v.n
r„-...r
■IC^n
c reosofid
In It",
,,. , ...
«»
100
ICYcmrs
Dkad Oil of Coal Tar Craosohc
MCW HAVEN &
R. qy o w To riTrackTarta&oi
Q-r 01
'>J:4
'),».;
600
500
Srcwl
5"
■i.-.-.l
Curneffized
596
HARTFORD Ry
Walling torj.Cor.r7
Jl.DS rtl
jan.14
:;,., '"..:
,,M„4„,
1006
5ond ■■
■cod
74'lC*
!'.:■■■'>:
■V
;'■.)'
Tillndmy
All
100
l4yrA
Last-ric*. removed 1096-
Med way. Moss.
I'^M
nf. i*
.,14
SomcrseCMass
ton'M
in,,-.,,,..,
NORFOLK
CIlicF togmter
Norfolk Piviaioo
•,:.,.•.:•
Del '14
17," ->•
ICO 5
l: ■.'■!!
',t.nr
70*
PP
, '-■!'■■
"Ml
» !
7".'i -
MnYreaveA
r :,.
Cb Ennr
5h-?nqrh of Zin ^ol 5 iO%
.
w;
"/...
nV-y.
p -
«.
4 1
m r
2yrainw AbsorphooHewRTter* I0165%of weiqhi-
,
z-r,
.;-.'-.
V/nl.hounn
6
,srw
■„,,_„
'"
-!;:-.
165
66.0
Ibrallmo
• ■ 5MXoFZrr7cbvwt-
5
S50
...,.
—
4l,i
-tfc-
-il.i.
—
Hmr_ —
JOJbi
A|f,
- - aaoXoFZmcb/wr
^
AtKrpk* 3SO-
-,,,,,-■-
7
^onn_
./'■•>
Unfreored
An
IOO
At.>-
. Hewn Ties 6575*. ■
3'_'0 ..,< :-.:-;■.:■
AMERICAN RAILWAY ENGINEERING ASSOCIATION
COMMITTEE ON WOOD PRESERVATION <sv,,,-m„w&
1914- REPORT - APPENDIX "ft" 5hed^ No 5of 6
RECORD OF TIE SERVICE TESTS
Company or
Organization
OWnciol "
Reportine*
Locality of1 Test'
Date
n me
of
rear
r'-4>- .
of-
Test
:,r-S;-
. ,
-
*•:
.nphor?
-_r ■ one
f "'
S
pnwi
Kind of-
TreCTfmeni-
*Nsoi?oninLi
7>e.:il' ~g
'■ '-t.-c*" ■:;■•..
Number r7emoveH
rSCSTTiaSf?^
Remarks
r >-.>-.
■- ■ ■
C-*
"3
w>
*-•-*
5,™
■_-;;■-■
",',.
r-
;p;
.-:
. ;--
<, .
Air
Lt«
Time
m
,„..,
C
5-7'
... ~-
.,_
2,r,.'
.,:.-.
kWI
M.=«l
■:■:-;.
0^--..
Meek
Yfer
0-v—
7,u.~
Total
■:■„; ,v„,
':"?"
-
1LLIM0D Cf-.T!J2AL
Oul^TTIrobw C^pT
- •
3cr 10
■ - ..;
'■:•::
"4
r"
AE 1
V;',
<■>-
;* r
* ■:- -
"■•jrif" ;.-.-!
4
'00
- 7t
77'
>■■/ '
■ ■--:
z
505
;.-4
»"
2
50:
:. -4
00*
*
4??
Z74
■■'. iT'\l
75*
30rt
;?5
:>r,
: '
I7j.i.
'
oo:
"4
'i'
50S
274
5*
505
274
1
I
502
474
Kankakee HI
■c. :-
7- .
■ ■'.-■!.
90*
■;:■.
•;! •■>
Bwrnet-fiied
24
ICO
1*5.-,
05'
0e 4ilm
2
Not enouah ties removed from
1
•
2
., l of 55'--'- '-^fe to tr^ke
5853
2127
1{K
0B*
2
ID] neciable j -'- cent of rrmovwl?
■Suepinq.
75*
* „,
175
2 hr.
5*
ITJqal.
excepk- whif-e Oak.neqr
5"
5'
..rnnr"
2vrs9mo IBrokenonaccountof derailment
; ■ ."
Jnh-ee.h=d
7
3
1
Fulton. Ky
>- V
75.
rural
■OlMi
Don rd"Hzed
24
100
lifc
05"
Ties
'.",:..
05-
•
4"'M
. 92
p,.,-
05*
1
-,..,bnm
•
•
9TM
175
.)'
Haul.
5*
5*
1
5v . 5rv
p.rokpr !:, ... .; . m ...-j
:
5
L
5
l
-
<
98
2
4qol.
,4 53'- ThCir.a-.oed C" record
■
j
.=.'
accounl of bad derailments for
full lenqlboF Irock
"
...; ,.
pnq
5*
•
1
5"
•
2
1
Ov-, On*
•
1
......
05*
6
i
-'.-"
24"
-5*
2
/Oriiiir.-i ,. ...o .-...r- Oe.irr? Tre P,flr«
i
2hr;.
7-
7p!
/ and cufspilv? ah roriljoWs, wooderr
7
■.l(»lr-. cirwl screw --^ikes ot irJermedi-
1 nt> ties 7'1 r.« lofnts oppoertesv
\ The nostAen ploihrs were made of
■
1
\ ...I. (e oak, treated v/.ft.r; it creosote
ycicn Tw«He and y4 thick-
nOETHERn
Chief Engineer
Plains. Mont:
[■ .■
O.j.'.UI
■)*>
558
) 1 In Aaciusr' I9IO cinoj t"o
PACIFIC F2y
Z
".
r-
— ,.
i„
19
594
( /failure of wooden plates. lto4-
J
4a ■
27
.7
100
5
tw) c
'"-"
70
74 5
/with teller? plc«fe5,2scnBw
'■>
51
555
/ spikes and lewt" spike to each
1
5 :
-
-
—
Bl
SI
00
39
■-■- " ■
9
0
i :
4 1
90
90
96
Air
68
60
79
83
74 7
667
67 8
922
3beeV"<4 oF 6
n5pec?"ioi7
Number Removed
R^sulhs
Kemoirk-^
Official
Acctr
Decay
Mecb
Wear
Other
Caiijej
Tefal
lerCerttoF Toted P^jernoveol
Averaae
Lift/
&
AH
Causes
Acct
Peeay
MechWwr
■. ally
&*jrfltfl
65
70.6
\ teller? tie plate?, screw spikes ahjomhj
65
722
( centers and quarter? Cul" spike? in other
79
878
l ties. 120 t ie? screw spike? - 245 tie?
85
934
) cat spike?
55
50.9
\ Sellers he plctt©?, screw spike? o/r
52
578
(joint? and alternate intermedicite hes
79
87.8
f Z08 tie? wit+7 screw: spikes, HI
78
85.7
/ he? wiH? cuf spikes
67
74.4
s
40
444
Sellers tie plates and screw
I
J.I
spikes all-ties
0
0
44
48.9
52
56.5
/
4
3.7
/ Sellers tie plates, screw spites orf~
8
8.7
) joints and alterrwire ties
70
78.7
87
95.6
128
485
200
57.1
26
15
99
99
54
54
1 TTe plates. 5crew?pike5 atrwil joint?-
59
59
V and cut" spikes in infermeolial"e
0
0
J "He5 No -he plate?
46
79.3
54
563
0
0
39
84.8
30
63.8
) Tie plate?, 5crew spikes in alternate
4f
45.
V ties and, bom rteg at- jofrVhs
4
87
} Cut spike? in other Hes.
83
838
95
95
4
5.6
103
IOO.
6ys4mo
161
57.
HUM cur.eacb mo.exuflt'bb'lnAvQhnonc mtufX.
vzkly
^b.errgHjIW
547
547
10
547 rtrnni/z-H in July ar?d October, 1911
•
account wreck Retaid by similar ties.
iciallv
2
0.2
Good Condition
156
155
$0% snow surfdee decay on sides.
0
O
J
Generally sound condition
87
86
Pair condition
-
1
0.1
Exceptionally qood condition
17
08
Good condition
5
1.7
I
Very Good condition.
0
0
Treated at plant" of 5ov\btrr>
0
0
Creoscftno] Co., Slidell.La.
0
0
0
0
71 -Amu
AatChErtj
1
1
.001
75"reploce«by65VDiliol909-OoteBa:ia9t(xjht7on
Grovel inl9l3-Tie plates applied in 1913- I9W-
Srnvel Ballad piitir?or,Cnderinl91+aTieptafF3apf4«l
1
1
003
8
8
18.6
18.6
* ST LbEF Test No 3 -TTes were put in borcreoiwre bait
3
3
36
3.6
Zinc chloride soluhon Z hours ._
3
1
7.5
75
Grovel Ballast put inon Cinder ir?l9t4.cteoTie Plate
•
0
0
1
1
1.31
131
"
1
1
4.2
4.Z
Live Sfizorr> en Superheated Co'ita.
ually
fetfhEnj
311.235
264
lOZoyrs
■unity
Managtr
l<56
IOO
totTYr*
All Zinc Treated Tics Stfcam Seasoned
Tnwtina,
IOO
IOO
.. «j .
All Creosoted Tes Air Seasoned
Planh
86
05 H
■
107
IOO
• 2 -
•
IOO
IOO
• 7 •
"
95
95
•
91
91
VAY ENGINEERING ASSOCIATION
: ON WOOD PRESERVATION
EPORT - APPENDIX ' ET
OF TIE SERVICE TESTS
of
lent
Seasoning
Treafina
Inspect
Air
Stecm
Initial
Pressure
etDperoiture
Flnorl
Absorption per Lu. rr.
AbsorpTion per he
How
Often
Mode
0i
Lbs.
"Time
"Tlrrje
Lbs
T-ne
nTink
t,w,r
Inches
Time
Zinc CI.
Creosote
Miseel.
Zinc CI.
Creo*^1e
Miscel .
r
bdirwrr
Annually
M
*rw-e
Ti
f
I.Crude
-
c-Chlo
10,1
«
Chk,
>d It,
»
1. o;i
.0,1
H
1
Compa
- r- ■•
P,C F
5n
e> CO
Offi
. --.-■■ 7 ■
1
1
1
1
2
:
z
i
!
1
I
, Locality of Test-
5 Plains, rionr
•
)
•
•
■
•
-
■
D
1 . 4
-
1
4™
Of
Tesh
rlumfcer
of
Ties
3."
SO
'30
i'l
106
30
30
91
30
3U
90
101
-.-.,
9Z
>,3
r.rd
lo-v
-
•"■■■■■
30 L 7
^ r
3.r
>re
..•--
'.'O
AMERICAN RAILWAY ENGINEERING ASSOCIATION
COMMITTEE ON WOOD PRESERVATION
1914 REPORT - APPENDIX E>"
RECORD OF TIE SERVICE TESTS
r>-.mpt3of) . f Mat, -noil . . 5©'9oninoi Treoi inoj At,.9rT1|-,nr? ™.
i„o i.j Sn«F4 ivIIM ul ShSOirP K'J^J^L'm Frew..* rfanpenrfure vta^-v '
™3-5"F>'^H1^'" cu" f«~» Treatment- Al^ Lbs Tin* „.,,,. -,3, lt_ Tl™ hTTml WW l*»»j Ti™ 7_™CI. Own*
agJw** S>»> 7S9V8 Hewn I'nn-Mlarf w»
. ■ gto ■ • • •
. . • Air
■ • gpi ■ • • • ..
Dumcftfccd O'oblDS
. [mat ■ ■ 0786 -
• Unseated Air
CurT
Absorprior) per
Z.ncCI Cre^ote
Tie
1- -ne :3ion
/D3 .. 1) Bnqtfml
Mumbflr Removed
Aeer- >teb Ctt,,r -,-„,-„,
Decay WW Ca^ej
65
65
79
85
55
52
79
78
67
40
1
0
44
52
4
rCrfr ' ' ■ '.-. ■ —
70-6
72 2
87 8
9? 4
509
578
67 8
85 7
74 4
444
1.1
0
489
56.5
Averse
^ 5cllcr? t^pWef>?crey. spike? at-.jomr-j
( 'irrrrT-r- an^oitiflrtijr? Out 5pk« in cirb-rr
Tties \1Q tie? scrrw spikes Z45 hej
/ curt- spikefl
\ Selters he plctte?. screw 5pk«. orl-
1 jonfi end Blternort i-'^--- afott r -.■
. T-pkrt, HI
/tie? wit-b CTui" 5£ik«
I 5rlier^ +iepbi^3 c.n.rf -crew
>L—
7 5*?ner- fi^pfc!*T-?, f<rArr. jpiirers i*
:
i
3
3
!
7-
;
i
i
j
t
■
Mayweed, wash
•
-
•
■
■
f}i
Oly 14
7,»
...,,
Totol
o,-7--.
92
B3
»i
3,-3
173
100
100
100
52
56
".
1 00
46
47
91
413
..0.3
>3d
35*
isci
".33
.3. 9'
Mia
3-liVn
3,,'
Br.tb
IV 3
7-9 ■ S
-r..:oj
1 nlt--ol^J
Craosotid
.- ■■-. ...l3u-3
Ubtrcatid
CrvoSdtSd
Cnfosotcd
flir
Ail
A.r
(786.
6.17 lbs
6.17 lbs
6l71b5
6 17 lbs
-
70
87
128
20 0
26
99
54
59
0
46
1 54
f 0
39
30
4t
4
787
953
485
57.1
15
99
54
59
0
79.3
563
0
848
3 30
45.
87
"j TT* plcifr? r-cfrt ->;■.!'-- .^rrsxil ic'T
V and cui" spiV<r5 m int"ermcdiate
J tie? No he plabsj
1 Tie ptoife^. ^crew spikes in alternate
f tie? and boH) ties at- jotnH
1
01.1
ra
Cut
'. o.-.]tc-t
a .
13
1
71
C^«osotid
—
6 17 IbS
4
56
3"
3jllfr
, .,..,
A..
161
57
TSVii erf each me.ttLitfbvwI'uqhTK'tc \nSiy*
■'■■
...
40.'..
nOETHWe5T5WTB'
:
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545
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All Z.ncTrw»l>d Tica StSom Seosongd
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=
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he
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Time
of
Test"
i :-,-"-
2vh7to
of
Test-
Number
op
Ties
93
8G
20
20
10
19
86
34
33
Oo
■ :
v7.
-■■
•-•'-
■-■-
s
AMERICAN RAILWAY ENGINEERING ASSOCIATION
COMMITTEE ON WOOD PRESERVATION
1914 REPORT - APPENDIX B'
RECORD OF TIE SERVICE TESTS
IDitophon.of^ftr.al Seasoning Trechina 1
J.ffc K.ngl 5«™J Kind Of" 5r.=m ~ESSl rPr«,ur« hi^nAnJ fn.1 AbiOr
tewSL c "-(C Treatment Air Lb _ r^T? - ^ r^tO. 7"i*n*" yST—
' ,— . .
VCllhous. .
All.relycc- "
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tSt • ■ Uttro.feol
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Zinc-Cr90-Dmf-
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prion pe
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Inspect-ion
Annuall Mamqtr
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[ !, •
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^cmovetil
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93
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Sheet" No. 6 of 6
Number Removed
Result*
Remarks
:"1ow ficiori
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Acc'f:
Deccry
Mecb.
Wear-
Orber
Causes
Total
Fer Cent" of Tdtoil Removed
Avenacte
Life
All
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The hhree Bakersfield Crude oil Hes
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Zour For elnenme"W pufpojM 2lour.<Jecay These riea
r'fc»rrd in ^ eipfri^»n^l .u« of Rt»oin£jTr»rtrff.erh
■
0
0
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nuaM
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r
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WOOD PRESERVATION
857
Ex II [BIT No 2 I RSI No. _•.
Longleaf Yellow Pine ties 8 In. x 10 in. x 8 ft. 4 in., treated by the
Burnettizing process. Placed In track al Rowayton, Conn., with track
pans in 1901. Life, 13 years.
AMERICAN RAILWAY ENGINEERING ASSOCIATION
COMMITTEE ON WOOD PRESERVATION
1914 REPORT - APPENDIX'S'
RECORD OF TIE SERVICE TESTS
5beeh No.6of6
- Absorption per Curt.
TOPEKA AND
SANTA FE RV
" '.y'-r!* _. : v J A
0C&5FRv<nTexo? I
! Ffrnoo Ein Okla
] HuhchinsonCur-Off
' :■ Tiber '-'■ — . '<t
and <vere in g perfect "f^f rf j 'rr
Jh:,K.>r. -.> f:r -.-■- ^-.-^ r,.~-^-_
858
WOOD PRESERVATION.
/... ■■ \ ■•
pfc '-JuMr ^"^1
' " j\\C-:
* 'my^t
■■': 1
■
'£" ife
Exhibit No. .? — Test No. 2.
Long-leaf Yellow Pine ties treated by the Burnettizing process and
treated at Rowayton, Conn., showing effect of narrow tie plates and fre-
quent spiking. Date placed in track. 1901: date removed. 1914: life, 13 years.
WOOD PRESERVATION.
859
there now remain in track, after a period of \j years, only a few of
the original ties. Therefore, the records thus far obtained forecast the
final conclusions when all ties will have been removed.
The three different processes of treatment were the Straight Creo-
soting, Wellhouse and Vulcanizing, and the test comprised juniper (North
Carolina white cedar), shortleaf yellow pine, black gum and white oak,
as follows :
Juniper, hewn, untreated 1,095
Juniper, hewn, creosoted 100
Pine, hewn, vulcanized 125
Pine, sawed, vulcanized 217
Pine, hewn, Wellhouse 125
Pine, sawed, Wellhouse 125
Gum, sawed, vulcanized 125
Gum, hewn, vulcanized 125
Gum, hewn, Wellhouse 125
Gum, sawed, Wellhouse 125
White Oak, hewn, untreated 300
Total 2,587
The sawed ties were 7 in. by 7 in. by 8 ft., but the hewn ties ran
much larger, with a minimum face of 7 in. Before being treated all ties
were allowed to air season.
The creosoting was done by the Norfolk Creosoting Works of Nor-
folk, Va., in May, 1897, by the following process :
Four hours live steam, maximum 25 lbs. pressure.
Five hours vacuum, average 22 in.
Temperature maintained during vacuum 220 degrees Fahrenheit.
10 lbs. of Beckton oil per cu. ft. was absorbed in half an hour
with a pressure of 20 lbs.
The analysis of the oil was as follows :
Breckton oil, free from adulterations.
Not over 8 per cent, tar acids.
Not less than 50 per cent. Naphthalene.
Not less than 20 per cent. Anthracene and Anthracene oil.
Not less than 10 per cent, to remain in flask at 320 degrees Cen-
tigrade.
No water.
The treating by the Wellhouse process was 'lone ,it tin- South Engle
wood plant of the Chicago Tie Preserving Company, Chicago, 111. in
September, 1896. There were 250 each of shortleaf yellow pine and black
gum ties treated and only a few of them were weighed. The absorption
on the whole, however, was practically the same as to the weights of the
individual ties.
The treatment records are as foil
Weight Weight Peroaal
No. Kind of
'IVs Tree! Hon in tion /Cin<- tion Dry
TMi'iit men! Pound* I' Motion Chloride
Sawed Gum SIM 1 1334
30 Sawed Pine SOW S 3561 1461 I 2 227
II Hewn I'inr 3037 101 61 I 2538
29 HewnGum] [3313.fi 85.73 3.2% 2.7433
860 WOOD PRESERVATION.
The vulcanizing treatment was done by the New York Wood Vul-
canizing Company of New York, but records describing this treatment
cannot be found.
The test was located between mile post 6 and 7 south of Norfolk
on the Norfolk Division, and on a single-track line carrying light pas-
senger and freight traffic. The subgrade soil was clay and loam, well
drained.
The average annual rainfall during the period of test was 50 in.
The ballast was chiefly fine, sandy gravel, containing some loam
partly mixed with cinders. To secure proper drainage the ballast section
was built up to slope from the center to the ends of the tie, so that the
cribs were not more than half filled. Early in the beginning of the test
several sections of ties were completely covered with ballast to determine
the comparative effect upon decay with ties onlv partly in contact with the
ballast. This formed water pockets and led to undersirable drainage con-
ditions, so that the experiment was soon given up and the ballast was re-
stored to the standard section, sloping from the center to the ends of
the ties.
The rail was 70-lb. P.S. section having a 4^>-in. base. It has been in
service without renewal ever since the tie test was commenced.
Tie plates were used at first on only a few of the ties, as designated
later. After several years' service the rail began to cut into the wood,
and then the ties were adzed and plated to check destruction from this
cause as far as possible. It was the sole purpose to obtain a comparison
of the resistance to decay of the various ties, and the use of tie plates
was only resorted to when rail cutting appeared to destroy the wood
faster than decay.
Turning now to the service record of the ties, Table No. 1 gives in
tabulated form the order in which they were placed in test, and the per-
centages remaining in track at the end of each year. In all there were 31
sections classified according to kind of wood, hewn or sawed, treatment
and kind of track fastenings. It should be stated that tie plates, spikes
and fastenings were used primarily to test the efficiency of the individual
device. Many of the original fastenings have been replaced and others
supplied so as to protect the tie from mechanical wear when necessary
and to get an actual test of the wood against decay. The 31 sections
can, therefore, be condensed into 11 classifications according to the kind
of wood, treatment and hewn or sawed. This is given in Table No. 2.
It will be noted by referring to Tables Nos. 1 and 2 that the white
oak and all ties receiving the vulcanized treatment have long since been
removed from track, but that there still remain, after 17 years, some of
the pine and gum by the Wellhouse process and juniper seasoned and
creosoted. Of the service of the various woods and treatments the fol-
lowing might be said briefly:
1. Juniper.
Untreated. — Ties uniformly sound with very little checking. At the
end of 17 years, mechanical wear from rail cutting extends as much as 2
in. into many ties, and decay under rail seems to be the limiting factor
in the life of the wood. Where tie plates were used, cutting was checked
somewhat, but decay under plate and around spikes softened the wood.
Creosoted. — The creosoted ties were sounder than those untreated,
yet the cutting under the rail and tie plates was just as severe. Decay
commenced under the rail and many ties were removed, from this cause,
that otherwise would have lasted much longer, as the remainder of the
ties were in good condition.
WOOD PRESERVATION.
861
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862
WOOD PRESERVATION.
TABLE 2.— SERVICE RECORD— CLASSIFIED ACCORDING TO KIND OF WOOD
AND TREATMENT
Kind of
Wood
Treatment
Sawed
or
Hewn
Number
of
Ties
Life in Years
Percent
Minimum
Maximum
to Date
Average
to Date
still
in Track
Juniper
Untreated
Creosoted
Hewn
Hewn
1,095
100
3
11
17
17
11.63
16 31
19
84
Pine
Vulcanized
Vulcanized
Wellhouse
Wellhouse
Hewn
Sawed
Hewn
Sawed
125
125
125
125
g
2
10
17
17
1.17
3.14
14. 92
11.84
00
00
38
30
Gum
Vulcanized
Vulcanized
Wellhouse
Wellhouse
Sawed
Hewn
Hewn
Sawed
125
125
125
125
3
S
11
7
17
17
3.94
1.90
14.55
12.30
00
00
46
18
White oak
Untreated
Hewn
300
2
12 7 61 1 00
Note. — This statement excludes the switch ties shown on Table 1.
2. Pine.
Vulcanized. — All of the vulcanized pine ties were short lived. After
the first year they were so badly decayed that a very large percentage of
them had to be removed. It will be noticed that the sawed ties gave a
greater life than the hewn ties, while the reverse is true with the woods
receiving the Wellhouse treatment. The vulcanized wood became quite
soft and spongy and the decay penetrated entirely through the ties.
Wellhouse. — Many of the pine ties treated by the Wellhouse process
still remain in service after \y years. Ordinarily the average life of un-
treated shortleaf pine is 4 years in this locality, so that the treatment has
proven a good preservative. The ties which now remain in track, although
they have been protected to some extent by tie plates, are badly cut and
decayed under the rail, many of them have checked badly, yet in the body
of the tie the wooxl is sound.
3. Gum.
Vulcanized. — Like the pine ties, the gum treated by the vulcanizing
process decayed very rapidly. The wood became spongy and was re-
moved from track after a much shorter period of service than the same
wood untreated.
Wellhouse. — The treatment of gum by the Wellhouse process gave
very satisfactory results. The ties that still remain in track are sound,
except under the rail where they have worn and decayed. The gum ties
have not checked as badly as the pine ties, which received the same treat-
ment.
4. White Oak.
Untreated. — While none of the original white oak ties are left in the
test, the record of their service given in Tables Nos. 1 and 2 serve as a
comparison with the treated ties.
In every instance, excepting the vulcanizing treatment, the hewn ties
are seen to have given longer service than the sawed ties. It should be
noted, however, that besides being larger the hewn ties, in case of the
Wellhouse treatment, absorbed a greater percentage of zinc solution.
From point of service of the various kinds of wood and treatments
WOOD PRESERVATION.
863
the test on the Norfolk Southern Railroad establishes the following
rank:
Average
Per
Sawed
Life Cent
ank.
Wood.
Treatment.
or 1 [ewn.
in 1 )ate. in
Track.
i
Juniper
( 'rcosoted
1 fewn '
[6.31 years
84
2
Pine
Wellhouse
Hewn
1 4.92 years
.38
3
Gum
Wellhouse
1 fewn
[4.55 years
.46
4
Gum
Wellhouse
Sawed
12.30 years
.18
5
Pine
Wellhouse
Sawed
1 1.84 years
30
6
Juniper
Untreated
1 [ewn
1 [,63 years
.19
7
White Oak
Untreated
1 [ewn
7. in years
.00
8
Gum
Vulcanized
Sawed
3.94 years
9
Pine
Vulcanized
Sawed
3.14 years
.00
io
Gum
Vulcanized
Hewn
[.90 years
.00
n
Pine
Vulcanized
Hewn
l.i" years
.CO
Photograph x-
Shortleaf fellow Pine treated bj Wellhou - and In service 17
years, showing solid wood Inside where piece two inches thick has been
chipped off the side of the tie. Tie checking badly and decaying and
cutting under rail seat.
864
WOOD PRESERVATION.
Photograph No. 2.
Shortleaf Yellow Pine treated by Wellhouse process, showing condition
of ties after 17 years' service.
Photograph No. 3.
North Carolina hewn Juniper Creosoted, showing solid condition of
wood after 17 years' service. Rail cutting and damage from spiking has
been serious injury to the tie.
WOOD PRESERVATION. 865
SERVICE TESTS ON THE CHICAGO, BURLINGTON & QUINCY
RAILROAD.
TEST SECTION NO. 3.
This test covered two miles of track between Sidney, Neb., and Peetz,
Colo. The local conditions of this test, as of October, 1914, being as
follows :
Kind of ballast Peetz gravel
Weight of rail 75 lbs. per yd.
Tie plates No
Kind of timber Black Hills pine
Where treated Edgmont, S. D.
When treated 19™
Ties laid in track Fall 1900 and winter 1901
Preservative Chloride of zinc
Number placed in track 6,354
Number ties in track, October, 1914 5.966
Total number removed 388
Percentage of ties removed 6. 1
The treatment given these test ties was as follows:
When necessary, steam 3 to 4 his 20 to 30 lbs. steam
Strength of solution 3 per cent.
Pressure 100 lbs., 3 to 4 hrs.
Temperature 150 degrees Fahrenheit
Absorption Between .33 and .4-lb. per cu. ft.
These ties were laid when the line was constructed. Of the 388 ties
removed from track on account. of failure, 103 were removed during
1914. Ties remaining in track are in good condition, considering the fact
that no tie plates have been used.
For the purpose of making comparison with untreated ties it has
been found that out of a number of untreated ties placed in track in 1909
in the vicinity of this test section, ties have been removed in October,
1914, on account of rot, as follows :
Kind of Wood. i<)f<> i'jn km-' [913 1914 Per Cent. Life.
Untreated Birch . • 2 100 5.4 years
Untreated Cottonwood . . 3 •• -' •• 100 3.8 years
Untreated Soft Maple 2 3 100 5.6 years
Untreated Loblolly Pine 7 3 100 5.3 years
Untreated Sycamore . . 4 • • ' 100 3.6 years
Untreated Tupelo Cum .. . . 8 . . 100 5.0 years
Untreated Ash 3 to
Untreated Cypress - 3 5°
Untreated Kim 7 85
Untreated Red Cum 3 5 90
Untreated Hemlock . . . • 3 4 85
Untreated Beech 5 60
Untreated Hickon .... 2 l<i . .
Untreated Poplar .... 1 3 00
I Intreated I lard Maple • • 1 80
Untreated Pin Oak ■ ■ 2 40 . .
Untreated Red Oak o 90 . .
Untreated Tamarack - 5 s"
Treated tie- of the various kinds "f wood listed above were laid in
the track at tin- same nine (1909), bul none of these treated ties have
yet been removed.
The average annual precipitation in the vicinity of this test section
is about 15 in.
866 WOOD PRESERVATION.
TEST SECTION NO. 4.
This test section covers a little over 30 rail lengths, extending east
from near the east end of Bridge No. 73, near Mystic, S. D. The local
conditions of this test as of October, 1914, being as follows :
Kind of ballast Limestone, Black Hills dirt and cinders
Weight of rail 75 lbs.
Rail changed Outside rail on curves changed 1909
Tie plates Yes
Kind of timber Red oak
Where treated Edgemont, S. D.
When treated 19x0
Ties laid in track 1900
Number ties placed in track 550
Number in track October, 1914 479
Total number removed 71
Percentage ties removed 12.8
The treatment given these test ties was as follows :
Preservative Burnettized ( zinc chloride)
Steamed when necessary. 3 to 4 hrs 20 to 30 lbs. steam
Strength of solution 3 per cent.
Pressure 100 lbs., 3 to 4 hrs.
Temperature 150 degrees Fahrenheit
Absorption Between .3^ and .4-lb. per cu. ft.
Of the 71 ties removed, 3 were taken out in 1912 for laboratory tests,
18 were removed on account of decay in 1913 and 50 on account of decay
in 1914. All of the ties removed in 1914 were in cinder ballast on a 12-
degree curve and 3-per cent, grade. The track has been regaged several
times, and the ties have been badly damaged by respiking. The ties re-
maining in track appear to be in good condition, one tie removed from
track on October 8 being perfectly sound except under the rail bearing.
For the purpose of making a comparison with untreated ties it has
been found that, out of a number of untreated ties placed in track in 1909
in the vicinity of this test section, ties have been removed in October,
1914, on account of rot as follows :
Kind of Wood. 1910 191 1 1912 1913 1914 Per Cent. Life.
Untreated Birch . . . . ' 8 . . . . ico 4.0 years
Untreated Cottonwood
Untreated Hickory
Untreated Ash
Untreated Cypress
Untreated Elm
Untreated Elm
Untreated Soft Maple
Untreated Red Gum
Cntreated Red Gum
Untreated Hemlock
Untreated Beech
Untreated Hard Maple
Untreated Loblolly Pine
Untreated Sycamore
Untreated Tupelo Gum
Untreated Poplar
Untreated Red Oak
Removed for other causes.
Treated ties of the various kinds of wood listed above were laid in
the track at the same time (1909), but none of these treated ties has yet
been removed.
The mean annual precipitation in this vicinity is about 20 in.
2
2
I*
100
4.5 years
3
1
1
1
1*
1
4*
100
20
10
15
50
4.25 years
1
1
20
1
1
20
1*
1
I
10
10
10
3
I
80
1
4
50
1*
2
5
60
65
20
20
WOOD PRESERVATION. 867
TEST SECTION NO. $.
This test, covering 1,320 ties, starts at the mile post east of Gillette,
Wyo., and extends east. The local conditions of this lest as of October,
1914, being as follows :
Kind of ballast Minturn rock
Weight of rail 85 lbs.
Tie plates No
Kind of timber Tamarack triangular ties
Where treated Sheridan, Wyo.
When treated March, 1903
Ties placed in track June, 1904
Number ties placed in track 1,320
Ties in track, October, 1914 518
Total number ties removed 802
Percentage of ties removed 60.7
The treatment given these test ties was as follows :
Preservative Burnettized process (zinc chloride )
Steam when necessary, 3 to 4 hrs 20 to 30 lbs. steam
Strength of solution 3 per cent.
Pressure 100 lbs., 3 to 4 hrs.
Temperature 150 degrees Fahrenheit
Absorption Between .33 and .4-lb. per cu. ft.
Removals from this track on account of decay have been as follows:
1910 67 ties 1913 190 ties
1911 50 ties 1914 246 ties
1912 249 ties
The ties remaining in track are in fair condition.
The mean annual precipitation in this vicinity is about 15 in.
RUEPING TREATED TEST RED OAK WO RED GUM I IF.S.
ST. LOUIS & SAN FRANCISCO RAILROAD, NEAR ST. CLAIR, MO
SEASONING OF TEST TIES.
In the 1914 Proceedings (Bulletin 161) of the American Railway
Engineering Association, Win. H. Kempfer's paper on the "Air Seasoning
of Timber," gives the results of the preliminary air-seasoning given some
of the Rueping creosoted test red oak and red gum ties now installed on
the Frisco at St. Clair, Mo. (pp. 186 to 192 of Part 2, Monographs). In
brief, hewn red oak and sawn red gum ties cut in northeast Arkansas
in every month of the year 1903 were piled in the vicinity of Portia and
Black Rock, Ark., in 7x2, 8x2, 7x7 and 9x2 piles and weighed, each tie
individually, usually at intervals of one month, over a period of six
months to two years, in order to determine the effect of time of cutting
and the form of the pile on the rate of seasoning.
The two diagrams following give a summary of the result of these
seasoning tests on the red oak and red gum ties.
Mr. Kempfer's paper shows these tests covered "A sufficient period to
show very strikingly the slow rate of seasoning of this red oak. Ties
cut in the spring and early summer were far from dry when they ceased
to lose weight at the approach of winter; this is shown by the fact that
during the following summer they lost nearly two-thirds as much moisture
as during the first summer.
"When the ties were cut m the winter and carried through two years,
the loss of weight during the second summer was nearly half that of the
first summer."
868
WOOD PRESERVATION.
""•OeJ — ■='_!_ atad _LH9I3/V\
WOOD PRESERVATION.
869
?ONr>od
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870
WOOD PRESERVATION.
"The curves for red gum are very similar to those for the red oak
in the same locality, but the gum shows a slightly greater total loss of
weight, and loses a greater proportion of the total during the early part
of the drying period."
Red oak and red gum ties cut at monthly intervals in 1904 were
weighed in similar manner.
It was not until the spring of 1906 that these ties were finally re-
inspected and forwarded to the treating" plant for treatment. As might
be expected after two to three years' seasoning, a great many of the ties
were decayed in the sap wood ; these were culled out as closely as possi-
ble. The long seasoning of these ties (very much longer than is cus-
tomary), and the handling of them each month during seasoning so that
they did not become "stack burnt," may have had a material effect in
their treatment by this process, and in the life of the ties.
TREATMENT OF TEST TIES.
The treating of the test ties was conducted at the Somerville, Tex.,
plant of the Atchison, Topeka & Santa Fe Railway, in June, 1906, under
the supervision of E. B. Fulks. The following is an extract of his re-
port to C. Lembcke :
"The object of this test was to determine: (1) The efficiency of the
Rueping process for the treatment of seasoned red oak; and, the more
especially, whether the cutting of timber at different seasons of the year
has any effect on its subsequent treatment with creosote. In order to de-
termine whether it would be necessary to treat ties cut at different sea-
sons in a different manner, a preliminary test was made by taking a
few ties of different seasons' cut and treating them in a regular run with
pine. This test did not show any difference in the absorption due to cut-
ting at different seasons, and also showed that the regular treatment,
such as they were giving pine, was almost the correct one for red oak;
consequently it was decided to divide the remaining ties, about 1,100, into
two equal parts, and treat them in two runs, which would contain nothing
but test ties, and the operations of which would be slightly varied. The
most of the ties were red oak, but a few red gum were used in all the
tests. The plant was not provided with a track scale so that the ties
could be weighed in tram loads, consequently it would be necessary to
weigh each tie separately, both before and after treating. The average
gain in weight of the ties, before and after treatment, is shown in the
following sheets, segregated according to the kind of timber and the
month of cutting. At the end of the individual sheets are summaries
showing the total and average gain, according to the kind of timber,
time of cutting, etc. :
Summary — Bottom Red Oak — Cut in IC04.
No. Ties Total Gain Average Gain
Treated, in Weight, in Weight. Remarks.
Month Cut
January
January
February
March
October
November
December
December
May
June
July
September
Pile No.
156
160
169
182
231
245
260
259
190
208
206
226
35
30
16
34
22
14
7
18
18
16
12
21
399-5
381.0
279.0
450.5
225.5
211.0
79-0
157-5
159.0
203.0
134-0
142.5
Year.
Total number of ties treated 243
Total gain in weight, pounds 2,821.5
Average gain in weight per tie, lbs 11.61
1 1.4
12.7
17.4
13.2
Winter
10.2
151
11.3
8.7
8.8
12.7
ti.2
Summer
6.8
Summer
Winter
Cut.
Cut.
67
176
638.5
2,183.0
9-53
12.40
WOOD PRESERVATION.
871
Summary — Hill Red ' Oak — Cut in 1904.
No. Ties Total Gain Average Gain
Month Cut.
Pile No.
Treated.
in Weight.
in Weight.
Remarks.
January
165
28
225.0
12.5
February
1/4
25
259-5
10.4
March
i/7
18
154-5
8.6
Winter
October
239
16
137-5
8.6
November
224
26
193-5
7-4
December
252
15
1 18.5
7-9
May
184
6
63.0
10.5
June
188
17
167-5
9-8
July
207
22
209.0
9-5
Summer
August
211
15
128.0
8.5
September
221
29
272.0
9-4
Summer
Winter
Year.
Cut.
Cut.
Total number
ties treated,
weight, lbs.
207
89
839-5
118
Total gain in
. . . 1,928
1,088.5
Average gain
in weight per tie, lbs.
... 9.31
9-43
9.22
Summary —
Bottom Red Oak— Cut
in 1503.
No. Ties
Total Gain Average Gain
Month Cut.
Pile No.
Treated.
in Weight.
in Weight.
Remarks.
February
27
28
534-5
19.1
March
46
3i
494-5
15-9
March
38
48
596.5
12.4
March
44
38
555-5
14.6
Winter
March
45
31
484.0
15.6
November
142
38
489.0
15-5
April
60
32
54i -o
16.9
May
72
32
506.0
16.0
Summer
May
7i
24
400.0
16.7
Summer
Winter
Year.
Cut.
Cut.
Total number
of ties treated
302
88
214
Total gain in
weight, lbs.
. . .4,701.0
1 ,447.0
3.254-0
Average gain
in weight per tie, lbs.
. - - I5-56
16.44
15.20
Sum ma
ry— Red G
urn — Cut in
1904.
No. Ties
Total Gain Average Gain
Month Cut.
Pile No.
Treated.
in Weight.
in Weight.
Remarks.
January
162
27
269.5
1 0.0
January
161
22
167.0
7.6
February
172
4
34-0
8-5
March
179
36
299.0
8.3
October
236
26
I9I.5
7-4
October
235
28
235-5
8.4
November
249
34
514-5
151
November
250
13
140.5
10.8
December
255
25
250.5
1 0.0
Winter
July
201
31
237.0
7-6
August
220
187.5
11.7
September
27
281 0
10.4
Summer
Summer
Winter
Year.
Cut.
Cut.
Total number
ties treated.
321
74
247
Total gain in
705.5
9-53
2.44Q.5
Average gain
in weight per tie, lbs
9.83
0.88
872 WOOD PRESERVATION.
Copy of Engineer's Reports.
Date 6-4 6-6
Run number 1209 1224
Cylinder number 5 4
Air on impreg. cylinder 2 145 P.M. 9 155 A.M
Air on pressure cylinder 3:10 10:20
Highest pressure 80 80
And at times shown 3:10 10 :20
Oil transferred 3:15 10:25
Pump started 3:35 10:45
Maximum pressure 180 160
And at time shown 5 :05 12:15
Oil forced back 5:45 12:45
Vacuum started 6 :20 1:20
Maximum inches 23^2 24
Vacuum broken 8 :oo P.M. 2 :5o
Run closed 8:15 3 :05
Time consumed 8 :30 5:10
Number of ties in run 544 535
ANALYSIS OF OIL USED.
German Creosote.
Distilled in 8-oz. retort with asbestos cover; bulb of thermomter
i/2-in. above surface of the oil.
Distillation :
Below 170 degrees Centigrade 0.9 per cent.
170-200 0.6 per cent.
200-210 1.4 per cent.
210-235 7.7 per cent.
235-315 52.1 per cent.
315-355 5-3 per cent.
Above 355 31-4 Soft
Specific gravity 1.09
"A number of ties of different kinds were sawed in two to determine
the character of penetration. The red gum showed a thorough penetra-
tion of the sapwood, but none in the heart. The sapwood of the red oak-
was also well treated, and the heartwood showed the same peculiar spots
of oil at various places, which is always found in the treatment of red
oak with creosote. The average of the ties cut in different seasons does
not seem to show any difference in absorption which can be attributed to
the time of cutting, and they all show that the sapwood of both gum and
red oak can be easily treated when thoroughly seasoned, and that the
heartwood of red oak will be treated in spots. There is considerable in-
dividual variation of absorption shown, particularly in the red gum ; but
this is due to the character of the tie, and not to the time of cutting.
Some of them contain almost no sapwood and others almost as much
as 50 per cent. The method of treatment used in Run No. 1224 is per-
haps nearly a correct one for seasoned red oak, but it will probably re-
quire a little further experimenting to determine the best way to treat
gum.
"I regard this test as being very satisfactory, and showing that red oak
can be easily treated when thoroughly seasoned, as also the sap of red
gum; and also showing that the season in which timber is cut has no ef-
fect on its subsequent treatment, provided it is thoroughly seasoned."
WOOD PRESERVATION. 873
INSTALLATION OF TEST TIES.
The creosoted test ties were placed out of face in the main line of
the St. Louis & San Francisco Railroad near St. Clair, Mo., mile post 53
and going west 1,300 ft. in the latter part of September and in October,
1906. Originally no tie plates were placed on the ties to protect them
from mechanical wear. The original section and weight of rail laid was
A.S.C.E. 75-lb. to the yard. Ballast was originally gravel.
SUBSEQUENT CHANGES WHICH HAVE BEEN MADE IN THE TEST TRACK.
In 1908 the 75-lb. rail was replaced with new A.S.C.E. 85-lb. rail.
The ties were adzed sufficiently to get a good bearing of the rail on the
tie. During the summer of 1913 the track was raised 3 in. with chats
ballast.
Several years ago it became evident that, unless protection was af-
forded the ties from mechanical wear, their failure would result from
excessive rail cutting before decay set in, thereby interfering with the
test which was intended primarily to determine the rot-resisting qualities
of the creosoted ties. Frisco standard tie plates, 8^4 in. by 6^2 in. by lA-
in... with four J^-in. longitudinal ribs along the bottom, were therefore
installed in the fall of 1913 and spring of 1914. As the ties had been
rail cut from ^ to 1 in., they were very carefully adzed, then a coat of
hot creosote applied to the freshly adzed portions before the tie plates
were placed.
The attached photographs were taken at the time of the installation
of the tie plates and give a general view of the extent of the rail wear
of the ties, as well as the appearance after adzing, just before the appli-
cation of the tie plates.
Fig. 1 shows the appearance of the track as it is to-day.
RESULTS OF THE TREATED TIES To HATF — 8 YEARS AFTER INSTALLATION.
With the exception of many ties which have been adzed I to 2 in. for
the application of tie plates on account of their being cut by the rail, all
of the 1,073 test ties originally installed in igo6 are intact with the fol-
lowing exceptions :
One red oak tie removed in 1913, cause unknown.
One red gum tie removed in 1913, caused by being broken under
rail base, due to creeping of rail causing tie to split. Tie had been
adzed to depth of 2 in. several years previous.
Red oak tic No. 376, which absorbed 20 lbs. of oil during treat-
ment, is shattered and end of tie is broken, which will necessitate its
early removal. This tie shows indications of decay, which is no
doubt the direct cause of its failure.
Red oak tie No. 3S7, which absorbed 16.5 lbs. of oil during treat-
ment, is broken under rail. due to tie beii d at that point and
tie should be removed.
There are 23 ties in the track which show indications of decay, with
estimated additional life of two to four years. In addition there are 35
ties split to some extent winch, although nut now affecting their service-
ability, may necessitate their removal in the future in case they open up
further. The same i^ tjue of nine ties somewhat shattered.
CONCLUSIONS.
The result t<> date indicates the average life which will lie obtained
of the treated tesl lie- has been reduced because of the rail cutting into
many of them before the application of tie plates with result that un-
treated wood was exposed in son* tnd decay is setting in at such
874
WOOD PRESERVATION'.
Photograph No. 4.
Showing the appearance of the track at the m sent time, with tie plates
applied. Before the application of the tie nlates the adzed portions of the
ties were painted over with hot creosote r>il and creosoted tie plugs driven
in the old spike holes.
Photograph No. 5.
Showing the amount of rail-wear on the ties after the first seven and
one-half years of service. Score marks on either side of the old rail-seat
have been made as a guide for the proper ndzing of the ties.
WOOD PRESERVATION.
875
points. Even under these unfavorable circumstances, the failure of only
four ties (two of which have not yet been removed) out of 1,073, or 0.37
per cent., after eight years' service in track, and the general appearance
of the ties indicates that a long average life may be expected. From the
record of tie renewals in tin's vicinity, it would appear that an average
life of 8.7 years is being obtained from untreated white oak ties, al-
though statements of Roadmasters and track men would not indicate such
a long life. The average annual rainfall, a from a government
map showing the normal annual precipitation in the United States from
1870 to 1901, is about 40 in. in this vicinity.
■
I Ihotograpb No. 6.
Appearance of the ties after having been adzed.
TREATED TEST TIES ON THE ST. LOUIS & SAN FRANCISCO
RAILROAD, NEAR PACIFIC, Ml >.
There were 297 ties treated by different processes in an experimental
plant at the World's Fair at St. Louis, Mo., in 1904. These ties, in addi-
tion to 35 untreated gum ties, were put in as renewals in a stretch of
3,000 ft. of track, extending west from mile post p,^ towards Pacific, Mo.,
in October, 1905.
Each tic was weighed before and after treatment. The details of the
treatment of many of the individual runs, even of the same process, are
so varied, as are also the conditio] seasoning of the ties, that a
short summary cannot be given.
The attached photographs show the condition of the ties at the time
of applying tie plates in the spring of
876
WOOD PRESERVATION.
All of the untreated gum ties were removed because of decay prior
to the spring of 1912.
The following is record of the removal <>f the test ties to date:
Pounds
Pounds
21 percent
Tie
Kind of
Process <>]
creosote
zinc ehl.
Period
n hen
No
Timber
Treatment
absorbed
solution
removed
Cause
per tie
absorbed
129
Red Oak
Giussani
10
40
Prior to
4-27-12
Decay
127
Red Oak
Giussani
12
' £130
4-27-12
4-30-13
Decay
128
Red Gum
Giussani
10 1
B 4-27-12
4-30-13
Decay
232
Red Gum
Giussani
10 1
4-27-12
' 4-30-13
Decay
22
Red Gum
Giussani
121
. It? 40-.
12-16-13 I
10-13-14
Decay
24
Red Gum
Giussani
12
35
v 12-16-13
10-13-14
Mechncl
103
Red Oak
Giussani
14
40
12-16-13
10-13-14
Decay
117
Red Gum
Giussani
10
35
12-16-13
10-13-14
Decay
145
Red Oak
Creosote, no
steaming
15.5
i
ies
Prior to
4-27-12
Decay
251
Red Oak
Creosote, no
steaming
15
•■'
Prior to
4-27-12
Decay
252
Red Gum
Creosote, no
steaming
9.5
12-16-13
10-13-14
Decay
247
Red Gum
Rueping
8
4-30-13
12-16-13
Decay
249
Red Gum
Ruepin'g
9
12-16-13
10-13-14
Decay
323
Red Oak
Rueping
17 5
12-16-13
10-13-14
Decay
250
Red Gum
Bethell
41.5
4-27-12
4-30-13
Decay
130
Red Oak
Live steam in
superheater
!l 5
Prior to
4-27-12
Decay
25
Red Gum
Giussani pro-
cess, incom-
plete record
Prior to
4-27-12
Decay
77
Red Oak
Giussani pro-
cess, incom-
plete record
Prior to
4-27-12
Decay
225
Rod Gum
Giussani pro-
cess, incom-
plete record
4-27-12
4-30-13
Decay
5
Red Gum
Giussani pro-
cess, incom-
plete record
4-30-13
12-16-13
Decay
110
Rod Gum
Giussani pro-
cess, incom-
plete record
12-16-13
10-13-14
Decay
218
Red Oak
Unclassified
Prior to
4-27-12
Decay
317
Red Oak
Unclassified
Prior to
4-27-12
Decay
256
Red Oak
Unclassified
4-27-12
4-30-13
Decay
304
Red Oak
Unclassified
4-27-12
4-30-13
Decay
Summary of Failures of Treated Ties, to Date October 13, 1914 — After Nine Years' Service
Process of Treatment
Giussani Process creosote and zinc
chl
Creosote treatment without steaming.
U ueping (creosote)
Bethell Process (creosote)
Creosote treatment (live steam in
superheated coils)
:mi Process incomplete record.
1 Unclassified .
Decayed
Total
Number
Ties
Ties
Percent
Percent.
put in
Removed
still in
Ties
of
Track
to Date
Track
Removed
Failures
43
8
1
18.6
20.9
83
3
2
3.6
6.0
40
3
0
7.5
7.5
76
1
0
1.3
1.3
24
1
0
4.2
4.2
18
5
1
27 7
33.3
4
4
0
100.0
100.0
CONCLUSIONS.
On account of the variations in treatment and seasoning, the number
of ties in this test which are reasonably comparative with each other is
very small, and the test may not accurately indicate average results to
be expected. However, while the details of treatment are somewhat
vague in many cases, the records of this test are fair, and the test should
be followed up in the future, as the data will at least be of interest, if
not of much value.
WOOD PRESERVATION.
877
General Appearance 01 rHi Pacific Test Track.
Only such ties as are tie-plated are test ties. The severe adzing was
necessary on account of the excessive rail-wear <>f the ties during the
first eight and one-half years after their Installation, before any mecha
means had been taken to prevent this.
878 WOOD PRESERVATION.
SERVICE TESTS OF TIES ON THE ILLINOIS CENTRAL RAIL-
ROAD.
TEST OF MILES 5 AND 6, NEAR CORINTH, MISS.
This test is located between Corinth and Strickland, Miss., and covers
Loblolly pine ties treated by coal tar creosote by the Rueping process,
the treatment being as follows :
No steaming.
75-lb. air pressure obtained, average duration 25 minutes.
175-lb. oil pressure, duration 2 hours 30 minutes.
24 in. vacuum, duration 30 minutes.
Average amount of oil in ties, 5.2 lbs. per cu. ft.
No.
Mile. Date Installed. No. of Ties. Taken Out 1914.
5 July, 1907 3>2°o l
6 July, 1907 2,880 1
These ties were laid in gravel ballast. Rail, 85-lb. per yd. No tie
plates. Traffic not as heavy as on important main lines.
Nearly all the ties are in good condition with the exception of being
slightly cut by rail. Spikes are holding well.
TEST NEAR GIBBS, TENN.
About 90 per cent, of these ties were red oak and the remainder elm,
ash and beech. They were laid in rock ballast. The rail was 85-lb. per
yd., and there were no tie plates used. The traffic was heavy.
Record of Treatment.
Process, Burnettized.
Strength of solution, 3 per cent.
Steam at 20 lbs. pressure, four hours.
Vacuum at 24 in., one hour.
Pressure on liquid, ico lbs. held until gage showed ^-lb. of zinc
chloride had been injected.
Average absorption, .052-lb. anhydrous zinc chloride.
Record of Service.
Date installed April, 1903
Number ties installed 3.080
Number ties removed :
November, 191 1 62
November, 1913 927
September, 1914 1,9M
Total ties removed 2,903
Percentage removed 94 per cent.
Only about 20 per cent, of the ties were affected with general decay
The remainder were more or less rail-cut, checked and spike-worn. About
50 per cent, of these ties would have lasted a year longer, but as the track
was rock-ballasted it was thought best to take out ties that would have
to be replaced in a year or two.
The above test shows the maximum life of ties in this territory in
rock ballast and with track kept in good condition.
Two or three miles of adjoining track were laid with white oak ties
at the same time, and the last of these white oak ties were taken out in
1912.
In the same territory with bond gravel the life of zinc-treated ties
has been found to be about three vears less.
WOOD PRESERVATION.
879
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WOOD PRESERVATION. 881
RECORD OF TIES TREATED AT ELSBERRY, MO., IN TRACK
OF CHICAGO, BURLINGTON & QUINCY RAILROAD*
HISTORY OF TIES.
During the spring and summer of 1905, a number of lodgepole pine
and Douglas fir ties from Montana were treated, under the writer's
direction, at the United States Government experimental timber-preserv-
ing plant on the World's Fair Grounds at St. Louis. These tics were
treated by various processes, as shown in Table No. 1 :
TABLE 1 -NUMBER OF TIES LAID AND AVERAGE ABSORPTION.
Douglcs Fir Lodgepole Pino
Average Average
Number Absorption, lbs. Number Absorption, lbs.
Treatment of Ties per cu. ft. of Ties per cu. ft.
for all runs for all runs
Untreated 89 10
Rueping creosote 40 5.775 25 4.92
Straight creosote 74(a) 7 456 39 S.84T
Zinc chloride 91 0.262 63(b) 0.309
Immersed in creosote 32 3.990(ci
Zinc-creosote 41(d) Creo. 1.466 77(e) Creo 1.652
Zinc 0.289 Zinc 0 384
Notes. — (a) 72 ties averaged.
(b) 59 ties averaged.
(c) Maximum temperature of oil 287 degrees Fahrenheit, IS- hour immersion
(d) 30 ties averaged.
(e) 70 ties averaged.
They were all well-seasoned ties, both hewn and sawed ties being
included. The ties were given a serial number, and each lie was weighed
before and after treatment, so that the actual absorption of preservative
was recorded in each case. .After treatment the tics were shipped to
Elsberry, Mo., and were laid during the first part of August, [905, in
a stretch of track about one and one-half miles north of Elsberry. The
ties were laid out of face in a section of perfectly straight north-and-
SOUth track. After they were laid, the ties were given a scries of con
secutive track numbers, tie No. 1 being located just north of the bridge
No. 70.03; The different treatments were scattered irregularly. Aboul
two and one-half years after the tics bad been laid, Sellers tie-plates
were put on all ties. In TaliU No. t, the average absorption of the
various preservatives is given, together with the number of ties treated
by the various processes.
FIRST INSPECTION]
An inspection of this (rack was made on August 6, 1907, when it
was found that all of the ties were still in position and in good Condi
tion, with the exception of verj slight rail cutting in several instances.
At this inspection two tics, Nos. 128 (lodgepole pine creosoted) and
309 (lodgepole pine Rueping) were taken up Eor chemical examination.
A second inspection of this track was made October 10, 1909, at
which time some of the ties which had been removed were examined.
♦Report by Dr. H. von Schrenk.
882 WOOD PRESERVATION.
The untreated ties, as shown at this second inspection, were rapidly going
to pieces. The treated ties were practically all in good condition, with
the exception of a few Burnettized.
The third inspection of the experimental ties was made in company
with J. H. Waterman and other officials of the Burlington on Septem-
ber 16, 1914. At this time a detailed account was made of all of the
ties in the track, as well as renewals, and a detailed examination was
made of a number of the ties which had been removed for various
causes. In Table No. 1, a number of the ties removed up to 1914 is
shown according to treatment, same being divided into those removed
previous to 1913, those removed in 1913 and those removed in 1914. No
detail was made of the Guissani treated ties, because the original rec-
ords of treatment had been lost. At the same time about 225 ties were
measured in detail to determine the amount of rail wear.
GENERAL RESULTS OF INSPECTION. ■
(A) Life of Ties. — For convenience, the following summary of the
per cent, of ties removed and the per cent, of ties still in track is given
(details will be found in Table No. 1) :
Rueping Heated
Pine Untreated Burnettized Creosote Creosote Allardyce in Oil
Percent removed 44.0 percent 30.1 percent 2.6 percent
Percent in track 50.0 percent 69.9 percent 100 percent 100 percent 97.4 percent
Douglas Fir
Percent removed 44.9 percent 3.2 percent 1.4 percent 4.8 percent 6.2 p. c.
Percent in track 55.1 percent 96.8 percent 100 percent 98.6 percent 95.2 percent 93.8p.c.
A study of this table indicates that 56 per cent, of the untreated
ties, both lodgepole pine and Douglas fir, are still in the track. Of the
treated ties, the creosoted ones are practically in first-class condition.
The one creosoted Douglas fir tie was removed because of excessive
splitting. It was found to be perfectly sound. The next in order of
efficiency are the zinc-chloride treated Douglas fir ties, and almost on
a par with these are the lodgepole pine and Douglas fir ties treated by
the Allardyce process. Of the zinc-treated lodgepole pine ties, 69.9 per
cent, are still in service. The poorest showing was made by the Douglas
fir ties, which were simply heated, under slight pressure, in creosote oil.
The renewals made were both for decay and for mechanical rea-
sons. As already stated, the one creosoted Douglas fir tie was removed
for mechanical reasons. In fact, all treated Douglas fir ties removed
came out because of excessive splitting, checking, and in a few cases
because of rail wear. The lodgepole pine ties, on the contrary, came
out largely because of decay. Of the nineteen Burnettized lodgepole
pine ties removed to date, eighteen were removed because of rot, and
only one showed practically no signs of decay, but was removed for me-
chanical reasons.
(B) Relation Betiveen Treatment and Lasting Power. — On sheets
Nos. 1, 2 and 3, attached hereto, a number of the ties, both Douglas fir
and lodgepole pine, removed this year are shown just as they came out
WOOD PRESERVATION. 883
of the track. On sheets Nos. 4 and 5 a number of sections of ties taken
out near the rail bearing are shown. In view of the fact that a detailed
record of the treatment of each tie in this experimental track is avail-
able, it was thought advisable to determine whether there was any rela-
tionship between the treatment (meaning by this the amount of preserva-
tive absorbed and the process employed during treatment) and the length
of service. In Table No. 2, the track number, tie number, amount of
preservative absorbed and the average absorption in the particular run
in which tie was treated are given for all ties represented in the photo-
graphs. In Table No. 3, the track number, tie number and the absorption
are given for all zinc-chloride ties which have been removed since the
laying of the track because of decay.
Referring to the zinc-chloride lodgepole pine ties, a study of the
absorption figures given in the above-mentioned tables indicates that
there is very little relationship between the actual service and the amount
of zinc chloride absorbed by the individual tie. It will be noted, for
instance, that ties Nos. 514 and 121, which had absorbed only .202 lb.
of dry zinc chloride per cubic foot, came out of the track about as soon
as tie No. 12 (see Table 2), which had absorbed .526 lb. dry zinc
chloride per cubic foot. The great majority of the zinc-chloride treated
lodgepole pine ties had a very much lower average per cent, than the
present standard, meaning by this that the actual standard for zinc chlo-
ride treatment is at least one-half pound dry zinc per cubic foot. It
will be noted that most of the ties which came out of the track had very
much less than this amount. The lodgepole pine ties treated with zinc
chloride, which are still in the track, do not show any material differ-
ence, as far as absorption is concerned, from those that have come out.
A final conclusion, however, will be possible only after all the other
zinc-chloride ties are removed. For the present it is of interest to note
that with even so small an average amount of zinc chloride as these
ties had, they should have given an average service for the ties so far
removed of eight years.
An examination of the photographs of the whole ties and of the
sections made indicates that practically all of the ties failed at or near
the rail bearing. The sections near the center, as in the case of ties
Nos. 138, 465 and 368, the ties were found perfectly sound. Repeated
spiking and tie-plating of comparatively small areas undoubtedly had
much to do with reducing not only the mechanical life, but also the natural
life of these ties. The number of renewals for the other treatments is as
yet too small to permit of any deductions. They should give valuable in-
dications, however, just as soon as the renewals become hum' enough to
enable a more detailed study.
A series of detailed measurements was made of the relation be-
tween the tie-plates and the ties, taking 225 ties just as they came. Tn
Table No. 4, the detailed measurements are given In this table the
word "seated" signifies that the top of the tie-plate was found flushed
with the top of the tie, and the figures "%," "V2" and "34" preceding the
884 WOOD PRESERVATION.
word "seated" — that is, towards the left of the page — signify that the
bottom of the plate is set into the tie l/^, lA or ?4 of its thickness ; while
the terms "%-m.," "l/>-in.," etc., towards the right of the page, signify
that the top of the plate is now J^-in., J/-in., etc., below the top surface
of the tie. The results shown in this table can be considered indicative
only, because the number of ties of the different treatments is so much
at variance. It is interesting to note, however, that, taking the weaker
timber, lodepole pine, 41 per cent, of the Burnettized ties show the tie-
plate J/2-in. below the top of the tie, whereas only 24 per cent, of the
creosoted ties show the tie-plate lA-in. below the top of the tie. The
general impression gained was that with the water solution a greater
weakening of the wood resulted, under the tie-plates than was the case
with the creosote treatment. This was particularly noticeable in the
lodgepole pine. In general, the Douglas fir ties showed less depression of
the tie-plates and injury to the wood under the tie-plates than did the
lodgepole pine ties.
GENERAL CONCLUSIONS FROM I914 INSPECTION.
(1) Length of Life of Untreated Ties. — Over 50 per cent, of both
untreated lodgepole pine and untreated Douglas fir are still in the track
after a service of eight and one-half years, which may be accounted for
by the fact that these ties were very carefully handled from the time
of cutting until they were laid in the track — that is, they were sea-
soned in proper piles. This shows how important it is to give every
care and attention to untreated ties of this character before they are laid
in the track.
(2) Life of Treated Ties. — Up to the present time the creosoted
ties show the greatest possible service. Practically ico per cent, of all
of the creosoted ties are still in good condition. Of the remaining
treated ties, the Allardyce-treated ties of both classes of timber and
the zinc-chloride treated Douglas fir ties come next. The zinc-chloride
treated Douglas fir ties are almost all still in track, and have every
appearance of giving a considerable number of years of additional ser-
vice.
(3) Mechanical Destruction. — The mechanical destruction was most
evident in the lodgepole pine ties, particularly in those treated with the
Burnettized process. All of the ties removed indicate that with' more
efficient mechanical protection the actual service which these ties would
have given would, in all probability, have been very much greater. This
very forcibly illustrates the fact that the treatment by itself cannot be
expected to realize the full measure of life of a treated tie. no matter
what its treatment may have been.
WOOD PRESERVATION.
885
TABLE 1.— TIES REMOVED FROM ELSBERR1 TEST TRACK.
Lodgepole
Pine
Removed pre-
vious to 1913.
Removed 1913..
Removed 1914..
Total removed
Total laid
Perot, removed.
Percent in track,
1914
Rurnett-
ized
4
4
11
19
63
3(1.1',
69.9%
Douglas Fir
Removed pre-
vious to 1913.. 0
Removed 1913. 1
Removed 1!) 11.. 2
Total removed . 3
Total laid 91
Perct. removed 3.2%
Percent in track
1914 96.8%
Rueping
Creosote
Creosote A llardyc i
100%
0
0
0
0
40
0%
100%
(I
0
0
II
39
n
100%
! [eate 1 in
Creosote Guissani Untreated
0
1
0
0
1
1
1
2
74
(1
1.4%
4
98.6%
ii 3
0 . .... (i
2 !
2 I
77 in
2.6' 11',
97.4%
o 0 .' i
0 1 8
2 1 12
2 2 40
32 vi
6.2% 41 !i',
95.2% 93.8% 55.1','
TABLE 2— TIE NUMBERS
\\l) TREATMENT OF TIES
3HOWN IN PHOTOGRAPHS
Treatment 1
rack
Tie
Run
Tim-
i
\v. Pri
Av
Preserx -
Mo
No.
No.
Per Tie
ative for run
ative pcrcu. ft.
for run
Untreated
209
12
2099
17')
Fir
Pine
01b.
59.1 lb.
.526 lb.
121
2163
187
Pine
5 lb.
27.6 lb.
202 lb.
183
2125
1S2
Pine
10.5 lb.
42.3 lb.
,208 lb
Burnettized .
i
2H71
176
Pine
: ll>.
56.8 lb.
.406 lb
(Zc Ohio.)
446
1962
165
Fir
0 lb.
37.4 lb.
.293 lb.
465
1912
160
Fir
34.5 lb.
27.fi lb.
.231 lb.
514
2160
187
Pine
5 lb.
Allardyce.
Zinc 31 lb. 2
t lb.
Zinc
,346 lb
Chloride '
166
1842
154
Creo. 7.0 lb.
1 :.7 lb
A Creosote)
1 [eated in Creo-
sote ' iil
19
1742
116
Fir
19 0 lb.
24.8 lb
7 18 II.
1634
6.6 lb.
10.15 lb.
3.39 lb
155
146
Fir
18.01b.
21 S 11,
7 18 lb
Guissani.. <
83
17-302
Pine
422
16-191
I'm:
Mote. Fir-
1 >ous 1
Pine
Igepole
•ine
886
WOOD PRESERVATION.
TABLE 3.
-ABSORPTION OF ZINC CHLORIDE OF ALL LODGEPOLE PINE TIES
REMOVED TO DATE BECAUSE OF DECAY.
Absorption
Average
in Run
No. Ties
TrackNo.
Tie No.
Run Xo.
Timber
Absorption
Per Tie
Per Cu. Ft.
in Run
12
2099
179
LP.
75.0 lbs.
59.1 lb.
.526 lb.
8
64
2129
183
LP.
40.5
"
49.4 "
.330 "
8
67
2127
183
LP.
37.5
"
49.4 "
.330 "
8
78
2132
183
LP.
44.5
"
49.4 "
.330 "
8
97
2141
184
L.P.
42.5
•
53.6
.372 "
8
99
2182
190
L.P.
41.5
*
37.1 "
.286 "
8
118
2171
188
LP.
30.5
"
28.5 "
.238 "
8
121
2163
187
L.P.
22.5
*
27.6 "
.202 "
8
156
2183
190
L.P.
19.0
"
37.1 "
.286 "
8
1S3
2125
182
L.P.
40.5
"
42.3 "
.208 "
8
2175
189
L.P.
20.0
"
26.6 "
.203 "
8
258
2170
188
L.P.
21.0
"
28.5 "
.23S "
8
297
2181
189
L.P.
23.0
"
26.6 "
.203 "
8
299
2189
190
L.P.
32.5
"
37.1 "
.286 "
8
302
2174
ISO
L.P.
36.5
*
26.6 "
.203 "
8
312
2156
186
L.P.
35 . 0
"
29.2 "
.269 "
8
408
2111
181
L.P.
51.0
"
48.0 "
.281 "
8
514
2160
187
L.P.
29 5
"
27.6 "
.202 "
8
TABLE 4— NOTES ON RAIL CUTTING OF TIES IN TRACK
R:.il Cut
No.
Ties 0 } 1 | Seated J" V I" 1" H"
Untreated.... 15 3 15 4 1 1
20% 6.6% 33% 26% 6.6% 6.6%
Burnettized... 16 2 2 6 14
12% 12% 37% 8% 25%
Allardyce . . . . 12 42% 8% 42% 8%
Guissani 0
Ruepin? 5 80% 20%
Creosote 15 1 1 8 2 2 1
6% 53% 13% 13% 6%
Im. in oil 11 2 4 15 2
14% 29% 7% 14%
Lodgepole Pine
Intrcated ... 3 1
Burnettized... 22 2 19
8% 4% 41% :.'
Allardyce.... 57 14 3 21 5 11
24% 5% 36% 9% 19',
Guissani 1 1
Rueping 9 2 2 2 3
26% 26% 33%
Creosote 21 3 11 1 5
14% 52% 4%
Im. in oil 0
0, J, i, etc. — Plate degree ol depression in terms of plate into tie.
i', j', etc. — Number of inches from top of plate to top of tie.
DOUGLAS FIR.
Decay 'd
under
2" plate
l¥ IV
1
8%
1
1
4%
2
13%
1
1
4%
WOOD PRESERVATION.
887
Fir
Zinc
( Ihloride
209
Douglas
Fir
i fntreated
WOOD PRESERVATION.
x<>.
Timb< r . . .
'i'i eal menl
19
I >ouglas
Fir
Heat<
i sote
Lodg
I 'ine
Zinc
Chloi
155
i louglas
Fir
Heated in
i Jreosote
12
l lOderepole
] 'itU'
Zinc
Chlo
WOOD PRESERVATION.
889
Sip
Track No... S3 166
Timber Lodgepole Lodgepole
Pine Pine
Treatment . Gutesani Allardyce
138
i louglaa
Fir
Heated in
422
i iodgepoli
Pine
Ouipsani
890
WOOD PRESERVATION
Sections of Five Burnettized Ties. (See Table No. 2.)
Sections of two ties heated in creosote (138-155).
Sections of two ties treated by Guissani (422-83).
(See Table No. 2.)
REPORT OP COMMITTEE VII— ON WOODEN BRIDGES
AND TRESTLES.
E. A. Frink, Chairman; W. H. Hoyt, Vice-Chair man;
H. Austill, Jr., H. S. Jacoby,
J. E. Barrett, A. O. Ridgway,
H. C. Brown, Jr., I. L. Simmons,
E. A. Hadley, D. W. Smith,
F. G. Hoskins, W. F. Steffens,
Committee.
To the Members of the American Railway Engineering Association:
The following subjects were assigned for the consideration of your
Committee :
(i) Continue study of relative economy of repairs and renewals of
wooden bridges and trestles.
(2) Report on design of docks and wharves.
(3) Report on developments in practice of ballast deck trestles since
previous report.
(4) Report on use of lag screws for fastening guard timbers.
The Committee was divided into four Sub- Committees, one for each
of the subjects assigned, and worked during the year in collecting data.
A meeting was held in the Association's rooms at Chicago on October
31, 1914, at which the following members were present: Austill, Brown,
Frink, Hoskins, Ridgway, Simmons, Smith. Another meeting was held
January 30, 1915, at which the following members were present : Austill.
Brown, Frink, Hadley, Hoyt, Ridgway, Simmons and Smith. At these
meetings the information and reports furnished by the various Sub-
Committees were discussed and the Committee makes the following re-
port and recommendations :
(1) RELATIVE ECONOMY OF REPAIRS AND RENEWALS OF
WOODEN BRIDGES AND TRESTLES.
SUB-COMMITTEE (i), I. L. SIMMONS, CHAIRMAN.
During the current year the Sub-Committee has sent to various rail-
roads letters containing questions bearing upon the method of repairs and
renewals of wooden bridges and trestles. Numerous replies to these have
been received, showing a variety of information and practice. The
Committee has given these replies proper consideration and as a final
report, recommends the following conclusions :
It is good practice to repair wooden bridges and trestles by parts
until such time as the general condition of the structure requires entire
renewal.
891
892 WOODEN BRIDGES AND TRESTLES.
(2) DESIGN OF DOCKS AND WHARVES.
SUB-COMMITTEE (2), W. H. HOYT, CHAIRMAN.
During the past year the Committee has collected considerable mate-
rial showing many forms of docks and wharves, and much variety of
practice. It is the intention to carry this study still farther and attempt to
develop a type or types of structures that may be recommended as suitable
for general use ; recommendations to be confined to sub-structures or
up to the dock or float level, and to consider both all-timber and com-
binations of timber and concrete designs. Your Committee therefore re-
ports progress and recommends continuing this subject for the following
year.
(3) DEVELOPMENTS IN PRACTICE OF BALLAST DECK TRES-
TLES SINCE PREVIOUS REPORT.
SUB-COMMITTEE (3), A. 0. RIDGWAY, CHAIRMAN.
No important developments have occurred since filing of Committee's
report in 1908. The oldest creosoted timber ballast deck trestles in serv-
ice have not yet begun to fail, nor have other than very minor renewals
been necessary, notwithstanding the fact that some structures have been
in service eighteen years. The consensus of opinion of railway officers
having most extensive experience with this class of bridges indicates that
the serviceable life will doubtless extend over a period of twenty or twen-
ty-five years, depending on soil and climatic conditions. These officers are
unanimous in conceding the advantages of these structures, while some
consider the disadvantages unduly magnified, especially with reference to
the difficulty of securing properly treated timbers. Two general designs
of structures of this type continue prevalent, viz., the solid stringer-floor
design and the open stringer-floor plank design. In certain districts of
the country where it is economical to use deep stringers with correspond-
ingly long spans the open stringer and floor-plank deck requires less mate-
rial than the solid-stringer floor and possesses the advantage of less ex-
pensive renewal of bents should the deck outlive the sub-structure. Two
of the largest users of ballast deck wooden trestles have changed then-
standards so as to provide for an open stringer and floor-plank deck in lieu
■ if the solid stringer deck. Both these railways operate in districts where
deep stringers are readily obtainable. In certain other districts it is impos-
sible to obtain large timbers at a reasonable price and therefore it is im-
perative to use shallow stringers and short spans, thus making the solid
stringer floor economical. The next few years should determine with fair
accuracy tin- actual length of life and annual expense of maintenance of
these structures, and members are urged to preserve such records and data
as come within their knowledge in an effort to arrive at a figure repre-
senting an economic value.
While only a limited number of inquiries were sent out, yet the re-
plies received indicate the cost of ballast deck wooden trestles to be from
WOODEN BRIDGES AND TRESTLF 893
four-tenths to five-tenths that of reinforced concrete trestles, from which
fact it would appear that the construction of reinforced concrete trestles
might not be entirely justified in all cases. The Committee therefore begs
to recommend that for next year's work it will report on the relative
merits of ballast deck wooden trestles as compared with reinforced con-
crete trestles, and at the same time be relieved from further work in con-
nection with the subject at hand, since no important developments in
practice of ballast deck wooden trestles are likely to occur within the next
few years.
(4) USE OF LAG SCREWS FOR FASTENING GUARD TIMBERS.
SUB-COMMITTEE (4), D. W. SMITH, CHAIRMAN.
The Committee, through the Secretary of the Association, in July,
1914, issued a circular to the various railroads making inquiry regarding
present practice of the use of lag screws in fastening guard timbers to
ties on wooden and metal bridges.
One hundred and five replies were received (see Appendix A), but
of this number, only 19 per cent, had ever used lag screws for this purpose
on wooden deck bridges and 16 per cent, had used them on steel bridges.
Almost without exception, the roads or systems using them reported sat-
isfactory results from their use. Generally, where objections were offered
the reason was assignable to a faulty application, such as boring the hole
only a small distance or not boring at all ; depending on driving the lag
screws and expecting them to remain tight. Too small sizes and spaced
at too great intervals was another reason in the opinion of the Committee.
On October 31, 1914, at a meeting of the Committee in Chicago, the
data obtained from the circular was discussed and it was decided to
continue the investigation regarding the use of lag screws. Another
circular was prepared and submitted to the various railroads throughout
the country, through the Secretary of the Association, on January 2,
IQI5-
Certain railroads which are using lag screws were purposely omitte<l
from the list as the information sought was already obtained froai them.
Seventy-five replies were received in answer to this second circular (see
Appendix B). Thirty-three roads replied they had never used Lag screws
at all for the purpose named, thirteen had used then] with success, three
had used them without success, and twenty-one did not >tate definitely
what experience they have had with them. Thirty-eight of the replies
indicated that the subject was worthy of a trial, nine stated it was not
worthy, and twenty-five did not express any opinion on the matter.
Thirty-three expressed their willingness to give them a trial upon the
recommendation of the Committee, ten were doubtful, and fifteen stated
they would not make further trial.
The Committee now recommends and urges that a further trial be
made of the use of lag screw? to fasten guard timbers to ties on wooden
894 WOODEN BRIDGES AND TRESTLES.
and steel bridges by such roads as have signified their willingness to give
them a further trial.
The Committee would recommend in this test that ties and guard
timbers be sized one dimension at the mill and that the dapping of ties
and guard timbers be omitted ; that alternate ties be fastened to the
stringers, and a lag screw be used to fasten the guard timber to each tie.
Holes should be bored full depth and lags screwed into place.
The Committee recommends that this subject be continued.
REVISION OF MANUAL.
Your Committee has considered the desirability of changes or revision
of the Manual and reports as follows, all references being to the edition
of 191 1 :
On page 130, definition of "Stringer," change the last word "ties" to
the word "track."
On page 130, definition of "Tie," change to "Bridge Tie."
On page 130, definition of "Guard Rail," change to "Inner Guard
Rail."
On page 130, definition of "Guard Timber," change the words
"framed over the ties" to the word "placed" so as to read, "a longitudinal
timber placed outside of," etc.
On page 130, definition of "Shim," change the last word "position" to
"elevation."
On page 131, definition of "Steam Hammer," change the words "raised
and dropped a comparatively short distance," to the word "operated,"'
so as to read "One which is automatically operated by," etc.
Also change the word "follows" in the last line to the words "rests
on."
On page 150, Principles of Pile Driving, omit paragraphs (2), (3)
and (4).
On page 151, paragraph (15), omit the words, "The weight or," be-
ginning the sentence, and in the second line, change the word "weight"
to "size," so as to read, "The drop of the hammer should be propor-
tioned to the size of the pile," etc.
On page 151, paragraph 16, insert the word "usually" before the word
"more," and the word "wooden" before the word "pile," so as to read.
"The steam hammer is usually more effective than the drop hammer in
securing the penetration of a wooden pile," etc.
On page 152 omit paragraph (19).
On page 152, for paragraph (25), substitute the following: "Where
piles will foot in a hard stratum, investigation should be made to deter-
mine that this stratum is of sufficient depth and strength to carry the load."
On page 152 cut out paragraphs (30) and (31).
In Supplement to Manual, 1913, page 59, next to last line, the word
"inside" to be changed to "inner," making the sentence read, "inner guard
rail should not be," etc.
WOODEN BRIDGES AND TRESTLES 895
In Supplement to Manual, 1914, page 41, insert the word "inner"
before "guard rail" in the first line; also before the word "guard rail" in
the fourth line, and also before "guard rail" in the fifth line.
RECOMMENDATIONS FOR NEXT Y EAR'S WORK.
Your Committee recommends that the following subjects be assigned
for next year's work :
(1) Continue report on design of docks and wharves.
(2) Report on comparative merits of ballast deck and reinforced
concrete trestles.
(3) Continue report on use of lag screws for fastening guard tim-
bers.
J '
Respectfully submitted,
COMMITTEE ON WOODEN BRIDGES AND TRESTLES.
896
WOODEN BRIDGES AND TRESTLES
Appendix A.
TABULATION OF REPLIES TO CIRCULAR OF JULY, 1914, ANSWERING
QUESTIONS ON SUBJECT OF LAO SCREWS.
u.
Railroad
J2
fc
1
A. C. & H. B. Ry.
2
A. C. L. R. R.
3
Aransas Pass Ter. Ry.
I
5
A. T. & S. F. Rv.
B. &A. R. R. '
6
B. <fc M. R. R.
7
B. &0. R. R.
8
9
10
11
B.&O. C. T. R. R.
B. R. & P. Ry.
Canadian Gov. Rv.
C. C. C. &St. L. Ry.
C. C. & O. Rv.
O. & E. I. Rv.
C. of Ga. Ry.
C. G.W. R. R.
C. r. & L. Ry.
Chicago Jet. Rv.
C. M. & St. P. Ry.
C. N. R. R.
('. & N.-W. Rv.
C. P. Ry. •
C. R. R. of N. J.
C. St. P. M. &0. Ry.
C. V. Ry.
Dom. Bridge Co
D. & H. Co.
D. L. & W. R. R.
D. & R. G. R. R.
I) W.& P. Ry
I). M. & X. Rj
B. P. &S.-W. R. R
Erie R. R.
Ft. 8. &w. I; 1!
Ft. W.& D. C. Ry.
Georgia R. R.
G. C. & 8. F. Ry.
G. N. Ry.
G. & S. I Ry.
G. T. System
H. S. R. R.
H. V. Rv.
I.C. R.'R.
Question 1
Do you use
screws to fasten
guard timber to
ties on wooden
bridges?
No
Xo
Yes
No
No
Yes
Xo
Xo
Xo
No
Yes
No
Xo
No
No
Xo
Xo
On ballast floor
bridges
Yes
No
No
Yes
No
No
No
Xo
Yes
Yes
No
No
No
No
No
No
No
No
No
No
Xo
No
In some eases
No
No
No
No
No
Xo
No
No
No
No
No
No
No
No
Yes
No
Question 2
Do you use lag
screws to fasten
guard timber to
ties on steel
bridges?
No
No
Yes
No
No
Question 3
At what interval do
you use lag screws in
fastening guard tim
bers to ties in each of
above cases?
No information
No information
Every tie
Xo information
No information
No
No
Yes
Only where steel
stringers interfere
with bolts
No information
Xo information
Xo information
Every 4th tie
XTo information
Xo information
Xo information
Xo information
Xo information
Bolt every 3rd tie
About 3 ft.
Bolt every 3rd tie
Xo information
Xo information
Xo information
Xo information
Bolts every 4th tie
No information
Every 4th tie
Every 4th tie
Question 4
Do you dap the tics or
guard timbers, or both
where lag screws are
in use on bridges or
trestles?
Yes
Every 4th tie
No
No information
No
No information
No
Bolt even' 3rd tie
No
No information
Ves
Alternate ties fastened
No
Every 4th tie bolted
No
No information
No
Bolt every 4th tie
Only
where
bolts
Even 5 th tie when used
are
naeeessible
No
Xo information
No
Xo information
Not
if they
have
Every 4th tie
oper
floors
^ es
Every 4th tie
No
Xo information
No
Xo information
Kes
Lag screws every 4th
tie intermediate bolted
Xo information
Ties over guard timber
r
Guard timber over tie
r
Dap guard timbers
Guard timber over tie
r
Guard timbers only
Guard timber over tie
1*
Xo information
Guard timbers 1'
Xo information
Guard timbers l*
Guard timbers only
Guard timbers only
Both
Guard timbers only
Both
Guard timbers onl\
Guard timbers only-
Guard timbers only
Xo information
Both:bolt every 4th tie
Guard timbers only
Xo information
Guard timbers onl\
Xo information
Yes
Xo information
Xo information
Xo information
Guard timbers only
Xo information
Dap both
Guard timber 3
Guard timber only
Guard timber only
Xo information
Xo information
Xo information
Guard timbers 1"
No information
Guard timbers only
Guard timbers dapped
WOODEN BRIDGES AND TRESTLES.
897
Appendix A — Continued.
TABULATION OF REPLIES TO CIRCUT,AR OF JULY, 1914, ANSWERING
QUESTIONS ON SUBJECT OF LAG SCREWS.
Question S
State fully what success
you have had in the
use of lag screws for
purposes above named
Question fi
Kindly furnish plan showing
your practice in the use of
lag screws for securing
guard timbers to ties on
bridges or trestles.
Question 7
What is your opinion regarding
the merits of lag screws in
fastening guard timber to
bridge ties?
Remarks
No information
NTo information
Entirely satisfactory
No information
No information
Satisfactory
Xo information
No information
No information
No information
Entirely satisfactory
No information
Very poor success
Have had good success
Not in position to state
Xo information
No information
No information
Good success for 20 yrs.
No information
No information
Good satisfaction
No information
Very unsatisfactory
No information
Good success
No information
No information
No information
Xo information
Xo information
Good where used
Not very satisfactory
Not satisfactory
Xo information
Xo information
Xo information
No information
Poor success
Xo information
Good success
Have been used with
No information
No information
See Remarks
Plan furnished
No information
Sketch furnished
No information
No information
Plan furnished
No information
No information
No Information
No information
Plan furnished
Plan furnished
No information
Plan furnished
Plan furnished
No information
No information
No information
Plan furnished
No information
No information
No information
No information
No information
No information
No information
No information
Plan furnished
Plan furnished
Plan furnished
No information
No information
No information
No information
No information
Plan furnished
No information
Plan furnished
Plan furnished
Prefer bolts. Lag screws never
considered
Trouble to keep lag screws tight
Best method
No information
No better than boat spike
As effective as bolts
No better than boat spike
No information
Prefer bolts
Think bolts better
Consider best fastening
Not as secure as bolts
No information
Think they arc O. K.
Prefer bolts
Never used them
No information
No information
Very satisfactory. Better than
bolts
Think they arc unnecessary
Think bolts are better
Guard timber-* ran readily be
removed
Believe bolts with nut locks
preferable
Do not like them. Think bolts
should be used
No information
Preferable to boll"
No information
Not sufficient merit t" warrant
adoption
No information
Do not consider it good pi
Poor substitute for i
Consider bolts preferable
Wo prefer bolts
Not as good as bolts
Lag screws good, but bolts
better
No information
Can not see udvani
No information
Not as good M bolt-
No information
Very good when tiitht
Regurd them satunactorj
Usually driven down and timber
rotted around lag screws t f
i'x7' lag screws, staggered, 5 xO
guard timbers, f>'-8" between
Standard for 25 years. J'xS" lag
screws
Use boat spikes i'xld'—l' bolt
at end of guard timbers
Alternate ties fastened alternately
with bolts and lag screws. Lag
screws throughout are being con-
sidered
Lag screws J'xlO"
Lag screws have always given
good results especially in tio re-
newals
Will become lixj.se before floor
needs repairs, difficult to tighten
i' lag screws used
898
WOODEN BRIDGES AND TRESTLES.
Appendix A — Continued.
TABULATION OF REPLIES TO CIRCULAR OF JULY, iyi4, ANSWERING
QUESTIONS ON SUBJECT OF LAG SCREWS.
Question 1
Question 2
Question 3
Question 4
a
Railroad
Do you use lag
screws to fasten
guard timber to
ties on wooden
bridges?
Do you use lag
screws to fasten
guard timber to
ties on steel
bridges?
At what interval do
you use lag screws in
fastening guard tim-
bers to ties in each of
above cases?
Do you dap the ties or
guard timbers, or both
where lag screws are
in use on bridges or
trestles?
43
I. &G. N. R. R.
No
Yes
Every 3rd tie
Ties 1" or more
44
45
I. H. B. R. R.
K. C. T. Ry.
No
Yes
No
Yes
No information
Every other tie
No information
Guard timbers only
46
K. & M. Ry.
Yes
Yes
Every 5th or 6th tie
Guard timbers only
47
L. E. & W. R. R.
No
No
No information
No information
48
49
50
51
52
53
54
Long Island R. R.
L. & N. R. R.
L. & N. E. R. R.
L. S. Electric
L. S. & I. Ry.
L. V. R. R.
M. C. R. R.
No
Yes
No
No
No
No
No
No
Yes
No
No
No
No
No
No information
Every tie on trestles.
Every 2nd tie on steel
bridge
No information
No information
No information
No information
No information
No information
Guard timbers only
No information
Guard timbers 1'
No information
All ties dapped
Do not dap guard tim-
bers
55
Miss. Cen. R. R.
No
No
No information
No information
56
M. K. & T. Ry.
No
No
No information
Guard timbers only
57
58
M. & N. A. R. R.
M. &0. R. R.
No
Yes
No
No
No information
Every other tie
No information
Guard timbers 1'
59
60
Monongahela R. R.
M. 0. & G. Ry.
No
No
No
No
No information
No information
Guard timbers only
No information
61
62
63
Montreal Tram'ys Co.
M. R. & B. T. Ry.
M. & St. L. Ry.
Only when guard
comes over string-
ers on curves
Yes
No
Only where guard
comes over string-
ers on curves
Yes
No
Every 3rd tie on tan-
gents. Every tie on
curves
Every 4th tie on tan-
gents. Every 3rd tie
on curves
No information
No
Guard timbers only
No information
64
Newark Pub. Ser. Rys.
No
No
No information
Both r
65
66
67
68
N. 0. G. N. R. R.
N. O. & N. E. R. R.
N. P. Rv.
N. & W. Ry.
No
No
No
No
No
Where steel string-
ers interferes with
bolts
No
No
No information
Bolted to every tie
No information
No information
No information
Not dapped
No information
No information
69
N.Y.C.&H.R. R. R.
No, except in spec-
ial cases
No, except in spec-
ial cases
No information
No information
70
71
N. Y.C.&St. L. R. R.
N.Y.N.H.&H.R.R.
No
Yes
No
Yes
No information
Every 2nd tie
No information
Guard timbers onl\
72
Oregon Short Lino
No
No
No information
No information
73
Pa. Lines West of Pgh.
Only where bolts
are inaccessible
Ordinarily not
Every other tie
Dap each }'
WOODEN BRIDGES AND TRESTLES.
899
Appendix A — Continued.
TABULATION OF REI'LIES TO CIRCTJLAR OF JULY, l:H I. ANSWERING
QUESTIONS ON SUBJECT OF LAG SCREWS.
Question 5
Question 6
Question 7
State fully what success
Kindly furnish plan showing
What is your opinion regarding
you have had in the
your practice in the use of
the merits of lag screws in
Remarks
use of lag screws for
lag screws for securing
fastening guard timber to
purposes above named
guard timbers to ties on
bridges or trestles.
bridge ties?
Good results on steel
No information
Entirely satisfactory
bridges
No information
No information
No information
No trouble
See Remarks
Believe lag screws will give good
8"x8" ties, 6"x6' guard timbers,
results
l'-6' from gauge line, f'xlO' lag
screws
Good success
Plan furnished
Better than bolts
Use lag screws entirely, easier to
apply and no nuts to come off.
Will hold if properly applied
Used to use them, but
No information
Do not hold as good as bolts
discarded 15 years ago
No information
No information
No information
Very successful
Plan furnished
Will hold securely in timbers up
\" lag screws in \' holes bored 1"
to 5'
deeper than lag screw penetration
will remain tight
No information
No information
No information
No information
Plan furnished
No information
No information
No information
No information
No information
Plan furnished
Prefer bolts
No information
See Remarks
No better than boat spikes
Bolt every 3rd tie, drift bolt re-
mainder
Better results from
No information
Become loose and do not give
Used them a few years ago
bolts
service; bolts do
Successful
Plan furnished
Boat spikes do as well and cost
Used them till 1900. Replaced
less to install
them with J'xlO" boat spikes
No information
No information
No information
Very satisfaetory
Plan furnished
Satisfactory
f'xO* lag screws. Think dapping
could be omitted if lag screw
used in every tie
Not satisfactory
No information
Not as good as bolts
No information
Plan furnished
Information at hand is adverse
to their use
No information
No information
No information
Perfectly satisfactory
No information
Better than bolts
\"\\2" lag screws used with heavy
cut washers under head
Satisfactory where used
No information
Poor substitute for bolts
Use bolts wherever possible. If
lag screws are used they should
be loose in guard timber and
tight in tie
No information
No information
No information
Do not consider holding power
sufficient in case of derailment
No information
No information
Poor substitute for bolts
Not satisfactory
Sketch furnished
No information
No information
No information
No information
No information
See Remarks
No better than boat spikes
Only used on deck girder bridges
on curves
Satisfactory where used
No information
Poor substitute for bolts
If lag screws are used place them
in alternate ties instead of every
4th tie as done with bolts
No information
No information
No information
Satisfactory. Never
8"x8" ties — 14'centers, guard
Better than bolts as they will
Lag screws J'xlO', guard timbers
work loose
timbers 6"x8'
not work loose
dapped 1' over ties
Plan furnished
Plan furnished
Prefer bolts
Guard timbers fastened to ties
with bolts at each 3rd tie Use
boat spikes at intermediate ties
Satisfactory where used
Plan furnished
Poor substitute for bolts
900
WOODEN BRIDGES AND TRESTLES.
Appendix A — Continued.
TABULATION OF REfPUES TO CIRCULAR OF JULY, 1914, ANSWERING
QUESTIONS ON SUBJECT OF LAO SCREWS.
Question 1
Question 2
Question 3
Question 4
a
.0
a
1
Railroad
L)o you use lag
screws to fasten
guard timber to
ties on w 0 0 d 0 n
bridges?
Do you use lag
screws to fasten
guard timber to
ties on steel
bridges?
At what interval do
you use lag screws in
fastening guard tim-
bers to ties in each ol
above cases?
Do you dap the ties or
guard timbers, or both
where lag screws are
in use en bridges or
trestles?
74
P. & L. E. R. R.
No
No
No information
No information
75
P. & P. U. Ry.
No
No
No information
No information
76
P. R. R.
Yes
Yes
Every tie
Guard timbers only
78
70
P. & R. Ry.
Queen & Crescent
R. F. & P. R. R.
Yes
No
No
Yes
Only where bolts
are inaccessible
No
Every 4th tie; boat
spike on intermediate
tie3
Bolt every tie
No information
Both
No dap
No information
SO
81
Rock Island Lines
S. A. & A. P. Ry.
No
No
No
No
No information
No information
Guard timbers over
ties 1"
Xo information
82
Seaboard Air Line
Yes
No
Every tie
No
S3
St. L. & S. W. Ry.
No
No
No information
See Remarks
84
So
St. L. & S. F. R. R.
St. L. S.-W. Ry.
No
No
No
No
No information
No information
Guard timbers over
ties li"
No information
8C
87
S8
Southern Ry.
S. P. & S. Ry.
S. P. Ry.
No
No
No
Yes, where bolt in-
terferes with steel
work beneath
No
No
Every 4th tie
Boat spike in every
other tie
No information
Guard timbers only
Guard timbers 1 !
No information
89
S.P.L.A.&S.L. R.R.
No
No
No information
No information
90
91
Sunset Central Lines
Toronto Terminals Ry.
No
No
No
No
No information
No information
Guard timbers only
Guard timbers V
92
T. & O. C. Ry.
No
No
No information
No information
93
94
T. & N. O. Ry.
T. R. R. A. of St. L.
No
No
No
No
No information
No information
Guard timbers over
ties 1"
No information
95
96
97
98
99
100
101
102
U. P. Rv.
V. Ry.
Vandalia R. R.
W. C. F. & N. Ry,
W. & 8. E. R. R.
West Maryland Ry.
Wabash R. R.
N. C. & St. L. Ry.
No
No
No
No
No
No
Yes
Yes
No
No
No
No
No
No
No
Yes
No information
No information
No information
Have been used; every
3rd tie
No information
Use bolts
Every 3rd tie
Every tie
Guard timbers 1
No information
No information
Guard timbers only
Xo information
No information
Guard timbers only
Guard timbers only-
103
K. C. s. By.
No
No
On steel bridges inter-
fere only where string-
Guard timbers only-
104
L. & H. R. Ry.
No
No
ers
No information
No information
105
L. & A. Ry.
Yes
No
Every 3rd tie
Guard timbers only
WOODEN BRIDGES AND fRESTI ES
901
Appendix A — Concluded.
TABULATION oF u LI 'LIES TO CIRCULAR OF JULY, L914, ANSWERING
QUESTIONS ON SUBJECT OF LAG SCREWS.
Question 5
Question (>
Question 7
State fully what success
Kindly furnish plan showing
What is your opinion regarding
you have had in the
your practice in the use of
the merits of lag screws in
Remarks
use of lag screws for
lag screws for securing
fastening guard timber to
purposes above named
guard timbers to ties on
bridges or trestles.
bridge ties'.'
Had to abandon all
Plan furnished
No information
Use of steel curs required adoption
outer guard timbers
of inner steel guard rail with
wooden blocks between ties to
retain their spaeine
No information
No information
Never used them
Uniformly successful
Plan furnished
Preferable to bolts of boat
spikes
Very good
Plan furnished
Good if hole bored smaller t ban
lag screw
No objection found
Plan furnished
Would not use where bolts can
be
No better than bout -pikes
No information
No information
No information
Plan furnished
No information
Xo information
No information
No information
Very successful
Plan furnished
Much better than bolts
They do not come loose and pre-
vent ties from bunchinn
Xo information
No information
Prefer bolts n them
Size ties, turn 2 on edge and dap
used, but don't approve
for key ties to each panel
Xo information
Xo information
No information
Don't think they would be satis-
factory as they would work loose
Xo information
Xo information
No information
Entire satisfaction
XTo information
Xo information
Xo information
Plan furnished
No information
i'xlO' boat spikes used, J" ma-
chine bolts used at joints
No information
No information
Believe boat spike as effective
and cheaper
No information
No information
Poor substitute for bolts
No information
Plan furnished
Bolts preferred
Not satisfactory
Xo information
Boat spikes better
Lag -eieu- beoome loose and re-
quire more attention
Used years ago, found
inferior to bolts
No information
No better than boat -pikes
Xo information
Xo information
Not as satisfactory as ' olts
Working of tie will cause lag
screws to come |<
Xo information
No information
Not m effective u bolt-
Xo information
No information
No information
Xo information
No information
Think bolts (ive better Berviee
Very poor
No information
One boh better than
They work loose in holes and can
screws
not be tightened
No information
No information
No informal ion
Xo information
No information
Xo information
Have had no trouble
Plan furnished
Consider them satisfactofj
Satisfactory
Plan furnished
in oonnectioa with
End of guard timber fastened with
dowels and daps
2 lag screws }'x8" lag screws used.
|* screw- were found to break
Unsatisfactory
No information
Prefer machini
No information
No information
Think they would be better
than bolt!
Good
Plan furnished
Prefer them
They hold as well and do not get
loose
902
WOODEN BRIDGES AND TRESTLES.
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REPORT OF SPECIAL COMMITTEE ON GRADING OF
LUMBER.
Dr. Hermann von Schrenk, B. A. Wood, V ice-Chairman;
Chairman; A. J. Neafie,
W. McC. Bond, W. H. Norris,
D. Fairchild, J. J. Taylor,
Committee.
To the Members of the American Railway Engineering Association:
The work of the Committee this year has been devoted to an inves-
tigation of the grading rules of pine and hemlock lumber. Owing to
the geographical location of the members, the work of the Committee
has been conducted largely by correspondence.
Your Committee finds that the rules which were adopted several
years ago for Northern pine and hemlock are no longer standard. It
has been found wholly impracticable to purchase lumber under the rules
as they are at present printed in the Manual, and the Committee is
unanimously of the opinion that the rules adopted several years ago
should be rescinded. With the co-operation of the Northern Hemlock
and Hardwood Manufacturers' Association, a new set of rules has been
drawn up for hemlock, which your Committee presents herewith for
study and criticism during the coming year.
In addition to the work of the grading rules, the Committee has
considered the investigations which are being conducted for the pur-
pose of more definitely standardizing the nomenclature of the Southern
pines. Your Committee has co-operated with similar committees of
the American Society for Testing Materials and manufacturers of yel-
low pine.
It has been generally recognized for a number of years that the
grading rules for Southern yellow pine do not sufficiently define the
quality of the wood. It has been generally acknowledged that there is
no practical means for definitely distinguishing between longleaf pine,
shortleaf pine, loblolly pine, etc., after timbers have once been manufac-
tured from the trees.
It is furthermore recognized that it makes little practical difference
from what species of pine a structural timber is cut. so long as certain
density requirements are met.
With these considerations in view, a number of the pine manufac-
turing organizations and the United States Government have been propos-
ing revised rules for grading yellow pine timbers. These rules involve
the omission of the terms "longleaf," "shortleaf," etc., and call all the
pines "Southern pines.'' They then define the different grades of yellow
pines according to density.
906
906 GRADING OF LUMBER.
For the information of the members, the Committee herewith pre-
sents the three rules which have been suggested. It will probably be
another year or so before the details concerning definite specifications
can be worked out, but much active work is now being done by the
Committee on the Grading of Timbers of the American Society for
Testing Materials and the various manufacturing organizations inter-
ested.
In summarizing the work of the Committee, we would recommend
that the present rules for white and Norway pine and hemlock, printed
in the Supplement to the Manual, 1912, be rescinded.
We submit as information :
(a) Tentative rules for hemlock lumber ;
(b) Tentative rules for the grading of Southern yellow pines.
Your Committee suggests as subjects for investigation during the
coming year:
(1) Further investigation of grading rules for white and Norway
pines.
(2) The continuation of work on specifications for Southern yel-
low pines, to be carried on in co-operation with the American Society for
Testing Materials and other similar organizations.
(3) The formulating of specifications for timber to be treated, in
co-operation with the Committee on Wood Preservation.
Respectfully submitted,
COMMITTEE ON GRADING OF LUMBER.
Appendix A.
GRADING RULES FOR HEMLOCK LUMBER.
TO COVER HEMLOCK LUMBER PRODUCED IN WISCONSIN AND UPPER MICHIGAN.
General Instructions.
The principal objects to be sought in the formulation of these rules
are to establish grades that will blend the slight characteristics incident
to different localities in such a manner as to produce grades of equal
quality and value, and so constructed as to be best adapted to the prin-
cipal purposes for which hemlock lumber can be utilized.
i. The face side of the lumber is the side showing the best quality
or appearance.
2. Defects in lumber should be distributed in proportion to the
size of the piece. Long or wide pieces of the same grade may contain
more and greater defects than shorter or narrower pieces. The same
percentage should be observed in both long and short, wide and narrow.
3. Wane in lumber is a defect which cannot be described by rule
with satisfaction, and therefore must be left to the judgment of the
grader. The lowering of grade on the face side on account of wane
should be governed by grade, width and defects in the piece.
4. Lumber must be accepted on grade in the form in which it was
shipped. Any subsequent change in manufacture or mill work will
prohibit an inspection for the adjustment of all claims, except with the
consent of all parties interested.
5. M'ixed width boards do not necessarily require as good edges as
shiplap or dressed and matched stock of the same grade.
6. Planing mill work should be taken into consideration in all
grades of dressed lumber, and its effect on a piece must be left largely
to the judgment of the inspector.
7. The grade of partition shall be determined from its poorer side
only, when the order specifies partition.
8. Lumber when worked shall be graded the same as the respective
grades when in the rough.
9. Unless otherwise provided for, lumber worked two sides shall
be graded from its better face ; lumber worked one side shall be graded
from its surfaced face.
DEFINITIONS OF DEFECTS.
KNOTS.
Knots shall be classified as Pin, Small and Large or Coarse, as to
size, and Round or Spike, as to form, and as Sound, Loose, Encased,
Pith and Rotten, as to quality.
A Pin Knot is sound and shall not exceed y2-'w. in diameter.
907
908 GRADING OF LUMBER.
A Small Knot is larger than a Pin Knot and shall not exceed 1V2 in.
in diameter.
A Large or Coarse Knot is one of any size over 1^3 in. in diameter.
A Round Knot is oval or circular in form.
A Spike Knot is one sawn in a lengthwise direction.
The mean or average diameter of knots shall be considered in apply-
ing and construing these rules.
A Sound Knot is one solid across its face ; is as hard as the wood
it is in, and is so fixed by growth or position that it will retain its place
in the piece.
A Loose Knot is not firmly set, but still retains its place in the
piece.
A Pith Knot is a sound knot with a pith hole not more than %-m.
in diameter.
An Encased Knot is one surrounded wholly by bark or pitch.
A Rotten Knot is one not as hard as the wood it is in.
PITCH.
Pitch pockets are openings between the grain of the wood containing
more or less pitch or bark, and shall be classified as Small, Standard and
Large Pitch Pockets.
A Small Pitch Pocket is one not over J^-in. wide.
A Standard Pitch Pocket is one not over -Hrin. wide, or 3 in. in length.
A Large Pitch Pocket is one over ^-in. wide, or over 3 in. in length.
A Pitch Pocket showing open on both sides of the piece J^-in. or
more in width shall be considered the same as a knothole.
WANE.
Wane is bark, or the lack of wood, from any cause, on edge.
SAP.
White or bright sap shall not be considered a defect in any of the
grades provided for and described in these rules, except where stipulated.
WATER STAIN.
In hemlock will often be found streaks or patches of red or brown
discolorations, sound and firm, the presence of which does not weaken the
wood, nor detract seriously from its utility. Water stain should not be
confused with rot, being firm and strong, while rot is soft and decayed
wood.
GRADING OF LUMBER.
909
Typical Sound Knot.
8-in. Shiplap.
Small Sound Knot Ring Shake.
8-in. Shipl.ip.
910
GRADING OF LUMBER.
Spike Knot.
8-in. Shiplap.
Sound Knot, with Hole in Center.
8-in. Shiplap.
GRADING OF LUMBER.
911
A Well-Encased Knot.
8-in. Shiplap.
STANDARD SIZES FOR HEMLOCK.
ROUGH LUMBER.
Piece Stuff.
Standard lengths for Rough Piece Stuff are 4, 6, 8, 9, io, 12, 14, 16,
18, 20, 22 and 24 ft. Standard widths are 4, 6, 8, 10 and 12 in. Standard
thickness is 1% in.
Boards.
Standard lengths for Rough Boards are 4, 6, 8, 10, 12, 14, 16, 18 and
20 ft. Standard widths are 4, 6, 8, 10 and 12 in. Standard thickness is
H-in.
DRESSED LUMBER.
Piece Stuff.
Standard sizes for Piece Stuff S1S1F arc: i-)4x32<4, i34x5.}4, i}i*73A,
iHxg34, 1^x1134.
Boards.
The standard thickness for inch lumber SiS is H-in.
Flooring, Ceiling, Shiplap, Drop Siding.
Standard widths are: 3^, SlA- 7l4- 0:4 ;md n1/) in. face. Standard
thickness is IS-in.
ESTIMATED WEIGHTS OK HEMLOCK LUMBER
Per M Feet. Shipping Dry.
3-in. Plank Rough
3-1'n. Plank and 4x4 to 8x8 SlSlE.
.3,000
.2,700
912 GRADING OF LUMBER.
3-in. Plank, S4S or D&M 2,500
4x10 to 12x12, Rough 3.500
4x10 to 12x12, S1S1E 3,200
4x4 to 8x8, Rough 3.000
Thick D & Better, SiS 2,500
Thick D & Better, S1S1E 2,200
2-in. Piece Stuff, S1S1E 2,200
2-in. Piece Stuff, Rough or SiE 2,500
2-in. Piece Stuff, S4S or D&M 2,oco
i-in. Boards, Rough 2,400
i-in. Boards, SiS or S2S 2,000
i-in. Clear and Select, SiS 2,000
Shiplap, D&M or Drop Siding 1,800
1x6 Well Tubing Beveled Edges 1,800
Sheathing Lath 1,500
Lath 500
32-in. Lath ■ 300
GRADING RULES.
Thick D and Better.
1. Thick D and Better shall be 4 in. wide and wider, ij4 in-> */^ m-
and dimension thickness.
2. This grade shall have sound, square edges, and be of the grade
of Inch D Stock and Better on the face side, and not below the grade of
Inch No. I Common on the back of the piece.
Boards and Strips.
There are six grades made in Boards and Strips :
Inch Clear and Select.
Inch D Stock.
No. 1 Common.
No. 2 Common.
No. 3 Common.
No. 4 Common.
Inch Clear and Select.
1. Inch Clear and Select should be 4 in. and wider, and 8 ft. long
and longer, not to exceed 10 per cent. 8 ft. long.
2. This grade is especially adapted for interior finish and only the
face, or best side, is expected to show, although some attention should be
given to the back of the piece.
3. The face shall show no wane, but the back may show such an
amount of wane or other defects as will not interfere with the use of the
piece for finishing purposes.
4. No shake or season check shall be allowed on the face side, but a
very little tight shake and checks that are not deep may appear on the
bade of the piece.
5. This grade will admit on the face side several tight pin knots not
GRADING OF LUMBER. 913
over ;H}-in. in diameter. In a 4 or 0 in., 12 ft. and longer piece, not more
than three knots are admissible, and proportionately more in a wider
piece.
6. A 10 or 12 in. piece, 12 it. and longer, will not admit of more
than three sound, firmly set knots, not to exceed ■• pin. in diameter. Nar-
rower and shorter pieces will admit of fewer large knots, hut not a com-
bination of large knots and other defects.
7. Pieces 12 ft. and longer are admissible that will, with not more
than 10 per cent, of waste, produce two clear cuts each 4 ft. long or
longer.
Inch D Stock.
1. Inch D Stock shall consist of Boards and Strips below the grade
of Clear and Select 4 in. and wider, and 8 ft. long and longer, not to
exceed 10 per cent. 8 ft. long, and must be of a sound and water-tight
character.
2. All knots must be sound and firmly set. Red knots must not ex-
ceed \l/i, in. in diameter, and spike knots must not exceed in length one-
fourth the width of the piece. Black knots must not exceed %-in. in
diameter, and must be especially well set.
3. A 6-in. strip 12 ft. long shall not contain more than three defects
of the extreme s;zes. A wider or longer piece may contain relatively
more of these defects; and narrower and shorter pieces relatively less.
The general appearance of the piece must be taken into consideration.
4. No shake shall be allowed in this grade, but slight season checks
and water stain shall not be considered defects.
5. This grade shall lie suitable for sound Drop Siding. Ceiling and
Flooring, and vlutll have a smooth appearance, especially on the edges.
Inch No. 1 Common.
i. The grade of No. i Common in Boards or Strips includes stock
of a generally sound character.
2. Some shake is admissible.
3. Numerous knots, whether red or black.
4. Some water stain of a firm character.
Inch No. 2 Common.
1. Boards or Strips will admit of considerable shake.
2. Black, unsound knots.
3. Two or three good-sized knot holes, or more of small ones.
Streaky or patches of discoloration, showing partial decay.
This grade can be safely recommended tor general building pur-
poses.
Inch No. 3 Common.
1. The defects may consist of excessive shake.
2. Very coarse, unsound knots.
3. Some soft rot.
4. Some cross checks.
914 GRADING OF LUMBER
Inch No. 4 Common.
4 In. and Wtdefry-^Ft. and Longer.
This grade includes all serviceable lumber below the grade of No. 3.
Piece Stuff or Dimension.
No. r Dimension.
1. The grade of No. 1 Dimension will admit of shake that will not
materially affect the strength of the piece.
2. Also knots, either black or red, that are well located and fairly
sound.
3. Or some slight cross checks or sound water stain.
4. This grade, while admitting the above defects, must at the same
time retain the element of strength required for any building purposes.
No. 2 Dimension.
1. The grade of No. 2 Dimension includes stock not good enough
to be classed as No. 1, and the defects admissible are of the same general
character as the defects found in No. 1, except that they are more pro-
nounced.
2. Considerable shake, large unsound knots, loose knots, knot holes
and cross checks are all admissible in this grade, but not a serious com-
bination of these defects in any one piece.
Merchantable.
The grade of Merchantable is a combination of No. 1 and No. 2.
consisting of approximately 50 per cent, of each.
No. 3 Dimension.
1. The defects are excessive shake, numerous knot holes, coarse.
rotten knots, or considerable rot.
2. This grade can be recommended for cheap, light construction.
No. 4 Dimension.
2x4 and Wider, 4 Ft. and Longer.
This grade includes all serviceable Dimension below the grade of
No. 3-
Appendix B.
SUGGESTED GRADING RULES FOR YELLOW PINE.
RULE ADOPTED BY THE PANAMA CANAL.
Yellow Pine must show on the cross-section, between the third and
fourth inch, measured radially from the heart center or pith, not less than
six annual rings of growth, a greater number of which shall show at
least one-third summerwood, the dark portion of the rings of growth.
Wide-ringed material excluded by this rule will be acceptable, provided
that in the greater number of the annual rings the dark ring is hard and
in width equal to or greater than the adjacent light-colored ring. In all
cases there must be sharp contrast in- color between the spring and sum-
merwood.
For sizes where the center cannot be determined there must show on
the cross-section an average of not less than six annual rings of growth,
otherwise the same as the above paragraph.
In other respects to grade "Prime," Interstate Rules of 1905.
GRADING RULE ADOPTED MAY 4, 1914.
BY THE CLASSIFICATION COMMITTEE OF STRUCTURAL MATERIAL OF THE YELLOW
PINE MANUFACTURERS' ASSOCIATION, AND APPROVED BY THE BOARD
OF DIRECTORS AND RECOMMENDED BY THEM FOR ADOPTION
BY THE SEMI-ANNUAL CONVENTION THIS FALL.
There are two grades provided for and called Select Structural and
No. 1 Structural.
Select Structural Grade.
All timber shall be sound and sawed to standard sizes ; dense, free
from such defects as ring shake showing on the faces, injurious cross
grain, unsound knots and decay.
Dense wood is defined as follows : Having the following character-
istics showing on the cross-section and appearing in the third, fourth and
fifth inches of a radial line from the pith or heart center. An average
of eight annular growth rings per inch, provided that in the greater num-
ber of rings one-fourth or more of the rings is summerwood ; an average
of six or seven rings, provided that in the greater number of the rings
one-third or more of the ring is summerwood; or wider ringed material
if in the greater number of rings, one-half or more of the ring is summer-
wood; must show a sharp contrast in color between springwood and
summerwood.
Stringer forms must not have encased or large sound knots in Vol-
ume 1 ; must not have large encased knots in Volume 2, or unsound knot?
in Volume 3; beam, post, sill and other forms may have sound knots or
hard, firm encased knots, the aggregate diameter of which does not ex-
915
916
GRADING OF LUMBER.
ceed the width of the face they are in, but no one knot shall exceed 4 in.
in diameter; stringer forms shall show three-quarter heart at any point
on the narrow faces and post, beam and sill and other forms more nearly
square shall show three-quarter heart on all faces at any point.
The measurement of knots shall be at right angles with the grain of
the knot.
No. 1 Structural.
Shall include timber answering in all respects to Select Structural,
except that a greater proportion of sap or no restriction as to sap will
be allowed, making timbers suitable for treatment and distinguishing them
from No. 1 Common timber.
Volume 2
Volume 3
Volume 1
f
11
Lengths
Length
^^_i Length — ^
ADOPTED BY GEORGIA-FLORIDA .SAWMILL ASSOCIATION.
Paragraph 1. For Timbers and Dimension there must show on the
cross-section between the third and fourth inch, measured radially from
the heart center or pith, not less than six annual rings of growth, a
greater number of which shall show at least one-third summerwood,
which is the dark portion of the rings of growth. Wide-ringed material
excluded by this rule will be acceptable, provided that in the greater
number of the annual rings the dark ring is hard and in width equal to
or greater than the adjacent light-colored ring. In all cases there must
be sharp contrast in color between the spring and the summerwood.
Paragraph 2. Fur sizes where the center cannot be determined, the
following will apply: There must show on the cross-section an average
of not less than six annual rings of growth, witli not less than one-third
summerwood, and otherwise as provided for in Paragraph 1.
REPORT OF COMMITTEE XVI— ON ELECTRICITY.
George W. Kittredge, Chairman; J. B. Austin, Jr., Vice-Chairman;
D. J. Brum ley, W. L. Morse,
R. D. Coombs, J. A. Peabody,
A. O. Cunningham, Frank Rhea,
Walt Dennis, J. W. Reid,
J. H. Davis, A. F. Robinson,
George Gibbs, J. R. Savage,
G. A. Harwood, A. G. Shaver,
E. B. Katte, Martin Schreiber,
C. E. Lindsay, H. U. Wallace,
W. S. Murray, Committee.
To the Members of the American Railway Engineering Association:
Your Committee presents herewith its annual report for the year
1914.
The following outline of work was assigned to your Committee by the
Board of Direction :
(a) Make critical examination of the subject-matter in the Manual
and submit definite recommendations for changes.
(1) Continue the study of the subject of clearances.
(2) Report on the effect of electrolytic action on metallic structures
and best means of preventing it.
(3) Continue the preparation of a standard specification for over-
head transmission line crossings.
(4) Continue the study of electrolysis and insulation and its effect
upon reinforced concrete structures.
(5) Report on maintenance organization with relation to track
structures.
One meeting was held during the year at New York on October 26,
1914, at which the following were present : Messrs. Kittredge, Coombs,
Harwood, Katte, Lindsay, Robinson and Savage.
The balance of the work has been done by Sub-Committees and by
correspondence.
The following is the personnel of the Sub-Committees appointed for
the year :
Sub-Committee No. 1 — Clearances :
G. A. Harwood, Chairman ;
\ ( ). ( mininuhain,
I lei >rge < iibbs
H. B. Katte,
J. A. Peabody,
J. W. Reid,
\. F. Robinson,
A. G. Shaver.
917
918 ELECTRICITY.
Sub-Committee No. 2 — Transmission Lines and Crossings :
R. D. Coombs, Chairman ;
D. J. Brumley,
J. H. Davis,
G. A. Harwood,
J. A. Peabody,
Frank Rhea,
A. F. Robinson,
J. R. Savage,
H. U. Wallace.
Sub-Committee No. 3 — Insulation :
W. S. Murray, Chairman;
R. D. Coombs,
George Gibbs,
E. B. Katte,
Frank Rhea,
J. W. Reid,
Martin Schreiber,
A. G. Shaver,
H. U. Wallace.
Sub-Committee No. 4 — Maintenance Organization:
J. B. Austin, Jr., Chairman ;
Walt Dennis,
C. E. Lindsay,
W. L. Morse,
J. R. Savage.
Sub-Committee No. 5 — Electrolysis:
E. B. Katte, Chairman ;
D. J. Brumley,
A. O. Cunningham,
J. H. Davis,
George Gibbs,
W. S. Murray,
Martin Schreiber.
Sub-Committee No. 6 — Relation to Track Structures :
C. E. Lindsay, Chairman ;
J. B. Austin, Jr.,
Walt Dennis,
W. L. Morse,
J. R. Savage.
(1) CLEARANCES.
The following representatives were reappointed as members of the
Joint Committee of the American Railway Association, American Rail-
way Engineering Association and American Electrical Railway Associa-
tion on the subject of Clearances: George A. Harwood, E. B. Katte and
A. G. Shaver.
The Sub-Committee has been working in conjunction with the Joint
Committee referred to, and has submitted the following report, which
was accepted by your Committee and the recommendations concurred in :
This Sub-Committee has during the year considered and reports here-
with on the following matters :
ELECTRICITY. 919
(a) The attached tabular statement No. 2, pp. 1, 2 and 3, shows
the data covering overhead clearance on electrified railroads, brought up
to date as of December 1, 1914.
(b) The attached tabular statement No. 1, p. 1, shows the data
covering third-rail clearances, brought up to date as of December 1,
1914.
(c) Diagram "B," showing recommended overhead clearances for
permanent way structures on electrified railroads, was the subject of
discussion at a meeting on September 30 by a Joint Committee repre-
senting the American Railway Association, the American Railway En-
gineering Association and the American Electrical Railway Engineer-
ing Association, and the Joint Committee adopted the following reso-
lution :
'That the Joint Committee recommends the adoption of the
five overhead clearance diagrams, as approved by the American Rail-
way Engineering Association at its meeting in Chicago, March, 1914,
as recommended practice."
The American Railway Association, at its meeting in Chicago, No-
vember 18, 1914, received and approved, as recommended practice, the
above resolution, as embodied in the report of its Committee on Elec-
trical Working. As the American Electrical Railway Engineering Asso-
ciation took similar action at its meeting October 12-16, 1914, and
since the American Railway Engineering Association has already ap-
proved the above diagrams, in March, 1914, there is no further ac-
tion to be taken, except to note the progress of the other associa-
tions.
(d) In the report of this Sub-Committee to the Electricity Commit-
tee, and in the Electricity Committee's report to the Association for 1913,
it was stated that the Sub-Committee on Clearances proposed to continue
the study, in conjunction with other associations, and to make a recom-
mendation changing the clearance line on Diagram "A," modifying the
limit:ng clearance line FE for rolling equipment, so as to give addi-
tional space for automatic train stops or other permanent way struc-
tures.
We have during the year investigated this question and compiled
information received from one hundred and ninety-six (196) railroad
companies as to existing conditions of rolling equipment encroachment
within the space under consideration. One hundred and forty (140) of
these replies show no encroachment, and information covering encroach-
ment of the remaining is shown on the attached diagram, entitled
"Equipment of Leading Railroads Encroaching Below EE F' E' Line,"
and also in the attached Appendix A.
The above information was laid before the Joint Committee of rep-
resentatives of the American Railway Association, American Railway
Engineering Association and the American Electrical Railway Engineer-
ing Association at their meeting of September 30, 1914, and after discus-
sion the following resolution was adopted:
"That the limiting clearance line for rolling equipment, as
adopted by the American Railway Association, should be changed so
that the points FE 2^2 and GE O become FE 2]4 and GE O."
15 15 6 6
At the meeting of the American Railway Association of November
18, 1914, the above resolution was received as embodied in the report of
their Committee on Electrical Working, and was approved. The Ameri-
can Electrical Railway Engineering Association has not as yet taken
920 ELECTRICITY.
action upon this matter as an association. It will, however, be reported
to that Association at its next meeting.
The Committee on Electricity of the American Railway Engineer-
ing Association, at its meeting October 26, 1914, approved the above
resolution, and it will be embodied in its report to the American Railway
Engineering Association's annual meeting for adoption.
(e) During the year information has been secured from the authori-
ties of forty-six States, covering State Regulations for Permissible Un-
derclearance Elevations of Overhead Working Conductors, or other
permanent structures over railroad tracks, and this information is shown
on attached Diagram "C."
(2) TRANSMISSION LINES AND CROSSINGS.
The Sub-Committee has submitted the following report :
For the information of the Association, we would call attention to
the fact that there has recently been organized a standing "National
Joint Committee on Overhead and Underground Line Construction."
This Committee is composed of representatives from fourteen associa-
tions and companies as follows :
DELEGATES. ALTERNATES.
American Railway Association:
J. H. Davis. E. B. Katte.
American Railway Engineering Association:
R. D. Coombs,
G. A. Harwood,
E. B. Katte.
Railway Signal Association:
W. J. Eck. . B. T. Anderson.
Association Railway Telegraph Superintendents:
G. A. Cellar. L. S. Wells.
American Electric Railway Association:
W. T. Oviatt,
Paul Spencer,
Thomas Sproule.
National Electric Light Association:
G. W. Palmer, Jr., C. R. Harte,
C. L. Cadle, Gaylord Thompson,
A. S. Richey. D. E. Crouse.
American Institute of Electric Engineers:
Farley Osgood,
F. B. H. Paine,
P. H. Thomas.
American Electric Railway Association :
W. J. Harvie. E. G. Allen.
American Telephone & Telegraph Company:
J. J. Carty. F. R. Rhodes, or
H. S. Warren.
United States Bureau of Standards:
W. J. Canada. H. S. Phelps.
DIAGRAM "C."
STATE REGULATIONS FOR ELEC-
TRIC WIRE CROSSINGS, OVER
HEAD WORKING CONDUCTORS
\\T) UNDER CLEARANCE FOR
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ELECTRICITY. 921
Independent Telephone Association of America:
H. T. Wreaks.
Western Union Telegraph Company:
R. E. Chetwood. E. J. Howe.
Postal Telegraph Company:
W. I. Capen. R. Gould, or
J. F. Skirrow.
National Fire Protection Association:
G. F. Sever.
The officers of the National Joint Committee are :
Chairman : Farley Osgood, Assistant General Manager, Public Service
Electric Co., Newark, N. J.
Vice-Chairman : G. W. Palmer, Jr., Electric Engineer, Bay State Street
Railway Co., Boston, Mass.
Secretary: R. D. Coombs, Consulting Engineer, 30 Church Street, New
York City.
Sub-Committees have been appointed on the following subjects:
(1) Underground and Undergrade Crossings.
(2) Crossings of Electric Wires Over Electric Railway Tracks.
(3) Crossings of Trolley Contact Wires.
The Sub-Committee on Transmission Lines and Crossings has been
working through its representation on the National Joint Committee to
the end that uniform action may be obtained by all associations on the
present, as well as all future specifications. It is the hope and intention
to submit new specifications when and after their adoption by the Na-
tional Joint Committee.
The Sub-Committee recommends the adoption, as a new specification,
of the "Specification for Crossings of Wires or Cables of Telegraph,
Telephone, Signal and Other Circuits of Similar Character Over Steam
Railroad Rights-of-Way, Tracks, or Lines of Wires of the Same Classes,'-
submitted herewith as Appendix B.
This specification has already been adopted by the Association ol
Railway Telegraph Superintendents American Railway Association,
Western Union Telegraph Co., Postal Telegraph Co. and the American
Telephone & Telegraph Co.
The Sub-Committee recommends the substitution of the revised edi-
tion of the "Specifications for Overhead Crossings of Electric Light and
Power Lines," submitted herewith as Appendix (', in place of that adopted
in 1912. The changes, while rather numerous, are not of great moment,
but since this revised edition has already been accepted by the American
Electric Railway Engineering Association and the American Railway \-
sociation, it is advisable that uniform act i> .11 be maintained.
The Joint Committee, as a whole, is working on the revision of the
wire crossing specification.
In view of the above the printing, other than in the Proceedings, of
the new edition of the revised specifications is not now recommended,
922 ELECTRICITY.
Starting with the revised edition as a basis, the National Joint Com-
mittee will hereafter take up the question of the additions or changes
suggested by the 1012 convention.
(3) INSULATION; (4) MAINTENANCE ORGANIZATION;
(6) RELATION TO TRACK STRUCTURES.
Your Committee has nothing to report on the above three items.
(5) ELECTROLYSIS.
The following were appointed for the present year as representatives
of your Committee on Electricity to serve on the National Joint Com-
mittee on Electrolysis, and all the work that has been done on the sub-
ject mentioned has been in conjunction with the National Joint Commit-
tee : Messrs. Brumley, Katte and Murray.
For the information of the members of the Association, the Minutes
of the meeting held by the National Joint Committee on November 3.
1914, are quoted herewith :
Meeting of Joint National Committee on Electrolysis at the rooms
of the American Institute of Eleotrical Engineers, New York City, No-
vember 13, 1914, at 10:30 a. m.
Present : B. J. Arnold, Chairman ; E. B. Rosa, Secretary ; A. P.
Boeri, L. L. Elden, A. F. Ganz, J. A. Gould, E. B. Katte, J. D. Von Maur,
F. L. Rhodes, D. W. Roper, R. P. Stevens, P. Torchio, F. Towle, H. S.
Warren, P. Winsor, S. S. Wyer.
After some introductory remarks by the Chairman, in which he ex-
pressed his pleasure that the Sub-Committees had presented such satis-
factory reports, Mr. Warren, Chairman of the Sub-Committee on Plan
and Scope, presented the report of that Committee. The report consisted
chiefly of a list of five resolutions, which were recommended to the Joint
National Committee for adoption. These resolutions were read, and.
after some discussion, passed unanimously, with the exception of the last,
for which a substitute was moved and adopted. The following are the
five resolutions as passed :
(1) That the reports of the several Sub-Committees be received and
the Sub-Committees continued.
(2) That a Special Sub-Committee on Publication (with one repre-
sentative from each organization) be appointed to compile into a single re-
port the information collected by the various Sub-Committees, with any
necessary additions or modifications. This report is to be submitted to the
Joint Committee in galley proof, sufficiently in advance of a meeting to
afford opportunity for careful review and the sending of criticisms to the
Publication Sub-Committee to permit revision of the report to be made for
presentation to the Joint Committee meeting. The report, after approval
by the Joint Committee, will be published when the representativss of all
the societies and organizations represented give their permission to pub-
lish, it being understood that the several delegates consult their societies
and organizations in any manner they see fit. In taking a final vote on
the question of publication, the delegates of each association shall have
together one vote.
(3) That each organization represented on the National Joint Com-
mittee on Electrolysis be asked to contribute $200 for the use of the Com-
mittee, chiefly for the expense of publication.
ELECTRICITY. 923
(4) That a Treasurer of the National Joint Committee be elected or
appointed.
(5) That the Sub-Committee on Plan and Scope be requested to
formulate a plan of electrolysis investigation which shall lead to recom-
mendations, in order that such work may be taken up as soon as prac-
ticable.
The Joint Committee adjourned at 12 o'clock and met again at 2:30
in the rooms of the American Electric Railway Association.
Mr. Torchio, as Chairman of the Sub-Committee on Foreign Prac-
tice, presented some maps and charts and gave some very interesting
explanations of material which he had accumulated on his trip to Europe
last summer.
It was voted by the Joint Committee that the Chairman should ap-
point a Sub-Committee on Publication, of eight members, one from each
organization represented on the Electrolysis Committee in accordance with
the second resolution adopted at the morning session. The following
Sub-Committee was later named by the Chairman :
E. B. Katte, Chairman, American Railway Engineering Associa-
tion ;
A. S. Richey, American Electric Railway Association ;
F. N. Waterman, American Institute of Electrical Engineers ;
P. Torchio, National Electric Light Association ;
A. F. Ganz, American Gas Institute ;
S. S. Wyer, Natural Gas Association ;
H. S. Warren, American Telephone and Telegraph Company ;
E. B. Rosa, National Bureau of Standards.
It was also voted that the Sub-Committee on Publication be author-
ized to draw from the Treasurer, for the expenses of publication and
other miscellaneous expenses, the warrant of the Chairman being the au-
thority of the Treasurer for the payment of such bills.
It was voted that the Chairman appoint a Treasurer in accordance
with the fourth resolution adopted at the morning session.
The Chairman expressed the hope that the Joint Committee would
be able to make some study of electrolysis conditions in Chicago, perhaps
next spring, and it was understood that the Joint Committee would, at
the proper time, accept the invitation from the Board of Supervising
Engineers and make a more or less extended study of electrolysis condi-
tions in Chicago.
Mr. Von Maur, Chairman of the Sub-Committee on Methods and
Analysis of Surveys, reported that his Sub-Committee had not been able
to complete their report and furnish copies to the members, but that they
expected to be able to do so in about two weeks.
It was voted that the comments and criticisms of members con-
cerning the several reports of the Sub-Committees be sent to the Sub-
committee on Publication for their guidance in the preparation of a re-
port to be published, and that such comments and criticisms should
be in the hands of the Sub-Committee on Publication not later than Jan-
uary 1, 1915.
It was voted that the New England Water Works Association be
invited to appoint three delegates to this Joint Committee, in case they
desire to do so on the same conditions that other organizations are rep-
resented.
A letter was read by the Secretary from the Independent Tele-
phone Association, asking for the conditions of membership in the
National Joint Committee. No action was taken, except to request
the Chairman to inquire whether that association wished to be repre-
sented.
924 ELECTRICITY.
The Secretary read a letter from the State Fire Marshal of Ohio,
calling attention to recent gas explosions in some cities in Ohio and
urging that the Joint Committee take full account of the fire hazard due
to electrolysis in their study of the subject.
The Joint Committee adjourned at 5 p. m., the next meeting to be at
the call of the Chairman.
MEMBERSHIP OF JOINT NATIONAL COMMITTEE ON ELECTROLYSIS.
Revised to November 13, 1914.
American Institute of Electrical Engineers:
B. J. Arnold, Chairman; Consulting Engineer, 105 La Salle Street,
Chicago, 111.
F. N. Waterman, Consulting Engineer, 100 Broadway, New York
City.
Paul Winsor, Chief Engineer, Boston Elevated Railway, Boston,
Mass.
American Electric Railway Association:
A. S. Richey, Consulting Engineer and Professor of Electrical En-
gineering, Worcester Polytechnic Institute, Worcester, Mass.
R. P. Stevens, President, Mahoning & Chenango Railway and Light
Co., Youngstown, O.
Calvert Townley, Assistant to President, Westinghouse Electric and
Manufacturing Co., 165 Broadway, New York City.
American Railway Engineering Association:
D. J. Brumley, Valuation Engineer, Illinois Central Railroad, Chi-
cago, 111.
E. B. Katte, Chief Engineer, Electric Traction, New York Central &
Hudson River Railroad, New York City.
W. S. Murray, Consulting Engineer, New York, New Haven & Hart-
ford Railroad, New Haven, Conn.
National Electric Light Association:
L. L. Elden, Electrical Engineer, Edison Electric Illuminating Co.,
Boston, Mass.
D. W. Roper, Assistant to Chief Operating Engineer, Commonwealth
Edison Co., Chicago, 111.
Philip Torchio, Chief Electrical Engineer, New York Edison Co.,
124 East Fifteenth Street, New York City.
American Gas Institute:
Albert F. Ganz, Consulting Engineer and Professor of Electrical
Engineering, Stevens Institute of Technology, Hoboken, N. J.
John A. Gould, Engineer of Distribution, Boston Consolidated Gas
Co., Boston, Mass.
Jacob D. Von Maur, Superintendent of Distribution, Laclede Gas
Light Co., Eleventh and Olive Streets, St. Louis, Mo.
Natural Gas Association:
P. G. Oliphant, General Manager, Iroquois Natural Gas Co., Buf-
falo, N. Y.
Forrest M. Towl, Civil Engineer, 26 Broadway, New York City.
S. S. Wyer, Consulting Engineer, Harrison Building, Columbus. O.
American Telephone and Telegraph Co.:
H. S. Warren, Electrical Engineer, 15 Dey Street, New York City.
F. L. Rhodes, Outside Plant Engineer, 15 Dey Street, New York-
City.
A. P. Boeri, Protection Engineer, 15 Dey Street, New York City,
ELECTRICITY. 925
National Bureau of Standards:
E. B. Rosa, Chief Physicist, National Bureau of Standards, Wash-
ington, D. C.
SUB-COMMITTEES OF JOINT NATIONAL ELECTROLYSIS COMMITTEE.
On Plan and Scope:
H. S. Warren, Acting Chairman. American Tel. & Tel. Co.
F. N. Waterman A. I. E. E.
A. S. Richey American Electric Railway Associa-
tion.
E. B. Kattc American Railway Engineering Asso-
ciation.
D. W. Roper National Electric Light Association.
A. F. Ganz American Gas Institute.
S. S. Wyer Natural Gas Association of America.
E. B. Rosa, Secretary Bureau of Standards.
On Publication:
E. B. Katte, Chairman American Railway Engineering Asso-
ciation.
F. N. Waterman A. I. E. E.
P. Torchio National Electric Light Association.
A. S. Richey American Electric Railway Association.
A. F. Ganz American Gas Institute.
S. S. Wyer Natural Gas Association.
II. S. Warren American Tel. & Tel. Co.
E. B. Rosa National Bureau of Standards.
On Principles and Definitions:
E. B. Rosa, Chairman ; D. J. Brumley,
V P. Boeri, R. P. Stevens.
On Methods and Analysis of Surveys:
J. D. Von Maur, Chairman ; F. L. Rhodes,
L. L. Elden, P. Winsor.
B. G. Olyphant,
On Foreign Practice:
P. Torchio, Chairman; Forres! M. Towl,
J. A. Gould, Calvert Townley.
W. S. Murray,
(hi Domestic Practice:
F. N. Waterman, Chairman; D. \\ . Roper,
A. F. Ganz. II. S. Warren.
E. B. Katte, S. S. Wyer.
A. S. Richey,
RECOMMENDATIONS.
(ii The Committee recommends for adoption by the Association
and publication in the Manual Diagram "A." "Recommended Clearance
Lines for Equipmenl ami Permanent Way Structures Adjacent to Third
Rail and for Third Kail Structun
(2) The adoption of the "Specification for (J Wires and
Cables of Telegraph. Telephone, Signal ami other Circuits of Similar
Character Over Steam Railroad Rights-of-Way, Tracks, or Lines of
Wires of the Same Classes."
926 ELECTRICITY.
(3) The adoption of the revised edition of the Specification for
Overhead Crossings of Electric Light and Power Lines, with the under-
standing that the National Joint Committee will take up the question of
the additions or changes in this specification previously suggested by this
Association at its 1912 convention.
The Committee recommends that representatives continue to serve
on the National Joint Committee on Electrolysis and on the National
Joint Committee on Overhead and Underground Line Construction.
It is also recommended that the statistical data furnished by the Sub-
Committee on Clearances be added to form year to year and kept up to
date, and that consideration be given any new information that may de-
velop in reference to Maintenance Organization and Relation to Track
Structures, and asks for such other instructions as seem necessary or de-
sirable.
Respectfully submitted for the Committee by
GEORGE W. KITTREDGE.
Chairman.
ELECTRICITY.
927
928
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Appendix A.
LIMITING CLEARANCE LINE FOR ROLLING EQUIPMENT.
On January 20, 1914, letters were sent out to two hundred and
fifty-six railroads, asking if any of their equipment encroached below
EE F' E' line on diagram.
The following answers were received by December 1, 1914:
140, Do not encroach; 60, Not answered; 21, Have equipment en-
croaching below EE F' E' line ; 25, Have snow plows and snow flanges
encroaching below EE F' E' line, all other equipment clears ; 1, Has one
ballast-spreader encroaching, all other equipment clears (Texas & Pa-
cific) ; 1, Has equipment encroaching, but is a narrow-gage railroad
(Prince Edward Island Railway) ; 1, Has no standard-gage cars and
refuses to answer questions (East Broad Top Railroad) ; 1, Refuses to
pass on subject (Pittsburgh, Shawmut & Northern) ; 2, Answered they
were not interested (Mexican Railway and Brinson Railway) ; 1, Had
no equipment leaving own line (Clarendon & Pittsford) ; 1, Has no dia-
gram, clears all trunk-line cars (Chicago Junction Railway) ; 1, Does not
know, has no standard clearance diagram (Louisiana Railway and Navi-
gation Coi) ; 1, Does not care to set aside any location for such purpose
(Vandalia).
EQUIPMENT OF LEADING RAILROADS ENCROACHING BELOW EE f' e' LINE.
Alabama & Great Southern:
Have no passenger and freight cars encroaching, but fifty 100-ton
engines, Class D-9, Nos. 700-749 inclusive, the main rod of which will
encroach when tires are worn to maximum limit.
Baltimore & Ohio:
Clearance diagram, which is our only information, does not mention
what kind of equipment.
Birmingham So u them :
All new equipment clears, being 3 in. above top of rail. Freight
equipment worn to maximum limit will encroach.
Canadian Northern:
Clearance diagram shows encroachment, but does not specify what
kind of equipment. No other information.
ilian Northern Quebec:
Same as Canadian Northern Railway.
Central of New Jersey:
New engines Nos. 430-480 encroach as follows : Tires with worn
flanges ; strap bolt nuts on under side of pilots for locomotives : pedestal
tie strap on 5^2Xio-in. four-wheel trucks worn to the limit.
Chicago, Mempliis & Gulf:
The following equipment encroaches : Tie strap bolts on Andrews
cast-steel truck when wheels and bearings are worn to their limit ; 75-
ton wrecking crane, X-87 ; standard snow plow; pilot snow plow.
Cincinnati, Nczu Orleans & Texas Pacific:
Same as Alabama & Great Southern Railway.
Cumberland I' alley:
Locomotive tires will encroach, and in some cases the counterbalance
"i locomotives will encroach also.
932
ELECTRICITY. 933
Delaware & Hudson:
Six thousand one hundred and twenty-five coal cars will encroach if
hopper doors are left wide open.
Dixie Route:
Column bolts on Simplex trucks will encroach ]/2 in.
Duluth & Iron Range:
Ore cars with Andrews truck frame with tires and brasses worn
will encroach.
Snow plows and engine snow flanges will also encroach.
Florida East Coast:
Have ten 70-ft. express cars, Nos. 430-439 inclusive, on which the
truck equalizers under loaded cars that have tires less than 7}/2 in. thick
will encroach.
Halifax & Soutliwestem:
Same as Canadian Northern.
Illinois Central:
Same as Chicago, Memphis & Gulf.
Minneapolis & St. Louis:
Have equipment which encroaches as follows: Back end of main
rods when in the lower quadrant; counterbalance on main driver.
Norfolk & Western:
Limiting clearance line for equipment encroaches.
Pittsburgh & Lake Erie:
Cars with steel doors down will encroach.
Quebec & Lake St. John:
Same as Canadian Northern.
St. Louis & Southwestern:
Cranks and side rods on engines will encroach.
Union Pacific:
The following equipment encroaches : Snow plows and flanges :
cylinder cocks ; Andrews truck frame with wheels, axles and brasses
worn to limit.
Wheeling & Lake Erie:
Locomotives will encroach.
Encroaches Below F.F. F' E'
Railroad. Line.
Abilene & Southern No.
Addyston & Ohio No.
Adirondack & St. Lawrence No.
\linapee & Western No.
Akron, Canton & Youngstown
Alabama & Mississippi
Alabama & Tombigbee
Alabama & Great Southern Yes
Alabama, Tennessee & Northern
Algoma Central & Hudson Bay
Ali(|uippa & Southern No.
Ann Arbor No.
Areata & Mad River No.
Arizona Eastern
\rkansas, Louisiana & Gulf
\lchison, Topcka & Santa Fe Yes ; snow plow only.
Santa Fe, Prescott & Phoenix Yes; snoy pl<>us oiriy.
934
ELECTRICITY.
Atlanta & West Point
Atlanta, Birmingham & Atlantic No.
Atlantic City No.
Atlantic Coast Line No.
Baltimore, Chesapeake & Atlantic No.
Bangor & Aroostook Yes ; snow plows only.
Bangor Railway & Electric Co
Bellingham & Northern Yes ; snow plows only.
Belt Railway of Chicago
Benton & Fairfield
Bessemer & Lake Erie No.
Bingham & Garfield Yes ; snow plows only.
Birmingham Southern Yes.
Boston & Albany No.
Boston & Maine No.
Boyne City, Gaylord & Alpena No.
Brinson Not interested.
Buffalo & Susquehanna
Buffalo, Rochester & Pittsburgh No.
Butte, Anaconda & Pacific
Calumet, Hammond & Southeastern
Cambria & Indiana No.
Canadian Northern Yes.
Canadian Northern Ontario No.
Canadian Northern Quebec Yes.
Canadian Pacific, Western Lines Yes; snow plows only.
Canadian Pacific, Eastern Lines Yes ; snow plows only.
Carolina, Clinchfield & Ohio No.
Central Indiana No.
Central of Georgia No.
Central Ontario
Central Railroad of New Jersey Yes.
Central Vermont Yes ; snow plows only.
Central West Virginia & Southern
Charleston & Western Carolina
Charlotte Harbor & Northern No.
Chicago & Alton No.
Chicago & Eastern Illinois No.
Chicago & Illinois Midland No.
Chicago & Illinois Western
Chicago & Northwestern Yes ; snow plows only.
Chicago & Western Indiana
Chicago, Burlington & Quincy No.
Chicago Great Western No.
Chicago, Indiana & Southern No.
Chicago, Indianapolis & Louisville No.
Chicago Junction No ; diagram clears all
Chesapeake & Ohio No.
Chicago, Memphis & Gulf Yes.
Chicago, Milwaukee & Gary
Chicago, Milwaukee & St. Paul No.
Chicago, Peoria & St. Louis
Chicago, Rock Island & Gulf Yes; snow plows only.
Chicago, Rock Island & Pacific Yes ; snow plows only.
Chicago, St. Paul, Minneapolis & Omaha.. No.
Chicago, Terre Haute & Southwestern No.
cars.
ELECTRICITY. 935
Cincinnati, Hamilton & Dayton No.
Cincinnati, New Orleans & Texas Pacific. Yes.
Cincinnati Northern No.
Clarendon & Pittsford No cars leave railroad.
Cleveland, Cincinnati, Chicago & St. Louis. No.
Colorado & Southeastern No.
Colorado & Wyoming
Colorado Midland No.
Columbia & Puget Sound
Copper River & Northwestern Yes ; snow plows only.
Copper Range
Cornwall & Lebanon
Corvallis & Alsea River
Cumberland & Pennsylvania No.
Cumberland Valley Yes.
Coal & Coke No.
Delaware & Hudson Yes.
Delaware, Lackawanna & Western Yes ; snow flanges only.
Denver & Rio Grande No.
Detroit & Toledo Shore Lines No.
Detroit, Toledo & Ironton
Dixie Route Yes.
Duluth & Iron Range Yes ; no plan.
Duluth & Northern Minnesota
Duluth, Massabe & Northern Yes ; snow flanges only.
Duluth, South Shore & Atlantic No.
Duluth, Winnipeg & Pacific
East Broad Top Railroad & Coal Co No standard-gage cars.
East St. Louis & Suburban
Elgin, Joliet & Eastern No.
El Paso & Southwestern No.
Erie No.
Escanaba & Lake Superior No.
Florence & Cripple Creek
Florida East Coast Yes • no plans. •
Fonda, Johnstown & Gloversville No.
Fort Dodge, Des Moines & Southern
Fort Smith & Western No.
Fort Worth & Denver City No.
Galveston, Harrisburg & San Antonio No.
Georgia & Florida No.
Georgia, Florida & Alabama
Georgia No.
Georgia Southern & Florida
Grand Rapids & Indiana No.
Grand Trunk Yes ; snow plows and locomo-
' tive pilots only.
Grand Trunk Pacific No.
Great Northern No.
Green Bay & Western No.
Gulf & Ship Island No.
Gulf, Colorado & Santa Fe
Gulf Line No.
Gulf, Texas & Western
936 ELECTRICITY.
Hali fax & Southwestern No.
Hocking Valley No.
Houston & Texas Central No.
Houston, East & West Texas No.
Houston & Shreveport No.
Idaho & Washington Northern Yes; snow plows only.
Illinois Central Yes.
Illinois Southern No.
Illinois Traction No.
Indiana Harbor Belt No.
Intercolonial Yes.
International & Great Northern No.
Iowa & Illinois
Kanawha & Michigan No.
Kansas City, Clinton & Springfield
Kansas City, Mexico & Orient No.
Kansas City Southern No.
Kettle Valley
Lake Erie & Western
Lake Shore & Michigan Southern No.
Lake Shore Electric Yes ; snow plows only.
Lake Superior & Ishpeming Yes.
Munising, Marquette & Southeastern Yes.
Laramie, Hahn's Peak & Pacific No.
Lehigh & New England No.
Lehigh Valley No. '
Las Vegas & Tonopah No.
Louisiana & Northwestern
Lexington & Eastern No.
Louisiana & Arkansas No.
Louisiana-Pine Bluff
Louisiana Railway & Navigation Co No; standard clearance dia-
gram.
Louisiana & Northwest No.
Louisville & Nashville No.
Louisville, Henderson & St. Louis
Maine Central No.
Manistee & Northeastern
Mexican Is not interested.
Mexican Northwestern No.
Michigan Central Yes ; snow plows only.
Midland Valley No.
Mineral Range Yes.
Minneapolis & St. Louis No.
Minneapolis, St. Paul & Sault Ste. Marie.. No.
Minnesota & International No.
Mississippi Central No.
Missouri & North Arkansas No.
Missouri, Kansas & Texas No.
Missouri, Oklahoma & Gulf
Missouri Pacific
Mobile & Ohio No.
Morgan's Louisiana & Texas No.
EQUIPMENT OF LEADING RAILROADS
ENCROACHING BELOW EE-FE LINE.
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ELECTRICITY. 937
Nashville, Chattanooga & St. Louis No.
National Railways of Mexico No.
Nevada-California-Oregon
New Orleans & Northeastern No.
New Orleans & Great Northern No.
New Orleans, Mobile & Chicago No.
New Orleans, Texas & Mexico No.
New York,' Chicago & St. Louis No.
New York, New Haven & Hartford No.
"New York, Ontario & Western No.
New York, Philadelphia & Norfolk No.
New York, Susquehanna & Western No.
New York, Westchester & Boston
Norfolk & Western Yes.
Norfolk & Southern No.
Northern Central No.
Northern Pacific No.
Northwestern Pacific No.
Ohio Electric
Oklahoma Central
Oregon Electric No.
Oregon & Washington R. R. & Nav. Co. . . No.
Oregon Short Line Yes ; snow plows only.
Pacific Electric
Pan-American
Pecos & Northern Texas
Pennsylvania Lines West of Pittsburgh. . . .Yes.
Pennsylvania Railroad No.
Peoria & Eastern No.
Pere Marquette No.
Philadelohia & Reading No.
Pittsburgh & Lake Erie Yes.
Pittsburgh, Shawmut & Northern Refuses to pass on subject.
Prince Edward Island Yes ; narrow-gage railway.
Puget Sound Electric No.
Quebec & Lake St. John Yes.
Quebec Central
Quebec, Montreal & Southern No.
Quincy, Omaha & Kansas City No.
Raleigh, Charlotte & Southern No.
Reid Newfoundland Co No.
Rio Grande & Southern
Rutland No.
St. Joseph & Grand Island No.
St. Louis & San Francisco No.
St. Louis Southwestern Yes.
St. Louis & Kansas City Short Line Yes ; snow plows only.
San Antonio & Aransas Pass No.
San Antonio, Uvalde & Gulf
San Francisco, Oakland & Terminal No.
San Pedro, Los Angeles & Salt Lake No.
Seaboard Air Line No.
938 ELECTRICITY.
Southern No.
Southern Railway in Mississippi No.
Southern Pacific Yes ; snow plows only.
Southern Pacific Railroad of Mexico. Yes ; snow plows only.
Spokane, Portland & Seattle No.
Susquehanna & New York Yes ; snow plows only.
Temiskaming & Northern Ontario No.
Tennessee Central
Texas & New Orleans No.
Texas & Pacific Yes ; ballast spreaders only.
Toledo & Ohio Central No.
Toledo, Peoria & Western No.
Toledo, St. Louis & Western No.
Transcontinental
Trinity & Brazos Valley No.
Union Pacific Yes.
Vandalia Does not care.
Vera Cruz & Isthmus
Virginia & Southwestern No.
Virginian No.
Wabash Yes.
Western Maryland No.
Western Pacific No.
Wheeling & Lake Erie Yes.
Wichita Falls Route No.
Wisconsin & Michigan No.
Yazoo & Mississippi Valley
New York Central & Hudson River No.
Baltimore & Ohio Yes.
Appendix B.
SPECIFICATIONS FOR CROSSINGS OF WIRES OR CABLES OF
TELEGRAPH, TELEPHONE, SIGNAL AND OTHER CIR-
CUITS OF SIMILAR CHARACTER OVER STEAM
RAILROAD RIGHTS-OF-WAY, TRACKS,
OR LINES OF WIRES OF THE
SAME CLASSES.
1. Scope.
These specifications cover the construction and maintenance of lines
of aerial wires or cables of telegraph, telephone, signal, and all other
electric wires of similar character crossing steam railroad rights-of-way,
tracks, or lines of wires of the classes mentioned above. They prescribe
the standard practice to be followed. In matters not specifically pre-
scribed, or when local conditions make the prescribed practice imprac-
ticable, they shall be met by methods that will provide equivalent security
and protection of life and property.
Wires covered by these specifications shall not carry more than 550
volts.
2. Drawings.
Complete drawings shall be furnished in duplicate before construction
is commenced. These drawings shall show the general plan of the right-
of-way, tracks, and wires to be crossed and the construction proposed, in-
cluding the locations of the poles supporting the crossing span and the
adjoining spans on either side of the crossing span, the number, kind and
size of wires, and the proposed clearances of the existing tracks and wires.
3. Location of Poles.
(a) Spans crossing railroad rights-of-way preferably should be sup-
ported upon poles placed outside of the right-of-way ; but spans over
tracks, and one span adjoining them on each side, should not exceed one
hundred and twenty-five (125) feet in length. When impracticable to
obtain a span of 125 feet the length of the crossing span shall be as short
as practicable, but shall not exceed 175 feet, and the material, size and
sag of conductors shall meet the requirements hereinafter specified.
When the span length exceeds 125 feet the spans adjoining the crossing
span should not exceed no feet.
(b) Wherever practicable, the poles supporting the crossing span
and the adjoining span on each side thereof shall be in a straight line,
and the angle between the crossing line and the railroad tracks or pole
line shall not be less than forty-five (45) degrees.
(c) The poles shall be located as far as practicable from inflammable
materials or structures.
(d) Unless physical conditions or municipal requirements prevent,
the side clearance shall be not less than twelve (12) feet from the near-
est track rail, except that at sidings a clearance of not less than seven
(7) feet may be allowed. At loading sidings sufficient space shall be left
for a driveway.
4. Position and Clearance of Wires and Cables.
(a) Wires and cables shall give a clearance of not less than twenty-
five (25) feet above the rail, under the most unfavorable conditions of
temperature and loading.
(b) The clearance of wires and cables from any existing wire shall
not be less than two (2) feet, under the most unfavorable conditions of
temperature and loading.
939
940
ELECTRICITY.
5. Poles.
Wooden poles shall be of one piece of selected timber, peeled, rea-
sonably straight, and free from defects, which would decrease their
strength or durability. Poles of various kinds of timber shall have the
following dimensions at the top and six (6) feet from the butt:
Eastern White Cedar :
Length
of Poles
Feet.
Minimum Top Circumference . .
Minimum Circumference 6
feet from Butt 20
Not Not Not Not
Over 12 Over 20 Over 40 Over 80
Wires, Wires, Wires, Wires,
Inches. Inches. Inches. Inches.
1754 1&H 22 24
20
2SV2
27
22
27
28^
30
25
28
30
32
36
30
31
33
36
40
35
34
36
38
43
40
37
40
43
47
45
40
43
47
50
50
42
46
50
53
55
45
49
53
56
60
52
56
59
Western Cedar:
Length
of Poles
Feet.
Minimum Top Circumference . .
Minimum Circumference 6
feet from Butt 20
Not Not Not Not
Over 12 Over 20 Over 40 Over 80
Wires, Wires, Wires, Wires,
Inches. Inches. Inches. Inches.
185^ 22 25 28
20
24
26
22
25
27
30
25
26
28
3i
34
30
28
30
34
37
35
30
32
36
40
40
32
34
38
43
45
34
36
40
45
5o
36
38
42
47
55
38
40
44
49
60
39
4i
46
52
Chestnut:
Length
of Poles,
Feet.
Minimum Top Circumference . .
Minimum Circumference 6
Not Not Not Not
Over 12 Over 20 Over 40 Over 80
Wires, Wires, Wires, Wires.
Inches. Inches. Inches. Inches.
20 20 22 24*
20
24
27
22
25
28^
3i
25
27
30
33
37
30
3i
33
36
40
35
35
36
40
43
40
39
40
43
45
45
43
43
47
48
50
46
46
50
51
55
49
53
54
60
56
57
"55 and 60 foot poles to carry not over 80 wires, 22 inches.
ELECTRICITY. 941
Other Kinds :
Poles of other kinds of timber or other material and construction
shall have at least the same strength and durability as those specified
above.
6. Wire Loads.
Each aerial telegraph, telephone or signal wire shall be counted as
one wire, without regard to size or kind, up to and including No. 8 B. W.
G. Wires of larger size shall be considered as the number of No. 8 B. W.
G. copper wires to which they are equivalent in weight. The number of
aerial wires equivalent to a cable shall be determined by multiplying the
circumference of the cable, in inches, by three (3).
Each twisted pair shall be considered as one wire and each mes-
senger wire supporting twisted pair wiring shall be considered as one
wire. Not more than two messenger wires shall be attached to either
pole of the crossing span.
7. Setting Poles.
Poles shall be set to the following depths :
Length
Depth
Depth in
of Poles, Feet.
in Earth, Feet.
Solid Rock, Feet,
20
4
3
22
AV2
3
25
5
3
30
554
1V2
35
6
4
40
6
4
45
6V2
AV2
50
7
454
55
W2
5
60
8
5
Great care shall be taken to secure firm foundations. Exposure to
washouts shall be avoided. Poles should not be set in a sloping bank,
but if it be unavoidable, the depth of each hole shall be measured from
the lowest side of the opening. When the slope of the bank is greater
than forty-five (45) degrees, or when the earth is so soft that it is pos-
sible that the pole may press out of the bank, the pole shall be set six
(6) inches deeper than is specified in the above table. Wherever ordinary
methods do not provide secure setting for poles, artificial foundations and
extraordinary methods shall be used to secure stability.
Holes shall be dug large enough to admit the poles without stabbing
or hewing, and shall be full size at the bottom to allow the use of tampers.
The dirt shall be filled in evenly around the poles and thoroughly tamped
as the holes are filled. Soil shall then be piled around the poles above the
surface and firmly packed. Poles set in rock shall have the rock firmly
wedged around them.
8. Fitting Poles.
The top of each pole shall be roofed.
On round poles gains shall be provided for all cross arms. They
shall be of proper width for the cross arms used, and one-half (lA) inch
deep.
The center of the upper gain shall be at least ten (10) inches below the
apex of the roof.
9. Guys.
(a) Poles supporting the crossing span shall be side-guyed in both
directions, if practicable, and be head-guyed away from the crossing span.
Braces may be used instead of guys.
942
ELECTRICITY.
(b) Guys shall be of galvanized steel wire or stranded steel cable,
and their strength and number shall be as follows :
Number of Wires.
I to 2 inclusive
3 to \2 inclusive
13 to 40 inclusive
41 to 50 inclusive
51 to 80 inclusive
Strength and Number
of Head Guys.
No. 6 B. W. G. steel wire
4,000 lbs
6,000 lbs
10,000 lbs. or 2 6,000 lbs.
16,000 lbs. or 2 10,000 lbs.
Strength and Number
of Side Guys.
1 No. 6 B. W. G. steel
wire each side.
1 4,000 lbs. each side.
1 6,000 lbs. each side.
1 6,000 lbs. each side.
1 10,000 lbs. or
2 6,000 lbs. each side.
Guys shall be attached to galvanized iron rods of the following di-
mensions :
Size of Guy. Size of Guy Rod.
No. 6 B. W. G. steel wire 6 ft. x V2 in.
4,000 lbs. strand 6 ft. x 5^ in.
6,000 lbs. strand 8 ft. x y% in.
10,000 lbs. strand or two 6,000 lbs. strand.. .8 ft. x % in.
16,000 lbs. strand or two 10,000 lbs. strand.. .9 ft. x 24 in.
(c) Anchor rods shall be fastened to anchor logs of sound mate-
rials. Excavations in earth for anchor logs shall be of the dimensions
given in the following table, depending on the sizes of guy rods and
anchor logs used :
Size of Depth of Excavation
Guy Rods. for Anchor Logs.
" AV2 ft.
Number of
Guy Rods.
V2 inch
4 ft.
I
VA ft.
Length and Breadth
of Anchor Logs.
5 ft. x 6 in.
S 5 ft. x 8 in.
{ 7 ft. x 6 in.
5 ft. x 12 in.
7 ft. x 9 in.
9 ft. x 7 in.
V% inch
6 ft.
5 ft-
4 ft.
J 5 ft. x 10 in.
\ 7 ft. x 7 in.
( 5 ft. x 16 in.
{ 8 ft. x 10 in.
f 5 ft. x 23 in.
\ 8 ft. x 14 in.
[ 10 ft. x 12 in.
Y% inch
6 ft.
5 ft.
5 ft. x 14 in.
6 ft. x 12 in.
7 ft. x 10 in.
6 ft. x 16 in.
8 ft. x 14 in.
9 ft. x 12 in.
% inch
y$ inch
6 ft.
6 ft.
f 6 ft. x 16 in.
•I 8 ft. x 14 in.
[ 9 ft. x 12 in.
6 ft. x 12 in.
ELECTRICITY. 943
The length and width of each excavation shall be as small as possible,
especially at the surface of the ground.
(d) Guy stubs may be used only where it is necessary to raise guys
above obstacles or to prevent the obstruction of thoroughfares. They
shall be good, strong poles. In no case shall the guy stub be smaller in
diameter at the top than the pole it supports. They shall be set to lean
away from the poles they reinforce, and shall be anchor guyed with guys
equivalent to the pole guys of the poles they support except that when a
stub cannot be anchored an extra large stub shall be used and it shall be
set at least six (6) feet in the ground and be braced by a footing or un-
derground brace of proper dimensions.
In general, the method of anchoring, location of anchors and depth
and character of setting shall be such as will render effective the full
strength of the guy.
Guy anchors shall be placed at a distance from the poles they rein-
force, measured at the ground line, of not less than one-third (H) the
height of the guy above the ground at the pole.
On poles carrying one or two cross arms, both head and side guys
shall be attached under the upper cross arm. On poles carrying more
than two cross arms the first head guy shall be attached below the second
cross arm and successive head guys under the fourth and sixth cross arms.
On poles carrying more than two cross arms, side guys shall be attached
below the second cross arm.
Stranded guys shall be attached to guy rods with thimbles and fast-
ened as shown in the following table :
Number of Clamps.
Dead Ended on Dead Ended on
Kind of Strand. Pole or Stub. Thimble.
4,000 lbs. 1 two-bolt or 1 three-bolt 1 two-bolt or 1 three-bolt
6,000 lbs. 1 three-bolt 1 three-bolt
10,000 lbs. 2 three-bolt 2 three-bolt
16,000 lbs. 2 three-bolt 3 three-bolt
The end of the guy attached to the pole shall be wrapped twice
around the pole, and the wrapping held in place on the back of the pole
by staples or their equivalent.
(e) Braces shall have top dimensions not less than the top dimen-
sions of the poles they reinforce. Each brace shall be set so that the
"lead" will not be less than one-third (rA) the height of the brace above
ground, measured horizontally at the ground line, of the pole supported,
shall be attached to the pole it braces, for one arm, just below the first
gain, for two arms, iust below the second gain, for four arms or more,
just below the fourth gain, and be fastened by a cross-arm bolt placed at
the lower end of the heel bevel where the brace is in contact with the
pole.
The butt of each push brace shall be set at least three and one-half
C 3 14 ) feet in the ground and be supported on planks, logs, large 'stones or
solid rock ledge.
The butt of each push and pull brace shall be set to a depth of at least
six (6) feet in the ground and a cross log at least five (5) feet long and
not less than eight (8) inches in diameter shall be attached to it by a
cross-arm bolt not less than eight (8) inches from the butt of the brace.
When the pole carries more than twenty (20) wires, five (5) wraps of
No. 8 B. W. G. galvanized iron wire shall be placed around the pole and
brace immediately below their junction.
10. Cross Arms.
(a) Description — Wooden cross arms shall be of sound material, pre-
ferably Western fir of .cross-section not less than 2^x334 inches for six
944 ELECTRICITY.
(6) foot arms or shorter, 3x434 inches for arms longer than six feet.
Other timber may be used provided it is equal to Western fir of these
dimensions in strength and durability. Arms shall not exceed ten (10)
feet in length and shall not support more than ten (10) wires.
(b) Method of Attaching to Poles. — Double cross arms shall be used
on all the poles supporting crossing spans and shall be so attached as to
be maintained at right angles to the poles. Each pole shall be gained
on both sides and each pair of cross arms fastened to the pole with one
five-eighths (5/i) inch cross arm or through bolt. Cross-arm braces must
be attached to at least one of each pair of double cross arms. Blocks of
the same section as and preferably consisting of pieces of cross arms or
of iron pipe, of such length as to fit tightly, shall be placed between each
pair of double arms and eight (8) inches from each endi thereof, and se-
cured in place by five-eighths (%) inch cross arm or through bolts ex-
tending through both arms and lengthwise through the blocks or pipes.
Each bolt shall be provided with two square washers, one to be placed
under the head of the bolt and the other between the nut and the cross
arm. When pipe is used two additional washers shall be provided, one to
be placed at each end of the pipe.
(c) Cross-arm Braces. — Cross-arm braces shall be steel or iron not
less than ^5x1^x26 inches long, each secured to the pole by a fetter drive
screw or lag bolt not less than 4x3^ inches and to the cross arm by a
lag bolt not less than 234 inches long or a carriage bolt not less than
4xf£ inches, except that when the arms are so spaced that the braces
cannot be attached to the poles in this manner, they shall be fastened
vertically to the arms at points situated two-thirds of the distance from
the center of the pole to the end of the arm, and in addition a pair of
braces shall be attached in the usual manner to the bottom arm and the
pole.
11. Pins.
The pins used on the arms next to the crossing shall be of steel,
combination wood and metal or locust.
(a) Steel Pins. — A steel pin may be a steel spindle 8^x^ inches,
except shoulder, which is S/% inch with 1 34-inch base, together with round
washer, nut and cap of split oak wood, or other device of equal strength
and durability.
(b) Combination Wood and. Metal Pins. — A combination wood and
metal pin may be a wooden pin, minimum diameter of shank i34 inches,
maximum length 9 inches, with a hole bored lengthwise through its cen-
ter, in which is inserted a ^2-inch bolt, 10 inches long, equipped with a
1 3^-inch washer, or other device of equal strength and durability. The
wood in the pin shall be equal to locust in strength and durability.
(c) Locust Pins. — Locust pins are to be of sound, straight-grain
locust, minimum cross section of shank i34 inches, maximum length 8
inches.
12. Hardware.
All pole-line hardware shall be galvanized; and when exposed to cor-
rosive influences materially greater than those resulting from the action
of the natural elements, steel pins shall be galvanized, or heavier pins
than the standard specified in section 10 of these specifications shall be
used. Galvanizing shall be applied in accordance with the specifications
for galvanizing iron and steel shown in the appendix.
13. Insulators.
Each insulator shall be of such pattern and design that when mounted
it will withstand, without injury or without being pulled off the pin, the
maximum stress to which it will be subjected with conductor attached,
under the most unfavorable conditions of temperature and loading.
ELECTRICITY. 945
14. Wire.
(a) Kinds and Sizes. — The line wires in the crossing span and in
the next adjoining span on each side thereof shall be of galvanized iron,
hard-drawn copper, or of copper-covered steel of specifications satisfac-
tory to the parties. Iron wire shall not be used where the exposure to
corrosive influences is materially greater than that resulting from the
action of the natural elements. The minimum size of wire which may be
used at any crossing shall he as given in the following table :
Length of Galvanized Hard-Drawn
Crossing Span. Iron Wire. Copper Wire.
150 feet or less No. 10 B. W. G. No. 10 B. & S.
151 feet to 175 feet... No. 8 B. W. G. No. 9 B. & S.
Twisted pair wire, when not supported by messenger wire, shall be
of hard-drawn tinned copper, not smaller than No. 14 B. & S. gage, or of
tinned copper-covered steel of specifications satisfactory to the parties,
not smaller than No. 17 B. & S. gage. In no case shall twisted pair wire
be used in spans longer than one hundred (100) feet without a messenger
wire support.
No joint or splice shall be permitted in any of the crossing spans.
(b) Sags. — The minimum sag of wires in crossing spans shall cor-
respond to the span length and the temperature at which it is strung, as
specified in the following table :
Temperature.
ioo° F, 80° F, 6o° F, 400 F, 200 F, 0° F, -200 F,
Length of Span. Inches. Inches. Inches. Inches. Inches. Inches. Inches.
75 feet 4^ 3 2^ 2 2 iy2 1
100 feet 7 5^ AV2 4 3 2^ 2
115 feet 9 7 514 4H 3lA 3 2^
125 feet 11 %y2 7 6 s 4 3^
150 feet 14 11^ 9 7Y2 6Y2 5l/2 5
175 feet 18 15 12 10 9 7l/2 6Y2
(c) Method of Attaching. — Each wire shall be attached to each in-
sulator of its pair upon the double arm.
(d) Ties. — Tie wires for copper or copper-covered steel line wire
shall be. of the same gage as the line wire and of soft copper or of hard-
drawn copper, which has been thoroughly annealed. Iron tie wires for
No. 8 B. W. G. line wire or larger shall be No. 9 B. W. G. For smaller
sizes of iron wire the tie wires shall be of the same gage as the line wires.
15. Cables.
(a) Size of Strand.— Galvanized steel stranded cable having a break-
ing strength of not less than 6,000 pounds shall be used to support con-
ductor cable of 50 pairs of No. 19 B. & S. gage copper wire, or its equiva-
lent and; smaller, of not less than 10,000 pounds breaking strength for
pairs in excess thereof up to 100 pairs No. 19 B. & S. gage copper wire,
or its equivalent, and not less than 16,000 pounds breaking strength for
larger sizes.
(b) Sag. — Cables shall be suspended with minimum sag as follows:
Span Minimum Sag
in Feet. in Inches.
80 or less 16
90 20
100 22
no 26
120 30
130 34
140 40
150 44
175 ■ 62
946 ELECTRICITY.
16. Inspection.
Every facility for the inspection of the materials and workmanship
shall be furnished the railroad company.
17. Maintenance.
The crossing shall be maintained in safe condition. The poles, cross
arms, insulators, guys, wires and other parts and materials used in the
structure of the crossing shall be periodically inspected, and all defects
shall be promptly repaired, by the owner of the line. The guys and an-
chors shall be maintained so that the guys are kept taut and serve the
purpose for which they are intended. The line wires shall be kept to the
proper sag. Underbrush, grass, or other inflammable material shall be
kept removed from the poles for a sufficient distance to reduce the fire
hazard to the minimum.
SPECIFICATIONS FOR GALVANIZING ON IRON OR STEEL.
This specification gives in detail the test to be applied to galvanized
material. All specimens shall be capable of withstanding these tests.
Coating.
(a) The galvanizing shall consist of a continuous coating of pure
zinc of uniform thickness, and so applied that it adheres firmly to the
surface of the iron or steel. The finished product shall be smooth.
Cleaning.
(b) The samples shall be cleaned before testing, first with carbona,
benzine or turpentine, and cotton waste (not with a brush), and then
thoroughly rinsed in clean water and wiped dry with clean cotton waste.
The sample shall be clean and dry before each immersion in the
solution.
Solution.
(c) The standard solution of copper sulphate shall consist of com-
mercial copper sulphate crystals dissolved in coldi water, about in the
proportion of 36 parts, by weight, of crystals to 100 parts, by weight, of
water. The solution shall be neutralized by the addition of an excess of
chemically pure cupric oxide (CuO). The presence of an excess of cupric
oxide will be shown by the sediment of this reagent at the bottom of the
containing vessel.
The neutralized solution shall be filtered before using by passing
through filter paper. The filtered solution shall have a specific gravity
of 1. 186 at 65 degrees Fahrenheit (reading the scale at the level of the
solution) at the beginning of each test. In case the filtered solution is
high in specific gravity, clean water shall be added to reduce the specific
gravity to 1. 186 at 65 degrees Fahrenheit. In case the filtered solution is
low in specific gravity, filtered solution of a higher specific gravity shall
be added to make the specific gravity 1.186 at 65 degrees Fahrenheit.
As soon as the stronger solution is taken from the vessel containing
the unfiltered neutralized stock solution, additional crystals and water
must be added to the stock solution. An excess of cupric oxide shall
always be kept in the unfiltered stock solution.
Quantity of Solution.
(d) Wire samples shall be tested in a glass jar of at least two (2)
inches inside diameter. The jar without the wire samples shall be filled
with standard solution to a depth of at least four (4) inches. Hardware
samples shall be tested in a glass or earthenware jar containing at least
one-half (y2) pint of standard solution for each hardware sample. Solu-
tion shall not be used for more than one series of four immersions.
ELECTRICITY. 947
Samples.
(e) Not more than seven wires shall be simultaneously immersed,
and not more than one sample of galvanized material other than wire shall
be immersed in the specified quantity of solution.
The samples shall not be grouped or twisted together, but shall be
well separated so as to permit the action of the solution to be uniform
upon all immersed portions of the samples.
Test.
(f) Clean and dry samples shall be immersed in the required quan-
tity of standard solution in accordance with the following cycle of im-
mersions.
The temperature of the solution shall be maintained between 62 de-
grees and 68 degrees Fahrenheit at all times during the following test :
First. Immerse for one minute, wash and wipe dry.
Second. Immerse for one minute, wash and wipe dry.
Third. Immerse for one minute, wash and wipe dry.
Fourth. Immerse for one minute, wash and wipe dry.
After each immersion the samples shall be immediately washed in
clean water having a temperature between 62 degrees and 68 degrees
Fahrenheit, and wiped dry with cotton waste.
In the case of No. 14 galvanized iron or steel wire, the time of the
fourth immersion shall be reduced to one-half minute.
Rejection.
(g) If, after the test described in section "f," there should be a
bright metallic copper deposit upon the samples, the lot represented by
the samples shall be rejected.
Copper deposits on zinc or within one inch of the cut end shall not
be considered causes for rejection.
In the case of a failure of only one wire in a group of seven wires
immersed together, or if there is a reasonable doubt as to the copper de-
posit, two check tests shall be made on these seven wires and the lot re-
ported in accordance with the majority of the sets of tests.
NOTE.
The equipment necessary for the tests herein outlined is as follows :
Filter paper.
Commercial copper sulphate crystals.
Chemically pure cupric oxide (CuO).
Running water.
Warm water or ice as per needs.
Carbona, benzine or turpentine.
Glass jars at least two inches inside diameter by at least four and
one-half inches high.
Glass or earthenware jars for hardware samples.
Vessel for washing samples.
Tray for holding jars of stock solution.
Jars, bottles and porcelain basket for stock solution.
Cotton waste.
Hydrometer cylinder 3 in. diameter by 15 in. high.
Thermometer with large Fahrenheit scale correct at 62 and 68 degrees.
Hydrometer correct at 1. 186 at 6? degrees Fahrenheit.
Appendix C.
SPECIFICATION FOR OVERHEAD CROSSINGS OF ELECTRIC
LIGHT AND POWER LINES.
GENERAL REQUIREMENTS.
Scope.
i. This specification shall apply to Overhead Electric Light and
Power Line Crossings (except trolley contact wires), over railroad right-
of-way, tracks, or lines of wires ; and, further, these specifications shall
apply to Overhead Electric Light and Power Wires of over 5,000 volts
constant potential, crossing telephone, telegraph or other similar lines.
It is not intended that these specifications shall apply to crossings over
individual twisted pair drop wires, or other circuits of minor importance
where equally effective protection may be secured more economically by
other methods of construction.
Location.
2. The poles, or towers, supporting the crossing span preferably
shall be outside the railroad company's right-of-way.
3. Unusually long crossing spans shall be avoided wherever prac-
ticable, and the difference in length of the crossing and adjoining spans
generally shall be not more than 50 per cent, of the length of the crossing
span.
4. The poles, or towers, shall be located as far as practicable from
inflammable material or structures.
5. The poles, or towers, supporting the crossing span, and the ad-
joining span on each side, preferably shall be in a straight line.
6. The wires, or cables, shall cross over telegraph, telephone, and
similar wires wherever practicable.
7. Cradles, or overhead bridges, shall not be used beneath the cross-
ing wires or cables ; but in cases where the crossing wires or cables cross
beneath the railroad wires, telephone, telegraph, or other similar wires, a
protection of adequate strength and proper design between the two sets
of crossing wires or cables may be required.
8. Unless physical conditions or municipal requirements prevent, the
side clearance shall be not less than twelve (12) feet from the nearest
track rail, except that at sidings a clearance of not less than seven (7)
feet may be allowed. At loading sidings sufficient space shall be left for a
driveway.
9. The clear headroom shall be not less than thirty (30) feet above
the top of rail under the most unfavorable condition of temperature and
loading. For constant potential, direct-current circuits, not exceeding 750
volts, when paralleled by trolley contact wires, the clear headroom need
not exceed twenty-five (25) feet.
10. The clearance of alternating-current circuits above any existing
wires, under the most unfavorable condition of temperature and loading,
shall be not less than eight (8) feet wherever possible. For constant
potential, direct-current circuits, not exceeding 750 volts, the minimum
clearance above telegraph, telephone, and' similar wires may be two (2)
feet with insulated wires and four (4) feet with bare wires.
11. The separation of conductors carrying alternating current, sup-
ported by pin insulators, for spans not exceeding 150 feet, shall be not
less than:
948
ELECTRICITY. 949
Line Voltage. Separation.
Not exceeding 7,000 volts 12 in.
Exceeding 7,000, but not exceeding 14,000 20 in.
Exceeding 14,000, but not exceeding 27,000 30 in.
Exceeding 27,000, but not exceeding 35,000 36 in.
Exceeding 35,000, but not exceeding 47,000 45 in.
Exceeding 47,000, but not exceeding 70,000 60 in.
For spans exceeding 150 feet the pin spacing should be increased,
depending upon the length of the span and the sag of the conductors.*
With constant potential, direct-current circuits not exceeding 750
volts, the minimum spacing shall be ten (10) inches.
12. When supported by insulators of the disc or suspension type, the
crossing span and the next adjoining spans shall be dead ended at the
poles, or towers, supporting the crossing span, so that at these poles, or
towers, the insulators shall be used as strain insulators, or the height of
the wire attachments shall be such that with the maximum sag in the
crossing span occurring from failure of the construction outside the cross-
ing span, and taking into account the deflections in the strings of sus-
pension insulators, the minimum clearances, as given in paragraphs 9 and
10, shall be maintained.
13. The clearance in any direction between the conductors nearest
the pole, or tower, and the pole, or tower, shall be not less than:
Line Voltage. Clearances.
Not exceeding 10,000 volts 9 |n-
Exceeding 10,000, but not exceeding 14,000 12 in.
Exceeding 14,000, but not exceeding 27,000 15 in.
Exceeding 27,000, but not exceeding 35,000 18 in.
Exceeding 35,000, but not exceeding 47,000 21 in.
Exceeding 47,000, but not exceeding 70,000 24 in.
Conductors.
14. The normal mechanical tension in the conductors generally shall
be the same in the crossing span and in the adjoining span on each side.
15. The conductors shall not be spliced in the crossing span nor in
the adjoining span on cither side.
Taps to conductors in the crossing span are generally objectionable,
and should not be made unless necessary.
16. The ties or devices for supporting the conductors at the poles, or
towers, shall be such as to hold the wires, under maximum loading, to
the supporting structures, in case of shattered insulators, or wires broken
or burned at an insulator, without allowing an amount of slip, which
would materially reduce the clearance specified in paragraphs 9 and 10.
Ground Wires.
17. When installed as protection against lightning, shall be thor-
oughly grounded at each of the crossing supports. In case of their in-
stallation on steel supporting structures, they may be clamped thereto.
In case they are installed on wooden structures, the ground wire shall be
grounded at each of the structures with a solid copper wire, with as few
bends as possible, and no sharp bends, and not less than No. 4 B. & S. gage
or equivalent copper section. The ground wire itself, in the crossing span
and the adjacent spans, may be of the same material as the conductors,
or a steel strand not less than m-. -in. in diameter may be used, double
galvanized, and having a breaking strength of not less than 4,500 lb. and
in general shall follow the minimum factors of safety, as provided for
the rest of the crossing construction.
•Note. — This requirement does not apply to wires of the same phase or
polarity between which there is no difference of potential.
950 ELECTRICITY.
If cross-arms are grounded, the same ground wire may be used for
grounding the lightning protection wire as in grounding cross-arm strips.
18. Where there is an upward stress at the point of conductor at-
tachment, the attachment shall be of such type as to properly hold the con-
ductor in place.
Guys.
19. Wooden poles supporting the crossing span shall be side-guyed
in both directions, if practicable, and be head-guyed away from the cross-
ing span, and the next adjoining poles shall be head-guyed toward the
crossing span. Braces may be used instead of guys.
Strain Insulators.
20. Strain insulators shall be used in guys from wooden poles, ex-
cept 'when the guys are through grounded to permanently damp earth.
The insulators shall be placed not less than eight (8) feet from the
ground. Strain insulators shall not be used in guying steel poles or
structures.
Clearing.
21. The space around the poles, or towers, shall be kept free from
inflammable material, underbrush and grass.
Signs.
22. In the case of railroad crossings, if required by the railroad
company, warning signs of an approved design shall be placed on all
poles and towers located on the railroad company's right-of-way.
Grounding.
23. For voltages over 5,000 volts, wooden cross-arms, if used, shall
be provided with a grounded metallic plate on top of the arm, which shall
be not less than J^-in. in thickness, and which shall have a sectional area
and conductivity not less than that of the line conductor. Metal pins shall
be electrically connected to this ground. Metal poles and metal arms on
wooden poles shall be grounded.
24. The electrical conductivity of the ground conductor shall be ad-
justed to the short-circuit current capacity of the system at the crossing,
and shall be not less than that of a No. 4 B. & S. gage copper wire.
Temperature.
25. In the computation of stresses and clearances, and in erection,
provision shall be made for a variation in temperature from — 20 degrees
Fahrenheit to + 120 degrees Fahrenheit. A suitable modification in the
temperature requirements shall be made for regions in which the above
limits would not fairly represent the extreme range of temperature.
Inspection.
26. If required by contract, all material and workmanship shall be
subject to the inspection of the company crossed; provided, that reason-
able notice of the intention to make shop inspection shall be given by
such company. Defective material shall be rejected and shall be removed
and replaced with suitable material.
27. On the completion of the work, all false work, plant and rubbish
incident to the construction shall be removed promptly and the site left
unobstructed and clean.
Drawings.
28. If required, by contract, .....( )
complete sets of general and detail drawings shall be furnished for ap-
proval before any construction is commenced.
ELECTRICITY. 951
LOADS.
29. The conductors shall be considered as uniformly loaded through-
out their length, with a load equal to the resultant of the dead load plus
the weight of a layer of ice J^-in. in thickness and a wind pressure of 8.0
lb. per sq. ft. on the ice-covered diameter, at a temperature of o degree
Fahrenheit.
30. The weight of ice shall be assumed as 57 lbs. per cu. ft. (0.033 !&•
per cu. in.).
31. Insulators, pins and conductor attachments shall be designed to
withstand the mechanical tension in the conductors under the maximum
loadings with the designated factor of safety.
32. Sags should be such that the stress on the pin falls within the
limits of paragraph 31, unless methods be employed to prevent an undue
slip in case of pin failure. (See paragraphs 9, 10 and 16.)
33. The pole, or towers, shall be designed to withstand, with_ the
designated factor of safety, the combined stresses from their own weight,
the wind pressure on the pole, or tower, and the above wire loading on
the crossing span and the next adjoining span on each side. The wind
pressure on the poles, or towers, shall be assumed at 13 lbs. per sq. ft.
on the projected area of solid or closed structures and il/2 times the pro-
jected area of latticed structures.
34. The poles, or towers, shall also be designed to withstand the
loads specified in paragraph 33, combined with the unbalanced tension of :
2 broken wires for poles, or towers, carrying 5 wires or less.
3 broken wires for poles, or towers, carrying 6 to 10 wires.
4 broken wires for poles, or towers, carrying ir or more wires.
35. Cross-arms shall be designed to withstand the loading specified
in paragraph 33, combined with the unbalanced tension of one wire broken
at the pin farthest from the pole.
36. The poles, or towers, may be permitted a reasonable deflection
under the specified loading, provided that such deflection does not reduce
the clearance specified in paragraph 10 more than twenty-five (25) per
cent., or produce stresses in excess of those specified in paragraphs 69
to 73-
FACTORS OF SAFETY.
37. The ultimate unit stress divided by the allowable unit stress shall
be not less than the following:
Wires and cables 2
Pins 2
Insulators, conductor attachments, guys 3
Wooden poles and crossarms 6
Structural steel 3
Reinforced concrete poles and crossarms 4
Foundations 2
Insulators.
38. Insulators for line voltages of less than 9,000 shall not flash over
at four times the normal working voltage, under a precipitation of water
^-in. per minute, at an inclination of 45 degrees to the axis of the in-
sulator.
39. Each separate part of a built-up insulator, for line voltages over
9,000, shall be subjected to the dry flash-over test of that part for 5 con-
secutive minutes.
Note. — The use of treated wooden poles and cross-arms is recommended.
The treatment of wooden poles and cross-arms should be by thorough Impreg-
nation with preservative by either closed or open tank process. Foi
except in the case of yellow pine, the treatment need nol extend higher
than a point two feet above the ground line.
952 ELECTRICITY.
40. Each assembled and cemented insulator shall be subjected to its
dry flash-over test for 5 consecutive minutes.
The dry flash-over test shall be not less than:
Line Voltage. Test Voltage.
Exceeding 9,000, but not exceeding 14,000 65,000
Exceeding 14,000, but not exceeding 27,000 100,000
Exceeding 27,000, but not exceeding 35,000 125,000
Exceeding 35,000, but not exceeding 47,000 150,000
Exceeding 47,000, but not exceeding 60,000 180,000
Exceeding 60,000 3 times line voltage
Each insulator shall further be so designed that, with excessive po-
tential, failure will first occur by flash-over and not by puncture.
41. Each assembled insulator shall be subjected to a wet flash-over
test, under a precipitation of water of J^-in. per minute, at an inclination
of 45 degrees to the axis of the insulator.
The wet flash-over test shall be not less than :
Line Voltage. Test Voltage.
Exceeding 9,000, but not exceeding 14,000 40,000
Exceeding 14,000, but not exceeding 27,000 60,000
Exceeding 27,000, but not exceeding 35,000 80,000
Exceeding 35,000, but not exceeding 47,000 100,000
Exceeding 47,000, but not exceeding 60,000 120,000
Exceeding 60,000 twice the line voltage
42. Test voltages above 35,000 volts shall be determined by the A. I.
E. E. Standard Spark-Gap Method.
43. Test voltages below 35,000 volts shall be determined by trans-
former ratio.
MATERIAL.
Conductors.
44. The conductors shall be of copper, aluminum, or other non-cor-
rodible material, except that in exceptionally long spans, where the re-
quired mechanical strength cannot be obtained with the above materials,
galvanized or copper-covered steel strand may be used.
45. For voltages not exceeding 750 volts, solid or stranded conduc-
tors may be used up to and including 0000 in size ; above 0000 in size,
stranded conductors shall be used. For voltages exceeding 750 volts, and
not exceeding 5,000 volts, solid or stranded conductops may be used up
to and including 00 in size; above 00 in size, conductors shall be stranded.
For voltages exceeding 5,000 volts, all conductors shall be stranded.
Aluminum conductors for all voltages and sizes shall be stranded.
The minimum size of conductors shall be as follows : .
No. 6 B. & S. gage copper for voltages not exceeding 5,000 volts.
No. 4 B. & S. gage copper for voltages exceeding 5,000 volts.
No. I B. & S. gage aluminum for all voltages.
Insulators.
46. Insulators shall be of porcelain for voltage exceeding 5,000 volts.
47. For pin type insulators, there shall be a bearing contact between
the pin and the insulator pin hole up to the level of the top of the tie
wire groove, the purpose being that the pin should, directly take the strain
imposed upon the insulator.
48. Strain insulators for guys shall have an ultimate strength of
not less than twice that of the guy in which placed. Strain insulators
shall be so constructed that the guy wires holding the insulator in posi-
tion will interlock in case of the failure of the insulator.
For less than 5,000 volts, strain insulators for guys shall not flash
over at four times the maximum line voltage under a precipitation of
ELECTRICITY. 953
water of one-fifth of an inch (Ys-'m.) per minute, at an inclination
of forty-five degrees to the axis of the insulator. For voltages of
more than 5.000 volts, the strain insulator or series of strain insulators
shall not fail at the line voltage under the above precipitation conditions.
Pins.
49. For voltages of 5,000 and over, insulator pins shall be of steel,
wrought iron, malleable iron, or other approved metal or alloy, and shall
be galvanized, or otherwise protected from corrosion. (See paragraph
47.)
Guys.
50. Guys shall be galvanized or copper-covered stranded steel cable
not less than -fa-m. in diameter, or galvanized rolled rods, neither to have
an ultimate tensile strength of less than 4,500 lbs.
51. Guys to the ground shall connect to a galvanized anchor rod,
extending at least one foot above the ground level.
52. The detail of the anchorage shall be definitely shown upon the
plans.
Wooden Poles.
53. Wooden poles shall be of selected timber, reasonably straight,
peeled, free from defects which would decrease their strength or dura-
bility, not less than 8 in. in diameter at the top, and meeting the require-
ments as specified in paragraphs 19, 33, 34 and 37.
Concrete.
54. All concrete and concrete material shall be in accordance with
the requirements of the report of the Joint Committee on Concrete and
Reinforced Concrete.
STRUCTURAL STEEL.
55. Structural steel shall be in accordance with the Manufacturers'
Standardi Specifications.
56. The design and workmanship shall be strictly in accordance with
first-class practice.
57. The form of the frame shall be such that the stresses may be
computed with reasonable accuracy, or the strength shall be determined
by actual test.
58. The sections used shall permit inspection, cleaning and painting,
and shall be free from pockets in which water or dirt can collect.
59. The length of a main compression member shall not exceed 180
times its least radius of gyration. The length of a secondary compression
member shall not exceed 220 times its least radius of gyration.
60. The minimum thickness of metal in galvanized structures shall
be %-in. for main members and j4-in. for secondary members. The mini-
mum thickness of painted material shall be Vi,-\w.
PROTECTIVE COATINGS.
61. All structural steel shall be thoroughly cleaned at the shop and
be galvanized, or given one coat of approved paint.
Painted Materials.
62. All contact surfaces shall be given one coat of paint before as-
sembling.
All painted structural steel shall be given two field coats of an ap
proved paint.
Note. — This may be found in the February, 1913, Proceedings of the
American Society of Civil Engineers, Vol. 59, No. 2, p. 117-168.
954 ELECTRICITY.
The surface of the metal shall be thoroughly cleaned of all dirt,
grease, scale, etc., before painting, and no painting shall be done in freez-
ing or rainy weather.
Galvanized Material.
63. Galvanized material shall be in accordance with the Specification
for Galvanizing Iron and Steel.
Bolt holes in galvanized material shall be made before galvanizing.
Sherardizing for small parts is permissible.
FOUNDATIONS.
64. The foundations for steel poles and towers shall be designed to
prevent overturning.
The weight of concrete shall be assumed as 140 lbs. per cu. ft. In
good ground, the weight of "earth" (calculated at 30 degrees from the
vertical) shall be assumed as 100 lbs. per cu. ft. In swampy ground, spe-
cial measures shall be taken to prevent uplift or depression.
Concrete for foundation shall be well worked, very wet, and shall
not be leaner than one part Portland cement, three parts clean, sharp sand,
and six parts of broken stone, or one part Portland cement to six parts of
good gravel, free from loam or clay.
65. The top of the concrete foundation, or casing, shall be not less
than six (6) inches above the surface of the ground, nor less than one
(1) foot above high water, except that no foundation need be higher than
the base of the railroad company's rail, or the top of the traveled road-
way.
66. When located in swampy ground, wooden crossing and next ad-
joining poles shall be set in barrels of broken stone or gravel, or in
broken stone or timber footings.
67. When located in the sides of banks, or when subject to washouts,
foundations shall be given additional depth, or be protected by cribbing
or riprap.
68. All foundations and pole settings shall be tamped in six (6) inch
layers, while back filling. It is desirable in back filling that the earth be
suitably moistened.
WORKING UNIT STRESSES.
Obtained by dividing the ultimate breaking strength by the factors
of safety given in paragraph 37.
69. Structural Steel.
Lbs. Per Sq. In.
Tension (net section) 18,000
Shear 14,000
1
Compression 18,000 — 60 —
r
70. Rivets, Pins.
Shear 10,000
Bearing 20,000
Bending 20,000
71. Bolts.
Shear 8,500
Bearing 17,000
Bending 17,000
ELECTRICITY.
955
72. Wires and Cables.
Lbs. Per
Sq. In.
Copper, hard-drawn, solid, B. & S. gage oooo, ooo, oo 25,000
Copper, hard-drawn, solid, B. & S. gage o 27,500
Copper, hard-drawn, solid, B. & S. gage No. 1 28,500
Copper, hard-drawn, solid, B. & S. gage No. 2, 4, 6 30,000
Copper, soft-drawn, solid 17,000
Copper, hard-drawn, stranded 30,000
Copper, soft-drawn, stranded 17,000
Aluminum, hard-drawn, stranded, B. & S. gage under 0000 12,000
Aluminum, hard-drawn, stranded, B. & S. gage 0000 and over 11,500
73. Untreated Timber.
Lbs. Per Sq. In. L
Eastern white cedar 600 600(1
Chestnut 850 850
Washington cedar 850 850
Idaho cedar 850 850
Port Orford cedar 1,150 1,150
Long-leaf yellow pine 1,000 1,000
Short-leaf yellow pine 800 800
Douglas fir 900 900
White oak 950 950
Red cedar 700 700
Bald cypress (heartwood) .... 800 800
Redwood 650 650
Catalpa 500 500
Juniper 550 550
L 3= Length in inches.
D== Least side, or diameter, in inches.
60D
REPORT OF COMMITTEE XIV
TERMINALS.
ON YARDS AND
E. B. Temple, Chairman ;
W. G. Arn,
H. Baldwin,
G. H. Burgess,
A. E. Clift,
L. G. Curtis,
H. T. Douglas, Jr.,
A. C. Everham,
R. Ferriday,
(J. FT. Herrold,
D. B. Johnston,
H. A. Lane,
B. H. Mann, Vice-Chairman;
L. J. McIntyre,
A. Montzheimer,
H. J. Pfeifer,
S. S. Roberts,
W. L. Seddon,
C. H. Spencer,
E. E. R. Tratman,
E. P. Weatherly,
W. L. Webb,
('. C Wentworth,
J. G. WlSHART,
Committee.
To the Members of the American Railway Engineering Association :
The Board of Direction outlined the work of your Committee for
1914 as follows:
(i) Report on typical situation plans of passenger stations, of both
through and stub types, with critical analysis of working capacity, and
include a review of the different methods of estimating their capacity.
(2) Report on developments in the handling of freight by mechani-
cal means.
(3) Report on developments in the design and operation of hump
yards.
(4) Continue study of track scales.
Your Committee, in common with the other Committees of the Asso-
ciation, was also directed to make a "critical examination of the subject-
matter in the Manual and submit definite recommendations for changes."
hi compliance with these directions, Sub-Committees were appointed
and held meetings throughout the year at points convenient to the mem-
bers or interesting from the standpoint of the subject being studied. Two
general meetings of the Committee were held, one at the Hotel Belvedere,
Baltimore, Md., on June -', which wa9 during the same week the American
Society of Civil Engineers held its annual meeting, and the other at the
Baltimore Hotel, Kansas City, Mo., on October 14 and 15. Careful con-
sideration was given to each of the subjects specified bj the Hoard of
Direction, and your Committee begs to submit the following as its fif-
teenth annual report :
957
958 YARDS AND TERMINALS.
(a) REVISION OF MANUAL.
DEFINITIONS.
Coach Yard. — A yard in which passenger cars are assembled, separated
or prepared for service.
(The Committee considers the Manual should define a Coach Yard,
and the above is recommended.)
Interchange Track. — A designated track on which cars are delivered and
received, as between railroads.
(This is a new definition and the Committee considers that an "In-
terchange Track" should be defined and recommends that it be placed im-
mediately after the note following the definition of a "Team Track.")
GENERAL REQUIREMENTS OF YARDS AND TERMINALS.
Scale Tracks. — Scale tracks should be so located that weighing can
be done with least delay and without drilling over same; where many
cars are to be weighed they should pass separately over the scale by
gravity, being weighed while in motion.
(The Committee considers that attention should be directed to the
necessity of avoiding drilling over scale tracks and to conform to the
rule of the American Railway Association that cars must be weighed
separately if weighed while in motion. Provision has accordingly been
made in the revision of this paragraph.)
Repair Tracks. — These tracks should preferably be connected at both
ends and have a maximum capacity of about 15 cars each, spaced alter-
nately 16 ft. and 24 ft. center to center and be connected conveniently to
bad-order tracks.
(The Committee considers it an advantage in switching to have the
tracks connected at both ends.)
CAR CAPACITY OF FREIGHT TRACKS.
(5) Tracks on which heavy repairs to freight cars are made should
be under cover and cranes should be provided for heavy lifting.
(The Committee considers overhead traveling cranes "should not be
specified and have made revision so requirements are not necessarily
overhead traveling cranes.)
TEAM DELIVERY TRACKS.
(3) If possible the yard should be provided with a crane for hand-
ling heavy freight.
(The Committee considers the kind of crane to be used should not be
specified.)
(5) Wagon scales should be installed at the most convenient place
near the entrance to the driveway.
(The Committee considers the remainder of the remarks should be
eliminated, as it is not the practice to locate track scales at all times in
YARDS AND TERMINALS. 959
team delivery yards, as the weighing is frequently taken care of in train
yards.)
HUMP YARDS.
(2) A hump yard is a desirable form of yard for receiving, classi-
fying and making up trains because a greater number of classifications
can be made in less time and at less cost than through any other form
of yard.
(The Committee has revised these remarks, as it considers the great-
est advantage in a hump is the classification feature.)
The Committee recommends the following remarks in the form of a
separate paragraph, after the remarks regarding departure track :
"(7) Rider track should, if possible, be provided through center of
classification yard running to summit of hump, independent of other yard
movements, thereby avoiding hazard of personal injury to car riders and
reducing the number of car riders to a minimum."
(In explanation of this addition, we consider the rider track is an
important feature in hump yards and particularly that it leads to the
summit of the hump to avoid delay to car riders.)
YARD LIGHTING.
( 1) For yard lighting the use of nitrogen lights of 1,500 watts ca-
pacity, equivalent to about 2,200 candlepower, is recommended.
(The Committee's experience shows that arc lights give a glaring
effect, which is detrimental to safe yard movement. This objection can
l>e overcome by using lights specified in the revision.)
FREIGHT TRANSFER STATIONS.
(4) Substitute "suggested" for "recommended."
( This change is suggested as the Committee considers there has not
been sufficient experience with power-driven covered traveling platforms
to warrant a positive recommendation for their adoption.)
(1) TYPICAL SITUATION PI AX'S OF PASSENGER STATIONS.
The work of the Committee on this subject was devoted to a study
of the newly-completed passenger terminal at Kansas City, Mo. An in-
spection of the terminal was made on October 15. Regular service was
inaugurated November I, 1014. with a maximum of -'51 trains handled in
24 hours and a maximum of 31 trains handled per hour
DESCRIPTION AND CRITICAL ANALYSIS OF WORKING I M'ACITY OK NEW UNION
PASSENGER STATION OF KANSAS CITY TERMINAL RAILWAY
AT KANSAS CITY. MO.
The tracks devoted lo passenger service consist of 16 in the station
and 2 thoroughfare tracks one on each side of the station tracks, all of
which lead into 8 running tracks at the west end and 4 at the east end.
960 YARDS AND TERMINALS.
A plan showing these tracks and station platforms is shown in Exhibit
"A."
The station is of the through type, with the waiting-room constructed
over the center of the tracks, so that each track can hold a train at each
end, the rear end of each train being located near the foot of the stairway
leading from the waiting-room.
The station tracks are arranged in pairs, 12J/2 ft. between centers,
the pairs being 44 ft. between centers. The ultimate design shows double
crossovers between each pair of tracks directly under the waiting-room,
and practically in. the middle of each pair. The switching is controlled
by interlocking stations, using the electro-pneumatic system, all signals
being of the dwarf type, except at junction points at the outside ap-
proaches, where the signals are full height or supported on bridges.
The capacity of the station tracks on the west end, with engine, ranges
from 7 to 15 cars, and on the east end from 7 to 12 cars. The total
capacity is : west end, 163 cars and 16 engines ; east end, 165 cars and
16 engines.
The mail and express are handled principally from the west end of the
station, where concrete docks have been designed to accommodate 43
cars in the ultimate layout, with 31 at present. Storage is provided for
an additional 15 cars. There are facilities at the east end also for handling
mail, express and theatrical equipment.
The baggage generally is handled through elevators to subway below
tracks. For transfer of baggage, mail and express between tracks, cross-
trucking platforms have been provided at grade at each end of station.
At the west end of the station, connecting across 8 running tracks,
are a series of double-slip crosssovers, two in one direction and one in
the other. One complete ladder has been omitted from the ultimate in-
stallation until the operating demands show the necessity for it.
Of the 4 running tracks east of the station, the center tracks will be
used principally for passenger traffic, and the outer two for freight. These
tracks are connected with a series of crossovers in place of double slips,
tlu- traffic at this end of the station being very much lighter than at the
west end.
The coach and engine yard is located about 34-mile west of the sta-
tion, and is built on the stub-end plan. The tracks in the coach yard
are divided into 5 groups, for each of which there is a separate connec-
tion to a main track. The ultimate capacity of this yard will be : coach-
cleaning tracks, 460 coaches; repair tracks, 16 coaches; engine house, 83
engines ; standing tracks, 32 engines ; cinder pit, 16 engines. The yard
is piped for water, steam, air, Pintsch gas and battery wires for charging.
Buildings are to be provided for lockers for enginemen's tools, Pullman
supplies, commissary supplies, ice, charcoal, car cleaners' repairs and sup-
plies, miscellaneous stores, oil, battery charging and machine shop.
To make me of a diagram in the switching of this depot complete, it
is necessary to consider the fact that although there are 12 roads using
ILXIJIBIT "A."
UNION STATION LAYOUT.
Ka.\.s\s City Terminal Railway,
-
EXHIBIT B.
OCCUPANCY OF STATION TRACKS.
Exhibit "B."
KANSAS CITY TERMINAL RAILWAY— MAIN LINE
T
OCCUPANCY OF STATION TRACKS
From 7:00 a. m. to 9:00 a. m.
6
A.M.
10
1
11
16
25
feiOOTe
WEST
616
EAST
6 IB Tt
WEST
6 30
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6 30 T
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o *:4S
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6*5 TO
WEST
7:00
EAST
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WEST
0 7: IS
EAST
WEST
» 7: 30
EAST
7-30 TO 7:46
WEST EAST
7 45 TO
WEST
6:00
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8:00 Tc
WEST
.9 16
EAST
fl.|5 TO
WEST
8:30
EAST
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846
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8-4S Tc
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9:oo
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9-.0O Tt
WEST
9:15
CAST
9:IS TO
WEST
9:30
CAST
9:30 To
WEST
9.45
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94S TO
WEST
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(O 00 To
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THOflllUGH -FARE
tha :k
10
TRACK CAPACITIES.
LEGEND.
Atchison, Topeka & Santa Fe A
Chicago & Alton C
St. Louis & San Francisco F
Chicago Great Western G
Missouri, Kansas & Texas K
Chicago, Milwaukee & St. Paul M
Missouri Pacific P
Chicago, Burlington & Quincy Q
Chicago, Rock Island & Pacific R
Kansas City Southern S
Union Pacific U
Wabash W
"A" after train number indicates Arriving.
"D" after train number indicates Departing.
EXHIBIT C.
961
ce),
pre-
ccu-
eing
ad-
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CONSIST OF TRAINS. y of
t 15
►, 10
fo. 8
e-up
were
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CONSIST OF TRAINS
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YARDS AND TERMINALS. 961
the station, only 6 used the coach yard (when it was first put in service),
and only 5 used the engine yard.
A double-track Y is to be provided for turning equipment.
In order that a plan and schedule for handling trains might be pre-
pared, a chart was drawn which showed the tracks which would be occu-
pied with trains during the entire 24 hours, an appropriate color being
used for each railroad. Each outbound train was allowed 30 minutes ad-
vanced setting, except that trains departing after midnight were placed in
the station from 9:30 to 11:00 p. m. Exhibit "B" shows occupancy of
the station tracks from 7 :oo to 9 :oo a. m.
The speed for trains operating into the station was assumed at 15
miles per hour, and 2 minutes were allowed for each move. No. 10
switches have been built where practicable, but in a few instances No. 8
switches were used.
A statement was obtained from each railroad showing the make-up
of the trains under normal conditions and the instances where cars were
transferred from one train to another. Exhibit "C" shows the method
used by the Committee in illustrating the above information graphically
for one of the roads.
With the above information, the local committee then developed two
forms of charts: one known as the Belgian type, and the other the Co-
ordinate. The Co-ordinate chart, using strings instead of lines, was
marked up for a two-hour period. In order to compare the Co-ordinate
chart with the Belgian diagram, and to see how the station plan would
work out, a map with scale 1 in. = 20 ft. was spread on a long table.
Upon this plan there were placed blocks of wood of proportionate size, rep-
resenting cars and engines, with necessary couplings on the end. With this
map and equipment 6i working models, a local committee, consisting ot
transportation and engineering nun, analyzed the heaviest two-hour
movement minute by minute, using first the Co-ordinate chart.
The Belgian chart, as drafted in this work, gave more detail of the
position of the trains and the Co-ordinate chart gave a better representa-
tion of the congestion at tight points. With the use of the model it was
necessary to know where each train was everj minute during the period
that the chart was worked, and fur this reason the Belgian diagram was
used in preference to the Co-ordinate chart, It has been suggested thai
perhaps the Co-ordinate chart may he mure practicable for operating nun
after an installation is complete and changes are to be made in the switch
ing of the station.
It was the local committee's opinion that the Co-ordinate chart would
work much faster under these conditions, as the changes necessary t"
show proposed changes in switching could be made by restringing part
of the chart, while in the Belgian chart it would be necessary to era-'
and redraft that particular part of the chart which was to he changed.
For details of the Co-ordinate chart. see Vol. 14. Proceedings, lot*, page
020.
The Belgian chart consists of a series of horizontal lines representing
962 YARDS AND TERMINALS.
the station tracks, main tracks and serving station tracks; the lines rep-
resenting the time element running vertically, each space between the
lines representing one minute. This is described more particularly in
the Proceedings, Vol. 14, 1913, page 914.
Above this chart a map was placed showing all of the tracks of the
station (with their capacity), and the main tracks leading to the station
tracks. Each sheet was drawn up to cover two hours' time.
The station being double-ended, it was necessary to divide the chart
into two parts, east end and west end.
At the time this work was started it was the desire of the manage-
ment to reduce the number of station tracks, and the local committee
considered what could be done in the way of operating the station with
a specific number of tracks less than the 16 shown on the plan. On
account of the nature of the traffic, however, which is one of congestion
through certain hours, it was found that to get certain trains into the
station it was necessary for them to go around through the thoroughfare
tracks and back in from the other end. This was the only way in which
some trains could be handled without delay. It was apparent that some
of the tenant lines would be either discriminated against and obliged
to delay trains in coming into the station layout, or change the time of
some of their trains, which it was assumed they would not be willing
to do.
The chart showed this in very good form, and the necessary author-
ity was given to build the entire 16 tracks. Certain crossovers were also
shown to be necessary at both ends of the station, all of which have
been provided.
It was the local committee's idea that it would be well to investigate
very closely the switching at the Union Station, and see if interior cross-
overs cannot save the cost of one or more switch engines by reason of
the shorter distance they will have to go in switching trains. As the rear
end of the trains is in the center of the station layout, many times when
a car is set out the switch engine handling the car has to go to the ex-
treme end of the interlocking limits.
Another method of studying the capacity of station and approach
tracks as put into actual practice at Broad Street terminal, Pennsylvania
Railroad, Philadelphia, in connection with the studies of relief that would
be afforded by local electrification, is described in the Proceedings, Vol.
14. i9T3, page 917.
(2) DEVELOPMENTS IN THE HANDLING OF FREIGHT BY
MECHANICAL MEANS.
IMPROVEMENTS IN TRUCKING METHODS AND PRACTICES IN FREIGHT-HOUSE
WORK.
In regard to the mechanical handling of freight, the Committee felt
that in its former reports it had fairly covered the subject of the dif-
ferent mechanical means available for the conveyance of freight, as well
YARDS AND TERMINALS. 963
as their application to railway service and to commercial and industrial
establishments. Their application to ordinary freight-house work, how-
ever, is limited, and presents special difficulties and problems, as noted
in our report of 1914.
On the subject of freight handling, therefore, the main work of the
Committee on the report for 191 5 has been an inquiry as to improved
methods which have ITeen or might be introduced to increase the capacity,
rapidity, or efficiency of the work, and to effect a reduction in its cost.
This includes both hand trucks and motor trucks, the latter, of course,
being one system of mechanical handling.
Two things appear to be evident: (1) More attention is being given
to the efficiency of freight-house operation ; (2) there is a growing
opinion in favor of the use of motor trucks. Some of the information
collected is given in an appendix to the report.
The question of improved methods and trucking at any particular
freight house must be considered in relation to the other facilities and
the local conditions. While the freight house should be of sufficient size
for the handling of its tonnage, it should be compact, so as to avoid
unnecessary length of trucking. In general, for an outbound freight
house, a short house with several tracks tends to economy and rapidity
of work (as compared with a longer house and fewer tracks), since it
reduces the length of trucking distance. For an inbound house, a wide
house, giving plenty of floor space, tends to economy and rapidity of
trucking, as it avoids the necessity of piling the freight high and allows
quicker location of freight for delivery.
It has been, suggested that new freight houses should be planned with
a view to the eventual use of mechanical handling. But it is not easy
to see how this can be done, except by providing a minimum of column
supports which might be obstructions to motor trucks or conveyors. As
noted later, clear space for movements is essential to good service with
motor trucks.
In regard to mechanical conveyors for freight, it may be noted that
the municipal wharf on the Missouri River at Kansas City, Mo., has a
shed 300 by 40 ft, with two telfer tracks carried by the roof trusses and
extending laterally through the building near each end. Along the front
of the wharf is a track for an electric locomotive crane, which can take
freight from the steamers or barges and deposit it at any point, or place it
within reach of the telfer carriers.
This telfer equipment has not proved satisfactory and it is not be-
lieved that any such equipment could reduce the cost of handling the
freight when it has been landed on the wharf in front of the doors of
the warehouse. The house is narrow 140 ft.), with a continuous line of
doors on both sides, and it is found simpler and cheaper to take the freight
into the warehouse and across 10 the wagon .side by hand trucking than by
any form of telfer. In a warehouse of larger ana and with packages
of uniform size the telfer might be economical.
964 YARDS AND TERMINALS.
The equipment has been handled enough to thoroughly test it, but it is
now used only when large and heavy pieces are moved from the wharf
side of the warehouse directly through the house and loaded onto a
wagon, as there is no crane equipment which will do this work. The
equipment works satisfactorily, but it is thought that a lighter and
speedier telfer would be used more frequently. The greatest cost in
unloading barges and boats is in getting the freight' from the boat onto
the wharf, and this seems to be accomplished very easily by means of
the locomotive crane.
It is probable that an inclined chain package conveyor will be in-
stalled to handle small pieces and miscellaneous freight at this wharf.
One suggestion made to the Committee is a development of the grav-
ity system of handling, which consists in obtaining the necessary eleva-
tion by running the inbound cars to a track above the level of the freight-
house floor and putting outbound cars on a track below the floor level.
The gravity system is used in many industrial plants, and in some cases
for loading or unloading cars at such plants, where the packages are of
approximately uniform size and weight. But it has not been shown
available for ordinary freight-house work, with its extreme variation in
size, shape, weight and breakability of packages. It is this variation
which is the great obstacle in the introduction of any conveyor system
(gravity or mechanical) for freight-house work.
Increased efficiency in control of sorting and loading freight at orig-
inating stations has been suggested as preferable to the development of
transfer stations and their operation. The reason for this is that there
is too much transferring, due to the fact that in many cities the freight is
scattered among different stations.
IMPROVEMENTS IN HAND TRUCKING.
The system under which the trucking is done varies at different
points and with different conditions. The system of paying the truckers
by the hour is said not to attract the better or more intelligent class of
men (unless the rate is high), so that the speed is slower, mistakes are
more numerous, and damages are more extensive. With regular gangs,
the work is done to better advantage in these respects. One system
that is advocated is the co-operative bonus system, under which a certain
figure per ton is fixed and the men receive a share of any reduction be-
low this figure. It is therefore to the interest of each man to do as much
work as he can, and to see that his fellows do the same.
The system of paying the gangs by the amount of tonnage handled
is favored in some cases, as attracting a class of men who can display
in. ii intelligence in their work, resulting in greater speed, less damage,
and more work done for the same expenditure. For this system the
trucks are fitted with aprons, so as to carry greater loads, and the trucker
distributes liis load to the several cars, acting as a checker.
Another system is the extra truck or drop-truck system, which dis-
penses with tin trucking gangs, and makes each trucker an independent
YARDS AND TERMINALS. 965
unit. Instead of keeping to his own individual truck, the trucker takes
his load to the car and leaves it there for the slower. He then picks up
a loaded truck for distrihution (taking it to the next point or car for
unloading), or picks up an empty truck and returns for another load.
This avoids the delay involved while the trucker (sticking to his own
truck) waits for his truck to be unloaded or loaded.
A method which is being tried at different points is that of loading
outbound freight directly from wagons onto trucks, the receiving clerk
checking the freight as it is loaded, and the truck being then run direct
to the car. This avoids handling freight on the platform. For this work
four-wheel trucks are being used in some cases. The system is cheaper
than the ordinary method and there is less liability of damage, due to
the reduction in handling.
As to the hand trucks themselves, there are possibilities of improve-
ment. In some designs ball-bearings are used to make the truck run
more easily, enabling the trucker to move more rapidly and with less
exertion. For handling certain classes of freight and heavy material
there are special trucks and dollies. A good and even floor construction
facilitates the truck movements and expedites the work.
Four-wheel trucks can be used to advantage in handling some classes
of freight, and at certain freight houses such trucks are in use for han-
dling such materials as lumber, shingles, castings, flour, etc., when re-
ceived in large lots. Four-wheel cars can be used to special advantage
also for freight that has to be held waiting the placing of cars, as they
save the double handling otherwise involved.
ELECTRIC TRUCKS FOR FREIGHT HANDLING.
The electric motor truck is increasing in favor and is of special
advantage under proper conditions. \s freight carriers they are of use
particularly where the commodities come in large lots, and where the
freight house is so constructed as to give ample running room. A good
and even floor is important also.
This question of clear, unobstructed span- is one of importance, ;>-
proved by experience in operating electric storage-battery baggage trucks
in the old Union Station at Kansas City, where there was great con-
gestion of trucks, tracks, trains and obstructions due to buildings and
train sheds. It was found that the service '<i the electric trucks was very
inefficient, because of the lack of room in which to work. The economical
thing at this particular station was to have a l'>t of small hand trucks,
upon which baggage could I" stored until trains were moved, and they
could then he pulled t.» their proper destinations. The electric truck was
in the way all the time, and had very little chance to mow.
The electric freight trucks are adapted to tin- work at transfer houses
as well as at ordinary freight houses. One point idr consideration is as
to their comparative advantages in frciKlu houses where wagons deliver
at a Stogie doorway, and houses where tlie\ deliver at numerous door-
966 YARDS AND TERMINALS.
ways along the side of the house. Another point is that the increased
speed of the trucking, with power trucks, tends to speed up the work of
loading, unloading and stowing freight.
A particular point of interest in regard to these trucks is that some
officials consider them of most value when used as motor cars to haul
trailer cars, rather than when operated as single independent units. This
gives greater flexibility and facility of distribution. For the most efficient
operation of motor trucks when thus used as tractors, it is necessary to
have a sufficient equipment of four-wheel or six-wheel trucks to be used
as trailers.
Some figures as to the cost of operation with electric trucks are
given below. It will be noted, however, that the accounts are not kept
in the same way, and that the figures are not directly comparable. It
will be noticed also that the operations are not comparable; in the great
case the service was irregular or discontinuous, while the second case
covers a record for continuous service.
(i) A road operating 50 electric trucks states that an actual test by
its electrical engineer indicates the following expense for maintenance and
current consumption for these trucks working in the aggregate 48,000
hours in an approximate period of 12 months :
Labor and material $3,630.90
Cost of current, 48,000 hours at 3.3 cents per hour 1,613.70
Cost per truck ; 104.89
Cost per truck per month 8.74
A report by the same road on the operating cost for handling freight
with electric trucks, as compared with hand-truck operation, is as fol-
lows :
Tons Handled
by Electric Electric Trucks Hand Trucks
Eastbound. Trucks. (Cts. per ton) . (Cts. per ton) .
Vessel to dock 24,050 19.23 29.23
Dock to car 12,383 11.38 13.15
30.61 42.38
Westbound.
Car to vessel 2,452 21.15 30.30
The 50 trucks were not in operation during all the working hour?
of the 12-month period. In addition to this, labor trouble was experi-
enced at this point during this time, which compelled the employment of
labor unfamiliar with the work. It is evident that if the work had
been done under more favorable conditions, the cost per ton would
have been reduced further.
The costs shown above include only the expense of foremen, truck
operators and laborers. The figures show also the tonnage handled at
these costs during October, November and December. 1912. On account
of the short period the electric trucks were in operation and the small
amount of tonnage handled, it is considered that it would not be fair
YARDS AND TERMINALS. 967
to the electric truck operation to include all the items of expense in-
curred at the time of their installation and during their brief use at thi^
point as a basis for the average cost per ton for handling freight.
The electric trucks were transferred to a transfer station in Febru-
ary, 1914, and the average results, based on the first seven months' opera-
tion (February-August, inclusive), are as follows:
Average per Month
Maintenance and repairs, including labor and
material $ 480.71
Cost of current 487-99
Labor expense, including foremen, checkers,
truck operators, freight handlers, sealers and
coopers 5.496-58
Interest on investment and depreciation of prop-
erty 778.13
Total average expense per month $7,243.41
Average number of tons handled per month.... 17,010 tons
Average cost per ton 42.58c
Average number of trucks in use per month... 47
(2) Another road furnishes a comparison of cost of operating ten
electric trucks and that of hand trucks. In this case, the cost with the
motor trucks is 25 per cent, higher than with the hand trucks, and the
reasons for this are given below. This record is for a freight house 30
by 780 ft., covering a period of six days, and with an average of 45 cars
loaded daily.
Electric Trucks. Hand Trucks.
Tons handled 2,463 2,605
COST PER TON.
Wages paid truckmen 20.13c 20.41c
Supplies, current, renewals, inter-
est and depreciation 5.70 .30
Total 25.83c 20.71c
"In computing the cost of trucking, Sunday work lias been excluded
and the six days selected from operations in March have been for the
purpose of reaching a fair comparison after the men became educated to
the use of trucks. There is no question as to their practicability, which
has been clearly demonstrated, but the miscellaneous freight for move-
ment (shipments from ferry cars constituting a large proportion of the
tonnage) requires so much care to check and distribute as to make the
handling exceedingly slow. The character of the freight and the light
weight of packages do not admit of the electric trucks being loaded to
capacity.
"In consequence, the time required in loading (because of the tedious
process in finding the packages, reading the name and consignee and
destination) overbalances the «ain in movement. When 12 tallymen are
employed, the track must be utilized to meet the needs in moving the
968 YARDS AND TERMINALS.
freight from these various points, radiating distribution to an average of
45 cars. The opposing movements, confusion incident thereto, and com-
plications in meeting all conditions, result in congestion and obstructions
in the runways which cannot be overcome."
In regard to electric trucks, the Committee has the following state-
ment from C. E. Taylor, Secretary of the Local Freight Agents' Asso-
ciation of Chicago :
"All of the lines entering Chicago are still trucking freight by hand
with the exception of the Chicago & Eastern Illinois and the Chicago,
Burlington & Quincy. The former has three electric motors in use in the
outbound house at Clark and Twelfth streets. The latter has seven elec-
tric motors in use in the outbound house at Harrison and Canal streets.
Both lines are using these motors with trailers for trucking a large per-
centage of the 1. c. I. freight which they handle at Chicago, but they also
handle considerable quantities of freight with hand trucks. Each of
these lines has demonstrated that the electric motors when used with a
sufficient number of trailers, and when used in houses or on platforms
which are adapted to their use, will result in a decrease in the cost of
trucking freight as compared with the expense incurred in trucking
exclusively by hand.
"It is generally conceded by freight agents who have given the sub-
ject much thought that the greatest benefit from electric motors as a
means of trucking freight will be secured, not from the loading of
freight on the motor, but by using the motor as a locomotive to pull
trains of trailers. Under favorable conditions one of these motors can
pull from six to ten four-wheel or six-wheel trucks heavily loaded, and
by using the motors in this manner a very satisfactory decrease in aver-
age cost per ton for trucking freight can be secured."
DOUBLE-DECK FREIGHT HOUSES AND INDUSTRY SERVICE.
Another subject which has been looked into incidentally by the Com-
mittee is that of double-deck freight houses, the economic value of which
was discussed in a paper presented to the Association in 1914 by E. H.
Lee (Chicago & Western Indiana Railroad).
The question of practicable grades for approaches may come up in
relation to freight houses having tracks above or below the main track
level, and this is an important consideration also in regard to industry
connections. It is of interest to note, therefore, that in Kansas City the
Kansas City Southern Railway is operating industry connections up to 7
per cent, grade, and extending into the center of the city.
Direct service is given to warehouses and wholesale houses within
the business district, and this is of special importance, as it eliminates
team hauling on very heavy street grades. From the freight yard a
service track or main industry track extends up a street on a steep grade
(7 per cent, maximum) and has branches in the alleys. Spur tracks lead
from the service track and occupy sidewalk and sub-sidewalk space and
YARDS AND TERMINALS. 969
run into the basements, the spur being parallel with the street, but on a
descending grade in the opposite direction to that of the track in the
street. Spurs run also from the alley lines into the buildings. The track
is of ordinary construction, and the company paves it and maintains the
paving. At turnouts the rails are riveted to steel channel ties embedded
in concrete. Geared locomotives are used to haul the cars for this indus-
try service, as the grades are impracticable for the ordinary switching
engines. These geared locomotives are used also for the yard and trans-
fer switching. This unique system of city industry service was described
fully in "Engineering News" of November 26, 1914.
(3) DEVELOPMENTS IN THE DESIGN AND OPERATION OF
HUMP YARDS.
Former reports have dealt more directly with design of hump yards.
This year it was thought desirable to obtain data covering operation of
a typical hump yard, as compared with a typical flat yard, preferably
with a similar character of traffic.
One hump yard and two flat yards were selected by the Committee
for purposes of comparison. In the report the hump yard is referred to
as "Yard A," and the flat yards as "Yards B and C." In case members
of the Association desire to make further study of these costs, the names
of railways operating the yards will be supplied by the Secretary.
Statements attached show comparison of the various features of the
three yards. Figures are for the month of August, 1914, and represent
the actual operating conditions and costs for each of these yards.
Where possible, the reports covering the three yards are shown in
parallel columns for comparison purposes. Additional information cov-
ering each yard is also shown. At Yard A cars were counted only on
entering yard. Cars leaving yard were not counted. At Yards B and C "
cars were counted entering, as well as leaving, the yard. On this account
211,760 cars are shown as handled in Yard A at a cost of 23.76 cents per
car, instead of 105,880 cars (actual) at a cost of 47.43 cents per car.
The Committee thought it desirable to show cost of switching each
cut of cars, as well as each car. The value of this information is ap-
parent in making comparisons between two yards, as one road might
average two cars per cut, and another road five cars per cut.
It was also thought desirable to itemize the cost per car for salaries
of yardmasters, assistants, engineers, firemen, switchmen, towermen,
clerks, car riders, car inspectors, switchtenders, weighmasters, etc., as
well as cost of supplies, power, air, light, heat, etc., the total cost of each
item per car to equal the total cost of switching per car. Cost of switch-
ing per cut of cars is shown for Yard A.
In this report, however, the Committee was unable to distribute each
item of expense on a car basis. The Committee hopes to be able to do
this in future, as well as show the cost of switching each cut of cars.
This year the Committee also considered typical plans of turnouts on
970 YARDS AND TERMINALS.
ladders. A member of the Committee submitted plans of different track-
layouts over humps and ladders. The subject will be carried over and a
further study made next year.
The Committee suggests that the engine employed on the approach
to the hump be of sufficient power to handle from a start the maximum
train received in the yard.
(4) TRACK SCALES.
Progress has been made on this subject, and the Committee has under
consideration the report adopted by the American Railway Association
in 1913. A few important changes and several minor ones have been
suggested.
It is the intention of your Committee, before making final recom-
mendations on this subject, that very careful and full discussion shall
be indulged in, and, with the approval of the Board of Direction, this
Committee will confer with the proper committee of the American Rail-
way Association on an approved set of track scale specifications and rules.
SUGGESTIONS FOR NEXT YEAR'S WORK.
(1) Continue study of typical situation plans of passenger stations
and approaches and methods of operating same.
(2) Report on handling of freight in double-deck freight houses,
with cost of operation.
(3) Continue study of classification yards:
(a) Unit costs of operation of typical hump and flat yards.
(b) Yard lighting.
(c) Power vs. hand-operated switches in hump yards — ad-
vantages and disadvantages.
(4) Continue study, and, if possible, make report on track scales.
Respectfully submitted,
COMMITTEE ON YARDS AND TERMINALS
Appendix A.
FREIGHT-HOUSE TRUCKING.
Road A — There are many systems followed by the various trans-
portation companies at freight depots, the. systems being adaptable to
the peculiar conditions of the freight stations, and we do not know of
any uniform system in the trucking of freight that could be adopted gen-
erally. Some houses are adapted to the no-gang system, others to the
drop-truck system, and still others to regular gangs. The system to be
used must be that best suited to the peculiar conditions of the station
and the method and manner in which freight is received and delivered.
The most economical method of handling local carload freight is
the co-operative bonus plan, by which certain branches or departments
of the force participate in the bonus. A certain figure per ton is fixed
and the employes participating in the bonus work with a view to reduc-
ing the cost per ton under the fixed rate. They receive 50 per cent, of
the savings, which is divided between the employes participating, in
proportion to the wages' earned. This has a tendency to place the freight-
house men on their mettle, striving to reduce the cost per ton, as the
greater the reduction in the cost per ton, the greater is the amount re-
ceived. Furthermore, every employe participating is a supervisor; he
is after the fellow who is not holding up his end. The employes under
the bonus plan would always be looking for something to do, and in-
stead of the head of the department being after the employe, the employe
would be after the head of the department to keep him busy.
Road B — The conditions in the warehouse at this station are very
different from those at most freight houses, the freight handled being
practically all straight carload lots. In loading freight from floor of
house to car, we split the men into gangs of 10 men each, with a gang
boss to each 10 men. We use 2 men loading trucks, 4 trucking and 4
stowing into cars. In unloading from cars to floor of house, we use
4 men in car, loading trucks after doorway is broken out, 4 trucking
and two stowing on floor. In receiving freight from steamers, which is
delivered to us at the foot of carriers on trucks, we divide the men into
gangs of about 28, as it usually requires from 20 to 22 men to truck away
from each carrier, and 6 to 8 men to pile on floor.
We do not believe anything but a two-wheel truck could be used
to advantage at this station. A ball-bearing truck would be the means of
increasing rapidity of handling freight, as it would run so much easier,
and the men would not tire so soon.
Road C — In trucking at our freight houses we use two-wheel trucks
and work one checker, two truckers, one picker and one stower in each
gang on short trucking. As conditions vary, the number of truckers is
971
972 YARDS AND TERMINALS.
sometimes increased, to enable the remainder of the force to be kept busy,
when the trucking distance is long.
Road D — At our largest trucking point we handle quite a heavy pack-
age business. We use the ballot system, and bend our efforts toward get-
ting high efficiency from this method, by maintaining a high standard of
discipline among the force, and by selecting the best supervision possible
in return for the salaries which we are allowed to offer. We employ
negro truckers, but cannot afford to allow any waste, even with this com-
paratively low-price labor.
We use only hand trucks, and the number of gangs, and the number
of truckers in each gang, is based upon close observation of the amount
of business offering, and the number of truckers needed to work each
section of the warehouse smoothly and efficiently. In the unloading of
cotton, of which we handle a large quantity, we have one unusual feature.
There are certain times when we are able to set a task, and allow the
gangs of cotton truckers to go home when this has been performed. The
results are highly satisfactory, but we can only set a task when condi-
tions are favorable.
Road E — Trucking freight in Chicago is handled as follows : At the
downtown freight house, out-of-town freight is delivered by wagons to
the freight house. The wagons are unloaded by checkers and assistants
and loaded onto trucks. In the drop-truck system, a trucker takes up
the nearest loaded truck and carries it to destination, which is the door
of the car or string of cars into which it is to be loaded, and drops the
truck and takes up the nearest loaded truck and takes it to destination,
drops it, etc. The trucks left by the trucker are loaded into the imme-
diate cars by a stevedore or stower and his assistant. The stevedore
stays in the car usually and stows the freight in the car. The trucker
brings the loaded trucks to him and unloads them conveniently for the
stevedore. When he has unloaded the truck he returns the empty truck
across the freight house to the side at which the wagons are unloaded.
At the main terminal yard at Chicago, the freight is transferred in
trucks from car to car across a platform 30 ft. wide. The cars to be
unloaded are placed on two adjoining tracks on one side of the platform.
The car next the platform is unloaded first and then the car on the sec-
ond track opposite to it is unloaded, the freight being trucked through
the first car. At this house we are not able to use the drop-truck sys-
tem for two reasons:
(1) We receive at this house a number of cars of mail-order and
similar business originating in Chicago destined to points all over our
system. We find it more economical to unload these cars and pile the
freight in the center of the platform, where it can be more easily sorted.
It is then loaded on trucks and distributed to the proper cars. The plat-
form being only 30 ft. wide, there is not sufficient space left after the
mail-order freight is piled on the platform to handle the trucks by the
drop-truck system.
YARDS AND TERMINALS. 973
(2) The truckers employed on the platform change frequently and
under the drop-truck system new men would have to be watched very
carefully to see thai they left the truck at the proper place. This requires
more supervision than we are able to give the work* and on that ace unit
we use the gang system and require the trucker to deliver the freight
in the proper car and return with his truck to the starting point. While
the drop-truck system is not used very largely on our system, this is on
account of conditions that exist at our various freight houses, which
interfere with the use of this plan.
At all freight houses in Chicago we have in force what is known
as the bonus plan, which consists of agreeing with the men upon a price
per ton which the company will pay for handling freight. The men
are paid certain salaries per day for their labor. If, however,
at the end of the month, the amount of the payroll is less than the amount
the men would receive for the number of tons of freight handled at
the agreed price, the surplus is divided between the men, each man
receiving the same percentage in addition to his wages that the differ-
ence in totals bears to the amount due per the agreed price per ton. At
our downtown freight houses this percentage averages about 12 per cent.
The rate per ton for handling freight is fixed at 57 cents, and this
includes the salaries of general foremen and foremen, coopers and time-
keepers, and other overhead expense. The following is a copy of one of
the sheets issued for a month's work at the downtown freight house :
31,360 tons handled at fixed price of 57c per ton. $17,875.20
Payroll for houses 1 and 8, inward freight $ 6,236.63
Payroll for houses 2 and 3, outward freight. .. . 9,619.00
Actual cost as per payrolls $15,856.53
Bonus to be divided with employes 2,018.67
Bonus percentage 0.1273
Total bonus paid $ 1,968.77
Bonus undivided account of time checks issued,
amounting to $391.25 40 .8]
Bonus undivided account of discarded fractions .09
Total s 2,ot8.67
At the main terminal yard a bonus system is also used, the price
there being 54 cents per ton, covering similar overhead charg
The arrangement and design of the freight houses have a largi
on the cost of handling freight. The most efficient type of freight house
is that having one or two tracks lengthwise through the center of the
house, with a platform on each side. This docs awaj with a great deal
of the confusion that occurs where there is onlj one platform and it also
affords better facilities for unloading the cars. For instance: Where
there is only one platform, the car next the platform may contain bulky
or unwieldy freight which is difficult to handle and necessitates a long
974 YARDS AND TERMINALS.
time in unloading the car. The car opposite this on the second track can-
not be unloaded, perhaps, until the entire freight is removed from the
first car. This means delay in handling that carload and it also upsets
the program for the day's work. Where there are two platforms, the
second car may be unloaded on the nearest platform and the freight
destined to the other platform may be trucked through the adjoining cars.
The force of freight handlers can be stimulated still more where
the gang system is in operation by figuring the bonus for each gang
separately, instead of making a uniform bonus for all the gangs. The
more efficient men will then be able to earn more money and will not
be held back by the poor work of other gangs.
Appendix B.
THE USE OF MOTOR TRUCKS AND HAND TRUCKS AT
FREIGHT HOUSES.
In seeking for information in regard to the use of motor trucks for
handling freight at freight houses, this question was taken up with the
Association of Transportation and Car Accounting Officers. That asso-
ciation's Committee on Conducting Freight Transportation kindly solicited
information from a number of railways, and a summary of the replies
received has been furnished for use with our report. The question is
under consideration also by the above association's Committee on Mark-
ing and Packing Freight.
As a result of the inquiry noted, replies were received from nine
lines which are using, or have used motor trucks in handling freight at
large freight houses. None of these lines appear to have made a com-
prehensive study of the use of motor trucks to the extent of being able
to show whether or not their employment is economical. In fact, only
one line, a prominent Western trunk line, has presented any tangible
figures tending to confirm a saving in freight-house labor and expedi-
tion of freight handling ; and in this case data is lacking as to cost of
electrical current, cost of maintenance, wages of motormen, supervision
of electrician in charge of motors, and the probable longevity of the
trucks. The experience of the line in question extends over a period
of only six months, and therefore it is hardly in position to testify as
to expense side of the question. It is evident that the matter must be
decided with a view to the local conditions at each individual freight
house.
Line I. Six trucks in use; initial cost, $1,515 each; carrying capacity,
3,000 lbs.; haul as many as fifteen trailers loaded with 1,200 to 1,500 lbs.
each. Resulted in decrease of trucking force from 107 to 91 men, wit li
practically same amount of freight handled. Average cost per ton de-
creased .025. Experience extends over a period of six months. No data as
to expense of current, upkeep or life of motors or wages of motormen
or electricians necessarily employed to handle and charge trucks and keep
up repairs.
Line 2. If you have the right kind of freight, the long-platform haul
and the charging plant handy, and sufficiently large Cand suitable) ton-
nage, then the electric truck pays, but not otherwise. At two large New
York piers this line has abandoned motor trucks.
Line 3. A two months' test, made in 1012, resulted in the conclu-
sion that with proper facilities (plenty of freight house and platform
room, so that the trucks could he got about readily without interference)
the performance would be an economical advantage. The trucks are very
good things for long hauls, but at docks where they have to go out into
975
976 YARDS AND TERMINALS.
cars, down inclines, turn corners, go up steep planks, etc., they are abso-
lutely of no advantage.
Line 4. The matter came up for consideration, but after going into
it thoroughly we came to the conclusion that motor trucks might be of
service as tractors — that is, for handling the four-wheel trucks from one
end of the shed to the other — but for general freight handling we figured
they would not reduce the cost of handling sufficiently to warrant the
outlay. From another point on same line : "The cost of handling from
shed to cars is about 6.40 cents per ton, as compared with 8.40 cents
per ton with hand trucks. On account of their extra speed it cost in the
neighborhood of 20 cents per ton to take the flour from the boat and
sort it in the shed, as compared with about 23 cents per ton with hand
trucks." At still another point on same line, in the winter of 1912 and
1913 four motor trucks were used and the number has since been in-
creased to 18. It was considered that ''for a short distance, 75 feet or
less, there was no saving over ordinary hand trucks, but for greater dis-
tances they can be used to advantage, and the greater the distance the
greater the advantage. In a test on distance of 250 feet or more, the
saving was about 50 per cent. «in favor of the electric trucks. They
should be used on comparatively smooth surfaces, plank of even height
or concrete will give best results.''
Line 5. The use of the electric truck as a freight-carrying proposi-
tion is a failure. However, the use of the electric truck as a motor
proposition to pull trailers is a success, providing proper intelligence is
given the trailers selected and the operation of same after they are
selected. Or, in other words, there is no doubt that the four-wheeled
truck in connection with the electric motor as a propelling power is a
decided saving over the old two-wheeled trucks. Just what extent the
electric power plays in the saving is problematical.
It is a well-established fact that the price of checking, calling and
stowing will remain the same, regardless of whether the two-wheeled or
four-wheeled trucks are used, and also regardless of the fact of whether
the freight is propelled by human or electric power. Therefore, the only
clement of economy to lie practiced is the equipment to be used in
handling the freight from the door or the car to its ultimate destination.
An extended investigation some two years ago in fifty freight houses
developed the fact that it costs the railroads 3 cents per ton per 100 ft.
to truck the freight on two-wheeled trucks. Observations made lately
have established the fact that the cost of trucking freight per ton 100 ft.
by the use of four-wheeled trucks can be reduced 1 cent per ton, or the
cost will be 2 cents per ton per 100 ft. Therefore, it can readily be seen
that the installation of four-wheeled trucks will reduce the actual cost
of trucking 33 1/3 per cent.
The electric motor at this point can be introduced to effect a further
saving. Some observations made lately have demonstrated that the cost
per ton per 100 ft. by the use of electric motor is $0.0086 per ton. How-
ever, we must take into consideration that all of the freight handled at
YARDS AND TERMINALS. 977
a freight house cannot he handled by electric trucks; only that portion
of the freight receiving a minimum truck haul of 300 ft. or greater can
afford to be selected for the motor service. Therefore, the increase of
maximum ton haul will be a very great factor in the approximate sav-
ing by the introduction of electric trucks as a propelling power.
An outbound freight house not over over too ft. long should be
equipped with four-wheeled trucks. The electric power need not to be
taken into consideration for the successful operation of this house, bill
when the length of the house exceeds 600 ft. the installation of electric-
power, together with the four-wheeled trailers, will enable a still further
reduction in the cost per ton. The longer the house, the more trucks in
the proportion.
In summing up the situation, in nearly all of our outbound freight
houses the use of electric trucks combined with the four-wheeled trucks
as trailers should reduce the actual cost of trucking (which does not
mean the actual cost of handling the freight) 50 per cent.
Line 6. Uses motor trucks as tractors and has practically eliminated
hand trucks; length of freight station. 1,730 ft.; therefore trucking ex-
pense high. Battery man necessary lo look after batteries. No informa-
tion given as to economy in handling as against hand trucks, nor figures
as to initial cost of trucks, current, maintenance, etc.
Line 7. Experience under adverse conditions does not warrant rec-
ommending motor trucks for exclusive carrying of freight. Making new
experiments with use of motor trucks as tractors, and thinks will show
satisfactory results.
Line 8. We have made some tests in this direction at different points
on our line, but owing to local conditions, and also expense of mainte-
nance, we have not yet been convinced thai the handling of freight by
electric trucks is an economical measure.
Line 0. Daily wage of motormen, $3.33. No data as tq current
expense, maintenance or probable life of truck. Agent under \
supervision trucks are, and depot foremen, state their experience does
not recommend use of electric truck- from the standpoinl of either facility
or economy.
Appendix C.
ADDITIONAL INFORMATION COVERING OPERATION OF
"YARD A," FOR MONTH OF AUGUST, 1914.
(1) Capacity of receiving yards:
Eastbound, 890 cars; westbound, 972 cars; total, 1,862 cars.
(2) Capacity of classification yards:
Eastbound, 1,830 cars; westbound, 1,815 cars; total, 3,645 cars.
(3) Capacity of departure yard (eastbound yard only), 466 cars.
(4) Number, capacity and location of car repair tracks, caboose tracks,
hold tracks, transfer tracks and icing facilities (if any):
No. 1 repair yard, located north of westbound classification yard, six
outside tracks, capacity 150 cars, and 42 tracks in roundhouse, capacity 84
cars, total capacity 234 cars, for repairing loaded and empty cars in west-
bound channel, also four tracks in paint shop, capacity 16 cars, for paint-
ing passenger equipment.
No. 2 repair yard, located south of westbound receiving yard, seven
tracks, capacity 184 cars, for repairing empty cars in both westward and
eastward channel, principally steel equipment.
No. 3 repair yard, located north of eastbound receiving yard, nine
tracks, capacity 325 cars, for repairing empty cars in eastward channel.
No. 4 repair yard, located south of eastbound classification yard, four
tracks, capacity 66 cars, for repairing loaded cars in eastward channel.
Five caboose tracks :
(a) Two located south of entrance to westbound receiving yard,
for Div., through preference and slow cabooses.
(b) One south of westbound receiving yard, for
Div., local cabooses.
(c) Two south of exit from westbound classification yard, one
for connecting divisions, the other for turnarounds
Div., and cabooses Div., total capacity, 92 cabooses.
(d) Two hold tracks (included in classification yards') capacity
of track in eastbound yard, 59 cars ; in westbound yard, 42 cars.
(e) Sixteen tracks at transfer station, capacity, 371 cars.
(f) Emergency icing is done from a supply car, emergency icing
station to be located south of the eastbound classification yard under
consideration.
(5) Are lengths of tracks in above-mentioned yard satisfactory?
(a) Capacity of tracks in eastbound classification yard range from
20 to 84 cars, the maximum train is 85 loaded cars, should have at least
four tracks of ioo-car capacity each, on which to assemble maximum
trains to eliminate doubling up cars from two tracks, and provide clas-
sifying room from time full train has been assembled until it lias been
removed.
(b) Capacity of tracks in westbound classification yard range from
13 to 65 cars, eight of them short tracks, ranging from 13 to 2S car
lengths, too short to accommodate assigned classifications, and should be
from 25 to 30 car lengths.
(c) Capacity of tracks in eastbound receiving yard range from 50 to
Ho cars, and accommodate the normal train.
(d) Capacity of tracks in westbound receiving yard range from 56
to 75 cars; two tracks should be lengthened to accommodate 100 cars eacb.
978
YARDS AND TERMINALS. 979
(6) General description of traffic:
Through and local preference (fast) freight, through and local slow
freight, and all classes of system, foreign and individual empty cars.
(7) There is a departure yard in connection ivith the eastbound classifi-
cation yard.
(8) Departure yards are desirable for the making up of prompt dis-
patching of trains, reducing the time betiveen terminals; also for
relieving classification yards, so that classifying is not interrupted.
(9) Number and cost per car through the yards, for cars that do not
pass over the hump:
(a) 27,272 cars interchanged with the transfer, at a cost of $0.1425
per car.
(b) 23,264 cars interchanged with the repair yard at a cost of $0,138
per car.
(c) In addition to above, 23,919 cars passed around the yard with
road power.
In items (a) and (b) cars are counted entering, as well as leaving,
the yard.
(10) Tractive power of each engine and number of loaded and empty
cars one engine will handle over the hump. Also hours of service
of each engine and particular duty it performs, such as hill engine
or hump engine, trimming engine, rider engine, transfer engine,
etc. :
fa) Three types of engines used, i. e., H-5, H-6 and H-3.
(b) Tractive power of H-5 equals 40,867 lbs.
(c) Tractive power of H-6 equals 39,688 lbs.
(d) Tractive power of H-3 equals 21,504 lbs.
(e) H-5 engines will handle 20 cars of coal or heavy freight. 35 cars
of merchandise or light freight, and 50 empties, over the eastbound bump
on an average grade of 1.0 per cent, through receiving yard and 2.3 per
cent, approaching the hump.
(f) H-5 engines will handle 25 cars of coal or heavy freight, 40 cars
of merchandise or light freight, and 65 empty cars over the westbound
hump, where one-half of the receiving yard is substantially level and the
remaining half is on an average 0.8 per cent, grade with a short 3.0 per
cent, grade at the hump.
(g) The grade from both receiving yards to the humps is controlled
by overhead township thoroughfares.
(h) Hours of service of all yard engines range from 20 to 22 hours
each day, six to eight H-5 or H-6 engines used to push trains from the
receiving yards over the humps (regulated each day by the volume of
business en route), four H-3 engines used for trimming, also hauling car
riders back to the apex of the hump.
(i) Six H-6 engines used in interchanging cars with the transfer,
which includes spotting of cars in liou
(j) Five H-6 and one small or mill type engine used in interchanging
cars with the repair yards, which includes spotting or spacing of cars on
repair tracks.
(k) Four H-6 engines (one day and one night in each classification
yard) used to do general shifting work, serving coal wharf, shifting hold
tracks, hauling trains out of the classification to departure yard or storage
tracks, shifting warehouse sidings within yard limits, and assisting in
making up trains for road movement.
(n) (a) Eastbound cars from transfer are moved by
transfer crews to the eastbound receiving yard, pass over the eastbound
hump to assigned tracks in the eastbound classification yard, from which
point they are dispatched to destination. Westbound cars are moved
980 YARDS AND TERMINALS.
from the transfer by transfer shifters to the westbound receiving yard,
pass over the westbound hump to assigned tracks in the westbound clas-
sification yard, from which point they are dispatched to destination.
(b) Eastbound cars from the shop repair yards are moved from the
shop yards by shop shifters to the eastbound receiving yard, passed over
the eastbound hump to assigned tracks in the eastbound classification yard,
from which point they are dispatched to destinations. Westbound cars
from shop tracks are moved by shop shifters to the westbound receiving
yard, pass over the westbound hump to assigned tracks in the westbound
classification yard, from which point they are dispatched to destinations.
(12 J Eastbound hump, 49,447 cars; 32,636 cuts; average cost per car
$0.4887; average per cut $0.7405.
Westbound hump, 56,433 cars; 41,189 cuts; average cost per car
$0.4616; average per cut $0.6324.
(13) (a) Eastbound cars destined to transfer are
yarded in the eastbound receiving yard, pass over the eastbound hump
to tracks in the eastbound classification yard assigned for such cars, from
which point they are moved by the transfer crews to the transfer shed.
Westbound cars are yarded in the westbound receiving yard, pass over
the westbound hump to tracks in the westbound classification yard as-
signed for such cars, and are moved from that point by transfer crews
to the transfer shed.
(bj Eastbound cars for the shop repair yards are yarded in the east-
bound receiving yard, pass over the eastbound hump to tracks assigned
for such cars in the eastbound receiving yard, from which point they are
moved by shop shifting crews to the shop yards. Westbound shop cars
are yarded in the westbound receiving yard, the westbound classification
yard from which point they are moved by shop shifting crews to the shop
tracks. Shop cars arriving in trains other than shop trains are handled
in identically the same manner.
(14) The 105,880 cars reported as passing over the eastbound and
westbound humps during month of August represent the actual cars
which passed over the humps. If each car is counted twice, once when it
enters the receiving yard and again when it leaves the classification yard,
the total car movement for the month referred to would amount to
211,760 cars; but not all of this number, however, would be credited with
passing over the humps. The average cost of handling each car on this
basis of calculation would be $0.2376, but this would not represent the cor-
rect average per car in passing over the humps.
The average cost of 47.43 cents per car over the humps includes all
items of yard expenses from the time the car enters the receiving yards
until it passes out of the classification yards.
There is a heavy grade at the entrance to the eastbound receiving
yard, which requires the assistance of a yard engine to pull all heavy
tonnage trains into that yard. In the westbound receiving yard there is a
dip by reason of an overhead road bridge. This dip is about in the center
of the receiving yard, and the road power can, without assistance, pull
westbound trains onto the receiving tracks. It requires two engines, and
with heavily loaded trains three engines, to push trains from either re-
ceiving yard to the apex of either hump, and in case of all steel coal
trains received from the Branch, it is usually necessary to
use four engines to push to the hump.
The expense also has been included of the pick-up engines engaged
in hauling the car riders from the classification tracks back to the humps.
and which engines also do what is commonly termed "trimming" or push-
ing the tracks, as well as the general yard shifters, one day and one night.
in each classification yard which shift the "hold" tracks, drill repair cars
damaged in classifying from the receiving tracks to the yard tracks, and
YARDS AND TERMINALS. 981
vice versa, and particularly cars traveling as preference freight ; drill out
and return to the humps any cars which, through classifying errors, are
run to the wrong tracks, perform interchange movements between the
eastbound and westbound yards, such as westbound loaded cars received
from the eastbound transfer house, and vice versa. Tlie necessity for
these engines, of course, is apparent, and their cost of operation, particu-
larly the additional feeders, which are required to assist in yarding east-
bound heavy tonnage trains and in pushing all trains to the humps, will
no doubt show an increased average cost per car compared with other
large yards which have more favorable grades and operating conditions.
(iS) One hundred and thirty-nine car riders (including cutters,
feeders, polers, checkers and track pushers) is the daily average computed
from the actual number of men used, at a total cost of $16,782.39, or an
average of $120.73 Per month for each individual.
(16) Eastbound classification yard is lighted by three rows of arc
lamps, there being five tracks outside of the first row, six tracks outside
of the last row, and ten tracks between the side rows and the middle row.
The lamps are suspended from poles about 35 ft. from the ground, and
located about 300 ft. apart. We consider this a good lighting arrange-
ment, the row through the middle of the yard preventing a shadow from
the two outside rows.
(17) The following items were considered in compiling the total
cost of handling 105,880 cars over the humps during the month of
August, daily :
8 assistant yardmasters $ 1,077.20
4 hump foremen 538.60
24 engine crews 5,977-99
139 car riders (including cutters, feeders, etc.). 16,782.39
4 classification yard shifting crews 2,988.21
20 yard clerks 1,516.22
5 scale clerks 525.05
97 car inspectors and repairmen 6,839.90
45 switch tenders 3,250.61
$39,496.17
(18) Electro-pneumatic switch machines are located in the classifi-
cation foremen's offices at the apex of both humps. The wages of the
men operating the machines is included in the cost of handling cars over
the humps.
(19) Weighing cars going over the hump retards the movement
materially, but is considered the most practical method. To install the
scales at some other point would result in rehandling the cars to get them
to proper classification tracks after they were weighed.
(20) Additional information:
Number of cars handled each day in August, 1914, in each direction:
August. East. West.
1st 2,433 2,665
2nd 1,877 1.696
3rd 1,938 2,046
4th 2,081 2,505
5th 2,449 2,712
6th 2,421 2,828
7th 2,366 3,310
8th -',33 J 2,174
9th 2,119
10th 2,1 15
nth . 2,168
1 2th 2,078 2,872
982 YARDS AND TERMINALS.
August. East. West.
13th 2,444 2,606
14th 2,451 2,601
15th 2,359 2,545
1 6th 1,926 1,933
17th 2,028 2,048
1 8th 1,980 2,429
19th 2,242 2,633
20th 2,302 2,632
21st 2,560 2,650
22nd 2,089 2,486
23rd 1,858 1,833
24th 1,810 2,136
25th 2,054 2,175
26th 2,216 2,431
27th 2,547 2,572
28th . 2,481 2,850
29th 2,318 2,547
30th 2,189 2,201
31st 2,051 2,198
(b) Maximum number of cars handled during 24 hours, giving sepa-
rately number over each hump :
Eastbound hump, 2,482.
Westbound hump, 2,144, total both humps (January 24, 1913),
4,626.
Maximum handled in one hour :
Eastbound hump, 135.
Westbound hump, 140.
(c) The above maximum number of cars handled taxed the capacity
of the yard, and it is not possible to maintain this performance regularly
with the present facilities.
(d) Total number of cars handled through yards January 24, 1913,
6,294; 3>:36 east and 3,158 west; of which 4,626 cars passed over the hump.
ADDITIONAL INFORMATION COVERING OPERATION OF YARD "b," FOR MONTH OF
AUGUST, 191 4.
(1) Capacity of each division of yard:
North yard 1,079
South yard 636
Mineral yard 452
Shop yard 1.078
Furnace yard 143
Total cars 3,388
(2) // yard is on a grade, zvhat per cent, of switching is down grade'
None ; 25 per cent, of the switching is up grade.
(3) In connection with opening of new double-track, low-grade rail-
road between and , it will be necessary
to revise and rearrange "Yard B," for the prompt and economical
handling of long heavy tonnage trains. The topographical condi-
tions not being favorable to a hump yard, it is probable that a
gravity yard will be put in.
(4) Tractive power of each engine:
Four types of engines used, i. e., H-19, H-17, H-8 and B-4.
Tractive power, H-19 33,/O0 lbs.
Tractive power, H-17 32,800 lbs.
Tractive power, H-8 „ 28,200 lbs.
Tractive power, B-4 27,600 lbs.
YARDS AND TERMINALS. 983
(5) Summary of cars handled:
Inbound loads 25,375
Inbound empties 14,243
Total 39,6i8
Outbound loads 24,948
Outbound empties I4,5I5
Total 39,463
Total in and outbound loads and empties 79,o8i
Cars switched :
Inbound 36,275
Outbound 48,085
Total 84,360
Cars not switched 3-343
Internal service :
Loads 43,i66
Empties 38,097
Total 81,263
Total cars handled 1 65,623
Engine hours handled 3J75-5
(6) Summary of operating costs:
Wages of engineers $ 1,364.64
Wages of firemen 617.37
Cost of fuel 1,762.50
Cost of water 160.94
Cost of lubricants 45-66
Other supplies 47-36
Engine house expenses 648.12
Wages of foremen 1,238.26
Wages of switchmen 2,500.24
*Engine rental 3,461.30
Car inspectors i,442-94
Other yard employes 3,210.27
Damage to cars 241.31
Yard supplies 33-45
Air 4-51
Electric light 97-08
$i6,87S-93
The cost of handling cars inbound and outbound is based tm the act
ual time consumed by yard engines in the disbursement and assembling
of trains only. This expense, of course, includes the same proportion of
the yard office expense, as the switch engine time relates to the whole.
Tn other words, practically 51 per cent, of the entire time was consumed
in disbursing and assembling ti
The same percentage of all other costs over and above the yard en
sine expense is included in the figures shown.
Taking the entire Yard B expense, and dividing it by the total num-
ber of cars received and forwarded, or 70.0S1. we have a cost of 21.34
•The Committee increased engine rental from $793.88 to $3,461.80 in order
to put both yards on same basis for purpose oi compai
984 YARDS AND TERMINALS.
cents per car. Forty-nine per cent, of the entire yard engine time was
consumed in internal switching service. Taking that percentage of the
entire cost, the internal switching cost was 10.45 cents per car.
Attention is called by the Committee to the peculiar operating condi-
tions in Yard B. This yard is one unto itself from an operating stand-
point. The main line train yards are located next to the main track in
tandem.
In addition to these two train yards, there are five division yards
where trains are made up for five separate divisions of the road.
A section of each of the two main-line train yards is set aside and
known as a city yard, into which all cars from proper are
received and disbursed in our internal service arrangements. Into this
yard there are five main-line entrances. In other words, all traffic must
be disbursed and assembled for movement from and to five separate and
distinct main-track lines.
ADDITIONAL INFORMATION COVERING OPERATION OF YARD "c" FOR MONTH OF
AUGUST, 1914.
(1) Capacity of each division of yard, including car repair tracks, ca-
boose tracks, hold tracks, transfer tracks, icing facilities, etc.:
(Basis of 42-ft. cars.)
Freight house 172
Westbound yard 954
Storage classification 743
Storage outside classification 498
Car repair tracks 438
Alley tracks 160
Ice plant 105
Elevator "A" 391
Eastbound yard 903
Coach yard (basis of 70-ft. cars) 200
Total 4,564
(2) // a yard is on a grade, what per cent, of switching is dozen grade ?
The greater portion of Yard C is level. There is a x/i per cent, grade
at the east end, and a .6 per cent, grade at the west end of the clas-
sification yard, which makes the switching in the westbound train yards
and in the classification yard down grade. Approximately 50 per cent, is
down grade.
(3) No changes to suggest in regard to arrangement of tracks in this
yard.
(4) Tractive power of each engine — - 31,100 lbs.
(5) Summary of cars handled:
Eastbound loads 26,561
Westbound loads 16,780
Loads from connecting lines 3.782
Loads to connecting lines 8,471
55,594
Eastbound empties 3.891
Westtx mnd empties 9,146
Empties from connecting lines 4,990
Empties to connecting lines 2,539
20,566
YARDS AND TERMINALS 985
(6) Summary of operating costs:
Engine rental — 11,562 hrs. at $1.09 per hour. .. .$12,602.58
Yardmasters and assistants 1,764.66
Car markers 55-°o
Switchmen 14,441.39
Switchtenders 122.24
Car inspectors . .' 1,374.66
Enginemen 8,054.43
Wcighmasters 269.50
Clerks 2,209.08
Fuel '. 6.889.08
Water 616.37
Lubricants 181.87
Engine supplies 148.70
Engine house expenses (yard engine only).... 2,534.49
Power 595-20
Air 523-71
Light 361.88
Yard supplies 84.17
Total $52,829.03
Company generates its own current for all facilities. Above costs do
not include general office or administration expense.
986
YARDS AND TERMINALS.
STATEMENT SHOWING COMPARISON OF OPERATING CONDITIONS IN ONE
HUMP YARD AND TWO FLAT YARDS,
Month of August, 1914.
-
Yard A (Hump)
East bound bump double
Questions Asked
track
Westbound hump-double
Yard B (Flat)
Yard C (Flat)
track
(1) — Percentage of south 01
64j per cent, loads . ,
09 per cent, loads...
87 per cent, loads.
east bound traffic . .
35 i per cent, empties..
31 per cent, empties
13 per cent. empt'°s.
(2) — Percentage ol north or
71 per cent, loaded ..
55.8 per cent, loads.
05 per cent, loads.
west bound traffic.. .
29 per cent, empties.
44.2 percent .empties
35 per cent, empties.
(3) — Character of south or
Fresh meat, live stock,
Fresh meat, perish-
Fruit, potatoes, sugar.
east bound loads. . .
live poultry, fruit,
ablemerchandise,
vegetables, asphalt,
dairy and other food
grain, flour, stone,
cement, coal, flour,
products, machinery,
coal, coke, etc. . .
grain, hay, lumber,
merchandise, grain.
live stock, etc.
mill products, raw
and finished coal and
coke
Perishable grocer-
(4)— Character of north or
Live stock, fruit, vege-
Automobiles, beer,
west bound loads. . .
tables, merchandise,
ies, merchandise,
furniture, machin-
mill products, raw
lumber, slag, etc.
ery, fresh meat,
and finished machin-
merchandise, ce-
ery, coal, coke, lime-
ment, coal, etc.
stone and ore
(5) — Number of loaded ears
102,734 loaded cars (a)
96,903 loaded cars
43,341 loaded cars (e)
handled during fch<
53,092 empty cars (a 1
(l,i
month
os, 720 empty cars.
Ui) — Number of empty car?
13,037 empty'cars (e).
handled during the
month
(7) X ii in b e r of e a r e
10,852 cars weighed
2, 0'.IO ears weighed
0,275 ears weighed.
weighed during the
month
4,998 cars (3,962 over
2,976 cars (hi
(8) — Maximum number o!
1,537 cars (h).
cars handled during
humps) (h)
(9) — Maximum number ol
cars handled during
any one hour
032 ears
310 ears.
(10) — Number of ears classi-
fied
211,700 cars (c)
23.70c per car (d)
79,081 cars
21.34c (d)
83,832 cars (e).
(U ) — Cost per car
63.01c per car.
(12)— Rental of engines
SI. 04 per hour (f)
¥1.09 per hour (g)..
$1.09 per hour (g).
(13)— Cost of air
(14)— Cost of lighting...
$361.88.
$96.00
$148.7(1.
(1(1) — No. of cars damaged
60 ears
31 cars.
(17) < losl of damage to cars
$1,854.50
J241.29
$359.50.
(18)— Are trains departing
With exception of 2 di-
visions set off trains
Yes
All trains are made
from yard made up
up in station order,
in station order.
are not made up in
except drag trains
station order — all
which handle dead
trains are made up to
freight exclusively
embrace districts af-
and empties.
fording the longest
haul to the break up
point
(19)— Estimated cost of dup-
licating yard, exclus-
ive of grading.
bridges and build-
ings
$750,000.00
$329,200.00
$554,180.00.
YARDS AND TERMINALS. 987
EXPLANATORY X< >TES.
fa) These cars are counted only on entering the yard— cars departing from yard are not counted
(b) 53,737 loads entering and leaving; vard; 43,106 loads switched to and from local industries;
total, 96,903.
(c) Report showed 105,88!) cars entering Yard A from either e:ist or west, and were counted
but once. For comparative purposes this amount was doubled, as cars -witched in
Yard B were counted on entering as well as leaving the yard.
(d) These figures include cost of yardmaaters and assistants, switchmen, towermen, clerks,
car riders, car inspectors, switch tenders, weigh masters, engineers, firemen, engine
rental, cost of supplies, including power, air, light, heat, etc. General office or admin-
istration expense not included.
(e) Cars are counted entering as well a = leaving yard.
(f) At Yard A the cost of engine rental is made up as follows:
Cost per 100 locomotive miles run for repairs of locomotives, including replaced
locomotives $18.29
Cost per 100 locomotive miles run for fuel yard locomotives 5.26
Cost per 100 locomotive miles run for lubricants for locomotives (yard and road) .29
Cost per 100 locomotive miles run for other supplii- 'o! locomotives (yard and
road) 40
Cost per 100 locomotive miles run for engine-hous ; ird and road1 3.07
Total cost per 100 locomotive miles run S27.31
Average per mile 2731
Average per hour, based on 6 mile= per hour for yard engines 1 . 64
(g) Cost of engine rental at Yarrl B was figured al ?5 00 per day, and Yard C at $24.00 per 24
hours.
For comparison purposes committee figi >llows:
Cost per 100 locomotive miles run for repairs to locomotives
including replaced locomotives -? 1 8 . 29
Average per mile 1829
Figuring 6 miles per hour for yard engines makes the cost 1 09 per hour as shown
Fuel, lubricants, other supplies and engine house expenses are not included in engine
rental, as they have been included in general expense.
(h) These cars counted but once.
NOTE — The comparativelv high cost of handling cars in Yard "C" is accounted for by the
fact that wages paid in Yard "C" are higher than in Yard "B."
Also due to the fact that extra expense, was incurred in Vard "C" handling cars to and from
other railways and the stock yards.
REPORT OF COMMITTEE XIX— ON CONSERVATION
OF NATURAL RESOURCES.
C. H. Fisk, Chairman; A. W. Carpenter, Vice-Chairman;
R. H. Aishton, William McNab,
Moses Burpee, A. L. Moors head,
F. F. Busteed, Francis Lee Stuart,
A. L. Davis, S. N. Williams,
W. A. Hammel, R. C. Young,
Committee.
To the Members of the American Railway Engineering Association:
The outline of work assigned to the Committee for 1914 was as
follows :
(1) Continue the study of tree planting and general reforestation.
(2) Continue the study of coal, fuel-oil and timber resources.
(3) Continue the study of iron and steel resources.
The Committee has continued the study of all the subjects in the
outline of work. A report on tree planting and general reforestation,
giving quite complete data on the work in this line undertaken by rail-
ways, is given in the following pages.
(1) TREE PLANTING AND GENERAL REFORESTATION.
It is estimated that $75,000,000 are lost annually because the forest
lands of the United States are unproductive, and that 40,000,000 acres
of natural forest lands now denuded are incapable of being regenerated
naturally. As we are using 40 cu. ft. of timber per capita annually,
while the annual growth of the forests produces only 13 cu. ft. per capita,
or only one-third of the timber consumed is replaced by growth, it was
estimated at the Fifth Conservation Congress that we will experience
a scarcity of timber in 33 years unless proper measures are taken to
prevent it.
Work of reforestation is being conducted by the Federal Govern-
ment, by several state commissions and institutions, by railroads and by
private individuals.
The Forest Service of the United States Department of Agriculture
is now reforesting about 20,000 acres per year in the Western national
forest?. After several years' experience, this work is still considered
experimental, but the results are reported as successful as could be ex-
pected. In the Southern Appalachians and the White Mountains of New
England the Department of Agriculture, under the direction of the Na-
tional Forest Reservation Committee, is purchasing lands for reforesting
and forest preservation on watersheds, but is not planting trees, because
it is expected that the forests will perpetuate themselves through natural
989
990 CONSERVATION OF NATURAL RESOURCES.
reproduction of seedlings or sprouting, if fires are prevented. About
1,100,000 acres had been approved for purchase up to June 30, 1914; of
these 342,000 acres were virgin forest and 536,000 acres were culled and
cutover lands.
Experiences shows planting nursery stock more successful than seed-
ing and less expensive, the total average cost of plantations being about
$9 per acre.
The states which are reported as most extensively engaged in
reforestation are New York, Pennsylvania, Massachusetts, Vermont, New
Hampshire, Connecticut, Ohio, Michigan, Wisconsin and Minnesota. The
New York State Conservation Commission furnished in 1914 some 5,000,000
young trees, which were planted on about 5,000 acres, divided between
the State Forest Preserve, state institutions and private owners.
The following railroads are known to have experimented with tree
planting and reforestation: L. & N. ; D. & H. ; C. V.; N. & W. : B. &
A.: P. R. R.; Pa. Lines West; A., T. & S. F. ; C. P.; I. C, and N. Y. C.
Information was obtained from officials of these railroads as follows :
The Louisville & Nashville (W. H. Courtenay) reports over
1,500,000 trees planted in 1904, 1905 and 1906, mainly black lo-
cust, in Kentucky, and Catalpa Speciosa in other states from Illinois
to Florida. At Carney, Ala., 700 acres were planted in catalpa, though
usually planted on small tracts of land at different points available, some
being planted on the edge of right-of-way, where wide. The main
object was to encourage owners of vacant lands to follow example and
utilize their lands for tree planting, incidentally giving considerable tim-
ber for ties. Mr. Courtenay considers the experiment a failure, and
thinks the company will probably never recover expenditure. Eleven
thousand catalpa trees were planted in Northern Kentucky in 1904 and
1905, and an inspection during the summer of 1910 showed only 17.8
per cent, in good condition, while 67.1 per cent, were dead or missing,
the remainder being rated as fair or bad; 74,600 locust trees were planted
in the same territory in 1904-1905, and 65.6 per cent, of these were
reported dead or missing. Perhaps the most favorable growth of
catalpa was planted in the depot park at La Grange, Ky., in 1903, where
one of the best trees was cut March, 1913, and the maximum diameter of
the trunk within the bark was found to be a little less than 6 in. A
large proportion of the trees in the 700-acre tract at Carney, Ala., are
dead. During the first three or four years after planting a large amount
of money was expended in cultivating them and in destroying worms
which infest catalpa.
James MacM'artin, of the Delaware & Hudson Company, reports
that 2,600 acres have been planted, beginning in 1907 and continued to
dale. The plantations vary in size from two to 650 acres. The lands
planted have been mainly worn out agriculturally or denuded through
cutting operations and subsequent fires. The work has been handled by
the Woodlands Department, which has three nurseries, in which all
raised is used for reforesting, each being under a foreman. The
CONSERVATION OF NATURAL RESOURi 991
work is directed by a technically-trained forester, and the methods are
those usually employed. Very little broadcast sowing has been done, as
it has been found that better results are obtained from setting out seed-
lings and transplants. The poplar planted is expected to produce good
pulp timber in 20 to 25 years, and the pine to be available for general
use in 40 to 50 years. The land planted is riot a producing territory
and has a relatively low value. It is estimated that the net returns
will ultimately be from 5 to 10 per cent, annually. The company does
not consider it wise to plant trees for railroad purposes on account of
the time element and possibility of using substitute materials in railroad
construction.
NUMBER OF TREES OF EACH KIND PLANTED EACH YEAR AND
CONDITION OF TREES PLANTED' AND PROSPECTS OK GROWTH.
Per Cent.
No. Trees Area in Alive at
Location. Species. Planted. Acres. Present.
1907
Wolf Pond Scotch Pine 18,000 18 95
1909
Middle Kilns S. Pine Seed 250 25
1910
Wolf Pond Scotch Pine 233,000 240 99
Middle Kilns Scotch Pine 62,400 60 98
Scattering Scotch Pine 12,720
1911
Bluff Point Scotch Pine 1 5,000 10
Delanson Scotch Pine 80,000 85 20
Meadowdale Scotch Pine 12,000 10 10
Duanesburgh Scotch Pine 29,800 31 10
Kelleys Scotch Pine 16,S00 17 S
So. Schenectady Scotch Pine 13,000 12 10
Mechanicville Scotch Pine 28,600 30 25
Castleton, Vt Scotch Pine 20,900 19 10
Wilkes-Barre, Pa Red Oak 125,750 110 85
1912
Delanson Scotch Pine 58,925 85 65
Meadowdale Scotch Pine 85,000 11 85
Duanesburgh Scotch Pine 25,000 31 70
Kellevs Scotch Pine 15,400 17 80
Bluff Point Scotch Pine 24,200 10 96
So. Schenectadv Scotch Pine 12,000 10 95
Mechanicville Scotch Pine 24,000 30 90
Castleton, Vt Scotch Pine 15,000 19 20
Saratoga Scotch Pine 9,800 25
Wolf Pond Scotch Pine 240,400 200 97
1913
Wolf Pond Scotch Pine 652,085 75
Wolf Pond White Pine 11.37.r. 1 1 7;,
Wolf Pond Norway Spruce 15,775 16 76
Wilkes-Barre. Pa Lomist 0,600 6 90
Wilkes-Barre, Pa Red Oak 119,800 120
Wolf Pond Norwav Poplar 84,o<hi 84 Failure
1914
Middle Kilns Norwav Poplar 194' 19 1
Middle Kilns Elm 4,900 i
Middle Kilns White Ash 19.700 19 so
Forest City, Pa Red Oak 220,000 220
Locations not indicated otherwisi art In New Fork Btate
The above tabulation shows the number of each kind of trees
planted each year, together with the percentage of each kind alive at
the last inspection, and the condition of the trees living, which are all
in a good, healthy condition, is indicative of what may be expected in
the manner of future growth: in other words, good growth can be ex-
pected from all tree- which arc now living
992 CONSERVATION OF NATURAL RESOURCES.
T. B. Kennedy, of the Cumberland Valley Railroad, reports 200
acres planted in plots varying from two to sixty acres, the soil varying
from a good quality of clay, underlaid with limestone, to poorest slate
and gravel. Plantings are on strips variously located, from joining the
right-of-way to three miles distant from the tracks. Early in 1906, 10,000
yellow locusts were planted ; in 1908, 13,600 red oak seedlings ; in 1909,
63,000 red oak seedlings; in 1910, 4,000 yellow poplar (on deep, moist
ground), 5,000 yellow locust, 38,000 red oak; in 1911, 49,000 red oak; in
1912, 68,oco red oak. These were one year old, 6 to 12 in. high. Young
trees did better where grass and weeds were kept trimmed back; in some
cases seedlings showed better in poor land than on richer soils, where
grass and weeds grew rank. The company's Gardening Department has
planted and cared for the trees. The plantings are designed to produce
car lumber, switch timber and ties in 40 to 60 years, depending on variety
of tree and character of soil in which grown. The reforesting will also
help preserve the water supply. The land in many cases could not have
been used for any other purpose. Care must be taken to protecL trees
from injury by fire or live stock.
J. E. Crawford, of the Norfolk & Western, reports that in 1905
about 2,000 catalpa trees were planted at Ivor, Va., but a short trial
showed them unsuitable, and that loblolly pine is the natural timber for
the eastern section of the railway, so that the company has discontinued
its experiment in reforestation.
F. B. Freeman, of the Boston & Albany Railroad, reports a planting of
25 acres of catalpa some 20 years ago without success, and that nothing
further has been done in reforestation.
R. Trimble, of the Pennsylvania Lines West of Pittsburgh, reports
an experimental planting of 51 acres of catalpa trees for cross-tie sup-
ply at Kosciusko, Ind. The soil is not good, the growth of trees not
rapid, and it is now impossible to give a very reliable estimate of the
time when these trees can be cut for cross-ties.
C. F. W. Felt, of the Santa Fe System, reports that nothing has
been done for two years, due to the scant rainfall in California. The
growth of trees is too slow to make planting a practical commercial
proposition. The trees already planted continue to look well, and
while there is no doubt about their ultimate growth, it will take too
long under present conditions for them to attain the necessary size, hence
there is no intention of continuing the planting.
John Foley, Forester of the Pennsylvania Railroad, reports that,
incident to extensive changes of line and grade, the railroad acquired
property in excess of actual right-of-way and station needs. Most of
this land was unsuitable in size, shape and location for sale to farmers.
Though more suitable to agriculture than silviculture, the Pennsylvania
Railroad undertook to plant trees upon it to encourage farmers along its
lines to similarly use their waste areas. Many tree planters have profited
by its advice and experience. The first planting was made in 1902, and
black locust was used exclusively until 1906, on advice that it was the
CONSERVATION OF NATURAL RESOURCES.
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o *-i 1-h © cc ?o *-* <-* nfiw t}« iO^*<
993
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994 CONSERVATION OF NATURAL RESOURCES.
most desirable tree. Professional foresters were then engaged and
planting of locust discontinued. In the railway territory that tree is
subject to attacks by two boring insects, which so infested the planta-
tions that the trees grew much more slowly than expected, and have
generally been made unfit for other than fence-post material. Since
1906 plantings have had no unusual troubles and promise to furnish
timbers as large as cross-ties within 50 years. All the lands available
had trees planted during 1913.
The Canadian Pacific Railway planted 25,000 tamarack seedlings
in the spring of 1908 on eight acres of land unsuitable for agricultural
purposes, to grow timber for ties, trees being four feet apart each
way. The plantation is on a high, gravelly knoll, and trees are all.
thrifty, requiring no attention. For close observation, 100 trees of aver-
age size were selected, marked and measured each year, beginning with
the fall of 1909, for growth in height and diameter, the latter being
taken 18 in. from the ground. Following are the results :
Vear.
Av. Height.
Av. Growth. Av. Diameter.
1909
3 ft. 11 in.
1 ft. \oy2 in. — 2 seasons .55 in.
1910
5 ft. 8 in.
1 ft. 9 in. .79 in.
191 1
6 ft. n^in.
I ft. 3V2 in. 1.29 in.
1912
8 ft. 11^ in.
2 ft. 0 in. 1.63 in.
1913
11 ft. \l/2 in.
2 ft. 2 in. 2.02 in.
The Canadian Pacific Company has 600,000 acres of permanent tie re-
serves adjacent to its lines. Some of these are being logged so as to fur-
nish a continuous supply of ties.
The New York Central Railroad, lines east of Buffalo, started refor-
estation work on some of its unused and unprofitable lands, in the
spring of 1914. The land consists of two tracts of several hundred
acres each, which were purchased in 1854 and 1864, respectively, in
order to obtain right-of-way. In 1912 state laws were enacted relative
to assessment and taxation of forest land for the purpose of encourag-
ing and making profitable the reforesting of denuded tracts and the
cultivation of timber. By these laws the taxes are applied to the
assessed value of the land only, with no taxation of the timber, or with
exemption or reduction of the land tax and a tax on the timber when
harvested. The railroad company decided to take advantage of these
laws in an experimental attempt to provide a revenue from its unused
waste lands. The soil of one tract is described as rocky, stony, part
sand, practically waste. Application was made in prescribed form for
the entry of the lands under the tax laws mentioned, and trees for
planting were purchased of the state nurseries. By an arrangement with
the State College of Forestry, the trees were planted and will be culti-
vated by the students of that college as part of their training. The
planting of 1914 comprised some 50,000 trees, including white, Scotch,
Norway and red pines, larches, red oaks and Carolina poplars. These
covered only a portion of the lands set aside for the work, and it is
understood that plantings will be continued from year to year until
CONSERVATION OF NATURAL RESOURl I - 995
the land is fully covered. The work is in charge of the railroad com-
pany's agriculturist.
The following report on the successful plantation of the Illinois
Central Railroad has been furnished by A. S. Baldwin, Chief En-
gineer :
A SUCCESSFUL EXAMPLE OF TREE PLANTING.
THE CATALPA PLANTATION OF THE ILLINOIS CENTRAL RAILROAD COMPANY AT
HARAHAN, LA.
This plantation is located seven miles north of New Orleans, on the
main line of the Illinois Central Railroad, and consists of 200 acres set
apart from land already acquired by the railroad company. The soil is
the well-known alluvial deposit of the Mississippi River bottom land, of
great depth, and having good drainage and sub-irrigation.
The planting was made in the spring of 1902, at which time 173,000
one-year seedlings of the Catalpa Speciosa were planted. The trees were
planted 4 ft. apart, with the expectation that the close planting would
promote a straight growth until such time as the trees had become
sufficiently large for fence posts, thinning them out as they became of such
size, leaving the trees that were to grow into size for cross-ties approxi-
mately 12 ft. apart.
The handling of the plantation was at first entrusted to outside parties,
who, on account of lack of familiarity with the soil and labor conditions,
incurred, in the first few years, a greater expense than is now felt to have
been necessary, in the cultivation and upkeep of the plantation, although,
due to the exceedingly fertile soil, an unusual expense would necessarily
be incurred in the first few years in the protection of the seedlings from
the rank growth of grass, weeds and underbrush, which had a tendency
not only to smother the seedlings, but presented a fire risk in the fall of
the year, from which latter cause considerable injury was incurred on
several occasions.
When the 'trees were first planted, it was with the theory that when
the catalpa tree is cut back at an age of from three to five years, the
sprouts which will spring from the stump will be straight, more hardy and
generally better than if the original tree be allowed to mature. Carrying
out this theory at Harahan, a considerable number of young trees were
cut back, but the few sprouts that grew were inferior to the original
plant and showed no superior qualities as to straight growth. While this
theory may be applicable to a catalpa tree growing in an isolated position,
experience at Harahan plantation proved that when catalpa trees are
planted closely together the shadows cast by their tops, together with
atmospheric conditions and probably sub-surface influence, produce a
different effect, and the stump produces sprouts with short life and very
slow growth.
In 1906 the practice of cutting back the young trees was abandoned
and the growth having advanced considerably, cattle were allowed
to graze throughout the plantation, with the result that the growth of
grass and weeds was kept down, danger from fire was eliminated, the trees
became sturdy and straightened up well in their growth, and heavy ex-
penditures for upkeep were no longer necessitated. This practice is con-
tinued at the present time. While this might not be successful under other
conditions, it has given the best results in the particular condition of cli-
mate and soil and character of trees at this particular plantation.
At the 1914 convention of the American Railway Engineering Asso-
ciation, the Illinois Central Railroad exhibited a standard 6 in. by 8 in. by
8-ft. cross-tie, and two 6-ft. fence posts cut from a single catalpa tree
996 CONSERVATION OF NATURAL RESOURCES.
grown on the plantation in 12 years from the seed, but the tree from
which these were cut was one of the largest in the plantation, being prob-
ably twice the size of the average tree. It was given as an illustration
of the possibilities under the most favorable conditions.
The financial status of the plantation as of June 30, 1914. was as
follows :
Cost of 200 acres of land in 1898 $ 1,466.67
173,000 seedlings 1,346.66
Preparing land and planting 2,537.96
Cultivation 3,030.13
Total first year ending June 30, 1903 $ 8,381.42
Cultivation, 1904 4,805.25
Cultivation, 1905 1,643.76
Cultivation, 1906 2,334.65
Fencing and fire protection, 1907 525.40
Cultivation and thinning, 1907 to 1914 606.92
Taxes and interest charges to 1914 v 8,055.70
Total cost to June 30, 1914 $26,353.10
Credit — rent from pasture and fence posts cut. .. 1,102.92
Net investment $25,250.18
Present value:
150,000 posts, first class, at 20 cents $30,000.00
150,000 posts, second class, at 10 cents 15,000.00
$45,000.00
Less cost of making at 5 cents each 15,000.00
Net value S30.000.00
The value of posts obtained by thinning has now reached a point
where, added to rent received from owners of stock pastured, an annual
revenue is obtained which pays for the small annual expense of super-
vision and for taxes, and meets the annual interest charges due to the
heavy expenditures of the first four years of the life of the plantation.
The total investment in 1922 is estimated at approximately $25,600.00. If
conditions continue as at present there should be obtained from the planta-
tion at that date not less than :
260,000 posts at 25 cents $ 65,000.00
130,000 ties at 75 cents 97,500.00
Total $162,500.00
Deduct cost of making 45,500.00
Net value $117,000.00
The land has appreciated so that its value in 1914 was not less than
$50.00 per acre, or for the 200 acres, $10,000.00. In 1922 the land will prob-
ably be worth not less than $150.00 per acre, or a total of $30,000.00, but
it is land bought and held for future terminal expansion, and is being
used with a view of getting the greatest return from it pending the date
at which such expansion becomes necessary.
The results, however, seem to justify further development along these
lines, and the subject is being looked into with a view of carrying the
experiment further.
CONSERVATION OF NATURAL RESOURCES.
997
:_
Q-t rt
>
998 CONSERVATION OF NATURAL RESOURCES.
(2) COAL, FUEL-OIL AND TIMBER RESOURCES.
Very complete data on these were presented in the Committee's re-
port of 1912. Much of the information on coal and fuel-oil was taken
from the papers written for the report of the National Conservation
Commission and reprinted in Bulletin 394 of the U. S. Geological Survey,
under the title "Papers on the Conservation of Mineral Resources." This
Bulletin is recommended to anyone seeking information on the subject.
Reports were issued in 1914 by the U. S. Geological Survey on the pro-
duction in the year 1913 of coal, petroleum and natural gas; also fuel
briquetting. A limited number of these reports are furnished without
charge by the Department of the Interior. Diagrams in these reports,
showing the annual production of coal and petroleum, respectively, in the
United States for the year 1913 and many years preceding, are thought
valuable and are reproduced herein. Interesting points of information
noted in the report on the production of coal are that there is good reason
for the belief that the maximum annual production of anthracite coal is
nearly attained, and that production will soon decline ; no such condition
is anticipated in the case of bituminous coal, but the supply known to be
available is about 4,000 times the amount exhausted in 1913, so that a
tremendous increase must be made in production in order to exhaust the
supply within any moderate period. The anthracite supply may be esti-
mated at about 88 times the amount exhausted in 1913.
(3) IRON AND STEEL RESOURCES.
Very complete information regarding the supply of iron ores and
their characteristics in the United States will be found in the reprint of
"Papers on the Conservation of Mineral Resources," published in Bulletin
394 of the U. S. Geological Survey. A report on "The Production of
Iron Ore, Pig Iron and Steel in 1913" was published by the U. S. Geologi-
cal Survey, 1914. A diagram showing the annual production of iron ore,
pig iron and steel in the United States, 1870-1913, is shown in that report
and reproduced herein. The paper in Government Bulletin 394 concludes
in connection with the duration of the iron ore supply as follows :
"It is evident that the present average rate of increase in production
of high-grade ores cannot continue even for the next 30 years, and that
before 1940 the production must already have reached a maximum and
begun to decline, and a very large use must be made of low-grade ores
not now classed as available. The second condition, with its consequent
greatly increased cost of iron, is the only thing which can prevent a de-
cline in the iron industry, measured by the amount of pig iron produced
within the next 30 years, unless there is in the meantime very greatly in-
creased importation of foreign ores."
In addition to work on the subjects assigned, your Committee has
investigated the following:
State and Canadian laws with regard to protection of forests from
fire.
CONSERVATION OF NATURAL RESOURCES.
999
lillsiilgllissssssssSlSglillSllirsllllllillillilillllll
Dmgram Showing the Quantity and Value of Petroleum Produced
in the United States and the Production in the
World from 1859 to 1913.
1000
CONSERVATION OF NATURAL RESOURCES.
1856
US)
1898
P
J'
H»
■;;
: \
; i
M
h
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(867
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1870
1871
If 72
i
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1874
1S75
: 1
'•■ •
■ li
1877
1 879
1879
' lx
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1881
188!
1884
1885
\ ' V*
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1887
1888
111 \
\&,
\ 1 \
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1881
1892
1898
1894
1895
1 396
\ I
\% \%
\
\% $•
1% \
1
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1899
1900
1901
1902
1903
1904
1905
1906
1907
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"*««
I J
1913
~"\^
Yearly Production of Anthracite and Bituminous Coal from 1856 to
1913, in short tons.
CONSERVATION OF NATURAL RESOURCES.
1001
1870 1875 1S80 (885 (890 1895 1900 1905 1910 ( 1915
65,000,0001 1 1 1 1 ' ' 1 *-
60.000,000
55.000,000
5Q000.000
45,000,000
40,000.000
c 35.000,000
.2 30,000,000
Q. 25,000,000
< 20,000,000
15.000.000
10,000,000
5.000.000
Curve Showing Production of Iron Ore, Pig Iron and Steel in the
United States, 1870- 19 13.
1002 CONSERVATION OF NATURAL RESOURCES.
State Conservation Commission's relations with railways.
Miscellaneous conservation activities.
Comments on these subjects are as follows:
STATE LAW'S WITH REGARD TO PROTECTION OF FORESTS
FROM FIRE.
Information on this subject to the date of its publication may be
found in the paper on "State Forest Organization with Special Reference
to Fire Protection," published by the Fifth National Conservation Con-
gress, 1913. Extracts from this are as follows :
"No less than 25 states have active forest departments, the majority
of which employ professional state foresters, and 20 have efficient fire-
protective systems." . . . "The damage from fire has been enormous.
The average annual loss in the United States has been close to 70 human
lives and $25,000,000 worth of timber." . . . "In 1912, as a result of
organized protection [federal government, states and private owners com-
bined] the loss on the national forests was kept down to $75,000, and on
state and private lands to less than $200,000."
These results have been accomplished by the establishment of pro-
tective systems and laws and education to reduce the causes of fire. The
federal government co-operates with many states in fire protection of for-
ests on the watersheds of navigable streams. A large proportion of fires
has undoubtedly been started by railroads and much of the success in re-
ducing fire has been due to improvements in railroad equipment and prac-
tices, some of which have been brought about by legislation. The legis-
lation on fire protection affecting railroads is generally along the lines of
requirements for locomotive spark arresters; for devices for preventing
the escape of fire from ash-pans and fire-boxes ; the prohibition on de-
positing fire, live coals, etc., on tracks or right-of-way; the requirements
of screening smoking-car windows, cleaning right-of-way-, extension of
cleaning at dangerous points to strips beyond the right-of-way; main-
tenance of fire patrolmen to follow trains in forest districts during danger
seasons and notification by trainmen of fires observed in passing. The
spark and ash-pan requirements, as well as some of the others, generally
apply only where coal or wood are used as locomotive fuel.
One state (New York) requires oil-burning locomotives to be used
in certain localities and between certain hours of the day during the
danger season. Oil-burning has been found a most effective measure for
the prevention of fire by steam railroads, but in some localities adds
greatly to the cost of operation over coal-burning.
From Canada it is reported that the use of oil fuel has practically
eliminated the danger of locomotive fires on some 587 miles of railway
in British Columbia, though, of course, other sources of fire danger still
remain and require attention. According to a recent announcement of
the Grand Trunk Pacific Railway, the above oil-burning mileage is to be
increased during 1915 by the installation of oil-burning equipment on its
passenger service between Jasper. Alberta and Prince Rupert. B. C. For
CONSERVATION OF NATURAL RESOURCES. 1003
lines east of British Columbia the cost of oil is so high as to be prohibi-
tive, until such time as supplies can be developed locally.
STATE CONSERVATION COMMISSION'S RELATIONS WITH
RAILROADS.
A letter of inquiry was directed to the Conservation Commission of
each of the 16 states which were known to have appointed such Com-
missions. This letter inquired as to relations of the Commission with
railroads on subjects other than fire protection.
Replies from nine had been received to the time of this writing. Four
replies stated that the Commission had gone out of existence, or had been
merged with the forest department. Of the remaining five, four indicated
no relations other than on fire protection; the North Carolina reply was
as follows :
"'Other forms of state conservation work in which the railroads of
this state are interested are drainage and reclamation of the swamp and
overflow lands in North Carolina. . In this work we have the very cordial
assistance of the Atlantic Coast Line and the Norfolk-Southern railroads,
in whose territory a large proportion of this land lies. The Norfolk-
Southern Railroad has also been interested in the conservation of our fish
and oyster industries. All the railroads have been very much interested
in the question of the preservation of our forests."
The Committee has made a study of the conservation and utilization
of water power for railway purposes. This interesting data will be pub-
lished later.
■ GENERAL.
Your Committee considers that it has a field of usefulness in collect-
ing and presenting to the Association information as to progress in the
use of methods to preserve and of more permanent materials to replace
the perishable materials now in general use, such as untreated timber and
bare steel. It is also felt that the employment of such methods and ma-
terials should be urged wherever they appear economical, and that care-
ful consideration be given to the economics of such methods and mate-
rials. In this category falls the preservative treatment of timber, ties,
piles, telegraph poles, etc., the substitution of reinforced concrete for tim-
ber structures, poles, piles, etc., and for hair steel in bridge spans.
For next year's work your Committee suggests that it be assigned
the following subjects:
(i) Study of developments in methods of lumbering and forestry
tending to prolong the timber supply.
(2) Collection of statistics on extent of use <>t' treated timber and
of permanent materials to replace untreated timber and bare steel.
(3) Study the conservation and utilization of water power for rail-
way purposes.
(4) Continue the study of coal, fuel-oil, timber, iron and steel re-
sources.
Respectfully submitted,
COMMITTEE OX CONSERVATION OF NATURAL RESOURCES.
REPORT OF COMMITTEE II— ON BALLAST.
H. E. Hale, Chairman; J. M. Meade, rice-Chairman ;
L. W. Baldwin, C. C. Hill, '
D. P. Beach, S. A. Jordan,
W. J. Bergen, William McNab,
T. C. Burpee, S. B. Rice,
O. H. Crittenden, E. V. Smith,
J. M. Egan, D. L. Sommeryii.lk,
T. W. Fatherson, F. J. Stimson,
H. L. Gordon, D. W. Thrower,
Geo. H. Harris, R. C. White,
Committee.
To the Members of the American Railway Engineering Association :
Three meetings of the Committee were held : First, at Atlantic City,
June 5, 1914; second, at Chicago, September 1, 1914, and third, at Chicago,
January 8, 1915.
The following subjects were assigned your Committee for investiga-
tion by the Board of Direction :
(a) Make critical examination of the subject-matter in the Manual
and submit definite recommendations for changes.
(1) Continue investigation of proper depth of ballast of various
kinds to insure uniform distribution of loads on roadway, conferring
with other committees.
(2) Continue study of subject of ballast sections, with particular
reference to the use of a sub- and top-ballast.
(a) REVISION OF .MANUAL.
The Sub-Committee appointed on this subject is as follows: H. L.
Gordon, Chairman; J. M. Egan, S. A. Jordan, S. B. Rice, E. V. Smith.
I ). 1.. Sommerville.
This subject was submitted to the Ballast Committee for the first
time in 1914, and the contents of the Manual have been carefully ex-
amined and corrected, these corrections being generally of a minor
nature. On account of additions being made from time to time the
general arrangement of the subject-matter on Ballast in the Manual has
become somewhat confused, and lias therefore been slightly rearranged.
The following is the entire subject-matter Ofl Ballast in the Manual,
which has been rearranged and changed a- indicated. For convenience,
the additions are underscored and the parts to be left oul arc placed in
parentheses.
REl OM Ml \D\I IONS.
The following changes in th< I matter on I'.allasl in the Manual
are recommended for the approval of tin- Association:
1005
1006 BALLAST.
DEFINITIONS.
Note.— The symbol ♦ indicates that the principle has been changed
from the way it is now given in the Manual. Words underscored are
new and words in parentheses are to come out.
Ballast. — Selected material placed on the roadbed for the purpose of
holding the track in line and surface.
Stone Ballast — Stone broken by artificial means into fragments of speci-
fied sizes.
♦Chats. — Tailings from mills in which zinc (and), lead, silver and other
ores are separated, from the rocks in which they occur.
Gravel. — (Small) Worn fragments of rock, occurring in natural deposits,
that will pass through a 2J4-ih. ring and be retained upon a No. 10
screen.
Sand. — Any hard, granular, comminuted rock which will pass through a
No. 10 screen and be retained upon a No. 50 screen.
Chert. — An impure flint or hornstone occurring in natural deposits.
Cinders. — The residue from the coal used in locomotives and other fur-
naces.
Slag. — The waste product, in a mote or less vitrified form, of furnaces
for the reduction of ore; usually the product of a blast furnace.
Burnt Clay. — A clay or gumbo which has been burned into material for
ballast.
Gumbo. — A term commonly used for a peculiarly tenacious clay, contain-
ing no sand.
Disintegrated Granite. — A natural deposit of granite formation, which,
on removal from its bed by blasting or otherwise, breaks into particles
of size suitable for ballast.
Depth of Ballast. — The distance from the bottom of the tie to the top
of the sub-grade. (For definition of "Sub-grade'' see definitions un-
der Roadway Committee, page 16, 191 1 Manual.)
choice of ballast.
♦While there is great variation in the qualities of the different nat-
ural materials for ballast (the choice of these qualities is not usually left
to the engineer, but has been made already by nature, and all that is left
to decide is), the decision must be as to what is most available or
expedient, and should be according to circumstances. (This each one
must decide for himself in the light of his own circumstances. The ques-
tion of finance may 1 e a ruling cons;deratior. or there may be but one
thing to be had. and he must take that or nothing.) Financial questions
may be the ruling consideration, or there may be but one material ob-
tainable.
In the case of crushed stone, however, the process of manufacture
being under control, it is practicable to make the product conform to
i fixations.
♦in the choice of ballast, wdiere possible, gravel should be consid-
ered, as it has given excellent results when properly screened and washed.
BALLAS1 1007
PROPER DEJ III 01 B
♦From the data available, it is concluded that with ties 7 in. by 9 in.
by 8^2 ft., spaced approximately 24 in. to 25.5 in., center to center, a
depth of 24 in. of stone ballast is necessary to produce uniform pressure
on the sub-grade, and a combination of a lower layer of gravel or cinder
ballast, 18 in. to 14 in., and an upper layer of stone ballast, 6 in. to 10 in.,
approximately 24 in. deep in the aggregate, with the same spacing of the
ties, will produce nearly the same results.
SPECIFICATIONS FOR STONE BALLAST.
i. Stone ballast shall be sufficiently durable not to disintegrate in
the climate where used, hard enough to prevent pulverizing unduly under
the action of tools or traffic, and shall break with angular fracture
when crushed.
2. It shall be broken into pieces of such size that they will in any
position pass through a 2lA-'m. ring and will not pass through a J^-in.
ring.
3; It shall be free from dirt, dust, or rubbish.
Attention is called to the physical test of stone for ballast given be-
low, which are recommended as a guide in connection with the specifica-
tions.
PHYSICAL 'IKsl OF STONE FOR BALLAST.
It is recommended that the following be used for physical tests of
stone for ballast. Other things being equal the maximum or minimum
results, as indicated, will govern in selecting stone for ballast:
(a) Weight per cubic foot, maximum.
(b) Water absorption in pounds per cubic foot, minimum.
(c) Per cent, of wear, maximum.
(d) Hardness, maximum.
(e) Toughness, maximum.
( f 1 Cementing value, minimum.
(g) Compression test, maximum.
♦The above physical tests are made uniform!} and free of charge
by the Department of Agriculture. I S. Government, Washington, 1). ('
Much valuable information in regard to tests alread) made and tabulated
can also be obtained from this departn 1 1
For the description of the physi me fo ballast, as
recommended by the \ ation, and full instructions as to h,,\\ the sam
i'b- should !'■ obtained and shipped to tin- Govcrnmi edings
of the American Kailu.o Engineering and AlatnUnanrt of \\';i\ AfiSO
ciation, Vol. 11. Pari -\ pp. 910-914, and report of Ballasl Committee of
1912. If blueprints of the machines used in making th< test- are desired,
they can be obtained from the Department of Agriculture.
1008 BALLAST.
SPECIFICATIONS FOk GRAVEL BALLAST.
♦Class A Roads: Bank gravel, which contains more than two
(2) per cent, of dust or forty (40; per cent, of sand, should be washed
or screened. Washed or screened gravel should contain not less than
twenty-five (25) per cent., nor more than thirty-five (35) per cent, sand.
♦Class B Roads: Bank gravel, which contains more than three
(3) per cent, of dust or sixty (60) per cent, of sand, should be screened
or washed. Washed or screened gravel should not contain less than
twenty-five (25) per cent., nor more than fifty (50) per cent, of sand.
♦Class C Roads : Any material which makes better track than the
natural roadbed may be economically used.
METHOD OF TESTING QUALITY OF GRAVEL FOR BALLAST.
i. The size of the sample to be tested' should be approximately
1 cu. ft.
2. Five average samples of about 1 cu. ft. each should be selected
from various parts of the pit which is to be tested. The five samples
should then be thoroughly mixed and about 1 cu. ft. of the mixture se-
lected for testing.
3. To separate the gravel from the sand and dust, use a No. 10
screen, ten (10) meshes to the inch, made of No. 24 wire, B. & S. gage.
To separate the sand from the dust, use a No. 50 screen fifty (50) meshes
to the inch, made of No. 31 wire. B. & S. gage.
4. Measure the percentage of gravel, sand and dust taken from the
sample by volume, giving the percentage of each ingredient compared
to the volume of the sum of the ingredients as follows :
S
Per cent, of sand =
G — S — D
Where S = Volume of sand.
Where G = Volume of gravel.
Where D = Volume of dust.
5. When sample is shipped for test it should be carefully and se-
curely marked with name and location of the pit from which it was taken.
CINDERS AND BURNT CLAY BALLAST.
Cinder Ballast. — The use of cinders as ballast is recommended for
the following (situations) conditions: On branch lines with light traffic:
on sidings and yard tracks near point of production ; as sub-ballast in
wet, spongy places (in cuts and on fills) ; as sub-ballast on new work
where dumps are settling, and at places where the track heaves on account
of frost. It is recommended that provision be made for wetting down
cinders immediately after being drawn.
(Burnt Clay Ballast. — The material should be black gumbo or
other suitable clav free from sand or silt. The suitability of the material
BALLAST. 1009
should be determined by thorough testing in a small test kiln before estab
lishing a ballast kiln.)
(The material should be burned hard and thoroughly.)
(The fuel used should be fresh and clean enough to burn with a
clean fire. It is important that a sufficient supply be kept on hand to
prevent interruption of the process of burning.)
( Burning should be done under the supervision of an experienced and
competent burner.)
(Burnt Clay Ballast should be allowed to cool before it is loaded out
of the pit.) I
(Absorption of water should not exceed 15 per cent, by weight.)
♦specifications for burnt clay rai.last.
Kind of Material. — Good ballast clay should be heavy and plastic,
free from sand, gypsum or other impurities ; must not crumble when ex-
posed to air or brought in contact with heat.
Location.— Pit must be located on level or moderately sloping ground,
not subject to overflow. A water supply is desirable and it must be borne
in mind that the sulphurous and carbonaceous gases liberated during the
burning period damage the surrounding vegetation and make habitation
in the near vicinity very disagreeable.
Test. — Location site should be thoroughly tested to determine quality
of clay, depth and uniform consistency of deposit and small quantities
should be burned in test kilns to show the quality of ballast to be secured.
Burning. — Fuel should be fresh, clean slack and arrangements made
to secure constant supply. One ton of slack coal is sufficient for the per-
fect burning of four cubic yards of acceptable ballast. From one to one
and a half-inch layer of slack is alternated with from ten to twelve-inch
layer of clay, a new layer of slack and clay being applied to fire every
five or six days.
Fires once started must be kept steadily and uniformly burning.
To insure thorough and proper burning of the clay, the top and face
of the fire must be frequently raked down, to avoid clinker or black spots,
caused bv too much or too little air.
When fully burnt a proper ballast clay becomes red in color, due to it«
high percentages of iron compounds : when underbumt the clay will show
n vellow color.
Size. — Burnt clay ballast should he crushed or broken, if necessary.
<=o that the largest piece will pass through a 4-1'n. ring.
Density. — The finished product should absorb not to exceed IS per
>'cnt. of moisture bv weight.
♦n.rwivr; FOUL BALLAST.
Under usual condition* no ha11n=t. except stone or hard slag, should
be cleaned.
Ballast should be cleaned when Foul enough to prevent proper
drainage
1010 BALLAST.
Clean with ballast forks or screens.
Clean shoulder down to sub-grade.
Clean between ties to bottom of ties.
Clean center of double track to sub-grade.
Clean space between tracks to depth of six (6) inches or more below
the bottom of ties.
Clean the berme to bottom of ballast, preferably not less than twelve
(12) inches below bottom of tie.
Clean cross ditches between ties approximately every rail length or
thirty-three (33) feet. Cross ditches should not be under rail joints.
Return ballast when cleaned and apply sufficient new ballast to pro-
duce standard section.
Tests fully described in report of Committee on Ballast for 1914
indicate stone ballast can be cleaned by use of screens for approximately
one-half cost of cleaning stone ballast with forks. For diagram showing
details of collapsible screens, see 1914 report.
(1) STUDY OF BALLAST SECTIONS, WITH PARTICULAR
REFERENCE TO USE OF SUB- AND TOP-BALLAST.
The Sub-Committee appointed on this subject is as follows: J. M.
Meade, Chairman; D. P. Beach, T. W. Fatherson, C. C. Hill, D. W.
Thrower, R. C. White.
This subject was first referred to the Ballast Committee in 1913 and
a Sub-Committee was appointed. In the 1914 report standard plans of
ballast sections of various railroads in the United States and Canada
were given in the report, and a proposed Class A section was submitted
for consideration only, in the form of a progress report.
During the year the proposed Class A ballast section submitted in
1914 report has been compared with similar sections in service, and also
studied and compared with standard plans of ballast sections of various
railroads.
Your Committee made several changes in the proposed section and
added a system of drainage which has been tried out and found to be
very successful.
The diagram of the proposed ballast section hereto attached shows
a roadbed 26 ft. wide for single track. This width is considered necessary
for a depth of ballast of 24 in., with a slope of 2 to 1 on the side and a
path 2 ft. 9 in. wide.
Your Committee wishes to call particular attention to the fact that
with this depth of ballast the 2 to r slope on the side and the 2 ft. 9 in.
path, the width of the sub-grade will have to be greater than 26 ft. on
curves, as indicated in the section of "Single Track on Curve Maximum
Elevation."
RECOM MKNllATIONS.
Your Committee recommends that the ballast section, as shown on
the plan attached, with 24 in. of ballast under the tie, and roadbed 26 ft.
BALLAST. 1011
wide on single track on tangents, be adopted as recommended practice
for "Class A Track."
Your Committee further recommends that the slopes be sodded up
to the top of the slope, but not beyond, as the application of sod on slopes
shown in the present Manual lacks uniformity.
(2) PROPER DEPTH OF BALLAST OF VARIOUS KINDS TO
INSURE UNIFORM DISTRIBUTION OF LOADS ON
THE ROADWAY.
The following is the Sub-Committee on this subject: Geo. H. Harris,
Chairman; L. W. Baldwin, W. J. Bergen, T. C. Burpee, O. H. Crittenden,
William McNab, F. J. Stimson.
This subject was first assigned to the Ballast Committee in 1909,
and a Sub-Committee was appointed that year to investigate this feature.
In the Ballast Committee's report of io,ro the Sub-Committee was unable
to submit a report on this subject and the work was carried over to the
following year.
In the Ballast Committee's report for the year 191 1, several condi-
tions were cited which would have a bearing on the proper depth of bal-
last to insure uniform distribution of loads, such as character of the sub-
grade; kind of ballast; size and spacing of the track ties; stiffness of the
rail ; the weight and number of wheel loads, and the cost of the material
used. References were given to articles bearing on this subject as fol-
lows : A lecture delivered by Railroad Director Schubert (see Proceed-
ings American Railway Engineering and Maintenance of Way Associa-
tion, Vol. 7, p. 105), a report on "Strength of Track for High Train
Speeds" (Engineering News, February 3, 1910), and a report of the
Pennsylvania Railroad General Managers' Committee appointed "To De-
termine by Experiment the Necessary Depth of Stone Ballast," dated
March 5, 1911 (Bulletin 1,-6, pp. 3-155). In the former article, after
various tests and experiments, the conclusion is reached that "a given
railroad track, whose roadbed consists of clay, a swelling of same be-
tween the ties will not occur even under the most favorable conditions
where the height of the bed (depth of ballast under tie) is increased 8 in.
over the clear distance between the ties." The Committee, however, did
not feel willing at that time to recommend any definite rule for the proper
depth of ballast.
The Ballast Committee's report for 1912 .nivcs. under the caption,
"Historical," a reference to various experiments and investigations hav-
ing a bearing on the proper depth of ballast, and upon which the follow-
ing conclus'on was b
"With the data available, your Committee finds that with the ties
(7 in. by 9 in. by 8] fl 1 spaced approximately 24 in. to 2~,.~, in., center
to center, a depth of -'4 i" ol stone ballast is necessary to produce uni-
form pressure on the sub-grade, and a combination of lower layer of
cinder ballast I 18 in. t . . 14 m. 1 and .in upper layer of stone ballast m, iu
1012
BALLAST.
U
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BALLAST.
1013
fill
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1014 BALLAST.
to 10 in.), approximately 24 in. deep in the aggregate, with the same
spacing of the ties, will produce nearly the same results."
In the 1913 report, no new experiments or tests having been made to
supplement the data already available on the subject, the Committee out-
lined a test (see Vol. 14, p. 145), which, in the Committee's opinion,
would give information on this important matter not given by previous
tests, as the test recommended by the Committee would be on track sub-
jected, to the usual traffic service and not subject to artificial conditions
surrounding the previous tests and experiments, and recommended that
the test be made under the direction of the Ballast Committee and financed
by the Association or some railroad or railroads.
The 1914 report outlined the various lines followed up by the Com-
mittee in the hope of having the test financed and carried out, which
endeavors, however, were without result, and the Committee again recom-
mended that the test be made and that further efforts be made to enlist
support of the railroads to finance and undertake the experiment, with
the understanding that the work be done under the supervision of one or
more members of the Ballast Committee.
No additional references to tests or other experiments have been
found which will supplement those already given the Association in for-
mer reports, and up to date the Committee's endeavors to secure financial
aid of the Association, or some railroad, in order to carry out the recom-
mended test, have been unsuccessful.
One railroad company is now considering the possibility of making
the recommended test on a new line now under construction. If this can
be arranged, the test can be made at practically no additional cost to that
of constructing the main track.
In some quarters there is the idea that the information sought will
probably be developed by the work of the Special Committee on Stresses
in Railroad Track. Your Ballast Committee, however, feels that data
of peculiar value can be secured by carrying out the recommended
test, as it has been carefully designed to determine the proper depth of
ballast under regular traffic, and the other tests which your Committee
have referred to are made more or less under artificial conditions.
In accordance with instructions, the Roadway Committee was ad-
vised of the meeting of the Ballast Committee in the hope of having a
representative of the Roadway Committee present, as had been arranged
before. Mr. W. M. Dawley, Chairman of the Roadway Committee, gave
the Committee some very interesting data on the work the Roadway Com-
mittee is doing, which is fully covered in their report.
RECOMMENDATIONS.
The Committee again unanimously recommends that the test outlined
in the T913 report and 1914 report be made under regular traffic. (Copy
of proposed test is given below, together with sketch to illustrate same.)
Your Committee further recommends that continued efforts be put
forth to secure the recommended test on one or more railroads, con-
BALLAST.
1015
ferring with other committees. The corroborative results of comparing
this test with others will, in the opinion of your Committee, be extremely
valuable.
PROPOSED TEST TO DETERMINE PROPER DEPTH OF BALLAST OF VARIOUS KINDS TO
INSURE UNIFORM DISTRIBUTION OF LOADS ON THE ROADWAY.
(i) Select a stretch of track on clay roadbed, under heavy traffic,
where trouble has been experienced with clay working up between the ties.
(2) Excavate roadbed to a uniform depth of 30 in. below the bot-
tom of the ties, for a space of two rail lengths; prepare the adjacent rail
lengths in the same manner, decreasing the depth 3 in. under each suc-
cessive two rails, until the bed is 12 in. below the bottom of the tie (14
rail lengths).
(3) Place on this bed a thin layer of fibrous material, such as hay,
to make a well-defined separation between roadbed and ballast.
(4) Place stone ballast on bed' to the above-mentioned depths, tamp
well and put track in good line and surface.
(5) Make note of tie spacing, width of ties, keep accurate levels and
record of amount of time spent on surfacing various parts of track, also
keep record of axleloads and amount of traffic. Take photographs at
regular intervals to show deformation of roadbed.
(6) Make similar test for gravel and similar test for ballast section,
having a sub-ballast of gravel equal to one-half the total depth and a top
ballast of stone equal to one-half the total depth of ballast.
(7) The estimated) cost of this test is as follows:
(a) Cost of material (stone), 500 yds. at 80 cents $ 400.00
(b) Labor, preparing track and widening bank, where
necessary, at $30.00 per rail (14 rails per test). .. 420.00
(c) Labor, inspecting, six inspections at $2.00 per rail... 170.00
(d) Line and surface to be paid for by railway owning
track, at regular maintenance charge 000.00
Total for one test 990.00
Three tests $3,000x0
DIAGRAM ILLUSTRATING PROPOSED TEST TO DETERMINE PROPER DEPTH OF BAL
LAST OF VARIOUS KINDS TO INSURE UNIFORM DISTRIBUTION
OF LOADS ON THE ROADWAY.
Rai/-)
Roadbed
'T/?/n /oyer of fibrous mater >'a/ such
os hoy, fv make o we// defined sepa-
ration beftveen roadbed ond bo//ast.
I 1 1 The dotted black line ( ) indicates the original surface
of the sub-grade which is usually fairly uniform
1016 BALLAST.
(2) The solid wavy line ( ) indicates surface of sub-grade
when the roadbed material is soft or plastic, and the ballast is too shal-
low to distribute the loads from the ties uniformly on the roadbed.
(3) The Ballast Committee desires to test various depths of ballast
on a soft or plastic roadbed to determine the least depth at which the
depression of the roadbed will be uniform and not "corrugated" — this will
be the least depth of ballast which will produce uniform pressure on the
roadbed.
(4) This test is to be made under regular traffic and not under
artificial conditions.
GENERAL.
Your Committee submits in Appendix A photographs of mechanical
devices used for handling ballast, and it is hoped that the Association will
soon receive a report on the results obtained by these mechanical devices.
BALLAST COMMITTEE'S WORK FOR NEXT YEAR.
(1) Continue investigation of proper depth of ballast of various
kinds to insure uniform distribution of loads on roadway, conferring with
other committees.
(2) Report on the best methods and cost of applying ballast, includ-
ing the advisability of applying ballast by contract, and the organization
of the most economic ballast gang if applied by railroad forces. Also the
use of the pneumatic tamper, and the use of the spreader for forming the
ballast shoulder and the path.
(3) Report on the comparative merits of different stones used for
ballast, and gravels which disintegrate when exposed to the atmosphere.
Respectfully submitted,
COMMITTEE ON BALLAST.
Appendix A.
MECHANICAL DEVICE FOR HANDLING BALLAST.
THE PNEUMATIC TIE TAMPER.
The following illustrations show the application of the pneumatic tie
tamper. The device is being tested at several places.
Pneumatic Tie Tamper:
1017
1018
BALLAST.
Applying Pneumatic Tie Tamper.
BALLAST.
1019
SPREADER OR FORMER, FOR FORMING THE BALLAST SHOULDER AND PATH.
The following illustrations show one of the devices for forming the
ballast shoulder and path. This device is reported to have been used
with considerable success and saving in dressing ballast.
Spreader or Former (Side View).
Spreader ok Former i End \ lew I.
1020
BALLAST.
Self- Propelled Motor Car with Air-Compressor and Pneumatic Tools
Ready to Transport Track Gang.
Self- Propelled Motor Car with Air-Compressor and Tie Tampers at
Work.
Self- Propelled Motor Car with Air-Compressor for Pneumatic Tie
Tamper with the Housing Off.
DISCUSSIONS
DISCUSSION ON RULES AND ORGANIZATION.
(For Report, see pp. 65-74.)
LIST OF SPEAKERS TAKING PART IN DISCUSSION ON RULES AND ORGANIZATION.
Curtis Dougherty. L. C. Feitch.
The President : — The first Committee on the program to report is
that on "Rules and Organization." The Chairman of this Committee,
Mr. Brooke, is not able to be here, and the Vice-Chairman, Mr. Anthony,
is also absent, so that Mr. Dougherty will present the report to the con-
vention.
Mr. Curtis Dougherty (Queen & Crescent Route) : — The members
of the Committee present regret that neither Mr. Brooke nor Mr. An-
thony is here to present the report. We ask your indulgence, and the
balance of the Committee will do the best they can to take care of the
matter.
We will first pass to the matter of the revision of the Manual.
(Mr. Dougherty then read the matter under the heading, "Revision
of Manual.")
The Committee has borne in mind the suggestions made on the
floor at the last convention and the one previous thereto, and has given
consideration to rules in connection with the matter of safety. The
Committee presents some fifteen rules on this subject and recommends
that these be adopted and printed in the Manual.
The President: — The Chair suggests that these rules be read in
order, and at the end of each rule a pause be made, but that no definite
action be taken unless objection is made. Tn this way we can expedite
the work of the convention very materially.
(The Secretary read the matter under "Safety Rules.")
Mr. L. C. Fritch (Canadian Northern) : — I would suggest that we
pass these over by giving the numbers of the paragraphs, The members
have read them, and there are no essential principles involved. 1 make
a motion that we pass them paragraph bj paragraph unless some objec-
tion is made.
The President: — There being no objection, the "Safety Rules" will be
considered as adopted by the Association.
The convention will note that in Appendix A there is a report to the
Board of Direction on the study of the "Science of Organization.'' The
report is a most excellent one. and the Committee deserves a great deal
of credit for the manner in which the studj lias been conducted. Atten-
tion is also called to the recommendation for next year's work, No. 4,
"Report on clearance's of switchstands, etc.," which is to be undertaken
under assignment of the Committee "ii .Maintenance of the American
Railway Association. If there is no further discussion of the work
of this Committee, it will be excused with the thanks of the Association.
1023
DISCUSSION ON SIGNALS AND INTERLOCKING.
(For Report, see pp. 75-S7.)
LIST OF SPEAKERS TAKING PART IN DISCUSSION ON SIGNALS AND
INTERLOCKING.
C. Frank Allen. F. W. Green.
Azel Ames. E. H. Lee.
C. C. Anthony. Hunter McDonald.
A. S. Baldwin. L. S. Rose.
W. M. Camp. H. R. Safford.
J. L. Campbell. Tuns. S. Stkvens.
C. S. Churchill. Earl Stimson.
C E. Denney. John G. Sullivan.
L. A. Downs. G. II. Tinker.
E. A. FRINK. J. E. WlLLOUGHBY.
L. C. Fritch.
The President: — Committee No. X, on Signals and Interlocking, Mr.
Thos. S. Stevens, Chairman, will please come forward. The Chair
man will present to the convention the parts of the report on which he
would like to have action.
Mr. Thos. S. Stevens (Santa Fe) :— This Committee had assigned to
it four subjects. On the first we simply report progress and hope to re-
port on that next year. (Reading No. 2.) Your Committee presents
the material shown on pp. 75 and 76, together with the conclusion on
page 76, referring to this subject.
The President : — The Secretary will read the requisites for switch
indicators, as indicated by the Chairman of the Committer.
(The Secretary then read, beginning with the bottom of page 75,
under the heading, "Switch Indicators," to and including the conclusion
on page 76.)
The President: — We would like to hear some discussion by the cOn
vention on this recommendation of the Committee. If there are any
operating officers not members of the Association who would care to
say something about it, we would be glad to hear their views.
Mr. L. C. Fritch (Canadian Northern) : — Mr. Chairman, there is no
provision for the elimination of switch indicators where a switch is
within clear view of the semaphore signal It seems to mc that there
ought to be a provision of that kind. There is no necessity for having
switch indicators where the switch is within clear view of the home or
distance signal.
Mr. Thos. S. Stevens :— Mr. Fritch has given me a chance to say
something which perhaps I might have said first: This Committee is in
nowise approving or disapproving the use of switch indicators, because
they felt there was no reason to do that. Many railroads arc operating
trains safely without switch indicators. They provide some other means
L025
1026 SIGNALS AND INTERLOCKING.
for the train crews to find out whether it is proper and safe for them to
leave the sidetrack. Others feel that the signal scheme is more com-
plete with a switch indicator. So that the Committee has not included
anything in this report which would specify that switch indicators shall
be used. In order to emphasize that fact they have taken from the code
the adjunct which the American Railway Association has provided, and
simply amplified that adjunct and provided specifications as to how it
shall be used, if it is used. None of them feel that we can to-day say
that a switch indicator is an actual requisite of a signal indication.
Mr. L. A. Downs (Illinois Central) : — I do not get exactly what
Mr. Fritch means by a train in view, as it may be obscured by a fog as
well as a curve. As a matter of fact, if there is straight track, there
either should or should not be switch indications. I am not very much
in favor of the switch indicators, anyhow, but if there is, it would be
the same as if the train were in a fog or around a curve, as the condi-
tions are the same for switch protection.
The President : — Do you make any motion, Mr. Fritch, in regard to
making a change in the recommendations?
Mr. L. C. Fritch:— No.
The President: — If there are no further remarks on this part of the
report of the Committee, we will take up the specifications which have
been presented for approval, these having been adopted by the Railway
Signal Association.
Mr. Thos. S. Stevens: — On subject (3) the Committee presents the
material shown on pp. 76 and 77, together with a list of specifications
of the Railway Signal Association on pp. 77-84. This Association asked
Committee No. X to investigate specifications of the Railway Signal
Association, and recommend, for approval, such of them as they thought
were worthy of consideration of this Association, and when we looked over
the field we found there were 654 pages of printed matter which we
could reasonably ask this Association to consider in detail. We did not
feel that this was the proper course to take, and have suggested this
method as, in a measure, co-ordinating the work of the Railway Signal
Association with the work of this Association. The suggested method
is that this Association should publish, in its literature, preferably in its
Manual, a list of the specifications which have been approved by the
Railway Signal Association, and as these have been approved not only
by the individual members, but by the representative vote of the Railway
Signal Association, it would seem that they are worthy of endorsement
by this Association..
Mr. L. C. Fritch: — Mr. Chairman, it appears to me that as long
as this is only submitted as information, it is hardly necessary to put it
in the Manual. Anyone can find this list by referring to the annual
Proceedings, and unless it is a conclusion or recommended principle of
practice, it seems to me it ought not to go into the Manual.
The President : — The Committee having made the recommendation
tc include (his in the Manual, the convention should decide as to whether
DISCUSSION. 1027
Mr. Fritch's suggestion should stand. The matter will be handled as a
motion on the part of the Committee, to adopt this conclusion. Is there
a second to that motion?
(The motion was seconded.)
Mr. L. C. Fritch : — It seems to me that we look upon our Manual
as containing recommended principles of practice. This is simply a
matter of information. It may fall into the hands of some of our legal
friends and they may take this as accepted ; that these specifications have
been approved, and if any of us should have an accident involving signals.
it might put us in an embarrassing position. It seems to me that as long
as it is information simply, it will serve the purpose if it is in our Pro-
ceedings. If we adopt the specifications, it will then go into the Manual.
Mr. Thos. S. Stevens: — There is a broader question involved.
These specifications are practically the specifications of a large majority
of the railroads of the country to-day. They have been tried and ap-
proved, at least those that Committee X thought were worthy of being
endorsed by the Association. Many of them are not experiments, and we
feel that they would be given more dignity if this Association would
agree to place the list in the Manual, so that the members could, by re-
ferring to the Manual, know by what authority these specifications were
being used; that they had, through the recommendations of your Com-
mittee, received the endorsement of this Association. It is true it would
be a long, tedious process for this convention to discuss even a portion
of these specifications intelligently ; it would take a long time. These
specifications for interlocking work are being used by purchasing agents
to let contracts by, and the detail specifications are nearly all being used to
purchase material from to-day; so that it is a practical question involved
as well as one for this Association to consider, and it seems to me that if
they are of value, it would be proper that this Association should put them
in a convenient place for its membership to find them.
Mr. E. A. Frink (Seaboard Air Line) : — It seems to me that if we
publish this list in our Manual, we would thereby imply endorsement
of the matter. I am not saying that we should not say that, but I do
not think we ought to do it until we have considered each one of these
specifications. As the list stands now. it is simply an index, and I do
not think we should put it into the Manual, and by so doing give it the
weight of the authority of the Association.
Mr. ('.. H. Tinker (New York, Chicago & St. Louis): I agree with
Mr. Prink. This is too much of a wholesale approval of the work of
another association. While that work is probably such that we would
approve it if it were brought Up in another manner, it will detract from
the value of the Manual to adopt it in this way. There are many other
associations whose specifications and conclusions are perfectly worthy of
approval, but it would be a mistake i" adopt them wholesale The only
material which should go into the Manual is that which lias been con-
sidered in detail before adoption by this Association.
Mr. C. C. Anthony (Pennsylvania Railroad) :— We realized that this
proposition was a rather peculiar one. and we expected the very criticism
1028 SIGNALS AND INTERLOCKING.
that we are getting. Our idea was that the list we give you should be
put in the Manual with a very clear statement that it was put there for
the information of the members. We did not expect the Association to
give approval to all this matter, and it should be made very clear that
it is not given approval in the way approval is given to matter that is
regularly presented here and acted upon.
The reason, as I see it, for having the list in the Manual is that the
Manual is the place to which people go for information on matters of
that sort. If the members want to find specifications or principles of
practice, they look in the Manual. If they want to find something of that
sort relating to signal work, they will look in the Manual and find that
what they are looking for is not there, but that there is an index showing
where they can find it.
It was clear to us that it was absolutely out of the question for this
Association to act in detail on all this matter relating to signaling and that
it was practically useless to attempt to select a small amount of it on
which the Association could act; and the only solution of the problem
that we have been able to find is to have this list accepted, which accept-
ance will practically recognize the Railway Signal Association as the
authority on these particular subjects.
Mr. John G. Sullivan (Canadian Pacific) : — Would not the Com-
mittee's idea be carried out just as well if they printed in the Manual
the explanations that are printed on pp. 76 and yy, and simply say that
the specifications which the Committee would approve can be found in
a certain volume of the Proceedings? You will then have a ready refer-
ence where you can get the information for which you are looking.
Mr. L. C. Fritch : — I have the same suggestion to make, with the
exception that there is to be published an index of the contents of the
Proceedings, and in that index this information can be readily located.
This list is sweeping; it not only covers specifications, but rules and
practices, and things of that kind. There are many lines which are not
able financially to bring up their signal practice to the high standard
these specifications call for, and it might put them in an embarrassing
position to put out these specifications. We should hesitate to place
our stamp of approval on them by putting them in the Manual at this
time. There is no question as to the value of these specifications, and
anyone who wants to find them can locate them.
Mr. A. S. Baldwin (Illinois Central) : — The declination to include this
list in our Manual does not in the slightest degree reflect on the value
of this work to the members of tlii> Association. The point we make is
that what goes into the Manual should first be passed on and discussed at
a meeting of the Association, whereas, it these matters were to be put
into our Manual, it would be taking in one bunch a whole mass of specifi-
cations and data which has not been submitted to the discussion of the
members of this Association. For that reason I would conclude, while
it is proper to put it in the Proceedings, and while it is exceedingly valu-
able information, it should be placed in the -Proceedings as information
DISCUSSION. 1029
ami should not be endorsed by this Association through its publication
in the Manual.
Mr. Hunter McDonald (Nashville, Chattanooga & St. Louis) :— May
1 inquire in what manner Mr. Baldwin and Mr. Fritch expect to perfect
our Manual in so far as signals are concerned? Do they expect our
Committee X to go back and work over this matter presented by the
Railway Signal Association, or do we expect finally to treat the Signal
Association as a Committee of this Association and endorse their
findings?
Mr. Thos. S. Stevens: — Mr. McDonald has brought out a very vital
point, that I thought should be brought out in connection with the
suggestion of this Committee, and that is whether or not the Railway
Signal Association, through your Committee X, is not practically a Com-
mittee of this Association?
Mr. L. S. Rose (Cleveland, Cincinnati, Chicago & St. Louis) : —
There are a number of volumes of the Proceedings of this Association,
and if you cut this out of the Manual there will be a long search to find
out where the information is. I take it the Manual is an index of the
Proceedings, with the discussion omitted, and only the act"al informa-
tion given which is desired. I think it would be a mistake ,o refer our
members to the Proceedings of the Association for information of this
character. There is another point, too, and that is, if this Association
will not endorse the action of the Signal Association, reviewed by a
Committee of our Association, how can we expect any other association
to endorse what we have done, when reviewed by their committees?
Mr. Earl Stimson (Baltimore & Ohio) : — I am in favor of the motion
made by the Committee, and endorse the expressions made by the other
speakers in favor of that motion. As I understand it, every member
of this Committee is also a member of the Signal Association. It cannot
be expected that this one Committee will do the work of probably a
dozen committees in the Signal Association. We certainly should have
confidence enough in the Signal Association, through our own members
on this Committee, to endorse their findings. I expect to vote for '.he
approval of the work of the Committee, and urge every member of the
Association to do the same.
Mr. J. L. Campbell (El Paso & Southwestern): — I heartily agree
that we should in some waj cover this matter of signaling in our .Manual.
It is my understanding that the members of our Committee on Signals
and Interlocking are also members of the Signal Association, or are at
least engaged in that line of work. If we look at our Manual, wc find
it quite small considering the number of years this Association has been
working. \ believe there arc many things we can safely put into the
Manual, some of which arc proposed by this motion. I do not sec how
wc are to put ourselves on record about railway signal work except
by some action of this kind. 1 would like to sec this index to the work
of the Signal Association go into the Manual. It is valuable information
to have in that convenient place. I believe this Association will be safe
1030 SIGNALS AND INTERLOCKING.
in accepting as best practice the approved work of the Signal Association.
It will add to the value of the Manual as a working instrument.
Mr. A. S. Baldwin : — This does not give simply a list of matters on
which information is desired. To put this in the Manual under the
motion proposed adopts it as the action of this Association. We have
never adopted any specifications without discussion by this body, and
I think it would be a mistake to do so in this instance.
It is a mistake to suppose for one minute that our objection to doing
this reflects on the work of the Signal Association. The idea is, in my
mind, that we should not adopt anything as a principle of this body
without discussion.
Mr. McDonald has asked how we propose to handle this matter. I
am frank to say just at this time I am not prepared to offer a pian.
Undoubtedly the Railway Signal Association can go into details to an
extent it would be impossible for this Association to go, and I believe
we must look to that Association in some form or other to do the work
in this direction that must be done for the railroads of the country.
At the same time I do not think we should take it into our Manual in
one omnibus motion without any discussion as to any of the details.
Mr. H. R. Safford (Grand Trunk) : — If I understand the two op-
posing views in this matter, one is that we feel that the Signal Committee
and the Railway Signal Association have done some useful work and
reached the point where it should be of value to the members of this
body, and yet opportunity has not been given to the members of our
Association to thoroughly discuss these specifications in detail, and that
is the reason there is some hesitation about putting them into the
.Manual.
Could not the situation be met and the same results obtained, which
seem to be desired by these who are advancing the argument for printing
it, by putting this set of specifications in pamphlet form, and having
them issued by the Association, "tentatively," if you want to make it that
way, so that the matter can be put into shape for easy distribution, and
in that way we can begin to get the benefit of the work which this Com-
mittee has done, particularly for those railroads which have not been
able to prepare complete specifications themselves? I am of the opinion
that signal work is of such a character that it is probably undergoing
more change than any other character of work on which recommendations
are made by our Association. For that reason I can understand that if
we published them in the Manual at this time, before the Manual is
again published considerable revision of this matter would undoubtedly
be necessary, but I think we could endorse it as good practice, and I
believe the question should be considered of putting this matter in
pamphlet form, so that it could be revised each year, if occasion required.
Mr. C. E. Denney (Consulting Engineer) : — All specifications are
si lengthened as more associations approve them, and eventually the
American Railway Engineering Association will be benefited by having in
its Manual the Railway Signal Association specifications.
DISCUSSION. 1031
The instructions given to the Committee were, "Present, for ap-
proval, specifications adopted by the Railway Signal Association, which
in the judgment of the Committee warrant consideration."
The conclusion states, "That this list of Railway Signal Association
specifications and standards be printed in the Manual for the information
of the members."
In other words, this is the first step, and is an index showing what the
Signal Association has done. After this index is inserted, the Committee
may then report in detail on any specification now adopted by the Signal
Association, and when approved by the American Railway Engineering
Association as a whole, each specification becomes a part of the Manual.
As I understand the conclusion of the Committee, its approval only
carries with it the printing of the index in the Manual, which will be
of benefit to the members who are not members of the Signal Association,
as it will show where to find any particular specification not yet approved
by the Engineering Association.
Mr. John G. Sullivan: — The last speaker brought out a point 1 want
more information on. This conclusion does not say that. It says print
this as an index, but it also says very plainly that the specifications and
standards be printed. Will they print the entire matter or just this in-
dex ?
Mr. J. E. Willoughby (Atlantic Coast Line): — As I understand it,
it is the desire to place in the Manual only those things which are recom-
mended practice, and not to put into the Manual matters which arc of
information only to the members. We have that in formation in the
Proceedings. It occurs to me to put a matter of information onlj in
the Manual would have the effect of increasing the size of the Manual
unduly.
Mr. Chas. S. Churchill (Norfolk & Western) :— The attention of the
Association is called to the fact that this matter is incomplete in any
event. The mere listing of these specifications is not sufficient informa-
tion for any member to proceed upon. Therefore this list should have
attached to it a page showing where the specifications referred to may
be found in full in the Proceedings of the Signal Association, in order to
be of any value whatever.
Prof. C. Frank Allen (Massachusetts Institute of Technology): — I
move as a substitute motion that it be accepted as information, and that
the question whether it be included in the Manual, either by some refer
ence to it or as a whole, be referred to the Committee on Manual, with
full power.
Mr. A/el Ames (Consulting Engineer) : Perhaps some of the members
of this Association are not familiar with the Railway Signal Association
Manual. That consists of a lot of specifications and standard drawings
The Railway Signal Association reproduces all these standard drawings
in the form of tracings by some lithographic proc< that if any
of the roads want to use a Railway Signal Association plan, all they have
to do is to send to the Railway Signal Association and buy a readymade
1032 SIGNALS AND INTERLOCKING.
tracing showing all the detailed part you would use in interlocking, or
at least all those for which tracings have been prepared.
Now. the members of the Committee believe that many of the roads
will wish to use these standard plans and tracings of the Railway Signal
Association. The Committee thinks it is much easier for you to buy
the readymade tracings from the Secretary of the Railway Signal Associa-
tion than it is for you to do a lot of drafting or tracing yourselves, and
this list which we present is practically a catalog of what the Railway
Signal Association has to offer to this Association and the railroads.
The Committee is not attempting to secure for all the Railway Signal
Association standards the official approval of this Association, but simply
attempting to give you in concrete form a list of the data that the Railway
Signal Association has prepared. Whether this list should be printed in
the Manual or as a separate publication for distribution is a matter in
regard to which there seems to be some question. I simply make this
statement to show what was in the mind of the Committee in this con-
nection.
Mr. L. C. Fritch : — It is not the idea that the Manual shall be a
catalog of reference — so far as that is concerned, we might publish in
the Manual catalogs covering other lines of work. The rules governing
the Manual do not contemplate including matters of information. Rule
(4) says:
"The Manual will only include conclusions relating to definitions,
specifications and principles of practice, as have been made the subject of
a special study by a Standing or Special Committee and embodied in
a committee report, published not less than thirty days prior to the annual
convention, and submitted by the Committee to the annual convention, and
which, after due consideration and discussion, shall have been voted on
and formally adopted by the Association. Subjects which, in the opinion
of the Board of Direction, should be reviewed by the American Railway
Association may be referred to that Association before being published
in the Manual."
It seems to me that this being only a matter of information, we
should not include it in our Manual.
Mr. Earl Stimson : — How are we ever going to cover the ground?
I take it that the matter referred to here in this list is a matter of years
of work by the Signal Association, and to have this Association go
into th,e detail of every plan and specification would keep us here probably
several weeks. I would like to ask the gentleman how he ever expects
to have this Association cover the entire field of signaling and inter-
locking in a manner other than as proposed by the Committee.
Mr. F. W. Green (Louisiana & Arkansas) : — With a view of disposing
of the matter, and avoiding further discussion if possible, and also re-
conciling the two factions, if it is in order, I move that a parenthetical
reference be made in the 1915 Manual to the Proceedings for 1915, giving
reference to these proposed specifications, and stating that time had not
been had up to the preparation of the rcjis Manual for a complete dis-
cussion of these rule-. I think that will accomplish the desire of the ('"in-
DISCUSSION. L033
mittee to present before the Association in ready form the results of the
labors of the Railway Signal Association and at the same time avoid the
objections which were touched on by Mr. Baldwin and others with refer-
ence to not incorporating anything in the Manual except the information
which had been defined by thorough discussion of the Association.
The President : — The motion is not in order, in view of the fact
that there is a motion before the house.
Mr. L. C. Fritch : — I will answer Mr. Stimson by saying that we
do not object to accepting the recommendations of the Railway Signal
Association, but we do not want to incorporate in our Manual something
which is submitted as a matter of information. To my mind all these
recommendations before they are finally passed by this Association should
go before the American Railway Association, as that is the parent asso-
ciation, and these matters are of sufficient importance to submit to them.
We are following that practice with regard to rail specifications and other
matters, and I do not see why we should not with regard to any matter
which involves operation as do the signal rules and specifications. In
ray opinion it is beyond the province of this Association to pass upon
such a matter.
Mr. E. H. Lee (Chicago & Western Indiana) : — The Committee is
asking for the endorsement of these specifications in terms. Some of
the speakers have intimated that if our Association gives this endorse-
ment it will have done so without mature consideration. Our Signal
Committee is composed of the best brains in the Association along that
line and who have devoted several years to the study of this question.
They have had the assistance of a great body of men who are intimately
acquainted with the subject, who have devoted years to the consideration
of this particular subject, one which is highly technical and involved. The
agent of this Association in the investigation of this involved matter is
our Committee, and we should consider very carefully whether we can
afford to turn down the recommendations of a Committee which has
given the matter such careful and mature consideration. How much will
the more or less sporadic and momentary discussion in this convention
of the matters covered by this report affect the final result? It is ex-
ceedingly difficult to handle a subject of this kind in any other way than
as recommended by the Committee, and the members of the Association
should consider their action very carefully before voting against the
recommendation of the agent of the Association for investigating this
subject, which is its Signal Committee,
Mr. W. .M. (amp (Railway Review) : — I call attention to the fact
that whenever a matter presented by the Committee on Signaling of this
Association has come up for adoption heretofore, it has, I believe, in
nearly every instance, been something which had already been adopted by
the Railway Signal Association; ami the consideration of the .subject by
this body, other than by the members who belong to the Railway Signal
Association, has always been rather perfunctorily done.
It has been intimated that the matter now under discussion has been
brought up by the Committee in wholesale form. That is not exactlv
1034 SIGNALS AND INTERLOCKING.
the case. It appears that the Committee has given careful attention to
the standards presented, as there are certain matters on page 85 and
other pages where the Committee recommends that certain things should
not he published in the next issue of the Manual, showing that they have
gone thoughtfully over the work, using due discrimination, and have not
presented matter for adoption in any careless manner.
I also invite attention to what the. Secretary read earlier in the meet-
ing in regard to duplication of work. He states that there are fifteen
other organizations doing work which overlaps work of this Associa-
tion ; then he says : "In view of these facts, it would seem advisable
for our committees to give careful consideration to what has been
done along the lines of the subjects assigned them, make use- of the
best thought and experience developed elsewhere, and adapt the net
results to our present needs." I think that is just what this Committee
has been trying to do.
The President: — All in favor of the motion that this list be printed
in the Manual for the information of the members will please say Aye ;
contrary minded, No.
(The motion was carried.)
Mr. Thos. S. Stevens : — With due consideration to the fact that the
Manual is to be revised this year, your Committee placed in its report
the matter which appears on page 84, under the heading, "The Problem
of Signaling Single-track Roads with Reference to the Effect of Signaling
and Proper Location of Passing Sidings on the Capacity of the Line,"
thinking that it might receive the endorsement of the Railway Signal
Association letter-ballot. The matter was not approved, and therefore
your Committee desires to withdraw that part of its report.
With reference to the matter under "Automatic Train Control" we
found that the American Railway Association was also working on this
subject, and we asked to be excused from further consideration of it
at that time, but we present now for the information of the Association
the information shown on pp. 86 and 87, and we move the conclusion,
"That the foregoing be accepted by the Association as information."
(The motion was carried.)
The first two recommendations with reference to conventional signs,
and arrangement of signals at interlocking plants have been made neces-
sary by previous action of this Association.
Now that you have accepted the Committee's suggestions with refer-
ence to the specifications of the Railway Signal Association, you have
also rendered unnecessary the discussion of the Committee's recommenda-
tions with reference to specifications for mineral matter, rubber com-
pound, insulated wire. This specification had been changed necessarily by
the Railway Signal Association, and it was proposed by the Committee
that if you did not accept our recommendations, that this should be
eliminated from the Manual ; but now you have accepted our suggestions,
I believe that only formal action is necessary with reference to the
Committee's recommendations about revision of the Manual.
DISCUSSION. 1035
The President : — Will you make a motion to cover exactly what you
want, Mr. Stevens?
Mr. Thos. S. Stevens: — Yes; that the Committee's suggestions with
reference to the revision of the Manual be accepted.
(The motion was carried.)
Mr. Saff ord : — Is it in order to make a suggestion with reference to
the future work of the Committee?
The President : — It is entirely in order.
Mr. Safford : — It seems to me that there is some need for intensive
study along the lines of developing more uniform practice regarding
contracts for interlocking plants and for crossings. The contracts of
fifteen or twenty years ago did not seem to be entirely satisfactory, and
the railroads now are having more or less trouble trying to harmonize
the views in regard to certain details, such as defining the responsibilities
and rights of junior and senior companies, and the best practice for con-
ducting the work; the definition of "sole employes," "joint employes,"
and the rights and responsibilities for the action of these employes. At-
tempts have also been made to take these matters before railway com-
missions, where the railroad companies cannot agree, and the commissions
are issuing orders, some of which are confusing. I believe these com-
missions would welcome suggestions with regard to making such orders
and that we ought to take this matter up and attempt to work out a proper
basis for such contracts. The Signal Association and this Association,
in endorsing its action, have already done good work in the matter of
operating units. Those have been accepted and adopted by a great many
railroads to-day, but there are many other features not yet covered by
the endorsement of the Signal Association and our own Association.
I think there is an opportunity to do good work in attempting to har-
monize various views on this subject.
The President: — Your suggestion, Mr. Safford, will be referred to
the Committee, and will be taken into consideration next year. The
Committee is excused, with the thanks of the com cut ion.
DISCUSSION ON UNIFORM GENERAL CONTRACT
FORMS.
(For Report, see pp. 89, L01.)
LIST OF SPEAKERS TAKING PART IN DISCUSSION ON UNIFORM GENERAL
CONTRACT FORMS.
E. H. Lee. L. C. Fritch.
The President: — The Chairman of the Committee will make a pre-
liminary statement, in which he will indicate how he desires to have the
report considered by the convention.
Mr. E. H. Lee (Chicago & Western Indiana) : — The work of the
Committee is outlined by the instructions which are shown in the report.
The Committee has prepared and submitted a form of Bond. The
Committee was instructed to go over its previous work with a view of
making revisions in the Manual, and these are shown in detail. Some
of these changes were due to what were evidently typographical errors;
others have been developed by the use of the Contract Form. The
matter is one of some detail. I offer a motion that the form of Bond
shown be approved by the Association, after such consideration as the
convention cares to give.
Mr. L. C. Fritch (Canadian Northern) : — As this Association is an
international one, I believe the Bond ought to be amended to include the
Dominion of Canada.
Mr. Lee: — The Committee will accept such change in the Bond as
will make it applicable to Canada as well as the United States.
Mr. L. C. Fritch: — There is still important work for this Committee
to do, such as the preparation of standard siding agreements and right-
of-way leases. Many railways are now trying to .net together on a
standard right-of-way lease. I think that is important work for this
Committee.
Mr. Lee: — Referring to our report, 1 would move that the Uniform
Contract Form, as amended, he approved by the Association. I think
it is recognized by the members that this form is not intended to be
obligatory in any sense; that it ^ useful, that it has been adopted by
many roads, but that it may not be adopted by Oth
(The motion was carried.)
The President:— I understand tin- Committee recommends that it be
discharged. You have heard the suggestions of Mr. Fritch on this sub-
ject. I would like to have the wishes of the convention on the subject.
Will some one make a motion?
(A motion to the effect that the Committee be continued, being duly
seconded, was carried.)
The President: — The work of the Committee is commended, and it
receives the thanks of the convention for what it has done. We will
ask the Committee to do further work. The Committee is excused.
1037
DISCUSSION ON SIGNS, FENCES AND CROSSINGS.
(For Report, see pp. 433-519.)
LIST OF SPEAKERS TAKING PART IN DISCUSSION ON SIGNS, FENCES AND
CROSSINGS.
J. L. Campbell. E. A. Frink.
C. S. Churchill. J. R. Leighty.
Curtis Dougherty. D. W. Smith.
Hunter McDonald. \V. F. Strouse.
L. C. Fritch. R. Trimble.
The President : — Mr. W. F. Strouse, the Chairman of the Commit-
tee, will make a statement as to the way in which he wishes the report
considered.
Mr. W. F. Strouse (Baltimore & Ohio) : — The Committee was as-
signed four subjects, including revision of the Manual, shown on page
443 of Bulletin 172. A careful study of the Manual has been made, the
result of which will be found on pages 435 to 443. It is suggested,
however, that the word "vertical" be inserted between the words and
and boards, in the third line of the definition of "Fence," on page 435.
The Committee's reasons for the principal changes in the subject-
matter of the Manual are set forth on pages 434 and 435.
The President: — The Chairman makes the statement that under
"Definitions'' there are minor changes, and the sense of the Manual, as
now showing these different definitions, is practically not changed.
Therefore it seems as though action by the convention is not necessary,
except that those marked with an asterisk arc recommended as defini-
tions that can be dropped, as being more than is necessary for the
Manual.
Mr. Strouse: — I move, therefore, that the definitions thai arc marked
with an asterisk be eliminated in the reprint of the Manual.
The President: — If there is no objection to that motion, it will be
regarded as passed. The next question to be taken up is the matter of
specifications for standard right-of-way fences. It is suggested that we
can expedite this matter by simply reading the articles by title. A pause
will be made after each one, in order to allow any comments or objec-
tions, if there are any.
(The Secretary then read the titles to paragraphs on pp. 430. 437, 438,
439, 440 and 441.)
Mr. L. ('. Fritch (Canadian Northern) :— Is the matter referring to
"snow fences, snow sheds, and recommended methods of snow removal,"
part of the specifications?
The President: — The Committee wishes to have it considered as
.part of their specifications; from "snow fences" down it is to be regarded
as definitions
L039
1040 SIGNS, FENCES AND CROSSINGS.
Mr. R. Trimble (Pennsylvania Lines West; : — There is one matter
that I want to call your attention to, and that is the specification as to
right-of-way fence — first-class, second-class, third-class and fourth-class.
Heretofore, the Association has objected to that kind of classification,
because it is subjected to criticism. Take our standard roadway, it is
classified as "Class A," "Class B" and "Class C." We ought to change
this fence classification to correspond, and I move that the change be
made so that right-of-way fence shall be designated as "Class A," "Class
B," etc.
The President :■ — The Committee will accept that suggestion.
Mr. Curtis Dougherty (Queen & Crescent Route) : — On page 440.
relating to "Gates for Right-of-Way Fences," I suggest to the Com-
mittee that it be specified that the end of the gate opposite the hinged
end lap by the post, so as to prevent the gate being pushed open by
stock, or, if the gate would be buckled, that it would come out of the
fastening and be readily opened by simply pressing against it, the idea
being that that end of the gate should pass by the post far enough so as
to prevent absolutely the gate being opened towards the track by pressure
of stock.
Mr. Strouse : — The Committee offers no objection to the suggestion
made. I might state that the paragraphs under "Gates for Right-of-
Way Fences" are the same as that in the Manual of 191 1. I see no
objection to the suggestion, and the wording of the recommendations
m'ght be changed so as to cover that particular point.
The President : — The Chair thinks the wording should to be submitted,
so that we may know exactly what is being adopted in the way of a
change.
Mr. Dougherty: — I move that the last paragraph under the head-
ing. "Gates for Right-of-Way Fences" be amended to read by adding,
after the last present reading, "and the end of the gate opposite the
hinged end shall lap by the post a sufficient distance to prevent it from
being opened by side pressure."
The President: — The Committee will accept the amendment. The
Committee moves the adoption of the specifications as read by title of
the paragraphs, and that they be included in the next Manual. The
motion will read that the specifications as read are adopted and will be
included in the next Manual.
(The motion was carried.)
(The Secretary then read, beginning with the heading "Surface
Stock-Guards," on page 443. to and including paragraph 4.)
Mr. L. C. Fritch : — The Committee recommends a change from the
old requirements. 1 would like to have that taken up to see whether the
convention approves that change.
Mr. Strouse: — In the body of the report we use this statement:
"The use of the term 'Stock-Guard' instead of 'Cattle-Guard' is con-
sidered desirable in view of the fact that the laws in over half of the
Stales require a guard to be of such type as will turn not only cattle,
DISCUSSION. 1041
horses and mules, but sheep and swine as well." This is our reason for
changing the word "cattle" to "stock," intending it to cover all kinds of
stock.
The President: — Before taking up the matter of track construction,
etc., the adoption of the definitions and general requirements for Sur-
face Stock-Guards will be passed on by the convention. The Committee
moves the adoption of that portion of the report.
(The motion was carried.)
(The Secretary then read the title, "Track Construction and Flange-
ways at Paved Street Crossings and in Paved Streets," on page 443.)
The President : — There is no change in this feature of the report,
and it so appears in our present Manual ; so the Chair does not take
it that any action is necessary at the present time. The conclusions,
which are recommended by the Committee, are shown on page 508, which
the Secretary will please read.
(The Secretary read the conclusions.)
The President: — You have heard the conclusions. Their adoption is
moved by the Committee.
(The conclusions on page 508 were then adopted.)
Mr. L. C. Fritch : — On page 443, under the heading, "Track Con-
struction," etc., is that to be included in the Manual?
Mr. Strouse: — That is in the Manual at the present time.
Mr. L. C. Fritch: — Paragraph 3 calls for "one hundred and forty-
one-lb. nine-inch depth girder rail." That will be rather expensive on
some lines. I think it ought to be modified.
Mr. J. L. Campbell (El Paso & Southwestern) :— T do not agree to
that, and do not believe the Manual limits us to that kind of rail. We
are using ordinary track rails, and I think the latter ought to be included
in the specification.
Mr. Strouse: — In regard to the criticism of that paragraph, it states
"141-lb. 9-in. depth girder rail, or similar section, with suitable tie-
plates and screw-spikes, should be used." It does not necessarily tie us
down to that particular weight. The idea in using that depth of rail is
to take care of the style of paving that is so frequently use. I. namely,
the use of granite blocks, which usually range between 5'j and (>' _.
inches in depth, and in addition to the block, of course provision is
made for the sand cushion. Where sheet asphalt is used on a concrete
base, a shallower rail can be used, but this is the depth of rail that was
recommended in one of the former reports, and it had reference par-
ticularly to the use of granite blocks for the paving.
Mr. L. C. Fritch:- Does the Committee recommend that this type
of construction be recommended for paved street
Mr. Strouse: -Paved street crossings is the statement.
The President : The matter as it now stands in this report is as
shown in the Manual. If you have any su relative to changes,
Mr. Fritch, will ydu embod) them in the form of a motion?
104- SIGNS, FENCES AND CROSSINGS.
Mr. Trimble: — It is an objectionable construction, and if used as
broadly as appears to be the intention of the Committee, I think it is ob-
jectionable. We ought to eliminate all reference to a special rail, ex-
cept where especial occasion requires the use of a special rail. On all
ordinary street crossings we ought to maintain the regular standard rail
section. I, therefore, move that "one hundred and forty-one-lb. nine-
inch depth girder rail, or similar section," be stricken out and that wherever
possible we use the words "standard construction."
The President : — You have heard the motion, that "At paved cross-
ings and paved streets 141-lb. 9-in. depth girder rail, or similar sec-
tion," be changed to "a standard girder rail." Is that the way you un-
derstand it, Mr. Trimble?
Mr. Trimble: — The standard rail that is being used on either side by
the road.
Mr. Hunter McDonald (Nashville, Chattanooga & St. Louis) : — As
I understand it, the standard girder rail recommended in the Manual
has a flangeway which prevents the driving of the dirt down under
the paving, and is a grooved rail. I think the Committee, in recom-
mending that, had in mind the question of maintaining brick or other
pavement, and the use of any other plan makes it very difficult to main-
tain a paved street. If you are going to strike that out, it seems to
me some other method of maintaining track in paved streets ought to
be submitted.
Mr. Strouse: — In reply to the criticisms as to that style of rail, I
wish to state that it has been my experience that where we have cross-
ings of street car tracks they use that depth of rail, and, of course, the
prime object in using the girder rail is to provide a flangeway for the
wheels. There are other methods of providing flangeways and a good
many other styles of crossings recommended and in use. This particu-
lar depth of rail was decided upon and recommended for adoption by
the Association several years ago, before I had anything to do with the
work. If the ordinary T-rail is used, of course some provision will
have to be made for the flangeway to hold the brick paving in place.
If provision is made, either by turning a rail on its side or providing
some style of proprietary flangeway, it will be more expensive than
the girder rail suggested.
Mr. Dougherty: — I move to substitute for the motion before the
convention, a motion to change the word should, in the second, line, to
the word may.
Mr. E. A. Frink (Seaboard Air Line) : — I would like to offer an
amendment, as follows : "Rails should be of the proper depth and section
to suil tin class of paving laid." The standard girder rail is not neces-
sarily a grooved rail. Therefore, the clause in the Manual as it is does
not necessarily affect the paving. In cases where a stone or block pave-
ment is laid, we have to have a deep rail. Moreover, we have to comply
with the requirements of the various municipalities. 1 think it would
DISCUSSION. 1043
be better to put in a general clause, allowing as full latitude as pos-'
sible.
The President: — The Chair did not hear a second to Mr. Dougherty's
motion.
Mr. J. L. Campbell: — I move as a substitute that this section he
referred hack to the Committee, with instructions to revise it and report
to the next convention.
Mr. L. C. Fritch : — I think the construction is satisfactory and desir-
able where the track extends some distance through a street, but to
have to change the rails at every street crossing certainly is objection-
able. I think it ought to be made "tracks in paved streets."
The President: — The only motion before the house is Mr. Trimble's
at the present. Does the originator of the motion accept Mr. Frink's
amendment?
Mr. Trimble: — If we adopt Mr. Frink's motion, what will be the
effect on the Manual? Will the old recommendation stand? If you will
allow me, I will revise my motion, so as to read: "One hundred and
forty-one-lb. nine-inch depth girder rail, or similar section, with suit-
able tie-plates, should be used for track laid longitudinally in streets,
when the conditions require such construction. Tracks should be filled
in with crushed rock, gravel or other suitable material, allowing for two-
inch cushion of sand under finished pavement. For street crossings the
standard track construction should be used with such modification as
may be required to suit the situation."
The President: — Do you accept that amendment?
(The amendment was accepted by Mr. brink and adopted.)
Mr. J. L. Campbell: — In the fifth section, I move to strike out the
words "granite or trap rock blocks preferred," making it read "to con-
form to municipal requirements."
Mr. Strouse : — In regard to eliminating the character of material, I
sec no special reason for defending it, except that it is the class of
material that is very generally used, hut the first sentence of that para-
graph provides for the use of material that will meet municipal require-
ments. That would cover the case, and the class of material might he
eliminated without detriment to the recommendations,
Mr. I.. C. Fritch : — I think the first part of that paragraph, is objec-
tionable— that it must conform to municipal requirements. The tracks
are subject to vibration, and 1 do nut think we should hind ourselves to
conform to all municipal requirements.
The President: — The Committee does nut give its consent to chang-
ing the recommendation.
Mr. J. L. Campbell: — I am in favor "t" referring this hack to the
Committee. I do not belifcve thi- specification a- <t stands covers the
matter fully. I would like t" Bee tin specification put on a basis that
will cover street-crossin.u construction comprehensively.
The President : — Will you change your motion so as to eliminate it
1044 SIGNS, FENCES AND CROSSINGS.
from the Manual at the present time, and refer it back to the Committee
for further consideration ?
Mr. J. L. Campbell: — Yes.
Air. John R. Leighty (Missouri Pacific) : — This matter of crossings
of paved streets is a very important one in the growing Western cities.
Towns as small as fifteen hundred inhabitants, which have city engineers
and commissioners of somewhat deficient experience, as a rule, adopt
specifications that are very difficult to comply with, and are very ex-
pensive without corresponding benefits. I believe that the recommen-
dations as they stand now put the railroads in the attitude of being will-
ing to do whatever a municipality might demand of them. Our recom-
mendation should be such that it could be used as an educational recom-
mendation for the city engineers and city administrations, and I think-
that we ought to take the lead in the matter as to what kind of cross-
ings should be used, instead of putting ourselves in the attitude of
following whatever lead may be established by the various municipali-
ties.
The President : — Any further remarks on the motion that the mat-
ter be expunged from the Manual?
Mr. Strouse : — Since Mr. Leighty has spoken, I am reminded of a
sketch I received from him a few days ago, and another sketch that
I received from some manufacturing concern about the same time. Both
sketches referred to are entirely different from the plan shown in the
Manual. In view of the fact that the subject apparently does not meet
the approval of many of the members present, I would like to have the
matter referred back to the Committee as it stands, and not printed in
the Manual this year.
(Mr. Campbell's motion was then carried.)
Mr. L. C. Fritch : — Are we to understand that the matter in the
present Manual is withdrawn?
The President: — What appears on page 443 of the Bulletin and as
given in the Manual at the present time is withdrawn.
Mr. Hunter McDonald: — That also includes the plan?
The President : — That will be withdrawn also.
(The Secretary then read the recommendations on page 508, which
the Chairman of the Committee moved to adopt.)
Mr. D. W. Smith (Hocking Valley) : — Since the word "Stock-
Guard" has been substituted for the word "Cattle-Guard" in the general
definitions, I would suggest following out the idea, and the word "Stock-
Guard" be substituted for the word "Cattle-Guard" at top of page 509.
The President : — The Committee accepts that suggestion. The rec-
ommendations are adopted.
Mr. C. S. Churchill (Norfolk & Western) : — It seems to me, from
the way the heading on paragraph 3 is worded, we are led to the con-
clusion that such is the standard for general use all over the country.
We should avoid any such intimation as that. Many railroads do not
practice the whitewashing of fences or anything else. The wording
DISCUSSION. 1045
should, therefore, he changed so that the practice may be considered as
optional only.
Mr. Hunter McDonald : — I would suggest that it would be well, also,
to have the recommendations further revised and have chemists go along
with the men.
Mr. Strouse : — The third subject assigned the Committee this year
asked that the Committee present specifications for whitewashing cattle-
guards and fences. After getting specifications from quite a number of
railroads and the specifications adopted by the United States Government,
this particular specification appeared to be the best that the Committee
secured. For that reason it recommended its adoption.
Mr. Hunter McDonald: — Is this the Government's specification?
Mr. Strouse : — It is.
Mr. Hunter McDonald: — I would like to ask if the Committee be-
lieves any large number of railroad men would undertake to use this
specification.
The President : — The Committee will accept the modification sug-
gested by Air. Churchill.
(The recommendations, as read and amended, were then adopted.)
The President: — The Chair would ask the Chairman of the Com-
mittee to mention certain things in regard to the experiments that have
been made on concrete fence posts. Reference thereto has been made in
the report, but the Chairman of the Committee will call attention to it
somewhat more specifically.
Mr. Strouse: — I think perhaps Mr. Johnson, who conducted the
tests, would probably be better fitted to bring this matter before the
Association. I want to call attention to the illustrations and the text in
regard to these tests on pp. 482, 495 and 497. This work was started a
little over a year ago, and was completed about the first of this year.
Six different forms of posts were subjected to the tests, and from the
results it would appear that post M, as it is designated in the report,
which is circular in section, showed the best results. 1 think that the
information on this subject is valuable to the railroads that are using
concrete posts, and particularlj as an aid in the selection of posts which
would seem to give the best results. lb'- Committee has given that
consideration.
The President: — The Committee has given tin- Association a large
amount of valuable information, and it is to be commended very highly
for its efforts in that direction. The Committee is excused, with the
thanks of the Association
DISCUSSION ON ECONOMICS OF RAILWAY
LOCATION.
(For Report, see pp. 103-150.)
1. 1ST OF SPEAKERS TAKING PARI IN DISCUSSION ON ECONOMICS OF RAIL-
WAY LOCATION.
F. H. Alfred. F. \V. Green.
C. Frank Allen. C. P. Howard.
A. S. Baldwin. Hunter .McDonald.
J. B. Berry. G. J. Ray.
Edwin J. Beugler. S. S. Roberts.
Geo. H. Bremner. H. R. Safford.
J. L. Campbell. A. K. Shurtleff.
Chas. S. Churchill. John G. Sullivan.
Maurice Coburn. R. Trimble.
W. H. COURTENAY. J. E. WlLLOUGHBY.
L. C. Fritch.
The President: — The first report which we have for consideration
this afternoon will be that of the Committee ob Economics of Railway
Location. The Chairman of the Committee, Mr. John G. Sullivan, will
go briefly over the work that was laid out for the Committee and de-
scribe what has been accomplished during the year, and then bring for-
ward the conclusions for discussion by the convention.
Mr. John G. Sullivan (Canadian Pacific): — If you timid use a value
for rise and fall in curvature, and average it all over the country, it
would not be of any value for any one point. I assumed, therefore, the
responsibility of changing instruction (i) to read:
"To study the question of grade, curvature, rise and fall, and dis-
tance, and, if possible, to present instructions to Engineers to obtain rea-
sonable values," that is, to develop a method bj which the subject could
be studied.
There has been very little, if anything, done on the subject assigned
to the Committee, "to collect information in regard t" effects of pas-
senger and freight traffic on the COSl of maintenance.-'
The idea that I had in mind was that there was very little pub-
lished in the way of instructions to Engineers in the field, in order that
they could be justified in saying they had made an economic location.
Various roads have issued instructions, some "t" them, no doubt, very
good. My experience has been that they have stuck ti". closely to the
train-mile as the basis for all calculations, and we have been led into
some evident errors. Therefore, before we could go ahead and studj
the grades ami study the larger problems of economics of location, I
felt it necessarj to decide on a method "i" calculating the effects of minor
details. The one principal feature that I had in mind was t.. separate
HUT
1048 ECONOMICS OF RAILWAY LOCATION.
the cost of fuel from the train wages and from other items. If that
method was approved of, then we might find a method of calculation, not
necessarily the total fuel consumption, but the amount of fuel that could
be saved by the elimination of resistance, which includes curvature and
rise and fall.
There has been some very good work done by this Committee in
former years, and especially by Mr. Shurtleff, and he has some infor-
mation which is almost invaluable, and I am proud to say that while I
have not the Committee as a whole back of me, there are a majority of
the members who agree with me. We have come to the conclusion that
we want some discussion which will bring out some ideas that will be a
guide to us in carrying on the work next year, if our conclusions are
not adopted. I think the better way to bring out that discussion is to
read the conclusions and have them discussed.
The President : — The Secretary will read the conclusions and they
will be taken up as they are read, one at a time.
(The Secretary then read the conclusions.)
Mr. L. C. Fritch (Canadian Northern) : — I think it would be an im-
provement if Conclusion i read: "A line is located when its alinement
and grades are established."
The President: — The Committee is of the opinion that, the sugges-
tion does not give a better definition, although it is equally as good as
that offered by the Committee. Do you care to have it put to a vote of
the convention, Mr. Fritch?
Mr. L. C. Fritch : — That was merely a suggestion to the Committee.
It does not seem to me that the statement in Conclusion 2, reading :
"The economical plant for a given quantity and class of traffic cannot
be the economical plant for a greater or less quantity of traffic or for
traffic of a different class," will hold true in all cases.
The President: — Will you suggest a better form?
Mr. L. C Fritch: — I suggest eliminating it entirely.
Mr. John G. Sullivan: — If you are going to make a location with-
out any data or assumptions, what are you going to start from? Mr.
Fritch may be right in the idea that we have gone a little too far.
Mr. L. C. Fritch: — The economical plant Mr. Sullivan designed
to-day would not be the economical plant for to-morrow or the next
day.
Mr. John G. Sullivan : — No. sir ; it will not. That is the reason
we say we should discount the future. We will change it to read, "It
may not be the economical plant." Perhaps that is better.
Mr. L. C. Fritch : — That covers the point.
Ilit' President: — Conclusions ,3 and 4 are formulae, and we had better
stop to consider them. A written discussion has been received, which
the Secretary will read, if there are no comments to be made from the
floor at this time.
(The Secretary read the written discussion hv Mr. Edwin I. Beug-
ler.)
DISCUSSION. 1049
Mr. Edwin J. Beugler (Consulting Engineer— by Letter) : — The Com-
mittee is to be congratulated on its work of correlating the elements of
Railway Location Economics.
With reference to Formulas (i) and (2), for determining the best
line on the basis of comparative revenues, expenses and investment, it
seems to the writer that the problem should not be complicated by the
introduction of various methods of financing railway construction. So
far as the Engineer is concerned, "Capital Invested" should be the total
cost of construction, irrespective of what portion is raised by the sale
of bonds or from the disposal of preferred and common stock. Methods
of financing change from time to time in order to secure funds to the
best advantage. Furthermore, in view of the present activity of Pub-
lic Service Commissions and the Federal Government in an endeavor
to arrive at the physical value of railway property as a basis for deter-
mination and regulation of rates, it seems logical to use the actual cash
cost or the estimated cost of reproduction for the economic problem in
hand.
The selection of a proper rate of interest should be made with
respect to the probable cost of securing funds, and is largely a matter of
experience and judgment. The figure is rarely the current rate of inter-
est on bonds, but must take into consideration the discount at which
the securities may be sold and an equivalent rate of interest selected.
The apparently different results from the application of Formulas
(1) and (2), with the same premises, introduces some confusion in the
mind of the reader. As a matter of fact, the results are identical when
carried out in comparative terms. In the example given, the surplus
of $5,000, in the first case, figured by Formula (2), amounts to ]'> per
cent, on the cost of construction, and 1 per cent, on the cost in the sec-
ond case, which, added to interest rate of 5 per ccm., assumed, results
in a total net return of $% per cent, and 6 per cent., respectively, on the
investment, the same as arrived at by Formula O). Formula (2), as
presented by the Committee, appears to the writer to be incomplete. It
is suggested that it might be better in the Following form:
R-(E-j-I)
= P'
c
where R=Grqss revenue. ^
E=Expcnses, including taxes and depreciation.
I=Interest on investment.
C=Investment (cost of construction).
P'=Per cent, of profit over cost of funds.
This, it will be noticed, becomes almost identical to Formula (1),
but has the advantage of showing directly what profit will result from
the investment over and above the cost of securing funds for con-
struction.
Consideration of the underlying purpose of tbi' investigation will
have a bearing on the selection of method to be used in deciding on
1050 ECONOMICS OF RAILWAY LOCATION.
the most economical procedure. There are two general cases: (a) The
determination of the probable net financial returns from a complete line
between certain points, and whether these returns will justify the re-
quired investment; and (b), where alternate routes are available, the
determination of the best route as regards relative financial returns.
In the first case (a), the problem is to find out whether the line,
with certain assumptions as to traffic, revenue, construction and operat-
ing costs, will earn a fair return on the investment necessary to cover
cost of construction. Incidental studies as to the probable net earnings
from the first years of operation, compared with what may be reason-
ably expected in the later periods of operation, will have a bearing on
the amount of capital to be invested. Where a line may not pay at the
start, but at the end of, say, five years, and thereafter will yield a
fair return on the capital invested, including the capital required to
carry on the operations during the earlier years, it may still be good
business to build the line. Problem (a) would be solved by the modifica-
tion suggested for Formula (2)
R— (E + I)
=P'
C
where P' equals the per cent, of profit on the investment over the cost
of funds. This is not, strictly speaking, a question of Economics. It
is rather the underlying problem of whether or not to build any line.
In the second case, (b), the problem is to determine which of sev-
eral alternate lines or sections is best. If revenues are not affected, the
problem resolves itself into finding the line on which the sum of the
operating costs and interest on the investment (E + I) is a minimum.
On the other hand, if the revenue is affected the line must be found
on which the revenue, less the sum of the operating costs and interest,
R — (E 4- 1) , is greatest.
It is of great importance that the premises of the problem in hand
equate properly. For instance, (1) that the equipment contemplated in
the estimates of cost can carry the assumed traffic with reasonable speeds
and ratios of ton-miles and passenger miles. Also, (2) that the trackage
is sufficient to accommodate the traffic without overloading, and (3)
that an adequate margin is allowed in equipment and track and other
facilities to care for some growth of traffic, as well as the peak loads
occurring from time to time.
To sum up, the writer suggests :
( 1 ) The problems of Railway Economics should not be complicated
by the introduction of methods of financing.
(2) Formulas (1) and (2) give identical results if based on the
same premises.
(3) For a determination of economic value of a new line, the
most useful formula is one which shows the ratio of investment to sur-
plus available after payment of operating expenses and interest on in-
vestment.
DISCUSSION. 1051
(4) For a determination of economic values of alternate lines,
including relocations, where revenue is not affected, the problem is simply
to find on which line the sum of operating expenses and interest on
investment is a minimum.
Where revenue is affected, that line is best on which revenue less
sum of operating expenses and interest is a maximum.
(5) To get a proper basis for comparison, it is necessary that the
assumed traffic, conditions as to quantities of business handled, speed and
length of trains, and other factors, are consistent with the estimates of
cost of line and equipment.
The President: — What will you do with Conclusions 3 and 4?
In view of the criticism which has been made, do you desire to take
any action in the way of changing the conclusions of the Committee?
Mr. C. P. Howard (Consulting Engineer): — This equation (1) is
simply a statement of the fact that the general formula, or basis of
comparing lines, is that the ratio of profit to investment shall be a
maximum. It is necessary to have some basis on which to compare
different lines. Sometimes the other view is taken, represented by equa-
tion (2), that the sum of fixed charges and operating expenses shall
be a minimum. The latter consideration does not take into account the
ratio of profit to investment, and might be misleading in some cases, so
it was concluded that the first statement should be the most general form
of comparing an investment — that is, the ratio of profit to investment
should be a maximum.
Mr. J. B. Berry (Consulting Engineer) : — Going back to Conclusion
2, I would suggest that the Committee omit the words "providing the
necessary funds are available.'' 1 have in mind one situation— take the
Union Pacific across the Rocky Mountains, west of Cheyenne; we
figured the savings which would accrue from the change of line, grade,
heavier locomotives, etc., with the traffic we were then handling, and it
would not pay to spend the amount estimated it would cost. We also
figured with an increase of twenty-five, also to see if it would pay, fifty
per cent, in the traffic. It was not left to the Engineers to decide on
the availability of funds; the Board of Directors decided that and pro-
vided the funds. I do not think it is a part of the Engineer's work
to provide funds, or to suggest anything about them, but let them show
what the results will be on existing "t- estimated traffic, also by an in-
crease of twenty, forty or fiftj per cent., and let the people furnishing
the monej decide on the question of the amount they will spend.
1 move that part of the conclusion be stricken out.
Mr. C. P. Howard: — We believe thai the problem of economics is
not necessarily one that should In- confined either to the Engineer or the
management of the railroad. We did not attempt to differentiate be-
tween what portion of the problem could be solved by the President and
what portion should he solved bj the Engineer. As a matter of fact.
the Engineer in some cases might be called on to solve the whole prob-
lem and in others -confined to small details, but certainly the ultimate
1052 ECONOMICS OF RAILWAY LOCATION.
economy of a line involves those considerations, whoever has to decide
the question.
Mr. John G. Sullivan: — I have in mind a case where I was locating
a line, and I presume if I said to the management I could not build that
line for any less money than it would take after I had made an economi-
cal location, they would have got some other Engineer to do it. They
told us to build the cheapest possible line between two points, giving no
value whatever to any obstruction or anything that would cost money in
operation. Of course, that was going to one extreme, but I can hardly
agree with Mr. Berry that it is not the province of Engineers to study
the situation and the problem of financing. The Chief Engineer will
tell the Board of Directors he can build a line to carry the present
traffic economically at so much a mile, and can build a line to carry the
expected traffic in ten years for so much a mile, and will make the
recommendations according to his best judgment. I do not know, bow-
ever, that the sentence will be affected seriously if we cut out those
words, but I do not think the Engineer should lie left out of the financial
considerations.
Mr. Berry : — I do not mean to say that the Engineer shall not con-
sider the financial part of it, but I said that when the Engineer pre-
sents a location and shows that with an existing estimated traffic or
with an increased traffic it will produce certain results, it is up to the
owners to decide which plan they will adopt and provide the amount of
money necessary. I expect the Engineer to take an interest in the finan-
cial part of it, but not to provide the funds.
(Mr. Berry's motion was seconded, put to vote and lost.)
Mr. L. C. Fritch : — I wish to offer a substitute for Conclusion 2, as
follows: "Locating a railway means the establishment of the line with
grade, alinement and characteristics that will handle in the most economi-
cal manner an estimated amount of traffic.*'
The President : — The Committee is not willing to accept the sug-
gestion, feeling that, while the definition is good, it is practically the same
as they have offered. If you care to put it in the form of a motion, Mr.
Fritch, we will take a vote on it.
Mr. L. C. Fritch : — In Conclusion 5, the Committee has left out the
question of rates. 1 presume, however, they intend to cover that in the
amount and class of traffic. They have also eliminated the question
of the direction of heavy traffic, which is an important item in locating
a railroad.
Mr. G. J. Ray (Delaware, Lackawanna & Western) :— -In looking
over the report of the Committee, I fail to find any mention of direc-
tion of traffic, which will materially affect the location of any line, espe-
cially an old-established line, where the line is being relocated. I think
there should be something in this conclusion in regard to the direction
of traffic. Is the Committee willing to have the word "direction" in-
serted after the word "amount" on the second line, so that it will read.
DISCUSSION. 1053
"a reasonable assumption of the amount, direction and class of traffic,-'
etc.?
The President: — The Committee will accept that suggestion.
Mr. L. C. Fritch : — In Conclusion 6, it seems to me, the Committee
should give a definite rule for the length of engine districts. It should
not be less than one hundred miles, and not over one hundred and
thirty miles ; it should be arranged so that the engine can make the
run with the maximum train within the limits of overtime. I would
place it at not less than one hundred miles and not over one hundred
and thirty miles.
Mr. John G. Sullivan : — That is one of the things that we paid as
much attention to as any other. In fact, we had a formula and thought
it was all solved. We knew it was not of any use to put in a definite
mileage, as the Association would not agree on what is a proper mileage
distance for a sub-division. The formula was that the interest on the
cost of terminals, plus operating expenses, should be a minimum. It
looked very nice on paper, but when we came to put it into effect we
got engine runs about eighteen hundred miles long, and there was no
minimum within reasonable limits. We will be glad if this convention
will direct us as to the mileage which should be put in.
Mr. Maurice Coburn (Vandalia) : — I have a suggestion with regard
to Conclusion 6. In the first line omit the word "most," and in the
second line, after "engine districts," make it read, "but the question is
governed largely by considerations beyond the control of the Engineer,"
and at the end of the paragraph I would add: "Under present laws
and rates of pay of trainmen, the district should preferably be at least
one hundred miles long and short enough to almost entirely avoid runs
of over sixteen hours."
The President: — The Committee has discussed this wording; a
portion of the Committee prefers the substitute as just stated, while
the Chairman of the Committee states that the present wording seems to
meet the view of a majority of the Committee; but if the convention
thinks that suggested by Mr. Coburn is better, it will be accepted.
Mr. John G. Sullivan: — I would object to that last portion. I do
not think any division should be less than one hundred miles long. I
think when the traffic becomes so great that you cannot run one hundred
miles in sixteen hours, you had better double-track the road, and you
will find it more economical. If I get Mr. Coburn's idea, he would
say, instead of "at least," that the minimum distance be one hundred
miles, and preferably as much longer as we think could be made and get
the traffic over in sixteen hours.
Mr. L. C. Fritch :— I do not think we should state the matter in terms
of hours. It seems to me it might be improved if it should be so stated
that the only definite rule would be for the division to be of such length
that no constructive mileage nor excess overtime shall be incurred on the
engine district.
1054 ECONOMICS OF RAILWAY LOCATION.
Mr. A. S. Baldwin (Illinois Central) : — I would like to offer as a
substitute that "the district shall be sufficiently long to avoid con-
structive mileage and short enough to enable the maximum slow freight
train to make the run within the hours of service requirements."
The President : — The Committee is willing to accept that sugges-
tion.
Mr. F. W. Green (Louisiana & Arkansas) : — Before that last sug-
gestion is accepted by the convention, I would make this inquiry : Does
Mr. Baldwin's suggestion carry with it the implication that there is a
disposition on the part of railways to go the full sixteen hours? I do not
think that the railways have that idea in mind, and I think we should
be careful to avoid that.
The President : — Mr. Baldwin did not include any reference to six-
teen hours in his suggestion. If there is no objection, the substitute will
be accepted.
Mr. L. C. Fritch : — I think there should be something said about
locating terminal points within city limits on account of the growth of
cities. I would suggest adding, following the words "minor summits,"
these words, "and in proximity to, but outside of, the limits of cities
or towns."
Mr. John G. Sullivan : — No matter what we offer on a point like that,
it will not affect the definite location of a terminal point. Any dis-
cussion on this subject will not mean much. It is an economical prob-
lem of financing and will be settled, not by rules, but by conditions.
Mr. L. C. Fritch : — We all know of cases where railways are con-
structed in the country where the terminals are located right near the
station, and within five or ten years the town begins to spread out,
and the result is you have a congested terminal within the city limits.
Mr. John G. Sullivan : — We have had the experience of building
some eight or ten terminals in towns which are now cities, where we
bought the land at acreage prices, and if we had located the stations
in town and terminals two miles away from these towns, the terminals
would still be in the center of the city, and the city would be two miles
from the station. The location of these terminals is now very valuable
property, and, as I say, we bought it at acreage prices.
(The Secretary then read Conclusions 7 and 8.)
Mr. L C. Fritch : — Nothing is said in tbere about not locating passing
sidings on curves.
Mr. John G. Sullivan : — I think, possibly, that was an oversight.
We have in all of our instructions said that stations will not be located
on curves ; in fact, we are not doing it where we have a chance, and
especially that no obstructions shall be placed on the inside of curves.
That may have been a minor rule. It is a good idea to put that in.
The President: — Will you suggest a modification, Mr. Fritch?
Mr. L. C. Fritch : — That is only a suggestion.
Mr. A. S. Baldwin : — I would suggest that the requirement, that the
gradient "should be compensated for a full train length, in either direc-
DISCUSSION. 1055
tion, from either end of the siding," is excessive. I have had experience
on long maximum gradients, where it is exceedingly difficult to get a
gradient compensation, and it is not necessary to have compensation for
the full length of the train. There is only a small part of the train on
the switch and the approach, and a much shorter compensation is suffi-
cient than with the full length of the train.
Mr. H. R. Safford (Grand Trunk) : — Is that not an erroneous use
of the term "compensation?" Compensation really refers to compensa-
tion for curvature.
Mr. John G. Sullivan : — The Committee will accept your suggestion.
The President : — The. former suggestion has not yet been passed on
by the Committee, the one in regard to carrying the compensation beyond
the end of the sidetrack.
Mr. John G. Sullivan : — There is a great deal in what Mr. Baldwin
states. The ideal condition, if you can get it, is to have your sidetracks
on a lower rate of grade and to have this lower rate extended for a
full train length at either side so that when a train going up-hill stops to
enter the switch, it is made easier to pull into the siding and when the train
stops to close the switch it is easier to get started again. Personally, I
do not believe that this is always a good practice, because when you are
building a new line you will probably locate sidings 8 or 10 miles apart.
Later, when intermediate sidings are established you cannot compensate
at these latter points and you may have to lower your rating accordingly,
while you may have spent a considerable sum of money in the first place to
compensate or lower the grade at the sidings and eventually you will not
get very much in return. This question was fully discussed at a Com-
mittee meeting, and I was a little opposed to it personally, but I was
overruled by the majority, who said that it was an ideal condition we
should recommend, and that possibly we should leave it in the rules for
the benefit of those who are revising a line and can decide on where their
sidings will be, possibly for all time.
Mr. A. S. Baldwin : — Because we cannot anticipate what future con-
ditions will be, we should not fail to make proper arrangements for the
conditions that we have in mind when the line is constructed. Much the
larger portion of the train is not on the curves at the switch, the lead
or the approach. I would, therefore, suggest, as a modification, a suffi-
cient distance to counteract the curvature of the switch lead and its
approach.
Mr. John G. Sullivan: — You have the wrong idea altogether—] mean
you misunderstood the Committee. The Committee's idea is to change
the rate of grade through the siding, be it tangent "r curve, so thai you
can start your trains more easily pulling into sidings, when stepped t . .
throw the switch, and start more easily after leaving the siding, having
Stopped 1" close the switch.
Mr. A. S. Baldwin: — Of course, if you are going t<> stop on your side
track two or three hours in excessively cold weather and your train is
going to get very cold, yon will have to reduce your gradient some dis
1056 ECONOMICS OF RAILWAY LOCATION.
tance. I have in mind now a case of a long maximum grade leaving a
terminal yard where we cannot get the tonnage over it in cold weather.
That is a case where one would have to compensate several miles.
Ordinarily a compensation for a passing track is not necessary.
Mr. John G. Sullivan : — That is what we had in mind when we recom-
mended that we put terminals, if possible, on minor summits, so that you
can easily start your train and get the journals warmed up before you strike
the up-grade.
Mr. S. S. Roberts (Consulting Engineer) : — I do not see the neces-
sity for the clause at all. If you would say, "passing sidings should not
be located on maximum grades, where avoidable," it would cover the
whole ground. If you compensate or modify your grade, it is no longer
a maximum gradient.
Mr. John G. Sullivan : — Answering Mr. Roberts, I am afraid he has
not had much experience in locating mountain grades with twenty-five
or thirty miles of a two-two grade. It would be pretty serious not to
have sidings on that grade.
Mr. W. H. Courtenay (Louisville & Nashville) : — As an ordinary
proposition, the reduction of grade at passing sidings works out very well.
I know of cases where unusual and unlooked-for difficulties have occurred.
On a line where the grades were fixed at 0.3 per cent, for northbound
business and at 0.5 per cent, for southbound business, some trouble was
experienced by engines in passing sidings running beyond the clearance
point and having difficulty in backing up a 0.5 per cent, grade, the ton-
nage having been fixed for 0.3 per cent, grade. If a reduction be made in
rate of grade at passing tracks and approaches, it would be a good thing.
Prof. C. Frank Allen (Massachusetts Institute of Technology) : —
As I understand the purpose of the Committee, it is to meet this condi-
tion, that the train resistance at starting is probably fourteen to eighteen
pounds per ton ; the train resistance after you get going is more likely to
be five pounds per ton. If I understand the purpose of the Committee, it
is to reach that condition and not on account of the curve of the siding or
anything of that sort.
Mr. John G. Sullivan : — That is true, of course ; but at the same
time your engine is more efficient; it can pull a greater load. We can
start the trains usually on any grade, if they have not frozen up; but
it is an aid to operation. Answering Mr. Roberts, I do not think his
point is well taken. If I am running a two-two grade for twenty or
thirty miles, regardless of the minor changes I make on that for com-
pensation for curvature, I call that a maximum grade or a ruling grade,
and we are putting a siding on that ruling grade. I think the language
is all right. It is a question whether we are doing it right or wrong,
whether we should compensate at all, or for what distance.
Mr. A. S. Baldwin: — I wish to reiterate that I am not opposed to
the reduction of the gradient through the sidetrack. I have been mak-
ing it a point to do that on every line I have had anything to do with for
a number of years. A sidetrack, for instance, on a five-tenths gradient, we
DISCUSSION. 1057
would put at least on four-tenths, and a short distance on each side of
the switches, but I think to make it a full train length each side of the
switch is unnecessarily long, because it is adding a large amount to the
cost of construction.
The President : — Mr. Baldwin, will you embody that in the form
of an amendment?
Mr. F. W. Green : — The intention of the Committee at the time that
recommendation was made was that the grade should be such that the
train could stop at the siding, to enter it at either end, and could stop
and be able to start after leaving the siding at either end. That was the
object the Committee had in formulating the recommendation as
it is.
The President : — Will Mr. Baldwin accept the words, "and prefer-
ably for a full train length?"
Mr. A. S. Baldwin : — Yes, I will accept that.
The President : — It will be changed and the words "and preferably"
will be inserted.
(The Secretary then read Conclusion 9.)
Mr. L. C. Fritch : — The first clause of Conclusion 9 is beyond my
comprehension. We try to get all the tonnage we can on our local and
our fast freight trains, and I think it is quite an important element in
regard to those trains; and also as to passenger trains. There may be a
case where we have a limit on passenger trains up to the point of .double
headers.
Mr. A. S. Baldwin : — I concur with Mr. Fritch on that. An essential
requirement in the study of that problem is the determination of what
increase will be had in the rating of not only your dead freight trains,
but your manifest freights and your local freights, and each of these is
a problem to be considered on its own basis, and I think it should not
be dismissed with the mere statement that but little increase in tonnage
can be looked for. I would suggest that the clause be made to read,
"the prospective increase in tonnage rating for local and fast trains
should be given careful consideration." There are times when we can
get a great deal of benefit in that class of traffic by a reduction.
Mr. John G. Sullivan: — I will try to explain the first paragraph, "In
deciding upon the ruling gradient for each engine district, where dif-
ferent ruling gradients are contemplated for adjoining districts carrying
approximately equal traffic," you have under consideration different rul-
ing grades — "due consideration must be given to the breaking up of
trains, which may be caused by the difference in ruling gradients." Now,
you have three engine districts, and if you put one in the center
with a five-tenths grade and one at each side with seven-tenths grade,
you have got to break up your trains at every division point and make a
•different loading. Adjoining districts, where it ran be possibly done,
should have the same ruling gradients
Mr. L. C. Fritch: — Yon say, "due consideration must be given to the
breaking up of trains."
1058 ECONOMICS OF RAILWAY LOCATION.
Mr. John G. Sullivan : — I mean the work of breaking up trains. That
is an added cost of operation. We have had grades reduced where our
terminal charges went up so much that we did not make much money.
Mr. L. C. Fritch: — Then it is a question of the breaking up of the
trains?
Mr. John G. Sullivan :— The cost of operation. Mr. Baldwin's criti-
cism as to little increase in tonnage, is another matter. We simply state
on lines with light grades. Even on a road that runs up to one per cent.
grades or higher, if they are short, you do not save anything by reduc-
tion in the grades.
Mr. A. S. Baldwin : — The point I wish to make is this : I have seen
occasions where a reduction in gradient did not help the manifest freight
a particle, because those trains had to be run on schedule time, whether
or not full tonnage rating was at hand and credit to operation could not
be claimed for them ; again I have seen where you had a steady mani-
fest business, you got a proportional increase in tonnage in the manifest
trains, the same as in the dead freight, and I have seen where local
freight trains have handled a large amount of tonnage that they did not
handle before, and you got credit for that in figuring reduction of operat-
ing expenses. I think as given by the Committee it dismisses the prob-
lem too lightly.
Mr. John G. Sullivan :— I think Mr. Baldwin is probably right and
justified in his conclusions, because we do give credit to the reduction of
the ruling gradients. I think that should be struck out. It really is
not a ruling gradient.
Mr. L. C. Fritch :— That was the whole thing in the question as I
see it.
Mr. John G. Sullivan :— It should be a reduction of gradients.
Mr. Coburn : — In the ninth line of the paragraph, reading, "line re-
sistance, and thereby fuel consumption is increased," I think the word
"time" should be inserted.
Mr. John G. Sullivan :— I think that is right. The Committee accepts
the suggestion.
(The Secretary then read Conclusion 10.)
Mr. John G. Sullivan: — Mr. Coburn has written a letter objecting
to the words "location of station buildings," and suggesting "stations."
meaning to include all buildings and track, which the Committee will
accept.
Mr. Ray:— I would like to call attention to the last four lines of the
first paragraph, considering the advisability of rebuilding lines. The
Committee, under the discussion on page no, make this statement: "On
the other hand, it is apparent that to make revisions in a line after it has
once been constructed will increase the total capital charges, because usu-
ally the cost of the abandoned line is a total loss." In connection with this
Conclusion 10, 1 want to raise this question: Under some recent court
decisions it has beer, necessary for a certain line to charge againsl
operating costs a big portion of the cost of rebuilding an old line. There-
DISCUSSION. 1059
fore, it seems to me there should be something which will bring that to
the Engineer's attention. In other words, in this paragraph the cost of
operating the line in the future may be very materially affected by
throwing away a piece of old line and having its value charged out
against operating expense. That would affect, over a series of years,
the actual cost of operating the railroad, whereas if this was put in capi-
tal costs entirely,' as is mentioned at the bottom of page no, the interest
would be constant and a continual charge. Therefore, it seems to me
there should be an addition to the clause. If the Committee is willing
to consider the matter, I have a suggestion to make. Add to the clause,
after the words, "would appear economical" — "in such cases considera-
tion should also be given to the probable increase in operating expenses,
due to spreading the value of the line abandoned, less salvage, over a
reasonable number of years." That is what we will probably have to do.
Mr. John G. Sullivan : — I understood that you could charge to capi-
tal the cost of a line reduction, when you got outside of the right-of-way
fences; I do not understand why the line should be drawn at the right-of-
way fence, but I do not see that that affects the question. What difference
does it make whether I pay for my home and have the money tied up
or have it mortgaged and pay interest on it? It does not appear to me
that it is vital one way or the other. If you charge the cost of the new
line to capital entirely and not to operating, you have your fixed charges
greater, instead of spreading them out for a few years. The problem
is about the same, and will work out the same.
Mr. Ray: — In a way that is true; but we are probably facing this
proposition : In charging up the difference in the cost of the new line
and the value of the old, we can charge that to capital, but the value
of the old line you will have to charge to operating expenses over a
given number of years, or else to profit and loss. The latter you can do
with the permission of the Interstate Commerce Commission. This will
affect the ultimate result merely because you will be charging it up to oper-
ating expenses over a certain number of years, whereas if it goes to
capital there will be a constant charge. There is some difference.
Mr. J. E. Willoughby (Atlantic Coast Line) : — Charging to operating
expenses the value of the abandoned line is for purpose of retiring capi-
tal ; the method of accounting prescribed by the Interstate Commerce
Commission provides merely for the retirement of capital. When you
abandon the line, the capital put into that construction ought to be retired
Mr. John G. Sullivan: — There is no objection to calling attention to
that, if it is necessary.
The President: — Have you any wording to suggest as an addition
to that line, that we can insert with the consent of the Committee?
.Mr. Ray: — Nothing more than I did suggest, if that is necessary.
Add what I have suggested to the first part of the paragraph, this state-
ment: After the words, "would appear uneconomical." insert, "in such
cases consideration should also be given to the probable increase in operat-
ing expenses, due to spreading the value of the line abandoned, less
salvage, over a reasonable number of years."
1060 ECONOMICS OF RAILWAY LOCATION.
Mr. F. H. Alfred (Pere Marquette) : — It seems to me when a piece
of property is abandoned that the value of that property is charged to
profit and loss, and the ruling of the Interstate Commerce Commission
now provides for that. It is not a question that will be taken up with
them, but it is a fact that it is charged to profit and loss. The only case
where it will be taken into consideration and spread over a period of time
is in the replacement. If we replace a station building with a larger build-
ing, then the other station will have to be absorbed in the operation, but
not otherwise.
Mr. John G. Sullivan : — I am afraid — maybe I have no business to
talk about foreign laws — I am afraid Mr. Alfred is talking about salvage
and not the property that is abandoned.
Mr. Alfred : — I am talking about profit and loss.
Mr. John G. Sullivan: — Mr. Ray's wording would hardly do, where
we would be allowed to carry it as an operating charge. I think if we
leave that to the Secretary, he can get both ideas in.
Mr. H. R. Safford : — It seems to me that we are getting off the ques-
tion of economics in adopting Mr. Ray's suggestion. It is a question of
how the bookkeeping is conducted after the work has been done. When
you propose, for example, to consider a revision of grades you make
your calculation as to the percentage of saving on the amount of cold
cash paid for the making of the improvement. After the money is spent,
if there is some peculiar requirement of the Interstate Commerce Com-
mission that causes some operating expense to be included by reason of
that improvement, it does not affect the economics of the case at all.
The ratio of money that you save to what is spent is based upon the
actual cash you have to raise. There ought to be left out of the work
of the Committee any reference to purely accounting matters.
Mr. John G. Sullivan : — I think Mr. Safford's point is well taken.
The President : — Mr. Ray's motion is now before the convention for
consideration.
(A vote was taken on the amendment offered by Mr. Ray, which was
lost.)
(The Secretary then read Conclusion n.)
Mr. L. C. Fritch : — It has been common to use minimum speed of
ten miles per hour at top of grade. Why has it been changed to eleven ?
Mr. John G. Sullivan : — That was where the momentum grade broke
on the ruling grade. We did not want the engine to strike the ruling
grade almost dead.
Mr. L. C. Fritch: — Even then it has been customary to use ten miles
an hour.
Mr. John G. Sullivan : — The velocity head at ten miles an hour is not
a great deal. That was discussed and we compromised on that. If the
convention prefers another figure, we will be glad to adopt it.
Mr. Ray : — You state that "momentum gradients, not exceeding that
over which a locomotive loaded for the ruling gradient can handle its
train in two parts, if stalled for any reason in the sag, may be used to
DISCUSSION. 1061
reduce construction costs," and further on you say, "should be used
where economy in construction cost is thereby effected." I think there
are exceptions to that rule. Certainly it would be a bad thing to do
on a railroad where traffic is so heavy that you could not have trains
cut in two in the sag. I suggest that we add to that paragraph the words,
"and except where traffic is unusually heavy." I think the statement
should not be so positive.
Mr. John G. Sullivan: — You are objecting to the use of velocity
grades at all where traffic is heavy?
Mr. Ray: — No; I say, where traffic is heavy, you could not afford to
cut the trains in two at the bottom of the sag.
Mr. John G. Sullivan: — We mean if we are broken in two or flagged
and stopped there. I am afraid we cannot accept that. That is an
economic question that will have to be figured out in detail for each
position. If you can raise twenty feet rather than take a cut five miles
long, twenty feet deep, or a fill back of that six miles long, twenty feet
high, and you have double track, which you might have in that kind of
construction, I fail to comprehend how heavy the traffic would be to war-
rant you in not putting in a momentum grade.
Mr. Ray : — I should certainly never recommend the adoption of a
grade on the Lackawanna that would require a train to be cut in two
in order to move it.
Mr. John G. Sullivan : — We will not do that once a month probably.
Mr. Coburn :— I think the last two lines cover, in a measure, Mr.
Ray's point. It might make it a little clearer to call attention to the fact
that stops are liable to be necessary on busy railroads. I do not think
that any railroad which has a momentum grade is as efficient as it would
be without that grade. I would suggest making the fourth line read :
"Without decreasing the train rating or materially affecting the efficiency
of the railway."
Mr. John G. Sullivan : — Let us have this Association vote on whether
we are or are not going to introduce momentum grades.
Mr. J. L. Campbell (El Paso & Southwestern) : — Will the Commit-
tee consider a suggestion to make the paragraph say that momentum
grades may be used where economy in construction is thereby effected?
Mr. Hunter McDonald (Nashville, Chattanooga & St. Louis) : —
Should we not stick to momentum grades throughout? They use veloc-
ity grades in the last line.
The President :— That criticism is well taken.
Mr. Geo. H. Bremner (Interstate Commerce Commission) : — I would
suggest leaving out after "train rating" on line 4, the words, "or the
efficiency of the railway, and should be used where economy in con-
struction cost is thereby effected." Momentum grades do affect the
efficiency of operation on a railway of heavy traffic, and there should
not be a positive instruction to use them, even where the cost of con-
struction is reduced. There arc many places where momentum grades
might for efficiency be reduced to. the maximum grades over other parts of
1062 ECONOMICS OF RAILWAY LOCATION.
a division on important railroads, while on roads of medium traffic this
may not be advisable.
The President : — We would like to have Mr. Campbell's suggestion
passed on.
Mr. John G. Sullivan : — That is exactly what we say, "where economy
in construction cost is thereby effected." The word "economy" means
that you are making a saving, that you have taken into account the cost
of doubling up where you have to double.
The President: — If ihere is no further discussion, we will pass on to
Conclusion 12.
Mr. John G. Sullivan : — Some members of the Committee think it
preferable to omit the word "best" and say "ordinary conditions," next
to the last line.
Mr. L. C. Fritch : — I would like to see the Committee on Economics
adopt another principle for the establishment of the value of various
lines. When we estimate the output of a machine, we find out how much
work that machine can do. It is quite a simple matter to estimate the
ton-miles per hour that can be handled over a given line in each direction.
The ideal line, of course, where one-hundred-per-cent. efficiency can be
secured, a straight level piece of line between two points — if you take
that as the standard of efficiency and compare all other lines with that,
you would have an ideal basis of comparison. Compare the number of
ton-miles per hour that it would be possible to handle over any given line,
and what should be done over a one-hundred-per-cent. line, would estab-
lish the relative value of the various lines.
Mr. John G. Sullivan: — Our idea was to separate the cost of fuel
in operating a railway from train wages, and also from the train-mile
basis, or even the ton-mile basis (the ton-mile is better than the train-
mile, of course). I do not quite know how Mr. Fritch would carry out
his conclusions. I think it would have been better had he said to draw
a straight line between the two terminal points and compare other lines
with that; but I do not see what would be gained. I think if you will
follow up the rest of the conclusions, you will see that we are establish-
ing the basis for a logical result.
Mr. A. K. Shurtleff (President's Conference Committee) : — I desire
to state that Mr. Sullivan's or the . Committee's report — I will not say
Mr. Sullivan alone — the Committee's report has entirely neglected one
item of resistance, that is, the resistance overcoming acceleration. This
may or may not be a large per cent, of the resistance. In some cases it
will be twenty per cent, of the total resistance overcome between two
points; in other cases it will be only one per cent. I cannot see how he
is going to compare two lines without taking into consideration the
acceleration resistance. In this same conclusion there is a repetition of
a previous conclusion. They are speaking of the formula. If it is as
stated, it may be obtained from the formula as given in the Manual,
and they can do away with the giving of the formula here.
DISCUSSION. 1063
Mr. John G. Sullivan: — Answering Mr. Shurtlcff, what he says
about the formula is true. This is the formula adopted by the Associa-
tion. When this was written up by Mr. Dennis, Mr. Ramsey and myself,
it was thought at that time we would make this report take the place of
a good deal that was in the Manual; there was no idea of taking the
credit for this formula away from Mr. Begien and Mr. Shurtleff, who
had worked on it in previous years. Answering Mr. Shurtleff' s question
regarding acceleration : acceleration can be taken into consideration, if
necessary. If you are going to run your trains twenty-five or thirty
miles an hour, you know the velocity head; you know that you have spent
that much energy to get it up to that velocity, but in comparing the minor
details between the different points, if you go to that refinement, you have
it for to-day, but you do not know how many trains you will run to-mor-
row, how many stops you will make, or what the conditions will be; but I
think we are safe in assuming that they will be usually about the same
on this line or that line, the two alternate lines that are under com-
parison. What we are aiming to get is a value for the resistance that we
can eliminate, and are not trying so much to find out the exact economy
of operation or how much coal we are using in operating the line in this
problem.
Mr. Shurtleff : — I simply desire to call the attention of the conven-
tion to the minority report, and the table worked out on page 150-b, Bul-
letin 174. Here are four lines between two points using the same train.
The acceleration horsepower on the level grade was 134. On the one-
per-cent. grade it was 13 horsepower. On the level grade it was about
twenty per cent, of the total horsepower used.
Mr. C. P. Howard: — Of course, as Mr. Sullivan said, the accelera-
tion can be reduced to so many feet of velocity head — for instance, thirty
miles an hour corresponds very closely to thirty feet rise, that is, to
accelerate to thirty miles an hour will correspond to raising a train to a
height of thirty feet. There is no method that can be obtained that
would not show wide variations under certain circumstances. For in-
stance, a locomotive using saturated steam, as Mr. Shurtleff has assumed,
will give one result, and one using superheated steam will give a different
result. The variations in fuel per foot of rise with the locomotive
using superheated steam, according Figures, will not be nearly so
much as with the locomotive Mr. Shurtleff 1
This report gives two different methods : one the method advocated
by Mr. Shurtleff and other members of the Committee, plotting the
speed curve and calculating the fuel for a locomotive working and drift-
ing, and the other tin- method which Mr. Sullivan has just read; but
it is considered that neither method would lie applicable to all conditions,
but either has sufficient merit to be given as a method which could lie
used in calculating the fuel or time.
Mr. F. W. Green: — I cannot sec that there is any essential dif-
ference between the method advocated by Mr. Shurtleff and that rec-
ommended by the majority of the Committee. If it is assumed by the
1064 ECONOMICS OF RAILWAY LOCATION.
Engineer who makes the comparison of alternative lines that there will
be the same number of stops and the same number of locomotives used,
^nd the accelerations will be the same in each case, then they are iden-
tical.
If it becomes necessary for the Engineer making a comparison
of locations to take into consideration the stops and starts made, and
the difference in speed of certain classes of trains, then the method which
the majority of the Committee advocates readily permits of the addi-
tion of acceleration resistance, so that after all the differences between
the method which the Committee recommends and the method recom-
mended by Mr. Shurtleff are very slight.
Mr. C. P. Howard : — Mr. Green makes one mistake in his statement —
the majority of the Committee recommended both methods. At the top of
page 106 it says : "In estimating the time required for trains to pass over
an engine district, a speed curve and time card should be plotted." I
think it goes on further to state that the method of calculating the fuel
burned, working and drifting, is also advocated. The majority of the
Committee recommend both methods.
Mr. Coburn : — I think the whole trouble is that after the meeting
of the Committee, an attempt was made to compromise. We do not
clearly state the differences in the two methods. In discussing grades, we
say in estimating time a speed-curve shall be used. In Conclusion 12 we
recommend the foot-ton method. In Conclusion 13, we speak of the
foot-ton method and speed-curve method, and do not clearly state the
differences between these two methods, and the advantages or disad-
vantages of each.
Further on we give as a factor some of the other details, and omit
hire of equipment and leave out largely questions of time, which are
important. It seems to me that from Conclusions 12 to 17, inclusive, this
work should be referred back to the Committee, and that we should ask
them to attempt to harmonize this matter and put it in good shape.
Mr. John G. Sullivan: — I have no objection to having it go back to
the Committee if the convention sees fit. I do not think that Mr. Coburn's
statement is quite correct. In Conclusion 12 we do not recommend a
method, but the report states facts. The fuel consumption comes in the
next class. We are taking the factors of the resistance from the twice
approved recommendations already published. We are not recommending
any method in Conclusion 12.
Mr. Shurtleff: — In case we are not making a recommendation for
doing anything, let us cut that clause out, and I move it be cut out.
(The motion was seconded put to vote, but not carried.)
The President: — In this connection, the minority report contains a
suggestion which possibly should be read at this time, and the Secretary
will read the suggestion made by the minority part of the Committee.
(The Secretary read the minority report of the Committee.)
Mr. John G. Sullivan : — I wrote to Mr. Coburn that we might agree
to this, but the more I think of it, the more I am struck that it is not a
DISCUSSION. 1065
fact. It is a fact, in the examples given in the discussion further back,
acceleration was not taken into account, but that does not say that acceler-
ation could not be taken into account, as we have explained here on
two or three occasions. I would rather have that go to a vote of the
convention.
Mr. Shurtleff: — I move that the following insert be made in Conclu-
sion 12, after the first paragraph : "The above method must be under-
stood to not take into account the resistance due to accelerating trains.
This may or may not be a considerable part of the total resistance, de-
pending on the rate of grades and the distance between stops."
Mr. John G. Sullivan : — The Committee accepts that.
Mr. Shurtleff : — I move that the next to the last sentence in Con-
clusion 12 be changed to read : "In comparing different locations, the
resistance under average conditions should be used."
Mr. John G. Sullivan : — The Committee accepts that.
Mr. Shurtleff : — I move in Conclusion 13 we cut out the last sentence
and insert : "It should be understood that the first method does not give
information as to the actual fuel consumed."
Mr. John G. Sullivan: — "It is the unanimous opinion of the Com-
mittee that the train-mile basis alone is not a reliable or correct
method of estimating fuel consumption for comparative purposes." That
is true. This is superfluous. It was put in to emphasize the fact that
we were getting away from the train-mile basis for estimating fuel con-
sumption, and we expected a good deal of opposition from some operat-
ing men to that. That has been my experience. These words might
well be left out. The elimination of these words is accepted by the
Committee.
Mr. Shurtleff: — Mr. Sullivan misunderstands me somewhat. All I
want to have cut out is just the words, "It is the unanimous opinion of
the Committee that;" and have the sentence read, "the train-mile basis
alone." Just cut out the first nine words.
Mr. John G. Sullivan : — The Committee will agree to that.
Mr. Shurtleff: — I want to state that this way of arriving at fuel con-
sumption does not check out very well. I have here figures of four
lines of exactly the same foot-tons resistance. The first was a line with
twenty miles of level grade. The second line was a line seventeen and
two-thirds miles long, with 8 1-3 miles of ascending and descending four-
tenths per cent, grade. The third was a line 12.72 miles long with 5.86
miles of ascending and descending seven-tenths per cent, grade. The
fourth was a line 10.04 miles long with 4.52 miles of ascending and de-
scending one per cent, grade. Taking the coal working at 4,000 lbs. per
hour and the coal drifting at 789 lbs. per hour, we have for the four-
tenths per cent, grade 2,744 lbs. °r coal consumed, and for the one per
cent, grade 3,753 lbs. of coal consumed. The one per cent, line shows
37 per cent, more fuel than the four-tenths per cent. line.
In considering fuel by the method of time consumed, there is only
one thing taken into consideration that has not been adopted by this
1066 ECONOMICS OF RAILWAY LOCATION.
Association, and that is the amount used when drifting, which, on dis-
tricts having approximately equal rise and fall, will vary from about
four per cent, to ten per cent, of the total fuel used.
To adopt the foot-ton method of dealing with the fuel consumed
means practically to nullify the conclusions of this Committee hereto-
fore adopted by this Association as well as the conclusions accompany-
ing the very able report on superheaters and stokers presented this year.
I personally object to this, since I put in all my spare time for three
years in gathering and digesting the data on power, and it is conceded
that for long continuous work on hand-fired freight locomotives the aver-
age fireman can handle about 4,000 lbs. per hour.
Fuel being the largest single item of operating expenses and one
directly affected by changes in location, I cannot see how this Association
can go on record as adopting a conclusion that will vary 37 per cent., in
fact, as shown in the foregoing table. It will lead in many cases to
taking a location that will not be the most economical one. Furthermore,
how is an Engineer to determine the fuel consumed per 1,000 foot-tons,
since it is shown in the minority report as a quantity varying in the pro-
portion of 1 to 6?
It has been my desire to work in harmony with the Committee, but
for the reasons named I cannot agree with them on the foot-ton method,
and I do not want this Association to go on record as adopting a con-
clusion that is shown to be so inconsistent as this one.
Mr. John G. Sullivan : — This discrepancy comes about in this way —
a locomotive burning fuel at full cut-off will probably use 7 or more lbs.
per horsepower hour. If you take that case and compare it with a case
where it can run with a cut-off of less than fifty per cent., where it will
burn 3 or 4 lbs., or maybe 5 lbs. per horsepower hour, you will get dis-
crepancies, and I do not know any railroad that is operating long hills at
full cut-offs, maximum grades of twenty or thirty miles, and even if it
was figured that way, the errors we are going to make in the assumption
of traffic we will have twenty years hence, are greater than the errors we
will make in this one factor of figuring the saving of fuel. We have tried
it on several divisions, and have come to the conclusion with experi-
ments of members on various railways, that between 4 and 5 lbs. of coal
is ordinarily assumed in doing a horsepower hour of work under ordinary
conditions, and it is ordinary conditions that we wish to compare.
I wish to say further, in making a location, the man in charge of
ten or fifteen parties, if he hopes to get anything like uniformity, is not
going to ask each Locating Engineer to figure out his own plans; he will
assume how he is going to operate the road, the amount of power he will
use, make an assumption of the traffic he will have, and he will deduce
values for curvature, rise and fall, distance, etc., the subjects we are dis-
cussing, and he will send that information to his Locating Engineers and
they will be governed accordingly.
In the case of a fixed traffic, like a coal road, where we know about
what the traffic is, there is no doubt but what Mr. Shurtleff's method is
DISCUSSION. 1067
the correct one, if you know what your train movements are going to be,
and you can figure accurately the coal you are going to burn, knowing the
stops, and therefore you will be able to take into account fully the factor
of acceleration.
There is no necessity of a man going into that refinement and figuring
out the economics of a line he has got to figure on for ten or fifteen trains
a day, maybe and probably, in ten or fifteen years. He will not know
where the stops will be, or how many stops they will have to make, and
that is a matter which will probably balance itself. It is the minimum
saving that we can make. In the examples given in the discussion here,
the units taken, I think, are a little less than what Mr. Shurtleff's ex-
ample would show here. It is true, he shows how he can get a discrep-
ancy. I do not think there is any doubt but what the discrepancy comes
from the fact that an engine is not an economical consumer of coal at
full cut-off.
Mr. ShurtlefF: — I move that Conclusion 13 be referred back to the
Committee for further consideration.
(The motion was carried.)
Mr. Berry: — I suggest that in Conclusion 14 the word "minor" be
stricken from the first line of the paragraph, where it refers to "minor
details of location."
Mr. John G. Sullivan : — We started on this matter by defining the
minor details as such, Mr. Berry. If we cut that out, some people might
think we had solved the economics of location, whereas it is something
we will be working on for many years to come.
Mr. Berry: — It really is comprised in "curvature, distance, rise and
fall," and I do not see any need of reproducing the substance of it. If
you do it in that paragraph, you might as well do it in all the others.
Mr. Bremner: — Do I understand Conclusion 14 to say that the rise
of the line can be neglected in comparing location^? Is that the meaning
of the last sentence, that rise can be eliminated from our consideration?
Mr. John G. Sullivan : — Some economists of railway location add a
small percentage to the cost per train-mile in figuring the cost of main-
tenance of way, and also the cost of equipment, to what it would he if
tiny had been running on a level line. That is a refinement we do not
feel able to go into at the present time.
Mr. Bremner: — I did not so understand it in reading it.
Mr. John G. Sullivan: — The Editorial Committee will fix that.
(The Secretary then read Conclusions 15 to 18.)
Mr. R. Trimble (Pennsylvania Lines West) : — I suggest that the
recommendations on page 149 be considered.
(The Secretary read the five recommendations on pages 149-150,
and they were adopted without change.)
The President: — Anv further discussion on the report of this Com-
mittee?
Mr. Chas. Churchill (Norfolk & Western) : — I wish to ask one or two
questions, in order to bring out discussion. In the first place, the Com-
10€8 ECONOMICS OF RAILWAY LOCATION.
mittee makes a report on page 117 in which they have assumed two hun-
dred dollars a mile per year as the saving in eliminating distance. I do
not see how they get such a low figure. The annual renewal of ties alone
would be greater, and the renewal of rails would add something more.
In the paragraph above mention is made of savings of from two
hundred dollars to six hundred dollars a mile of track. I believe, when
everything is taken into account in these days, one cannot assume a mini-
mum of less than five hundred dollars per mile.
I call attention to these points, not because they have very great effect
in this analysis, but because I believe that some investigation should be
made of these statements.
Referring to the last two insets, examples are given of lines A to
F, inclusive ; and the last two, E and F, are low-grade lines. Both of the
low-grade lines have 0.4 ruling grades in each direction, and about the
same length. The conclusions, therefore, on the next to the last inset
in the small table, left-hand corner, entitled "Summary," wherein line F,
which is the long low-grade line, is compared with the shorter one, that
the extra cost of operating capitalized amounts to $1,373,295. That is
virtually stating that the cost of operating eight miles of level line capi-
talized, amounts to $180,000 a mile, or thereabouts. It does not look quite
reasonable to me, and I am suggesting that the Committee give this
further consideration.
In the matter of comparing costs of low-grade line operation with
that of present lines, I have not been able to devise any method of arriv-
ing at those costs, except by actual test, the keeping of log records of the
actual transportation costs on the particular district in question. These
short lines that are compared in the last inset are lines only thirty-two miles
long. I think it is impracticable to compare costs on lines of such short
lengths without taking a close record of just what is being done on dis-
tricts similarly located to those in question. It is not an engine district, it
is only a piece of one, and I fear that unless some of these statements
are checked up very closely we will be led to incorrect conclusions.
The most recent case I have had anything to do with was the study
of the practicability of the electrification of a certain district. We got no-
where until after we took the logs of every engine, the time consumed,
stoppages, etc., on every portion of the thirty miles. To my mind, that is
the only way to get at anything like true detailed results.
Now, referring to page 116, under "Effect of Minor Details on Oper-
ating Expenses," the statement is made that nothing is known, particu-
larly, about what the effect of curvature is. I obtained from the Penn-
sylvania Lines West quite a long time ago some figures giving actual
results in wear of rail on curves ; and after having obtained some sim-
ilar information on our own road, the data may be stated as follows :
Taking the rail life on a straight track as 1.00, the life of the rail on
curves under similar traffic is expressed in ratios, as follows : On 2 de-
gree curve, 0.90; 2 to 4 degree curve, 0.71; 4 to 6 degree curve, 0.66;
6 degree curve, 0.56; 9 degree curve, 0.33.
DISCUSSION. 1069
Now there is a basis for determining what we can attribute to the
rail wear on different degrees of curvature.
I believe the Committee is to be commended for the work it has
done, and we can help them out only by giving such information as they
have asked for. The previous work on this subject has been very diffi-
cult, because railroad people did not have the information in the form
asked for, but the work of this Committee gives the matter a start, and I
believe it calls the attention of all the members of this Association to the
particular points upon which they may have information ; I therefore
urge upon everyone the desirability of furnishing that information to this
Committee so that they can go on with their investigations.
Mr. John G. Sullivan: — As to the matter on page 117, I am afraid
Mr. Churchill did not read the entire paragraph. It says : "In calculat-
ing the saving in maintenance of way, by eliminating distance, it is as-
sumed that about $200 per year per mile would be spent on main-
tenance, regardless of distance, and in order to make even figures it
is assumed that maintenance of way affected by shortening distance will
cost $211.20 per mile, plus 25 cents per train mile on straight track." On
our road we figured about four hundred dollars to five hundred dollars
per mile of fixed charges, but half of that is not affected by distance at
all. The balance, between two hundred dollars and four hundred dollars,
is affected ; you are wearing out your ties or rotting them out. Then we
take a fixed price of twenty-five cents per train mile in addition. I have
taken our annual reports for 8,000 to 15,000 miles of track, for ten or
fifteen years, and I find we have not been as low as that, but I think we
will be this year.
Mr. Churchill : — My point is we should begin at about five hundred
dollars.
Mr. John G. Sullivan : — Coming to the second point, this shows a
problem which came up on our road ; we saved considerable curvature
there, too ; on that hill we think this is less favorable, although it shows
pretty well, and after I made this I got the train sheets for the year
and found on that hill, about ten or fifteen miles long at each side, the
train wages alone for pusher engines was over twenty-five cents a mile,
to say nothing about fuel, single track line. We took the number of
train miles saved, and multiplied it by twenty-five cents per mile, and
capitalized that at five per cent.
Mr. Churchill :— You are speaking about {lie high-grade line?
Mr. John G. Sullivan : — I took the low-grade line and the variable
factors, took the difference between the most favorable line and the
others, and computed the differences at the price given on page 116.
Mr. Churchill : — You consider that $180,000 represents the capital-
ized value of one mile?
Mr. John G. Sullivan :— It might be that, or a million dollars, it de-
pends on the traffic.
Mr. Churchill : — The question was raised by me on account of the
summary at the bottom of the inset just before the last one, between line
1070 ECONOMICS OF RAILWAY LOCATION.
F and line E, and was based upon the figures given under the "Extra
Cost of Operating, Capitalized," which is put down at $1,373,295 ; the
difference in the length of lines oetween F and E is eight miles, and
that is practically $180,000 a mile for level lines.
Mr. John G. Sullivan : — If you take the summary, you will find on
that saving we were not justified in doing what we wanted to do.
Mr. Churchill : — The point I am speaking about is this— is the sav-
ing of a mile of level line correctly stated as being worth $180,000 in
capitalized form?
Mr. John G. Sullivan :— I will send you those details, Mr. Churchill.
The President: — The Committee will be excused, with the thanks
of the Association for its valuable report.
DISCUSSION ON ROADWAY.
(For Report, see pp. 565^600.,)
LIST OF SPEAKERS TAKING PART IN DISCUSSION ON ROADWAY.
C. Frank Allen. J. B. Jenkins.
J. B. Berry. H. A. Lloyd.
G. D. Brooke. Hunter McDonald.
W. M. Camp. J. C. Nelson.
J. L. Campbell. S. S. Roberts.
A. W. Carpenter. W. F. Strouse.
C. S. Churchill. John G. Sullivan.
W. H. Courtenay. A. N. Talbot.
W. M. DAWLEY. J. E. WlLLOUGHBY.
The President : — The first business to be taken up this morning is
the report of the Committee on Roadway, Mr. W. M. Dawley, Chair-
man. The Chair will ask Mr. Dawley to make a statement as to the
manner in which the report is to be considered.
Mr. W. M. Dawley (Erie Railroad) : — On the question of Revision
of Manual, considerable work was done by the Committee, but most of
it consists in grammatical corrections or corrections in verbiage, with-
out material change in the sense. There are but six changes in sense or
additions to the Manual. These revisions are given on page 566. The
first is a definition of "Cattle Pass."
The President : — The definition as given by the Chairman of the
Committee for "Cattle Pass" is new, and the Chair would ask if there
are any remarks to be made or suggestions as to changes in this defini-
tion.
Mr. W. M. Camp (Railway Review) : — Would it suit the Committee
to insert the word "opening" after the word "bridge"? Is not a cattle
pass a culvert opening or bridge opening under the track?
Mr. Dawley: — Under the heading of "Definitions," a little furtbe-
down on page 556, "Culvert" is defined as an arched-circular or flat-
covered opening, which would seem lo cover the point.
Mr. Camp: — How about the bridge?
Mr. Dawley: — I think that "bridges" are also defined; you will
find the definition for "bridge" somewhere in the Manual.
Mr. W. F. Strouse (Baltimore & Ohio): — Yesterday the structures
formerly called "Cattle Guards'' were changed to "Stock Guards." Might
it not be well to make a similar change in this case? The last word
in the definition provides for the passage of stock, rather than cattle.
Mr. A. W. Carpenter (New York Central) : — Would it 1191 improve
the definition to substitute "opening" for "built," making it read "bridge
opening
"?
Mr. Dawley: — The Committee will accept that.
1071
1072 ROADWAY.
The President : — It has been called to the attention of the Chair
that it has not been the practice to discuss definitions on the floor, but
these proposed changes in definitions are sent out so that the members
may send in suggestions of improvement to the chairmen of commit-
tees. The Chair will ask the Secretary to read the remainder of the
definitions, and they can be taken up later on and differences adjusted
with the Committee before they are finally adopted. The discussion of
the definitions would take up a very large part of the session, and we
are restricted as to time. We will, therefore, pursue that course. The
Chairman of the Committee will call attention to the main differences
as we come to them.
(The Secretary read the proposed changes in the definitions).
The President : — We have a letter from Prof. J. C. L. Fish, of
Stanford University, bearing on some of these definitions, which the
Secretary will read.
(The Secretary read the communication from Prof. Fish, as fol-
lows:)
Prof. J. C. L. Fish (Stanford University) : — The writer desires to
call attention to the fact that, in the report of the Committee on Road-
way, on page 569 of Bulletin 173, the use of the terms "Haul," "Free
Haul" and "Overhaul," in Sections 48 and 48-a, is not everywhere con-
sistent with the definitions of these terms as given on page 566.
To be specific: "Overhaul" is defined as a distance; but in Sec-
tion 48 "Overhaul" evidently means distance X cubic yards; and in the
last two lines of page 569 it is definitely stated to have the latter mean-
ing. There are other places in 48-a where "Overhaul" means some-
thing else than mere distance.
Also "Haul," defined as a distance, is used as meaning "distance X
cubic yards.
Again, "Limit of Free Haul" is used in one place to designate a
point, and in another to designate a distance.
And again, "Free Haul,", defined as a distance, is used in the expres-
sion length of haul, meaning then length of distance — plainly a waste of
two good words.
The writer thinks the foregoing sufficiently shows the need of over-
hauling these technical terms.
The inconsistency noted above should be eliminated for two very
good reasons: (1) The inconsistency makes it difficult for Engineers
and others to correctly interpret the directions of the section.
There is no doubt of this. The writer was formerly in charge of
work on which upward of 100,000,000 station-yards of overhaul had to
be computed on the American Railway Engineering Association basis.
and recalls that the Engineers and computers, all of whom were new
to this method, had great difficulty by themselves in interpreting the
directions as they appeared in the Manual. And always my students
have had the same difficulty with the overhaul clause as wirtten in the
Manual.
DISCUSSION. 107:5
(2) It borders on the ridiculous to set out with a show of pre-
cision of language by formally defining terms and then to disregard the
definitions when using the terms.
The writer respectfully suggests that pp. 566 and 569 of Bulletin 173
be revised as indicated in the following sheets.
The new definitions indicated on the following sheet are those used
in my "Earthwork Haul and Overhaul" (copy of which you have in
your library). On page 53 of said book, where is quoted Clause 48-a,
you may observe here and there interpolated bracketed words. These
were inserted to make the meaning of the clause perfectly definite to
the readers of the book. That the bracketed words accomplish their
purpose is evidenced by the fact that not one out of about one hundred
students who have applied the directions of Clause 48-a, as stated on
page 53, has had any difficulty whatever in so doing.
In place of the definitions appearing on page 566, relating to the
terms "Haul," "Free Haul" and "Overhaul," insert the following:
Haul. — The product of yardage (place measurement) and haul dis-
tance.
Haul Distance. — Horizontal distance over which material is trans-
ported.
Yardage. — Volume expressed in cubic yards.
Free Haul. — Haul for which no extra compensation is allowed.
Free-Haul Distance. — The extreme horizontal distance to which mate-
rial is transported without extra compensation under the terms of
a contract.
Overhaul. — Haul for which extra compensation is allowed.
Overhaul Distance. — The horizontal distance over which material is
transported for an extra compensation.
Total Haul. — (Omit this, since with the foregoing definitions no defini-
tion is needed here.)
{Suggested revision of Overhaul Clause 48-a of "Specifications for
the Formation of the Roadway," page 569, Bulletin 173, to accompany
suggested changes in definitions:)
Present Form. Proposed Form.
48-a. No payment shall be made 48-a. No payment shall be made
for hauling material when the for hauling material when the
length of haul does not exceed the haul distance does not exceed the
limit of free haul, which shall be free-haul distance, which shall be
ft. ft.
The limits of free haul shall be The limits of free haul shall be
determined by fixing on the profile determined by fixing on the profile
two points — one on each side of two points — one on each side of
the neutral grade point — one in ex- the neutral grade point— one in ex-
cavation and the other in embank- cavatioa and the Other in embank-
ment; such that the distance be- ment; such thai the distanc
tween them shall equal the specified tuccn them shall equal the specified
1074
ROADWAY.
free-haul limit, and such that the
included quantities of excavation
and embankment shall balance. All
haul on material beyond the free-
haul limit shall be estimated and
paid for on the basis of the fol-
lowing method of computation,
viz. :
All material within this limit of
free haul shall be eliminated from
further consideration.
The distance between the cen-
ter of gravity of the remaining
mass of excavation and center of
gravity of the resulting embank-
ment, less the limit of free haul as
above described, shall be the length
of overhaul. The compensation to
be rendered therefor shall be deter-
mined by multiplying the yardage
in the remaining mass, as above
described, by the length of the
overhaul. Payment of overhaul
shall be by units of one cubic yard
hauled one hundred (ioo) ft.
free-haul distance, and such that
the included quantities of excava-
tion and embankment shall balance.
All haul on material beyond the
free-haul limits shall be estimated
and paid for on the basis of the
following method of computation,
viz. :
All material within these limits
of free haul shall be eliminated
from further consideration.
The distance between the center
of gravity of the remaining mass
of excavation and center of gravity
of the resulting embankment, less
the free-haul distance as above de-
scribed, shall be the overhaul dis-
tance. The compensation to be ren-
dered therefor shall be determined
by multiplying the yardage in the
remaining mass, as above described,
by the overhaul distance. Pay-
ment for overhaul shall be by units
of one cubic yard hauled one hun-
dred Ooo) ft.
Mr. Dawley: — The Committee considers that the subject-matter re-
garding steam-shovel work should be revised, but it is too much of a
problem to attempt to do it under the heading "Revision of Manual."
It should be assigned as a separate subject and given full considera-
tion.
The subject of "Unit Pressures Allowable on Roadbed of Differ-
ent Materials" should have further consideration. The Committee has
drawn no conclusions, and would ask the members of the Association
to follow up the subject along the lines of (i) prevention and cure of
water pockets in new track, single and double; (2) in old-operated
tracks— single and multiple; (3) in filled bridges, or trestles; and (4) in
yards and terminals — giving the Committee the benefit of their expe-
rience during the coming season. We are not at present able to draw
conclusions from the information at hand, on account of the great dif-
ference of opinion as to causes and methods of cure. In conclusion, the
Committee would ask that the classification of soils, given on page 579,
be adopted and included in the Manual ; also, that the Specifications for
Sodding with Bermuda Grass, given on pp. 594 and 595, be adopted and
included in the Manual.
The President: — The Secretary will take up the report of the Com-
mittee on page 567 and go over the General Contract Requirements by
DISCUSSION. 1075
paragraph number, giving the members an opportunity to raise any
question or criticism. We will not take the time to read the report in
full. The paragraphs will be considered approved as we pass over them
if no objections are made.
(The Secretary then read the "General Contract Requirements,"
paragraphs 5, 6, 8.)
The President: — As the Chairman of the Committee has pointed out,
the changes in these requirements are underscored, but are largely a
matter of improved verbiage. There is no essential difference from
what we now have in the Manual.
Mr. H. A. Lloyd (Erie Railroad) :— In paragraph 6, first line, the
word should appears a little too definite. I would recommend that we
insert the words "should preferably be not less than thirteen feet on
tangents (centers of tracks)."
The President : — The Committee is willing to accept the suggestion.
(The Secretary then read the changes in Specifications for Formation
of Roadway, paragraphs 7, ir, 20, 22, 23.)
Mr. John G. Sullivan (Canadian Pacific) : — It may be out of order,
but I presume we are discussing the changes. There is one point in
paragraph 23 that has caused some trouble, and that is the latter part.
It reads: "The classification of the material shall be in accordance with
its condition at the time of removal, regardless of prior conditions." In
overbreak in rock cuts, if you classify that as loose rock, most specifica-
tions do not specify how it shall be measured. We know that loose
rock will measure more than the space it occupies as solid rock in the
cut. In order to avoid disputes, I have inserted in our contracts a re-
quirement that the measurement shall be the original space occupied by
the material, regardless of classification. That may or may not be wrong,
but it is definite, and a man knows when he is taking a contract how
he is going to be paid. I presume a matter like that would require the
action of the Association before it can be put in the Manual. As wc
are getting out a new Manual, I think that is a point that should be
discussed.
The President: — I think the discussion is in order, and that the
matter can be changed at the present time, if the convention so de-
cides.
Mr. John G. Sullivan: — I will move that there be added to that
paragraph that "the measurement of the materia] shall he the original
space occupied, regardless of the classification."
Mr. J. E. WHloughby (Atlantic Toast Line) : — The objection to
classifying the material when it is softer than it was in its original posi-
tion is that it is not quite fair. It is entirely feasible to cross-section a
slide after it has come into a cut.
Mr. John G. Sullivan:— I have no objection to making it that way.
but make it something definite.
Mr. J. B. Jenkins (Baltimore & Ohio) :— T would suggest that this
amendment, instead of being added to the paragraph in question, should
1076 ROADWAY.
be made a separate paragraph and be put in its appropriate place in the
specification.
Mr. W. H. Courtenay (Louisville & Nashville) : — One objection to
Mr. Sullivan's suggestion is that certain slides cannot be measured.
They sometimes extend four or five hundred feet beyond the roadbed
and come down gradually as they are taken out. At times the natural
surface of the ground crumples and slides down as the excavation is in
progress. In many cases it is impracticable to measure the space occu-
pied by the slide. Much of the material which is not removed is loos-
ened and occupies more space than the same material occupied before
the slide started. It is a difficult question any way it is considered.
Mr. A. W. Carpenter : — I would offer as an amendment to insert in
the last sentence of the paragraph, after the word "classification," the
words "and measurement."
Mr. John G. Sullivan : — I can see that we are going to have the
same trouble here that we have with all the specifications. The operat-
ing man has in mind the ordinary slide, which comes down after the
road has been constructed, and the construction man is dealing with the
building of new lines. If you put it as Mr. Carpenter states, you will
get this condition in the building of a new line. You must recognize
the fact that we cannot build a railroad-cut through solid rock with-
out having overbreak (unless we use channeling machines and go to
an enormous expense). Therefore, all projections in the rough rock-
cut must be outside the line of clearances. I have never yet heard of a
large road building through mountains that did not pay for some of
the overbreak as solid rock, regardless of specifications. If a contractor
has a large rock-cut and brings down in overbreak or slides an amount
not exceeding 10 per cent, or 15 per cent, the chances are he will be
paid for this as solid rock. If he shoots heavy and brings down from
25 per cent, to 30 per cent, of overbreak, or slides, he may get half solid
rock and half loose rock. If he shoots to excess, it may be considered
carelessness, and he will not be paid for any of the overbreak; but I
would like to ask how measurements can possibly be made when you
divide this material between solid and loose rock, or even when you
classify it all as loose rock. All of the material in the cut is taken out
at the same time, either by cart, cars, or maybe loaded by steam shovel,
and you cannot possibly measure this material separate from the mate-
rial taken out that occupied the space within the regular cross-section.
I have had no trouble in doing work with the specifications I have
mentioned, but I have had trouble when I did not have that clause in,
for the reason that when we got through and paid as per measurements
of the cut, the contractor claimed for every yard of loose rock that I
turned in on overbreak an additional amount up to 60 or 70 per cent.,
and I did not have a very good argument against his claim. The only
possible way in construction work, when you are taking out rock cut. to
measure overbreak, is the solid contents of the cut, because it all goes
out of the same cart or car, and you have no way to measure it. I
DISCUSSION. 1077
do not think this Association will make any mistake in endorsing the
suggestion I have made, nor do I think Engineers will find any trouble
carrying on the work. I would like to hear from Mr. Ambrose, or from
Grand Trunk men who have been doing some work lately, or possibly
from Northern Pacific men who have been doing work through the
mountains, where they have rock.
Mr. J. R. W. Ambrose (Toronto Terminals) : — I will second Mr.
Sullivan's motion. In the West we have had rock work with consid-
erable overbreak, resulting sometimes, perhaps, from carelessness, of
which the Engineer is the judge. The question of measurement, to my
mind, is independent of the classification. After the material has been
removed, the neat cross-section will give the quantity taken out, and
we must depend on and trust the Engineer in charge for the classifi-
cation.
Mr. J. L. Campbell (El Paso & Southwestern) : — It is impracticable
to determine the volume of the broken material except by proper cross-
sections after the excavation has been completed. In rock cuts broken
by blasting, the breakage outside of the cross-section lines is indivisibly
mixed with the breakage inside of those lines, and all of the material is
necessarily removed from the excavation without separation. I believe
the space originally occupied is the fair basis for determining the quantity
of excess breakage, and that the proper classification for such breakage
in rock is loose rock, for the reason that the excess is neither required
nor desired by the company, and the price for loose rock classification
will cover the cost to the contractor of removal of the breakage. Neither
will classifications of material in its original condition and location, and
so unstable that it slides into the excavation, work any hardship on
the contractor, for the reason that the consistency or character of such
material is not substantially changed by such sliding.
(Mr. Sullivan's motion was adopted.)
Mr. J. L. Campbell :— Will the Committee substitute the word "found"
for the word "met" in paragraph 28?
Mr. Dawley: — The Committee will accept that suggestion.
Mr. John G. Sullivan : — Referring to paragraph 38, has anyone ever
filled a trestle and leveled the ground off in layers at the time?
Mr. Hunter McDonald (Nashville, Chattanooga & St. Louis) : — It
has been done, and done very successfully, by employing scrapers where
the material is of sandy nature. Two or three scrapers will remove
the earth dumped from the cars at a cost of three or four cents a yard.
I have found that it pays to do it.
Mr. J. B. Berry (Consulting Engineer): 1 have done that many
times and always found it satisfactory. Near Kansas City we had a
long bridge and filled it in sections; we had a few teams to spread
the material, and there was practically n<> settlement When we got
through we had a better fill than you can possibly net by dumping the
dirt without spreading it. If you use Blushers and wheelers and spread
the material, you will have less ^1<I<<. no settling of bridges, better
1078 ROADWAY.
roadbed, and I believe you save money as compared with dumping it and
letting it take care of itself.
Mr. J. C. Nelson (Seaboard Air Line) : — I suggest the omission of
the word "or"' in paragraph 41, so that it will read, "Material for embank-
ments about masonry or other structures," etc.
Mr. Dawley: — That is satisfactory.
Mr. John G. Sullivan : — -The same question which was brought up
about measuring overbreak comes up in Clause 48-a also, in the fourth
paragraph : "The compensation to be rendered therefor shall be deter-
mined by multiplying the yardage in the remaining mass, as above de-
scribed, by the length of the overhaul." The Committee has not spec-
ified which yardage — yardage in the fill or yardage in the cut. There
is no distinction between loam which will become compact and make
less yardage, or rock which will expand and make more yardage.
The President: — How would you rectify that?
Mr. John G. Sullivan : — That can be rectified by specifying the
yardage — yardage in the cut or yardage in the fill.
The President: — How would you word it?
Prof. C. Frank Allen (Massachusetts Institute of Technology) : —
Is it not necessary we should know how much material came from one
place and how much space it occupied in the other place? Are not both
cuts and fills involved?
Mr. John G. Sullivan: — Yes, certainly; but how do you get the num-
ber of yards you haul? Which yardage do you take?
Prof. Allen: — It is necessary, in order to get the haul correctly,
that you determine the yards in the excavation, and again the yards the
same mass will occupy in fill, taking into account the shrinkage or
swell, or whatever it may be. Unless this is done, you do not know the
haul. You must know how far the first section of excavation goes in
the fill, and how far the next section of excavation goes in the fill, and
you must take account of both cut and fill in order to determine the
length of the haul.
Mr. John G. Sullivan: — I am afraid you would not get many con-
tractors to agree with that. The contractor will say, for example, if
he is getting one cent for hauling earth, he should get a cent a yard
for hauling loose rock; and if he is entitled to that, he is entitled to
more than a cent a yard for hauling the material that was made out of
a cubic yard of solid rock.
Prof. Allen: — Inasmuch as the yard of solid rock will stretch out
further in the fill, he will get additional payment for it.
Mr. John G. Sullivan: — He wiil get a very small percentage. It
carries the center of gravity a little further.
Prof. Allen : — Two elements enter into the calculation of haul.
First, the number of yards hauled, and, second, the distance hauled.
To determine the number of yards, it is quite proper to follow Mr. Sul-
livan's motion to measure the excavation. To determine the distance
hauled, it is necessary to know how much space this will occupy in fill ;
DISCUSSION. 1079
the space occupied in fill should have no value for determining the num-
ber of yards hauled.
Mr. G. D. Brooke (Baltimore & Ohio Southwestern) : — I offer an
amendment to the paragraph by inserting, after the words "yardage in,"
the words "excavation of," so that it will make the sentence read, "Com-
pensation to be rendered therefor shall be determined by multiplying the
yardage in excavation of the remaining mass," etc.
The President: — I suggest it read, "Multiplying the excavation yard-
age."
Mr. Dawley : — The Committee will accept that amendment.
Mr. J. L. Campbell: — If there is a proper clause in these specification-
covering construction of roads by the contractor in the execution of his
work, I favor the elimination of paragraph 59. If not, I offer a substi-
tute for paragraph 59 as follows: "The contractor shall without loss or
liability to the company construct all roads necessary for his use in the
execution of this contract."
Mr. Dawley: — The Committee is willing to accept that amendment.
Mr. John G. Sullivan : — Referring to paragraph 60, "where desig-
nated" is quite broad. Would the Committee be willing to place some
limit to that distance? We are building a tunnel at present and I had
to place a limit ; and it was put within two miles of the portal. Some
of the material which we will handle in this case might have to he
carried six or seven miles. Our contractors would not stand for this
specification.
Mr. Willoughby : — Generally in a tunnel of the size indicated by Mr.
Sullivan, the disposition of the material is designated on the profile
or in the contract. What Mr. Sullivan desires to accomplish can be
secured by saying "Where designated in this contract," or '"designated
on the profile." The purpose of the present form of the clause is to
prevent any overhaul on the material over the space between the portals
of the tunnel or through the portal cuts, because these hauls add very
much to the cost if this matter is not cared for.
Mr. John G. Sullivan : — If that is the intention I would suggest that
we change the wording to read, "Where designated, within limits agreed
upon." I think that would cover the point.
Mr. Dawley: — The Committee will accept that.
The President: — This concludes the changes in the specifications rec
omnicnded hy the Committee, and if there is no objection, the suggestions
as made will stand approved.
Mr. J. L. Campbell:— l'>e fore that i^ done, permit me to go back
to paragraph 5 under "General Contract Requirements." I believe this
pari of the contract form should he referred hack to the Committee for
consideration of the specified widths of roadbed. I do not believe the
widths of 20 ft., 16 ft. and 14 ft are wide enough or as wide as the
roads are now finding necessary. The Committee on Ballast has recom-
mended a width of -'o ft. for ballasted track.
Mr. Willoughby: — The classification of tracks is not .111 act of this
Committee, hut of the Committee on the Classification of Track. We
1080 ROADWAY.
adopted the classification which the Committee on Classification of Track-
reported some years ago.
Mr. John G. Sullivan : — That being the case, in order to make it
consistent, the recognized width of track should be as specified by the
Committee on Classification of Track.
The President : — We are somewhat at a loss in this matter. As the
Chair understands it, that Special Committee is no longer in existence,
and there should be some way of changing these widths, if the conven-
tion so desires.
Mr. W. M. Camp : — Is it the understanding of the Committee that
the Special Committee on Classification of Track established these
widths ?
The President : — That is what the Committee states.
Mr. W. M. Camp :— I do not recall that such was the case and I
ask Mr. Churchill, who was chairman of that committee, to advise us
whether the Committee did establish roadbed widths.
Mr. Chas. S. Churchill (Norfolk & Western) : — That Committee re-
ported several years ago, and my recollection is that these widths were
suggested at that time as being the desirable widths. They were the
widths in general use at that time. It is true that some roads are now
exceeding these widths and possibly this matter should be revised. All
specifications change from time to time. As the width and depth of
ballast increases, certainly the width of the roadbed must increase to
correspond. This paragraph can be modified by making it discretionary
with every railroad to establish its own width. The Committee can insert
a word or two in this paragraph to show that the widths should be as
prescribed by the railroads ; but preferably not less than those widths
specified in the Manual.
The President : — It seems to be advisable to refer this paragraph
back to the Committee. It is willing to have the matter referred back
for further consideration. The Committee accepted these widths as
having been determined by the convention. It recognizes that there are
wider widths in use at the present time and it is willing to give the
matter further consideration.
Mr. Hunter MdDonald : — I would call attention to the fact that the
Special Committee on Classification of Track is no longer in existence.
If that Committee made any errors it would be the function of this
Committee to correct them, so that in my opinion this Committee may
overhaul the work of both committees.
The President :— They so recognize.
Mr. S. S. Roberts (Consulting Engineer) : — I think in paragraph 81
after the word "assistants" there should be inserted the words, "acting
within the scope of their authority."'
The President: — The Committee is willing to accept the suggestion.
Mr. J. C. Nelson (Seaboard Air Lino) :— I would ask the Commit-
tee about paragraph ;8, the sentence which reads, "The contractor as-
sumes risk of damage to stock, tools and machinery used on the work,"
DISCUSSION. 1081
etc. How about the men? I recall we once had a case of a contractor's
employe being injured and the contractor was not financially responsible,
with the result that the injured party sued the railroad company and was
awarded damages.
The President : — Have you any suggestion to make, Mr. Nelson, how
the clause could be amended to cover what you have in mind?
Mr. Nelson : — It might be well to insert "men," preceding the word
"stock."
Mr. John G. Sullivan : — I think "personal liability" would be better.
The President : — The Committee will accept that, and insert the
words "personal liability."
(The Secretary then read the paragraphs beginning "Grade Reduc-
tion Work," "Track Elevation Work," "Waterways," "Slides," and
"Washouts.")
Mr. J. L. Campbell : — In the specification for protective work around
the ends of trestles and bridges, will the Committee substitute the fol-
lowing in paragraph i, under the heading "Washouts :" "The ends of
trestles and bridges shall be efficiently protected with masonry, riprap
or other protective work when necessary."
Mr. Dawley : — The Committee will accept that.
Mr. G. D. Brooke: — It hardly seems to me that paragraph 2, under
"Washouts," is necessary. If the roadbed is built to the established
grade line, it seems to me that the contractor would have fulfilled his
obligation, and he should not have to look out for high water.
The President — The Committee replies to the comment that this is not
for the contractor. It is a specification to show how the work shall be
built, as much for the Engineer as for the contractor.
Mr. G. D. Brooke : — That explains it.
(The Secretary then read the matter under the headings of "Tun-
nels" and "Steam Shovel Work," which was adopted as read.)
The President — The next matter to be considered are the conclusions
recommended by the Committee, which appear on page 600.
(The Secretary read Conclusion 1.)
Mr. Hunter McDonald: — I do not know whether the Committee
has been in touch with the Committee which has been appointed by the
American Society of Civil Engineers on the question of soils. 1 under-
stand that Committee is making a very extended, thorough and scientific
research into this question. I think the adoption of this matter at
the present time would be premature and I should oppose it being done.
Prof. A. N. Talbot (University of Illinois): — I would like to bring
up the question of the terms used in this list on page 579. I understand
these names refer of the sizes of the grains of the different classifications
used for this particular purpose. However, we have to look out for the
bearing upon other lines of work, as, for example, mortar sand, where
the largest grains of the sand are the grains which would he compared
with the terms used here. By the classification of sand for mortar pur-
poses adopted by the Association, the particles may include those passing
1082 ROADWAY.
an opening one-quarter of an inch in diameter. The term "fine gravel,"
used here for the largest size, would seem to conflict with this definition
of sand. The term "coarse sand," as given here, is about the same size
as the standard Ottawa sand used in testing cement ; not a very coarse
sand. The size given as a very fine sand includes material which would
be called dust, and which would not be considered as available for mortar-
making purposes. I would like to suggest two changes for consideration :
That some word be added after the terms in the table, like "size" or
"grain," to distinguish between the use intended here and the mixture of
sizes intended in a mortar-sand classification ; and that instead of the
words "fine gravel" the term "very coarse sand," be employed. Personally
I should be pleased to see the sizes made somewhat larger than they are,
but that is not an important point.
The President: — Before considering Prof. Talbot's remarks, I would
be glad to have Mr. McDonald put a motion, if he cares to, because it
really means a suspension of the recommendation, or non-approval of
the recommendation of this Committee.
Mr. Hunter McDonald : — I simply stated what I did as an argument
against the adoption of the conclusion. I have nothing to suggest in
lieu of it.
The President: — Will you make a motion that the matter be referred
back to the Committee?
Mr. Hunter McDonald : — I move that the matter be received as in-
formation and referred back to the Committee for further investigation.
Mr. Robert A. Cummings (Civil Engineer — by letter) : — Owing to
professional engagements, it will not be possible for me to attend the
annual convention of the Association in Chicago on March 16th to 18th.
I am therefore expressing my appreciation of the encouragement the
Association is giving the Committee on Roadway in writing, particularly
Sub-Committee I on Unit Pressures Allowable on Roadbed of Different
Materials.
This Committee should receive all the constructive criticism that is
possible, as its subject is of the most vital importance to every foot of
American railroads and in this direction the attention of the Committee
is called to the progress report of the Committee of the American Society
of Civil Engineers upon the bearing capacity of soils, dated January 20.
I9I5-
Reference is now made in the Sub-Committee's report as to Bulletin
84 of the United States Department of Agriculture and extracts are taken
from this Bulletin, giving the granular sizes of particles. This may be
very satisfactory from an agricultural point of view, but from an engi-
neering or railroad standpoint, a word of caution would not be amiss.
The photographic reproductions on page 575 do not indicate a comparative
basis for the sizes of particles. Further, the arbitrary sizes of particles
given in the seven subdivisions should hv subjected to the strictest
scrutiny. It may lie interesting to state that the sizes to be adopted arc
now under investigation by an International Commission, whose last con-
DISCUSSION. 1083
ference was held on October 31, 1913, at Berlin. The sizes of particles
there adopted vary considerably from the list given on page 579.
Attention is further directed to the standards for screens. For in-
stance, where will the Committee find a 230 screen? or a number inn
screen? or a number 32? or a number 18? The facts are that there arc:
no two screens manufactured at the present time that are comparable,
on account of the variation in the size of the openings and the size of wire
of which these screens are made, to say nothing of the variations in the
process of manufacture. The result of an investigation on this subject
is recorded in the report of the American Society of Civil Engineers pre-
viously referred to.
Another word of caution is directed to the method of mechanical
analysis adopted by the Bureau of Soils. The writer's experience indi-
cates that these methods do not produce consistent and satisfactory re-
sults and the laboratory procedure should be revised.
The Committee's reference to the work of the United States Geological
Survey is interesting, but the activity of this Government Department is
not evident. However, the attention of the Committee may be directed to
the active work of the United States Bureau of Standards now being
carried out at the Experimental Station in Pittsburgh, and also the work
of the United States Bureau of Mines, which is co-operating with the
United States Geological Survey on the Pressures in Tunnels, etc.
However, too much encouragement cannot be given to the Sub-
Committee along the line of their investigation of the consideration of
the bearing capacity of roadbed soils. And it seems to the writer, that
their work could be advantageously pursued along the line of settlement
shrinkage, etc., of new and old railroad embankments and cuts, also the
influence of thorough rolling or otherwise consolidation of the roadbed
before the ballast is applied; in other words, the influence of treatment
of the sub-grade upon the maintenance of the roadway. This phase of the
Committee's work will prove of inestimable interest and benefit to road
maintenance.
(The motion was carried.)
(The Secretary then read Conclusion 2.)
The President: — Before consideration of that the Chair would say
to Prof. Talbot that the former motion disposed of his suggestions, which
may be considered later on.
(The Secretary then read the specifications for sodding with Bermuda
grass, given on pp. 594 and 595.)
Mr. John G. Sullivan : — I would suggest that where it reads, "water
for twenty days," they should say "where necessary." We did consider-
able sodding at Panama, but did not do any watering.
The President: — The Committee accepts the suggestion. The con-
clusion as presented by the Committee will he considered as approved.
Mr. Hunter McDonald :— I would like to call the attention of the
Committee to their definition of "water pocket" on page 596. I think
1084 ROADWAY.
there is either something left out or else the Committee had not clearly
in mind what they intended to say.
Mr. Dawley: — The word "filled" should be inserted before "with" in
the second line of the third paragraph on page 596.
The President : — The Committee is excused, with the thanks of the
convention.
DISCUSSION ON RECORDS AND ACCOUNTS.
(For Report, see pp. 785-790.)
LIST OF SPEAKERS TAKING PART IN DISCUSSION ON RECORDS AND ACCOUNTS.
\Y. McC. Bond. J. R. Leighty.
G. D. Brooke. R. A. Rutledge.
W. A. Christian. John G. Sullivan.
W. H. COURTENAY.
The President : — The report of the Committee on Records and Ac-
counts will be presented by the Chairman, Mr. W. A. Christian.
Mr. W. A. Christian (Interstate Commerce Commission) : — Your
Committee was instructed to consider three subjects, the first being to
"make a comprehensive study of the forms in the Manual, adopted a
number of years ago, and bring the forms up to date."
The recommendations of the Committee are shown on page 786, and
are submitted for your approval.
(The Secretary read the recommendations of the Committee.)
The President: — If there are no objections, the revision of the forms
as recommended will be made.
(The Secretary then read the matter under the heading of "Sub-
Divisions of I. C. C. Classification Account No. 6.")
The President : — The Committee also suggests certain sub-divisions
to be made in the two accounts. This will be received simply as in-
formation for future consideration by the Association. The Committee
makes no recommendations in regard to this particular subject. The
next subject to be considered is that of "Conventional Signs," on page 780.
(The Secretary read the recommendations relating to Conventional
Signs.)
Mr. W. H. Courtenay (Louisville & Nashville) :— It is utterly un-
necessary to adopt a complicated system of symbols to designate weight
per yard of the rail. It is much cheaper and quicker to adopt the method
of marking the weight per yard in figures on a line.
Mr. W. McC. Bond (Baltimore & Ohio) 1 -ft is usual to have a unm-
ix r of symbols to cover the rai! weight, from 85 lbs. up, but why not have
a symbol for 75 or 80 lbs. up, and show the figures on all widths under
that? Then every road could use the symbols.
Mr. Christian: — By reference to the Manual it will he noted that
the Association endorsed the use of colors for showing different weights
of rail. The Committee has endeavored to relieve railway companies
of the expense involved in the use of the color scheme and the symbols
shown are therefore submitted as a substitute Engineers may have other
methods of showing weights of rail, but the Committee was instructed to
submit symbols. The Committee has therefore presented for your ap
proval the symbols shown in the Bulletin, to simplify the requirement of
showing different weights of rail; furthermore, black line symbols on
I08f,
1086 RECORDS ANlD ACCOUNTS.
tracings will give white lines on blueprints, indicating weights of rail,
without additional labor.
Mr. Courtenay : — These symbols do not tell the whole story. They
do not show enough. The operating officer of a railroad not only wants
to learn by referring to his record what weight of rail is used on a cer-
tain part of the track but may want to know the age of the rail and by
whom made. All such information can be covered with great brevity by
using one line and marking thereon in figures the weight per yard of
the rail, and if necessary the section by its initials, and the year made.
This gives the information needed very briefly.
(A vote was then taken on Mr. Courtenay's. motion, which was
carried.)
Mr. Christian : — There seems to be quite a difference of opinion.
Some prefer to indicate the rail by one line and mark thereon the weight
of rail, others prefer symbols. We have submitted symbols for rail from
56 lbs. up to 110 lbs.
Mr. Courtenay :— It will take a draughtsman a long time to represent
the weight per yard of rail by these symbols. It would be a considerable
strain on the memory of the man who refers to the drawing showing
such symbols to recognize them. If the weight per yard of the rail is
represented by figures, there will be no mental strain whatever.
Mr. R. A. Rutledge (Santa Fe) : — On our road we have 61 and 71 lb.
rail, and we also have 52-lb. rail. We seem to be short some symbols.
My recommendation would be, as Mr. Courtenay says, to use the blue-
print and write the number of the rail on it.
Mr. J. R. Leighty (Missouri Pacific) :— There is one disadvantage in
ibis system of rail records, which I think is important for those who want
to get into ancient history for purposes of comparison. These symbols
are progressive, and when new rails are laid, all records of the old are
destroyed ; whereas lines with the date written on them make a con-
tinuous history, as well as the record for the present.
Mr. Courtenay : — I move that the convention do not adopt the con-
ventional symbols to designate the weight per yard of the rail, but in
lieu thereof represent the rail by one straight line with the weight per
yard marked on it in figures.
Mr. John G. Sullivan (Canadian Pacific) : — It would be regrettable
to destroy this Committee's work on such short notice. I think there is
a lot of good use for this information. It is merely recommendatory,
and we do not necessarily have to use them. There is a lot of work be-
ing done, so that it would be desirable to have uniform designation
symbols. I think the convention should hesitate before voting on this.
Mr. G. D. Brooke (Baltimore & Ohio Southwestern) : — I believe the
views of the differing members of the Association can be brought to-
gether by offering an alternate to these conventional symbols or signs of
a single line, with the weight written on it, giving the roads the option
to use this, or the others, as they see fit. I would like to offer that as
an amendment to the motion.
DISCUSSION. 1087
Mr. Courtenay: — I would like to make a further suggestion*. The
Valuation Engineers of the Interstate Commerce Commission have in-
dicated their intention of adopting the symbols which are adopted by
this Association. If the Valuation Engineers demand that these rail
symbols be shown on the various drawings to be submitted by the car-
riers to the Commission for valuation purposes, they will add to the cost
of the preparation of the maps. The number of symbols shown by the
Committee is not sufficient. There are a number of weights of rail in
use which are not covered by the symbols. There will be an endless num-
ber of symbols if an attempt be made to cover all weights of rail used.
( Mr. Courtenay's motion was carried.)
The President : — Are there any remarks to be made in regard
to the ballast symbols given on this same page? If not, they will be
considered as approved. Any remarks or suggestions in regard to the
symbols for electrified lines, on page 789? If not, they will be taken as
approved.
Any suggestions in regard to the work of this Committee? If not,
the Committee is excused, with the thanks of the convention.
DISCUSSION ON TIES.
(For Report, see pp. 521-564.)
LIST OF SPEAKERS TAKING PART IN DISCUSSION ON TIES.
G. D. Brooke. Hunter McDonald.
W. H. COURTENAY. H. T. PORTER.
L. A. Downs. Earl Stimson.
C. E. Lindsay. John G. Sullivan.
The President : — The report on Ties will be presented by the Chair-
man of the Committee, Mr. L. A. Downs.
Mr. L. A. Downs (Illinois Central) : — The Committee has reported on
three subjects; first, the revision of Manual, relating principally to defini-
tions. Some of the definitions have been changed, as will be noted. The
first four definitions have been changed slightly, but there is not much
difference between those submitted and the ones now in the Manual. The
additional definitions following those are new and I think those should
be passed on by the convention. I hardly think it is necessary in the
first four, but the additional definitions should be taken up in order.
Mr. C. E. Lindsay (New York Central) : — Will the Committee sub-
stitute for the words "member or members" the words a "tie or ties?"
The President : — The Committee accepts that.
Mr. G. D. Brooke (Baltimore & Ohio Southwestern) : — I would like
to inquire what a "Substitute Tie" would be.
Mr. L. A. Downs : — Any tie other than a wood tie — a steel tie, a paper
tie — anything other than what is generally used.
Mr. Earl Stimson (Baltimore & Ohio) : — I see no use for that term,
and I move to strike out the definition.
Mr. L. A. Downs: — The object in defining that term is that through-
out our Proceedings the words "Substitute Tie" are used. A young man
might want to know what a "Substitute Tie" is and for that reason the
Committee thought it should define a "Substitute Tic."
Mr. Earl Stimson: — It seems to me that definition defines the mean-
ing of something less desirable, or something temporary. Now that ties
of other material than wood have come into more general use and come
to stay, I fail to see the necessity for perpetuating the term "Substitute
Tie." Several years ago it might have had some better meaning, but now
we do not say "Substitute Tie," but designate by the materials of which
it is made, as, a steel, a concrete or a composite tie. It is for this reason
that I made the motion that the definition proposed be stricken out.
Mr. L. A. Downs: I do not agree with Mr. Stimson. If we were
always in the habit of using silver money and then began the use of gold
and called gold a substitute for silver, it would not mean that gold was
inferior. In the past we have always used wood ties. Now we are coming
to a substitute for wood. It matters not whether it is inferior or superior,
1089
1090 TIES.
whether it is concrete or steel, it is a substitute tie for the usually accepted
term of what a tie mean-. We have always had wood ties. Now we are
going into something new, that has not been developed. This Committee
is building up a history of cross-ties. We are submitting a definition of
the word "substitute."
Mr. H. T. Porter (Bessemer & Lake Erie) : — This definition of "Sub-
stitute Tie" simply defines a general term. In discussing ties other than
wood ties they may have qualities which do not belong to the wood, but
do belong to all the other different classes of ties. It would save de-
scribing the different classes of ties referred to, or in using the expres-
sion "other than wood ties." I think it is a general term that is very-
convenient and we ought to have a definition of it.
Mr. G. D. Brooke: — Why introduce ambiguity in describing ties other
than wood ties? "Substitute" seems to be the longest word in that list
of definitions, except "intermediate." It seems to me, instead of writ-
ing "Substitute Tie" we could say, "steel" or "concrete tie." Suppose
we would have ten miles of steel ties and put in wood ties. There we
would have a substitute tie, which is a wood tie. I hope Mr. Stimson's
motion will prevail.
Mr. Earl Stimson :— I also would like to take exception to the Chair-
man of the Committee classifying gold as a substitute for silver. I do
not think that it is applicable at all.
Mr. L. A. Downs: — If silver were generally used, it would be a sub-
stitute. We did not coin the word "substitute;" it has been generally
used in the Proceedings of this Association, and we are defining the term
only. We do not want any definition of "substitute," and that is what we
are to vote on. This is the correct definition of a "Substitute Tie."
(The motion was lost.)
Mr. Hunter McDonald (Nashville, Chattanooga & St. Louis) : — I
make the point of order that discussion of definitions on the floor is out
of order.
The President : — The point of order is well taken.
Mr. L. A. Downs: — For Mr. Stimson's information, I would like to
read Rule (d) of the "General Rules for the Preparation of Committee
Reports."
"(d) Technical terms used in the report, the meaning of which is
not clearly established, should be defined, but defined only from the
standpoint of railway engineering."
The President : — The additional definitions as given by the Commit-
tee will be considered as approved, unless there are further suggestions
to be made in regard to them.
(The Secretary then read the conclusions under "Conservation of
Timber Supply.")
Mr. Courtenay (Louisville & Nashville) : — I would like to Inquire
whether this convention is willing to commit itself at this time to such
a broad and unlimited approval of the use of screw spikes. There are
thousands of miles of railroad laid with light rail which undulates under
DISCUSSION. 1091
the passage of trains, and it is doubtful whether a screw spike would be
an effective track fastening with such rails, particularly when they carry
heavy engines.
Mr. L. A. Downs : — The point is well taken. The Committee will
withdraw Conclusions i and 2.
Mr. Hunter McDonald : — I object to the Committee withdrawing those
two paragraphs. The only thing necessary to do is strike out the last
three words of Conclusion 2, and I move that be done.
Mr. Courtenay : — I would like to offer an amendment to Mr. Mc-
Donald's motion, and make Conclusion 2 read, "treated ties should be
protected against failure from mechanical wear by means of tie-plates."
Mr. Hunter McDonald : — I accept the amendment.
Mr. L. A. Downs : — What the Committee meant was that we would
bring that up again in its proper form. I agree with Mr. Courtenay and
Mr. McDonald in regard to that. We were a little premature in saying,
"screw spikes," but the Committee will accept what has been suggested.
Mr. Hunter McDonald : — I will withdraw my motion.
The President : — I think your action proper, Mr. McDonald, as it is
desired to have this recommendation inserted in the coming issue of the
Manual.
Mr. John G. Sullivan : — The Committee might possibly want to further
revise Conclusions 1 and 2. Does the Committee mean physically prac-
ticable or mechanically practicable?
Mr. L. A. Downs: — That would be left to the judgment of the per-
son reading it. The next subject is, "Study of economy in track labor
and material effected through the use of treated compared with untreated
cross-ties." Last year the Committee made a report on this subject, and
asked that it be received as information only. This year we present a
formula that is recommended for the Manual as an economic compari-
son of railway ties of different materials. I move that this be adopted
and printed in the Manual.
Mr. John G. Sullivan: — In the first paragraph, "C = first cost of tie in
place," but further down the page "C" has a different meaning; "C" is
used in two ways. That should be changed.
Mr. L. A. Downs: — The Committee will reconcile that.
Mr. H. T. Porter: — Does it need any alteration? "C" means in both
cases the cost of the tie in place. It is simply a little further exemplifica-
tion when it says a tic will last ten years. It occurs to me that we ought
to have R prime, and R second. Take the first cost of the tic and charge
up to it, say, five per cent., which will probably represent a close ap-
proximate figure at the present time, whereas if you put in annually an
amount of the net value of the tie a certain period, four per cent, would
represent better what you would get at compound interest. I suppose you
could do that under this formula, but I think it would be better to separ-
ate it into R prime and R second.
Mr. L. A. Downs: — In our Proceedings last year we had these same
symbols and they were worked out and explained. If we were to ex-
1092 TIES.
plain these again it might be confusing with our Proceedings of last year.
The result is just the same.
Mr. G. D. Brooke: — I would suggest that the Committee consider, in
preparing this formula, of adding a diagram showing the cost of a num-
ber of ties, assuming the first cost, so that at the end of a given number
of years, a tie costing a given amount per year can be taken right off
of the diagram. That would be of a good deal of interest and I think
it could be used very largely in comparing different ties, much easier than
the formula.
Mr. L. A. Downs: — If you will refer to last year's Proceedings, you
will find that.
The President: — If there is no further discussion, the formula will
be considered adopted for insertion in the Manual.
Mr. L. A. Downs: — The next subject is the use of Metal, Composite
and Concrete Ties. Our instructions were to build up a history of the
same, which you will find in the report. I want to call your particular at-
tention to two innocent-looking pages, 536 and 537, which represent a
couple of years' work of one member of the Committee who prepared the
index. I think it will be a valuable aid to anyone looking up the ques-
tion of substitute ties.
The next subject to be considered is "The Distribution and Care of
Cross-ties." On page 538 and beyond the balance of the report is taken
up with this subject, about which we make no recommendations. I move
that this part of the report be received as information.
Mr. Earl Stimson : — My friend has just made some mention of the
use of the words "Substitute Ties" in connection with these two pages of
"innocent-looking matter" Why did he not use his expression, "Substi-
tute Ties," at the head of this list? He could have saved some little of
printing.
The President:- — If there is no further discussion, the Committee is
excused, with the thanks of the Association for its valuable work.
DISCUSSION ON IRON AND STEEL STRUCTURES.
(For Report, see pp. 601-676).
LIST OF SPEAKERS TAKING PART IN DISCUSSION ON IKON AND STEEL
STKUCTURES.
W. McC. Bond. C. F. Loweth.
A. W. Carpenter. Hunter McDonald.
C. H. Caktlidge. H. T. Porter.
Cm as. S. Churchill. E. T. Reisler.
\V. H. COURTENAY. A. F. ROBINSON.
Thos. Earle. F. E. Schall.
VV. H. Elliott. O. E. Selby.
E. A. Frink. C. E. Smith.
A. J. Himes. John G. Sullivan.
C. E. Lindsay.
The President: — The report of the Committee on Iron and Steel
Structures will be presented by the Chairman, Mr. A. J. Himes.
Mr. A. J. Himes (New York, Chicago & St. Louis) :— I will not read
the work assigned to the Committee. It is before you, in Bulletin 173.
We will take up the subjects separately. First, with reference to the
revision of the subject-matter in the Manual. A Sub-Committee is now
engaged upon editing this matter in the Manual. No material changes
arc contemplated at the present time, except as set forth in this report.
The reason such changes arc not now contemplated is because the sub-
jects that arc in need of revision arc of great importance, and any
changes must be made slowly and with discretion. Some changes are
under consideration.
(Mr. Himes then outlined the subjects referred to the Committee.)
Subject (1) is "Report on the Methods of Protection of Iron and
Steel Structures Against Corrosion"— the 'Sub-Committee thought it
would be wise and helpful to our membership to make a report on cur-
rent practice, in order that the members might be posted on what is
actually being done. I would call your attention to the description given
on page 612, at the bottom of the page, headed, "Shop A." One of our
inspectors made a tour of several shops to sc<- what sort of painting they
were doing, and he has reported his observations, ft is of interest to
read this report in order that you may see what excellent painting some
bridge shops are doing, and we have a right to assume that inasmuch as
such a fine job was found in this single instance equally good work can
be secured again through sufficient effort.
Mr. A. W. Carpenter (New York Central): — With regard to this
shop painting inspection, attention ought to be called to the fact that it
was made at a lime when the weather conditions were good and while
the conditions were found favorable, the matter of weather conditions
should be borne in mind.
L093
L094 IRON AND STEEL STRUCTURES.
Mr. Himes : — I move that the report on subject (1) be received as
information.
(The motion was carried.)
Mr. Himes: — The second subject is, "Study Designs and Report <>n
Built-up Columns, Co-operating with Other Investigators and Committees
of Other Associations." On page 636, in Appendix B, is given the report
of the Sub-Committee, of which Mr. W. H. Moore was chairman. Mr.
Moore is unable to be present because of illness.
Many column tests have been made in which the variables were so
numerous that a difference of behavior could not be assigned to a specific
cause. In the tests which we have under way it is proposed to vary one
detail at a time so that in the end we will know the cause of any dif-
ference in behavior.
We are very fortunate in being able to secure the co-operation of
the Bureau of Standard;, and as evidence of the interest displayed on
the part of the Bureau, I had the pleasure yesterday of meeting Dr.
Olshausen, who has direct charge of the making of these tests. He is
sufficiently interested in the work to come to Chicago to attend our
meetings.
If you will turn to pages 648-9, I would call your attention particu-
larly to the behavior of the two columns there illustrated under test.
You will note that they take the double reversed curvature illustrated in
text-books as the proper theoretical behavior of columns. I think it is
safe to draw two conclusions from these photographs, one that the theory
is about right and the second that the columns are well designed. One
of these columns is that submitted by Mr. Kittredge, Past-President. It
was built for the New York Central Lines, and he kindly permitted us to
make use of the record in our publications.
The accompanying stress-strain diagrams illustrate the strength of
the columns. The unit stress that we can count on in a column is in the
neighborhood of 30,000 lbs.
This information is submitted as a progress report, and I move that
it be accepted as such.
(The motion was carried.)
Mr. Himes: — The third subject is, "Report on Design, Length and
Operation of Turntables." The report on this subject is presented in Ap-
pendix C, page 665. The Chairman of the Sub-Committee is Mr. O. E.
Selby, and I will. ask him to call attention to the more important features
of the report.
Mr. O. E. Selby (Cleveland, Cincinnati, Chicago & St. Louis) : — The
report on turntables is submitted as a progress report only, in the hope
that it will be discussed and that the discussion brought out at this con-
vention will enable the Committee to centralize on a definite report next
year. The report covers the principal features of length, type, type of
center, end lift, end latch, type of deck, live load, unit stresses and
impact, and deflection. Of course, the primary things governing the de*
sign are length, type (meaning by type whether deck or tli rough), live
DTSCUSSTON. 1095
load and unit stresses, and the remainder of the nine features men-
tioned may be considered secondary in a way.
In the matter of length, there has been a progressive increase in the
requirements for some years, and they seem to have gotten ujp to some-
thing like 85, 90 or 100 feet. It is important to decide whether we are
to recommend two different lengths of turntable, or one standard length.
That is one of the points the Committee hopes will be settled in ad-
vance for it, as to whether there shall be two lengths or one length
adopted as standard, and possibly it can be determined here what that
length shall be.
The other features that it is important to discuss and fix in advance
for the guidance of the Committee are the live load and possibly the unit
stresses and impact.
The Committee would like to ask the attention of the convention
particularly to the features of length, live load, and unit stresses.
The President :— You have heard the statement of the Chairman of
the Sub-Committee. The report of the Sub-Committee is before you
for discussion.
Mr. W H. Courtenay (Louisville & Nashville) : — As to the first item,
that of length, it would seem that this is hardly a matter for this Asso-
ciation to decide, but should be fixed by each individual railway com-
pany; in fact, one railway company may need one length of turntable at
certain points, and a different length at other points, which is commonly
the case. Although a length of 90 feet is coming into favor, it would
hardly seem necessary to stipulate what the length shall be.
Mr. Selby : — There is one reason which occurs to me why this con-
vention should consider the length. Each road, of course, has the priv-
ilege of fixing the length it wants to use, but not all roads know what length
they need. Many Managers and Engineers think they know what length
they need, but they aie apt to fix on a length that is too short, and the
result is heavy expenditures for renewals within a few years, when if a
proper and economical length, taking into account future developments,
had been determined, a large expenditure might have been saved, and I
think it is part of the functions of this Association to bring out these
points and guide the managements of the railroads in their decision as
to the length required.
Mr. Courtenay: — As to live load, it has been shown that impact
is not generally figured. Those who have the care of turntables know
that they are subject to shocks, particularly by engines going upon the
turntable. Occasionally an engine 1- permitted to go over the side of
the turntable pit and strike the turntable. If turntables were figured for
impact in addition to the live load, it would be equivalent to making
some provision for such abuses. Ample provision of lateral bracing should
be made, for one frequent difficulty with turntables is that they get out
of wind. Frequently a turntable which is giving poor service can be
-.'path improved by renewing or strengthening the lateral bracing.
Mr. C. E. Smith (Missouri Pacific) : — The diagram between pp. 064
and 665 shows a comparison of the renter moments on turntables caused
1096 IRON AND STEEL STRUCTURES.
by various heavy engines now running. A large number of the roads
are using Cooper's loadings in turntable design. The overload in center
moment on turntables for the ordinary Mikado engine is practically 80
per cent, above the moment caused by Cooper's E-60 loading. The short
wheelbase of Cooper's engine, while increasing the stresses in bridges,
decreases center moments in turntables below those caused by present-
day engines of weight equivalent to Cooper's equivalent, which fact
renders Cooper's loadings unsuitable for turntable design.
The design of a 90-ft. turntable for the Missouri Pacific to replace a
75-ft. turntable has just been completed. It has been found that the
question of drainage enters largely into the type of turntable.
Four designs were made as follows :
(a) A complete deck-girder design requiring a distance of 9 ft.
from base of rail to top of center foundation. Estimated cost, $11,000.
(b) Deck-girder span having running rails supported on I-beams,
tops of main girders level with tops of rails, requiring depth of about 6
ft. 3 in. base of rail to top of center foundation. Estimated cost, $12,100.
(c) Half-through girders, 13 ft. center to center, tops of girders
being rj^ ft. above top of rail, requiring depth of about 6 ft. 3 in. from
base of rail to top of center foundation. Estimated cost, $12,400.
(d) Standard through girder construction requiring depth of about
5 ft. from base of rail to top of center foundation. Estimated cost,
$13,300.
The second and third designs will fit present center foundations used
hy 75-ft. turntables.
The figures do not include pile foundations, tractors nor drainage.
It will be noted that the figures do not vary much. Piles under center
foundation will cost $300 to $500. Piles under circle wall $1,000 to $1,200
and tractor $500 to $1,500.
When replacing a 75-ft. by a 90-ft. turntable the fact that drainage
has already been provided at great expense for a 75-ft. pit may easily
control the design of the table to be used.
Mr. F. E. Schall (Lehigh Valley) : — In connection with what Mr.
Smith said about the live load on turntables and Cooper's engine loading,
I wish to say that we are designing our turntables for Cooper's E-60 load-
ing, but we introduce a uniform load of 5,500 lbs. per linear foot of track;
the maximum stress due to either loading is used to design the sections
under the requirements of our bridge specifications. Without the uni-
form load, a turntable designed for Cooper's engines would not provide
sufficient stiffness to permit the various designs of modern engines to
be turned. We provide 75 per cent, impact on live loads.
I think the Committee should be asked to fix the allowable unit
stresses for turntables and submit them for adoption.
Mr. C. H. Cartlidge (Chicago, Burlington & Quincy) : — We have
found, for general purposes, a through type to be the more economical,
building the turntable as a frame structure and not as a plate girder. I
agree with Mr. Smith that it is useless to try to design according to the
DISCUSSION. 1097
Cooper classification. A turntable is necessarily designed for particu-
lar service, and it is very easy to design that table for the engines which
are to be put upon it.
The turntable must deflect but slightly, and for all members which
are directly concerned in the deflection low unit stresses should be used.
There are other parts in a through table, whether through girder or
three truss table, which may be used at high unit stresses — with resulting
economy — such as the floor system throughout, and the floor system is a
large part of the total weight.
Our experience has been, proceeding along these lines, that a turn-
table such as Mr. Smith describes, 90 ft. long for the heaviest power we
run, will cost us less than $10,000 with a pit of a depth of not over 4.5
ft. in the center. Both of the items tend to economy. I would suggest
in connection with the designing of turntables, that it is within the
province of this Committee to make designs for pits, ring walls and cen-
ter bearing as well as the turntable itself.
Mr. C. F. Loweth (Chicago, Milwaukee & St. Paul) : — If I correctly
understood the remarks made a few minutes ago by the Chairman of
the Sub-Committee, he said that it was the intention of the Committee
another year to recommend a standard length of turntable; that many
railroads are desirous of having a recommendation of that kind, as they
do not know what length of turntables they ought to use. It seems to
me exception ought to be taken to that statement. I think the railroads
do know what lengths of turntables they should use, nor will any one
standard length, or even several standard lengths, fit all conditions.
There are many engine terminals where only passenger locomotives
are handled, and tables of sufficient length to handle Mallet locomotives
wouid not be required. There are also terminals on branch lines where
heavy power is not required nor used, and relatively short tables could
well be used. It seems to me inconceivable that, except in comparatively
lew cases, turntable lengths could be safely standardized.
1 think the Committee in this particular should confine itself to tin
various lengths of turntable, leaving the railroads to determine what
lengths would best meet their requirements in the various locations.
Mr. Cartlidge:— I think it would be a valuable contribution to the
sum of knowledge possessed by the Association if the Committee would
obtain a report upon the actual experience with turntable centers of vari-
ous designs, giving in each case the actual working drawings of details.
There is some difference of opinion among Engineers as to the proper
type of center, whether there should be used the Sellers' type with roll-
ers, or the older disc style. Experience with these two types in handling
the extremely heavy modern loads will determine what the designs of the
future are to be. A very important function of the Committee is to oh-
1098 IRON AND STEEL STRUCTURES.
tain just such information as this for the members, and I suggest it be
risked to obtain a report on this particular matter.
Mr. Himes : — In reply to Mr. Cartlidge, I will say the Committee
has already done much work of that character. It has not been reported
and is still in the development stage. Measurements of power required
in the operation of different kinds of turntables and turntables with dif-
ferent centers have been made and much interesting information has
been accumulated and in due season will be published.
The President: — The subject is an interesting one, and the sug-
gestions made will be considered by the Committee. The recommenda-
tion, that this be accepted as a progress report, is before you, and if
there are no objections it will be so received.
Mr. Himes: — The fifth subject is one which was continued from
last year, "Investigation of Secondary Stresses and Impact." This sub-
ject has been continued for the purpose of putting into practical effect
the results of experiments and measurements which have been made
in the past on impact and secondary stresses. The Committee merely
desires to report progress in this connection. There is a brief statement
of what has been done on page 667, which I will not take your time to
read. I will only say that it is contemplated to make a revision of the
unit stresses and the impact formula, making use of the specific knowledge
which we have acquired. This is a matter of prime importance and of
very great interest, and will undoubtedly give rise to a great deal of dis-
cussion. Sometime during the succeeding year we hope to make real
progress in this direction. This report is also submitted as a report of
progress.
The President : — I assume no discussion is necessary on the report
as made.
Mr. Himes: — The next subject considered, continued from last
year, is "Adaptation of Designs of Movable Bridges to Signal and Inter-
locking Appliances Required." We do not believe it is in order to make
any recommendation on this subject now, but it is a subject of very great
interest and importance, and it may be that some discussion is desired.
Mr. C. E. Smith, the Chairman of the Sub-Committee, prepared an in-
teresting written discussion on the subject, too late for publication. I
think it would be well for him to refer briefly to some of the more im-
portant features embodied in his written discussion.
Mr. C. E. Smith: — Many early drawbridges had continuous rails
spiked down on the approaches and on the drawspan, the rails being
connected over the openings at the ends by ordinary angle bars or fish
plates which were removed and replaced by hand. Later, on account of
the burden of delay due to handling the angle bars or fish plates, the
draw rails were extended a short distance onto the approaches and sup-
ported on shoes designed and placed to hold the ends of approach and
draw rails in line and to hold the ends as close together as practical,
tin- space being usually intended as not more than 2 inches.
DISCUSSION. 1099
The latter made it necessary, in order to turn the draw, to raise the
overhanging ends of the draw rails a sufficient distance to clear the shoes
and other obstructions. As the movable rails could not be spiked down
or otherwise permanently fastened they were supported by shoes or
troughs of various designs to hold them in proper position and were
held to gage by connecting bars, there being many such bridges in service
at present. The openings at the bridge ends caused objectionable pound-
ing, leading to rapid deterioration of the rails and their supports as well
as the structural work at the ends of the bridge. Efforts to eliminate this
pounding and to secure a firmer connection led to great diversity of
practice in the use of mitered rail ends, easer bars, and pointed rails re-
sembling switchpoints. The special construction and arrangement of the
end-rail connections created points of special hazard and received the
early attention of Signal Engineers.
There has not been in the past and is not at present any accepted
standard method of arranging rail ends of movable bridges. Both mitered
rails and square-end rails with easer bars have given entire satisfaction
and entire safety on heavy traffic lines when properly maintained, while
on the other hand both designs have caused trouble when not properly
maintained.
In 1906, the General Manager of the Pennsylvania Lines West, de-
siring to ascertain the then present "state of the art," appointed a Commit-
tee consisting of J. C. Bland, Engineer of Bridges, and W. McC. Grafton.
Signal Engineer, to investigate and report. Part of their report follows :
"We interviewed the officers of the following named railroads, the
following Consulting Engineers and Bridge Companies, and visited certain
bridges to see the devices in working order:
"East of Pittsburgh:
"The American Bridge Company, Pittsburgh ; the Union Switch &
Signal Company, Swissvale, Pa.; Pennsylvania Railroad; Pennsylvania
Steel Companv, Steelton, Pa.; New York Central & Hudson River Rail-
road; the New York, New Haven & Hartford Railroad, New Haven,
Conn.; Boston & Maine Railroad, Boston, Mass.; Theodore Cooper, Con-
sulting Engineer, New York City ; Boiler & Hodge, Consulting Engineers,
New York City; the American Bridge Company, New York.
•'lfV.v/ of Pittsburgh:
"The Lake Shore & Michigan Southern Railway, Cleveland, Ohio;
the Strauss Trunnion Bridge at Cleveland; the Toledo Massijlon Bridge
Companv, Toledo, Ohio; all the drawbridges over Maumee River at
Toledo, "four in number, which included our own bridge; the Michigan
Central Railroad, Detroit, Mich.; our Strobe! Retractile drawbridge ai
Delphos; E. C. Shankland, Consulting Engineer, Chicago; C. L. Strobe!.
Civil Engineer, Chicago; R. Modjeski, Consulting Engineer, Chicago;
the Scherzer Rolling Lift Bridge Company, Chicago; the Rock Island
Railroad; the Chicago & Eastern Illinois Railroad; the Chicago & Western
Indiana Railroad; the Chicago, Milwaukee $ St. Paul Railway; the
Chicago & Northwestern Railway; the Atchison, Topeka & Santa Fe
Railway; the drawspan at Peoria on the Toledo, Peoria & Western Rail-
way; the drawbridge at Roek Island, 111., on the Chicago, Rock Island &
Pacific Railway; all our own drawbridges, viz., those around Chicago;
1100 IRON AND STEEL STRUCTURES.
one at Louisville ; one at Zanesville, Ohio, and one at New Comerstown,
Ohio.
"The 'state of the art' is as follows :
"Type I — Rails Lifting; Revolving Drazvspans:
"The rails at end of the bridge are free to move vertically for a
length of from 10 to 30 feet ; the}' rest in chairs on the ties, or between
angle irons forming a trough. The rails are held to gage by bridle rods.
The joint in rails between shore rails and bridge rails is over the back-
wall, and at that point the rails rest in chairs or seats, the joints of rails
being either square, mitered or halved. These movable rails are attached to
the mechanism operating the end lifts or wedges, so that rails are lifted
out of end seat in order that bridge may be revolved. There are
two methods of managing these movable rails when lifted :
"Class A — The lifted rail is allowed to fall into its seat, and there rests
merely by gravity.
"Class B — The lifted rail is pulled down by the mechanism to its place,
and hence cannot be moved unless the end lifts are moved.
"Fully 90 per cent, of the revolving drawbridges are provided with
attaebments of this Type I, the older bridges being Class A as to managing
the movable rails, the new bridges of Class B. Some few bridges also
have the rails locked up with the signaling device.
"Type II — Fixed Rails. Used in both Revolving Drawspans and for
Bascule or Trunnion or any kind of Lift Bridge:
"In this type the rails at ends of bridge are fastened firmly to the ties
as in a fixed span. The rails where joining the shore rails are butt or
square joints, and this joint occurs over the backwall in lift bridges, and
immediately in front of backwall in swing bridges. There is a cast-steel
coupler or slider attached to the bridge rail and when bridge is in place
sliding forward to shore rails, the coupler or slider embracing the rails
or sides and underneath. This slider or coupler has trunnions on each
side, to which is attached the operating mechanism. When slider is in
place the rails are fixed both vertically and laterally. In some five or
six cases the operating mechanism of these couplers is locked up with
signaling devices so that clear signal cannot be given unless the couplet-
is 'home.' In the recent bridges, on the slider, outside the rail head, is
a tread piece of hardened or tool steel, reversible and removable, acting
as a 'Barschall' Rail Joint, in carrying the wheel treads over the open
joint in main rails.
"This Type II rail lock is the standard on the Lake Shore & Michi-
gan Southern Railway and on the Michigan Central Railroad. It was
also used by John N. Ostrom in his swing bridge for the Wheeling &
Lake Erie Railroad at Toledo, which was built in 1898, where it is
used in connection with mechanical signals.
'This Type II is also used in the Strauss Trunnion bridge for the
Wheeling & Lake Erie Railroad at Cleveland, Ohio. It is also used in
our Bridge No. 443 over the Calumet River at South Chicago (Pitts-
burgh, Fort Wayne & Chicago Railway), where it is operated by power
from center of bridge, and is interlocked with the signals.
"Type III — Fixed Rails. Revolving and Vertically Moving Bridges:
"In this type the end rails are fixed or spiked down to the ties as is
the case in Type II, the joint in rails being square and occurring over
the free space between end of drawspan and face of backwall. The ends
of rails rest in cast or wrought chairs with lugs or guides outside of
rail. There is a tongue of cast or hardened steel operating on outside
of rail, between the rail and aforesaid lugs or guides. The operating
DISCUSSION. 1101
mechanism is hence entirely outside of gage line of rails and is operated
generally in connection with the end lifts of wedges.
"This Type III is used on our bridge on the Calumet Western Rail-
road, where it is operated by hand and with no interlocking or signals.
"A very good improvement is that the chairs or seats are of cast-
steel, and the tongue of hardened tool-steel. The main rail is planed
down to a width of about 2 inches at head, and the tongue is slightly
beveled on top to take the wheel treads. This modified type is in use at
the Rock Island drawspan at Rock Island, operated jointly by the United
States Government and the Chicago, Rock Island & Pacific Railway. It
is also to be used by R. Modjeski in his new drawspans at Portland, Ore-
gon, for the Northern Pacific Railway.
"In a somewhat modified form it is in use at our Delphos drawspan
(Pittsburgh, Fort Wayne & Chicago Railway). Also is used by the
Santa Fe Railway in its quite recent drawspan over the Illinois River,
where it is not interlocked.
"A modification of this Type III, which also presents features com-
mon to Type II, is in use at the drawspan on the Pennsylvania Railroad
over Delaware River at Trenton. This device has a wedge action, and
is operated from the shore span outward to the drawspan, which is un-
usual. It has been in use some six or seven years, acts well, but has been
so poorly maintained that the rail tread is worn down so as to be useless
as a rail joint.
DISCUSSION.
"Drawbridges equipped with lift rail device of Type I, Class A, when
not interlocked, we consider dangerous, because it is possible that rails
may not be home (when end lifts are in place) and the operator have
no knowledge of such fact. Drawbridges equipped with lift rail device
of Type I, Class B (i. e. the rails pulled down to place) even when not
interlocked, we do not consider dangerous per se, since, if for any reason
the rails are prevented getting in place, the operator has knowledge of the
fact by the working of his machinery. However, it might be possible to
break the rail pulls and no knowledge of such conveyed to operator; also,
the integrity of the device is so dependent upon perfect maintenance and
operation that we consider the use of any device of Type I (either Class
A or Class B) inadvisable, unless interlocked, and even then there is
possibility of the movable rails being broken under traffic, and this really
did occur on a Lake Shore & Michigan Southern bridge at Sandusky.
Also, we do not consider the use of angle-iron guides for the movable
rail, forming a trough as they do, at all desirable. They form, between
rail head and angle, places where anything dropping or dragging from the
train may lodge, wedge and so cause trouble.
"Drawbridges equipped with devices of Type II or Type III, we
consider safe, even when not interlocked, provided telltales showing the
several movements of pulling the end bridge latch; end lifts or wedges,
and rail locks are shown in the operator's house. When interlocked,
however, such devices are safe beyond pcrad venture.
RECOMMENDATI'
"In view of the uncertainties in devices of Type I, whether Class A
or Class B, and considering as we do that the first essential of perfect
safety is that rails be spiked down, i. e., that there is no stretch of loose
or unspiked rail, we recommend thai all our bridges he equipped at an
early dale with devices of Type HI. preferring Type HI rather than
than Type II, because all the operating numbers conic on outside of
rail, and hence nothing between gage line of rails to be harmed by trailing
brakebeams or such like.
"We further recommend the use "f the rail lock shown by the sketch
attached, which is in all essentials the one used by R. Modjeski at his
1102 IRON AND STEEL STRUCTURES.
Rock Island dravvspan, and to be used for his new Portland drawspans.
This is a minor modification of the locks we have in use at our bridge
over the Calumet River, South Chicago, and used in the Santa Fe bridge
over the Illinois River.
"We also recommend that the rail locks be interlocked in case of all
bridges which are frequently turned."
Since the above report the square-end rails with sliding tongues have
been largely used, while extensive use has also been made of mitered
rail ends. On account of the comparatively even and continuous surface
offered by the mitered ends they ride more smoothly and quietly than
the square ends, and the reduced pounding causes less wear and less
danger of breakage than with the square ends. The mitered rails need
not be loose as they can be so supported as to be much more secure than
switchpoints.
As the wearing surface of the easer bar or sliding tongue used with
square ends must of necessity be outside the rail head, the bearing of
the wheel tread is widened for a short distance through which the easer
bar carries the wheel over the joint.
For the exact tire wear for which the top of the bar is adjusted there
will be no lifting of the wheels; wheels with less wear must drop into
the opening between the rail ends before coming down on the easer bar ;
wheels with greater wear strike the easer bar sooner and are lifted over
the open space. In any case the weight is transferred from rail to bar
to rail in a small fraction of a second ; the resultant pounding rapidly
wears down both rail ends and easer bar and causes hard noisy riding.
Among the roads using mitered and lapped rail ends with rail lifts
for the full length on the movable span and approaches and provided
with sliding tongues or shoes are the following:
Atchison, Topeka & Santa Fe ;
Boston & Maine ;
Baltimore & Ohio ;
Chicago Great Western ;
Chicago, Milwaukee & St. Paul ;
Chicago, Rock Island & Pacific;
Grand Trunk ;
Illinois Central;
Lake Shore & Michigan Southern ;
Lehigh Valley;
Michigan Central ;
New York, Chicago & St. Louis ;
New York, New Haven & Hartford ;
Pennsylvania Lines West ;
St. Louis & San Francisco.
The reports of these roads indicate that approximately four times
as many roads use the sliding bar or easer outside the rail as those roads
that use a sliding shoe of the Lake Shore type, completely enclosing the
rail.
The Chicago, Milwaukee & St. Paul reported using sliding easer
bars at the ends of a drawspan near a yard, but account of switch en-
gines operating frequently over the bridge the moving parts were dif-
DISCUSSION. 1103
ficult to operate on account of accumulation of -and and debris, for
Which reason their use was abandoned and other arrangements made;
similar troubles have been reported by other roads. The reports also in-
dicate that this arrangement does not result in smooth riding.
Among the roads using inhered and lapped rail ends with rail lifts
are the following:
Atlantic Coast Line;
Baltimore & Ohio;
Chicago & Northwestern ;
Chicago, Milwaukee & St. Paul ;
Central Railroad of New Jersey;
Philadelphia & Reading;
Illinois Central ;
Seaboard Air Line.
The ends of these rails are bent and heads and flanges planed off
so that the full webs and rail ends lap by 12 inches, giving practically a
continuous bearing surface, the ordinary width of the rail head. The lift
rails vary in length from 15 to 30 feet and are held to true gage by bridle
rods at intervals and held in line by chairs consisting of individual or
continuous troughs. The same style of miter rail is also used on a num-
ber of lift bridges on which the rails are spiked down for full length
of movable and fixed spans.
Many roads still use lift rails with the ends cut square with nothing
to hold them in line other than the chairs in which they rest, meeting
the ends of the approach rails in chairs on the ends of the approach
spans or back wall.
A slight departure from this, having the rail ends sawed off at an
angle of about 30 degrees, is also in use.
The miter rail used by the Pennsylvania Railroad (Lines East) has
the ends sawed at an angle of about 45 degrees, but the space between
lift rail and fixed rail on approach is bridged by a short stretch of fixed
easer consisting .of rail section planed to fit and bolted to the outside of
the end of the fixed rail, overlapping the end of the fixed rail 18 inches
and overlapping the end of the lift rail 12 inches.
On a number of lift bridges the outside of the rail head on the lift
span is planed off for a length of 18 inches and an easer liar 30 inches
long riveted to each lift rail with 12-incb overhang, which slides by and
fits up against the end of the fixed rails on the approach spans.
The Long Island Railroad has in use long beveled rails similar to
switchpoints, fitting against wing or -tuck rails on two drawbridges over
7V2 years, carrying 400 to 500 trains daily: one double-track bridge with
points trailing traffic in normal direction and one single trick bridge with
points trailing traffic entering the drawspan. Guard rails are attached
to the sides of the lift rails at each end of the bridge. The devices
have never given any trouble. The lift rail- are interlocked with tin-
signal mechanism and report indicates that it is impossible to have tin-
rail blocked or in any way out of place and get a clear indication of the
signal.
1104 IRON AND STEEL STRUCTURES.
Perhaps the most complete rail end connection is a patented device
in use on the Nashville, Chattanooga & St. Louis. It consists of switch-
points on the draw facing toward the end about 8 feet from the approach.
The switchpoints are backed up by stock or wing rails which extend
over the gap of 8 feet to the end of the draw and reach over onto the
approach span, the square ends of the rails being held between angle
bars in contact with the square ends of the approach rails. The stock
or wing rails are withdrawn from the angle bars and driven into them by
the rail-operating mechanism. The movable rails rest on bearing plates
and are held to true position by screw spikes, eliminating the possibility
of their movement laterally. This device was adopted after long experi-
ence with square ends, beveled rail lifts, easer rails, etc., and if properly
installed and maintained is undoubtedly the safest of the rail-end con-
nections.
There are various other types of rail-end connections in use, some of
which consist of fixed easer bars similar to those already described but
welded or forged onto the rail ends.
Where rail heads are planed off to fit easers it is customary to leave
a width of head of 2 inches in the running rail, although in some cases
the heads are planed off even with the face of the web, while in other
cases the head is not planed at all. Unless the easer bars are made of
special steel they will wear rapidly. Crucible steel, nickel steel and man-
ganese steel have given good results.
Regardless of the type of rail-end connection, creeping must be
absolutely avoided, either by use of sufficient anti-rail creepers or by
inserting switchpoints in the track at proper places, the latter in every
case being protected by guard rails against the opposite rail.
On account of the .-.pedal joint at the rail ends special precautions
must be taken in the design of the ends of approach spans and drawspans,
particularly in the details, in order that the structural work may not be
broken down under the unusual impact.
Special locks are used on lift spans for lining purposes, which locks
cannot be driven home until the lift spans have reached the final position.
On drawspans there are comparatively few departures from the well-
known vertical end latch, which engages a casting on the bridge seat.
While the end latches are very necessary for stopping swing bridges at
nearly the correct position, they should not be relied upon to automatically
line the bridges as is the present almost universal practice, but the end-
lifting device should be so designed as to permit of more accurate lining.
Two special types of lock bars for drawspans were reported, but
they appear entirely inadequate to remove any appreciable distortion of a
long drawspan due to inequalities in temperature.
Comparatively few bridges are reported as having end lifting
devices so designed as to bring the bridge end to exact alinement. The
information at hand indicates about equal use of toggles and sliding
wedges for vertical adjustment. The bearing blocks and bed plates in
connection with cither arrangement can readily be provided with the
DISCUSSION. 1105
necessary sloping surfaces to force the bridge ends to correct line.
Either type lends itself readily for interlocking with the rail ends, the
signaling and the operating machinery, as may be desired.
The practice as to interlocking the various parts of the bridge-operat-
ing mechanism each with the others and with the signals is far from
standard, as widely different arrangements are reported by a number
of different roads. In some cases the end-lifting mechanism and rail-
operating mechanism are interlocked; in other cases directly connected.
In some cases only the rail-operating machinery is interlocked ; in others
also the end-lifting mechanism. One road reports the sliding rail sleeves
connected up with the automatic signals, copper tongue on the side of
one of the rail locks entering a forked contact on the approach span
when the rail lock is driven home and automatically clearing the signal.
In the reverse movement the signal goes to "Danger."
Illustrations accompanying the report show several designs of mitered
rail-end connections and sliding sleeves, easer bars and wing rails, as
well as several details illustrating the adaptation of the designs to inter-
locking.
Mr. Himes : — Perhaps Mr. McDonald will describe the appliance Mr.
Smith referred to.
Mr. Hunter McDonald (Nashville, Chattanooga & St. Louis) : — Mr.
Smith has already described it as well as I could do. It has been in use on
two drawbridges on our lines for about four years. On one of them we
have about 60 trains a day. It was developed as a result of complaints on
the part of the Signal Department, that they could not properly maintain
the interlocking where square joints with easer rails were used. It
was thought that the split rail raised up was not a safe device. Con-
stant complaints from the Signal Department, coming through the man-
agement, drove us to some other device. It provides for the movement
of a stock rail alongside of a split switchpoint. The split switchpoint is
confined to the stock rail, by means of a permanent cuff. It cannot sep-
arate more than one-sixteenth of an inch but allows easy longitudinal
movement of the stock rail. There is no danger in using the splitpoints
in the main line under these conditions. As soon as the stock rail is
driven home into the socket prepared for it on the fixed span, a heel block
is driven behind it by means of the interlocking which holds it in position.
That heel block is of course necessary to keep the stock rail from coining
out in case an engine should stop on the bridge and slip. Our attention
was brought to its necessity on that very account. It is removed by the
same lever which sets the danger signal.
I can only say that since we put it in about four years ago, our
expenses for repairs have been very small. One was installed on a draw-
bridge 397 ft. in length and the other on a drawbridge 365 ft. in length,
the latter being opened about three times a week and the former about
three times a day.
Mr. Himes: — T would like to get into this discussion a paragraph
from the book by F. K. Turneaure, J. B. Johnson and C. W. Rryan on
1106 IRON AND STEEL STRUCTURES.
"Modern Framed Structures," relating to end lifting arrangements. I
submit it for the purpose of placing before you a statement of the need
for properly supporting the ends of a bridge:
"End Liftinc; ArbANGEMEN-ts. — In the early designs for swing bridges
very little attention was paid to the proper elevation of the ends of the
arms when the bridge is closed ; and even at this late day a great many
important swing bridges are built by contractors with an utter disregard
of the condition of the end supports. In fact, the majority of swing
bridges have no provisions for lifting the ends whatever; while others
have all kinds of makeshifts, which generally shirk their duty entirely. It
is safe to say that in this country it is the exception to find a swing
bridge where proper provision is made for raising the ends when the
bridge is closed. It has been shown in Chapter XII, that if the ends are
not raised we cannot obtain the conditions necessary for a beam con-
tinuous over three rigid supports. In other words, if the ends are not
raised, we must, in our analysis for finding the stresses, make an assump-
tion which will satisfy this condition of the ends under the extreme
variations of temperature. Now, it is difficult to say just what this con-
dition should be. Furthermore, if the ends are left free to hammer,
under extreme variations of temperature, the ends may be thrown out
of line so far as to cause derailment of a train coming on the bridge.
In fact, a swing bridge, wherein no proper provision is made for raising
the end, is a dangerous structure at all times."
The President: — If there is no objection, these remarks will be in-
serted in the report of the meeting.
Mr. A. W. Carpenter: — I think we ought to make some progress on
this subject, and to get something into the Proceedings as adopted. I
would therefore offer this motion, on the interlocking of the signal and
bridge functions :
"The bridge operating functions shall be interlocked with the signal
system in such a manner that none of the functions for opening can be
performed until the signals have been set at stop indication and so that
the signals cannot be set at proceed indication until all of the functions
for closing have been completed.
"The bridge operating functions shall be interlocked with each other
so that they must be performed in a predetermined order, both for open-
ing and for closing."
Mr. Thos. S. Stevens (Santa Fe) : — I would like to see that motion
changed so that the home signals shall be put at stop, or that the signals
shall be put to give the stop or caution indication. That is not a very
good statement though. We want one signal at stop, and that is really
what is in interlocking parlance known as the home signal, and then
there will be another signal some distance from that which will give
the caution indication for that stop indication. I think it would be ad-
visable to put the motion as requiring that the home signals shall display
the stop indication.
Mr. A. W. Carpenter: — My understanding would be that you would
have this clause read in this way : "Bridge operating functions shall
be interlocked with the signal system in such manner that none of the
functions for opening can be performed until the home signals have been
set at stop indication "
DISCUSSION. li'i;
Mr. C. E. Lindsay (New York Central) : — 1 think the case would be
covered if we say "until the signals controlling the movement of trains
over the draw have been set at stop indication."
Mr. A. W. Carpenter: — We will accept that.
Mr. Thos. S. Stevens: — A caution indication controls movements over
the draw just as much as the home signal indication does. I simply
want to prevent confusion, because there will be signals which properly
will be allowed to give a caution indication, which gives specific indications
for the trains actually passing over the draw in the proceed indication. I
think if the gentleman would use the words "home signal," it would
cover the case entirely.
Mr. W. H. Elliott (New York Central) : — Is Mr. Carpenter's motion
made for the purpose of having the matter received as information or
as a standard to be entered in the Manual? In my opinion it is impor-
tant that anything that is to go in the Manual should be carefully con-
sidered so that there will be no misunderstanding as to its meaning, and
if it is something to be formally adopted, I believe it should be held
over for further consideration.
The President : — It cannot go into the Manual under the rules regard-
ing publication. It should have been offered thirty days prior to the
convention before being considered in that way.
Mr. A. W. Carpenter : — This will be considered simply as the sense
of the convention.
Mr. Loweth : — I would like to inquire whether the motion offered
provides that ail drawbridges shall be interlocked. If the intent of the
motion is to interlock all drawbridges, it seems to me that it should not
be approved, as there are many bridges for which there is no necessity
of interlocking. The speaker knows of many drawbridges where there
are not more than four to six trains daily, all unimportant, and where
the bridges are opened but a few times each navigation season. In such
cases, and there are many such, interlocking is certainly not necessary.
(The motion of Mr. Carpenter, as amended by Mr. Lindsay, was
then put to vote and adopted.)
Mr. Himes: — The next subject on which we wish to report is "An
Elastic Strength Requirement for Steel." The report is found in Ap-
pendix E. on page 668. This is a very full ami complete discussion of
the elastic limit, as used in bridge practice, the manner in which it is
determined in inspection, and on page 071 is the proposed revision of the
specification. The present specification is found in paragraph 86 of the
Specifications for Iron and Steel Structures in the Manual.
We present the proposed revision of that specification, which appears
on page 671. I move the adoption of the revision.
(The motion was seconded and can 1
Mr. A. \Y. Carpenter :— In order to carry thai revision through the
specifications consistently, we should have added a proposal to modify
paragraph 163 of the General Specifications for Steel Railway Bridges,
1108 IRON AND STEEL STRUCTURES.
which refers to the full-size tests of eye-bars. Paragraph 163 now reads
as follows :
"In eye-bar tests, the minimum ultimate strength shall be 55,000 lbs.
per sq. in. The elongation in 10 ft., including fracture, shall be not less
than 15 per cent. Bars shall generally break in the body and the frac-
ture shall be silky or fine granular, and the elastic limit as indicated by the
drop of the mercury shall be recorded. Should a bar break in the head
and develop the specified elongation, ultimate strength and character of
fracture, it shall not be cause for rejection, provided not more than one-
third of the total number of bars break in the head."
We propose to modify paragraph 163, as follows. To the first sen-
tence add the words : "And the minimum yield point, as indicated by
the drop of the beam or of the mercury column of the testing machine,
shall be 29,000 lbs. per sq. in." In the third sentence eliminate the
words following the word "granular."
This will make the paragraph read as follows :
"In eye-bar tests, the minimum ultimate strength shall be 55,000 lbs.
per sq. in., and the minimum yield point, as indicated by the drop of the
beam or of the mercury column of the testing machine, shall be 29,000 lbs.
per sq. in. Bars shali generally break in the body and the fracture shall
be silky or fine granular. Should a bar break in the head and develop
the specified elongation, ultimate strength and character of fracture, it
shall not be cause for rejection, provided not more than one-third of the
total number of bars break in the head."
This has the effect of introducing the yield-point requirement into
the specification for full-size tests of eye-bars and is consistent with the.
introduction of the yield point into the specification for the specimen
test requirements.
The President: — It is the understanding of the Chair that this has
not been passed on by the Committee as a whole, but inasmuch as it is
subsidiary only and is simply introduced to make the specifications con-
sistent, the matter may be taken as having been presented by the Commit-
tee as a whole.
Mr. Cartlidge : — I would like to ask the Committee if it is decided
as to whether 29,000 lbs. is the "maximum minimum." Cannot we obtain
a 30,000 lbs. lower limit about as easily as one of 29,000 lbs.? It is my
experience that it is possible to get as high an elastic limit in full-sized
eye-bars as we specify for the ordinary material in the same structure.
Mr. A. F. Robinson (Santa Fe) : — It seems to me if we adopt this
matter in the shape it is, we will get into trouble. I think the question
should be more carefully considered, as there are other points to the
proposition. We should let the elastic limit in the sample tests go in
just as it is, and leave the other parts for further consideration. I do
not believe we ought to take precipitate action on the matter. I feel
confident if we amend the specification in the form as indicated by Mr.
Carpenter, wc will find when we make our full-sized tests we will have
difficulty.
Mr. A. W. Carpenter : — I do not think that there will be any difficulty
in obtaining the 29,000-lb. minimum proposed with the full-size eye-bars.
DISCUSSION. 1109
It is probable that a higher value will be obtained, but as it is quite usual
to permit a little lower strength in full-size material in specifications,
especially for full-size test eve-bars, it seemed o insistent and rational to
drop the limit for the yield-point for the full-size tests a little below that
for the specimen test.
Mr. Cartlidge : — Perhaps I did not make my point quite clear. We
are specifying under specimen test 56,000 — 64,000 lbs., as I remember it.
However that may be, there is an 8,coo-lb. range. In the manufacture of
the steel for a particular structure it ought to be possible to pick out
material which will make full-size eye-bars of somewhat better quality
than the poorest material used in the structure. In a tension member we
ought to get better material than the poorest steel of the lot. I believe
we can specify that and that it will not work any hardship.
Mr. Thomas Earle (Pennsylvania Steel Company) :— I know you
will have difficulty in many cases in meeting the 29,000 lbs. in your full-
size test, where you only specify 30,000 lbs. in your specimen test, and
it also must be evident that if the grade of steel is to be picked out and
separated by the manufacturer so as to obtain these results, while you
may not see it, it is certain that you will pay the extra expense.
Mr. Selby: — I think it is common practice with manufacturers.
whether specified or not, to pick out the higher grades of steel within
the range of ultimate strength required for specimen tests and manufacture
their eye-bars out of this steel. It is only a common business precaution,
and I do not concede that such a precaution would add anything to the
cost of the eye-bars.
Referring to Mr. Cartlidge's suggestion, certainly there ought to be a
range of difference between the elastic limit required in specimen
tests and that required in full-size eye-bar tests. It is com-
mon experience that the elastic limit specification required for
specimen tests cannot be obtained in full-size tests, and the same is true
of the full-size tests of other members. The 1,000 lbs. seems to be only
a moderate allowance for such reduction. If there is any idea of re-
quiring 30,000 lbs. in full-size tests of eye-bars without putting the mini
mum clastic limit for specimen tests up to something like 33,000 lbs.,
the manufacturer would have to disregard the specimen tests and use
a higher grade material for his eye-bars, that is, material that would
show something like 32,000 to 33,000 lbs. in the specimen test, evetl
though it might not be required by the specifications.
Mr. A. W. Carpenter: — I present the matter as a motion for adoption
by the Association.
(The motion was carried.)
Mr. Himes : — The next and last subject, and one continued from last
year, is "Bridge Clearance Diagram." We have shown on page 070 a
clearance diagram which it is proposed to substitute for that in the
Manual.
It is worth while to say a word concerning the effect of this change
in the specifications It is not a general clearance diagram. It is a dia
1110 IRON AND STEEL STRUCTURES.
gram that is recommended for iron and steel structures — for bridges. It
is not understood that its publication in the Manual will carry with it the
necessity on the part of the railroads of replacing all those bridges which
have a lesser clearance. If adopted it would mean that it was recom-
mended by the Association as good practice, and it would be presumed
that in future construction this clearance diagram would be followed.
These matters are set forth, because there will be certain criticism to
the effect that existing structures cannot be changed to meet this diagram
without an expense that would be unreasonable and impossible. In the
investigation of this subject we have heard, as a Committee, a great
many assertions that a new diagram is needed. Some roads want a
greater change. This diagram proposes a horizontal width of 15 ft. Some
roads would like 16 ft. 1 think in Canada there is a government require-
ment that 16 ft. shall be used and in some of the States of this country
16 ft. has been called for by State Commissions. Other roads would pre-
fer their present practice, and use 14 ft.
The Committee has studied this subject for two years, has corre-
sponded with many roads and has received many replies in answer to its
circular letters. We present in the inset a very complete drawing show-
ing the recommended clearance diagram and the equipment used on
various roads. The data is before you quite as fully as it was in the
hands of the Committee when deciding upon this recommendation. The
Committee has recognized that the subject is one concerning which no
man can say finally that this diagram is right and all other diagrams are
wrong. It is for the Association to decide whether a change in the
clearance diagram is needed and if so, wdiether this change is satisfac-
tory. It is the recommendation of the Committee that this diagram be
adopted, and I so move.
Mr. Schall : — The Manual now specifies a width of 14 ft. in the clear
for bridges. It we make an analysis, based on a car 10 ft. 6 in. wide,
and the track spacing 13 ft. centers as now adopted by this Association,
we will find that for a 6-degree curve, with a car 45 ft. long, of above
width, moving at a fair speed, passing a similar car standing on side-
tracks, and making allowance for the curve ordinate and the tipping of
the car on account of elevation of outer rail, we will have not over 1 ft. 0,
in. clear space, or the same amount as is obtained for the same car on
a straight line with 14 ft. clear bridge width. It may be argued that the
engineer is usually on the outside or right-hand side: this is correct: but
for multiple track systems or through yards, the track spacing of 13 ft.
centers will govern the available clearance. There are some parts of East-
ern lines where the track spacing is only 12 ft.
For bridges on curves, the effect of curves, ordinate and tipping of
car is generally allowed for at a height of 20 ft. above the rail, therefore
such a bridge affords more clearance at a height of 10 to 12 ft., or cab
window of limine, than a bridge on straight track.
It we assume a four-track system of railroad, we will have to provide
tor two lilies of trusses between each two tracks and the spacing between
DISCUSSION. 1111
third ami fourth tracks will have to be from 19 ft. to 20 ft., which will
est a lot of money in providing extra masonry, extra embankment, extra
right-of-way or expensive retaining walls, and what are we going to gain?
1 know there are in service freight cars 10 ft. 6 in. wide, 15 ft. high, but
the widening of the clearance diagram will produce a lot more trouble for
the Eastern roads, who have small clearances in tunnels, etc. If the
large cars are sent East, what will you do with them? There may be one
line of railroad that can take them and the rest of the roads, who have
smaller clearances, can look on, and lose revenue.
I do not believe, if the convention looks at this matter from the
point of view I mentioned, as to the effect the widening of the clearance
diagram will have on the interests of your companies and the effect it
will have on the motive power, which will surely follow the widening of
the clearance diagram with larger equipment and still further compli-
cate the situation and affect the earnings of your companies, that it will
adopt the Committee's recommendations.
I do not believe that it would be wise on the part of this convention
to adopt a clearance diagram as presented, and I hope the recommendation
of the Committee will be voted down. If the matter is to be subjected
to further investigation, let it be submitted by letter-ballot to every mem-
ber and let it be submitted by them to their managements, to find out
whether they can obtain the support of their companies for a vital change
of this kind. The railroads that want these large clearances are princi-
pally lines located on the prairies, where it does not make any difference
how much space is used ; there are no structures, no buildings and other
obstructions to hinder the widening of the clearances. It is in the East
where the trouble will be experienced.
The legal aspect of widening the clearances and the effect the enlarge-
ment will have on legislative bodies must also be considered. The proper
method to pursue is to curb the Motive Power department as to maximum
size of equipment, and stop the constant race between the large equip-
ment and the available clearances.
Mr Loweth : — The speaker represents whal the pr.evious speaker has
referred to as one of the "prairie" railroads. The road he repi^sents
does not want the clearances recommended by the Committee made
standard. The present specifications approved bj this Association re-
quire clearances of not less than 14 ft., and leaves it optional as to increas
ing this eli. nance wherever it ni.iv be desirable. It would appear that
this is as far as the Association should commit itself. For new struc
lures the standard clearance pn the railroad represented by the speaker
is [5 ft., but we have main hundred Structures where the clearance is
less, and most of these will have t" be continued in service for many
years. The Chairman says that if the Association adopts the reconj
mended clearances it does not implj that the railroads will necessarily
change old structures, but if the Association is committed to a standard
of 15 ft. as the proper clearance for bridges, then, by the same token, all
structures which have less than thai clearance are discredited, and in
1112 IRON AND STEEL STRUCTURES.
many cases their removal will come about on this consideration alone.
Further, if an increase in the present standard clearance to 15 ft. is uni-
versal for bridge structures, why is it not necessary for the same reason
to increase proportionately, if not to 15 ft., the clearance for round-
house doors and ether structures, the ultimate cost of which will be
enormous? To be sure, the conditions with respect to these structures
are somewhat different, but the same line of reasoning which demands
a wider clearance for bridge structures demands at least some increased
clearance for all other structures. I think it will be very unwise for the
Association to approve the recommendation to increase the present clear-
ances, and I trust the motion will not prevail.
Mr. Selby : — In answer to the first part of Mr. Schall's criticism, I
will say that 14 ft. certainly is not wide enough for the bridges, if 13 ft.
6 in. between centers of tracks is not wide enough on 6-degree curves.
Referring to Mr. Loweth's remarks, the standard 14 ft. clearance be-
tween track centers is being used on many Western roads. I think that a
15-ft. clear width is necessary on all bridges, and there should be an
equivalent of 15 ft. clear width for many structures along the line, such
as water columns, or anything else on main tracks where high speed
prevails. There is not the same necessity for wide clearances in round-
house doors, where trains do not run, and locomotives only are handled
at low speed in charge of an employe who is thoroughly familiar with
the clearances that exist.
In regard to the safety of existing bridges, the fact remains and is
well known that men have been killed and many others have been seri-
ously injured with bridges of only 14 ft. clear width.
Mr. Courtenay: — I have adopted the 15 £t. clearance for through
bridges for bridges hereafter to be constructed. Notwithstanding this, I
am opposed to changing the clearance diagram. The legislature of at
least one of the States has recently had under consideration the question
of lateral clearance. If this Association increases the clearance from
14 to 15 ft. it will encourage such legislation, which might result in
the railroads having to reconstruct existing structures.
Mr. H. T. Porter (Bessemer & Lake Erie) : — The only argument in
favor of this extra width is as to safety. I have made some investigation
of the question of clearance and I have come to the conclusion that we can-
not get what you call safe clearance unless we go to 16 ft. There are
trainmen who can hang on the side of box cars with 16 ft. clearance and
hang out far enough to be rubbed. A 15-foot clearance might reduce
the accidents and might not. If the bridge is wider the chances are
they will be less careful. So that if safety is the only reason, I do not
think that we have gone far enough. We ought to go 16 ft. I do not think
it is necessary — I am not advocating going to 16 ft., but I am in favor
of leaving the diagram as it was, because there arc so many trusses that
have recently been built with 14-ft. clearance, and there is such a tend-
ency of legislatures to take up this question of clearance, wanting 14-ft.
centers and other clearances to correspond, so that we ought not to
DISCUSSION. 1113
recommend a clearance that does not accomplish the only argument
made for it; that is, one which does not completely provide for safety.
Mr. C. E. Smith: — If our predecessors had adopted this same atti-
tude, undoubtedly the railroads would to-day be building bridges 1 1 ft.
wide with 14 ft. overhead clearance. We will never reach the point where
we cannot get further improvement and be ready for further develop-
ment.
In anticipation of an increase in the clearance diagram, the clear-
ance diagram on the Missouri Pacific was increased about five years ago
to 15 ft. wide, and supports for overhead bridges and other construction
in yards and elsewhere are placed at minimum distances of 8 ft. from
center of nearest track.
We should all get out of our minds the idea that the clearance
diagram automatically compels the removal of present obstructions closer
to the track and will apply only to new structures in the future.
I think the Association should anticipate the fact that increased
clearances are going to be insisted upon and grow up to it. I hope the
diagram recommended by the Committee will be adopted.
Mr. A. F. Robinson : — When 14 ft. was adopted, about the widest
freight car would stand 8 ft. over the grab irons, leaving 3 ft. on either
side for clearance, and if we are going to increase the 14-ft. widtli we
should still adhere approximately to 3-ft. side clearance; 15 ft. will not
give it. What is the use of our making two bites at a cherry? I think
we ought to leave the diagram just as it is— 14 ft. — and if the various
railway commissions or parties in control of these matters want to call
for increased widths in certain States we can give it to them ; but I do not
think we ought to increase it above the 14 ft. in general. When this
matter was taken up with our late Chief Engineer, who is now dead,
and was thoroughly discussed, we came to the conclusion that even 16
ft. would not be enough to meet all the conditions ; the only thing then
would be 17 ft. He said: "Well, I do not believe we will increase it.
It is only offering a premium to the fellows to build wider cars." I
sincerely hope that the 15-ft. clearance will not be adopted.
Mr. W. McC. Bond (Baltimore & Ohio) :— I think we all agree thai
most trainmen who are injured through their own negligence and not
the company's, are injured because of close or insufficient side clear-
ances. That being the case, we must look carefully to increasing our
clearances enough to protect the men riding on the side of the equipment.
Of course, the clearance being increased, we would have to move our
structures back. I think that il is a question whether we ought to adopt
the increased distance at this lime, but that is a point which will come
up in the future. The only way t.. offsel the building of the wider cars
is to increase the width of the bridge. We OUghi not t.> keep on widening
our structures and have cars widened, and then have to still further in-
crease the size of our bridges. We should remember that we are responsi-
ble for the men thai arc killed if the clearance is not large enough. Too
1114 IRON AND STEEL STRUCTURES.
many men are struck by these bridges, poles, buildings and sheds. This is
:ous matter: we should find the remedy.
Mr. Chas. S. Churchill (Norfolk & Western) :— The recommenda-
tion of the Committee, as I understand it, is largely based upon the
requirements of some of the State laws. Those State laws do not base
the limit on cars only, but on all kinds of equipment. The width of
engine cabs now used indicate a probability that a greater clearance than
14 ft at bridges may be advisable at some future date. The Ohio law
reads that the clearance shall be 1 ft. 6 in. outside of the widest equipment.
hi to whether it is wise to put this suggested clearance
in the Manual as the action of this Association. The fact remains that
many railroads will continue to build bridges 15 ft. clear.
Mr. Cartlidge: — It seems to me that it ought to be remembered that
ation has adopted in the past and what it has now printed
in the Manual is not a recommendation for the maximum clearance,
but a recommendation for minimum clearance. Anyone having con-
- requiring larger clearances is at liberty to provide them. The
danger in adopting enlarged minimum clearance is very real, and I
sincerely hope that the motion made by the Chairman of the Committee
will fail. I have in mind a suit at law consequent upon injury to a
trainman where the clearance was less than 14 ft., whereby the case
but the Court admitted as competent evidence testimony to the
effect that the practice of the railroad had been to design its bridges
with 14 ft. clearance: that that was customary among Engineers in gen-
eral, and evidence to that effect was taken from a number of roads
and w-as admitted by the Court. We ought not to lose sight of the point
that we have a great many bridges that might be affected by the change
in our minimum clearance.
Mr. E. A. Frink ''Seaboard Air Line) : — I think there is a great deal
more to this subject than that. If there was any prospect that widening
the clearance would cure the evils that we anticipate. I think it would be
well, but I do not think there is any. I think the width of the cars and
other equipment will follow the widening of the clearance. In addition
ir not getting greater clearance, there is another aspect of the case.
- taken us a good many years to develop a type of structure that
will earn- our equipment. When you widen the clearance you will get
wider cars, and that will mean a heavier load per foot for the equip-
ment, and you know what that means on bridges. At the present the
only feasible way to increase the tractive power of a locomotive is to
lengthen it. and that has been the salvation of a great many more bridges
than we know of. If we take away that salvation, what will he left ?
I sincerely hope that this diagram will not be adopted.
Mr. E. T. Reisler (Lehigh Valley) : — I want to call attention to the
that the aci'on of this Committee, according to Bulletin 17
on an inquiry in regard to electric equipment. A number of roads did not
answer; quite a number of other roads did not completely answer the
inquiry on which the Committee is acting. If this question of clearance is
DISCUSSION. 1115
to be taken up fairly with the roads, they should he asked for the clear-
ance. As to the questions of larger equipment, an agreement between
the Maintenance department people and the Motive Power department
should precede and not follow the clearance lines that you adopt. You
should by all means make an agreement with the mechanical people be-
fore establishing lines. One of the members of the Committee expressed
the opinion that this new ruling would not affect old structures. While
the Western Commissions have interpreted clearance requirements len-
iently, the New York State Legislature refused to permit the Commis-
sion to rule on the question of number of men in train crews, and we
have no reason to expect that legislation in New York State will be in-
fluenced by reasonable considerations. It is true that men get injured on
narrow clearances; they also get injured between cars in a train, but
no one thinks of asking that we keep the cars of freight trains wide
enough apart to allow a man to pass through. We cannot get absolute
safety for the men, but we must look for intelligent action on their
part to guard against accidents.
Mr. Himes : — It seems that there is a strong desire on the part of
some members to set up a rigid templet that will prevent the passage of
large equipment and throttle further development. It is fair to pre-
sume that the reason we are using larger locomotives and heavier and
stronger cars is because by so doing we can handle the traffic more eco-
nomically, that it is for the purpose of making money. Now, if by
building greater locomotives and greater cars a road can earn enough
more profit to pay for the structures it wants to take down and renew, it
looks like pretty good business to do so. That is what the railroads
have been doing in the past and that is what we have a
right to expect that they will continue to do in the future. It
is clear that there has been some mismanagement in permitting a per-
petual seesaw between the Engineering department and the Motive
Power department, by which we get first bigger locomotives and next
larger bridges and so on indefinitely at a great waste of money. But that
is not a problem of engineering. It has t" do with administration. I
think the idea that we must so build our structures as to throttle the
development of motive power and of equipment is entirely wrong.
Second, in regard to the danger: I do not think that it is a matter
for us to consider what the custom in the past has been in regard to
the clearance diagram. We have to consider the element of safety to
those who operate the railroad. It is clear that if a number of years
ago it was considered necessary to have a clearance of 14 ft., that is. ,}
ft. on each side of a car S ft. wide, and if the width of the equipment to-
day has been increased a couple of feet, then by the standards of safety
which were in vogue twenty or thirty years ago, our bridges to-day, de
signed in accordance with these specifications, .ire all dangerous and
ought t<> he taken down. We are not on a secure foundation. We were
instructed by the Board <>t' Direction i" discuss this question. We sent
out a lot of circular letters and asked a 1,,| ,,f questions. the answers
1116 DISCUSSION.
were not complete, but we have a good many. The question is before us
and we cannot very well dodge it. It is something that must be acted on
I do not mean to-day, but it is a live question with the railroads. Any
public utility, any public servant, any soldier, general or statesman is
strongest when in his own sphere he does the best he can. We should
not sit here and ask what people will say if we decide such and such
should be done. The only thing that we should say is that something
ought to be done. I am not arguing for 15 ft. I am arguing for action.
The President: — The subject is very interesting, and we have had
some interesting discussion.
(A rising vote was then taken on the motion, resulting in 37 ayes
and 48 nays.)
The President: — If there is no further discussion, the Committer
will be excused, with the thanks of the Association for its valuable work.
DISCUSSION ON RAIL.
(For Report, see pp. L51-432.)
LIST OF SPEAKERS TAKING PART IN DISCUSSION ON RAIL.
/. A. Atwood. G. J. Ray.
W. H. Courtenay. H. R. Safford.
Dr. P. H. Dudley. R. Trim hie.
C. E. Lindsay.
The President : — The first business this afternoon will be the con-
sideration of the report of the Committee on Rail, Mr. J. A. Atwood,
Chairman. Mr. Atwood will outline the report.
Mr. J. A. Atwood (Pittsburgh & Lake Erie) : — We suggest action
on the conclusions shown on page 159, relating to rail sections.
The President : — The motion of the Chairman is before you. The
sections referred to are found on pp. 397 to 402. Are there any sug-
gestions or remarks? We would like to hear from any representatives
of manufacturers who may be present.
Mr. G. J. Ray (Delaware, Lackawanna & Western) : — I would like to
ask, as a matter of information, whether it is not possible to give the same
base for these three sections on account of the use of tie-plates and
thus make it easier to replace rails when changing section.
Mr. R. Trimble (Pennsylvania Lines) : — That matter was taken under
consideration and a great deal of thought was given to it. One of the
main reasons for the recommended standard was that there was a feeling
on the part of some of the members of the Committee that it was very
necessary to have a certain fixed ratio between the depth of the rail and
the width of base in order to properly take care of the overturning
moment. Having a high rail with a narrow base, the tendency of the
rail to turn over is increased. If you take any three of these sections
and assume a uniform base for all of them, they will not have equal
resistance as to overturning. That was one of the main reasons. There-
was another reason — that the tie-plates, so far, have not outlived the life
of more than one section of rail. Possibly we may get a tie-plate that
will lasi longer, and there will he opportunity for laying a new rail on
an old tie-plate.
On page No. 152, in the fourth paragraph, From the top, the reason
is given win we do not follow that suggestion.
The President: — The question of the adoption of these three m-c
tions for infertion in the Manual is presented.
(The three sections were then adopted. 1
Mr. Atwood:—! will read the second recommendation, under the fir~t
paragraph :
"(b) That the A.R.A.-A section he adopted as standard for 90-lb
rails."
HIT
1118 RAIL.
The President: — This should give a fruitful subject for discussion;
the matter of the A.R A. -A or the A.R.A.-B section has been with us
for quite a number of years. The Committee now comes out strongly
in favor of A.R. A. -A. We would be glad to hear from those who are
opposed to that idea.
Mr. W. H. Courtenay (Louisville & Nashville) : — Mr. President, I
hesitate to criticise the conclusions reached by such a talented Commit-
tee, but favor the A.R.A.-B in preference to the A.R. A. -A. On the
Louisville & Nashville Railroad, which has a large amount of curvature
on many of its lines, the A.R.A.-B is in use, and it would seem to be
better for such lines. The "B"' section has a heavier base and it is
claimed by some of the manufacturers' representatives that it rolls bet-
ter and does not require as much straightening in the mill. For those
roads which have adopted the A.R.A.-B section, where it has thus far
given fair satisfaction, there is not much inducement to change to the
A.R.A.-A.
The President: — The privileges of the floor are extended to manu-
facturers or their representatives. The question presented is the adoption
of the recommendation of the Committee to the effect that the A.R.A.-A
section be adopted as standard for 90-lb. rail.
(The motion to adopt the section was carried.)
Mr. Atwood : — The Committee recommends the adoption of the fol-
lowing conclusion :
"(c) That for sections below 90 lbs. it is advisable to recommend
any changes in the sections now in use."
The President : — By the sections now in use the Committee does not
refer to any particular section, but the A.R.A.-A, the A.R.A.-B and the
A.S.C.E. sections are all included in that phrase.
(The conclusion was adopted.)
Mr. Atwood: — Conclusion (d) reads: "That the above conclusions
be presented to the American Railway Association for adoption." Some
of the members of the Committee are not in favor of that, but it seemed
to be the general sentiment of the Rail Committee that this ]>e done. Some
of the Committee thought it would be better to hold these conclusions
under advisement for a year and present them later, but we thought
that might be left to the decision of the convention, or the Board of
Direction.
The President: — The question of presenting the conclusions to the
A.R. A. for adoption is before you.
(The motion was carried.)
Mr. Atwood: — The second subject assigned to us is "Investigation
of Rail Failures and Conclusions Deduced Therefrom" I - e page i;.} of
Bulletin 175). The conclusions arc given in Bulletin 170, page 230. and
this matter is presented as information. I think it is unnecessary to
take up any time in considering the conclusions.
Tin nexl subject is "Special Investigation of Rails." The Commit-
tee ha*- continued its efforts in thi< line by the assistance of Mr. Wick
DISCUSSION. 1119
horst and others, and there have been published and distributed a num-
ber of reports on this subject, and these reports appear in Bulletins 170
and 175. The conclusions are drawn at the end of each of these reports,
and these reports are presented as information.
Tbe President : — You have heard the motion of the Chairman that
the reports on special investigation of rail referred to on page 153 of
the Bulletin be accepted as information, and it will be so considered.
Mr. Atwood: — The next subject is on page 154, Bulletin 175. "Specifi-
cations for Material in Rail Joints." I wish to make a statement on this
subject. The Committee construed its instructions in this matter to refer
not only to the material in the angle bar itself, but to the material in
track bolts. We therefore presented specifications for track bolts, but that
particular subject had already been referred to the Track Committee by
the Board of Direction. We therefore wish to withdraw our sugges-
tions with reference to the specifications for medium carbon steel track
bolts and for heat-treated steel track bolts, and as the result of our work
we present for your consideration specifications for high-carbon steel
joint bars and specifications for heat-treated, oil-quenched steel joint bars,
and these specifications are presented for adoption by the convention.
Mr. II. R. Safford (Grand Trunk): — I may be out of order, for 1
have not compared the specifications for track bolts with those prepared
by the Track Committee. There may be some changes desirable. Would
it not be wise to refer it to the Track Committee for work next year?
The President: — That will be taken under consideration. 1 would
suggest, in considering the specifications shown on page 40.}. the Secre-
tary read them by captions and give opportunity for discussion after
each paragraph.
(The Secretary read the specifications.)
The President: — We will take up the specifications for heat-treated,
oil-quenched steel joint bars. The firsl specification will lie considered
approved.
(The Secretary then read the specifications on pages 404 and 405.)
The President: — We will take up the specifications for discussion, if
there is any. If not, they will be considered approved. Both of the
specifications will be considered as adopted for insertion in the Manual.
Mr. Uwood: The nexl subject is "Revision of Manual." We have
a few minor changes in wording to suggest. Of course there will be
added such matter as has been adopted by this convention. The next
subjeel is "Specifications," page 157- '» paragraph 4. under the heading,
"Silicon.'' tin- words "not less than 0.10 for both Bessemer and Open-
Hearth steel" is a change the lasl specification showed not more than
o.jo. These specifications show not less than o. 10. Then the addition
of the words, "When other acceptable deoxidizing agents are used, the
minimum limit for silicon will be omitted." The Committee recommend
the adoption of these change
The President: If then is 1 bjection, they will be considered
adi ipted.
1120 RAIL.
Mr. Atwood : — In paragraph 12 of the specifications, height of drop,
change the paragraph to read : "The test piece shall preferably be placed
base upwards on the supports, and be subjected to impact of the tup fall-
ing free from the following heights :
"For 70-lb. rail 16 ft.
"For 80, 85 and 90-lb. rail 17 ft.
"For 100-lb. rail 18 ft."
The two words "preferably" and "base" are the only changes. In the
former specifications the word "head" took the place of the word "base"
in the specifications. We recommend these changes.
The President: — If there is no objection, they will be considered
adopted.
Mr. Atwood: — Change entire paragraph 32, as shown on pp. 157 and
158. I would suggest it be read.
(The Secretary read paragraph 32.)
The President: — If there is no discussion on this paragraph, it will
be considered approved and changes ordered.
Mr. Atwood: — Under specifications, add one additional paragraph,
No. 34. a? follows :
"34. Loading. — Rails shall be carefully handled and loaded in such
manner as not to injure them."
The President : — That will be considered approved.
Mr. Atwood: — Paragraph 2 of the conclusions should read: "That
the specifications for the material in joint bars as recommended by your
Committee be adopted and printed in the Manual," cutting out the words,
"and track bolts."
The President : — That will be regarded as adopted.
Mr. Atwood: — Conclusion (3) reads as follows: "That the revisions
of the specifications for Carbon Steel Rails recommended by your Com-
mittee be adopted and printed in the Manual."
The President: — From the vote already taken the Chair assumes this
is satisfactory and it will stand approved.
Mr. Atwood: — There is one item, page 156. which I wisli to call at-
tention to. "Transverse Fissures." Considerable study has been given
to this matter. I wish to say that Dr. Dudley has made some investigation
of this subject, which has not yet come generally before the Rail Com-
mittee. lie lias some points he would like to speak to you about.
Dr. P. 11. Dudley (New York Central) : — This is part of a letter to
President Smith of the New York Central Lines in reference to interior
transvers* fissures in rail heads, stating that the investigations of the
past year confirm the former statements made to him in my letter of
January 0. 1914. with added more definite information in reference to
abnormal or heterogeneous metal in the rail heads.
I found by the investigations of the past year that in a few rails
which leave the hotbeds, the transformations were not as complete as
usual, from the hot molten metal to the finished product, after the sep-
arate periods of recalescence of the head and base. This sometimes leaves
DISCUSSION.
L12]
a central core in the head which is less ductile than it is in the enclosing
exterior envelope, and the less ductile metal may be injured more or
less in the gagging.
I hold in my hand an illustration (Fig. \~ ) representing a "high rail"
as it leaves the hotbed, in which the head lias curved around the base;
also a "low rail" in which the base has curved around the head. Should
there he any transformations that are not complete in the head of the
"high rail,'" the tendency of the gag is to uncap this non-ductile metal,
frrscr or th£ flpeucnrm Gf~ 7H£ GK W strmpmla . 'fsss.
rVofe- 5vpts>mr'J r7c/'ers are normcl/y
I to * "Kfi ac&re A** Stroporfs
/ft-mal core of/rxTmohfc frvm-
Q< ' L'rrt/feC 0tKS>/,rv ir}jvrcc r\ /f*r Cat? .
ftjt/ Offer &ftv*ffi/iewty S/Mttr/r7ff /^•rTta/Terf.' SrfS
/ocj/.-ze& "i /A.- /frjj j.'V 3asc move A/ /f^' &*?
JnXrrrMtJ core o/ /rx ,*^ w*
of L"*tt*o CKcS/Sif* trtrtArtr fiv r'i
*/f»c/t occurs or*/v tA ■ '
fviAWxr See A&Q frctte
f?a// afcr S.'rv/^fr/l'r*? 3/K>i*/r>Q frr mos*c/jf Srfy
i?ca/urc </7 ft* 3a*e on& rieaa moor fy >"/*• (Joy
leaving its imprint underneath the bearing surface, and the wheel loads
ma; enlarge the check into a crack in thai metal, from which the in-
terior transverse fissure develops. This refers to the "high rail" from
the hotbeds, and to straighten il the head must be shortened, while the
base is lengthened by the localized permanent sets of the
The "low rails" have th< rved around the head and the base
will be turned up in the straightening press, The metal in the base must
be shortened, and that in the In ail lengthened, the n what it is
in the "high rails." Should there be incomplete transformations in
1 1 22
RAIL.
tlie heads of such rails, the core may be checked by the gay (see Fig. 18).
I have found and could trace many of the permanent sets of the gag
with the straightedge where the "low rails" had been gagged, and I termed
the checked cores "the intergranular nuclei" for that type of fissure.
These were the most numerous, as we found only a few specimens
with a transverse crack, which I termed "interior transverse fis-
sures of non-ductile metal." I did not find, in the few early speci-
mens of this type, any metal which was separated except the
crack underneath the bearing surface of the head. Recently specimens
were received at the office in which I was able to prove that this type of
interior transverse fissure was produced by the gag on the head, as well
trr £//vi?/ooe of
Oocf//e Afefot
Inter- Qrvrjis/er
A/i/c/et/s cnecKffd
Dy Ooggjrg
/riff £ase
Cross Sffct/on
Jnfer/or Core
of A/on-ducflle Metal
&c/ff to Incomplete
Trcr?sfor/nct/ons
Outer Zicflijoc of £>ucti/e /Vefo/.
The mefof in f/ie /react
sr>orter>e<7 Ou trie Gog or>0
uncapptng of t/K /foo-OuctHe Core
fn/aroed lopg/tucttnffl Section or a /?a// rteatt
&r/o*wng t/ie Effect of the Gog oppt/eft to a rt/g-rj rlo/t
Fig. i 8.
as that of the intergranular nuclei by the gag on the base. The different
illustrations which I have of the two types will be sent out by the Xew
York Central Lines to their own Departments of Maintenance of Way,
and probably they may be available for general distribution.
( Ine of the interesting specimens in reference to the intergranular
nuclei came into the office a few days ago in a Bessemer rail which was
rolled in 1906. The mills at that date were making the rails as fast as
they could from the Bessemer output, and using a 2-inch nozzle for
teeming the ingots. This specimen of the 70-lb. Bessemer rail (Fig. 19)
shows plainly the intergranular nucleus in the head of the rail. An
iodine etching of the section (Fig. 20) shows there was an inclusion
oi cast-iron cut out from the stool, while there was an exterior enclosing
DISCUSSION.
\]S.\
envelope of ductile metal with higher carbon, shown by the dark -hading,
with a dark central core which was checked in the gagging. This was
a "low rail" and gagged from the base.
The Brinell tests all show that the- core was much harder, with a
tough base of about 0.30 carbon, for all of the exterior envelope, while
the darker shaded metal of the cure was of non-ductile metal of higher
carbon. I have photo-micrographs of 100 diameters, illustrating the metal
upon the outside of the head which shows mostly ferrite, and the lesser
-in. 70-lb. Bessemer rail, rolled 1906. Lntergranular nucleus and
gaggied upon the base. Failed Januarj L3, 1915, by int. -rim- transverse fls-
on tangent, near edge of tie and 2 ft. 9% In. from the receiving end
..I the rail. 1 See Fig. 54. 1
ductile metal of the interior zone, enclosing the hard core, the grains
being surrounded by cementite, which is non-ductile.
The transverse section of the rail, indicated by the photograph, in
which there was an interior transverse fissure, is an illustration of what
I called "the non-ductile type," for we only saw the -mall transverse
crack in the center bf the fissure The section of the rail, about 6 inches
in length, came into the office onlj a few weeks ago, and while I no
lllM
RAIL.
the small transverse check under the bearing surface irt the fissure, I
also observed that there was a crack on the side of the head upon the
opposite end, with apparently sound metal between them.
I sawed about 1J/2 inches in length off the section from the end, in-
cluding the transverse fissure, and found the metal back of it sound. I
then cut about \\A inches from the opposite end through the bearing
surface of the head to the transverse crack upon the gage side which
uncapped the non-ductile metal below the bearing surface of the head,
and disclosed the impression of the gag.
»—»»»««■ . ■■ » .
Fig. 20.
Iodine etching of the 70-lb. rail shown in Fig. 19. This illustrates the
exterior enclosing envelope of ductile metal, the central core of lesser
ductility, and the dark, brittle nucleus located in its interior.
It has taken some months to find duplicate specimens of the non-
ductile type which showed underneath the hearing surface the impression
of the gag, due to the fact that we did not always receive the end of the
rail a few inches from the transverse fissure where it was gagged upon
the iiead.
Mr. Atwood, Chairman of the Rail Committee, sent in short pieces
of the ends of a rail in which an interior transverse fissure had de-
DISCUSSION,
L125
veloped. in what I called "non-ductile metal," and I saw a crack upon
the gage side of the head which, when uncapped, disclosed the im-
print of the gag upon the head of the rail, which is illustrated by two
photographs.
Fig. 31.
Interior Transverse Fissure. Nucleus, crack in non-ductile metal. "High
rail" from the hotbeds, and gagged upon the head. Section 5%-in., 80-lb.
Open-Hearth "A" rail. Rolled January 11, 1912. Maximum temperature 13
degrees, minimum 3 degrees. K;iii<'<) July 1. 1914, on tangent over ti<
2 in. from the leaving end of 1 he 1 a 11.
1 uall erse Assure develops In the head downward
from the crack, as well as upward. This type Is not as common as the
intergranular nucleus shown by Figs. 19 and 54. To date there are twelve
which show the Imprint g on the uncapped ductile
metal. The base of tough steel broke as an Independent member. (See
Figs. 32 and 33.)
The gag pressure, to pul a permanent sel in the metal of ti
tion, with incomplete transformations, starts a little longitudinal trans
check under the bearing surface, and the wheels running over the rail
develop and enlarge the 'heck, from which an interior transverse fissure
develops. Usually ih. crack extends to the inside gage of the head, as
1126
RAIL.
exhibited by this photograph, and the expert trackmen remove the rail
before complete fracture occurs.
This is another photograph of a section of rail of the non-ductile
type. When I uncapped the head I found the imprint of the gag on
the non-ductile metal of the central core.
Here is another section of rail illustrated by the photograph which
shows the imprint of the gag that uncapped the non-ductile metal.
This photograph illustrates a rail which has been gagged upon the
head and also upon the side. I did not have sufficient length of the
Fig. 32.
Side view of rail. Fig. ::i. showing longitudinal crack in side of head.
The rails which are gagged upon the head often show these longitudinal
cracks in the side, and should be removed at once by the trackmen. (Office
Specimen, L-382-C.)
rail section each side of where the interior transverse fissure developed m
the track to include the imprint of the gag.
I have a number of other specimens illustrated here by photographs
in which we have but one part of the rail, the metal on which the im-
print of the gag was made being a part of the other side of the fissure,
and is not yet received.
The investigations are now sufficiently advanced to indicate at once
by the type of the interior transverse fissure whether or not they were
"low rails" from the hotbed and gagged upon the base, which in all
DISCUSSION.
1127
the specimens J have exhibit the intergranular nuclei, of which there are
several varieties.
The interior transverse fissures which I have designated as "the nun-
ductile type."' in which there is a small transverse check under the bearing
surface, were "high rails" from the hotbed and gagged upon the head.
I have examples of interior transverse fissures which have developed
in the pneumatic tamping bars used in the track by Mr. G. W. Vaughan,
Engineer Maintenance of Way, New York Central Railroad. The bars
have a foot similar to the ordinary tamping bar, with a shank about 18
inches in length, and are made of hardened steel. They strike about
Fig. 33-
Head view if rail exhibited in F\
capped, showing imprint of the -
a ml
Non-ductile metal un-
1,200 blows per minute. They cheeked from the exterior, and several
Of them have broken. The two examples shown by the photographs were
welded with "V" welds in the blacksmith shops of the company, and then
returned to service. These have developed perfect interior transverse
fissures from the slight unwelded portions of the interior of the bar. I
cut about ^s-inch from the end of one bar and etched it. and saw under
the microscope that tin- weld was not perfect in the center, and the in-
terior transverse fissures had developed as they did in the rail heads,
in what I called "the non-ductile type," illustrated bj the photographs.
This photograph of a section of a rail illustrates an interior trans-
verse fissure which developed from four lar^e interior shrinkage cavities
1128
RAIL.
in the head. Another portion of the same rail in which an interior trans-
verse fissure started to develop was tested under the drop and broke, dis-
closing a large interior shrinkage cavity, exhibited by the photograph.
I obtained a pine tree crystal, which proved that the metal had set be-
Fig. 54.
6-In. 100-lb. Section. Open-Hearth Steel, "A' rail. Rolled January 16,
1911. U. S. Weather Bureau Report, maximum temperature, 1, degrees,
minimum temperature, 7 degrees. Broke February 12, 1914, on tangent by
an interior transverse fissure, over tie, and 2 ft. :: in. from the receiving
end of the rail. (Office Specimen, L-340-B.)
This illustrates the general type of the intergranular nucleus and is the
more common type from the fact that rails are cambered as a rule to
cool low on the hotbeds and then gashed there upon the bas<
fore the ingol was picked tip, and put into the reheating furnace. This
was considered proper mill practice by the manufacturers in Bessemer
ingots, but lias been generally abandoned, as should be, for Open-Hearth
ingots.
DISCUSSION.
1129
This photograph illustrates traces of shrinkage cavities in an old
Bessemer rail. The ingots had heen laid down upon a car, and probably
were detained a sufficient time for the shrinkage cavities to rise to the
upper side, which finally were rolled out as the head of the rail, and
made prior to the teeming of ingots in a vertical position upon cars.
I have photographs of two rails each with intergranular nucleus
from which fissures developed in the track as large, bright spots before
they have extended to the exterior, and admitted the air. They were
obtained under drop tests and were "low rails," gagged upon the base.
Fig. 55-
Head and web section of a 6-ln. 100-lb. rail, Open-Hearth Steel, "B"
rail. This Indicates chilled metal, with a central core from which the frac-
ture radiates, similar cores more clearly defined than in this Illustration
have been found in more than one hundred tails of this make, In which the
transformations were nol complete as usual. Rolled October 81, 1910.
Temperature ii degrees. This section was broken under the Drop Testins
Machine at Beacon, \\ v.. on December 26, 1914. The fail had developed an
interior Transverse Fissure in service, and railed October 17, 1914, in the
track "ii a tangent, over the ii". and 12 ft. 6 in. from the !•<• ■■•■i\ inj,' end of
the rail.
This transverse section (Fig. 55) of the head and web of a rail,
exhibited by the photograph, was obtained under the drop from a rail
where interior transverse fissures had developed and shows under both
sides of the head and '" the web, thai the metal had chilled and the cen-
1130
RAIL.
tral core of non-ductile metal is shown from which the fracture radiated
as it broke under the drop.
This is a photograph (Fig. 56) of a section of rail with heavy base,
which was checked, and the locked-up strains from the gag developed in
the track as a regular "half-moon" break, and finally the square break of
the web and head occurred (Fig. 57).
100-lb. A. R. A. Type "B."
looked up strains of the gag.
Fig. 56.
Section .showing base fracture from the
It is possible that considerable improvement can be made even under
the present methods of straightening the rails. The "high rails" in the
straightening presses, the gag is often applied two or three times in short
spaces, which should be avoided. The rails, either "high" or "low," are
straightened by reducing the long sweep in the rail, by a series of short
curves, and it is often gagged in 10. i_> or 15 places, either in the head
DISCUSSION.
1131
or base, to cut the long curve into a series of short curves and make
the rails straight by the localized permanent sets, shortening and length-
ening, or lengthening and shortening the metal of opposite members of
the section where it is gagged. The side sweeps of the rail must also be
corrected.
A machine of sufficient power, by which the long sweeps could be
removed by stretching each inch of its length by only a small amount,
should be constructed so the metal of the rails would not be injured as
much as it is by the present system of gagging.
The New York Central Lines two years since returned to a contour
of i in 38 for the wheel treads of the passenger equipment as it passed
through the shops, but did not at that time consider it advisable to reduce
the width of the chamfer on the wheel treads on account of the many
frogs which had been worn by the wheel treads in service the past four
Fig. 57.
iia.-^r view "i section shown in Fig. 56, Indicating half-moon break of
the base.
in- five years. This was for the purpose of distributing the wheel load
contacts and pressures over mure width of tin- top "i' the rail, instead
..1 tin- narrow wheel contacts with concentrated wheel loads on the gage
side of the head, by the then existing contours of tin- wheels. It was
necessary for me to obtain more data than T had for my first letter to
President Smith in reference to width of contacl of individual wheels
as they passed over the rails.
I made a number of observations by chalking tin- tops of the rail
heads, and observed the width removed bj each passing wheel,
of the wheels only removed about 54-inch in width of the chalk, while
another removed ' '-inch hi width at a different position on tin- rail
The observations over several miles .11' track indicated that each
individual wheel rarely made a contact exceeding '.•-inch in width on the
rail head, sometimes near th mother wheel tracked nearer
the wel) of the rail, while but an occasional win-el made a contact directly
1132 RAIL.
over the web of the rail, and not a single wheel touched the outside of
the head, under a train of 12 passenger cars. The heads of the rails had
been so irregularly deformed on the gage side by the cast-iron wheels
of the coal and freight traffic, that the intensities of the wheel load
pressures upon the head of the rail were greater than obtained under the
wheel treads in use a decade ago, where the entire width of the head was
worn by the moving wheels.
The proposition now is to extend the chamfer of the wheel tread
out nearly to the rim of the wheel to cover and produce uniform wear
over the head of the rail. Interior transverse fissures were unknown in
rail heads when the proper relation of the wheel tread and the rail head
permitted the uniform wear for its entire width.
The present coning of the wheels and narrow wheel tread and con-
tour is not what it should be for the heavy wheel loads now in service.
The rails from New York to Chicago for the two passenger tracks
cost about $10,000,000, and proper consideration should be given to the
relations of the wear of the wheel treads and the rail heads, and not
deform the latter at the expense of improper wheel tread contours.
Mr. Trimble : — What do you think of canting the rail in order to
overcome the difficulties you have just mentioned?
Dr. Dudley : — -We have canted the rail in several places, but it can-
not meet the condition fully as the bearing surface of the present wheel
tread is entirely too narrow, and we expect to reduce the chamfer to
nearly the contour of the treads of a few years ago. The New York
Central & Hudson River and Boston & Albany Railroads have had over
two decades' experience with 3-inch heads on 95 and 100-lb. rails, and
secured unequalled high standards of track. The Boston & Albany had
excellent wear for a great many years over the entire width of head of
their 95-lb. rail, which is the same width as the New York Central &
Hudson River Railroad standard 6-inch 100-lb. rail, though the depth
of the head was 1-16-inch less. The Boston & Albany Railroad has
used for some years the same 6-inch 100 or 105-lb. rail as the New York
Central Railroad does. The latter road now proposes to return to a suf-
ficient width of the wheel tread to distribute the wheel pressures over the
entire width of the rail head as formerly, and some other railroad com-
panies expect to join them in a restoration of more favorable relations
between the contour of the wheel treads and the rail heads.
Mr. C. E. Lindsay (New York Central) : — Has Dr. Dudley found
any fissures in the base of the rails due to gagging?
Dr. Dudley: — No. sir: you break the base of the rail. Many of the
breakages of the base come from the locked-up strains of the gag. When
the transformations are not complete, we have a brittle base, and it
often breaks under the unit stresses of the passing wheel loads, though
in a greater ratio in Bessemer than Open-Hearth steel in the winter
temperatures.
The President: — The Committee is excused, with the thanks of the
Association.
DISCUSSION ON WATER SERVICE.
(For Report, see pp. 677-713.)
LIST OF SPEAKERS TAKING PART IN DISCUSSION' ON WATER SERVICE.
J. L. Campbell, A. F. Dorley.
The President : — The report on Water Service will be presented by
the Chairman, Mr. A. F. Dorley.
Mr. A. F. Dorley (Missouri Pacific) : — Four subjects were assigned
tlie Committee for study and report, and in addition the Committee was
instructed to make an examination of the subject-matter in the Manual
and submit definite recommendations for changes. The recommendations
will be found on page 687. These changes do not involve any new prin-
ciples of recommended practice, but they are more in the nature of
an amplification of the subject-matter now shown in the Manual.
The President : — As the recommendations of the Committee might
be said to be in the nature of editing, the Chair does not think it is neces-
sary to read these recommended changes, unless the convention desires
to have them read. They will stand, therefore, approved, unless there is
objection.
Mr. Dorley: — The same applies to the changes under the subjects,
"Foaming'' and "Priming." They are in the nature of a rearrangement
and an amplification.
Unfortunately, the study of the Committee on Track Pans has not
progressed sufficiently to make possible a final report to this conven-
tion, but it is the intention to publish the result of the investigation dur-
ing the coming summer by special arrangement with the Board of Direc-
tion.
The report contains a tabulation of a great deal of information from
various railroads, illustrating their experience with deep-well pumps, the
character of the wells, the type of pumping machinery used, the fuel,
etc. This report is submitted to the Association as information, and I
move that it be accepted as such.
( The motion was carried.)
Mr. Dorley: — The experience of various railroads with boiler com-
pounds, and the extent to which compounds are used, is given on page
694. The practice of the 59 roads that answered the inquiry of the
Committee is outlined in the table on page 694. 1 move that this report
be accepted as information only.
The President : — The report will be received as information.
Mr. Dorley : — The Committee also submits a review, in a general way.
of the recent developments in pumping machinery used on railroads,
and is submitted as information.
The President : — The report will be received as information.
1133
1134 WATER SERVICE.
Mr. Dorley : — Mr. J. L. Campbell, the Vice-Chairman of the Com-
mittee, has been conducting for a number of years a progressive test
of corrosion of iron and steel, and a progress report of these tests
will be found on page 712. I would suggest that Mr. Campbell comment
on this feature.
Mr. J. L. Campbell (El Paso & Southwestern) : — I will not read
any of this Appendix, as I assume that the members have read it, or
will do so if interested. The different grades of iron and steel that are
undergoing these tests are given in last year's Proceedings. This year's
Bulletin contains the results, including the first eighteen months. The
information for twenty-one months is now available, and will be given
to the Secretary, so that it may be included in this year's Proceedings.
I anticipate that these tests may terminate at the end of two years on
account of the badly corroded condition of the test pieces and a grow-
ing difficulty in thoroughly cleaning them for weighing to determine the
precise loss. The cleaning has been successfully accomplished for each
of the weighings to date. The particular feature of these tests that
will probably attract your attention is the small difference shown in the
resistance of the various grades of metal to corrosion. The maximum
difference is about 12 per cent, the minimum 1 per cent, or less, and the
prevailing differences are remarkably small.
The President: — If there is 110 further discussion, the Committee
will be excused, with the thanks of the convention.
DISCUSSION ON TRACK.
(For Report, see pp. 715-738.)
LIST OF SPEAKERS TAKING PART IN DIS< USSION ON TRACK.
C. C. Anthony. H. T. Porter.
W. McC. Bond. S. S. Roberts.
W. H. Elliott. L. S. Rose.
J. B. Jenkins. H. R. Safford.
C. E. Lindsay. John G. Sullivan.
The President: — The report of the Track Committee will be pre-
sented by the Chairman. Mr. J. B. Jenkins, who will make the usual pre-
liminary statement.
Mr. J. B. Jenkins (Baltimore & Ohio) : — In considering the report, we
would like to follow the order of the conclusions reached by the Commit-
tee, "ii page 734 of the Bulletin: "Your Committee recommends receiv-
ing as information (i) Drawings of typical layout of Nos. 8, n and 16
double slip crossings, movable points, to be operated by interlocking
plant." The drawings referred to are opposite page 728, and the report
of the Sub-Committee is on page 715. The Committee solicits suggestions
and criticisms : we submitted these plans as information for the purpose of
having them before the Association for an entire year before asking for
their adoption. I move that these be received as information.
(The motion was carried.)
"(2) Drawings of spacing of ties for switches to be operated by hand
and by interlocking plant when No. 1 rod is used as lock rod.'' This
set of drawings is an amplification of a diagram already in the Manual.
and is a better illustration than that in the Manual, but it takes up
more space. We thought it best to present these drawings as informa-
tion so that they can be found in the Proceedings, but not to have them
put in the Manual on account of the space they would occupy.
Air. W. H. Elliott (New York Central) :— I would like to suggest the
checking of the position of the head block tie with reference to the point
of the interlocked switch. The tie is placed too far from the point. It
should be moved to bring the tie midway between the head rod and the
front rod.
Mr. C. E. Lindsay (New York Central) :— On the same subject the
Committee has presented drawings of layouts for 8, 11 and 16 double slip
crossings, to be received as information, those to be operated by inter-
locking. Down below they recommend for adoption and publication in
the Manual the drawings of similar layouts for hand-thrown switches.
In practice it is very desirable to put in an interlocking slip switch and
operate it by hand, before the interlocking is complete. It is difficult to
change that after it is in. It seems to me that the Committee ought to
1135
1136 TRACK.
present a drawing for these crossovers chat can be operated either by
hand or by interlocking.
Mr. Jenkins : — The Committee will take that under consideration and
attempt to get up such plans. As a matter of fact, the set of slip
switches we present for adoption can be operated either by interlocking or
by hand. The other slip switch, to be operated by interlocking, contains
a rather new idea, which we wish thoroughly criticized and tried out —
it is being tried out now — before we offer it for adoption. That plan
can also be developed for a hand-thrown double slip crossing.
Mr. W. H. Elliott : — On several of the plans I note the insulated
joint has been placed lapping the end of the guard rail. If this joint
could be moved out at least one tie space so that the insulated joint
would clear the guard rail, it would be of great assistance in main-
tenance, and as this change may readily be made on all of the plans shown,
I would suggest that this be taken into consideration. In addition the
plan of the typical layout for double crossover should have
marked on it the points at which insulated joints will be placed
as it is a very difficult matter after the crossing has been
constructed and put in place for the insulated joints to be
so located as to give desirable and reasonable track circuit protection.
The manufacturers will design and arrange the parts so that insulated
joints can be put in for track circuit operation if the plan requires that
this be done. The placing of the switch ties so as to permit of their use
with the ordinary switchstand without having to change them when an
interlocking is installed is desirable, and I would like to suggest the
preparation of a plan of a single switch having the head block ties ar-
ranged as for interlocking, with the switch connecting rod attached to
the interlocking front rod, which rod is to be used as a substitute for
the No. i rod, and the No. i rod, which is usually placed twelve inches
back from the end of the point, shall be omitted. The New York Cen-
tral has adopted this construction as a standard and it seems advisable
this Committee recommend for adoption a similarly arranged plan.
Mr. Jenkins: — Will you transmit that to the Track Committee?
Mr. W. H. Elliott : — I will. I think this plan contemplates the use on
the front rod of the lug for the No. i rod, whereas in interlocking work
we use a lug which locates the front rod to one side of the center of the
lug, to give additional spacing between the No. i rod and the front rod.
This is a standard interlocking arrangement, and the ties, if used as
shown on this drawing, would have to be changed to permit the use of
the standard interlocking front rod.
Mr. L. S. Rose (Cleveland, Cincinnati. Chicago & St. Louis) : — Will
the speaker please say what diagrams he is talking about?
Mr. W. H. Elliott : — The diagram for switches to be operated by in-
terlocking plants, the third diagram showing the position of the tie and
the drilling point.
Mr. Rose: — The diagrams take care of the very question raised by
Mr. Elliott. The switchpoint is just even with the tie. The intention
DISCUSSION. 1137
is to have an overhanging lug go beyond the tie, the same as used for
an interlocking rod on interlocked switches — that is taken care of on
this drawing, but the lug is not shown.
Mr. H. T. Porter (Bessemer & Lake Erie) : — Several years ago the
Association adopted and put into the Manual the spacing of ties of switches
to be operated by hand. That was the same as this diagram on the left-
hand side. In the plan of the switches there was an extra bolt instead
of a rivet, to fasten the reinforcing bar one space towards the end of the
point in order that the front rod in a switch thrown by hand could be
moved five inches nearer the front, when the switch was thrown by an
interlocking plant. Then the front rod would simply be an interlocking
bar, and the second rod back of the tie would be the throw rod by which
the switch is operated by the interlocking plant. The reason is, as was
suggested by Mr. Elliott, it is very desirable to use the same connection
as is ordinarily used between the switchpoint and the bar that is used for
a locking rod, instead of using a bar with feet. So it was carrying out
that idea that we shifted, the tics in order that the locking bar would be
the same as the No. i bar in a hand-thrown switch. That will explain the
reason for shifting the ties. When the first plan of switch was adopted
it was felt that we put the No. i bar as near the end of the switch point
as was desirable. It may be that experience has developed since that you
can put it five inches nearer the end of the point and still be safe.
Mr. W. H. Elliott : — If I understand the point made by Mr. Porter, the
part of the title, "for switches to be operated by interlocking plant,"
should be omitted, as the head block tie must be shifted to permit of
the ordinary standard interlocking attachments and the construction shown
is not suitable for interlocking purposes.
Mr. H. T. Porter: — Yes; there is nothing shown on the plan that
the spacing of the ties lias been changed. Take the plan on the left and
the plan on the right, and the spacing of the tie has been changed. You
start from the tie X on the switches to be operated by interlocking plant,
and you come along with to inches, i<> inches, [8 inches, and 20 inches
You start from the same tie operated by hand and you have -'I inches,
jo inches, 20 inches, 20 inches, so that there arc several ties in there that
are shifted to change from a hand-throw.
Mr. Jenkins: — These drawings which we submit to-day are nothing
hut amplifications of these dotted line spaces. Instead of having only
the one plan with dotted lines to show the alternate arrangement, we have
the two arrangements shown in parallel columns. Mr. Elliotl did
not quote the full title, which is: "Spacing of tics when No, 1 rod is
used as lock rod for switches to be operated by interlocking plant.'1 1
think the full title explains it \cr\ well.
Mr. ( '. C. \nthom (Pennsylvania Railroad): The discussion so far
on these plates brings out the faci that we need co-ordination between
the work of this Committee, so far as switches and slips are concerned,
and the proper Committe< of the Railwaj Signal Association. The Com
mittee of thai Association, on Standard Designs, has been working for
1138 TRACK.
some time and is working at the present time on the connections for
operating and locking interlocked switches. The general custom has
been to locate what we call the front rod nearly on a line with the ends
of the switch rails. In some cases the center line of that rod, and in
other cases one side of it, is exactly on a line with the ends of the points.
These figures on the right of the third plate contemplate the use of the No.
i rod as a "front" rod — applied to the first pair of rivets and therefore
bringing the center line of that rod four inches back from the ends of
the points. I do not undertake to say at this moment whether that is or
is not desirable, but it is quite a new and novel proposition, and it would
be rather necessary for the signal people to get in on that question and
determine whether, by practicable design of attachments for the lock-
rod and the operating rod, they will be able to get the proper spacing,
especially in connection with switch-and-lock movements.
On the fifth plate the Committee presents slips with the points very
much staggered, so that two rods can be applied entirely out of the way
of the other two, and it implies that this is done for the convenience of
interlocking. I am not clear that any considerable number of signal peo-
ple are demanding that. We are getting along very nicely with all of
the four points on one line and are using front rods which go straight
through and connect with all of the four points on the same line. I do
not mean to criticize this especially, but I think the Committee should
co-operate with the Committee on Standard Designs of the Railway Sig-
nal Association, so that we may bring about an arrangement that will best
suit the interlocking connections.
Mr. Jenkins : — In regard to the double slip crossings with the stag-
gered points, we have stated that the arrangement is novel ; that we think
there is a possible advantage, and we present the plans a full year before
asking for any action in order to get criticisms, and we have specifically
asked for criticisms.
Mr. W. H. Elliott: — In stating possibly a reason why a criticism
has not been given before, I might say that we have on the New York
Central only within the last two months developed what we consider a
satisfactory rod which will permit of the attachment to and working of
the four points on one end of a double slip switch by one rod. If it is
practicable to get satisfactory adjustment with such a rod, it is of great
advantage from a track maintenance standpoint, and also from a signal
standpoint, in that so much less material is required and the connections
are so much simplified. For this reason I feel it is unnecessary to use
the design shown on this drawing and that satisfactory and simple at-
tachments may be made to the double slip switch when all of the points
end at the same tie.
Mr. Rose: — Inasmuch as these designs are under discussion, I would
like to bring to your attention the reason for this. In the first place,
there is a slip here, with the rods all on a straight line, which anyone
can use, if they so desire, and get the proper sort of interlocking con-
nections; but it has been found in some places that it is necessary to lock
DISCUSSION. 1139
the end points against the middle ones, so that a train cannot foul the
movable points. In this case the movable points will have to be set
for a through passage before you can change the end points. Mr. Elliott
or some of our signal friends may say it is unnecessary to do that; that
the signal cannot be cleared until those points are set up. That is gen-
erally true, but in the West we put in derails. That is to protect cross-
ings as well as signals, and very often, as an operating proposition, we
have trains overrun the signals and go through the middle points that
are not protected by switch locking. If the middle points are damaged,
the track is blocked and you are practically out of business on that track
on account of the trouble to repair the middle points, whereas if you
run through a switch you generally have something to fix it with. That
was the idea of ihis design of slip crossings, so that the interlocking can
be arranged to protect movements through the movable point crossing.
The President: — If there is no further discussion, Conclusions 2 and
3 will be received as information. The Committee recommends receiv-
ing as a progress report the report on "Track Labor," on pp. 716 and
717-
Mr. Jenkins :— I would like to call your attention to the last para-
graph of this report: "The Sub-Committee further recommends that the
officers of the Association communicate again with the American Railway
Association, strongly urging the adoption of December 31 as the end
of the fiscal year." This was spoken of by the Track Committee last
year, and there seems to be no argument necessary. Mr. Howson of our
Committee presented a few facts which were very forceful. Mr. Wendt
also spoke along the same lines, and our President mentioned the same
subject yesterday. I do not think it is necessary for the convention
to act on this resolution of the Sub-Committee, but the Track Commit-
tee wishes to endorse and emphasize the recommendation of the Sub-Com-
mittee. I move the report on Economics of Track Labor be received as
a progress report.
(The motion was carried.)
The President : — The Board of Direction has also taken up this mat-
ter of the Fiscal Year and will try to see if something cannot be accom-
plished in that direction.
Mr. H. R. Safford (Grand Trunk) : — I would like to say a word
about the Sub-Committee work on Economics of Track Labor. I do not
believe there is a more important subject before this body than this
subject, because the study which the Sub-Committee has given to it so
far has shown that there are a tremendous number of very live, active
factors in which all of us who are interested in maintenance of way work
are vitally concerned.
This Sub-Committee, and the Track Committee also, after a con-
siderable amount of study, developed a plan whereby a great deal of
necessary and valuable information was to be collected, reflecting the
distribution of labor and other expenses under all kinds of track con-
ditions. They prepared certain statements on which this information
1140 TRACK.
could be tabulated, and also outlined in their statement form all of the
features which ought to be considered, and we have sent to the railroads
represented in this Association a copy of this blank and have asked their
co-operation in keeping these records of test sections for a year or two,
if necessary, but unfortunately we are not receiving the information to
the fullest extent that we believed characterizes this study. Some rail-
roads have been sending these reports in promptly, but others have failed
to send them, or at least we failed to get them.
The Committee wants to take this opportunity to impress upon the
members that this is an extremely important matter and we request that
you will assist us in this work. The form which the Committee has put
before you to follow is not difficult of understanding. An ordinary sec-
tion foreman can keep it without trouble, and there is no great amount
of expense involved. The size of the form has frightened some people;
it is a large sheet with many columns, and appears to be voluminous,
but if it is studied for a short time it will be found that it is within
the grasp of an ordinary section foreman to keep it in the way we want it
kept, and I speak for the Committee when T say that we would appre-
ciate very much this matter being given special attention.
The President : — The report on Track Labor having been received
as a progress report, the Chairman will take up the next subject.
Mr. Jenkins : — We present for adoption the following resolution :
"(i) That it is very desirable that there be defined standards for the
manufacture of manganese frogs and crossings.
"(2) That drawings Nos. t, 2, 3, 4, 5. 6 and 7 and specifications for
solid frogs, raii-bound frogs and sections for solid crossings, Manganese
Track Standards, appear to be satisfactory, and that they be placed in
general use as representing minimum section, but that they be not in-
corporated in the Manual for the present.
"(3) That all frog, crossing or other structures manufactured in ac-
cordance with these designs and specifications be stamped with the manu-
facturer's name and the initials 'M. T. S.,' signifying 'Manganese Track
Specifications: "
Mr. Lindsay:— It is a principle of this Association. I believe, SO
firmly fixed as to be axiomatic, that this body does not adopt standards,
and I think the use of the word "standard" in that paragraph and on the
drawings is unfortunate.
I also call attention to Conclusion 3 that the initials "M, T. S." are
the same as the "Manganese Track Society."
T have no de>ire to reflect upon the Manganese Track Society, which
has done valuable pioneer work, but T think if we use the word "type"
here instead of the word "Standard" and call this "Manganese Type." it
will be the right thing.
Mr. Jenkins: — These specifications were tentatively adopted by
this Committee after conference with the Manganese Track Society and
the Manganese Steel Founders' Society. The three committees held joint
meetings. The work was the work of the Manganese Track Society and
the Manganese Steel Founders' Society. Aiter carefully considering these
DISCUSSION. nil
plans and specifications, they seemed to be very desirable. The Track
Committee had been instructed by the Board of Direction to confer with
these committees and take up the subject. We have embodied in the
resolution certain of their recommendations, but not all of them. We
favor taking up these plans and specifications at the present time and
trying them out, and if this Association finds that any changes are neces-
sary in them, the other two societies will be willing to make such changes
in the specifications as seem desirable. This subject has been before this
Committee for several years; we have done nothing with it as yet; there is
now an opportunity to make a start and try to do something with the
subject, so that if the specifications are good we can adopt them, and if
not we can propose improvements. Manganese frogs and crossings have
received rather a black eye in recent years on account of many of them
failing, the reason for the failures being that the sections were too light.
These designs call for a minimum section and the object of these stand-
ards is to avoid sections being used in the design which will cause the
frogs and crossings to fail on account of faulty design.
We think this is a good way to get started, to tentatively adopt these
specifications without publication in the Manual, try them out and then
try to do something better with them.
Mr. Lindsay: — My objection is not to the detail- of the Committee's
work, but to the use of the word "standard.'' If they will use the word
"type" in place of the word "standard," I will have no further objection.
Mr. Jenkins: — The Committee will accept "Manganese Track Type."
That will result in changing the word "standard" wherever it occurs
to "type." I do not think there is any use in changing "M. T. S.." which
stands for "Manganese Track Specifications." The Manganese Track
Society has not adopted any initials to signify anything made in accord-
ance with its designs. The initials were embodied in this recommendation
at the suggestion of the Track Committee itself for the identification of
track structures or material designed in accordance with these specifica-
tions by any manufacturer.
.Mr. Lindsay: — Will the Committee omil the letter "S" and make it
"M. T.?"
Mr. Jenkins: — I do not think the Committee is a unit on that. 1
really believe "M. T. S." would be a little better myself.
The President: — If there is no further action, the recommendation
of the Committee that this be accepted for adoption will be taken as
approved. We will now pro, red to tin- consideration of special subjects
which are to be received a- information.
Mr. Jenkins:- "(\) Drawings of typical layout of Nos. 8, 11 and 10
double slip crossings, movable points to be operated by interlocking plant.
••(_>) Drawings of spacing of ties for switches to he operated by
hand and by interlocking plant when No. I rod i. used as lock rod.
"( i) Drawings of typical layout of \\,s. x, n and io double eross-
o\ ers."
The President: 1- there am objection to that proposition?
1142 TRACK.
Mr. Lindsay : — I move that matter be referred back to the Commit-
tee with instructions to endeavor to reconcile and prepare drawings of
such a device as can be operated by either interlocking or by hand,
without material change of the location of the switch ties.
Mr. Jenkins: — This matter has been before the Association for an
entire year, and we have not received a criticism of these plans. They
were submitted for criticism at the last convention. We have not re-
ceived a letter or communication of any kind in regard to them.
Mr. H. T. Porter: — We have not reached that point yet. This is
simply a general diagram showing the angles and leads. The details
are not shown here. When we come to arranging the spacing of ties that
question can be taken up then.
Mr. C. C. Anthony : — I seconded Mr. Lindsay's motion without real-
izing that the particular plan under consideration now had been before
the Association for some time. However, the reason .for the motion is
that the situation has been complicated by the presentation of these
plans showing the staggered arrangement of points. To say the least, I
think the title of the plan we are now speaking of is wrong, especially
when taken in connection with that of the other plan of slip crossings —
the fifth plate. These two titles seem to imply that slips of one design are
recommended for use where the points are thrown by hand, and slips of a
different kind are recommended for use where the points are thrown by
interlocking. I do not think that is a proper distinction. We are cer-
tainly able to interlock slips arranged in either way. Furthermore, Mr.
Rose gave us to understand a short time ago that the designs shown on
the fifth plate were prepared to provide for some particular method of
operating the slip points in connection with the frogs, and not necessarily
for general use at interlocking plants. We do not want two different
designs of double slips if we can get along with one.
Mr. Jenkins : — I think the last criticism was made without careful
examination of the plans, because there is nothing in the title to say they
are only for hand-thrown double slip crossings. The plans are for typical
layouts of No. 16 double slip crossing, No. II double slip crossing and
No. 8 double slip crossing, with movable points. There is nothing in
the titles of the plans to indicate whether they are for hand-throw or for
interlocking, but the Committee recommends these drawings as good prac-
tice for hand-thrown crossings. We may possibly recommend them next
year as good practice for interlocking also. But for the present we have
under consideration other plans for double crossings for interlocking.
Whether these plans or the others will be the best for interlocking, we
are not prepared to say. We are now prepared to recommend these for
hand-thrown — for one purpose alone. I have heard no criticism of
these plans as applied to hand-thrown crossings.
Mr. Lindsay: — If I read the drawings properly, I cannot agree with
Mr. Porter's statement it does not show the spacing of ties.
Mr. H. T. Porter: — I was discussing the double crossover, the latter
part of the same recommendation.
DISCUSSION. 1143
Mr. Lindsay: — In connection with this No. 6, plans have been out
for sonic time, but as Mr. Elliott lias said, we have only solved the prob-
lem for ourselves within the last two months, and we believe that the
Committee will he able to accomplish a very great good by taking a sug-
gestion which will be offered, that these two plans be withdrawn, and
one be prepared which will be acceptable.
Mr. Jenkins: — The Committee will be delighted to have these re-
ferred back for reconsideration, if we are going to get any information
from the other members of the Association. We have no desire to thrust
anything on the Association which has not been considered ; we are pro-
ceeding in a very cautious and conservative way, and we are trying to
put everything before the Association in ample time before it is put up
for adoption. If another year will result in any new light being thrown
on the subject, we will be glad to have this matter referred back, but if no
new light can be bad, more than has been shed on the subject during
the last year, which is nothing, we see no reason why it should be re-
ferred back.
Mr. C. C. Anthony: — I apologize for overlooking the title of the
drawing, although I think I am somewhat excusable, as the conclusion
on page 734 gave me the impression that these were slips for hand opera-
tion.
In view of these explanations, if Mr. Lindsay will withdraw his
motion, i shall be very glad to withdraw my second, with the under-
standing that these are plans of double slip switches for general use.
I see no objection to letting them go through, and then we can see what
is to be done with the other plan presented for information. I would
like to renew my suggestion not only that the members give the Commit-
tee aid in this matter, but that formal arrangements be made to have
co-operation between this Committee and the proper committee of the
Railway Signal Association.
Mr. Lindsay: — I think the subject is of sufficient importance to be
referred back. I hesitate, however, to ask the Committee to consider
anything further; the report is in good shape, but there can be decided
improvement made in the spacing of the tie-- at the switchpoint, which
will obviate continual movement of the switch ties when changing from
one throwing device to the other.
I think Mr. Anthony'-, suggestion, that the subject he taken up in
co-operation with the Railway Signal Association, is .1 good one, and
will bring about good results.
Mr. Rose:— I think Mr. Anthony has rather given the impression that
this Committee is trying lo pUt something over on the Signal Association.
Some years ago we had a joint meeting with the Signal Association Com
inittte and worked on this \er\ question. I would like to ask him if the
Signal Association has yet decided what kind of a foot they want on an
interlocking switch.
He says not yet.
1144 TRACK.
Mr. S. S. Roberts (Consulting Engineer) : — I will ask Mr. Lindsay
if the feature which he speaks of his road having worked out has been
tried out and proven to be satisfactory?
Mr. Lindsay: — Yes.
Mr. S. S. Roberts: — Our first plans showed the switchpoints opposite.
Our reasons for change and for submitting a plan showing the points
staggered were the insistency of interlocking men in the field that stag-
gered points were more practicable for the application of their appliances,
and it was disclosed in conferences with manufacturers or claimed by
them that staggered points were more readily connected up and the
mechanisms for the connection were more economical. These opinions
were considered of sufficient merit to warrant the submission of the
present plans.
Referring back to the spacing of ties under the switchpoints. About
four or five years ago this Committee prepared and submitted a single
plan for the spacing of such ties. That plan was referred back to the
Committee for reconsideration in connection with the Committee on
Interlocking, with the view of perfecting a plan which would show a
tie spacing that might be used for either interlocked or hand-operated
points, without the necessity of shifting any ties in changing from one
to the other method of operation. The two sets of plans resulted, for
the reason that in our joint meetings neither they nor we could suggest
any one plan that would meet the conditions the interlocking men pro-
posed, and would not vary, and also fulfill the requirements considered
good practice in hand-operated switches. Unless a uniform method of
design and attachment of the lock rod is adopted and unless the same
fixed distance from the point of the switch rail to rod No. i, or the
head rod, is agreed upon, no one plan of tie spacing will answer for
both methods of operation.
Mr. W. H. Elliott: — I feel there is some confusion as to which of
these drawings is to be recommended for adoption in the Manual. The
conclusion, as I read it, calls for all except the last drawing to be re-
ceived as information. From the criticisms advanced, I feel that these
drawings, which, by the title, state the layouts are to be operated by
an interlocking plant, should be referred back for consideration, as, while
the controlling of the points is in accord with that which was agreed
upon by the Committee of the Signal Association and this Committee, the
spacing of the ties is not in accord with the best practice.
The President : — The motion before the house is that the matter be
referred back to the Committee for further consideration.
Mr. Lindsay : — I move that it be referred back to the Committee
for consideration and co-operation with the Signal Committee.
(The motion was carried.)
Mr. Jenkins : — The Committee proposes certain changes in the defini-
tions, as shown on page 728.
Mr. Lindsay : — Will the Committee agree to the elimination of the
words "circumference of" in the first definition?
The President : — As these arc definitions, any criticism of them should
DISCUSSION. 1 1 15
be submitted in writing, and we should not be called upon to discuss them
here.
Mr. W. McC. Bond (Baltimore & Ohio) :— With reference to the
definition of "Elevation," the use of the word "Super-elevation" was dis-
continued at a previous meeting.
Mr. Jenkins: — We define it as "elevation," bill we also say "some-
times called Super-elevation."
Mr. Bond: — Would it not be well to add after the word "running"
in the definition of "switch," the words "to another track?"
Mr. Jenkins: — The Committee is willing to accept that.
Mr. Lindsay : — In the definition of "frog" and the definition of
"switch," will the Committee agree to the elimination of the words
"engine or?"
Mr. Jenkins: — That conforms to the American Railway Association
rules ; we use the same phraseology, "engine or train."
On page 86 of the Manual, referring to "requisites for the standard
rail joint," the Committee proposes to omit (5), "Its cost shall not he
prohibitive." That is so plain it does not need to be stated.
We also make a change under "Frog Blocking."
Mr. John G. Sullivan (Canadian Pacific) : — On page 732, "Main-
tenance of Surface," under "additions," I think the Committee should say-
that it should be done where possible. You might find tangents so short
that you could not do that.
Mr. Jenkins: — If it is so short you cannot do it. you should put in a
spiral and use a shorter runoff. The Committee will accept "if possible."
Mr. Lindsay: — In connection with the matter on page 733. "Widening
Gage on Curves," I know the installation of frogs on the inside of curves
is undesirable, and I feel we ought to say so for several reasons. We
are constantly asked to locate sidetracks, where it necessitates placing
the frog on the inside of curves at high-speed points. W'hether it is
politic to say so or not, f believe we ought to set forth this fact in some
form.
Mr. Jenkins: — I remember when this matter was discussed some five
or six years ago, the Association felt it was important at that time to
state that frogs were undesirable on the inside of curves. I would per-
sonally favor stating "frogs on curves are undesirable," as the sentence
preceding this one, hut I think that it had better be referred to the
Committee and come up for consideration again next year.
The President: — If there is no objection, tin- matter will stand ap-
proved as read.
(Chairman Jenkins then read the matter headed "Standard Speciliea
tions for Frogs, Crossings and Switches," which was approved as sub
mitted.)
(Chairman Jenkins thin read the matter headed "Specifications for
Track Bolts," which was approved as submitted.)
The President: If there is no further discussion on the report of the
Track Committee, the Committee will he excused, with the thanks of the
convention for the excellent work it has done.
DISCUSSION ON CONSERVATION OF NATURAL
RESOURCES.
(For Report, see pp. 9S9-1003.)
LIST OF SPEAKERS TAKING FART IN DISCUSSION ON CONSERVATION OF NATU-
RAL RESOURCES.
A. W. Carpenter. William McNab.
C. E. Lindsay.
The President: — We will now take up the report of the Committee
on Conservation of Natural Resources. In the absence of the Chairman
of the Committee, the Vice-Chairman, Mr. A. W. Carpenter, will present
the report of the Committee.
(Mr. Carpenter outlined the report.)
Mr. William McNab (Grand Trunk) : — I move that the report of this
Committee be received as one of information and progress.
Mr. C. E. Lindsay (New York Central) : — I would call attention to
page 1002, the paragraph concerning the State of New York, which reads.
"Oil burning has been found a most effective measure for the preven-
tion of fire by steam railways." I wish that statement, "most effective.''
had not been quite so strong. The experience with oil-burning locomo-
tives in the State of New York has only covered a period since 1909. and
during that time the conditions in the forests through which the oil-
burning engines have been operated have not been such as to make fires
from any source whatever of very great extent. I think if the words
"useful measure" had been used it will prevent someone from taking
that as a peg to hang his hat on.
The President: — The Committee will accept that suggestion. If
there is no further discussion or objection, the report will be received in
accordance with the motion <>f Mr. McNab, and tin Committee excused
with the thanks of the convention.
1147
DISCUSSION ON BUILDINGS.
(For Report, see pp. 739-784.)
LIST OK SPEAKERS TAKING PART IX DISCUSSION ON BUILDINGS.
A. W. Carpenter. M A. Long.
E. J. Correi.l. O. E. Sei.by.
C. E. Lindsay.
The President: — We are asked to give consideration to the report of
the Committee on Buildings this afternoon, for the reason that the Chair-
man and some of the members of the Committee are unable to be lure
to-morrow. The Chairman of the Committee, Mr. Long, will briefly
outline the report and call attention to those points on which discussion
is desired.
Mr. M. A. Long (Baltimore & Ohio) : — The work of your Committee
for the past year consists of the following:
(i) Revision of the Manual; (2) providing side-headings on the
"Roofing" report; (3) providing side-headings on the report on ''Prin-
ciples covering design of inbound and outbound frieght houses'' : (4)
adding side-headings to the report on "Shop Floors," and adding a
specification for rock mastic and wood blocks for floors; (5) report on
"Rest Houses"'; (6) report on methods of heating for medium-sized
stations; (7) report on methods of lighting medium-sized stations; (8)
report on sanitary provisions for medium-sized stations.
In order that the members may understand which items in the
Manual have been changed, we have used a symbol to designate the
changes.
You will note that we have modified Fig. 1 in the Manual, and in-
stead of showing three diagramalie plans with dimensions, we have
used one diagramatic plan with percentages and without dimensions.
These percentages were arrived at by taking typical stations for each
railroad represented on the Committee and averaging them: and we
believe that these percentages will lie satisfactory for am station, except
an especially large one, or a station which must be arranged to suit spe
cial conditions.
In order to consume as little time as possible in presenting this
nport, I will simply call attention to the items that were changed, and
if there are no objections we will proceed to the next one.
We will stop at the Second item on page 74<>. under "Turntable,"
and make a suggestion that, in view ol the fad that the Committee
on Iron and Steel Structures have gone into the design of the turn-
table proper, and in their report have touched on the turntable pit,
we would recommend that thej lie given the work in connection with
turntables, and that this be eliminated from the report of the Bui1.
Committee.
I 1 »!l
1150 BUIUDINGS.
The President : — That cannot be done, in view of the fact that the
Committee on Iron and Steel Structures have presented their report,
which has been accepted, and, unless the Buildings Committee re-
tains this item, there will be nothing in the Manual covering turn-
tables.
Mr. Long :— In view of the President's remarks, the Buildings Com-
mittee will retain this item, and would call special attention to para-
graph (c), in which we have given the good and bad points in refer-
ence to the method of running electric current for operating the turn-
table. There was a division in the Committee in regard to whether or
not we should recommend overhead contactors with wires running over-
head or running the wires underground, and in view of the division in
the Committee we have given the good and bad points of each, so that
the members can choose for themselves.
Mr. O. E. Selby (Cleveland, Cincinnati, Chicago & St. Louis) :— It
seems to me that it is so desirable to have a turntable pit paved that the
word "preferable" should be omitted. I make such suggestion to the
Committee.
Mr. Long:— We have installed two tables recently where we have
a graveled formation for a number of feet in depth, and we do not
need to pave. The word "preferably" has been inserted because we
felt that there are places where it is better to pave the pit. The Com-
mittee will accept the suggestion.
Mr. E. J. Correll (Baltimore & Ohio Southwestern) : — I suggest
changing the clause on coping, "not less than six inches thick," to "not
less than eight inches thick."
Mr. Long: — The Committee considers that six inches is thick
enough. We have had very satisfactory results from six-inch coping.
Mr. A. W. Carpenter (New York Central) : — I do not think that
wood is the best material for coping. Later practice tends toward a
somewhat more solid bearing than wood gives. I would prefer to see
that read, "with a suitable coping."
Mr. Selby: — I would put it stronger than that. There is a pretty
well-divided opinion and practice as between a wood coping and coping
with concrete or metal supports for the rail. Investigations by the
Committee on Iron and Steel Structures have developed that practice
and opinions are not a unit on that point, and certainly this convention
is not prepared to endorse the proposition for a wood coping. Then-
fore I move that the clause be changed to read, "Circle walls should be
of concrete or brick, with proper supports and fastenings for rails
on the coping." That leaves the question of the kind of coping open.
Mr. Long:— The Committee will accept that.
Mr. C. E. Lindsay (New York Central): — Will the Committee
accept the substitution of the word "parts" for "interior"?
Mr. Long: — The Committee will accept that.
As to the "Principles Covering the Design of Inbound and Out-
bound Freight Houses," I want to state in connection with the recom-
DISCUSSION. 1151
mendation that this lit- published in the Manual; that the Committee
did not feci that they could condense this information and give proper
conclusions. If the convention does not approve the publication of this
material as a whole in the .Manual, then we suggest that the .Manual
only contain reference, using the Manual as an index, stating where the
matter can be found in the Proceedings. We either want the convention
to accept it all or none.
I move that the "Principles Covering Design of Inbound and Out-
bound Freight Houses" be accepted for publication in the Manual.
(The motion was carried.)
Mr. Long: — The subject of freight-house floors was presented to
the Association last year and referred back to the Committee, with
request that side-headings be inserted, and also that a specification for
wood-block floors and for asphalt-mastic floors be added, which will be
found on page 766.
We offer the report on "Shop Floors" as information, to be pub-
lished in the Proceedings, but not in the Manual.
The President: — If there is no objection to receiving the report in
this way, it is so received.
Mr. Long: — The next portion of the report deals with "Rest
Houses.-' This data we also recommend be published in the Manual in
full, as we do not feel that we can formulate conclusions which would
be sufficiently complete. We consider that each item in this report is
a conclusion, and we therefore recommend that the portion of the report
on "Rest Houses" be published in the Manual.
(The motion was carried.)
Mr. Long: — As to the "Method of Heating Medium-Sized Stations,'"
this is new matter, and we offer this for publication in the Proceeding,
and that the conclusions given on page ■/-- be published in the Manual —
the first part to be published as information.
(The motion was carried.)
Mr. Long: — The same course is suggested in regard to the sections
relating t" "Methods of Lighting Medium-Sized Stations" and "Sanitary
Provisions for Medium-Sized Stations"; thai is. the first part t ■ • lie pub-
lished as information and the conclusions to be published in the Manual.
(The mot inn was carried.)
The President: 'Ibis ends t lu- consideration of the report of the
Committee on Buildings, and the Committee is excused, with the thanks
of the Association.
DISCUSSION ON WOOD PRESERVATION.
(Vov Report, see pp. 825-888.)
LIST OF SPEAKERS TAKING PART IN DISCUSSION ON WOOD 1'KESERVATION.
J. L. Campbell. Hunter McDonald.
E. A. Frink. Earl Sum son.
C. E. Lindsay.
The President : — The first report to be considered this morning is
that of the Committee on Wood Preservation, Mr. Earl Stimson, Chair-
man. The Chairman of the Committee will please state in a brief man-
ner the way in which he wishes the report considered.
Mr. Earl Stimson (Baltimore & Ohio) : — Quite serious objections
were raised by several members of the Committee to the wording and
the manner in which some of the facts were presented in the first four
paragraphs of the introductory to the proposed specifications for the
creosote coal-tar solution. By inference, on account of ambiguity and
possibly a little poor English, these members were able to see a mean-
ing in these paragraphs which was entirely foreign to that which the
Committee wishes to convey.
These members objected to the manner in which the matter con-
tained in these paragraphs was presented, as they thought that, at
least by inference, it constituted a very strong endorsement, if not a
recommendation, for the use of the creosote coal-tar mixture in place
of straight creosote. The stand of the Committee is plainly stated in
these paragraphs to the effect that we do not indorse the mixture and
we do not recommend it. In compliance with the instruction of the Board
of Direction, after working on the subject for four years, we felt we
could now present a specification which represented current practice in the
use of this mixture.
Fearing that a like meaning might be seen by others, it seemed desir-
able to reconstruct these paragraphs 50 as to make the Committee's
meaning clear beyond a doubt. This the Committee believes has been
done in the paragraphs about to be offered as substitutes. These sub-
stitute paragraphs were drawn with the aid of the objecting members
and meet their objections entirely, and a-> a result they very grace-
fully withdrew a minority report which they had prepared for presen-
tation.
The President: — Inasmuch as these substituted paragraphs meet with
the approval of the entire Committee, the Chair suggests they be taken
as approved by the convention, and thai we take up, first, the considera-
tion of the specifications. The real essence of the matter is found in
the specifications which the Committee recommends, and the Chairman
will now take up the specifications.
1 1 53
1154 WOOD PRESERVATION.
(Mr. Stimson read the first conclusion on page 833, and in connec-
tion therewith the matter on page 826.)
"(1) The Use of Coal Tar in Creosote:
"(a) The Specification for a Creosote Coal-Tar solution (p. 826).
"(b) Paragraphs 1 and 2, referring to the quality of the coal
tar to be used in the solution (p. 826).
"(c) The six precautions to be followed in the use of coal tar
in solution with creosote (p. 827).
Mr. Earl Stimson : — I move that this conclusion be inserted in the
Manual.
Mr. Hunter McDonald (Nashville, Chattanooga & St. Louis) : — Will
it be furnished with marginal headings?
Mr. Earl Stimson : — Yes ; vvc can do that.
Mr. E. A. Frink (Seaboard Air Line) : — I would inquire, if this
is inserted in the Manual, whether it will be accompanied by any ex-
planation of what results may be expected.
Mr. Earl Stimson : — I do not believe it is customary, in publishing
matter in the Manual, to give anything introductory or explanatory, but
to give only the actual matter, such as a specification, that is adopted.
Such matter and the various arguments leading up to the adoption are
found printed in the Proceedings, either in the report or in the discus-
sion. Is that right, Mr. Secretary?
Secretary E. H. Fritch : — In some cases explanatory notes have been
inserted in the Manual.
Mr. Frink: — The reason I made the inquiry is because my under-
standing is that the Committee does not intend us to understand that
this solution will give results at all equal to straight creosote, and it
struck me if it is included in the Manual without any explanation, it
may be very misleading to certain people, who might use that specifica-
tion for wood preservation. It seems to me if we include a specification
in our Manual for a solution that will not produce results equal to
creosote, we ought in some way to safeguard the use of that specifica-
tion.
Mr. Earl Stimson : — The Committee is willing to make an explana-
tory statement, either in the form of a footnote or a prelude to the speci-
fication, when published in the Manual. Will you be willing to leave it to
the Committee to formulate that explanation?
Mr. Frink : — Yes.
Mr. J. L. Campbell (El Paso & Southwestern) :— If I correctly under-
stand what the Chairman of the Committee said a few moments ago, the
Committee does not recommend a mixture of creosote and coal tar such
as is provided for in these specifications. If this is true, why is this As-
sociation asked to adopt the specification, or is the Committee merely
submitting the matter to the Association as a statement of fact without
recommendation?
Mr. Earl Stimson:— Our reasons are given in the four preliminary
paragraphs, to which I have referred. Do not misunderstand what the
DISCUSSION. 1155
Committee means. We do not endorse this coal-tar creosote solution as
better than creosote, nor do we recommend it as a substitute for creo-
sote. The solution is being used to a large extent, therefore it seemed
proper that the Committee should investigate its use, discover the best
practices and from them formulate a specification to serve as a guide
to the many users of the mixture. They will then know they are getting
a proper mixture if it conforms to that given in this specification for the
creosote coal-tar solution which the Committee recommends to the As-
sociation for adoption. The Committee, however, does not feel, at the
present time, that it can recommend as to the advisability of using the
mixture in place of creosote. This information is all given in the report
in the four paragraphs preceding the specification.
Mr. J. L. Campbell : — I got the impression from this first paragraph
in Bulletin 174 that the Committee was recommending the use of the
indicated mixture.
The President: — The Chairman will read the preliminary statement.
.(Chairman Stimson then read the following substitute for the said
first four paragraphs.)
THE USE OF REFINED COAL TAR IN CREOSOTE.
"The tendency in the wood-preserving industry during the past year
has been to continue and to some extent increase the practice of using re-
fined coal tar in creosote, which was considered by the Committee on
Wood Preservation in last year's report. The supplemental report on
this subject, which was presented by Dr. Hermann von Schrenk last year,
covered the general situation, and there are as yet no new specific data
available, although it may be stated that the practice of using a solution
of refined coal tar and creosote has become more permanently established.
"The commercial and economic conditions make advisable the con-
servation of the creosote supply. One of the feasible means of augment-
ing the available output of domestic creosote is by the proper addition of
refined coal tar. This practice has been followed for some years, and
there is every indication that it will be increased in the future. It follows,
therefore, that a thorough mutual understanding between the treating
plants and the consumer is desirable.
"The best results are obtained from a solution of refined coal tar in
creosote, which is filtered after being properly mixed. The filtration
process removes much of the free carbon and reduces the viscosity of the
fluid, with the result that the oils are thoroughly incorporated into an
entirely homogeneous product. Such a solution is superior to and will
give better penetration than one unfiltered and improperly mixed, and in
tests under certain conditions (see pp. 1074 to 1088, Vol. 15) did not re-
duce the penetration as compared with straight creosote. In cases where
satisfactory penetration can be obtained the use of such a solution en-
courages the preservation of certain timbers which would otherwise be
used untreated, and makes for economy where the supply of creosote is
inadequate and the cost is higher than that of the solution.
"Your Committee last year recommended certain precautions in case
a creosote-coal tar solution was used, but made no recommendations as
to the advisability of the refined coal tar addition. We arc still unpre-
pared to recommend regarding the advisability, nor can comparative serv-
ice results between straight ind that to which refined coal tar
has been added, be stated. The fact remains, however, that the practice
1156 WOOD PRESERVATION.
is firmly established and widely followed. Hence, your Committee feels
justified in making recommendations which will protect the railway com-
panies as fully as possible against unsatisfactory material or improper
mixtures."
These paragraphs are to take place of the first four paragraphs under
the heading given.
The President: — The specifications as submitted, without objection,
will be taken as adopted for insertion in the [Manual, with the under-
standing that there is to be a note attached that will express the views
of the Committee on the use of the specifications.
Mr. Earl Stimson : — Supplemental to the specifications we offer the
following, the introduction to which I will read.
The President: — They will be adopted as per the recommendation of
the Committee.
Mr. Earl Stimson: — I will read the precautions numbered I to 6, in-
clusive, on page 827 :
"(1) That there will be a distinct understanding between all 'con-
cerned that a mixture is specified and used.
"(2) That the coal tar may be added to the creosote at treating
plants when suitable facilities for properly mixing the solution are avail-
able: otherwise the solution be mixed by the manufacturer, but subject
to the inspection or supervision of the railway company.
"(3) That under no circumstances should the coal tar added con-
stitute more than 25 per cent, of the mixture.
"(4) That the coal tar and creosote be thoroughly mixed at a
temperature of approximately 180 degrees Fahrenheit before being ap-
plied to the timber, and that the mixing be done in tanks other than the
regular working tanks, and that the tanks containing the mixture shall
be heated and agitated thoroughly each time before any oil is transferred
to the working tanks.
"(5) That only low-carbon coal tar be used, the amount of free,
carbon not to exceed 5 per cent.
"(6) That in treating with the mixture the temperature of the
solution in the cylinder be not less than 180 degrees Fahrenheit.-'
I move that the six precautions be adopted and inserted in the
Manual.
The President : — The motion will prevail.
Mr. Earl Stimson: — Taking up the second subject, "Water in Creo-
sote," on page 828, the third paragraph now reads as follows: (Reading
the same.) Since the report was printed it has been suggested that this
be more fully stated, and the Committee desires to substitute the follow-
ing for that paragrapli :
"All coal tar contains water in greater or less degree. This is usually
removed with the light oil and does not ordinarily constitute a source of
water in creosoted oil, although, if the water is present in the tar in an
unusual amount, it may not be entirely removed during the early stages
of distillation and some may remain in the creosoted oil."
The President: — If there is no objection, that will be substituted in
the report for what is now found on page 8_>S.
DISCUSSION. 1157
Air. Karl Stimson: — In conclusion, the Committee offers the follow-
ing:
"(i) Allowable Limits of Water: The use of creosote in treatment
containing up to 3 per cent, water is permissible. Where the quantity
exceeds 3 per cent, proper allowance shall be made, but under no circum-
stances shall timbers be treated with oils having more than 6 per cent.
water.
"(2) Measurement of Oil: In all cases where water separates from
the oil in the tank or car. the water should be taken off to as great an
extent as practicable and the oil measurement then should be made from
the point of separation between the remaining water and oil as nearly as
this can be determined. This refers to the physical process of measure-
ment.
"(3) Sampling of Oil for Water Content: In sampling oil a drip
sample should be used in taking samples from cylinders during treatment,
and an approved cross-section tube should be used for taking samples
fnun tanks or tank cars.
"(4) Storage Tanks: All storage tanks should have a watertight
roof."
I move the adoption of these four rules.
The President: — Is there any objection to the adoption of the four
rules relative to water? They are adopted by the convention.
The Secretary: — A communication has been received from the Forest
Service of the United States Department of Agriculture, reading as
follows :
"The Forest Service has just completed the bulk of the work on a
rather intensive study of Southern yellow pine, which has in view the
formulation of specifications under which selected yellow pine, especially
in the structural grades, can be obtained. This work included studies of
representative operations in the South to determine the character of the
available timber and the analysis of a large number of timber tests. The
conclusions of the Forest Service are se1 forth in the proposed rules for
grading structural timbers of Southern yellow pine, a copy of which I am
enclosing. These rules were prepared by this office and the Forest Prod-
ucts Laboratory after a careful analysis of all our data and will. I pre-
sume, lie considered by the Committee in question and will constitute the
basis of the discussion at the meeting of the Committee on Structural
Timbers of the American Society for Testing Materials to be held at the
Blackstone Hotel in Chicago on March 19.
'"I have prepared four cases of exhibits which illustrate the prin-
ciples embodied in this rule through selected samples of yellow pine. A
map has also been made which shows the location of the mills cutting
Southern yellow pine according to their capacity. The map also shows
centers of production ami the location of die studies made by the Forest
Service."
The exhibit- referred to in the communication have been placed in
the anteroom of the convention hall for the information of the members.
The President: — The Committee is relieved, with the thanks of tile
Association for ;ts valuable report
DISCUSSION ON BALLAST.
(Fur Report see pp. 1005-1020.)
LIST OK SPEAKERS TAKING TART IN DISCUSSION ON BALLAST.
A. S. Baldwin. C. E. Lindsay.
J. B. Berry. Hunter McDonald.
W. M. Camp. J. M. Meade.
J. L. Campbell. L. S. Rose.
1\. If. Ford. Earl Stimson.
H. E. Hale. John G. Sullivan.
J. R. Leightv. A. M. Van Auken.
The President: — The report of the Committee on Ballast will be
presented by the Chairman, Mr. II. E. Hale.
Mr. H. E. Hale (President's Conference Committee) : — The report
of the Ballast Committee is found in Bulletin 175. Among changes in
tlie Manual, beginning on page 1006, is the definition of "Chats.'' This
has been slightly changed. There should be added tinder this definition
the words "lead, silver and other ores," so that it will read, "tailings
from mills in which lead, zinc, silver and other ores are separated from
the rocks in which they occur."
The President: — The other changes are only in verbiage, and do
not alter the sense. The Chairman is reading only the material changes.
Mr. Hale : — On page 1006, under the heading, "Choice of Ballast,"
the parts in parentheses are recommended to be omitted. We feel that
they are a little obsolete.
Tlie President: — There being no objection, that will be accepted.
Mr. Hale: — The Committee recommends this addition:
"In the choice of ballast, where possible, gravel should hi' con-
sidered, as it has given excellent results when properly screened and
washed."
Mr. R. H. Ford (Chicago, Rock Island & Pacific):- I would like to
suggest the word "crushed" after "properly," so that this paragraph
will read, "When properly crushed, screened and washed." In the use
of gravel for ballast, the best results can "iil\ be secured when stone
is crushed. By this means the disadvantages >>f round pebbles around
the ties are removed.
The President :— The Committee will accepl that suggestion.
Mr. Hale: — On page 1007 there is an addition after paragraph .? :
"Attention is called to the physical test of stone for ballast given
below, which are recommended as a guide in connection with the spe-
cifications."
There is a further addition on the lower part of this page 1007.
which is underscored. That was added by your Committee because it
1 1 :.;<
1160 BALLAST.
was felt that quite a number of the members of the Association do not
know that the Government would make these tests free of charge, and
that there is a great deal of valuable information already tabulated at
Washington.
Mr. J. L. Campbell (El Paso & Southwestern) : — In line (c), page
1007, should not the word "minimum"' be substituted for the word
"maximum," making it read, "per cent, of wear, minimum''?
The President: — That is evidently a typographical error and will
be corrected.
Mr. Hale: — The changes on page 1008, which are underscored, are
very minor changes in English. On page 1009, your Committee recom-
mends a new specification for Burnt Clay Ballast. The entire specifica-
tion is changed.
SPECIFICATIONS FOR BURNT-CLAY BALLAST.
"Kind of Material. — Good ballast clay should be heavy and plastic.
free from sand, gypsum or other impurities ; must not crumple when
exposed to air or brought in contact with heat.
"Location. — Pit must be located on level or moderately sloping
ground, not subject to overflow. A water supply is desirable, and it
must be borne in mind that the sulphurous and carbonaceous gases lib-
erated during the burning period damage the surrounding vegetation and
make habitation in the near vicinity very disagreeable.
"Test. — Location site should be thoroughly tested to determine
quality of clay, depth and uniform consistency of deposit, and small
quantities should be burned in test kilns to show the quality of ballast
to be secured.
"Burning. — Fuel should be fresh, clean slack, and arrangements
made to secure constant supply. One ton of slack coal is sufficient for
the perfect burning of four cubic yards of acceptable ballast. From one
to one and a half-inch layer of slack is alternated with from ten to
twelve-inch layer of clay, a new layer of slack and clay being applied
to fire even- fire or six days.
"Fires once started must be kept steadily and uniformly burning.
"To insure thorough and proper burning of clay, the top and face of
the fire must be frequently raked down, to avoid clinker or black spots
caused by too much or too little air.
"When fully burnt, a proper ballast clay becomes red in color, due
to its high percentages of iron compounds; when underburnt, the clay
will show a yellow color.
"Size. — Burnt clay ballast should be crushed or broken, if neces-
sary, so that the largest piece will pass through a 4-in. ring.
"Density. — The finished product should absorb not to exceed 15
per cent, of moisture by weight."
Mr. John G. Sullivan (Canadian Pacific) : — We are not burning
ballast, so I have not any knowledge about it, but one of the clauses here
roads, "When fully burnt, a proper ballast clay Incomes roil in color."
That is true if there is no iron in it. but in the North we have clay that
we burn, and it makes good brick, but it is not red, because there is
no iron in the clay. It is possible that it would make good ballast. I
think it might be well to add to this part of the specification I have just
referred to the words, "when the clay contains iron."
DISCUSSION. 11G1
Mr. J. L. Campbell: — In referring to kinds of material, 1 think the
first line should read, "good ballast clay is heavy and plastic," rather
than "should be heavy and plastic."
The President: — The Committee accepts that suggestion. The Com-
mittee also accepts Mr. Sullivan's suggestion to add the words "when the
clay contains iron."
Mr. A. M. Van Auken (Civil Engineer) :— There is quite a differ-
ence in the amount of coal needed to burn clay into ballast in different
parts of the country. Some clays have a less tendency to pack than
others when wet, and mining regulations make coal called 'slack" much
finer in some parts than in others. Very fine coal used with a clay
which will pack when wet brings about a slower combustion than when
the clay lies in lumps and the coal, in burning, leaves openings in the
mass. Where the coal has less free draft it does not burn so fiercely
and develops a less intense heat, which intense heat is necessary to the
proper calcining of the burned material if it is to be the best class of
ballast.
This amount of four yards to the ton will give good results in Iowa,
Missouri and Kansas, but it will not be sufficient in Oklahoma and North-
ern Texas, due to nature of the clay and also to the great amount of
very fine coal due to the excessive use of powder in mining in the Okla-
homa field. Unless sufficient coal is used, tin: ballast will be under-
burned, and will not wear well or give good results. It is a matter which
in the end must be left to the judgment of the man in charge of the
burning, and it may he impossible to secure over three and one-half
yards to the ton in the more Southern locations
The President: — The Committee suggests the insertion of the word
"generally" before the word "sufficient," in the second line of the
paragraph on "burning," to cover the criticism made by Mr. Van
Auken.
Are there any other comments on the specifications for burnt-cla\
ballast? If not, they will be considered as adopted.
Mr. Hale: — Those are practically all the changes in the Manual
which your Committee recommends. There are some Underscored lines
on page ioio, but these have all been approved by the Association, so
that they have been underscored in error.
At the bottom of page ioio, your Committee presents matter headed
"Study of Ballast Section-, with Particular Reference to Use of Sub-
and Top- Ballast."
This question has been given consideration for two years bj
Committee. Last year the Committee submitted a number of Standard
plans and one composite plan, showing "The Proposed Section" and its
relation to various standard plans. The increased depth of ballast mate-
rial increased the proposed width of the roadbed. At the present time
we have roadbeds 20 to 22 feel wide with u inches of ballast, and if
the ballasl i- increased another fool in depth it means an inert .1
the width of the roadbed of four feet, a- the --1' «j •« • on each side i- 2 to 1
1162 BALLAST.
This ballast section, which is shown on pp. 1012 and 1013, is recom-
mended for adoption. It is Class "A" Section— Crushed Stone and
Slag. These four sections take the place of the first section formerly
in the Manual.
The President : — These changes are important, and it is essential
there should be some discussion of this before the matter in it is
accepted.
Mr. C. P. Howard (Consulting Engineer) : — I had occasion some
time ago to figure on what the cost would be to widen the roadbed in
a certain case. If you have a deep rock cut, say 54 feet deep, and you
widen that cut four feet, that will be eight yards of solid rock per
running foot, and I think you will find in some cases of deep rock cuts
that the cost of cutting a wide roadbed over the narrowest one you
could reasonably get along with would probably amount to more than
the entire cost of maintenance of a mile of track. I do not know
whether that should be touched on here or not, but there certainly is an
economic question which comes in.
Mr. R. H. Ford: — I notice the Committee have specified 13-foot
track centers for the standard ballast section. Has consideration been
given to the tendency of the railways to increase main-track spacing to
14-foot centers? It does not seem desirable to me to publish in the
Manual a 13-foot track center for all classes of track as an adopted
standard spacing.
Mr. Hale: — The Committee did give consideration to this center
distance of 13 feet and 14 feet, and endeavored to select one which
would show about the average of conditions on the railroads, and the
Committee also did not like to add another foot to the roadbed if they
could avoid it. Their feeling in the matter is that 24 inches of ballast
is based on the two tests printed in previous Proceedings, and also on
the fact that the motive power is continually getting heavier, trains are
running at greater speeds, the number of loads are increasing, and the
track foundation is not increasing at the same rate. Twelve inches of
ballast is considered by your Committee as too small an amount for
heavy traffic, and when 24 inches was adopted, then the slopes of the
ballast forced the Committee to widen the roadbed to a considerable
extent, but we have endeavored to design it as narrow as possible. We
had that in view when we recommended the distance of 13 feet between
centers of the two tracks.
Two plans were published last year, one proposed by the Baltimore
& Ohio with 24 inches of ballast, and one proposed by the Pennsylvania
Railroad. Your Committee selected the Baltimore & Ohio design as
being the most desirable.
Mr. Hunter McDonald (Nashville, Chattanooga & St. Louis): — I
realize that in what I may have to say, with regard to these cross-
sections, I will be decidedly in the minority. I have always felt that
there was no necessity for banking the ballast up against the end of
the ties. On the other hand, I think it is a detriment to the track.
DISCUSSION. 1163
During the past year we have discontinued this practice altogether on
crushed-stone ballast, and have had no trouble whatever in keeping our
track in line.
The objection to it is that as soon as the ballast at the end of the
tie becomes clogged with any dirt it begins to act as a pump, and pumps
the clay up through the bottom of the ballast and fouls the ballast.
The sections which are proposed here, it seems to me, could only
be carried out on roads having sufficient tracks to enable them to shift
the traffic while this section was being introduced. On single-track roads
it is an impossibility. There is absolutely nothing to do in that case
but to put your ballast in the track and let it go where it will, and I
venture to say that on many of the roads in this country which are forty or
fifty years old, the ballast will be found to be four or five feet thick
on the embankments, and, I may add, in many cuts.
I do not believe that the question of foul ballast has had the study
it deserves, and I believe a great deal of the foul ballast is due to the
fact that it has been tamped too much. Limestone dust that will pass
through a No. 200 sieve, which, when mixed with water, without any
cement whatever, will pull 80 lbs. per square inch. It seems to me that
the continued powdering of limestone under the ties by tamping will
produce a paste which will cause churning, especially so if the border
is clogged. The paste-forming qualities of different limestones are well
worth investigation.
I notice the Committee recommends the cleaning of the ballast
down to the roadbed, and, I take it, perpendicularly with the end of the
lies. 1 believe if this is done it will result in center bound track. I do
not believe the clay in foul ballast can be drained out. I do not think
there is any method of doing that, except by shifting the traffic, taking
up the track and digging out the ballast, to be either cleaned or thrown
away.
Mr. J. B. Berry (Consulting Engineer) : — Some years ago we fol-
lowed the plan of banking up the ballast and carrying it six or eight
inches beyond the ends of the ties, thinking it would keep the track in
better line and surface. We found that it collected the dirt and cinders,
and we had trouble with the track circuits of automatic signals — in
many places had to reduce the length of the circuits. Then we adopted
a section with about one-inch clearance In-low the bottom of the rail.
It provided good drainage, even in the rock and burnt clay ballast. We
found no additional expense due to keeping the track in line and surface
as compared with the section called "boxed in."
As the roads of the country arc so generally adopting automatic
signals and track circuits, by providing good drainage and keeping them
clear of cinders and ice, they will be more ■ ml cosl less monej
to operate.
Mr. R. II. Ford: — The Committee suggested last year that there
should be applied to sub-grade what practically amounts to a sub-ballast
of cinders, or other suitable material. In some recent construction, an
11(14 BALLAST.
opportunity was afforded last year to try out this suggestion on the
Rock Island, and the results have been very gratifying, although the
ballast has not been in place long enough so that the results can be said
to be conclusive. It seems to indicate the desirability, however, of
some such material between the roadbed and the ballast. Over this
4 inches of sub-ballast was applied 15 inches of rock ballast. This
material was divided into two classes; the first 8 inches consisted of
coarse washed stone, screened, passing through a 4-inch ring ; the
final 7 inches are crushed, washed and screened gravel, passing through
a 2-inch ring. Special care has been given to sub-surface drainage and
roadbed construction.
I am very skeptical of any recommendation which makes 24 inches
the proper depth for ballast, although some investigations would seem
to support it. A standard ballast section and the proper depth of ballast
have been a fruitful source of discussion for many years, simply because
we insist on considering one factor without taking into account the
other elements of a very interesting problem.
Drainage, load distribution on sub-grade, materials and manner ot
constructing the sub-grade, as well as the depth and type of ballast, are
all elements of the problem, and cannot with success be treated sepa-
rately.
Mr. McDonald's remarks regarding the value of removing ballast
from the end of the ties is interesting, because it shows the results
secured under local conditions. Many other roads can endorse his con-
clusions. On the other hand, there are still other roads which can
show as conclusive results with ties imbedded in the ballast, the latter
carried well out onto the shoulder. Both are doubtless correct for the
particular condition to which they refer, and both may be entirely
wrong where the situation changes somewhat. These factors are entirely-
local, and only serve to show the utter fallacy to undertake to out-
line a ballast section which will fit all sections. Until the subject of
roadbed and sub-surface construction and its relation to maintenance is
more thoroughly studied, very little can be expected in simply revising
existing literature on the subject.
Mr. Hale: — The points made by some members, particularly that
it would be difficult to make this section which we have proposed, have
been considered by the Committee — we have had that point in view. The
usual method of applying ballast in the case of a new track is to apply
gravel ballast first and later to apply stone ballast. This section was
selected in this form, so that the above method could be followed.
In regard to the electric-track circuit, you will notice a dotted line
along the top of the ties, which shows approximately a little over an
inch between the base of the rail and the ballast, to protect the track
circuit of automatic signal, which is the usual method.
With regard to the shoulder, or "boxing in" of the ballast, the
object desired by your Committee was not so much the holding of the
track in line (although that is essential), but to thoroughly support the
DISCUSSION. 1165
end of the tie to prevent the ballast from "kicking out" from under the
end of the tie.
As regards the depth of ballast, it is believed in those cases where
the Government is digging down under the ties to find the depth of
ballast, there is some surprising information as to depth of ballast. On
one railroad the officers supposed they had six inches of ballast, but
they found that they had from one foot to two feet. After they found
this out, instead of adding ballast, which they were prepared to do, they
arranged to scrape off the shoulder and give the ballast which was
already in the track a thorough drainage.
In regard to the proposed drainage of the track, I would like Mr.
Meade, the Vice-Chairman of the Committee, to discuss this for the
Association and to refer to some experiments which the Santa Fe has
been making on that line.
Mr. J. M. Meade (Santa Fe) : — We have had a great deal of trouble
with the ditching machines digging the tile out of the point of the
ditch, and we started the plan of putting it nearer the ends of the ties, 7
feet from the center of track and out of the point of the ditch. The
plan which we have presented shows it both ways. You will see there
is a tile and also a rock drain inserted on this diagram, which we have
found very good, especially for water pockets. We do not know of
any better method of drainage than the method which is shown. This
new method is standard on our line.
Mr. L. S. Rose (Cleveland, Cincinnati, Chicago & St. Louis) : — 1 do
not know much about the ballast sections proposed by the Committee, but
I heard a speaker talk of the sub-grades, and 1 want to offer a little testi-
mony which was brought out on the Big Four in regard to the ballast
work and what was found under the tracks.
The Government Engineers passed over 510 miles of road and took
observations at 1,000-foot stations. The digging was done by section-
men, the object being to go to the bottom of the ballast. We found in
one place, that I was quite familiar with, where we thought the ballast
was dirty, that underneath the present ballast the original gravel was
just as clean as the day it came out of the pit. We dug it up and made
a careful examination. There were streaks showing the different lifts
that had been made on the track. The points of these various streaks
could be told by the dirt in the ballast; it was Mack. At the bottom,
down at the clay, it was clean.
We found another surprising fart where part of the track had been
stone-ballasted. There had been a good deal of trouble with the track-
in the last few years, and it had been raised, another lift of ballast put
in, and it had been tamped up and put in good shape. Digging down
there, we found that the original stone ballast was as hard as ordinary
common cement concrete. It was pretty nearly impossible to dig it up
in the middle of the track. At the end it was nol so hard. This bal-
last had been fouled at times, but it was not nearh BO dirty as 1 ex]
to find it.
1166 BALLAST.
We also found a place where the ballast was as deep as four and
one-half feet, where dirt had been plowed off on the outside to widen
the banks, making a pocket. In all cases where we have taken observa-
tions, every thousand feet, on the 510 miles of track, we have found the
ballast cleaner than we expected to find it.
Mr. Hunter McDonald: — In answer to Chairman Hale's statement
about the necessity for maintaining the shoulder ballast at the tie, if I
remember correctly, he said it was for the purpose of supporting the
ballast under the end of the ties. I do not understand that he believes
that the ballast will find its way under the tie automatically. It must
be tamped in there, if it is anything larger than sand. If a border ten
inches wide is left from the end of the tie at a level with the bottom
of the tie, it will hold the ballast in there just as well. If he wants to
keep a store of ballast along the track, it would be better to keep it at
some other point than at the end of the ties, where it does a great deal
of harm.
Mr. Earl Stimson (Baltimore & Ohio) : — Our experience on the Bal-
timore & Ohio supports the statement of the Chairman, namely, that it
is necessary to have the ballast well banked at the end of the ties in
order to properly support the ballast under the ends of the ties.
Mr. Hale: — Your Committee felt there were two reasons for
this. One was to endeavor to hold the track in line, particularly where
there is curvature, and the second was to insure holding the ballast under
the end of the tie, and not to permit it to "kick out" from under the
end of the tie; this is done by having ballast around the end of the tie.
Mr. Hunter McDonald: — If you dig down in the ballast at the
joints which have a habit of kicking oiit, you will find a void between
the bottom of the tie and the ballast. The ballast has not settled under
the tie, but the void under the tie is concealed by the shoulder.
Mr. W. M. Camp (Railway Review) : — I understand the Committee
recommends that tiling be laid under the ballast slope, rather than under
the ditch?
Mr. Meade: — Under the point of ditch, to save digging. As to the
shoulder ballast at the end of the tie, referred to by Mr. McDonald, it
has been our experience that we cannot hold the track in line unless
we have this shoulder. That is our experience, and all ol our finished
track is put up in that way (9-inch shoulder).
Mr. A. S. Baldwin (Illinois Central) :— It seems to me that the
question of shoulder in the ballast is largely dependent on the character
of the sub-grade. I think it cannot be denied that the shoulder does
furnish an excellent brace to the tie, so far as maintenance of line is
concerned. At the same time there are some sub-grades so soft that
it is almost impossible to maintain them, and .main there are other sub-
grades that are hard, where the drainage is good, so that the shoulder
can be maintained with comparatively little screening fur quite a long
period of time.
DISCUSSION. HtJ7
In ray experience 1 found it a good plan to keep the shoulder where
it could be kept without an unreasonable amount of churning, but at
the same time there are some sub-grades which arc so soft and the
physical condition so poor that it is more economical in the long run in
such places to do away with the ballast shoulder.
Mr. C. E. Lindsay (New York Central) : — We have come to the
point on our lines in many places where we cannot raise the track any
more. We must maintain it at its present elevation. The old idea that
when track got in such condition that you could not keep it in reason-
ably good line and surface, the remedy was to give it a surface lift
out of face, cannot be practiced any more, and we must take the ballast
we have and provide proper drainage through it by screening or by an
entire renewal, and maintain the track at its present height.
Mr. McDonald is entirely right in saying that ballast that has be-
come so foul as to retain the water around the end of the tie is very
objectionable, and where that condition exists we clear away the ballast
down to the level of the bottom of the tic from the end of the tie, so as
to give the water a chance to escape. Anyone who will examine the
bed disclosed by the removal of an old tie will find it packed full, almost
to a glazed surface in many cases, and almost impervious to water.
The drainage in that case must be into the ballast between the ties,
and where we clean the ballast we clean it as deep as we can go between
the tics, clear across the track, so that we get a drainage in that way
from the bed of the tie into the space between the ties, and then out
to the side of the track. We find that clean ballast, either stone
or gravel, at the end of the tie of decided benefit in maintaining the
line.
The old question of whether the "joint was low" or "the center
high" applies to the tie as well as to the rail. A centerbound track
merely means that the ends have gone down and the bearing is on the
center. Everybody knows the proper place to support the tic is a
space three feet equidistant each side of the rail. You cannot main-
tain your track if you support the tie 00 a truncated pyramid, the lines
of which are so close to the point of application of the pressure as to
allow the material to "kick out," as lias been described.
Mr. J. K. Leighty (Missouri Pacific): I notice that the drawings
show a drain filled with coarse rock. I would saj iu a good many cases
the effective life of the drain can be materially lengthened by mixing
cinders with the rock. If the character of the sub-grade is such that it
carries a great deal of earth with the water, it will clog the interstices
between the rocks in a comparatively short time, whereas if cinders are
put in they act as a filter and will not materially, if at all, deteriorate the
drain, and result in a longer life.
Mr. Meade: I will sa\ that the cinders in the course of a few
years will rot ami clog the French drain. As :i substitute fur this we have
been using crushed rock on top of coarse sand. We find that a very
good plan. I, for one, would be opposed to using cinders on a French
1168 BALLAST.
drain, for the reason that they would rot and become solid, and thus
shut the drainage off.
Mr. A. S. Baldwin : — As to Mr. Meade's suggestion about drainage
in the shoulder, I tried that quite a number of years ago, putting drained
tile vertically below the end of the ties, practically as the Committee
shows. I find it a very excellent way for draining out the water holes.
For a few years it gave excellent results, but the pressure from the
roadbed and the fine dust caused it to fill up almost invariably. Finally
we got better results by using a large tile, sunk so deep into the ditches
that it was not disturbed by pressure from the track.
Mr. Meade: — Mr. Baldwin said he put the tile near the end of
the ties. This plan shows 7 feet from the center of the track. An-
other thing I would like to ask is whether he uses bell-end tile or common
farm tile.
Mr. A. S. Baldwin: — Common farm tile.
Mr. Meade: — I think that is the reason the tile went to pieces.
Mr. A. S. Baldwin : — It did not go to pieces. It stayed in line.
Mr. Meade: — I have seen water in a regular stream running out of
the tile that we were using, and the tile stayed in line.
Mr. A. S. Baldwin: — For how long did you try that?
Mr. Meade : — We tried that for six or eight years.
Mr. G. D. Brooke (Baltimore & Ohio Southwestern) : — If the pro-
posed sections are adopted as Class A, under what classification will
all of the track which has been built during the past ten years, under
the old standard Class A, fall? It would not be Gass B track nor
Class A track, so that it would not have any classification under the
standards of the Association. I am inclined to think that we need an-
other classification besides A, B and C, to take care of all of the track
that has been built. It is certainly better than the Class B. It is giving
excellent results. By far the greater percentage of it will never be
transformed to this proposed standard.
Mr. Hale: — Mr. Brooke's statement has brought out a point that
was impressed on your Committee; that is, that the track that has been
built in recent years is stronger than the Manual prescribes; that is, it
is stronger and heavier track, more in line with the loads it has to
carry. Your Committee felt that 12 inches, recommended in the Manual,
was too small an amount — not deep enough. They considered various
depths, and when they considered 18 inches and the possibility of 24
inches, they felt it was better to go to 24 inches, which the studies
reported to you in the past indicate will distribute the loads uniformly
at the sub-grade. That is what forced the Committee into this position
with the resultant changes in the roadbed. There is a note at the bot-
tom of the page — "frequency of change depends on local conditions."
The fact that the roadbed is much wider and the ballast is much wider
places the tile now about 7 feet from the rail, which is about the posi-
tion it would have been in when placed in the ditch by a good many roads
in the past.
DISCUSSION. 1169
Mr. H. R. Safford (Grand Trunk) :— I believe thai we have placed
in the past too high a value on the qualities of the farm tile, which per-
mits water to be absorbed through it. I think the bulk of the water
that gets into the tile comes through the joints. We are bound now to
use the bell-shaped, harder-burnt tile, under most conditions, to a
much greater extent than we did in the past. I believe that is due
largely to the fact that our whcelloads are much heavier, and in the
digging of the ditch to install the tile you create a space which, if not
filled in afterwards and tamped very hard, does not act as much of a
resistance barrier to the roadbed squashing out under the tile, and I think
our trouble has been in the past that we have not been able to tamp
the material over the tile hard enough to resist the lateral action due to
the heavier loads. My experience has been that we get equally good
results from bell tile as from farm tile. I believe we are going to be
forced, except in the case of the most stable character of roadbed, to
use that class of tile entirely.
Mr. Hale : — The Committee has recommended the use of the bell-
end tile.
Mr. J. L. Campbell : — Referring to these ballast sections on pages
1012 and 1013, the sub-grade is sloped from the center of the roadbed.
If I am not mistaken, that feature was considered by the Association,
and in adopting the ballast sections now shown in the Manual the sub-
grade was made level under the ties and sloped down and out from
the ends of the latter. That was done for the reason that it is not
practicable to form the sub-grade as shown in these proposed ballast
sections. Will not the Committee consider modification of the latter
accordingly?
Mr. Hale : — The Committee discussed that point. The man dealing
with the sub-grade, seeing it washed out after it had been in service for
a while, realizes that the top of the sub-grade has not been disturbed
very much, and it is ridiculous to suppose that any such line as recom-
mended here could be maintained, but your Committee thought it was a
step in the right direction, and therefore recommended greater height in
the middle, and drainage outside if possible.
Mr. J. B. Jenkins (Baltimore & Ohio):— I wish to ask if the Com-
mittee would not consider calling this class of roadbed "(lass A A," 50
as to preserve our former classifications, A, B and C?
Mr. Hale: — .Your Committee is heartily in Sympathy with the sug-
gestions of Mr. Jenkins and Mr. Brooke, that other revisions are neces-
sary, but as this was such an advance from what we had in the Manual
that we wished to recommend this to the Association first for considera-
tion, and then at a later date to revise the remaining sections in line with
the wishes of the Association. What the Association decides 00 this sec-
tion will largely govern your Committee on revising the others, at which
time we will have to relettcr or bo renumber the sections.
Mr. J. R. W. Ambrose (Toronto Terminals) : — The information in
these sections is undoubtedly very valuable, but in view of the fad that
1170 BALLAST.
the Association now has a special committee investigating the stresses
in track, another one investigating the allowable unit pressure on road-
way, and also the work which Prof. Talbot is doing, I think we are
making a mistake if we adopt the sections at this time ; in a way, we
would be tying the hands of the speciaf committees that are now investi-
gating this same question, and no doubt working in conjunction with the
Ballast Committee. This tremendous change in width of roadway is an-
other item to be careful about. Have the Committee received the ap-
proval of the Roadway Committee? I think very few of us would recom-
mend the consideration of a 26-ft. roadway for single track to-day.
Mr. Hale : — Your Committee is working in harmony with the other
committees. The. Roadway Committee was notified of our meetings and
we have been in conference with them. We did not have time to get their
approval of the 26-ft. roadway, although we have taken it up with them.
In regard to the width, it all depends on the depth of ballast. If the
depth of ballast is assumed to be 24 in., the other will follow. We hear
of roads considering 125-lb. rail. The weight of the coal cars is increased
over the old coal cars, and your Committee feels that something ought
to be done now to have a section which is practically, as nearly as we can
get it, the recommended practice of the railroad. It may be revised in the
future. We do not say it will not be, but it is the best practice that we
know of at the present time. We find two roads already using the pro-
posed sections, and we feel the others would be helped by having some-
thing of this sort.
The President: — The Committee has recommended the adoption of
the sections shown on pp. 1012 and 1013. All in favor of the adoption
of these sections as given for insertion in the Manual, will say aye.
(A rising vote was taken on the motion, which was lost.)
The President : — Will someone make a motion as to what further
action will be taken on this particular point? It is suggested that it might
be referred back to the Committee for further investigation.
Mr. John G. Sullivan : — As I did not vote, I will make that motion.
(The motion was carried.)
Mr. Camp: — I would like to call the attention of the Chairman \<>
the matter at the top of page 1008, which seems to have been overlooked.
Mr. Hale: — That was mentioned. There are a very few changes in
the wording. The principle is practically the same as it is reworded.
The President : — It was underscored in error in the printing, as I
understand it.
Mr. Hale: — Your Committee has one furtlier recommendation in re-
gard to the track section :
'Your Committee further recommends that the slopes be sodded up
to the top of the slope, but not beyond, as the application of sod on slopes
shown in the present Manual lacks uniformity."
The President: — The recommendation will be taken as having been
approved by the convention.
DISCUSSION. 1171
Mr. Hale: — Your Committee had also referred to it the proper depth
of ballast on the roadway :
"The Committee again unanimously recommends that the test out-
lined in the 1913 report and 1914 report be made under regular traffic.
(Copy of proposed test is given below, together with sketch to illus-
trate same.)
"Your Committee further recommends that continued efforts be put
forth to secure the recommended test on one or more railroads, con-
ferring with other committees. The corroborative results of comparing
this test with others will, in the opinion of your Committee, be extremely
valuable."
The President: — What will you do with these recommendations?
Mr. Hale : — What the Committee wanted was about $3,000, and it
was suggested that we try to get this amount from thirty railroads. We
would like to hear from the convention as to the possibility of getting
$100 each from different railroads. That is one scheme that was pro-
posed. The Roadway Committee are working on it, but they have not
promised us any of the $12,000 that they have. If we can obtain $3,000
we can make this experiment. I think the whole thing depends on this
experiment. We have been discussing this for three or four years, pro-
posing 24 in. of ballast, without any available means for making the tests.
The President : — The reason the Chair asked for the opinion of
the convention on the recommendations was the knowledge that it did
involve the expenditure of a large amount of money. The recommenda-
tion of the Committee has been before the Board of Direction in the past.
Funds did not seem available with which to carry on the work. So far as
the Board of Direction is concerned, it would be very glad to consider
the expenditure if the money was available. The Chair can think of no
action that the convention can take at the present time, except to refer
it to the Board for further consideration. Does that meet with the ap-
proval of the convention? ]\ so, the matter will be disposed of in that
way.
Mr. J. L. Campbell: — In this connection, I want to refer back to the
top of page 1007, where there is a paragraph relating to the proper depth
of ballast. Is that paragraph proposed as a revision of the Manual?
Mr. Hale: — That is a typographical error; the asterisk in the corner.
It has been approved by the Association in past years, and is not changed
this year.
Mr. J. L. Campbell: — In connection with the revision of the Manual.
I raise this question. We recognize that we ought to have $3,000 to
determine a proper depth of ballast. In view of that, should not the
depth specified in the Manual be eliminated? If we decide that we ought
to spend $3,000. it is because we admit that we do not know what the
proper depth of ballast is. I do not think the Manual ought to recom-
mend a dimension about which we are in doubt.
Mr. Hale: — The Statement is, what is available. It was either nothing
at all in the Manual or something of that sort. It was a conclusion as
to both of the tests made, both the Altoona test and the test on the Ger-
man railway. It is simply summarizing it, putting it in a few words for
1172 BALLAST.
recommended practice, the Committee feeling that we must have some-
thing in the Manual and that we ought to state it so as to make it clear
what the results are of the tests so far made.
Mr. J. L. Campbell: — Then I would say that if it is available it is in-
sufficient. We admit that the available data is insufficient on which to
base a final statement. We virtually say in our Manual that the depth of
ballast should be 24 in. That is quite a depth. There are many railroads
that would not put 24 in. of ballast under the ties. Is that statement in
the Manual of any value to us? Who is prepared to accept it as correct?
Mr. A. W. Carpenter (New York Central) : — I wish to ask the Com-
mittee if, in the course of their investigations, they have gained any in-
formation as to the consolidation of ballast when it is put in the track,
that is the ratio that a given volume of ballast in the track bears to the
volume that the same quantity of ballast occupied when measured for
payment? In determining the quantities of ballast in tracks we measure
the ballast sections and calculate therefrom the volume in cubic yards.
It is important to know the relation of the quantities so measured to the
same quantities as measured loose for payment. In valuation work the
prices have to be based on the pay volumes.
Mr. Hale: — The Committee has no information on that, but the valua-
tion men of the railroads to-day are working on that very extensively.
Nothing final has been determined.
Mr. J. B. Jenkins (Baltimore & Ohio) :— I would suggest, if the
Ballast Committee applied to the different railroads of the country to
make this test on 10-ft. sections of track, perhaps several 10-ft. sections
for each railroad, that it could be done at very low cost; I have no doubt
a number of the railroads would be willing to make the test at their own
expense. By having a great number of 10-ft. sections with various classes
of material, the Committee would get much more data than they would by
making the test for which they ask the $3,000.
Mr. A. Montzheimer (Elgin, Joliet & Eastern) : — I notice, at the top
of page 1007, the Committee recommend spacing the ties 24 in. to 25^ in.,
center to center. It seems to me that is too far apart.
The President :— That question has already been settled. It is part of
the Manual at the present time.
Mr. Montzheimer: — Is that the approved practice?
The President: — So I understand.
Mr. Montzheimer: — On a 33-ft. rail, ties 22 in., center to center,
which is less than the Committee recommends, you would have but 18
ties to the rail. I would move that this should read 22 in., center to center.
Mr. Hale: — That reads, "It is concluded that with ties 7 in. by 9 in.
by Sy2 ft." — merely stating the conditions under which the test was made,
without making recommendations. It simply states that those were the
conditions.
The President : — The Committee is excused, with the thanks of the
Association.
DISCUSSION ON STRESSES IN RAILROAD TRACK.
(For Report, see pp. 791-792.)
LIST OF SPEAKERS TAKING PART IN DISCUSSION ON STRESSES IN RAILROAD
TRACK.
A. N. Talbot. C. E. Lindsay.
The President : — The report of the Committee will be presented by
Prof. A. N. Talbot, the Chairman.
Prof. A. N. Talbot (University of Illinois) : — Mr. Chairman, the
progress report of the Special Committee on Stresses in Railroad Track
is to be found on page 791, Bulletin 173. This report indicates that the
Committee has found it necessary to make a study of the problem to de-
termine methods of tests, to develop apparatus, and, particularly, to make
preliminary experiments to determine how the work should be taken up.
This preliminary work has been proceeding since last summer, and it
is hoped soon to take up more active work. The work which has been
done lias been to determine under the static load of a locomotive the
depression of the rail, tie and roadbed beneath the ballast, and the amount
of stress developed in the rail along its length. The Committee is planning
also to attempt to find something of the distribution of the pressures on
the roadbed and through the ballast, under load, with both static tests,
and moving loads, and to find the stresses in the rail and their distribu-
tion along the length of the rail as affected by tie spacing, wheel loading,
and so forth. The last paragraph of the report expresses our view on the
complexity of the problem. The Committee hopes, at the end of this
season, to be able to present a report of progress, giving material for your
consideration and discussion. In the meantime we ask for your patience,
and we also ask for your co-operation. We hope that if any suggestions
occur to you, or if there are any lines along which you think the investiga-
tions should be taken up, you will not hesitate to send that thought to
some member of the Committee. I think that is all, unless there is some
question concerning the nature of the work or the report.
The President: — Docs anyone present wish to have further informa-
tion in regard to the work being undertaken by the Committee?
Mr. C. E. Lindsay (New York Central) : — Will the Committee out-
line, in a general way, what action they propose to take, so that we may
know along what lines to offer suggestions?
Prof. Talbot: — The work is to be done with different types
of locomotives, to determine the effect of wheel loads and
wheel spacings. It is to be done at different rates of speed
in an endeavor to determine the effect of speed upon the
stresses. The measurements of the stresses in the rail will be made by
strain gages, some form of stremmatograph, for the moving loads, and
these measurements will be taken at different points along the roadbed.
The Committee has been working with different depths of ballast, and
1173
1174 STRESSES IN RAILROAD TRACK.
with different sizes of tie. Some thought has been expressed as to dif-
ferent tie spacing. An instrument has been developed to measure the
pressure in the ballast, that is, the distribution of the vertical load which
is produced at points through the depth of the ballast. In addition, I
want to say that the work done is preliminary work, rather elementary
in some respects at the beginning, and the endeavor has been to find some
of the laws of distribution and depression which may be used for planning
future work, and for analyzing and drawing conclusions from the tests.
That gives a general notion of what we have in mind for this season.
Mr. Lindsay: — Does the Committee expect to consider variable con-
ditions on roadbeds at this season or subsequently?
Prof. Talbot: — It is expected that something will be done this sea-
son, in a minor way at least, with different conditions of roadbed.
The President : — If there is nothing further, the Committee is ex-
cused, with thanks for the work that has been done.
DISCUSSION ON MASONRY.
(For Report, see pp. T'.i:'.-824.)
LIST OF SPEAKERS TAKING PART IN DISCUSSION ON MASONRY.
Richard L. Humphrey. F. E. Schall.
C. E. Lixns.u.
The President :— The Chairman, Mr. F. E. Schall, will make a brief
statement, showing the manner in which he desires to have this report
considered.
Mr. F. E. Schall (Lehigh Valley) : — The Committee on Masonry
presents two reports, one on the appearance and wearing qualities of
concrete surfaces, the other on concrete piles.
Both of these reports are simply progress reports, submitted for
information ; the Committee has not been in a position to obtain com-
plete data.
Considerable work has to be done on the subject of concrete piles,
to produce satisfactory designs of piles, for certain conditions, to define
the strength of such piles, and a number of other phases of this subject.
The Committee requests to have the two subjects continued for
further consideration.
In regard to the changes in the Manual, the Committee recommends
one change as to the allowable stress in the reinforcement steel, changing
the figures from 17,000 lbs. per sq. in. to 16,000 lbs. per sq. in., to agree
with the requirements of the specifications for iron and steel structures.
The President: — Is there any objection to making this change? I
presume there will be none, due to the fact that it will be made simply
to produce agreement with other specifications. The change will be
made.
Mr. Schall : — The Committee submits the following definitions for
adoption :
"Laitaxce. — A sediment from cement of concrete deposited in water,
or of concrete, when water is worked t" the surface.
"Trf.mie. — A cylindrical or Other form of tube, with sloped top or
pocket Used for depositing concrete in water."
Mr. (". K. Lindsay (New York Central): — Is that sediment?
Mr. Schall:— It is a sediment or discharge, whatever you may call it:
it is a substance detrimental to concrete construction.
The President: — If there is no objection to these additions to the
definitions, they will be made.
Mr. Schall: — Tn further regard to the changes in the Manual, 1
would call attention that for several years the question of obtaining
a uniform specification for cement has been under consideration by the
Joint Committee; about a year and a half ago the question was referred
to what is railed a "Conference Committee" to work in conjunction with
the United States Government Engineers and the Bureau of Standards,
1 1 75
1176 MASONRY.
to agree on certain differences at issue between the different societies and
the Government authorities; very small differences they were, but so
far no conclusion has been reached. It was hoped that an agreement
could be reached before this time. However, conditions have arisen
that have put this matter back further, and the Committee is not willing
at this time to recommend striking out the old specifications ; the Com-
mittee prefers to work on the specifications published in the Manual until
something better is adopted.
In regard to the Joint Committee on Reinforced Concrete, the work-
ings of that Committee have not been as harmonious as you might ex-
pect, more particularly due to a misunderstanding about the representation
of certain organizations and the Committee of the American Society for
Testing Materials. These so-called differences have been adjusted to
a considerable extent, but for a number of reasons your Board of Direc-
tion has felt that it is not desirable for this Committee to further act on
the Joint Committee.
The Masonry Committee was instructed to complete its report on
reinforced concrete structures.
This matter is tied up with the financial capacity of this organization
to furnish funds for making tests of earth pressures ; for that reason
the Sub-Committee on this subject has not presented a report.
However, the American Society of Civil Engineers has appointed
a Committee on the question of earth pressures, and has prepared a
series of questions and submitted these to their membership (I presume
all Engineers will get them). It is hoped that every Engineer who has
the facilities and opportunity to furnish data will furnish it to the
Masonry Committee, and your Committee in turn will get in contact with
the Committee of the American Society of Civil Engineers, so as to
develop the information on this important subject.
The Director of Mines of the United States Government during the
past year has endeavored to form joint committees with the societies
of Engineers to work in conjunction with the Committee appointed by
the Bureau of Mines, the members from the engineering organization to
act in a consulting capacity, to assist in obtaining information on earth
pressures, but owing to financial difficulties that have arisen during the
past year, the Governmental Committee did not obtain the appropriation
they had expected, and for that reason very little work can be expected
from that source during the next year or two. Your Committee, how-
ever, will keep in touch with the matter, and if there is any help that we
can give it will be given.
I have here a letter, dated March 12, 1915, from the Carnegie Steel
Company, addressed to Secretary Fritch, relative to requirements for re-
inforcement steel.
Your Committee has had no opportunity to examine into the matter
as to revising the requirements for reinforcement steel recommended in the
letter and therefore has no report to make on the subject at this time,
understanding that the Board of Direction will submit the question to
the Masonry Committee for consideration.
DISCUSSION. 1177
The President: — The Secretary will read the letter.
Secretary E. H. Fritch : — The communication from the Carnegie
Steel Company, referred to by the Chairman, is dated March 12, 1915,
and reads as follows :
"At the meeting of the Association of American Steel Manufacturers,
held in Pittsburgh, yesterday, several of the member companies called
attention to the difficulty of meeting the present American Railway Engi-
neering Association specifications for concrete steel reinforcement, and
we would request that your Committee on Iron and Steel Structures give
consideration to certain modifications in this specification at your next
meeting.
"In the table covering physical requirements in paragraph 8 no refer-
ence mark is given after the elongation requirement for high-carbon
steel and it is assumed, therefore, that the modification in elongation for
thick and thin material allowed in paragraph 15 does not apply to the
high-carbon steel. We think the same modification should be allowed
for this steel as is allowed for structural steel.
"The elastic ratio, 60 per cent, of the tensile strength, required in
paragraph 9 is entirely too high and is not comparable with the elastic
limit requirement of any other standard steel specification.
"The range in tensile strength allowed in paragraph 10 is a little
too close for high-carbon steel and the variation from the desired tensile
allowed on first test should be modified to 7,500 lbs. and on the second
test to 9,000 lbs. If your Committee deems it necessary to specify a
maximum tensile strength, we would suggest that the elastic limit be
modified to read 'not less than one-half the tensile strength.' However,
we do not believe that it is necessary to specify a maximum tensile for
this class of material so long as brittleness is guarded against, which we
believe is amply provided for by the elongation and bend-test requirements,
and we would suggest a minimum tensile strength of 80,000 lbs., with a
minimum elastic limit of 50,000 lbs. for the high-carbon steel. Would
suggest a tensile strength of 55,000 to 70,000 lbs., with a minimum elastic
limit of 33,000 lbs. for the structural grade.
"Paragraph 13 requires that bars be tested in their finished form. It is
not only impracticable to obtain the required elongation with certain types
of deformed bars, but it is also impracticable to determine the tensile
strength and elastic limit in pounds per square inch, because of the dif-
ficulty in measuring the effective section. Provision should be made for
allowing the manufacturer to machine off such deformations, if deemed
necessary in order to obtain uniform cross-section.
"The dividing line for modification in bend test, covered by para-
graph 17, should be J4"'n- thick and over instead of i-in., and we think-
that for sizes %-'m. and over the bend test should be modified to 90
degrees around 4 diameters instead of 180 degrees around 6 diameters.
"We would further suggest that special requirements be given for
cold-twisted squares, as it is impracticable to meet the high-carbon steel
requirements in cold-twisted squares after twisting; and paragraph 13
1178 MASONRY.
prevents the testing of bars before twisting, otherwise the structural steel
requirements could be applied."
Mr. Schall : — There are some parts of that letter that do not apply
to the work of this Committee. We have not been in a position to con-
sider what is involved. The Chairman has not been able to talk with
the Committee as to what their wishes are, but my judgment is that the
matter should be taken under consideration, and if the convention feels
that the Manual, which necessarily will have to be changed, should be
changed for this, and if this Committee would agree on a second modifi-
cation, to either meet entirely or in part the requirements set down, your
Committee is willing, I believe, to formulate the result, submit it to the
Board of Direction and then submit it to the membership if necessary,
and have it passed upon so as to get it in the Manual.
Mr. Richard L. Humphrey (Consulting Engineer) : — The convention
may know that the Joint Committee on Concrete and Reinforced Con-
crete came into existence through the joint action of the societies who
appointed the committees of which it is composed; the Board of Direc-
tion of this Association accepted the invitation to appoint a committee to
represent it on the Joint Committee, and this Committee has been co-
operating with the Joint Committee since that time. Sub-Committees are
now at work preparing supplemental matter to the preliminary report
already presented, and it is expected that they will finish their work at
an early date. Among the matters being considered is the question of
reinforcement, and the Sub-Committee having this matter in charge is
composed of representatives of all of the societies who have adopted
recommendations for reinforcement. This Joint Committee is composed
of special committees, appointed by the American Society of Civil Engi-
neers, the American Society for Testing Materials, and of the American
Railway Engineering Association.
It would seem to me highly desirable that the Board of Direction be
asked to reconsider the action which it has taken, namely, that it is
undesirable to co-operate further with the Joint Committee, for the
same reason that it is unwise to swap horses when crossing a stream.
This Association is committed to co-operation with the Joint Committee,
which Committee is about to complete its work, and I cannot see how this
Association can in good faith withdraw at this time. I would, therefore,
suggest that this matter of reinforcement and the continuation of the par-
ticipation of this Association on the Joint Committee on Concrete and
Reinforced Concrete be referred to the Board of Direction for further
consideration.
The President : — It will be handled in that way. The letter which
was read from the representative of the Carnegie Steel Company was re-
ceived too late to be acted on by the Committee, and the letter was read
for your information, in order that the people writing it may under-
stand that it has come before the convention, and the matter will be re-
ferred to the Board of Direction for further action and the reply will
then be made.
If there is no further discussion, the Committee will he relieved, with
the thanks of the Association for its good work.
DISCUSSION ON WOODEN BRIDGES AND TRESTLES.
(For Report, see pp. 891-904.)
LIST OF SPEAKERS TAKING PART IN DISCUSSION ON WOODEN BRIDGES
AND TRESTLES.
J. R. W. Ambrose. II. S. Jacoby.
J. L. Campbell. Hunter McDonald.
E. A. Frink. J. C. Nelson.
G. H. Gilbert.
The President : — The report on Wooden Bridges and Trestles will
be presented by the Chairman, Mr. E. A. Frink. Mr. Frink will make
the usual preliminary statement.
Mr. E. A. Frink (Seaboard Air Line) : — Your Committee was as-
signed four subjects for this year, enumerated in the Bulletin. In addi-
tion to that, we considered the subject of revision of the Manual. The
work has been divided, as usual, among Sub-Committees, and we have
either reported progress or conclusions for each one of them. On the
first subject, "Relative Economy of Repairs and Renewals of Wooden
Bridges and Trestles," we have sent out inquiries and endeavored to
develop, from the replies received from those inquiries, something to
recommend to the convention as to a conclusion to be printed in the
Manual. After considering these replies we formulated the following
conclusions. (Reading last paragraph, page 891.)
During the current year the Sub-Committee has sent to various
railroads letters containing quest inns bearing upon the method of re-
pairs and renewals of wooden bridges and trestles. Numerous replies
to these have been received, showing a variety of information and prac-
tice. The Committee has given these replies proper consideration, and
as a final report recommends the following conclusion :
"It is good practice to repair wooden bridges and trestles by parts
until such time as the general condition of the structure requires entire
renewal."
I move that that be adopted and printed in the Manual.
The President: — As there is no discussion, that will he considered
adopted.
Mr. Frink: — The Sub-Committee in charge of the second subject
has been especially active in collecting information on that topic. As
we get into it, it turns out to be a much larger subject, having many
more diverging lines than we expected. It is going to be, I fear, a long
process to get anything definite, anything that is going to be of real
value. Nevertheless, we arc encouraged very much by the responses
we have received from the members "f the Association in sending us
information. It has seemed the best to confine our investigation of
this subject, for the present at least, to the study of docks up to the
1179
1180 WOODEN BRIDGES AND TRESTLES.
top of the deck, and not to consider any superstructure. Your Commit-
tee will work along these lines, unless instructed to the contrary. On
this subject we simply report progress.
The President: — If there is no objection the report will be ac-
cepted as a progress report, and the subject will be continued.
Mr. Frink : — The third subject has also been actively investigated
during the year. We find that practically no developments have been
made in the design of ballast-deck trestles. They are still of the two
principal types, the solid-floor structure, made of stringers packed tight
against each other, and what you might call the open-floor structure,
with stringers separated and floored over with plank. There having
been no particular developments in the designs of these structures, we
have nothing to report on that line, but during the investigation we
have developed information which leads us to think that it would be
well to investigate the comparison of cost and the justification of the
building of concrete trestles as compared with ballast-deck trestles. The
information that we have received indicates the cost of ballast-deck
trestles, and the various roads reporting doubt whether the concrete
trestles can be justified, except in special cases. With the permission of
the Board of Direction, the Committee would like to pursue this inquiry
along these lines during the following year.
The President: — The Board of Direction will take cognizance of
the request of the Committee, and it will be considered.
Mr. Frink: — The fourth subject has been given more investigation
and study during the year than any of the other topics. We find that
there are more roads using screws for fastening guard timbers than we
anticipated, and a majority of the roads using lag screws report favor-
ably as to their use. Very few of the roads that have used them report
adversely, and those that do report adversely, the Committee believes,
did not use them in exactly the proper way. We are led to believe
that some of the roads following this practice used them as spikes,
driving them into the timber without boring for them. Of course, you
cannot expect them to give satisfaction when used that way. It would
appear that there is little benefit to be expected from adopting lag
screws as against bolts; but one of the principal reasons for using
lag screws is tbat, combined with their use, you do not dap your guard-
rail or your ties. You buy your ties and your guard-rails sized on one
side. You can see that you are saving a large item of expense in
building the trestles. In building trestles in that way, if we can show
the trestle is as safe against derailment, is as durable in service as
what might be called the commonly-used type of structure, it seems to
me we will have obtained results well worth having. That is the prin-
cipal reason we are continuing the study of lag screws. Not enough
roads are using them to justify the Committee recommending the adop-
tion of lag screws. Perhaps a better way to get further information on
this is to have trials made by the different roads. Your Committee sent
out a circular, and out of 75 replies, 38 roads replied that the subject
DISCUSSION. 1181
was worth}' a trial; 33 expressed willingness to give them a trial on
the recommendation of the Association. Until such trial has been made,
the Committee reports progress.
The President : — The report of the Committee will be received as
one of progress.
Mr. G. H. Gilbert (Queen & Crescent Route) : — As I understand the
Chairman, the main advantage of the use of lag screws is that they do
away with the cost of dapping the guard timber. Guard timber is not
dapped by the Queen & Crescent, and has not been for a number of
years past. Instead of using lag screws, 5^-inch bolts are used at
each tie.
Mr. Frink : — With the use of lag screws every tie is held in place,
and every fourth tie is held in place by drift-bolting. If the road wishes
to spike every tie to the stringer, that will make them so much more
secure, but in the experience of the last eight years that we have had on
the Seaboard Air Line we never had a case of derailment on the trestle
that bunched the ties.
Mr. Hunter McDonald (Nashville, Chattanooga & St. Louis) : — For
the past twelve years on our line we have never dapped any guard tim-
bers on trestlework. We have applied them creosolcd and sized, used
lag screws, and we have never had a case of bunched ties, that I
know of, in the case of a derailment. The ties are doweled to the
stringers.
Mr. Frink : — Referring to Mr. McDonald's statement, the Com-
mittee recommends that the dapping be omitted. We considered the
suggestion that ties be doweled to the stringers, but considered leaving
that to the choice of the roads.
The President: — The report will be received as a progress report,
and the subject will be continued.
Mr. Frink: — Under the heading, 'Revision of the Manual," all of
the revisions recommended, with the exception of the omission of two
paragraphs, are simply improved verbiage, or minor changes that do
not really alter the sense of the paragraphs affected. Unless there
is something the members particularly wish to inquire about, I do
not think there is anything here of importance enough to be discussed.
Prof. II. S. Jacoby (Cornell University) :— I was unable to be pres-
ent at the meeting of the Committee when this matter was considered,
and hence saw it only in the published Bulletin. 1 am, therefore, un-
familiar with the reason which led the Committer to recommend that
the principle of pile-driving, stated in paragraph 15, be omitted. The
recommendation is to omit the words "the weight or" and to change
the word "weight'' to "size." It seems to me, in view of the fact that
there are concrete piles as well as timber piles, that we ought not to
drop out that part of the principle which states that the weight of a
hammer has an important relation to the weight of the pile. Without
question the general tendency has been to use harnniers which arc too
1182 WOODEN BRIDGES AND TRESTLES.
light; but now, with the increasing use of concrete piles, we ought not
to close our eyes to this important principle.
Mr. Frink : — The reason that the Committee made that change is
as follows : Change the word "weight"' of drop to "drop," because we
believed the drop automatically covered the weight, and we changed the
"weight of pile" to "size of pile," because we thought it was a better
way to determine the factor governing the length of the drop of the
hammer.
Prof. Jacoby: — Is it assumed that only steam hammers are used?
In that case the drop of the hammer is directly related to the weight of
the hammer.
Mr. Frink: — No, sir; there is no such modification. I do not say
that that would limit it to steam hammers.
Prof. Jacoby : — It is true that the drop of the hammer ought to
be proportioned to its weight. The tendency has been to use too
large a drop, with light hammers, and that fact ought to be consid-
ered.
Mr. Frink: — That is one of the reasons we changed that. The
clause says now, "the weight and drop of the hammer." I think you
will agree with me that a one-ton hammer falling twenty feet will have
a much more destructive effect on a pile than a two-ton hammer drop-
ping ten feet; by limiting the drop alone, we control that factor. In
the way the paragraph reads, you can use either the one-ton hammer
dropping twenty feet, or the two-ton hammer dropping ten feet. In the
way we have revised it, you are forced to recognize the fact that the
drop is an important point. When you limit your drop, you have to
increase the weight of the hammer.
Mr. J. L. Campbell (El Paso & Southwestern) : — How does the
Committee propose to proportion the drop of the hammer with refer-
ence to the weight of the pile when a steam hammer is used?
Mr. Frink: — The drop of a steam hammer is constant; the variation
in the drop of any two steam hammers is probably small.
Mr. J. R. W. Ambrose (Toronto Terminals): — I wish to ask the
Committee, how could a railroad company change these hammers? For
example, a pile-driver equipment goes out on an emergency job without
knowing condition of soil, kind or length of pile. The intent of this
clause has become more or less of an axiom, and if it is in order, sir, I
move its entire elimination.
Mr. Frink: — Do you mean to eliminate paragraph 15 entirely?
Mr. Ambrose : — Yes.
Mr. Frink : — In the discussion in the Committee we considered that,
and we were pretty evenly divided whether to change the paragraph or
to eliminate it entirely.
Mr. J. C. Nelson (Seaboard Air Line) : — 1 wish to second Mr. Am-
brose's motion to eliminate paragraph 15. An important feature is the
character or kind of pile being driven. Our experience is that we have
to gage the height of drop of hammer entirely by the character of
DISCUSSION. 1183
the ground in which the pile is being driven, and also whether the
pile is soft or hardwood. Our plain piles arc almost exclusively heart
cypress, and we find that we cannot drive these piles with as high drop
of hammer as we could if heart pine or oak piles were being driven.
Therefore, I would eliminate this clause entirely.
Mr. Frink: — The use of the word "drop" is not applicable to a good
many steam hammers.
The President : — The Committee is willing to make the motion that
has been made, and the paragraph will be eliminated unless there is
objection. It will be considered as dropped. It might be well for
the Chairman to read the paragraphs which the Committee proposes
to omit, in order that we may not make changes that we are not ac-
quainted with.
Mr. Frink: — On page 151, paragraph 16, insert the word "usually"
before the word "more," and the word "wooden" before the word
"pile," so as to read, "The steam hammer is usually more effective
than the drop hammer in securing the penetration of a wooden pile," etc.
The President : — That will stand as recommended.
Mr. Frink: — On page 152, omit paragraph (19).
On page 152, for paragraph (25), substitute the following: "Where
piles will foot in a hard stratum, investigation should be made to de-
termine that this stratum is of sufficient depth and strength to carry
the load."
The President : — That will stand as recommended.
Mr. Frink: — On page 152, cut out paragraphs (30) and (31).
In Supplement to Manual, 191 3, page 59, next to last line, the word
"inside" to be changed to "inner," making the sentence read, "inner
guard-rail should not be," etc.
In Supplement to Manual, 1914, page .jr. insert the word "inner"
before "guard-rail" in the first line; also, before the word "guard-
rail" in the fourth line, and also before "guard-rail" in the fifth line.
The President: — The recommendations are approved, with the excep-
tion of elimination of paragraph 15.
Unless there is further discussion of this Committee's report, it will
be excused, with the thanks of the Association for its valuable work.
DISCUSSION ON GRADING OF LUMBER.
(For Report, see pp. 905-916.)
' LIST OF SPEAKERS TAKING PART IN DISCUSSION ON GRADING OF LUMBER.
Curtis Dougherty. Dr. H. von Schrenk.
The • President : — The first report this afternoon is the report of the
Special Committee on Grading of Lumber, Dr. Hermann von Schrenk,
Chairman. The Chairman of the Committee will please present the
report.
Dr. Hermann von Schrenk (Consulting Timber Engineer): — The
Committee on Grading of Lumber has only one recommendation to
make this year, and that is found on page 926. In explanation of this
recommendation I wish to say that the Committee has discovered dur-
ing the past year that the formulation of these rules was due to a mis-
apprehension or misunderstanding on the part of the manufacturers of
white pine, and that the present rules for white pine, Norway pine and
hemlock, as contained in the Manual, are wholly unworkable and prac-
tically valueless, as far as the membership of the Association is con-
cerned, and we, therefore, recommend that they be rescinded, and the
Committee will endeavor during the next year to work out a new set
of rules.
I move, therefore, that the rules referred to be rescinded.
(The motion was carried.)
Dr. von Schrenk : — The Committee presents, in Appendix A, Grad-
ing Rules for Hemlock Lumber, to cover hemlock lumber produced in
Wisconsin and Upper Michigan, in conformity with the usual method.
We present this matter as information, to lie over for a year and
to be presented for formal adoption next year.
The Committee also presents, in Appendix B, Suggested Grading
Rules for Yellow Pine. The Committee considers this an extremely im-
portant matter, and these rules are suggested for the grading of Southern
pine lumber.
I would like to amplify a little on the letter read from the Forest
Service, and express, on behalf of the Committee, our appreciation to
the gentlemen connected with tin Forest Service for their assistance in
formulating a workable rule for the grading of yellow pine timber. I
would ask your earnest attention to the exhibits which the Forest Service
has sent here for our information. There is probably no problem in
connection with the grading of timber which lias been more carefully
studied during the last year than this question of endeavoring to find
some practicable way of distinguishing between the various grades of
Southern pine from a structural standpoint, and it is expected during
the coming year thai a definite rule, easily applicable, will be formulated,
its:,
1186 GRADING OF LUMBER.
and in the meantime I think it would be worth while for you to examine
the examples.
In Appendix B we have given the rule adopted by the Panama
Canal Commission covering the grading of yellow pine. We have also
given the rule adopted May 4, 1914, by the Yellow Pine Manufacturers'
Association, and also the rule adopted by the Georgia-Florida Sawmill
Association.
We expect the good points of these three rules will be consolidated,
but in view of the fact that many members want to use a modern
rule for classifying pines, either one of the three may be used at the
present time.
The President: — If there is no discussion, the action proposed is
approved.
The Committee also submits tentative rules covering hemlock lum-
ber and tentative rules for the grading of Southern yellow pines. I
presume there is no objection to receiving these tentative rules.
Mr. Curtis Dougherty (Queen & Crescent Route) : — I ask the Chair-
man of the Committee if the exhibits in the adjoining hall and the
grading of that timber follow either of these three specifications for
Southern yellow pine.
Dr. von Schrenk : — They do not quite follow them. Probably the
nearest is the Panama Canal rule. I believe the Forest Service experts
have arranged these cases to follow more or less closely the revised
rule which is hinted at in this Panama rule, which is tacked to the wall
right next to the case. You will note in all important items it practically
agrees with the Panama rule.
The President :— If there is no further discussion, the Committee
is excused, with the thanks of the convention.
DISCUSSION ON ELECTRICITY.
(For Report, see pp. 917-956.)
LIST OF SPEAKERS TAKING PART I.\ DISCUSSION QN ELECTRICITY.
E. B. Katte. J. C. Nelson.
The President: — The next report is that of the Committee on Elec-
tricity. In the absence of the Chairman, Mr. George W. Kittredge, the
report will be presented by Mr. E. B. Katte, who will make a statement
as to the report.
Mr. E. B. Katte (New York Central) :— I regret that the Chairman,
Mr. Kittredge, is unable to attend the convention and present this report.
The report of the Committee is largely one of progress. The work has
been, as usual, assigned to several Sub-Committees and the personnel of
these Sub-Committees is much the same as has existed for several years.
They have worked with similar Sub-Committees of sister organizations
and the recommendations are in the nature of additions or modifications
of existing standards.
The first recommendation relates to the third rail clearance diagram,
and the Committee recommends that the changes in the existing diagram
be approved and published in the Manual.
The President: — If there is no objection, the recommendation will be
published in the Manual.
Mr. Katte: — The second -recommendation is in a way new matter.
It relates to the specifications for crossings <>\ telegraph, telephone, signal
and other similar wires and cables over steam railroad rights-of-way.
This specification has been in existence several years, and has been ap-
proved by many co-operating organizations, as, for instance, the Asso-
ciation of Railway Telegraph Superintendents, the American Railway
Association, and your Committee recommends it for adoption by this
Association.
The President: — Any discussion on recommendation 2 of the Com-
mittee which appears on page 925 of the report?
Mr. J. C. Nelson (Seaboard Air Line) : — 1 would ask the Chairman
if these specifications for crossings are those adopted recently by the
American Railway Association?
Mr. Katte: — Yes, they are the same.
The President: — If there is no objection, this recommendation will
be approved.
Mr. Katte: — The third recommendation pertains to revisions and
modifications in the existing specifications for overhead crossings of elec-
tric light and power lines. The modifications are about 12 or 14 in num-
ber, they are of a more or less minor character, and they have already
been approved by the American Railway Association and by the Ameri-
can Electric Railway Engineering Association. If you see tit to adopt
them, we will have a standard for overhead crossings for practically all
1187
1188 ELECTRICITY.
of the railroad interests. The specifications are not entirely satisfactory
to the representatives of any one of the three organizations, but we have
agreed to accept them as tentative, and further, the representatives have
agreed that none will recommend any changes to their respective organ-
izations until all the Sub-Committees are in full accord, and so if you
approve these changes we will have a cable crossing specification which
will stand until modifications are suggested and approved by the three
railroad associations acting jointly through their Sub-Committees.
The President : — There is a modification of the specifications appa-
rently contemplated in the future, and the Chair would ask the Committee
as to the intent of its recommendation — is it intended to take the revised
portion of the specifications as submitted without change, and have that
incorporated in the Manual, with the idea that there will be change in
the specifications before they go into the Manual?
Mr. Katte : — The Committee does not recommend publication in the
Manual. It does not appear in the Manual now, but it is to be published
in the Proceedings. The object of the Committee in bringing these re-
visions up at the present time is to give you an opportunity to vote on
them in the same way as has been done by the American Railway Asso-
ciation and the American Electric Railway Engineering Association. We
are all working together now as a Joint Committee and there will be no
recommendation brought forward by your Committee until the other two
associations have agreed to such recommendation ; and in the meantime
the railroad associations will have a uniform specification.
The President: — If there is no objection, this revised edition of the
specifications will be approved.
The last two recommendations of the Committee -will be referred to
the Board of Direction, which will decide what is to be done in both
cases. I hardly thing they are subjects for the convention itself to pass
on.
If there is no further discussion, the Committee is excused, with the
thanks of the convention.
DISCUSSION ON YARDS AND TERMINALS.
(For Report, see pp. 957-987.)
LIST OF SPEAKERS TAKING PART IN DISCUSSION ON YARDS AND TERMINALS.
W. C. Barrett. Hunter McDonald.
W. M. Camp. A. Montzheimer.
J. L. Campbell. J. C. Nelson.
C. Dougherty. C. F. \V. Felt.
C. E. Lindsay. E. T. Reisler.
H. A. Lloyd. H. R. Safford.
The President : — The next report is that of the Committee on Yards
and Terminals. In the absence of the Chairman, Mr. E. B. Temple, the
report will be presented by Mr. Montzheimer.
Mr. A. Montzheimer (Elgin, Joliet & Eastern) : — Mr. Temple is not
able to be here to-day on account of this being the initial day of putting
in operation the electrification of the suburban service at Philadelphia.
The Committee has followed out the instructions of the Board of
Direction in dealing with this subject, and on page 959 you will find
"Typical Situation Plans of Passenger Stations." In this report we have
shown the passenger terminal, the union station, at Kansas City. In con-
nection with the report are two tables, the first being an exhibit showing
the track layout, and the other exhibit is the consist of trains. Diagram
"B," showing the occupancy of station tracks, is necessary in order
to figure out the way trains could be placed on these station tracks, and
it covers a two-hour period, from 7 to 9 a. m. A similar diagram
would have to be worked out for each period covered. Exhibit "C,"
consist of trains, prachcally explains itself; it covers the Missouri
Pacific Railway equipment, showing bow that equipment is placed in the
different trains; what train brings it in and what train takes it out.
This report is presented for information, and we desire it to be re-
ceived in that way.
The President: — Is there any discussion on this portion of the
report? If not, it will be received as recommended by the Committee.
Mr. Montzheimer: — On page 962 is the report of the Sub-Committee
on developments in the handling of freight by mechanical means. The
figures showing the cost of handling freight are very interesting, and I
understand that Mr. Clift, who prepared this part of the report, intends
to give further information covering the cost of handling freigbt in freight
houses. This portion of the report is also submitted as a matter of in-
formation.
The President: — You have heard the statement just made. Is there
any discussion? If not, the report will be received as information in
accordance with the recommendation of the Committee.
Mr. Montzheimer :— On page 969 is the report of the Sub-Committee
on developments in the design and operation of hump yards. During
1189
1190 YARDS AND TERMINALS.
the year it was planned to obtain a comparison of the operation of a
typical hump yard with a typical flat yard. In the report we have pre-
sented certain cost data covering the operation of one hump yard and
two flat yards.
Appendix "C," on page 978, gives information covering the opera-
tion of Yard A. The statement on page 986 is the principal part of the
report and the remainder of the Appendix is explanatory of the table. In
some ways this information is not entirely satisfactory. What we are
endeavoring to obtain is the cost of classifying cars in a hump yard and
the cost of classifying cars in a flat yard. It is very difficult to separate
the costs. In other words, there is certain work, such as delivering to
other roads, deliveries to industries, team tracks, and service of that kind
that is not, strictly speaking, work of a classification yard, and the Com-
mittee hopes to present figures in the future and possibly separate these
costs so that they will be more satisfactory.
The costs over the hump shown on page 980 in paragraph 12 are
interesting. We have shown there the cost of switching per car as well
as the cost of switching per cut of cars, and I think in making a com-
parison of any costs it is just as necessary to show the cost per cut as
it is to show the cost per car, because in some yards where the cuts con-
sist of a number of cars your cost is necessarily less per car and by get-
ting the cost per cut you get the information you want.
This report of the Sub-Committee is also submitted as information.
and I move it be accepted in that way.
The President:- — The Chair would say that the Committee has gone
to a good deal of trouble to obtain the information contained in the re-
port of this particular Sub-Committee, and it is to be hoped that the
knowledge gained in obtaining this information will aid materially in
getting more definite information during the coming year.
The disposition of the report as recommended will obtain, unless
there is some objection.
Mr. Montzheimer : — The revision' of the Manual suggested by the
Committee begins on page 968.
(Mr. Montzheimer read these various items, and changes were made
in the following respects:)
Mr. Curtis Dougherty (Queen & Crescent) : — With regard to inter-
change track, will the Committee make that read ''delivered or received?"
The President : — The Committee will accept that.
Mr. C. E. Lindsay (New York Central) : — With respect to scale
tracks, I suggest that in the second line it read, "drilling over scale."
Mr. Montzheimer: — The Committee will accept that.
Mr. H. R. Safford (Grand Trunk): — In the item "repair tracks." 1
would ask what guided the Committee in making the recommendation that
track centers should be 16 ft. and 24 ft.?
Mr. Montzheimer: — That is in the Manual now, and my recollection
IS that the only change we propose is where we specify the track should
be connected at both ends where possible. As 1 understand it. the track
DISCUSSION. 1191
centers are recommended in the Manual as to and J4 ft., the widest 1 < n
ter being to provide a space for getting material into the track to repair
the cars.
Mr. H. A. Lloyd (Erie) : — Will the Committee consent to strike out
the second "should be" in paragraph 5; under "car capacity of freight
tracks?"'
Mr. Montzheimer: — We will accept that.
Mr. C. F. W. Felt (Santa Fe) : — T think in paragraph 3, under
"team delivery tracks," there should be some provision to the effect that
the cranes should be provided only where the business justifies it. This
clause seems to cover all cases, regardless of the amount of business.
Mr. Montzheimer: — A crane would not be justified where the amount
of business did not warrant.
Mr. J. L. Campbell (El Paso & Southwestern) : — I suggest that the
sentence read, "If possible and necessary, the yard should be provided
with a crane for handling heavy freight where the business justifies."
Mr. W. C. Barrett (Lehigh Valley) : — Why not make it "if neces-
sary?"
Mr. Montzheimer : — The Committee will accept that suggestion, "if
necessary."
Mr. J. C. Nelson (Seaboard Air Line) : — I move that the words "if
necessary" precede the word "wagon" in paragraph 5. under "Team
Delivery Tracks."
Mr. Montzheimer: — The Committee does not consider it necessary to
have the words "if necessary" placed before these conclusions. This is
simply a reference to the location of the wagon scales, and they will not
be installed unless it is necessary.
Mr. W. M. Camp (Railway Review) :— I suggest that the sentence
read, "Wagon scales, if installed, should be at the most convenient place,"
etc.
Mr. Montzheimer: — The Committee will accept that.
There is also a report from the Committee relating to track scales,
on page 970, and you will note it is a recommendation.
The President: — That particular recommendation will be acted on.
It is not necessary to consider it at this meeting. Are there any other
suggestions that are desired to be made to the Committee?
Mr. Lindsay: — I repeat a request tor the Committee to study the
subject of poling yards.
The President: — That suggestion will be referred to the Board of
Direction. If there are no further comments, the Committee will be re-
lieved, with the thanks of the Association.
AMENDMENTS TO COMMITTEE REPORTS.
REFERENCE TO AMENDMENTS MADE TO COMMITTEE REPORTS AT THE SIXTEENTH
ANNUAL CONVENTION
UNIFORM GENERAL CONTRACT FORMS.
(For Report, see pp. 89-101; discussion, p. 1037.)
Amend the form for "Bond" on page 101 to make it applicable to
the Dominion of Canada also.
SIGNS, FENCES AND CROSSINGS.
(For Report, see pp. 433-519; discussion, p. 508.)
Amend the "Specifications for Standard Right-of-Way Fences," on
page 436-437, to read : "Class A Fence," "Class B Fence," "Class C
Fence," "Class D Fence."
Amend the recommendations under 'Gates for Right-of-Way Fences,"
on page 440, by making the third paragraph read as follows : "Farm
gates should be hinged so as to open away from the track, and, if hinged,
swing shut by gravity, and the end of the gate opposite the hinged end
should lap by the post a sufficient distance to prevent it from being
opened by side pressure."
Amend conclusion (3), on page 509, by substituting the term "stock-
guard" for "cattle-guard," in the first line.
ECONOMICS OF RAILWAY LOCATION.
(For Report, see pp. 103-150; discussion, p. 110.)
Amend conclusion (2), on page 104, by substituting "may not be the
economical plant" for "cannot be the economical plant."
Amend conclusion (5), by inserting after the word "amount" in the
second line on page 105 "direction," so that it will read: "a reasonable
assumption of the amount, direction and class of traffic."
Amend conclusion (6) to read as follows : "The engine district
should be sufficiently long to obviate constructive mileage and short enough
to enable the maximum slow freight train to make the run within the
hours of service required."
Amend conclusion (8) by inserting in the second line the word
"preferably" before the word "for," making it read : "and preferably
for the full train length," etc.
Amend conclusion (9) by inserting in the ninth line after the words
"line resistance" the word "time."
Amend conclusion (10), second paragraph, second line, by chang-
ing the words "station buildings" to "stations."
Amend conclusion (12), seventh paragraph, by substituting the word
"ordinary" for "best" in the eighth line.
Amend conclusion (12) further by adding the following, after the
first paragraph : "The above method must be understood to not take
into account the resistance due to accelerating trains. This may or may
1192
AMENDMENTS. L193
not be a considerable part of the total resistance, depending on the rate
of grades and the distance between stops."
Amend conclusion (12) further by substituting for the last sentence
in the first paragraph the following : "In comparing different locations
the resistance under average conditions should be used."
Amend conclusion (13) further by eliminating the last sentence and
substituting the following : "It should be understood that the first method
does not give information as to the actual fuel consumed."
Amend conclusion (13) further by eliminating the words "It is the
unanimous opinion of the Committee that" in the first two lines of the
conclusion.
ROADWAY.
(For Report, see pp. 565-600; discussion, p. 1071.)
Amend the definition of "Cattle Pass" to read "Stock Pass;" also
.substituting the word "opening" for the word "built," making it read
"bridge opening."
Amend "General Contract Requirements," paragraph 6, by making it
read : "should preferably be not less than 13 ft. on tangents."
Amend the "Specifications for the Formation of the Roadway" by
adding to paragraph 23 the following sentence : "The measurement of
this material shall be the original space occupied regardless of the
classification."
Amend paragraph 28, by substituting the word "found" for the word
"met" in the second line.
Amend paragraph 41, by omitting the first "or" in the first line.
Amend paragraph 48-a by inserting in the fourth paragraph after
the word "multiplying" the words "the excavation" before the word
"yardage."
For paragraph 59, substitute the following : "The contractor shall
without loss or liability to the company construct all roads necessary
for his use in the execution of this contract."
Amend paragraph 60 by inserting the words "within limits agreed
upon" after the word "designated" in the third line.
Amend paragraph 78 by inserting after the word "risk" iti the third
line the words "personal liability."
Amend paragraph 81 by inserting after the word "assistants" in the
sixth line the words "acting within the scope of his authority."
Amend the first section under "Washouts" to read as follows: "The
ends of trestles and bridges should be efficiently protected with masonry,
riprap or other protective work where necessary."
Amend the "Specification for Sodding with Bermuda Grass" by in-
serting in the eighth line, on page 595, "where necessary" after the words
"20 days."
K'KCORDS AND ACCOUNTS.
(For Report, see pp. 785-790; discussion, p. 1085.)
Amend the conventional symbols for showing the weight per yard
cf rail by a straight line, with the weight per yard indicated by figures.
1194 AMENDMENTS.
TIES.
(For Report, see pp. 521-564; discussion, p. 1089.)
Amend the definition of "Head Block" by substituting the word.y
"a tie or ties" for "a member or members."
Amend conclusion (2) under "Conservation of Timber Supply" by
omitting the words "and screw spikes."
TRACK.
(For Report, see pp. 715-73S; discussion, p. 1135.)
Amend the definition of "Switch" by adding after the word "run-
ning," in the third line, the words "to another track."
Amend the section under "Maintenance of Surface" by inserting the
words "if possible" after the word "curve" in the third line.
BUILDINGS.
(For Report, see pp. 739-784; discussion, p. 1149.)
Amend paragraph (b) under "Turntable Pit" to read: "Circle walls
should be of concrete or brick, with proper supports and fastenings
for rails on the coping."
Substitute the word "parts" for the word "interior" in the first line
of paragraph (d) under "Turntable Pit."
BALLAST.
(For Report, see pp. 1005-1020; discussion, p. 1153.) '
Amend "Specifications for Burnt Clay Ballast" by making the first
line read : "Good ballast clay is heavy and plastic."
Amend the seventh paragraph under "Specifications for Burnt Clay
Ballast" to read : 'When fully burnt a proper ballast clay becomes red
in color when the clay contains iron," etc.
Amend the fourth paragraph by inserting the word "generally" be-
fore the word "sufficient" in the second line.
YARDS AND TERMINALS.
(For Report, see pp. 957h98?; discussion, p. 1189.)
Amend the definition of "Interchange Track" by substituting the
word "or" for the word "and" in the first line.
Amend the "General Requirements for "Scale Tracks" by substituting
the word "scale" for the word "same" in the second line.
Amend paragraph (5) under "Car Capacity of Freight Tracks" by
striking out the words "should be" in the second line.
Amend paragraph (3) under "Team Tracks" by substituting the
word "necessary" for "possible" in the first line.
Amend paragraph (5) to read: "Wagon scales, if installed, should
be at the most convenient place," etc.
PART 2
MONOGRAPHS
RECENT DEVELOPMENTS IN TRACK CONSTRUCTION
A REVIEW OF THE INCREASES IN LOADS PLACED UPON
THE TRACK AND THE IMPROVEMENTS IN THE
VARIOUS DETAILS OF ITS CONSTRUCTION.
By Elmer T. Howson, Engineering Editor Railway Age Gazette.
It is frequently stated by laymen that our steam railroad tracks are
not sufficiently strong to carry the loads which are placed upon them
with the proper factor of safety, and that the design of the track struc-
ture has not kept pace with the increase in these loads in recent years.
It will be the purpose of this study to ascertain to what extent this
opinion is justified in fact, and to compare the development of the vari-
ous elements entering into the construction of the modern track with
the increase in the loads placed upon it during the past decade.
It is not surprising that the non-technical man should form the
opinion that our tracks are falling behind when he reads all too fre-
quently of the accidents attributed to some weakness in them, while
his attention is not called to the thousands of trains which move over
our lines daily without mishap. He also sees the great increases in the
size of locomotives and in the length of trains and notes that the height
of the rail and the width of the head have not been increased in pro-
portion to the increase in loads. He is, therefore, easily convinced that
the track is not making the proper progress and agrees readily with the
views of any alarmist.
However, the layman is not alone in this opinion regarding the pres-
ent status of our track construction. So prominent an authority as James
E. Howard, Engineer-Physicist of the Interstate Commerce Commission,
has stated at frequent intervals during the past three years that the track
was being overloaded, and that the new and peculiar type of rail frac-
ture known as the internal transverse fissure, was caused by the con-
tinued application of excessive wheel loads on the rail. 0, E. Selby,
Bridge Engineer of the Cleveland, Cincinnati, Chicago & St. Louis Kail-
way, made an analytical study of track construction several years ago
(Bulletin No. 80), as a result of which he also concluded that our track
was considerably overstressed. Other engineers have studied this subject
from other angles and have arrived at similar conclusions. While this is
by no means the consensus of opinion, it demonstrates that this subject
is one of great importance at the present time, and the question of the
relative strength of our present track construction is giving many rail-
road men cause for grave concern to-day.
♦Revised from a thesis submitted for a second degree at the University
of "Wisconsin in June, 191 I.
Note — Written Discussions are invited.
4 RECENT DEVELOPMENTS IN TRACK CONSTRUCTION.
INCREASE IN WHEEL LOADS AND SPEED.
In discussing the present strength of the track, the first step is to
determine the extent to which the service demanded of it has increased
in recent years. The two most important factors in the movement of
trains affecting the stresses in the track are the weight of the trains and
their speeds. Ever since the introduction of the first steam locomotive,
engineers have predicted that engines would not increase in weight to any
appreciable extent beyond those then in use. These predictions have been
so frequently made and so frequently disproved that one is forced to
conclude that the wish is father to the thought. Even as late as within
the past year J. E. Greiner, an eminent Bridge Engineer, has stated
(Bulletin No. 161) that one is not justified in designing a bridge for a
loading heavier than Cooper's E-50, and that a structure designed for
Cooper's E-60 loading will carry the heaviest load of which it is possible
to conceive. His statements apply only to bridges, but the load which
the track and bridges have to carry is the same and, if Mr. Greiner's as-
sertion that the limit of locomotive weights has been approached is cor-
rect, it will apply to the track as well.
Such broad conclusions should be drawn only after the most mature
consideration. It has been the common experience of nearly all roads
that the structures on main lines have been renewed from time to time
because of their inability to carry safely the increasing loads long be-
fore their normal life had been secured. This interval between renewals
has varied widely on different roads, but has averaged perhaps about 20
years. That the conclusions of Mr. Greiner are not generally accepted
is shown by the fact that of 39 representative roads mentioned by him,
one was stated to be designing its structures for Cooper's E-65 loading,
seven for E-60, four for E-57, seven for E-55, one for E-53, eleven for
E-50 and four for loads under E-50. Therefore, twenty of these roads
are now designing for heavier than E-50 loading and five more plan to
adopt a heavier loading in the near future. Thus, the majority are not
in agreement with Mr. Greiner and evidently expect a further increase
in loads.
In view of these radical differences of opinion regarding the increase
in the weight of equipment, which may reasonably be expected within
the next few years, it is well to consider the developments of this nature
within the past two or three years. It will be noticed that the weights
of the locomotives built have not increased as much as in earlier periods,
but this is due in very large measure to the fact that designers have
been able to meet the demands for increased train loading on the part of
the operating department by the adoption of the superheater, the brick
arch, the mechanical stoker, and other important improvements. De-
velopments of this nature cannot be expected to continue indefinitely,
and it seems reasonable to expect that the weight of locomotives will soon
increase again.
One of the two most important developments in locomotive designing
in the past year is the Atlantic type passenger engine of the Pennsylvania
RECENT DEVELOPMENTS IN TRACK CONSTRUCTION. 5
Railroad. This road has been conducting elaborate experiments with an
Atlantic type locomotive for several years, as a result of which a num-
ber of engines have been designed and built recently weighing 240,000
lbs., with 133,000 lbs. on the drivers, or 66,500 lbs. per axle. When the
first engine of this general design was run over the line three or four
years ago, the effect on the track was very noticeable. Many experiments
were then made with this type of engine on the track and in the loco-
motive testing plant at Altoona, Pa., until the present design was per-
fected. In order to compensate for the unusually high axle load a great
deal of attention was given to the design of the reciprocating parts to
remove all unnecessary weight. The result is that the dynamic load due
to counterbalance is less than 30 per cent, of the static weight on drivers,
or less than that of many passenger locomotives with axle loads 10,000
lbs. less.
Another development of much interest as indicative of advanced
tendencies is the triplex type locomotive recently completed by the Bald-
win Locomotive Works for the Erie, which weighs 853,050 lbs. complete,
as compared with 850,000 lbs. for the Santa Fe engine with tender, which
created so much interest a few years ago. This engine is designed with
24 drivers spaced 5 ft. 6 in. between axles and with 61,900 lbs. on each
axle.
While these two illustrations are extreme at the present time, they
indicate the trend of modern railroad operation. The average weight,
exclusive of tenders, of the locomotives in service in 191 1 was reported
by the Interstate Commerce Commission to be 150,800 lbs., or 33 per
cent., heavier than in igo2. The Mallet, which was heralded as freakish
only a few years ago, is meeting with general application on many roads.
Fortunately the tendency in these heavier locomotives is to distribute the
increased weight over more axles as in the Mallet and triplex types, al-
though this only partially alleviates the difficulty. The average load on
drivers for the more recent locomotives now ranges between 50,000 and
60,000 lbs. per axle.
Of almost equal importance with the increase in the weight of motive
power at the present time is the corresponding increase in the weight and
capacity of freight and passenger cars. The freight car of 100,000 lbs.
capacity has now largely replaced those of 60,000 and 80,000 lbs. capacity,
which were standard a few years ago. Cars of 115,000 lbs. capacity have
been largely adopted by the Eastern roads for coal, coke and ore traffic.
Only a few months ago the Chesapeake & Ohio ordered 1,000 cars of
140,000 lbs. capacity, while the Norfolk & Western built 750 gondola cars
last year with a rated capacity of 180,000 lbs. Tims the tendency towards
the adoption of larger cars is plainly evident, and it may confidently be
predicted that their use will become quite general on those roads hand-
ling large volumes of mineral or other heavy traffic. The economy of
their use is evident from the fact that the revenue load comprises 75 per
cent, of the total loaded weight of the Norfolk & Western cars referred
to above, as compared with 60 per cent, with the average car of 100.000
6 RECENT DEVELOPMENTS IN TRACK CONSTRUCTION.
lbs. capacity. These 90-ton cars weigh 263,600 lbs., with the allowable
10 per cent, overload, and, although provided with six-wheel trucks, the
axle loads reach 43,900 lbs., or almost as much as on a locomotive. The
Chesapeake & Ohio cars will weigh 210,500 lbs. with overload and, as this
will be distributed between four axles only, it will give axle loads of
52,625 lbs. When it is considered that these cars will probably be run in
solid trains, the tremendous burden on the track can be realized.
Cars of special design have also been built for special purposes, al-
though their number is naturally very limited. Among the fetest of
these special cars are three completed during the past year for the
Lehigh Valley, which are the heaviest ever built. They have a capacity
of 220,000 lbs. and with overload give axle loads of 55,600 lbs. on six
axles. However, in spite of their weight these cars do not present the
problem that the Norfolk & Western or the Chesapeake & Ohio cars do,
as they will be run singly in trains of lighter cars.
This tendency to increase the weight of equipment extends to the
passenger cars also, in whose construction steel is rapidly replacing wood.
Although the steel passenger car has come into use only within the past
seven years, practically no wooden cars are now being built, and all new
equipment of this character is being built of steel or with steel under-
names. On January 1, 1914, 227 roads reported to the Special Commit-
tee on Relations of Railway Operation to Legislation that they owned
58,660 passenger cars, of which 9,492 were all steel and 4,608 had. steel
underframes. Of the passenger cars ordered in 1913, 2,765 were of all
steel construction and 171 were provided with steel underframes, while
only 177 were of wood. When it is remembered that the steel cars weigh
from 10 per cent, to 25 per cent, more than wooden cars of the same de-
sign, it can readily be seen that they will result in greater loads upon the
track, especially as they are operated in solid trains and on the fastest
runs. The increased weight of the steel equipment has already been
sufficient to require the use of heavier locomotives in numerous instances
to maintain existing schedules. More serious, however, than the im-
mediate increase in the weight of the cars themselves is their effect on
the track. Recent extensive tests made on the Canadian Pacific and the
Pennsylvania have shown that the steel passenger equipment has created
as high stresses in the track as many of the locomotives.
While the weights of all classes of equipment is thus seen to be in-
creasing, the statement is occasionally heard that we have now reached
the limit of this development because of clearance conditions. It is true
that on some roads the clearances now form the limitations, especially in
the East. However, it is on the Pennsylvania Railroad, operating through
• >nc of the oldest and most congested parts of the country, that these
new passenger locomotives with the heaviest axle loads in the country
are now operating. Also the present indications are that clearance legis-
lation 1 if a more or less radical nature will be quite generally enacted,
in which case many of these narrow clearances will be removed. It
should not he assumed, therefore, that clearances will present a per-
RECENT DEVELOPMENTS IN TRACK CONSTRUCTION. 1
manent barrier, especially in the large area of prairie country west
of Chicago.
Not only have the weights of the various units of equipment in-
creased greatly but the amount of traffic and therefore the frequency
of application of the load on the track have also multiplied. As shown
in the accompanying table, the ton miles of freight hauled by the rail-
ways increased from 88,241,050,225 in 1892 to 253,783,701,839 in 1911,
the last year for which the complete records are available, a growth
of 188 per cent, in 19 years. During this same time there was an in-
crease in the mileage of main line operated of 40 per cent., so that
the service required of the average mile of line was not therefore
trebled. The actual average burden placed upon the track is more
closely represented by the ton miles of freight hauled per mile of
main track. This latter unit rose from 509,348 in 1892 to 938,313
in 191 1. In other words, the amount of freight hauled per mile of
main track has increased 84 per cent, in 19 years. The passenger
service rendered has likewise increased from 77,134 passenger miles
per mile of main track in 1892 to 122,756 in 1912, or 70 per cent.
However, conclusions based upon the above figures for individual years
may be somewhat misleading since they do not take into consideration
the fact that the traffic in single years may be considerably above or
below normal. A more accurate comparison may be secured from five-
year periods, and the accompanying table has therefore been prepared.
From this it is seen that while the ton miles of freight increased 167
per cent, in the five-year period ending with 191 1 as compared with that
of 1892-96 inclusive, the ton miles per mile of main track increased 90
per cent. Likewise, while the total passenger miles increased 130 per
cent., the passenger density per mile of main track increased 60 per cent.
Speed is an important factor in any discussion of the stresses in
track. Here conditions are more nearly stationary. In some instances
schedules for freight as well as passenger trains have been shortened.
However,, it is safe to say that, with the necessity for economy and re-
trenchment, during the past few years at least an equal number of sched-
ules have been lengthened. The days of ruinous speed wars for pas-
senger traffic seem to be almost over, while, with the growing realiza-
tion of the economy of operation of heavy tonnage trains, freight
schedules arc being lengthened and more cars added wherever the traffic
will permit. Thus the effect of speed has not been to increase the burden
upon the track to any appreciable extent.
DEVELOPMENT IN TRACK CONSTRUCTION—
THE RAIL.
As shown above, the weights of the motive power and equipment and
the density of traffic have steadily increased while the speeds have re-
mained practically constant. The net result has been, therefore] an in-
creased burden on the track. The rail is t lie portion of the track which
ea this load directly, and its function is to distribute it to the sup-
8 RECENT DEVELOPMENTS IN TRACK CONSTRUCTION.
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RECENT DEVELOPMENTS IN TRACK CONSTRUCTION. 9
porting ties. The rail has been materially improved within the past ten
years in composition, in section, in weight and in methods of manufacture.
This development has been especially pronounced during the last two
years, following the deluge of broken rails during the severe winter of
1911-12.
The most important improvement has been in the character of the
metal. To more fully understand this development it will be instructive
to go back somewhat. As shown in the accompanying curves, the rail
material has changed at frequent intervals. Until about 1865 iron rails
were used almost entirely and they were still rolled in large quantities
until about 1881, after which their production rapidly declined. But the
iron rails continued to give good service for many years and in 1909
there were still 8,862 miles in track, or 2.3 per cent, of the total mileage.
Statistics gathered by the Special Committee on Relations of Railway
Operation to Legislation for January 1, 19 12, and covering 216,951 miles
of line, showed that this mileage had then been reduced to 1107 or 0.045
per cent, of the total. Thus the mileage of iron rails in service to-day
is negligible. ,
Bessemer steel rails were first manufactured in this country about
1866 and with the rapidly increasing wheel loads tbey rapidly replaced
the iron rails until a maximum of 3,791,459 tons were rolled in 1906.
Increasing wheel loads, however, again caused signs of distress. At the
same time the exhaustion of the high-grade Bessemer ores made it im-
possible to maintain the previous standards of material. To supply this
deficiency open-hearth rails were adopted. Although only appearing first
in any appreciable quantity in 1903, they have already passed the Bessemer
rails in point of tonnage produced and reached the high figure of 2,527,710
tons in 1913, while the production of Bessemer rails has declined until
last year it was only one-third this amount. On January 1, 1912, the
open-hearth rails in track were 11.43 per cent, of the total as compared
with 87.47 Per cent, of Bessemer and 1.10 per cent, of special alloy rails.
Thus the development has been from iron to Bessemer steel and then to
open-hearth steel. What will follow next is only conjectural, but it would
not be surprising if some alloy rail should he called on when open-hearth
becomes unable to carry the loads safely.
Considerable attention has already been given to the use of alloy
rails as a substitute for Bessemer steel. Prominent among the alloy
metals used are nickel-chromium, manganese and ferro titanium. Nickel-
chromium rails have been used in limited quantities on the Central Rail
road of New Jersey, the Baltimore ft. Ohio, and other Eastern roads.
The te^ts on the Central Railroad of New Jersey did not prove entirely
satisfactory while those on the Baltimore & Ohio are still in progress.
Although these rails have shown considerably increased resistance to
wear, the number of breakages has been high. Without further improve-
ment in composition, it seems probable therefore that this alloy will not
meet with general adoption.
Manganese steel has Come into wide use for frog, switch and cross-
10 RECENT DEVELOPMENTS IN TRACK CONSTRUCTION.
ing construction within the past ten years and to a limited extent for
rails in certain locations of v'ery heavy traffic. The advantage of man-
ganese is its great resistance to wear. The most serious objections are
its high cost, about $50 per ton, and the difficulty of drilling or cutting
/eso 60 ?a 00 sj /3&0 /a
it in the track. It is in service in a number of places of heavy wear
where it is showing considerable economy. While originally cast, it is
now rolled, improving the quality and decreasing the liability of breakage.
It is in use in special locations on the Chicago & Northwestern; the Chi-
RECENT DEVELOPMENTS IN TRACK CONSTRUCTION. 11
cago, Milwaukee & St. Paul; the Norfolk & Western; the Northern Pa-
cific, and numerous other roads. One of the recent installations is a
lot of 500 tons laid a year ago on curves in the eastbound track of the
Delaware, Lackawanna & Western down the east slope of Pocono moun-
tain east of Scranton, Pa., over which moves a traffic of over 1,000,000
tons per month.
Although not properly termed an alloy, as it does not appear in the
finished product but passes out with the flux, ferro-titanium has been
largely used in recent years. It acts as a scavenger in the molten steel,
collecting the impurities and leaving a more sound and homogeneous
metal. It met with wide adoption about 1909 when there was so much
difficulty with segregation and other allied troubles and the tonnage of
ferro-titanium rails reached 256,759 tons in 1910. With the change from
Bessemer to open-hearth and with the more strict supervision and im-
proved methods of rail manufacture, however, the use of titanium has
decreased.
Although of doubtful value, small quantities of copper alloy rails
have been rolled at intervals for different roads, the latest being an
order for the Chicago, Milwaukee & St. Paul last year. The basis for
the use of this alloy is the composition of some old rails imported from
England many years ago which gave excellent service and which were
found on analysis to contain a small quantity of copper.
Clocely related to the change from Bessemer to open-hearth steel with
the resulting improvement in the quality of the rails are the new speci-
fications of the American Railway Engineering Association and of sev-
eral individual railroads requiring more frequent and careful tests of the
finished product as well as more careful attention to the methods of
manufacture in the mills. The mill employes are paid upon a tonnage
basis which is in itself a handicap to the best quality of work and is pro-
ductive of careless workmanship. Following the wave of heavy rail
breakage during the winter of 1911-12, studies of these failed specimens
showed that many of the breakages were the result of poor metal, due in
large measure to defective mill practice. This was especially true of
the very common defect — segregation. Prompted by the agitation fol-
lowing the expose of conditions at that time the manufacturers have
realized the gravity of the situation and have made numerous changes
in discipline and in mill practice which have improved the finished product
materially. Also, during the past two years private inspection bureaus
representing the railroads, have placed inspectors in all parts of the
mills to watch the various details in the manufacture of the rails, in
this way detecting unsound metal before it is lulled instead of depending
upon the final physical tests alone, as had been the previous practice.
Probably the greatest result secured from this plan lias been to cause
the employes to be more careful because of this supervision. These
various measures have ool brought the metal up to the highest point
desirable, but they have eevertheless resulted in meat improvement. It
is unfortunate that defective practices may be detected frequently only
12 RECENT DEVELOPMENTS IN TRACK CONSTRUCTION.
after extended service and the remedies are then difficult to apply. In
the same way the full benefits of recent improvements in material and
in improved mill practice will not be evident for some time.
One of the most important developments in rails during the past ten
years has been in section. Previous fo 1890 there was a wide diversity
of sections and few roads used any section in common. The unneces-
sary burden placed upon the manufacturers and railways alike was so
evident that a Committee of the American Society of Civil Engineers
was appointed to design standard sections for weights varying by five
lbs. per yard. These sections were generally adopted and gave satisfac-
tion until a few years ago when the deterioration in the Bessemer ores,
combined with the heavier wheel loads, resulted in a large number of
base failures in these rails with their thin flanges. To increase the
strength of these flanges a number of roads then designed their own
sections which they are still using, while the American Railway Asso-
ciation designed two sections which have been adopted on many roads.
One is a high section for use where great stiffness is desired, as in
high-speed passenger tracks, while the other is a lower section with a
heavy head for use in tracks carrying a very heavy, slow-freight traffic.
Both of these sections have now been used for five or six years and
have shown a great improvement over the earlier sections. There is
a feeling among some engineers that the sections can be still further
improved but there is at present a stronger sentiment that no more
changes should be made until the American Railway Association sections
have received a more thorough trial.
One section which has been used to a very limited extent during
the past two years and which has given some very surprising results is
the Frictionless rail. This is a rail with a narrow head, both sides of
which slope outward at a slight angle and is designed to reduce the
frictional resistance and thereby the wear between the rail and the
wheel flanges. It does not differ from the ordinary open-hearth rails
in composition and the only special feature is the design of the head.
Extensive tests made on the Maine Central, the Boston Elevated, and
several other roads, show a greatly decreased wear of rails where this
rail is placed on the inside of the curves. The reason for this action is
not entirely clear and several explanations have been given. Several
roads, including the Southern Pacific, the Illinois Central, and the Bur-
lington, have recently placed trial orders and the results will be watched
with interest. If successful, this section will largely replace the harder
alloy rails on curves and other points of severe wear.
It would be assumed that the weight of rails has increased during the
past decade with the increase in wheel loads, and an examination of
the statistics shows this to be the case. In 1897, 20 per cent, of the
rails rolled were of 85-II). secthm and over, while 75 per cent, were
between 45-lb. and 85-lb. section. Five years later these percentages
were 22 and 70, respectively. In 1907, 49 per cent, of the rails rolled
were of 85-lb. section or larger while in 1913, 64 per cent, were of
RECENT DEVELOPMENTS IN TRACK CONSTRUCTION. 13
85-lb. section and over and 28 per cent, were between 45-lb. and
85-lb. A summary of the weights (if rail in track on January I,
1912, shows the following percentages :
100-lb. and over 5.85 per cent.
90-99-lb 8.32 " "
80-89-lb 32.94 " "
75-79-lb 12.81 "
70-74-lb 8.56 "
60-69-lb 18.16 "
Less than 60 13.36 " "
As shown by the percentages of the various weights of rails rolled
during 1913, the proportions of the heavier sections, especially between
85-lb. and 100-lb., have increased considerably during the intervening
two years so that it is safe to assert that over half the rail now in the
track is 85-lb. or heavier.
The 90-lb. and 100-lb. sections are now generally adopted as standard.
The 100-lb. section is standard on the Pennsylvania Railroad and Lines
West, the 101-lb. section is used on the Lehigh Valley and the Lacka-
wanna, and the 105-lb. section is standard on the New York Central
System, all roads of very dense traffic. Sections of heavier pattern have
not met with ready adoption, although they have been used on a few
roads. Among the roads using them are the Lehigh Valley, with a
no-lb. rail, and the Central Railroad of New Jersey with a 135-lb. rail.
As shown above, less than 6 per cent, of the mileage was laid with rail
weighing 100 lbs. or more two years ago. If the rail of 101 to 105-lb.
sections, which are simply modifications of the 100-lb. rail, were ex-
cluded, this percentage would be very much smaller.
This mileage also is not increasing to any extent because of the
apparent difficulty in securing the same quality of metal in these heavy
sections as in the lighter ones. However, it is only a matter of time
until they will be required and the methods of manufacture will have to
be improved so as to seenre the desired quality with the increased weight.
A recent canvass of the sentiment of railway men regarding the proper
weights of rail and the advisability of adopting heavier sections showed
that it was the consensus of opinion that rail lighter than 80-lb. should
not be rolled but that for the present it was not considered advisable
to go to heavier sections than ico-lb. because of the frequent unfavorable
results with these heavier sections.
THE TIE.
Next to the rail, the tie has received the most attention in recent
years, not so much from the standpoint of increasing its strength as of
extending its life. Railway men have given a great deal of consideration
to the relation the continually increasing demands for tie timber bear
to our rapidly diminishing forests. Practically all studies of the tie have
been made either to extend the life of the timber tie now used or to
14 RECENT DEVELOPMENTS IN TRACK CONSTRUCTION.
find a substitute for it. The number of ties purchased annually ranges
from 115,000,000 to 155,000,000, with an average of about 135,000,000,
equivalent to 4,000,000,000 ft. B.M. About 94 per cent, are used by steam
roads and the rest by electric lines. At present approximately one-half
are oak and 15 per cent, are Southern pine, but both of these timbers
are disappearing rapidly and the inferior woods are now coming into
use in large quantities.
As would naturally be expected under these conditions, the price of
ties has risen as the better timbers are being exhausted, owing to the
decreased supply and also to the increased cost of production and haul
from the less accessible portions of the country. Also, even with the
increased price, ties are now regularly accepted which would have been
rejected quickly a few years ago. As an example of the extent to
which the price has increased, statistics were given in the last annual
report of the Baltimore & Ohio showing that the average price paid had
increased from $0.50 in 1904 to $0.70 in 1913, or 40 per cent, in ten
years. The expenditure for this one item on this road increased from
$806,758 to $1,887,020 in the same period. While some of this increase
was due to the construction of additional tracks in the meantime, an
idea of the relative increase can be gained from the fact that this ex-
penditure increased 154 per cent, in the ten years as compared with an
increase of only 55 per cent, in the outlay for rail.
This condition furnishes the primary incentive for a study of the
tie problem and efforts have been directed principally along the lines
of timber treatment to increase the resistance to decay, of the more
extended use of tie plates and of screw spikes to reduce the mechanical
destruction of the timber and the development of substitute ties of steel
or concrete. The greatest progress has been made with the treatment.
Starting in this country about 1875 and growing slowly at first, this
industry resulted in the erection of twelve treating plants by 1900.
Since that time the growth has been especially rapid until now there
are nearly 100 plants in operation and several under construction. The
number of ties treated annually likewise increased until over 39,500,000
were thus prepared in 1913.
Aside from increasing the life of any timber, the great advantage
resulting from timber treatment lies in the practicability of using the
so-called inferior woods which, without treatment, would not offer a
resistance to decay sufficient to justify their insertion in the track. How-
ever, with treatment and the use of tie plates, many of these softer woods
have a life in the track equal to or exceeding that of the hard woods
untreated. Studies of the adaptability of the various inferior woods
for treatment made within the past four years have been especially
valuable. The adoption of timber treatment has greatly widened the
range of selection of timbers and has therefore postponed for many
years an actual shortage of tie timber.
'1 he extent to which wood preservation acts as an agency of forest
conservation is illustrated by the experience of the Santa Fe. This road
RECENT DEVELOPMENTS IN TRACK CONSTRUCTION. L5
has been a pioneer in the treatment of ties ami the beneficial results
are now evidenced in their increased life to such an extent that the
requirements for last year were 6co,coo below those of a few years
ago. The cost of the treatment varies with ihc process and with the
4I
:;1
amount of preservative injected into the timber. However, the cost of
creosote treatment, injecting 10 lbs. of creosote per cu. ft., averages
about $0.40 per tie, of zinc chloride $0.17 and of the Card process with
16 RECENT DEVELOPMENTS IN TRACK CONSTRUCTION.
a combination of zinc chloride and creosote $0.25, according to Forest
Service Bulletin No. 118, by Howard F. Weiss.
With the increased expenditures now being made for timber preserva-
tion, it may be assumed that more attention is being given to the selec-
tion of the treatment best adapted to the particular locality in which the
ties are to be placed, for it is evident that the same treatment is not
equally efficient, for instance, on the lines of the Santa Fe in Eastern
Texas, where the normal life of ties untreated is only a few months, and
on the lines of the same road in the Arizona desert. Little definite and
accurate information of this character is now available, but many roads
are now collecting detailed information from test sections placed at
representative points on the system and containing ties treated in various
manners. With this data it is to be expected that it will be possible
to adapt the treatment more closely to the local conditions and thus
secure the maximum of service with the least expenditure.
At the present time the tendency is distinctly towards the adoption
of the creosoting process. At first this did not meet with general favor
because of the higher cost of treatment, and W. F. Goltra has estimated
that up to 1900, only 500,000 of the 15,000,000 ties treated up to that
time had received this treatment as compared with 14,500,000 treated
with zinc chloride. However, in 1912 over twice as many ties were
treated with creosote as with zinc chloride.
The increasing use of creosote has produced a very severe shortage
of this material with a resulting rapid increase in price. The quantity
of creosote consumed in the preservation of ties has increased from
56,000,000 gal. in 1908 to 108,373,359 gal. in 1913, over 62 per cent, of
which was imported. Creosote is a by-product in the distillation of
coal-tar and unless sale is found for the tar, the manufacture of creosote
is not practical commercially. Therefore, while there is a large raw
supply, there is not a sufficient sale for the primary products to enable
creosote to be produced in sufficient quantities. As a result this shortage
of high-grade creosote oil was so severe last summer as to force a
number of treating plants to close down. To alleviate the shortage
somewhat, a practice originating about five years ago of mixing refined
coal-tar with the poorer grades of creosote oil to improve their quality,
is fast gaining ground. If this is done under proper supervision and
with no intention of adulteration, it appears to be justified as a com-
mercial expedient where the high-grade oils cannot be secured, for so
eminent an authority as Dr. Hermann von Schrenk states that for per-
manency and antiseptic properties this mixture closely approaches the
high-grade oils.
Intimately associated with the treatment of ties as a protection against
decay is the use of tie plates to protect them against mechanical wear.
The adoption of tie plates has been very rapid within the past decade,
owing to the increasing value of the ties, the heavier wheel loads, and
the use of the softer woods. The early tie plates were of small area
and only about 3^-in. thick. As a result they soon broke or buckled,
RECENT DEVELOPMENTS IN TRACK CONSTRUCTION. 17
or were forced deep into the tie by the increasing wheel loads. To
eliminate these conditions, the size of the plate has been increased
to provide a bearing area on the tie sufficient to distribute the load without
any serious breaking down of the wood fiber beneath. This has re-
quired plates up to 7 in. by 9 in. on many roads. The thickness of the
plate has likewise been increased until J^-in. is now regarded as minimum
good practice and 5^-in. is standard on several roads.
The controversy regarding the best form of lower surface for the
plate has largely decreased in the past three or four years. From the
standpoint of damage to the tie a flat bottom plate is best suited. How-
ever, such a plate does not bond as readily to the tie and, therefore,
offers less resistance to spreading rails. As a compromise a plate with
slight ribs or corrugations is now generally used, although at least one
form of deep-pronged plate is also widely used.
The mechanical adzing of ties before insertion in the track is meet-
ing with increasing adoption. There is secured in this way, a uniform
bearing on the tie for the tie plate, and therefore the rail. While most
of the adzing is now done at the treating plants previous to treatment,
some ties are adzed without treatment. This practice will undoubtedly
become more common as its merit becomes evident.
Next to the rail cutting, spike killing is the most destructive me-
chanical agent tending to shorten the life of ties. The common chisel-
pointed spike is universally recognized as being very destructive to tim-
ber. This has led to the experimental use of screw spikes, which are
not only far less destructive to the fiber of the wood, but also give con-
siderably greater rigidity and strength to the track. Many tests have
been made of the relative resistance offered to displacement by cut and
screw spikes. Experiments made by the Bureau of Forestry at Purdue
University a few years ago showed that the ratio of resistance to vertical
displacement of screw spikes driven in bored holes to ordinary cut spikes
driven directly into the wood ranged from 1.87 in white oak to 4.63 in
longleaf pine. Tests now being conducted by the Lackawanna Railroad
at Paterson, N. J., show that the resistance of screw spikes to lateral
displacement is about twice that of cut spikes. It is evident, therefore,
that the screw spike binds the rail more securely to the tie, and gives
a stronger track construction.
Over 800 miles of screw-spike track is now in service in this country,
all of which has been installed since 1905. and 95 per cent, of which
has been placed within the past five years. The Santa Fe was a pioneer
in this development and now has over 125 miles of screw-spike track
in service. The first trial installation was made in 1905, and the first
large installation of 55 miles of track was laid west of Hutchinson, Kan.,
in iqto. Although starting later than the Santa Fe, the Lackawanna is
now the largest user of screw spikes, employing them on all new con-
struction, and with all new ties inserted in old tracks. Over 350 miles of
screw-spike track is now in service on this road under very heavy traffic.
The Rock Island has also used screw spikes with all new tics wherever
18 RECENT DEVELOPMENTS IN TRACK CONSTRUCTION.
ioo-lb. rail was laid for the past two* years, and now has over 150 miles
of this kind of construction. The New Haven has been using screw
spikes in all new ties on its four-track main line between New York
and Boston for several years, and will have practically solid screw-spike
track construction between those points by the end of this year. The
Union Pacific and Southern Pacific each laid 25 miles of screw-spike
track last year while the Pennsylvania, Northern Pacific, and other roads
have experimental installations.
The principal objections raised to the use of screw spikes are the
increased first cost and the greater difficulty of making track repairs
and renewals requiring the removal of the spikes. On the other hand,
the advantages claimed are the increased life of the ties, the decreased
cost of maintenance and greater strength and stability of the track. At
the present time screw-spike construction is not practical for lines of
light traffic where the maintenance charges are relatively low and the
economy is greatest where the maintenance expenditures are high and
a higher first cost is justifiable. It is on such lines that the mileage of
screw-spike track is increasing.
In addition to these various measures for the protection of the tim-
ber tie a great deal of study is now being given to the development of
substitute ties of concrete or steel, and many hundreds of such ties have
been designed. Small lots of many of these designs are now on trial in
main tracks at various places throughout the country, while an even
greater number have already been removed because of failure. Studies
along this line are prompted not only by the desire to arrest the con-
tinually increasing cost, but also to secure a tie which will give greater
strength to the track.
Any substitute tie must combine in large measure the elasticity of
the wooden tie with the requisite strength. It must also be of such form
as to be manufactured readily and must have a strong and easily-applied
fastening for holding the rail and with the increase in automatic block
signal mileage, it must also be readily insulated. Nearly all the ties de-
veloped so far have failed in one or more of these requirements. Con-
crete ties do not possess the first requirement of elasticity and break
or disintegrate under the severe hammering of the moving wheels. Be-
cause of its inherent characteristics, it is doubtful if any concrete tie can
be made practical, at least for high-speed main tracks.
While some of the ties now undergoing test will probably prove
practical, and others will undoubtedly be designed, the only one which
has stood all tests satisfactorily so far and which is being used in any
considerable quantities is the Carnegie steel tie. This is an unsym-
metrical I-beam section to which the rail is held by bolts and clips.
Over 2,000,000 of these ties are now in service. The Bessemer & Lake
Erie is the largest individual user, having over 900,000 in track. By 1915
this road expects to have its 300 miles of main tracks entirely equipped
with these ties. They have been in service on the Bessemer road over
nine years and the present indications are that they will have a life of
RECENT DEVELOPMENTS IN TRACK CONSTRUCTION. 19
over 20 years. They cost about $2.50 each, complete with fastenings and
have a scrap value of about $0.75.
With the increasing attention now being given to the protection of
the wooden tie and to the intelligent conservation of our forest resources,
it is doubtful if the timber tie will disappear as rapidly as the conserva-
tionists would have us believe. The adoption of a substitute tie will
therefore be a gradual process, brought about more by the increasing price
of timber than by the absolute shortage of it, and also by the demand
for a stronger track structure.
TRACK FASTENINGS.
While the rail joint is a very important factor in determining the
strength of the track as well as in protecting the rail from battering
at the ends, there has not been a radical change in this detail of track
construction in the past few years. The base-supported joints of the
Continuous, Weber and similar types, which were very generally adopted
for main line use about ten years ago, are still widely used. Several
types of joints with depending flanges, such as the Bonzano and
100 Per Cent, are also used in large numbers. During the past two
or three years, however, there has been a tendency to return to the
angle bar, strengthened to carry the increasing loads. The angle bar
generally adopted has a heavy, reinforced head, and to enable higher-
carbon steel to be used is heat-treated and oil tempered in most cases to
secure the requisite strength. One condition prompting the adoption
of the angle bar is the practice on a few roads of laying rail with-
out respacing the ties, in which case a non-slotted joint without base
supports or depending flanges is necessary. The joint has been a favorite
field for inventors, and the elimination of all bolts has been the aim
of many, although few joints of any considerable merit have been devised
in the past few years.
The track bolt has undergone no important change within the past
decade except in the nature of the metal used. A trackman with the
ordinary 33-in. wrench will stretch a ^-in. bolt beyond its elastic limit,
making it impossible to keep joints tight. To eliminate this difficulty,
a bolt is meeting with wide adoption during the past three years, which
is made of special steel with an elastic limit of 75,000 lbs. instead of
45,000 lbs. This not only eliminates the difficulty with stretching but
in some instances allows a smaller bolt to be used. Vanadium is also
being used experimentally in bolts, while high-carbon steel bolts oil-
quenched are used in large quantities. Nut locks are being generally
used with join't bolts.
The increase in the density of traffic referred to above has increased
the stresses developed in the track in another way, not previously men-
tioned. As this traffic has increased, second, third and fourth tracks
have been added and the traffic on each track is all in one direction. As
a result, the creeping of the rails found occasionally on heavy grades
on single track, becomes severe on double track and frequently introduces
20 RECENT DEVELOPMENTS IN TRACK CONSTRUCTION.
very high stresses in the rails and fastenings. This condition has called
for another track appliance known as the rail anchor or anti-creeper,
whose adoption has received its greatest impetus during the past three
or four years, one road of 2,000 miles ordering as many as 225,000 at one
time and another over 600,000. Several designs are on the market, most
of which are generally efficient. Their use does not increase the strength
of the track in any way, except as they prevent the addition of stresses
due to rail movement. They are, however, economical in reducing main-
tenance expenses.
FROG, SWITCH AND CROSSING CONSTRUCTION.
No other elements of track construction receive more severe wear
than frogs, switches and crossings and with the rapid increase in the
density of traffic, there arose a demand for some form of construction
which would give a longer life than the ordinary Bessemer or open-
hearth construction. While these latter steels are still generally used
in locations of light or medium traffic, there has been a rapid develop-
ment in the manufacture and use of manganese steel at these points of
heavy wear. At first considerable difficulty was encountered from the
breakage of the manganese castings in service. Within the past two
or three years, however, this danger has largely disappeared. As a result
this material is now meeting with wide adoption wherever the life of
the adjoining rails is 2 or 2.y2 times that of a Bessemer frog. The frogs
and crossings are of two general types, the solid and the insert. As its
name indicates, the solid frog or crossing is entirely of manganese, made
in one casting. With the insert type only the wearing surfaces are of
manganese with ordinary rail surrounding.
The switch points are also of two general types. The Pennsylvania
and several other Eastern roads are using full-length switch points made
of this metal. Other roads are using short points of manganese, fastened
to the main switch rail and absorbing the severe wear at the point.
Another detail of track construction in which manganese is coming
into use is in guard rails and within the past two years two or three
different types have been introduced which are meeting with ready
adoption. Considerable improvement has also been made in the design
of clamps and filler blocks to hold the guard rails rigidly in position,
thereby giving greater protection to the frog. The Conley frog with a
raised wing to guard the wheel flanges in their proper course, thereby
eliminating the necessity for a guard rail, is also being more widely used.
This frog has recently been made of manganese and has also been de-
signed as a spring frog.
BALLAST AND ROADBED.
While the ballast and roadbed are more properly the foundation for
the track construction than essential elements of it. the same general in-
crease in strength is found here. As the wheel loads and the traffic have
become heavier, there has been a gradual but continuous movement from
RECENT DEVELOPMENTS IN TRACK CONSTRUCTION. 21
the unballasted or mud section to the sand, gravel, slag, or cinder ballast
and finally to crushed stone. On those roads with the heavier traffic
the depth of stone ballast has been steadily increased until on the Penn-
sylvania it has reached a standard of 18 in. Extensive laboratory tests
made by Mr. Schubert of Germany and by the Pennsylvania at Altoona,
show that an approximate depth of 24 in. of good ballast is necessary to
distribute the wheel loads evenly. Considerable attention is now being
given to the feasibility of using a bottom layer of gravel, cinders or other
less expensive material, covered with broken stone to secure the desired
depth at less expense and to provide a more easy-riding track, while at
the same time preventing the stone from cutting into the subgrade. Al-
though directly affecting the strength and rigidity of the track, the depth
of ballast used is determined primarily by the relative maintenance costs.
An insufficient amount of ballast is reflected by high charges for the
maintenance of line and surface. While in general tracks are not given
all the ballast economically desirable, it is this basis on which expenditures
for ballast are made.
The same general situation exists with reference to the roadbed.
With the lighter loads, banks 14 ft. and 16 ft. wide were common. In-
creasing maintenance charges have made it economical to widen these
banks to 18 ft., 20 ft., or 22 ft., and also to give more attention to their
drainage.
THE PRESENT SITUATION.
From the above it can be seen that the development in all details
of track construction has been marked during the past decade. The
rail has changed from Bessemer to open-hearth, greater care has been
introduced in its manufacture, the A.R.A. sections have largely replaced
the A.S.C.E. sections, the weight per yard has greatly increased, and
alloy rails are being used to a limited extent. In the same way, the
tie, and practically all other details of track construction, have been
going through a rapid process of development.
In spite of all these improvements in the component parts of the
track structure, there is a prevalent impression among railway men that
even more money should be spent for heavier rail, more and better bal-
last, wider banks, etc., to secure a still stronger track. It will be instruc-
tive to endeavor to ascertain to what extent this impression is sustained
by the facts, and also to what extent the track is showing fatigue as
compared with former years.
Two measures by which the relative strength of the track can be
estimated roughly with reference to the traffic it carries, arc the trend
of maintenance expenditures and the relative number of times it fails,
or in other words, by the number of derailments due to defects of roadway
and track. At the present time an accurate analysis of the trend of main-
tenance expenditures is difficult to make because of the many conflicting
elements. However, it can be closely approximated — sufficiently close to
enable general conclusions to be drawn.
In making such a study a careful distinction must be made between
22 RECENT DEVELOPMENTS IN TRACK CONSTRUCTION.
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RECENT DEVELOPMENTS IN TRACK CONSTRUCTION. 23
additions, and betterment charges, and maintenance charges. As specified
by the Interstate Commerce Commission, that proportion of the expendi-
tures for increased weight of rail, additional ballast, etc., beyond that
previously existing, should be charged to additions and betterments, while
K~
•
■pa&p _^r
those expenditures necessary to restore or to maintain the tracks in their
original condition are maintenance charges. In the following analysis
only maintenance charges are considered.
Because of the wide fluctuations in expenditures for maintenance of
24 RECENT DEVELOPMENTS IN TRACK CONSTRUCTION.
way and structures as between individual years, as a result of financial
conditions, a comparison by years is apt to lead to erroneous conclusions.
Therefore, all comparisons will be made on the basis of five-year averages.
From the table and curve it will be seen that the average annual ex-
penditure for maintenance of way and structures per mile of line has
increased from $877 for the five-year period 1892-96, inclusive, to $1,451
for the five years ending with 1911, the last year for which the complete
statistics of the Interstate Commerce Commission are available, showing
an increase of 66 per cent, in 15 years.
Since the figures given above are on the "per mile of main line" basis,
the increase in main line mileage has already been taken into account.
However, during this period the percentage of other main and side tracks
has risen from 31 to 45 per cent, of the first main track mileage. There-
fore, while the proportion of other than first main tracks has risen 14
per cent, in this time, since these tracks only require about 40 per cent,
of the expenditure of first main tracks, it may be assumed that six per
cent, of the increase in expenditures per mile of line has been due to
this cause.
Likewise, the growth in traffic has contributed to this increased cost
of maintenance, although it is difficult to determine the exact extent.
Some items such as repairs to fences and buildings are independent of
the traffic. Others such as ties and ballast are affected to some extent,
while still others such as rail are affected almost directly. In his mono-
graph describing the studies made on the Union Pacific prior to its
reconstruction (Bulletin No. 49), J. B. Berry has estimated that 37.3
per cent, of the charges for maintenance were affected directly by the
DISTRIBUTION OF MAINTENANCE EXPENDITURES
Maintenance of Way and Structures
Per Cent
of total
expenses
Percentage
affected
Net
increase
for traffic
Superintendence
Ballast
Ties
Rail
Other track material
Roadway and track
Removal of snow, sand and ice
Tunnels
Bridges, trestles, culverts
Over and under grade crossings
Grade crossings, fences, cattle guards and signs
Snow and sand fences and snowsheds
Signals and interlocking plants
Telegraph and telephone lines
Electric power transmission
Buildings, fixtures and grounds
Docks and wharves
Roadway tools and supplies
Injuries to persons
Stationery and printing
Other expenses
Maintaining joint tracks, yards, and other facilities — Dr
Maintaining joint tracks, yards, and other facilities — Cr
0 963
.423
2.992
.897
1.021
7.023
.217
0.49
1.565
.068
.348
.021
.550
.183
.026
1.778
.165
.242
.104
(141)
.024
.72S
.555
18.872
0
25
25
100
70
60
0
0
10
0
0
0
40
10
0
0
10
(ill
33
0
0
40
40
0.00
0.106
0.748
0.897
0.715
4.214
0.00
0.00
0.157
0.00
0.00
0.00
0.220
0.018
0.00
0.00
0.017
0.144
0.035
0.00
0.00
0.292
0.222
7.341
RECENT DEVELOPMENTS IN TRACK CONSTRUCTION. 25
number of trains. In the accompanying table, showing the distribution
of maintenance expenditures for 191 1 for class A roads comprising 88
per cent, of the entire mileage of the country, as reported by the Inter-
state Commerce Commission, together with an estimate of the extent
to which each item is affected by traffic, 38.8 per cent, of the expendi-
tures for maintenance are shown to vary with the traffic.
The wear upon the track is dependent upon the tonnage and also
upon the number of trains. In recent studies, the Committee on Eco-
nomics of Railway Location of the American Railway Engineering As-
sociation has recognized this condition by estimating that a locomotive
does twice as much damage per ton of weight as the rest of the train
and also that because of the higher speed a passenger train is twice as
hard on the track as a freight train. Other students have estimated the
effect of a locomotive as much as five times as severe as that of an equal
weight of cars. While there is very little data to confirm any of these
assumptions, it is evident that the locomotive as well as the train load
must be considered.
It is obvious that a train of 2,000 tons will cause more wear on the
track structure than a train of one-half that tonnage. Therefore it is
evident that in view of the large increase in the average train load during
the past twenty years, the wear on the track has increased more than
this 8 per cent, increase in train miles. On the other hand, the av-
erage load per car and the percentage of revenue to dead load have so
increased that it can also be seen that the wear on the track has not
increased the full 98 per cent, that the revenue ton miles have, since
1892. The increased wear due to traffic lies somewhere between the 8
per cent, increase in train miles and the 98 per cent, increase in ton
miles. Simply as an approximation and with a desire to be conservative,
we will assume that the increase in the wear of the track is influenced
two-thirds by the revenue ton miles and one-third by the revenue train
miles. This is equivalent to an increase of 68 per cent, in those main-
tenance charges directly affected by traffic. Upon the basis of the two
analyses made above, 38 per cent, of this increase will be reflected in
increased maintenance charges and is equivalent to a net increase of
26 per cent, in these expenditures.
The average rate paid for labor increased 18 per cent, in this period.
As approximately 60 per cent, of all maintenance expenditures are for
labor, this accounts for 11 per cent, more of this total increase.
While it is impossible to determine accurately the extent to which
the expenditures for maintenance materials have increased in unit costs,
the increased wear having been accounted for under the increase in traffic,
it will be ample to place this at 25 per cent, (ties having increased
perhaps 60 per cent, and rails less than 10 per cent.). As only 40 per cent,
of maintenance expenditures are for materials, this is equivalent to an
increase of the total of 10 per cent.
Deducting 6 per cent, for the increased proportion of secondary track
mileage, 26 per cent, for the increase in traffic, 11 per cent, for the in-
26 RECENT DEVELOPMENTS IN TRACK CONSTRUCTION.
creased cost of labor and 10 per cent, for the increased cost of material,
or a total of S3 per cent, from the total increase of 66 per cent., there
still remains 13 per cent, or practically one-fifth of the total increase
unaccounted for. From the necessarily approximate nature of some
of the assumptions made, it cannot be said with absolute certainty that
the remaining increase of 13 per cent, is due either to higher standards
of track maintenance or to the necessity of spending more money to
maintain the tracks to their proper standard. However, such is the
natural and reasonable conclusion, especially in view of the wide margin
of increase otherwise unaccounted for.
A close check upon the trend of maintenance expenditures is given
by the number of men required to maintain a unit of track. The above
conclusion is borne out by the fact that the number of men employed
per 100 miles of line has increased 45 per cent, in 15 years. Deducting
the same increase of 6 per cent, for increased track mileage and 26 per
cent, for increased traffic, we have a net increase of 13 per cent, in the
number of men required to maintain the tracks, checking the 13 per
cent, increase in expenditures.
Turning to the record of track failures or to the derailments due
to defects of roadway and track, the quarterly accident bulletins of the
Interstate Commerce Commissions classify all derailments resulting in
personal injuries or damages in excess of $150 under certain general heads.
Referring to the accompanying table and curve showing the per cent,
increase in the total number of derailments and in those due to defects
of roadway and track and to defects of equipment, it is seen that those
due to defects of roadway and track were 257 per cent, more numerous
in 1913 than in 1902, when these accidents were first published in tabular
form, while those due to defects of equipment increased 174 per cent.
and the total number increased 149 per cent, in the same period.
It is not fair to assume that the increase of 149 per cent, in the total
number of derailments in this period fairly represents the total number
of derailments in these years, for undoubtedly a considerable portion of
this increase is due to greater completeness and accuracy of the derail-
ment reports as a result of increased attention to this subject on the
part of the Interstate Commerce Commission and the railways. How-
ever, the relative proportions of this total due to defects of track and of
equipment, with reference to each other and to the total, should not be
materially affected. It is unreasonable to assume, for instance, that the
number of derailments due to bad track have increased, due to greater
care in reporting them, while those due to defective equipment have not.
Therefore, the ratio of increase should be fairly accurate.
Analyzing these derailments due to defects of roadway and track for
the ten-year period and eliminating those due to bad tics and sun kinks,
which combined form less than five per cent, of the total, it is seen that
those due to irregular track have increased 253 per cent., those due to
soft track 215 per cent., those due to spread rail 100 per cent., and those
due to broken rails 93 per cent. Thus there are three classes of derail-
RECENT DEVELOPMENTS IN TRACK CONSTRUCTION. 27
ments which are increasing faster than broken rails, all of which arc
due to a very large extent to lack of labor rather than material. The
very large increases during the past two years are highly significant in
this regard. In view of the unbalanced increase in expenditures for
maintenance of way, at the same time when derailments due to defects
of roadway and track are rapidly increasing, indicating that even more
money should be spent for maintenance and especially for labor, the
logical conclusion is that the track is not as strong relatively as it was
28 RECENT DEVELOPMENTS IN TRACK CONSTRUCTION.
twenty years ago, and that it should be strengthened in design and ma-
terials to decrease the number of failures, and to reduce the ultimate cost
of maintenance.
INCREASES IN DERAILMENTS FROM 1905 TO 1913, INCLUSIVE
Fiscal
year
ending
June 30
Due to
defects of
roadway
and track
Per Cent
increase
Due to
defects of
Per Cent
increase
Total
number of
Per Cent
increase
over 1902
equipment
over 1902
derailments
over 1902
1902 .
547
0
1609
0
3633
0
1903
821
SO
1841
13
4476
23
1904
866
58
2297
43
4855
34
1905
1007
84
2605
62
5371
48
1906
1287
135
2811
75
6261
72
1907
1528
179
3178
97
7432
104
1908
1426
161
2796
74
6671
84
1909
991
81
2362
47
5259
45
1910
1115
104
2734
71
5918
63
1911
1225
124
2824
75
6260
72
1912
1874
243
3844
139
8204
126
1913
1956
257
4366
174
9043
149
PER CENT INCREASE IN DERAILMENTS DUE TO VARIOUS DEFECTS OF ROAD
WAY AND TRACK, FROM 1904 TO 1913, INCLUSIVE
Year
Total
Broken
Spread
Soft
Bad
Sun
Irregular
Miscell-
Rail
Rail
Track
Ties
Kinks
Track
aneous
11)1)4
0
0
0
0
0
0
0
0
1905
16
14
46
4
24
16
0
21
1906
48
25
46
9(1
0
0
54
54
1907
76
75
79
S2
80
39
Ml
71
1908
63
35
74
58
08
116
39
87
1909
13
11
13
20
44
8
16
8
1910
29
38
49
16
24
116
34
15
1911
41
41
42
14
64
131
18
60
1912
117
106
118
234
lis
69
252
14
1913
125
93
100
215
136
60
253
60
This condition is enough to cause serious reflection and at the present
time the proper remedy has not been satisfactorily demonstrated. Un-
like other engineering structures, the track is capable of analytical design
only to a limited degree. There are so many intangible but nevertheless
vitally important factors, such as the character of the subgrade and
climatic conditions, that it is impossible to work out a theoretical and
at the same time a practical design. The only practical way by which
this subject can be intelligently studied is by making an elaborate series
of tests, carefully planned, to secure information under a wide variety
of conditions. It is therefore highly gratifying to know that a joint
committee of the American Railway Engineering Association and the
American Society of Civil Engineers has been formed within the past
six months to study this subject and that sufficient funds have been placed
at its disposal to insure a thorough investigation. The results of this,
the first elaborate study of its kind, should go a long way towards se-
RECENT DEVELOPMENTS IN TRACK CONSTRUCTION. 29'
curing a track construction based on scientific principles and of sufficient
strength properly to carry the loads placed upon it.
CONCLUSIONS,
(i) The loads imposed on the track by locomotives and cars have
materially increased within the past few years and bid fair to increase
still further.
(2) Almost every part of the track has been materially strengthened
or improved within the past few years.
(3) It would appear that the cost of maintenance has increased faster
than the traffic, while the number of derailments due to defects of road-
way has materially increased at the same time.
(4) One is therefore forced to conclude that development in the
construction of track has not been and is not keeping pace with the
increase in the service demanded of it.
THE COMPUTATION OF STRESSES IN ANGLE-BARS
By P. M. LaBach, Assistant Engineer, Chicago, Rock Island & Pacific
Railway.
The question of the stresses in joint fixtures for steel rails is an
important one from both the theoretical and economic standpoint. Tests
as ordinarily made are not conclusive on account of the different values
of several variables. For the purpose of making comparative economic
studies a mathematical method in which the same values may be given
to some of the variables would seem preferable with our present knowl-
edge of the subject. We know from observation that the length of the
bar, the accuracy of fit, the stiffness of the rail, the flexibility of the sub-
structure all enter into the subject. The method presented takes all these
into account and can be used in connection with factors taken from actual
tests. The object of this paper is to show the derivation of this formula
and its application. The formula may be used for old angle-bars in which
there is considerable lost motion by making the necessary measurements
of the same.
The joint fixture or means of connecting two rails has to answer
several purposes in addition to maintaining a smooth running surface of
the rails. In the very early days no joint fixtures were used. The rail
was fish-bellied and was held by chairs. After a time it became possible
to make larger rails and fish plates came into use to prevent lateral move-
ment only. As wheel loads increased, and the bending of the rail ends
became greater, the design of the fish plate was changed in order to sup-
port the head and prevent movement when the load is at the end. In
the following discussion the term "angle-bar" will be used to describe all
forms of joint fixtures intended to support the rail head by a contact on
the base of the rail.
It would look like a comparatively easy matter to make the joint of
equal resistance to the balance of the rail, but at present this has not
been accomplished by any method. The joint still remains the weakest
point in the track. This is not due to the fact that this weakness has
not been observed. In Europe especially we find instruments of great
precision designed to record all the movements caused by the wheel
loads. Inventors have been busy and have produced appliances by the
hundred. Some of these have been gotten up to please the eye and artists
have taken a hand in order to produce pleasing contours ; others have a
very awkward appearance, but generally arc failures like the former. In
this country numerous investigations of rail joints have been made, but
have not been reduced to such uniformity as to convince all parties as
to the causes of failures.
31
32
STRESSES IN ANGLE-BARS
If the joint fixtures were perfect, the whole string of rails could be
considered as a girder with a variable moment of inertia placed on multi-
ple elastic supports, but as there is considerable movement in the joint
fixture the following will illustrate what actually happens.
Among those who have investigated the action of the rail joint is
Mr. Ast in Austria. He used a photographic instrument and got results
showing minute differences. The action of a suspended joint is similar
to that of two rails without joint fixtures and is illustrated by the fol-
lowing diagram. The rail rises ahead of the wheel until the wheel
"TOP oT RAIL
i
~Y
M»»l MUM STEP
4 .5 M»li
Dl«fCTlON or Runnink
DIAGRAM SHOWING MOVEMENT OF RAIL UNDER ROLLING LOAD.
reaches a distance of about 4 ft. (this is for a given roadbed and rail),
then is depressed at the joint. It then has to step up to top of next rail.
STRESSES IN ANGLE-BARS 33
When angle-bars fit perfectly this does not take place, but when there is
any play a similar movement, but less in amount, is found. (See "The
Creeping of Rails," by author, Railway Age Gazette, May 16, 1915.)
The instrumental observations which have taken place show that
three different forces are acting on the angle-bar. The vertical, torsional
from lateral movement and longitudinal due to temperature changes and
impact.* The former is so much greater than the others that it seems
apparent that methods used to correct its destructiveness will also take
care of the latter. For this reason the subject will be treated with refer-
ence to the action of the vertical forces.
The bending moments caused by these vertical forces are transmitted
through a very limited space on either side of the joint (or gap), and
the law which governs this has not been thoroughly demonstrated. It
seems probable that there are so many accidental circumstances in con-
nection therewith that a very large number of observations would have
to be made in order to satisfy an investigator. It has been found, however,
that with practically all fixtures that the forces attack the angle-bar at
the top where the rail ends impinge and at the outside lower corners.
The amount of this increases with the amount of play between the sur-
faces in contact. When the rail and angle-bar become so badly worn at
these points that there is no contact, then the maximum stresses take
place in the rail. In actual practice with very good maintenance these
gaps may be made very small, but by the nature of the construction they
cannot be made to disappear altogether. For this reason the demonstra-
tion will take this item into consideration.
Referring to Fig. 1, it will be seen that there will be four forces act-
ing and two horizontal gaps, one in each space at top and bottom of
I r _l 3 I
|4 2 1 3[
Fig. 1.
angle-bar. The places concerned are marked with arrows. The gaps will
be shown as follows, the — above or below the letter indicating the
position.
* 4 h ?i £3
In order to simplify the explanation the angle-liar height will not be
taken into consideration, as the distortion is so slight that the error will
hardly be appreciable. The axis will then correspond with the axis of
the rail. Points 1 and 2 will be called the inner points of contact and
3 and 4 the outer.
♦Zimmermann, "Die BerechnmiK des Eisenbahn-Oberbaues," Zentralblatt
der Bauverwaltung, 1888-89.
34
STRESSES IN ANGLE-BARS
Fig. 2 shows the points of application of the rail joint pressures
marked in the same manner as the above. The forces U,, R2, Rs, Rt,
act when the joint is subject to a positive (downward) bending moment
of sufficient magnitude. The forces will be considered positive when they
have the direction indicated in figures. The opposite direction will be
negative. As soon as the points of contact are known then their magni-
tude can be fixed.
Fig. 2.
If we assume that the angle-bar is separated from the rail, as shown
in Fig. 2, and that it is acted upon by the forces Ru R«, Rd, R4, which
are applied to the free rail ends, we have not changed the conditions of
loading. The relative positions of the points i, 2, 3, 4 must remain the
same as the corresponding points of the angle-bar. This condition, to-
gether with the general law of equilibrium, gives a sufficient number of
equations to determine the four unknown quantities Hi, R», R-,, R4.
The intensity of the stresses will be due to the change in form in
the loaded conditions, which in turn will be influenced by the amount of
horizontal gap. The angle-bar will be assumed to be symmetrical, as is
usually the case in practice, and that the inner points of contact are
close together. From this it follows at once that Ra=Rt, The common
value of these forces will be indicated by R, the shear in the middle by
Qu the bending moment for the same section by M, and the distance of
the points 3 and 4 from 1 and 2 by a.,. From Fig. 2 we will have
R = I (R, + i?2)
Ql=R-R2 = ±-(Rx- R2) j Mt = RaQ
|e a, * - a, }
0)
STRESSES IN AXGLE-BARS 35
From Fig. 3 we obtain
42 1 3 \ The bending of the rail without tak-
y4 yi yi y» I ing the angle-bars into account.
( The bending of the rail when tak-
' ' ( ing the angle-bars into account.
If we use the axis of the rail in its unloaded position as the origin
we will have the following:
4 2 1 3
Cross-section. „ _• ./ c . „ . * ' ! , ! '. \
Upper point. V* + ^ ~ ««> ft + 4 - *,; y, + -7, - ?,; ftH- ^» - §>;
Axis, ft + ^4 ; ft + ^j ; yx + Jt ; ft + <*»
Lower point. „ _i_ ^ - . > .. . -
ft + *i - «.; Vt + Ji — t,; v, + ^/, - t, ; y, + 4 - t3 .
The magnitude of y is dependent upon the rail support and the con-
dition of load. A, however, is a function of the forces R, Ri and Rt,
and proportional to them.
Thus
. __ Ri R . j?t /?
The following indicate the sinking per unit of length :
&11 \ The pressure at point j 1 I Acting at point I 1
0» i I 2 } j 2
X>«a J (1
/>24 I ' " " j 2
£42 i ? " j 4 J " " " j 2
D»j (3 j j 3
#44 j " j 4 } » » » j 4
On account of the symmetry we have the following:
Ai = Aii A3 = A4; D9l = Di2; Dn = Du,
As slippage takes place
A3 = -Z>3i; Du = D<2.
The equation for A therefore contains only three values of /'. which
will he indicated in heavy type. These equations will therefore take the
following form :
m
D,= the force necessary x>> sink the tie one unit at tin pom" • ■! applca-
P
tion. /» where P =
Th.- pressure produced )>y a load <; and u, is the ordinate of the depres-
sion produced Immediately under the center line of rail.
36
STRESSES IN ANGLE-BARS
J,=
At "^ Aa
AT4" As"
^1 =
A3 A3
R,
A + A
At A3 A3
From eq. (1) and (2) we derive the following:
1 \p. 4 + ^f i
As'-"' 2 —J A
i^
A 1
£J*
^2—^ _j(A-.Bg) Qi_
2 At At
If 8 is the sagitta of bending:
(2)
(3)
(4)
(5)
When £ is the modulus of elasticity and t the moment of inertia of
the angle-bar.
Further computation depends upon the form of loading. It can be
shown that with given gaps and the different possibilities of the contacts
of rail and angle-bar, four different cases of loading will be had. As
room is limited, only one of these will be treated. It is the one found
most commonly in practice. This is the one in which the contact between
rail and angle-bar is as shown in Fig. 4.
y
. a~
Fig. 4.
In this case only four out of the eight points of contact mentioned
above will come into action. They are shown by the black triangles.
When the upper points 1 and 2 are at the same elevation :
y2 + zt2 - & = yx + -Jt __ fl
From (4) we derive
The expression y, — *i and y« — «•_■ show the difference in level between
the two points of contact. In other words, the shear at the middle of the
angle-bar is proportional to the difference in level between the points of
contact when they are not joined by angle-bars.
Fig. 4 also shows that points 1 and 2 are below a line joining 3 and
4. the amounts being
• ; 6 = & + Jx — §l — 1 (y3 + j.A + 73 -f y4 -+- JA + f4)
or
& = 2/2 -f ^2 — §i — Y (^3 + ^3 + * 3 + yx + -A + *4
STRESSES IX ANGLE-B \I<S S7
It wc divide the equation by two and bring the values of A to the
left-hand side we will have
A _ Ji + Ji i ^3 + ^4 ___ y\ + y-2 ys + yt /£i -f- §2 , £3 + h\
2^2 2 2 \~ 2~ + ~ 2~)*
If we substitute for ' _> ( A, + A.) an.l l/2 ( A, <- A.,) the value of
$ found in (3) and (15) we will then have
yi + Vt _ yt+y* _ /fi+fa , J3-t-f4\
7? — , a " 2 1 2 [T 2 /
/l 2 1 \ «.» (7)
'X>n I>is "^ i>»8/ + 3BJ
When using the above equation it is necessary to remember the fol-
lowing characteristics of the fraction standing on the right-hand side.
In the numerator the functions of y, which are independent of the action
of the angle-bar, show the influence of the static load. Together with
the independent quantity 5 it shows the influence of the horizontal gap
between angle-bar and rail. It is not necessary to know the separate con-
tributions to these quantities in eq. (7). (n this expression we have the
summation of the mean values of the upper and lower play or horizontal
gap. thus representing the mean common play which will be shown to be
equal to 5 in a subsequent paragraph. The expression
i(yi -f s&>— itei + ia) = i(yi — €1 +#» — e2)
represents the arithmetical mean of the elevations of the inner points of
contact. The expression
* (2/3 + 2/4) + i (£3 + h) = Wi + H + y* + U
has a similar significance for the outer points of contact. The numerator
thus shows the distance the middle points are below a line drawn between
the outer points of contact.
The denominator is independent of the load changes, a> it can be
calculated from the dimensions of the angle-bar. etc., as soon as known
From (2) it follows that the first member of the denominator will give
greater values for the sinking of the outer points of contact on the rails
than would result from the corresponding pressure on the inner points
of contact when Ri =t R- ~ R = 1 . The second member of the denomina-
tor shows the bending of the angle-bar, according to (5), for R=i.
The dimensions of the rails (cross-sections) and ties come only in the
first member and of the angle-bars only in the second, while- both contain
the distance Oo.
From formula (7) the following law may be deduced. F01 a given
arrangement of ties, rails and angle liars, the angle-bar pressure R and
the bending moment M, = Ra„ in the angle-bar are proportional to the
distance from the center between the inner points of contact and a line
drawn between the outer points of contact.
38 STRESSES IN ANGLE-BARS
When there is a track of the ordinary cross-tie type there will be a
greater number of variables than when longitudinal sleepers are used.
In treating of the influence differences in dimension will make, the rails
will be considered as a girder resting on four elastic supports and joined
at the middle. The first problem will be to find the change in shape when
the beams or rails are not joined.
a is the distance of a middle support (i) from an end support (2)
in Fig. 5.
z is the distance of the acting load, P on the free end of the rail
from the support (1).
O — O is the position of the neutral axis when rail is not loaded.
u), is the angular inclination of the line (1) — (2).
V| is the angle between tangent at point 1 and the horizontal.
D is the pressure on the supports.
Fig. 5.
1're.ssure on the
supports.
1 Sending.
Point 1.
An) = P
— ^£12 =
a + x
a
Pa + z.
Vi\) — ~d - D
Point 2.
A[2)~_ P x
V(2) — D — — p a
AiiKle of inr'ina-
tion of chord.
y{t) — yo) P a + 2x
a JJ a-
If we assume that the rail is fixed for a short distance at 1, then ac-
cording to well-known formuke the bending at the point of application,
measured from a fixed line, will be
and
P
Ad
STRESSES IN ANGLE-BARS
::h
It follows from this that at point i
<h P a + 2.x
Vi\\ = OJ — — = ■
HE. J
ax,
(8)
From these equations the total bending at the point of application of
the load, P. will be
yo=3>i — svw -\-fc.
Substituting — = f.
» ^,5m +:H .-m« .+ ^ £2 + c< (9)
The angle at the end with reference to point I will be
l'o>— uo = P& •' 2 EJ-
Tlie total angle when z : a — f is substituted will be
Let y be the total sinking at an arbitrary point A distant x to the
right of P.
The inclination to the axis is denoted by '■
The sinking at a point near P will be
A : dr = P.rJ : SEJ,
The angle between the axis and line between points of contact will be
v — va = Px2 : 2 EJ,
The difference in the sinking, according to Fig. 6, will be
y — y« = XV.. — 8»-
ir^
;
2 l-i
■"■' ■•t^"
f !
!, v^s***
^ ii
a?v ; ,_,—
J&jy
^^X^J;
^
B
•#•
P\
'
Fit,. <>.
By substituting the value of » from the last initiation \\c have
*/o — y —xn — P& .BE J,
This may also he derived direct!) from ihe figure.
40 STRESSES IX ANGLE-BARS
If we introduce X I a = § we will derive from (10)
Combining equations (q) and di)
y = £(l+2£ + 2C2 -(1 + 20|) +
6^(2C2 + 2C3-(2C + 3C2)?+^
1 f the point A lies at the distance X, to the left of P.
y — > = x w>
Thence from equations (o) and do) we derive the following:
3,=,£(l + 2C + 2^ + (l + 2C)$j +
gl(2D + 2^ + (2C + 3r2)^).
In using these formuke in the present problem we will indicate the
distance of the outer points of contact 3 and 4 from the inner points of
contact by flo. Half the distance between the joint ties we will call Oi.
Then — = a0and J. = at
a a
Thence we will derive the values of the quantities 1 : D,u 1 .' Dn and
1 . D33 in the following manner :
From (9) when $= a\ and P= 1 we get
h-= W f1 + 2a1+2a12) + ^(„12+ClJ).
When f = a, — o0 we have
^-=1 (l + 2a, + 2a!2_2(l + 2a1)a0 + 2aa2)
+ 3^7 (or,2 + «,:« - (2 or, + -W) «0 + (1 + 3«t) a0* - a,*) .
Similarly we get from (12) with £-= a, and £ = a.., or from (13)
with the same values of £, but with J=a, • — ai>;
pL= ^ |i + 2a,+2at> -(1 + 2a,) a0\
+ ~ (2«t2 + 2a,3 - (2«t+ 3o,») «9 + a0>) .
STRESSES IX AXCLH-r.AKS 41
From this the expression in the principal equation (7) becomes
k - &+&-&$ m (p + 3«.) <' - »*) • . ("
With respect to the condition of loading pnlj two assumptions will
he made, the first being that the load, G, is close to the rail gap and the
second that it is immediately over it.
In the first case we will have y»==yt = 0, and the expression in (7)
will be
vi 4- yt \\: + y* yi — y*
For the calculation of yi — y-. we will use equation (n) when !' = G,
( — a and £ = a.
Thence
?SJL3=^(1 + 2a')"« + ilr/((2"' + 3<-,>0«-0»5)- («>
If in (7) we substitute e for the average play 54 (a -f- «a 4- e -\- e*)
and introduce the values determined by (14) and (15). we will get the
following expression by multiplying the numerator and denominator by
_\IiJ : aj a".
((1 + 2«,) y + (2 + 3ai) «, - a0s) — - -f-y £
J2 = 5 /4"o 2«0- ?
l + 7 + 3«,-«o(2--r|
The bending moment at the center of the angle-bar is found by multi-
plying by a- = a„a. The expression is
((1 + 2a,) y + (2 + 3«t) «, — «o2) X — 2^0 ^*
Mi — r ;n <'''
42 STRESSES IX ANGLE-BARS
The values of B and 7 are as follows:
QEJ = B and B ~ v
D
The method of finding D will be shown in a subsequent paragraph.
If we wish to know the limits within which this equation holds good,
the value of the shear Qx must be found.
For the assumed loading we have from (9) the bending y, of the
point 1 for P = G and f = o, while ys = 0 and Dn has the above cal-
culated value. It follows from (6) that
V/_~2Cr (l + 2a1 + 2«l8)y + 2(a18 + «13)* (™>
el—es under ordinary circumstances is so nearly zero that for the
assumed loading the equation becomes approximately
From (1) it follows
i?1 = JB + |G and B2 = R-±G
(19)
(20;
In other words, when the load is near the rail gap the pressures on the
top of the angle-bar on either side differ by G. The equation derived
from (16) only holds good, as will be seen from Fig. 4, as long as R2 does
not give negative values. According to (20) equations (16) and (17)
hold good when
n ^±g. '-'»
The next case to be investigated is that in which the load i> immedi-
ately over the rail gap. Both rail ends will then receive T{> G. Thence
Vi = 3'- and y* = Vi. Consequently
yi+y*.--y>+y*=yi-yi
STRESSES IX ANGLE-BARS i-'
For tli is case we get from (n) the same value as derived before for
l/2 (y\ — V;). as the load is now only one-half. Also we will have equa-
tions (16) and (17) for R and Mi, hut Q will he lA G smaller than ac-
cording to (u). For the same condition as before with respect to rails
and angle-liars we will have
I 2/ = 0
I and 2?, = i?2 = Jf
(22)
Equations ( 10) and ( 17) are only good when
J*>0
(23)
In other words, the formulae are only good when the angle-bar is
brought into action.
In computing the value of D, according to the elastic superstructure
theory, two methods may be used. Dr. Zimmermann in his well-known
work has calculated a set of tables for track structures in use in Germany,
but with any radically different layout it may be necessary to start out
with a clean sheet. The following formula, which was developed by Mr.
Ast, is included for this purpose. The demonstration unfortunately is
too long to attach.
M.,. 7-
4 4 STRESSES IN AXGLE-BARS
C' = Coefficient of ballast — the depression produced by a kilogram
per sq. cm.
& = Modulus oi elasticity of the tie.
/* = Moment of inertia of the tie cross-section.
b = Width of bottom of tie.
6F il s r*
C X b r i
P = Pressure produced by load G.
By the use of the calculus the following formula is derived:
'ii + v)+ [0.175 +0.87/+ 1.757'- + 27><+ I.05T/H- 0.175V8] F +
p_ P_,;brl + ->>'1 [0-01875 + o.u> + 0.183757/- + Q-i4^3 + o.Q375^'4l]- ''
y,. '" 1 + (0.8 + 2t'* + 0.557'* )K + 7':i (0.35 + 0.447/) F-
It will be seen from (16) and (17) that all the variables necessary
to calculate the stresses are included.
The bending moment and the pressure on the surfaces of contact in-
creases when there is an increase in :
G — the wheel load.
7 = ratio of the rigidity of the rail to that of its support.
a = the ratio of half the distance between the two joint ties to that
between the ties next adjoining them I a2 =
(■=f)
The bending moment and the pressure on the surface of contact in-
creases when there is a decrease in :
e = the mean amount of play at the surface of contact.
GEJ
B = =the rigidity of the rail.
a"
J
— = the ratio of the moment of inertia of the rail to that 'of the
i
angle-bar.
B
The quantity 7 = — may be considered as a characteristic oi the
D
track. The pressure is reduced if B is increased, and if 7 is reduced.
This means that D must be increased also. In other words, the resistance
of the rail and tie should be nearly equal. This is another way of saying
that the track should be as rigid as possible. From the foregoing it fol-
lows that all measures which tend to improve the track also benefit the
rail joint. Some of these items are increased weight of steel, increased
cross-section of tie, increased length of tie, decreased tie spacing and
improved rigidity of ballast.
STRESSES IX VNGLE-BARS 45
When the rail section is increased the angle-bar section should be
/
increased also, as the equations require that — should be as small as
i
possible.
If the length of the angle-bar, 2a„, is increased, it follows from
a,= — that R and hence the pressure is decreased, but at the same time
«
the moment Mi is increased, thereby increasing the stresses unless the
moment of inertia is likewise made larger.
The equations given for the bending moment and the pressure have
to be modified for angle-bars, which extend considerably beyond the
joint ties.
When e the average amount of play attains the minimum (=0) the
bending moment and the pressure reach the maximum. When the sur-
faces become worn and the play increases, the bending stresses are de-
creased, but at the same time a step is put at the rail gap, which decreases
the efficiency of the joint fixture.
The foregoing method contemplates using elastic factors for all the
elements which go to make up what we call "track." The system of
computation is generally known as the Zimmermann method, after Dr.
Hermann Zimmermann, of the Bureau of Public Works of Germany. A
large number of investigations for elastic factors have been made by en-
gineers abroad, and for their style of track "C" varies between 3 and 8
wlun they have 15 in. of ballast or more and track is well maintained.
Metric equivalents are used throughout, as they simplify the arithmetical
calculations.
The method outlined above is particularly useful in comparing dif-
ferent designs of angle-bars. The same variables of elasticity, spacing.
etc., can be used in each case and results obtained which are really com-
parable.
/\
TEST OF OREGON FIR PILING.
By H. B. MacFarland,
Engineer of Tests, Atchison, Topeka & Santa Fe Railway System.
COMPARATIVE TESTS ON TREATED AND UNTREATED ORE-
GON FIR PILING TO DETERMINE THE EFFECT OF
TREATMENT UPON PHYSICAL PROPERTIES.
OBJECT.
The object of this test was to determine the effect of the steaming
process of creosoting, as practiced in a creosoting works on the Pacific
Coast, upon the physical properties of the piling.
Tests have been made demonstrating that the physical structure of
Oregon Fir piling is decreased considerably, due to the boiling process
of creosoting.
Claims were made by the manager of a steam creosoting plant that
their process did not deteriorate the physical strength of the material,
except, possibly, on the outer surface. Their statements were based upon
a small number of tests on small-size specimens. These tests, it was
claimed, were made on natural and treated Douglas Fir, subjected to the
steaming process for from six to seven hours, with steam at ioo lbs.
pressure.
In order to make proper and thorough investigation, Mr. G. E. Rex.
Manager of Treating Plants, and the writer visited the works in question
and made examination of the plant, observed the methods and sampled
the treated product. With the co-operation of the works manager, two
lots of material were then selected for test purposes.
MATERIAL.
Examination of about ioo piles from treated stock showed, from
samples taken with increment auger, that a very small per cent, of the
material had as deep penetration of creosote as was desired, that is, not
less than i in. black oil penetration. Careful analysis of results showed
that the penetration was verj little, if any, greater than the depth of the
sap-wood, and in many cases was not through the sap-wood. To get
the desired penetration, therefore, it seemed necessary, first of all, that
the Oregon Fir piling should have not less than i in. of sap-\\
In order t<> get the maximum penetration desired, special test lots
were run, the results of which are included in tliis- report. The material
47
48 TEST OF OREGON FIR PILING.
was selected from regular stock at the treating plant, and was considered
representative timber as to density of grain, sap-wood, knots and con-
ditions of creosoting. The sap-wood, however, was deeper than that
ordinarily found in average material.
The logs, at time of treatment, have ordinarily been cut from three
to six months. Just previous to treatment the logs are taken from salt
water and the bark removed. The logs are then ready for treatment.
Twenty logs, varying in diameter at the butt from 12 to 18 in., and
in length from 40 to 60 ft., were selected for test. From each log two
specimens, each 15 ft. long, were cut for test purposes. Ten of the 40
specimens were given regular treatment, which is known as the 18-hour
treatment, and 10 of the specimens were given an extra heavy 26-hour
treatment for the specific purpose of permitting of heavier and deeper
penetration.
In order to get the best comparative figures as to the effect of creo-
soting on the different parts of the log, alternate butts and tops were
treated.
The following is a detail of general conditions connected with the
test of this material :
SPECIMENS OREGON FIR PILING SELECTED FOR 18-HOUR TREATMENT — LOT 15.
Specimen No. i. Length, 30 ft; diameter butt, 15 in.; diameter top,
12^4 in.; average depth of sap-wood, il/i in.
Specimen No. 2. Length, 34 ft.; diameter butt, I$j4 in.; diameter top,
I21A in.; average depth of sap-wood, iy$ in.
Specimen No. 3. Length, 38 ft. ; diameter butt, 1454 in. ; diameter top,
12^2 in.; average depth of sap-wood, \Y% in.
Specimen No. 4. Length, 34 ft. ; diameter butt, 13^2 in. ; diameter top,
11 in.; average depth of sap-wood, ^s-in. This specimen was an old,
well-seasoned pile with fine grain.
Specimen No. 5. Length, 34 ft.; diameter butt, 13 in.; diameter top, 12
in.; average depth of sap-wood, J/2-in. This specimen freshly cut
timber with fine grain.
Specimen No. 6. Diameter butt, 14 in.; diameter top, 11^ in.; average
depth of sap-wood, i*4 in. This specimen was well seasoned and
apparently had been cut a long time.
Specimen No. 7. Diameter butt, 16^2 in. ; diameter top, 15^ in. This
specimen contained both old and new growth.
Specimen No. 8. Diameter butt, 15^ in.; diameter top, 1^/2 in.; average
depth of sap-wood, 1^4 in.
Specimen No. 9. Diameter butt, 14*4 in. ; diameter top, 13 in. ; average
depth of sap-wood, \Y2 in.
Specimen No. 10. Diameter butt, 14J4 in.; diameter top, 11^2 in.; aver-
age depth of sap-wood, iY in.
NOTE. — Specimens Nos. 6, 7, 8, 9 and 10 were considerably over 30
ft. long, so that pieces were cut off, either butt or top, to obtain prescribed
length of 30 ft. for test purposes. These specimens had been in salt water
for about a month.
TEST OF OREGON FIR PILING. 49
All above specimens were sawed in two, alternate butts bearing num-
bers I, 3, 5, 7 and 9, and tops bearing numbers 2, 4, 6, 8 and 10, were
treated.
SPECIMENS OREGON FIR PILING SELECTED FOR 26-HOUR TREATMENT — LOT 14.
Specimen No. i. Diameter of butt, 18 in., with 2 in. sap-wood ; diameter
top, I5J4 in., with 1% in. sap-wood.
Specimen No. 2. Diameter of butt, iyx/2 in., with 1^4 in. sap-wood; dia-
meter top, 14J4 in., with il/2 in. sap-wood.
Specimen No. 3. Diameter of butt, 17^x15^2 in., with il/2 in. of sap-
wood; diameter top, 135^x14 in., with i}i in. sap-wood. Pile was
oval shape.
Specimen No. 4. Diameter of butt, 15^x16^4 in., with il/2 in. of sap-
wood; diameter top, 12^4 in., with i*4 in. of sap-wood. Butt of this
specimen was oval shape.
Specimen No. 5. Diameter of butt, 16 in., with i?4 in. sap-wood; dia-
meter top, 13 in., with i*4 in. sap-wood.
Specimen No. 6. Diameter butt, 14*4x15 in., with 1% in. sap-wood; dia-
meter top, n?4 in., with 1% in. sap-wood. Butt of this specimen
was oval shape.
Specimen No. 7. Diameter butt, 15^2x18 in., with 1^4 in. sap-wood; dia-
meter top, 14J/2 in., with iY2 in. sap-wood. Butt of specimen oval
shape.
Specimen No. 8. Diameter butt, 15 in., with 1^ in. sap-wood; diameter
top, 12^4 in., with il/2 in. sap-wood.
Specimen No. 9. Diameter butt, 15 in., with i->6 in. sap-wood; diameter
top, 12 in., with il/2 in. sap-wood.
Specimen No. 10. Diameter butt, 16 in., with 2 in. of sap-wood ; diameter
top, 14 in., with 2l/2 in. of sap-wood.
NOTE. — All above material reported by the works to have been cut
within one month.
METHODS OF TREATMENT.
The material is subjected to three processes during the steam-creo-
soting process, namely, steaming, removing moisture and filling with
creosote. When introduced into the treating tanks, the logs are thor-
oughly wet as they come from the salt water. They are then brought up
to a temperature of about 330 deg. in a period of 1^ hours by the in-
troduction of steam. This temperature is maintained for \V2 hours. A
vacuum of about 28 in. is then produced, and the temperature reduced to
a minimum of 190 deg. The vacuum process is maintained for 10 hours.
The tanks arc then filled with oil at 190 deg. temperature, and an aver-
age pressure of 75 lbs. is maintained for a period of five hours, or un-
til the piles have taken up the proper quantity of oil. The oil is then
transferred from the treating tank to the general storage tank, after
which the timbers are removed.
Following is the general record of treatment to which the specimens
under test were subjected. Observations as to temperature, pressure and
vacuum were taken at IO-minute intervals throughout the test. These
records were also registered on recording charts.
75
•• 335
275 3U
2sy2 21
25 265
190 219
77
. . 204
190 196
50 TEST OF OREGON FIR PILING.
18-HOUR TREATMENT.
Total Pressure Temperature
Time of Time Lbs. Per Sq. In. Vacuum In. Degrees F.
Start. Stop. h m Max. Min. Av. Max. Min. Av. Max. Min. Av.
Steaming Process
Average :
Tank 1, Tank 2... 3 5 92 7
Vacuum Process
Tank 1, Tank 2... 10 10
Oil Process
Tank 1, Tank 2... 4 45 114 10
26-HOUR TREATMENT.
Steaming Process
4:50 p.m., 2:00 a.m. 9 10 94 20 84 330 200 300
Vacuum Process
2:10 a.m., 3:00 p.m. 12 50 26 11 23 276 206 225
Oil Process
3:50 p.m., 7:55 p.m. 4 5 125 15 75 201 186 190
SHIPMENT.
The steam creosoting treatment on the test specimens was made from
May 7 to 12, 1913. All material was then shipped by boat and rail to
laboratory at Topeka, Kan.
From July 19 to August 13, 1913, when laboratory tests were started,
the material was piled out of doors and exposed to direct rays of the
sun. The temperature at this time was abnormally high, ranging, in the
sun, from no to 120 deg. Fahrenheit. No rain fell during this period,
so that the material was well seasoned at the time tests were started.
Original serial and laboratory numbers are shown in the records to
permit of proper identification. In the laboratory the butt ends of the
original specimens were marked "A," and the top ends "B," as follows :
Original
Number.
1
2
3'
4
5
6
7
8
9
10
TESTS OF MAJOR SPECIMENS.
TRANSVERSE.
The material under test was placed on two 18-in. I-beams placed
across the table of a 200,000-lb. Olsen testing machine. The specimen was
supported by two concave oak blocks 6 in. wide and 12 in. long, fitting
the contour of the piling. The length of span was 13 ft.
"eatmer
it. — Lot 15.
26-Hc
)ur Treatment-
-Lot 14.
moratory Number
Original
Laboratory
Number
•eated.
Untreated.
Number.
Treated.
Untreated.
iA
iB
1
11A
11B
2B
2A
2
12B
12 A
3A
3B
3
13A
13B
4B
4A
4
14B
14A
5A
5B
5
I5A
LSB
6B
6A
6
16B
16A
7A
7B
7
17A
17B
8B
8A
8
18B
18A
9A
qb
9
19A
19B
10B
10A
10
20B
20A
TEST OF OREGON FIR PTLING. 51
The load was applied at exactly one-third points on concave oak
blocks similar to the ones used to support the piling. These blocks were
wide enough to prevent damage to the fiber during test. The method of
setting up the apparatus for this test is shown by photographs in Figs,
i and 2.
It was found necessary in order to get uniform bearings on the speci-
men under test, due to the taper of the timber, to shim up the load appli-
cation blocks so that both touched the specimen at the same time, in order
to prevent irregular loading.
Deflections were measured, in the transverse test, by means of a fine
piano wire stretched along the neutral axis and fastened over the support.
This wire was kept taut by means of a weight attached to one end of
the wire. Deflections were measured with a scale divided in tenths
inches and fastened at the middle of the specimen.
The average circumference taken at both ends and middle was used
in obtaining cross-sectional area. Specimens were placed in the machine
in such a way that the large end of the top and the small end of the
butt were in the same relative position as to vertical and horizontal
diameters, thus applying loads on exactly the same part of butt as on
top end.
After the specimen had been placed in the machine, the beam was
balanced carefully so that the load registered zero. An initial load of
1,000 lbs. was used in order to get firm bearing on the supports and load
points. The load was then applied in increments of 5,000 lbs. The head
of the machine descended at the rate of .18 of an inch per minute until
failure occurred. Sketches were then made showing the nature of the
failure and the location of all knots, shakes and checks.
COMPRESSION PARALLEL TO GRAIN.
In making compression test parallel to the grain, a specimen 5 by 5
by 12 in. was taken. This specimen was cut from the material used in
the transverse test. Care was used in selecting the specimens so that
they were free from the effects of the transverse test. Wood containing
deep checks was not used. Specimens were taken without regard to area
of penetration by creosote.
The ends of the specimens were made perfectly parallel and per-
pendicular to axis of test piece to prevent lateral distortion of the fiber
during test. This was done by shaving the ends in a wood trimming
machine. A ball and socket joint was placed under the specimen so as
to give even distribution of the load. An initial load of 500 lbs. and
increments of 5,000 lbs. were used. The speed of the machine was .15-
in. per minute. Deflections were measured with a deflectometer.
After failure the specimen was still further broken down to show
more sharply the lines of failure
All defects were noted and sketches made of specimens after failure.
COMPRESSION PERPENDICULAH TO GRAIN'.
The specimens used for this test were cul from the transverse speci-
mens, 6 by 6 by _'4 In. In order to gel comparable data, all specimens
52 TEST OF OREGON FIR PILING.
were tested in such a way that the load was applied through a plate
2 by 3% by 8 in., to the convex side of the growth rings. This was
done in all cases in order to maintain uniform conditions.
An initial load of 500 lbs. was made and load applied in increments
of 5,000 lbs. to near the elastic limit when increments of 1,000 lbs. were
used. Deflections were measured with a deflectometer. After the elastic
limit was reached, only such loads were noted as produced deflections of
one-tenth, three-sixteenths and three-eighths inches.
After failure sketches were made showing failure in sides and ends
and location of all defects.
SHEARING PARALLEL TO GRAIN.
The material used in the shearing test was sawed from least affected
portion of the piling broken in transverse test. Specimens were 3ii by
31& in. and 40 in. long. A mortise 1^2 by 4 in. was cut 6 in. from the
end, as shown in Fig. 21. Specimens were fastened in the fixed head,
and a machined piece of iron \V> by 3 in. was placed in the mortise be-
neath the movable head. The head descended at the rate of .16 in. per
minute.
MOISTURE.
Sampling. — Samples for the moisture determination were taken by
boring five i-in. holes along a radial line in a freshly cut cross-section
of material after transverse test. The chips from these holes were well
mixed in order to obtain an average sample and the moisture determined
on the one sample.
Percentage of Moisture. — The percentage of moisture in all deter-
minations was computed on a dry basis.
Untreated Specimens. — The moisture in the untreated wood chips was
determined by heating a weighed sample at 200 deg. Fahrenheit for
from 8 to 12 hours in an air bath. The loss in weight represented mois-
ture.
Treated Specimens. — The method used for determination of moisture
in untreated specimens is not applicable to the determination of moisture
in creosoted material for the reason that results obtained by loss in weight
in the latter are entirely too high. The discrepancies are due to volitali-
zation of certain constituents in the creosote at temperatures ranging
from 100 to 212 deg. Fahrenheit. A method was devised whereby the
moisture in the creosoted chips could be determined by distillation. Re-
sults were found to be very satisfactory. The method and apparatus are
described as follows :
An oil bath was prepared in a galvanized iron vessel 6 in. in
diameter and 18 in. high, using lubricating oil. The chips on which the
moisture was to be determined were previously weighed and placed in a
side neck distilling flask. The flask was then immersed in the oil bath.
The exit tube of the distilling flask extended through the galvanized can.
An oil-tight joint between the exit tube and the can was made by means
of a wood cork. A thermometer graduated in Fahrenheit degrees was
placed in the neck of the flask through a wood cork. The entire flask.
TEST OF OREGON FIR PILING. 53
including the neck, was surrounded by the lubricating oil and the bath
carefully heated to 250 deg. Fahrenheit from 8 to 12 hours.
Care was taken not to exceed a temperature of 250 deg. Fahrenheit
in order to prevent charring of the wood chips, which give high results
due to volatilization of water of constitution in the cell structure of the
wood.
The volatile oils and water expelled by the heat, were condensed in
the body of the pipette. A graduated cylinder under the mouth of the
pipette received the products of distillation. When it was seen that no
more volatile products were being expelled, the flame from a Bunsen
burner was applied to the pipette and all condensed moisture and volatile
oils driven into the graduated cylinder.
The exact volume of water was easily determined by reading off the
number of cubic centimeters. This represented the weight of moisture
in original specimen.
A photograph of the apparatus used in the above test is shown in
Fig. 5-
ABSORPTION OF CREOSOTE.
Determination from Weight of Specimen. — The amount of creosote
absorbed per cubic foot was obtained by weighing all specimens. The
difference in weight per cubic foot between the treated and untreated ma-
terial was taken to represent creosote absorbed per cubic foot of piling.
Microscopic Examination. — A microscopic examination of spring and
summer wood, sap and heart wood in both treated and untreated mate-
rial was made in order to determine any possible variation in structure,
as well as effects of treatment on the fiber.
The specimens for examination were prepared as follows :
An increment auger was inserted into the piling perpendicular to
the grain for a distance of 4 in. After withdrawal of the auger the core
was removed and very thin sections of wood carefully cut therefrom,
parallel to grain. The sections were taken from heart, sap, summer and
spring wood, and visually compared under a magnification of 87 diam-
eters.
TESTS OF MINOR SPECIMENS.
In order to determine whether wood in the interior and in the un-
treated portions of creosoted piling was injured in any way by creosoting
process, minor specimens were taken from hearts of treated and un-
treated major specimens used in transverse test.
On the minor specimens tests transverse, parallel and perpendicular
to grain, were made.
Transverse. — Specimens 5 by 5 by 60 in., with span of 50 in., were
used in transverse test. The type of failure, as well as grain in major
specimens, limited the number of minor specimens obtained. These
minor specimens were loaded with the side nearest the center of the orig-
inal piling on knife edges of supports, thus insuring tension stresses in
fiber originally near the center of the piling.
54 TEST OF OREGON FIR PILING.
The wood was protected by iron plates resting on knife edges of
supports and load points.
An initial load of 500 lbs. and increments of 200 lbs. were used. De-
flections were measured with a deflectometer. Two-point loading was used.
COMPRESSION.
Compression tests parallel and perpendicular to grain were made on
material sawed from specimens used in transverse test. These tests were
made in the regular way.
FORMULA.
The following formulae were used in computing the strength of major
and minor specimens in the transverse and compression tests :
TRANSVERSE TESTS.
Major Specimens.
Minor Specimens.
R —
L (5.3P + 0.75W)
1.5 X PL
R —
3.1416 d3
bd"
£
P'XL3
P'XL*
E —
4 X b X d3 XD
2.76 Xd'XD
V —
2P
3A
3P
COMPRESSION
TEST
PARALLEL TO GRAIN.
S =
P
A
P
s=—
A
[7
P' X V
P' X V
AXD
AXD
COMPRESSION
TEST
PERPENDICULAR TO GRAIN.
s-
P
A
P
S = —
A
The characters used in the above formulae indicate the following :
R = Modulus of rupture, pounds per square inch.
E = Modulus of elasticity, pounds per square inch.
V = Horizontal shear, pounds per square inch.
S-= Stress in pounds per square inch.
L = Length of span, inches.
L' = Length of specimen, inches.
W== Weight of specimen.
b = Breadth, inches.
d = Diameter or depth, inches.
P' = Load in pounds at elastic limit.
D — Deflection in inches at elastic limit.
P = Maximum load, pounds.
A = Cross-sectional area, square inches.
GRAPHS AND PHOTOGRAPHS.
Graphs and photographs of all material tested are shown in the fol-
lowing pages.
TEST OF OREGON FIR PILING.
55
Fig. i. Method of Making Transverse Test. A Typical Failure by
Tension is Shown. Treated Specimen 16B.
5C
TEST OF OREGON FIR PILING.
Fig. 2. Typical Failure by Horizontal Shear in Transverse Test
End View, Untreated Specimen 17B.
TEST OF OREGON FIR PILING.
57
Fig. 3. Method of Making Compression Test Parallel to Grain.
58 TEST OF OREGON FIR PILING.
Fig. 4. Method of Making Compression Test Perpendicular to Grain.
TEST OF OREGON FIR PILING.
59
Fig. 5. Apparatus fob Determinatiom op Moisture in Creosoted Speci-
mens.
60
TEST OF OREGON FIR PILING.
Fig. 6. Specimens of Treated Piling After Transverse Test. i8-Houk
Treatment.
TEST OF OREGON FIR PILING.
61
vmmmm
Fig. 7. Specimens of Untreated Piling After Transverse Test.
62
TEST OF OREGON FIR PILING.
Fig. 8. Specimens of Treated Piling After Transverse Test. i8-Hour
Treatment.
TEST OF OREGON FIR PILING.
c::
Fig. a Specimens ok Untreated Piling After Transverse Test.
64
TEST OF OREGON FIR PILING.
Fig. io. Specimens of Treated Piling After Transverse Test.
26-Hour Treatment.
TEST OF OREGON FIR PILING.
65
i
;*■•*!*.»
Fig. ii. Specimens of Untreated Piling After Transverse Test.
6C
TEST OF OREGON FIR PILING.
•*;. ••
Fig. 12. Specimens of Treated Piling After Transverse Test.
26-Hour Treatment.
TEST OF OREGON FIR PILING.
67
Fig. 13. Specimens 01 Untreated Piling After Transverse Test.
68
TEST OF OREGON FIR PILING.
Fig. 14. Cross-Sections After Transverse Test.
First Row. Top of B specimen.
Second Row. Sawed section 30 in. from butt B specimen.
Third Row. Top of A specimen.
Fourth Row. Sawed section 30 in. from butt A specimen.
TEST OF OREGON FIR PILING.
• ;:.
Fig. 15. Cross-Sections After Transverse Test.
First Row. Top of B specimen.
Second Row. Sawed section 30 in. from lmtt P> specimen.
Third Row. Sawed section 30 in. from butt A specimen.
Fourth Row. Butl of A specimen.
70
TEST OF OREGON FIR PILING.
l7^. 16. Cross-Sections After Transverse Test.
First Row. Top of B specimen.
Second Row. Sawed section 30 in. from butt B specimen.
Third Row. Top of A specimen.
Fourth Row. Sawed section 30 in. from butt A specimen.
TEST OF OREGON l-IU I'll.lXC.
71
Fig. 17. Cros - \\wu Transversa Test.
Firsl Row. Top of B specimen.
Second Row. Sawed section 30 in. from butt B specimen.
Third Row. Sawed section 30 in. from butt A specimen.
Fourth Row Butl of \ specimen.
72
TEST OF OREGON FIR PILING.
Cross-Sections After Transverse Test.
First Row. Top of B specimen.
Second Row. Sawed section 30 in. from butt B specimen.
Third Row. Top of A specimen.
Fourth Row. Sawed section 30 in. from butt A specimen.
TEST OF OREGON FIR PILING.
73
Fig. 19. Cross-Section.-- After Transverse Test.
First Row. Top of B specimen.
Second Row. Sawed section 30 in. from butt B specimen.
Third Row. Sawed section 30 in. from butt A specimen.
Fourth Row. Butl of \ specimen.
74
TEST OF OREGON FIR PILING.
i. At top.
2. 30 in. from butt.
3. At top.
4. 30 in. from butt.
"X
Fig. 20. Cross-Sections After Transverse Test.
Specimen 19.
Specimen 20.
1. At top.
2. 30 in. from butt.
3. 30 in. from butt.
4. At butt.
TEST OF OREGON FIR PILING.
75
i f~
-
■ , ■ :
fc
Fig. 21. Characteristic Failures Untreated Specimens After Shear
ing Test Parallel to Grain.
76
TEST OF OREGON FIR PILING.
Fig. 22. Specimens After Compression Test Parallel to Grain.
and Thirii Rows, Untreated. Second and Fourth Rows,
18-HouB Treatment.
TEST OF OREGON FIR PILING.
77
Fig. 23. Specimens After Compression Test Parallel to Grain. First
and Third Rows, Untreated. Second and Fourth Rows,
26-IIi»cr Treatment.
78
TEST OF OREGON FIR PILING.
Fig. 24. Spei [mens of Treated Piling After Compression Test Per-
pendicular to Grain. [8-Hour Treatment.
TEST OF OREGON FIR PILING.
79
Fig. 25. Specimens of Untreated Piling After Compression Test Pe
pendiculah to grain,
80
TEST OF OREGON FIR PILING.
y wrap
Img. 26. Specimens of Treated Piling After Compression Test Per-
pendicular to Grain. 26-HouR Treatment.
TEST OF OREGON FIR PILING.
81
%h
4
JLUi f
■
MHHBEfJ ■
Fig. 27. Specimens of Untreated Piling After Compression Test Per-
th ndicular to Grain.
82
TEST OF OREGON FIR PILING.
Fig. 28. End Penetration in 30-iN. Specimens. i8-Hour Treatment.
Sawed Section on Left ; End Exposed to Treatment on Ric.ht.
TEST OF OREGON FIR PILING.
83
Fig. 29. End Penetration in 30-iN. Specimens. i8-Hour Treatment.
Sawed Section on Left; End Exposed to Treatment on Right.
84
TEST OF OREGON FIR PILING.
Fig. 30. End Penetration in 30-iN. Specimens. i8-Hour Treatment.
Sawed Section on Left; End Exposed to Treatment on Right.
TEST OF OREGON FIR PILING.
s:,
Fig. 31. End Penetration in 30-iN. Specimens. 26-HouR Treatment.
Sawed Section on Left; End Exposed to Treatment on Rihiit.
86
TEST OF OREGON FIR PILING.
Fig. 32. End Penetration in 30-iN. Specimens. 26-Hour Treatment.
Sawed Section on Left; End Exposed to Treatment on Right.
TEST OF OREGON FIR PILING.
87
Fig. 33. End Penetration in 30-iN. Specimens. 26-Hour Treatment
Sawed Section on Left; End Exposed to Treatment on Right.
88
TEST OF OREGON FIR PILING.
Fig. 34. Characteristic Failures of Minor Specimens of Piling After
Transverse Test. Top Four Specimens Untreated,
Lower Four Specimens Treated.
TEST OF OREGON FIR PILING.
89.
TREATED OREGON F/R P/L/NG
SPEC/MF/V /-A
CO/fPP£SS/OAI TESTS
transverse tz-st
PARALLEL PEPPEAIOICULAP
TO 6PAIN TO SPAIN
20 SO O.I O.Z O.I O.Z 0.3 0.4-
0£-PL£CTIOA/ //V INCHES
TPfANSVS&S*-
i _ __ L__
PAPACLEL.
F/6.3S
90
TEST OF OREGON FIR PILING.
UNTREATED OREGO/V F/R P/L//V6
SPEC/MEAt /-3
COA7/0A'SSS/0/V 7SS7~S
TRAA/SVS&SE TEST
S»A#4LL£L A'SA'/OSA/A/CVLA*
TO GRA/N TO GRA/A/
Z.O SO <Jl/ 0.Z a./ 0Z 0.3 0.4-
OSA-i.SC.-T/OA/ //V /A/CA/SS
TRAA/S VEA7SS
1 f
/=V? RALLSi-
F/6.36
TEST OF OREGON FIR PILING.
91
TREATEO OREGON rjR P/L/NG
SPEC/MEA/ a-B
Tff/iA/jvf/JSf -re sr
PARALLEL P£0P£/VO/CULAR
TO d/fA/A/ TO 6RAIM
/.O BO SO O.I OZ O.I O.Z OS 0.4-
0£-A~t.£CTIOAI /Al /AVC/f£S
T&AAISV£RS£~
J 4=
&AfTALL£L
r/s.37
92
TEST OF OREGON FIR PILING.
UNTRSArED OR£GOA/ F/S? P/L/A/G
SP£C/A7£/V a-A
T*ArvSV£&S£ T£-sr-
TO GRA/M TO (SKA/AS
/.o 2.0 3.0 o./ o.z a./ o.z a.3 0.4
7V? A fitSWaSJT
0A/?/9l£/'C
F 1 6.58
TEST OF OREGON FIR PILING.
93
TREATED OREGON F/R P/L/NG
SPECIMEN 3-A
TRANS V£-M S£~ T&S T
COMPPSSS/ON T£STS
PARALLEL P£PP£A/OZCULAP
TO GPA/N TO GPA//V
ft
<l -t-ooo
Q
I
0 sooo
■aSZ
A
■*
A
y^**
/.O 2.0 3.0 0/ 0-2 0/ 0S 0.3 0.+
TRANS VJTP-SC
\ \ _
RAPALLSL
F/6.39
94
TEST OF OREGON FIR PILING.
UNTREATED OREGON F/R P/UMG
SPEC/MEN 3-3
TXAh/SVSAlSS' 7VST
PAKALLSl. /*£#f*£H0/CtJtA*
TO GRA/H TO SAAf/V
/.o z.o 3.0 o./ o.e a/ o.e. 0.3 o.4-
0S"/r£.EC-r/O/V //V //VCMSS
TAtAMS V£A*S£
/*AAtAt.i.££.
r &/**>£■ a/b/ cut. a*
-_- *_JL **r?
M
FIG. 40
TEST OF OREGON FIR PILING.
95
TREATED OREGON F/R PIL/NG
SPEC /MEN 4-B
COAW>#£SS/0/V 7&STS
7-RAMSV£*S£ 7-^ST
PARAt-LSL *£'#*>£'SS0/CU£.AA
T0 6AA//V TO S ATA/A/
<0
!
0 2000
/,o z.o 3 o a./ oz o./ oz a.3 a*-
OSA~CSCT/OA/ //V /A/C//SS
-* -J-
fits'/} fi>SSVO/CUi-AA1
AWATsiUfSL.
e
FIG.4/
96
TEST OF OREGON FIR PILING.
UNTREATED OREGON F/R P/UNG
SPECIMEN 4-A
T&AWSVSKSE 7-&S7-
PARALLEL. P£Rf>£~/VD/CULAR
T0 6RA/H TO GRA/A*
0
"0
\
\ -WOO
/*-£L
<0
1
Q 2000
t"
^
/
/f^^*-
/.o z.o 3o O.I o.z o.i a.z 03 04-
7-A\AHSV£KSJT
A*A/*At.i. £-*-
F/G.42
TEST OF OREGOxN FIR PILING.
97
TREATED OREGOA/ F/R P/L//VG
5PEC/A7E/V 5- A
COM*/T£SS/OSV 7-4TS7S
Tt*/iAVSV/FMS£ T&SV
■ «ooo
\
1 -*ooo
jj> zooo
TO SRA/M TO G /*/*//*
-£•£
f
£2.
/
/
t/^-vftt
£0 so o./ oz a./ OZ 0/3 o +
T/rfiSVSV£aS£
*>AAA*.t.£-i-
*>CM £>£/VO/eZ <Ji./)A
_t
F/6.43
TEST OF OREGON FIR PILING.
UNTREATED OREGON E/R R/L/NG
SPEC/MEN 5-B
COS**>/?£~SS/0/v T£~S7~S
T&A NS V£-/?S£- T£S r
/'AA'A/.i.Et.
TO GKA/N
£>£/3f>£/VO/C a CAM
TO G&A//V
eooo
<
<eeo
r*~*L
0
*)
(0
Q Zooo
A
**
\
-
/
r^ZC
g.O 3.0 C./ O.Z O.I o.z 0.3 o.+
D£~r/.£*iT/oN //v ihch£*s
PAKALLCL
FIG. 44
TEST OF OREGON FIR PILING.
99
TREATED OREGOAJ FIR PILING
SPECIMEN 6-B
TATA /V s y£AT S£~ T£S T
co/*r/>/ress/o/* t^sts
P/)/?Ai-L£l. P£/*/>£/YO/CL/i-AR
TOGKA/H TO 6/TA/M
t.O 30 0-' O.Z 0./
&£*•£ SCT/OA/ //V /A/CStfS
O.Z a. 3 O-*-
TAAHSVCAXC
A*AAfs*da.C1-
FJ6.4S
100
TEST OF OREGON FIR PILING.
UNTREATED OREGON E/R R/L/A/G
SPEC/MEN 6-A
TRA*tSV£-ftS£ TJTST-
COMP&ESSION TSSTS
PARALLEL PEBPEHD/CULAR
TO GRA/N TO GRAM
/O 2.0 3.0 Of O.Z (XI O.Z 0.3 O*
04TA-L £~CT/0/V AV //VC//ES
7-/?/4 KS y£At S £■
A*/l/tALLEL
±
PERRS'wp/Ct/L A*
F/G.46
TEST OF OREGON FIR PILING.
101
TREATED OREGON FIR PILING
SPEC/MEN 7-A
7-#AA/SI/S*l&£- 7-£ST-
TO G&A/M ra &&A/A/
eooo
eooo
eooo
ft
(-
t
1
jP^^-lr*.
/■O So 3.0 a./ 0.2 0/ O.Z o.3 0.<f-
O£rt.£-C7-/OA/ /At //VC#£S
i L.
fA/tACLCL
€>
1
F/6.47
102
TEST OF OREGON FIR PILING.
UNTREATED OREGON F/R P/UNG
SPECtMEN T-B
COMPf*£SSION T£STS
Tf*A AS \f£#S£ T£S 7"
PARALLEL
TO 6&A/N
P£*P£A/D/CUL A R
TO GKA/N
eooo
\
\-4ooo
-£7L
n
1
o eooo
t
/
/^**
2.0 3 j> oj o.z a./ o.z 03 0.4-
F/G.48
TEST OF OREGON FIR PILING.
103
TREATED OREGON FIR PILING
SPEC /MEN 8-B
TA?/*A/SY£'#S£- T£ST
TO <S/?/f//V TO G/TA/M
Or
")
%
Q. 40OO
(0
!
$2000
1
—£*-
/C<
tV-
f
y*<^jz
za 20 jo o' 02 0/ a.e 0.3 0*
, ..\ t .
f£fir£/s/D/CC/t-A *T
fQ
F 16.49
104
TEST OF OREGON FIR PILING.
UNTREATED OREGON F/P P/UNG
SPEC /MEN 8' A
<SOS1/>K£SSION TESTS
TRAMSVEKSE TEST
PA&ALL EL
TO <S/M/A/
f>E/?A>EA/D/CUi.AR
TO GKA /M
4000
1
Or
1
8
1
-£L
A
■L
0 2ooo
f
/
f^&L
eo 3.0 a/ a.z o./ o.z o.3 o.+
DE^LEcT/OSS AV //VC//ES
T*A/VS VE* S£-
A*A/^Ai-L£c.
^/flW^fl/CW'V/?
FIG.SO
TEST OF OREGON FIR PILING.
L05
TREATED OREGON E/R P/L/NG
SPEC/MEM 9-A
co /<*/>#£ ss/ an T£Sts
WfALLEL f£R/3£/VO/CULAP
TXANSVe/ZSe 7-jrsTr
TOGffA/N
/.O ZJ) 30 O./ 0.2 0/ 0.Z 0.3 0.4-
£>£ri.EC7-/OA/ /At /A/CS*£S
7-As4SSSV£/*&£
J L_
yO^^ALi-S/.
/e>£/Rf*£SVO/CU<-/**
-^
f=/G.S/
106
TEST OF OREGON FIR PILING.
CIA 'TREATED OREGON F/R PILING
SPECIMEN 3-3
T&AASSV&nS*' wjr
PA&A1.4-EL. WmOi£*/B/£Ut.AK
TO GXA/SV TO OMA //v
/.O SO 3.0 O./ O.S 0./ O.Z OJ 0-4-
T/?A A/S \/&/?S£
&AKAH£i.
F/G.SZ
TEST OF OREGON FIR PILING.
107
TREATED OREGON E/R PILING
SPECIMEN IO-B
CO/VPATSS/O/V 7~ss~r-s
-Tf*A NS V£"M S£ 7SS T
PARALLEL. tt/?P£HO/CC/LAf*
TOGRAJ/V TO G/fA//V
\
!
o eooo
-£~L
/^
/.
/
/*-■*.£
/.O 2.0 3 0 O./ 0.2 O/ O 2 0.3 0-4-
OCfLCcy/OAV //V //VC fit's
TAtA/VSlS*A*S£ A*AAAJ.L\£C
i_ ^
30
A>£AT/>£/V0/CC/L.AM
_u
F/6.S3
108
TEST OF OREGON FIR PILING.
UNTREATED OREGON E/R PJLING
SPEC /MEN 10 -A
TtrAAisy/s^SE 7?sr
TO GATA/Af TO 3/?A/M
/.O Z.O 3.0 ft/ OS Of OS 03 O 4-
D^^jFcir/os* /A/ //VC*£TS
0A/*AftA£*-
FIG.S4
TRST ()[• OKI'.COX FIR IMUNd.
109
TREATED OREGO/V F/R PILING
SPEC/MEM //-A
T/f/1A'5H£>» S£" T£-ST
PARALLEL £>£# *=>&/>/ D/CUL A R
TOG/iAS/V TO affA/SV
X
N
. COOO
9
<0
!
Q ZOOO
1
A—
£L
/-
£~L
/
S^-JT*.
/.o e.o 30 0/ 02. o/ 02. 0-3 0 +
0£-fL£~C7~/OA/ AV /A/CMES
A
A>AXALLEL\
^tt/zf/VD/Cl/LA #
±
F 1 6.55
110
TEST OF OREGON FIR PILING.
UNTREATED OREGON FIR PILING
SPEC /MEN ll-B
CO/VP/tg'SS/OrV TESTS
T/ZA/VS\S£KSE TEST"
TOG/ZA.1H TO GKAfM
/.O 2.0 3.0 O.I O.Z OJ O.e 0.3 0.4
JOEtt.ECT/0/S/ //V //VCSt&S
J _ t
PAK A U.CSZ.
F/G.S6
TEST OK OREGON FIU PILING.
Ill
TREATED OREGO/V r/R P/L/NG
5 PEC /MEN /2B
7-fi?A/YSV£'/?S£ 7-£-S7-
PARALLEL
TO GRA/N
P'ERP'E/VD/CaL AR
TO GRA//V
aooo
1 fooo
<0
0 2000
f"—^
•
/>
\
t
i.
/~=--ffVL
/.O £.0 3-0 O' O-i. O./ 0.Z. 03 04
GCAILZCT/OA/ /<V //VC/VES
PARALLEL.
F/G.57
112
TFST OF OREGON FIR PILIXG.
UNTREATED OREGON FIR PILING
SPECIMEN ie-A
COMP#£SS/OA/ T£S7~S
7~*A /VS WAf S£~ 7~£^S 7"
PA PALL £L P£PP£A/D/Ct/LAP;
70 GKA/rt TV SK4/A/
/.o 20 j.o 0./ ox. 0/ o.z a.3 a.'
D£p~c £ cr-/ a/v //y /SVCHfS
TATA AfSiS£At S£
'AA/Sf£Ar S£
P£A*£A/0/CL/L. A A!
FIG. 58
TEST OF OREGON FIR PILING.
113
TREATED OREGON F/R P/L/NG
SPEC/MEN /3-A
TRAM SVfflse 7~£-S 7"
TO G/7A//V TO <S/TA//tf
0
0 aooo
-£L
f
a
/
;/*£—£■£.
/O ZO SO 0/ 02 0/ OZ 0-3 o.+
O£fi-/.£-C7-/0/V //V /A/C/i£S
7-f?ANSV£#S£~
_L L
/°f M P£/V0 /CC/LAff
px
F/G.5S
114
TEST OF OREGON FIR PILING.
UNTREATED OREGON F/R PILING
SPECIMEN 13-B
COMfiRCSS/OAS T£STS
f>ARALL£L P£~A?f>£A/0/CC/LAR
TGA NS VS/QS& 7&3 7~
TO GRAIN
TO GRAIN
X
X
6000
C^-S/.
J
!
Q Zooo
t
«
\
/
y^^et
t.o 20 3.0 O./ O-Z. O.I o.z 0.3 o.+
OSA^LSCT/OA/ /*/ /A/CA/£S
T-ATAA/S V£AJS^~
W?At.t.£-£.
F/G.60
TEST OF OREG< >N FIR PILING.
Mr,
TREATED OREGON FIR PIL/NG
SPEC /MEN 14-B
T#A /VS V£A?S£ T£S T
CO/VPACSSIOH TCS7S
&A&ALt.CL. f*£/t/>£/VO/CVLAK
TO GRAIN TO GKA/N
\ 4000
0 zooo
0.
9~*~
£T£-
!^—£
L
/
^»*^A
20 30 O/ OZ O./ 02 OS <?■
D£fi-ECT/0/v //V //VCrf£S
Tfl/WS\/£XS£
"r
PARALLEL
/of/U>£/vp/C Ui-AR
P£F1f>£rvp/<
V — --^* ^
F/G.e/
116
TEST OF OREGON FIR PILING.
UNTREATED OREGON E/F? P/LING
SPEC /ME A/ 14 ~A
TRAMS \S£*S£ T£S T
\
I
9 2ooo
7V (S/7A//V 7Z> <S/?A//v
^-£L
f
L
1
/S^CL.
/.O 2.0 3-0 O./ 0.2. <X/ <92 0.3 04-
7-/tAA/sis£-As£~
PASfALLSC
FIG. €Z
TEST ()!• ORlTiON FIR I'll. IXC.
LI 7
TREATED OREGON F/R P/L/NG
SPEC/ME/V /5-A
CO/>f/>#£SS/0/V TSSTS
T&A/VSV£#S£- 7-£ST
°A/?At-t£t-
T0 G/TA/H
P£M/°£A/0/CtS£.A/?
TO GRA/rt
0
\ -f-ooo
Iq
!
f^
- o
/*-
pe.
^ c-
/
f
j^s^*-*.
Z.O 3 0 O/ 0 2 O/ 0 2 0 3 O 4-
£>£/*"£ £CT/OSV //V //yCH£S
7-A*^/VS^£yT S£
,1- \
A'A/TALLSl.
0
/°£/TA>£/v£>/CC/*-A*
F/G.c2>
118
TEST OF OREGON FIR PILING.
UNTREATED OREGON F/R P/UNG
SPEC/MEN /5-B
7~/?Af*S\S£/9S£ T£ST
CO/>T*#£SS/0/V 7£57S
TO GBAtN TO 6/?A/A/
■£L
/.O 2.0 30 O.t OZ O.I 0.2 03 04-
0£SX.£C7-/OA/ /A/ //\fCH£S
7-*<*A/S\S£ASE
f»A/*4J.L£i-
FIG. 64-
TEST OF OREGON FIR PILIXC.
119
TREATED OREGON E/R R/1//VG
SPEC/MEN /6B
T*A/YSV£XS£- T*-J7-
0AXALLSL f£*/*£A/0/CCLAR
TO 6XA//V TO GRA//V
X
\ 4000
V)
1
o zeoo
-£~/. •
r
s1**-^
/.o to Jo o/ a*, o/ oz. a3 a*
/**&*<.*.£*-
J
f^7
FIG. 65
120
TEST OF OREGON FIR PILING.
UNTREATETD OREGON F/R P/UNG
SPEC/MEN /6-A
CO/T/*#£SS/OA/ T£~STS
TKAMS V£J9Sf T£S T
TV GRAIN TO GRA/N
\
N
. 6000
0
s
H
!
h—£L
iS*
f
£1.
/
jT^St-
/■O 2.0 JO O./ O.Z O./ OS. 03 O*
OSnSCT/O*/ //V /S/CS/£mS
VfA/VS l^iT/^ S £-
"/fAVfl^^A
^/G.66
TEST OF OREGON FIR PILING.
121
TREATED OREGOA/ F/R P/L/JV6
SPEC /MSN /7A
7-/? A A/S V£~**S£ 7£S 7"
TO &&AJN TO GffA/AV
/.O 20 3.0 O./ O 2. a/ 0.2 03 O 4-
D£n/rc-r/a/v //v //*CMC*9
TJTA/VS *£■*
£_
/"^■/TW/V^/tf 4M. 4/f
FJG.67
122
TEST OF OREGON FIR PILING.
UNTREATED OREGON F/R P/LING
SPEC/MEN /7-B
COS1/»fit£SS/OH T£STS
Tf*A./VSV£AS£ T4S7-
PA,#AU.£t
TO <5#A/H
£>£/?£>£A/0/CV£.AA?
TO 6*A/H
\
It
1. -4-000
-^£L
in
— ft
H
y^^Tl
SO 3-0 O-t o.z a./ 0-2 o.s 0.4
£?£/**. £CT/0SV AV /A/C**£S
r^Avsurxr s£
i 1
/&AtrA*.l.£L.
F/6.68
TEST OF OREGl IN FIR PILING.
123
TREATED OREGOAf E/R P/UNG
SPEC /MEM /8-3
CO/*jO/t£SS/orv T£S7~S
7"/?/4 /VS V£/1 S£ 7~£S T
t>A#Ai.C£L
To GAA/IV
/'£Af£A/0/CUC. AX
TO 6/tA/H
aeoo
\
eooo
<0
5
Q. 4000
^
£2
J^
£■£.
o.
/
y^^-*el
/O ZO 3.0 O./ O.t O/ O.Z 0 3 0.4-
E
T/lflfVS V£/*S £~
.J—
£>A&Ai.t.£l.
o
f*£**£>£WB/ C Ui. A A
L
F/G.69
124
TEST OF OREGON FIR PILING.
UNTREATED OREGON FIR P/L/NG
S PEC t MEN 1 8- A
TMA /VS V£/9S£ V£S T
TO G&AftV TO dRA/fV
eooo
. 6ooo
f-r-£TL
0
<fl
Q
0 zooo
&**■
/
y^Tl
/■O 2.0 SO O./ OZ O.I O.Z 0.3 0.4-
&£*-£. £~C TV 0/V //• /A/C/S£S
7-/?/\ /VS K£V?.S E
0ARAi.J-£t-
irTrma
F/G. 70
TEST OF OREGON FIR PILING.
125
TREATED OREGON F/R R/L/NG
SPEC/MEN J9A
C0Sf*>/*£SS/O/V 7~£S7S
TsrA/vsisertse T£~st
TO <S/ts4//Y TO G/**//V
V
I
1)
1
Q ZOOO
Si.
f-
A
-
/
^£-£1.
KO SO O/ OB. O' O.Z 03 0-4
/»/* /?s9H £~i-
FIG. 7/
126
TEST OF OREGON FIR PILING.
UNTREATED OREGON F/R P/L/A/G
SPEC /MEN IS -B
con/'ftEss/o/v T£~s-rS
a>aatall£l pe#*>£'/v0scut.A /r
T&AMSV&XSE 72-S7-
TO GRA/rt
TO G/VA//V
(J
f-^£i-
10
f
£1.
"1.
/
^r
/■O 2.0 3.0 OJ O.Z O./ O.Z 0-3 0-4-
&£/r££-C7-/0/V /SV /A/C//SS
7-AA/VS V£ATS£~
J°A /? /U.C fl.
P£~A* J>£/VO/COt. A AT
P3
FIG. 72
TEST OF OREGON FIR PILING.
L2*
TR FATED OREGON E/R P/L/NG
SPEC/MEN 203
TK/WS v£-^r^£- -rss r
. 6000
s
<< +000
I
0 ZOOO
r~£
L
f?
fj
/
^^^Tl.
ZO 3.0 O./ OS, o./ oz o.3 a-
TAA A/S V£A S£~
P/1/VALLei.
P>£/r£>£/V0/CUi- /i/?
I
FIG. 73
128
TEST OF OREGON FIR PILING.
UNTREATED OREGON F/R P/L/NG
SPEC/MEM BO'A
tra/vsvtt/^s^- Ties-r
PARALLEL P£* P£A/0/CULA/Z
TVGRA/rt TO GRA/N
Z.O SO O./ 0.Z 0/ 0 2 0-3 0.4-
0£PL£C 7-/OSV //V //Vr/yiTS
T&A A/SI/SR S £
<CA/rALL£-Z-
f*£RP£A/&/CCL A AT
\ ,
FIG. 74
TEST OF OREGON FIR PILING.
129
O&EGO/V FIR P/L/fIG
SPBCtMEMS // "to /££"d/AM. X /£ *L ON 6
TRAHSVE/9SE TESTS T&A/VSVE&SE TESTS
SPEC/ME/Y& //-20
UrtTXEATEO
s*>Ec//yt£/ve //-20
HOUK TKEATA^EfyT
2.0 3.0 /.O
oEF-LECT/or* /r* /rvewes
2-0
co*fPOS'T£ cu/WES sf-towve va*/at/oav //v the
//vOt\S/DUAL SF'EC/AfEfYS AnO TH£ EFFECT OF TME
TKEATftfE/VTS ary ts-se stke/^ctfy of? f?/&ea?
<$
Ft 6. 75
O/Ad/TA/rf OF LOAO//Ya
130
TEST OF OREGON FIR PILING.
TABLE I. — GENERAL CONDITIONS.
Spec.
No.
Treated.
iA
2B
3A
4B
5A
6B
7A
8B
9A
10B
nA
12B
13A
14B
ISA
16B
17A
18B
19A
20B
Average
Untreated.
iB
2A
3B
4A
5B
6A
7B
8A
9B
10A
11B
12A
13B
14A
ISB
16A
17B
18 A
19B
20A
Average
Actual Weight
Weight per cu. ft.
Pounds. Pounds.
MAJOR SPECIMENS OREGON FIR RILING.
Average
Depth Cross
Moisture Rings Sap-wood Sectional
Per Cent. Per Inch. Inches. Area sq. in.
725
633
734
436
544
498
1,022
795
666
601
1,146
874
992
694
887
575
980
711
805
828
757
475
56i
474
456
420
443
642
662
448
536
817
810
656
600
542
523
677
702
524
706
584
43-4
45-9
46.6
38.6
41.4
44.6
53-2
47.6
44.4
51-6
46.6
50.2
52.4
48.0
46.5
48.6
46.7
48.6
47-9
48.7
47.1
33-8
32.5
36.2
32.5
35-4
33-9
43-4
34-7
3i-i
35-8
39-5
37-1
40.6
34-3
34-8
36.7
37-2
40.2
38.O
35.6
36. 1 1
19.6
15-5
98
18.5
11.4
8.4
17-5
16.3
ii-5
28.2
19.2
9.9
15-7
18.1
25-7
19.6
10.5
17.1
24.7
16.7
10.1
8.1
17.0
10.0
18.4
5-3
11. 1
13.6
15-2
16.7
17.1
1 1-5
18.7
8.1
17-5
20.6
7-5
20.5
TO.6
16.2
U7
24
16
29
7
6
6
6
6
7
6
6
8
7
11
7
8
5
6
24
16
29
12
15
7
6
6
6
6
7
6
6
8
7
1 1
7
8
5
6
1%
*H
V2
VA
iV&
iM
1/2
IY2
IY2
1/2
iYa
ij/s
i-M
34
2/2
iVs
154
iH
lV2
1V2
iY*
1V2
iYa
iYs
iVa
Va
1Y2
2Y2
1595
132.7
153-9
109.8
127.7
108.4
182.7
159-5
143-4
1 13.2
238.9
171.0
182.8
138.2
183.2
113.2
201.2
140.9
161. 5
168.0
i35-o
167.3
127.7
135-3
1 15-9
127.7
141. 1
1 81. 5
137-8
143-2
T95-8
207.8
154.2
167.7
148.5
135-7
175.0
165.1
128.0
TEST OF OREGON FIR PILING.
131
TABLE 2-
-ORIGINAL
DIMENSIONS. M
AJOR SPECIMENS
OREGON FIR
PILINf
Average Diameter — Inches
Spec.
Length
Hori-
Circumference —
Inches
No.
Feet.
Inches. Vertica
. zontal.
Butt.
Center.
Top.
Treated.
iA
15
1 ]
3-6
14.1
46.3
45-0
43-0
2B
IS
0 ]
2.9
12.7
43-0
4I-S
38.0
3A
14
10 ]
3-3
14.1
46.5
44.0
4i-4
4B
14
9
1.0
1 1.2
59-1
37-8
34-6
5A
14
10
2.6
12.6
40.8
40.0
39-3
6B
14
10
1.4
11.7
38.1
37-5
35-3
7A
15
1
4.4
15-6
50.9
48.]
45 .0
SB
IS
1
[3-8
14.2
46.5
44.8
43-0
9A
15
0
[3-1
U-7
43-6
42.1
41.9
10B
14
10
[1.7
12.1
40.3
38.0
35-o
nA
14
10
7-3
17.2
58.0
54-5
52.0
12B
14
8
4.2
14.8
48.1
46.6
444
13A
14
11
4-7
15-5
51.6
46.S
45-8
14B
15
1
[2.9
13-3
43-5
41.8
40.0
ISA
IS
1
15.0
14.8
50.0
48.3
46.0
16B
IS
0
I2.0
12.2
39-0
37-5
36.5
17A
15
0
15-4
16.5
53-3
50.0
48.5
18B
15
1
[2.9
13-3
44-5
41.5
40.4
19A
15
0
14.0
14.7
47-4
44.8
43-1
20B
14
7
151
14.8
48.5
45-8
43-6
Untreated.
iB
IS
0
12.7
12.9
42.4
41.5
38.5
2A
14
8
14.6
T4.0
46.1
48.6
42.8
3B
14
9
12.5
12.8
41.1
40.1
38.8
4A
14
1 r
12.7
13.1
43-0
41-5
39- 1
5B
14
9
11.9
12. 1
37o
39-2
38.6
6A
14
9
12.3
13-4
43-3
38.9
37 -f
7B
IS
1
I3-.1
13.5
44-5
42.5
39-6
S\
15
1
[4.7
15-5
48.5
48.0
l&g
9B
IS
1
i-'7
13.2
42.O
41.8
40.5
10A
IS
1
'.vl
1 $.6
44.1
42.5
40.5
ill!
15
1
■5-7
15.8
51.6
50.0
47-6
12 A
15
2
16.4
[6.2
55- S
50.0
48.0
I3B
[5
I
13-8
14.1
45-3
44.4
42.6
14. \
15
O
14.2
15.1
48.7
45-4
43-1
I5B
15
1
131
13.8
45-0
43-6
40.9
[6A
15
1
[37
1.I.1
W-6
40.7
39-2
t7B
15
I
14.6
15.0
48.0
47-o
45-6
ISA
15
I
14-3
'■»■''
475
4(1.11
13.1
hill
IS
2
1 2.5
i-'1
lo.g
37-1
20 \
IS
3
[5.8
[S.6
51.4
19.6
48.8
132
TEST OF OREGON FIR PILING.
TABLE
3. — RESULTS OF TRANSVERSE TEST.
MAJOR SPECIMENS
0REC-ON FIR
PILING.
Maximum
Hori-
Elastic
Modu-
Modulus
Deflec-
zontal
Limit
lus
of Elas-
tion at
Shear
Lbs.
Rupture
: ticity M;
aximum Lbs.
Spec.
per
Lbs. per
Lbs. per
Load
per
No.
sq. in.
sq. in.
sq. in.
Inches.
sq. in.
Typeof Failure.
Treated.
iA
2,800
4,520
1,375,500
2.40
202
Horizontal shear
2B
2,450
3,950
1,174,000
i-75
164
Shivering tension
3 A
2,950
4,973
1,344,000
1.86
220
Horizontal shear
and
tension
4B
2,472
3,792
1,178,000
1.98
138
Horizontal shear
5A
3,293
5,063
1,849,000
i-95
202
Horizontal shear
6B
3,290
4,400
1,444,000
2.20
167
Shivering tension
7A
3,oi7
5,177
1,615,000
2-53
253
Horizontal shear
and
tension
8B
2,370
3,295
1,008,000
1.70
142
Horizontal shear
9A
2,209
4,584
1,688,000
2.12
196
Horizontal shear
10B
2,369
4,054
1,309,000
2.62
153
Shivering tension
ii A
2,763
4,423
1,452,000
i-45
248
Horizontal shear
and
tension
12B
2,099
4,134
1,589,000
1.80
193
Horizontal shear
13A
3,755
5,215
1,692,000
1.90
254
Horizontal shear
and
tension
14B
i,758
2,588
1,287,000
1.48
107
Horizontal shear
and
tension
15A
2,269
2,564
1,136,000
1.38
124
Tension
16B
i,599
2,206
990,000
1.20
83
Horizontal shear
and
tension
17A
2,588
4,7i8
1,590,000
1.92
244
Horizontal shear
18B
2,259
4,559
1,428,000
2.00
193
Tension
19A
2,775
4,065
1,642,000
1.40
184
Tension
20B
2,183
2,903
1,478,000
1-35
134
Tension
Av.
2,563
4,058
1,328,925
1.85
180
Untreated.
iB
3,663
6,423
1,831,000
2.10
262
Horizontal shear
and
tension
2A
3,856
6,826
1,690,000
2.60
319
Tension
3B
6,865
8,125
1,826,000
2-44
331
Horizontal shear
4A
5,323
6,760
1,648,000
2.50
282
Horizontal shear
and
tension
5B
6,740
7,668
2,235,000
1.90
296
Horizontal shear
6A
3,872
7,032
1,979,000
2.70
382
Tension
7B
4,453
8,233
1,918,000
3.00
352
Horizontal shear
8A
4.187
6,357
1 ,780,000
2.70
310
Horizontal shear
oB
4,649
7,149
1,821,000
2.91
304
Horizontal shear
10A
3,8i3
7,363
1,933,000
2.90
317
Horizontal shear
11B
6,421
6,691
1,910,000
1.90
337
Horizontal shear
and
tension
12A
4,009
6,002
1,718,000
2.30
514
Horizontal shear
13B
5,357
7,507
1,975,000
2.00
332
Horizontal shear
14A
4,293
6,002
1,689,000
i-75
285
Horizontal shear
and
tension
15B
5,663
6,002
1,681,000
1.70
263
Horizontal shear
16A
5,805
7,765
1,931,000
2.59
329
Horizontal shear
and
tension
17B
5,220
6,981
1,979,000
I.92
335
Horizontal shear
18A
6,566
8,126
1,865,000
2.00
376
Horizontal shear
19B
5,740
7,520
2,127,000
1.68
308
Horizontal shear
20A
4,320
6,055
1 ,384,000
1.90
307
Horizontal shear
Av.
5,041
7,028
1 ,846,000
2.27
3i8
TEST OF OREGON FIR PILING.
133
TABLE 4-
-RESULTS
OF COMPRESSION TEST.
MAJOR SPECIMENS OREGON FIR
PILING.
Maxi-
Deflection
Elastic
Modulus of
mum E
Reflection Indies for
Limit
Elasticity
Load at Maximum 2,000
Spec.
Lbs. per
Lbs. per
Lbs. per
Load
Lbs. per
Type of
No.
sq. in.
sq. in.
sq. in.
Indies.
sq. in.
Failure.
Treated.
iA
3,000
333,200
3,200
0. 1 1 8
0.078
Crushing
2B
2,000
324,500
2,400
0.090
0.074
Crushing
3A
2,400
257,250
3,000
0.165
0.096
Wedge split
4B
1,975
158,000
2,350
0.230
0.150
Crushing
5A
2,600
251,800
3,ooo
0.170
0.098
Crushing
6B
2,000
250,000
2,225
0.145
0.096
Crushing
7A
2,800
353,750
3,160
O.123
0.072
Crushing
8B
2,000
247,500
2,435
0.160
0.097
Crushing
9A
2,200
287,000
2,640
0.128
O.084
Crushing
10B
2,200
283,850
2,640
0.152
0.086
Crushing
11A
2,400
244,200
2,800
0.150
0.098
Crushing
12B
1,800
240,000
2,200
0.130
0.102
Crushing
13A
3,000
268,750
3,520
0.210
0.098
Crushing
14B
2,200
227,600
2,200
0.1 16
0.103
Crushing
ISA
2,265
236,000
2,550
O.160
0.102
Crushing
16B
1,200
177,800
i,3io
O.I09
Splitting
17A
2,800
280,000
2,890
O.I50
0.098
Crushing
18B
2,030
192,000
2,280
O.180
0.127
Crushing
19A
2,280
232,200
2,830
O.185
0.109
Crushing
20B
2,000
192,000
2,280
0.185
0.125
Crushing
Average
2,257
252,770
2,595
O.I53
0.099
Untreatec
1.
iB
3,000
349,500
3,600
O.I35
0.074
Crushing
2A
3,000
333,250
3,8oo
O.170
0.078
Crushing
3B
3,000
333,250
3,96o
O.170
0.080
Crushing
4A
3,259
423,500
3,890
O.I20
0.050
Crushing
5B
2,200
165,000
2,800
O.255
O.I55
Crushing
6A
2,800
302,800
3,100
O.I74
0.079
Crushing
7B
3,000
391,400
3,490
O.I45
0.063
Crushing
8A
2,400
250,500
2,900
0.155
0.100
Wedge split
oB
2,600
285,600
3,040
O.205
0.0)1
Crushing
10A
3,400
4 1 6,900
3,980
O.I4O
0.063
Shearing
mi;
2,800
jX.4,700
3,120
0.140
Crushing
u.\
3,4oo
.^4,250
4,600
O.180
< ,.( >( ii 1
Shearing
[3B
3,400
375,500
4,200
O.ISO
(..o;i
Crushing
14A
2,600
316,700
2,950
O.I38
0.073
Crushing
ISB
2,800
.<47,8oo
3,380
O.I35
0.072
Crushing
16A
3,600
369,250
4,120
O.180
0.080
Crushing
17B
3,200
212,600
O.23O
"If! ■
Crushing
18A
2.000
_7J,4CK>
0.130
Shearing
19B
3,8oo
3S4»8oo
0.170
Shearing
20A
361.100
1,11 0
0 [68
O.O78
Crushing
Average
3,003
325.940
3,563
0 [64
O.083
134
TEST OF OREGON FIR PILING.
TABLE 5. — RESULTS OF COMPRESSION TEST.
PILING.
MAJOR SPECIMENS OREGON FIR
Elastic Li
Dad in Pounds per
Square Inch
Spec.
Limit Lbs.
For a
Deflection of
No.
per sq. in.
1/10-in.
-rV-in.
^-in.
Type of Failure.
Treated.
iA
325
450
550
800
Crushing
and
split
2B
688
600
800
950
Splitting
3A
430
S50
625
700
Splitting
4B
430
500
600
75C
Splitting
5A
322
500
600
700
Splitting
6B
322
400
50O
550
Crushing
7A
322
400
550
800
Crushing
8B
302
400
450
600
Crushing
and
split
9A
215
400
500
700
Crushing
10B
215
350
400
600
Crushing
and
split
11A
430
550
650
900
Crushing
12B
215
375
400
500
Crushing
and
split
13A
322
600
700
900
Crushing
14B
215
350
400
500
Crushing
and
split
I5A
215
400
500
550
Crushing
and
split
16B
215
350
400
450
Crushing
and
split
17 A
215
350
420
700
Crushing
and
split
18B
322
400
500
600
Crushing
19A
322
600
700
900
Crushing
20B
2T5
400
4SO
600
Crushing
Average
313
446
536
687
Untreated.
iB
645
650
720
850
Crushing
2A
645
600
800
900
Crushing
3B
430
550
700
800
Crushing
4A
430
650
750
500
Crushing
SB
516
550
700
800
Crushing
6A
602
750
850
1,100
Crushing
7B
860
800
1,000
1,200
Crushing
8A
430
550
600
700
Crushing-
QB
089
800
1,150
1,400
Crushing
10A
645
700
950
1,050
Crushing
11B
731
800
900
1,000
Crushing
12A
817
800
1,000
I.3SO
Crushing
and
split
13B
731
750
900
1 ,050
Crushing
14A
602
600
750
900
Crushing
15B
645
700
800
900
Crushing
and
split
16A
817
900
T.OOO
1,200
Crushing
I7B
645
600
800
900
Crushing
[8 \
817
850
I.OOO
1. 100
Crushing
19B
645
800
900
1.050
Crushing
and
split
20A
645
800
950
1.000
Crushing
Average
664
710
862
1,007
TEST OF OREGON FIR PILING.
i:;r,
TABLE 6-
-RESULTS OF SHEARING TEST.
MAJOR SPECIMENS OREGON FJR PILING.
Spec
Total
Load Lbs.
No.
Load Pounds
per sq. in.
Type of Failure.
Remarks.
Untreated :
3B
17,250
39i
Shearing
Knot
5B
14,550
329
Shearing
Sound
6A
14,425
327
Shearing
Sound
"B
12,050
273
Shearing
Checked
lXll
11,050
250
Shearing
Sound
i 2 A
1 2,200
276
Shearing
Sound
r3B
1 1,200
253
Shearing
Checked
i8A
14.050
318
Shearing
Small knot
19B
14,000
31/
Shearing
Sound
20A
16,830
381
Shearing
Sound
Average
3ii
Treated :
3A
15,000
340
Shearing-
Sound
5A
1 1 ,200
253
Shear and split
Sound
6B
6,450
146
Shear and
! split
Sound
7A
10,450
236
Shearing
Sound
11A
8,885
201
Shearing-
Sound
12B
10.140
229
Shear and
split
Sound
13A
11,600
263
Shearing
Sound
18B
8,050
182
Shearing-
Checked
19A
8,325
[88
Shearing
Sound
20B
6,000
136
Shearing
Sound
Average
217
TABLE 7-
COMPARATIVE PHYSICAL PROPERTIES. MAJOl
J SPECIMENS WITH DIF-
FERENT TREATMENT.
Compressii.n
Tests
Transverse Tests
Parallel to Grain
Perpendicular
Modu-
Modu-
to Grain
Modulus
lus of Elas-
Maximum li
is of Elas
Load
Spec.
Rupture Lbs.
ticity Lbs.
Load Lbs.
ticity Lbs
. at Deflec-
No.
per sq. in.
per sq. in.
per sq, in.
per sq. in.
tion Of ; : ill
18-Hour
Treament :
iA
2,800
L375,500
3,200
333,200
Sco
2B
2,450
1,174,000
2,400
324,500
950
3A
2,950
1,344,000
.',000
257,250
700
4B
2,472
1 . 1 78,000
2,350
1 58,000
7?"
5 A
,1,293
1 ,S_|<>,O0O
3.000
251,800
700
6B
1,444,000
2,225
250.000
550
7A
3,017
1,6 13,000
3,160
M.1.71<>
800
8B
2,370
1 ,008,000
2,435
247,500
600
o\
2,209
i.nKS.ooo
2,640
287,000
loll
2,369
1 ,309,000
2,640
283,850
Average 2,722
[,398,250
2,7< >5
!74,685
715
j(>-\ [our
Treatment :
n A
2,765
i , (52,000
2,800
244.200
poo
ui:
[,589,4 00
240,000
500
13A
3,755
1 .' x >2,O0O
3,520
268,750
000
14B
1,758
1,287,000
2,200
227,600
500
ISA
2,269
[,136,000
j. 5 5<>
236,000
550
16R
[,599
990
1.310
I77,800
450
17A
2,588
[ ,590,1
jS. ..( N N '
700
1 x 1 :
--,250
[,428
J. -No
[92,000
s< , >
rg \
^■77 5
[,642,000
2,830
900
20B
2.lR}
1 . 178,000
2.28o
Average 2405
[428
660
136
TEST OF OREGON FIR PILING.
TABLE 8. — WEIGHT AND PENETK^
lTION. a:
[AJOK SIT
£IMENS (
JKEGUN FIR PILING.
Average
Average
Pene-
Rings
D<
;pth Sap-
tration
Weight — Lbs. per cu. ft.
Spec.
per
Moisture
wood Creosote
Un-
No.
Inch.
Per Cent.
Inches.
Inches, treated. Treated. Creosote,
iS-Hour Treatment:
iA
24
19.6
iA
iEs
33-8
43-4 9-6
2B
16
15.5
l.'x
1
32.5
45-9 13.4
3A
29
9.8
i3A
n7u
36.2
46.6 10.4
4B
12
18.5
5/8
7/
.' 8
32.5
38.6 6.1
5A
15
11.4
A
iYa
35-4
41.4 6.0
6B
7
8.4
V/a
I A
33-9
44.6 10.7
7A
6
17-5
iVs
m
43-4
53-2 9-8
8B
6
16.3
m
m
34-7
47.6 12.9
9A
6
H.5
lJA
i\i
31.1
44-4 L3-3
10B
6
28.2
m
i\i
35-8
51.6 15.8
Average
iS-7
34-9
45.7 10.8
26-Hour Treatment :
11 A
7
19.2
154
i&
39-5
46.6 7.1
12B
6
9.9
iy2
tE
37-1
50.2 1 3. 1
13 A
6
15-7
iA
m
40.6
52.4 1 1.8
14B
8
18.1
1V2
m
34-3
48.0 13.7
15A
7
25-7
154
iy2
34.8
46.5 1 1 7
16B
11
19.6
1^
ill
36.7
48.6 1 1.9
17A
7
10.5
iH
1/2
37-2
46.7 9-5
18B
8
Ya
1V2
40.2
48.2 8.0
19 A
5
17.1
1V2
iVs
38.9
47-9 9-0
20B
6
24.7
*A
1/2
33-6
48.7 15.1
Average
17.9
37-3
48.4 1 1.1
TABLE 9. — (
GENERAL
CONDITIONS. MINOR SPECIMENS
OREGON FIR PILING.
Actual Weight p
er
Spec.
Length
Weight
cu. ft.
Moistui
re R
ing;
3 Size at Center
No.
Inches.
Pounds.
Pounds
. Per Cent, per
Inc
:h. Inches.
Treated :
iA
60
29.5
41-5
19.6
25
J. 47x4.59
4B
60
24.0
34-8
18.5
12
4.45x4.46
5A
60
25-5
36.6
1 1.4
10
4-43M-5-1
7A
60
34-5
49.2
17.5
4
4-55X4-44
oA
60
25.0
34-8
ti -5
6
4.49x4.61
11A
60
310
43-2
19.2
7
4.48x4.62
12B
60
51.0
43-7
9.9
5
4.45x4.59
13A
60
41.0
48.8
15-7
6
4.03x4.92
19A
60
36.5
43-6
17.1
5
4.92x4.01
20B
60
35-0
43-3
24.7
6
4-02x4.73
Average
60
31-3
41.0
16.5
8/
Entreated :
4A
60
27.0
33-8
TO.O
20
4.03x4.68
7B
60
y?-$
42.2
TI.T
6
4.05x4.97
8A
60
30.0
36.2
13.6
4
4.0OX-4.SS
10A
60
27-5
34-7
16.7
6
4.00x4.05
11B
60
30.5
38.1
17.1
8
4-80x4.71
T2 \
60
31.0
36.7
II-5
6
4.00x4.03
I3B
60
3T.0
38.3
18.7
6
4.72x4.04
I8A
60
30.5
39-0
20.5
8
j. 05x4.87
20A
60
27.0
335
T6.2
6
4.00x4.80
Average
60
30.0
36.9
15.0
7-7
TEST OF OREGON FIR PILING.
137
TABLE 10.-
-RESULTS OF TRANSVERSE TESTS.
PILING.
MINOR SPECIMENS OREGON FIK
De- Maximum
Modu-
flection
Hori-
Elastic Modulus
lus of
at Maxi-
• zontal
Limit
Rupture
Elasticity
mum
Shear
Spec.
Lbs. per
Lbs. per
Lbs. per
Load
Lbs. per
No.
sq. in.
sq. in.
sq. in.
Inches.
sq. in.
Type of Failure.
Treated:
iA
4,990
4,990
623,000
1. 16
225
Crushing
4B
3,390
5,845
1,132,000
1.21
273
Tension
SA
3,280
4,565
756,000
0.69
207
Tension
7A
4,185
6,440
981,000
1. 12
286
Tension
gA
3,930
4,7i8
773,000
0.83
217
Tension
11A
2,367
2,880
764,500
0.46
133
Tension
12B
2,406
4,460
624,000
1.23
205
Tension
13 A
5,056
5,88o
1,383,000
0.51
289
Shivering tension
19A
3,810
4,845
1,350,000
0.65
238
Shivering tension
20B
2,740
3,8oo
1,050,000
o.43
179
Tension
Av.
3,6i5
4,842
943,650
0.81
225
Untreated :
4A
4,188
6,910
980,000
0.83
323
Cross grain tension
7B
3,065
6,655
1,029,000
r.30
331
Tension
SA
3,86o
5,465
973,500
o.95
267
Crushing and tension
10 A
4,245
6,360
906,000
1.09
296
Cross grain tension
11B
5,530
6,480
1,000,000
0.70
306
Cross grain tension
12 A
4,402
5,540
1,068,000
0.62
265
Crushing and tension
13B
1,992
4,450
968,000
0.87
216
Crushing and tension
18A
3,420
6,460
1,280,000
1.09
315
Tension
20A
4,790
7,030
1 ,247,000
0.92
369
Tension
Av.
3,944
6,150
1,050,167
o.93
208
TABLE II. — RESULTS OK COMPRESSION TESTS. MINOR SPECIMENS OREGON FIR
PILING.
Deflection
Maxi- De- Inches
Elastic Modulus of mum flection at for
Limit Elasticity Load Maximum 2,000
Lbs. per Lbs. per Lbs. per Load Lbs. per
sq. in. sq. in. sq. in. Inches, sq. in. Type of Failure.
Spec.
No.
Treated :
1 \
,i;
5A
7\
9A
ir \
ul*.
13 \
10 A
20B
3,000 333,200 3,200 o.ti8 0.078 Crushing
1,954 418,500 2,683 0.120 0.068 Crushing
2,600 251,800 3,000 0.170 0.098 Crushing
2,800 353,750 3,160 0.123 0.072 Crushing
1,748 355,5oo 2,150 0.089 0.070 Crushing
2,210 500,000 3,278 0.146 0.048 Wedge split
2,272 454,800 2,813 0.123 0.051 Crushing
2,912 460,500 3,330 0.091 0.051 Crushing
1,653 305,000 2,100 0.146 0.098 Crushing
1,274 302,800 2.005 0.150 0.150 Splitting and crush
2,242 382,500 2,781 0.127 0.078
138
TEST OF OREGON FIR PILING.
TABLE II (CONTINUED) — RESULTS OF COMPRESSION TESTS.
OREGON FIR PILING.
Deflection
]\Iaxi- Ue- Inches
MINOR SPECIMENS
Elastic
Mod
ulus 0
f mum fit
action at'
for
Limit
Elasticity
Load M;
iximum 2,
000
Spec.
Lbs. per
Lbs.
per
Lbs. per Load Lbs
. per
No.
sq. in.
sq.
in.
sq. in. 1
nches. sq
. in.
Type 1 if Fail
ure.
Untreate
d:
4A
3,259
423,
500
3,890
0.120 0.
056
Crushing
7B
4,124
515,
000
4,925
0.147 0.
044
Crushing
8A
2,918
467:
200
3,830
0.156 0.052
Crushing
10A
3,58l
452,
800
4,110
0.142 0.
054
Splitting and
crush
nB
3,540
537,
GOO
4o6o
0.150 0
044
Crushing
12A
3,092
50o:
OOO
4,160
0.190 0.
049
Crushing
13B
3,248
452;
,000
4,200
0.150 0.054
Crushing
18A
3,no
5i8,
000
4,058
0.128 0.046
Splitting and
crush
20A
2,723
526
,500
3,498
0.136 0,
,046
Crushing
Average
3,288
488
,055
4J37
0.146 0
•049
TABLE 12. — RESULTS OF COMPRESSION
TEST. MINOR S
PECIMENS OREGON FIR
PILING.
Elastic
Load in Pounds per
Square Inc
h
Spec.
Limit Lbs.
for Deflection of
No.
per sq. in. ]
/io-ir
1. iVin
Ys-m
Type of Failure.
Treated
1 A
290
300
400
500
Crushing
4B
503
550
600
750
Crushing
5A
322
500
600
700
Splitting and
crush
7A
322
400
500
800
Splitting and
crush
9A
234
400
500
650
Crushing
11A
348
600
750
95o
Crushing
12B
408
600
/CO
700
Crushing
13 A
3M
500
600
900
Crushing-
19A
215
600
700
900
Crushing
20B
315
450
500
600
Crushing
Average
527
490
585
745
Untreated :
4A
664
700
goo
1,050
Crushing
7B
860
850
950
1,200
Crushing-
8A
422
600
650
900
Crushing
10A
645
750
900
1,050
Crushing
11B
■ 633
650
850
1.250
Crushing
12 A
733
800
900
1.200
Crushing
13B
731
800
900
1. 100
Crushing
18A
907
1,000
1,100
1,250
Crushing
20A
634
750
850
1,050
Crushing
Average-
692
7-^
888
1. 117
TEST OF OREGON FIR PILING. 139
PHENOMENA OBSERVED IN TRANSVERSE TESTS. UN-
TREATED OREGON FIR PILING, MAJOR SPECIMENS.
Specimen iB. Specimen season checked ; spiral grained ; grain made
twist of 30 deg. through length; several large knots; annual rings very
narrow; little spring wood; average depth of sap-wood ij4 in.; horizon-
tal shear failure occurred at top end of specimen under load of 52,000
lbs. with sharp report. Shear took place in deep check on one side.
Specimen 2A. Specimen season checked; spiral grained; grain mak-
ing twist of 180 deg. through length; several small knots, man)- of which
were along neutral axis. Annual rings narrow ; little spring wood at
center; average depth of sap-wood 1% in. Failed under load nearest top
end of specimen, by tension, at 80,000 lbs. with much sharp cracking.
Specimen 3B. Specimen season checked ; deep checks at end ; one
small knot; spiral grain; grain made twist of 60 deg. through length;
narrow annual rings; average depth of sap-wood if£ in. Failed by hori-
zontal shear at butt end under load of 63,300 lbs. with sharp report.
Specimen did not shear through pith center; line of failure followed an-
nual rings.
Specimen /A. Specimen checked; several medium-sized knots; spiral
grained ; grain made twist of 45 deg. through length ; close annual rings ;
little spring wood ; average depth of sap-wood 5^-in. Failed at top end
by horizontal shear under load of 57,000 lbs. with sharp report.
Specimen 5/?. Specimen checked; checks extended deep into the
wood; several small knots; grain straight; annual rings close; much
spring wood near center of specimen; average depth of sap-wood J^-in.
Failed at top end by horizontal shear under load of 51,200 lbs. with
sharp report. Specimen emitted dull cracking sounds before failure.
Specimen 6A. Specimen checked; checks extended deep into wood;
several small knots; grain straight; summer wood rings narrow with
much spring wood between; average depth of sap-wood i'i in. Failed in
tension at 54,000 lbs. with much sharp cracking.
Specimen ~B. Specimen slightly checked; checks <li<! not extend
deep into wood; several large knots; grain straight; summer wood rings
wide with much spring wood toward center: average depth of sap-wood
iTs in. Failed at top end by horizontal -hear under load of 74.300 lbs.
with sharp report.
Specimen ,v. /. Specimen contained checks; two of which were deep:
several very small knots; spiral grained; grain making twist of 45 deg.
through length; much spring wood near center; average depth of sap
wood i-)4 in. Failed at butt end by horizontal shear under load of 83,-
700 lbs.; specimen emitted loud, continuous cracklings as load was ap-
plied; failure at butt due to presence of knots iii horizontal plane in top
end.
Specimen gB. Specimen season checked; checks extended deep into
wood; contained several large knots; spiral grained; main making twisl
of 45 deg. through length; much spring wood near enter of specimen;
140 TEST OF OREGON FIR PILING.
average depth of sap-wood i1/? in. Failed at butt end by horizontal shear
under load of 61,700 lbs. Shear at butt end due to presence of knots in
horizontal plane at top end.
Specimen 10A. Specimen checked; checks extended deep into wood;
several small knots; spiral grained; grain made twist of 135 deg. through
length ; summer wood rings wide with average amount of spring wood ;
average depth of sap-wood 1^4 m- Failed at top end by horizontal shear
under load of 68,000 lbs. with sharp report.
Specimen 11B. Specimen checked ; checks extended deep into wood ;
several small knots; spiral grained; grain making twist of 30 deg. through
length ; summer wood rings narrow with much spring wood ; average
depth of sap-wood . 1 54 in.; specimen slightly warped; load applied on
convex side of warp. Failed at top in horizontal shear under load of
99,000 lbs. with sharp report.
Specimen 12A. Specimens slightly checked; checks did not extend
deep into wood; few small knots; average depth of sap-wood lYi in.;
grain straight; pith center 2 in. from true center. Cracking began under
load of 45,000 lbs.; dull crackling continued till failure occurred at butt
end by horizontal shear under load of 97,500 lbs. with sharp report.
Specimen 13B. Specimen checked; checks extended deep into wood;
few small knots; spiral grain; grain made twist of 60 deg. through
length ; summer rings wide, with average amount of spring wood ; aver-
age depth of sap-wood 1J/2 in. Failed at top end by horizontal shear un-
der load of 77,200 lbs. with sharp report.
Specimen 14A. Specimen badly season checked, but with straight
grain; checks extended deep into wood; two small knots; summer rings
narrow; much spring wood; average depth of sap-wood 1J/2 in.; pith
center 2 in. to side of true center; slight warp; load applied on convex
side of warp. Failed at top end by horizontal shear at 70,700 lbs. with
sharp report.
Specimen 13B. Specimen season checked; checks extended deep into
wood; many small knots; average depth of sap-wood il/\ in.; spiral
grain, making twist of 30 deg. through length; much spring wood to-
ward center of specimen. Failed at top end by horizontal shear under
load of 58,400 lbs. with sharp report. Shearing took place in deep check
on one side.
Specimen 16A. Specimen season checked ; few small knots ; spiral
grain, making twist of 60 deg. through length; average depth of sap-wood
1% in. Peculiar growth of annual rings. Rings were narrower toward
the outside of specimen to a point near the edge, where they made an
abrupt change to wide rings: wide rings did not extend entirely around
specimen; bark may have been removed from this portion. Slight warp;
load applied on convex side of warp. Failed at top end in horizontal
shear at 67,000 lbs. with sharp report.
Specimen t?B. Specimen season checked; checks extended deep into
wood; few small knots; spiral grain, making twist of 90 deg. through
length; summer wood rings wide; less spring wood than the average;
TEST OF OREGON FIR PILING. 141
average depth of sap-wood i-j:i in. Failed at top end in horizontal shear
under load of 86,400 lbs. with sharp report.
Specimen iSA. Specimen season checked; grain straight; several
large knots; average depth of sap-wood -)4-in. ; surface of specimen rough
and irregular, due to knots; summer wood rings wide; little spring wood;
specimen slightly warped; load applied on convex side of warp. Failed
at top end by horizontal shear at 02,900 lbs. with loud, continuous crack-
ling.
Specimen igB. Specimen season checked; checks extended deep into
wood; several large knots; average depth of sap-wood lYz in.; surface of
specimen very irregular, due to presence of knots; spiral grain, making
twist of 30 deg. through length; considerable spring wood toward center.
Failed at top end by horizontal shear under load of S9,ico lbs. with much
loud crackling.
Specimen 20A. Specimen checked; several small knots; grain
straight ; summer wood rings narrow with much spring wood ; average
depth of sap-wood 2^ in. Failed at top end by horizontal shear under
load of 91,100 lbs. with loud continuous crackling.
PHENOMENA OBSERVED IN TRANSVERSE TESTS, TREATED
OREGON FIR PILING, MAJOR SPECIMENS.
Specimen iA. Deep checks; straight grain; several small knots;
annual rings narrow; little spring wood; average depth of sap-wood 1%
in.; average depth of penetration of treatment i]4 in.; failed at 48,300
lbs. by horizontal shear with sharp report ; wind shake revealed in fail-
ure; dull crackling began at 35,000 lbs.; shearing along neutral axis took
place in deep check.
Specimen 2B. Specimen slightly checked ; spiral grain, making twist
of 120 deg. through length; annual rings narrow; very little spring wood;
average depth of sap-wood 1]/$ in.; average depth of penetration of
treatment 1 in.; many small knots, several of which were along neutral
axis. Failed by shivering tension under load near top at 32,500 lbs. with
sharp report; much dull crackling before failure.
Specimen 3A. Few season checks; spiral grain, making twist of 90
deg. through length; bad shakes in end; rings very narrow with little
spring wood; average depth of sap wood i-\s in.; average depth of pene-
tration of treatment I-ra in.; lew small knot-,; failed at top end by hori-
zontal shear under load of 51,000 lbs. with sharp report; yielded with
sharp crackling sound under load nearest butt end. Failed by shearing
along annual rings.
Specimen .//?. Specimen season checked; spiral grained, making twist
of 45 deg. through length; annual rings narrow, with little spring wood:
average depth of sap-wood \s-in. : average depth of penetration of treat-
ment J,s-in. Failed at top end in horizontal shear under load of 23,200
lbs. with sharp report.
142 TEST OF OREGON FIR PILING.
Specimen 5A. Specimen slightly checked at ends; deep checks along
side; straight grain; annual rings very close and narrow on outside, and
wide with much spring wood near center of specimen ; one-half annual
rings in outside il/z in. of timber; average depth of sap-wood J^-in. ;
average depth of penetration of treatment i!4 in. Failed at top end by
horizontal shear under load of 38,700 lbs. with sharp report.
Specimen 6B. Specimen season checked ; straight grain ; rings wide ;
much spring wood; average depth of sap-wood 1% in.; average depth of
penetration of treatment lis in. Failed in tension under load nearest
top end at 27,200 lbs. with sharp report : much dull crackling before failure.
Specimen 7 A. Specimen slightly checked; straight grain; annual
rings very close and narrow at outside and exceptionally wide toward
center; much spring wood toward center; average depth of sap-wood 1%
in.; average depth of penetration of treatment 1% in. Specimen shivered
under load nearest butt end at 40,000 lbs., and failed at top end by hori-
zontal shear at 69,200 lbs. with sharp report.
Specimen 8B. Specimen season checked; many small knots, several
along neutral axis ; spiral grain, making twist of 45 deg. through length ;
annual rings wide with much spongy spring wood; average depth of sap-
wood 1^4 in.; average depth of penetration of treatment 1% in.; bad
shake in butt end. Failed at top end in horizontal shear under load of
35,000 lbs. with dull report ; specimen had appearance of being improperly
seasoned or burned ; plane of shear nearly vertical at top, due to loca-
tion of knots along horizontal plane.
Specimen 9A. Specimen slightly checked with few small knots ;
spiral grain, making twist of 30 deg. through length; annual rings made
very distinct change from narrow to wide rings at V/2 in. from outside
surface of timber; much spring wood near center; average depth of sap-
wood \y2 in.; average depth of penetration of treatment \\l, in. Failed
at top end by horizontal shear under load of 42,000 lbs. with loud report.
Specimen 10B. Specimen slightly checked; several large knots; many
along neutral axis; spiral grain, making twist of 160 deg. throughout
length ; wide summer rings ; much spring wood ; average depth of sap-
wood 134 in.; average depth of penetration of treatment lit in. During
test creosote and water oozed out under supports ; failed under load
nearest top end in shivering tension at 26,000 lbs. with sharp crackling.
Specimen 11 A. Specimen slightly checked; few small knots; straight
grain ; summer wood rings were wide ; much spring wood ; average depth
of sap-wood iJ4 in-J average depth of penetration of treatment 1 /k in.:
creosote oozed out under supports and at ends ; yielded in tension at
85,000 lbs. Failed at top end in horizontal shear under load of 88,500
lbs. with loud report.
Specimen 12B. Specimen slightly checked at ends ; no checking along
sides ; few medium-sized knots ; spiral grain, making twist of 75 deg.
through length; narrow rings; much spongy spring wood; average depth
of sap-wood V/2 in.; average depth of penetration of treatment \*/\ in.
TEST OF OREGON FIR PILING. 143
Failed in tension at 55..000 ibs. ; secondary failure at top end by horizontal
shear under load of 69,800 lbs. with sharp report.
Specimen 13A. Specimens slightly checked at ends; sides not
checked; no surface knots, evidence of presence of knots near center of
specimen; grain straight; rings wide; average depth of sap-wood 1J/2 in.;
average depth of penetration of treatment iji in. Failed in tension at
55,000 lbs.; secondary failure at top end by horizontal shear under load
of 69,800 lbs. with sharp report.
Specimen 14B. Season checked; few small knots; spiral grain, mak-
ing twist of 30 deg. through length ; rings narrow in summer wood ;
spongy spring wood; average depth of sap-wood 1^2 in.; average depth
of penetration of treatment 1% in. Failed at top end by horizontal shear
under load of 22,400 lbs. with dull crackling; specimen practically satu-
rated with creosote ; penetration aided by cracks.
Specimen 15A. Specimen season checked; few small knots; spiral
grain, making twist of 30 deg. through length ; much spongy spring
wood; average depth of sap-wood 1*4 hi. ; average depth of penetration
of treatment V/i in. Failed in tension under load nearest top end at
33,500 lbs. with sharp report.
Specimen 16B. Specimen season checked ; bad shake at butt ; few
small knots; spiral grain, making twist of 90 deg. through length; much
spongy spring wood; average depth of sap-wood iTA in.; average depth
of penetration of treatment ff§ in. Failed by combination of tension and
horizontal shear at 14,000 lbs. with sharp report; no preliminary crack-
ing; specimen had appearance of being rotten or burned. Width of rings
changed from narrow to wide at outside portion of timber; outer rings
indicate sound wood, inner rings timber of poor quality.
Specimen 17A. Specimen season checked at ends; no knots; spiral
grain, making twist of 75 deg. through length; average depth of sap-
wood i)4 m-; average depth of penetration iJA in.; specimen oval shaped
at butt. Failed at top end by horizontal shear at 73.5oo lbs. with sharp
report.
Specimen iSB. Specimen checked at ends ; several small knots, many
of which were along neutral axis; straight grain; average depth of sap-
wood 34-in.; average depth of penetration of treatment 1V2 in.; half of
annual rings in outside i)'t in. of specimen; much spongy spring wood
near center; slightly warped: load applied on concave side of warp.
Specimen failed between loads at 40,800 lbs. in tension with sharp crack-
ling.
Specimen igA. Specimen slightly checked at ends; no checking
along sides; grain straight; large knots, many along neutral axis; wide
summer wood rings; much spring wood; average depth of sap-wood 1^2
in.; average depth of penetration of treatment ifg in. Failed under load
nearest top end at 44,200 lbs. in tension with sharp report.
Specimen 20B. Specimen slightly checked; many medium-sized
knots; several along neutral axis; spiral grain, making twist of 30 deg.
through length; sinnnnr wood rings narrow; much spongy spring wood;
144 TEST OF OREGON FIR PILING.
average depth of sip-wood _',' j in. ; average depth of penetration of treat-
ment \Y2 in. Failed in tension under load nearest top end at 33,500 lbs.
with sharp report; continuous crackling as load was applied.
DISCUSSION.
GENERAL CONDITIONS — MAJOK SPECIMENS.
Physical Defects. It is seen from study of the photographs of end
views of treated and untreated specimens that the treated material, in
general, shows clearly the effect of high temperature from pressure used
in the steam creosoting process.
The original defects in untreated specimens are, as a rule, amplified
by the treatment. Checks and cracks are enlarged, and in many cases
the cohesion of annual growth rings has been lessened to such an extent
that separation of the rings in the form of a circular check takes place,
particularly where there are pitch rings.
Specimens showing the injurious effect of the treatment most clearly
are iA, 3A, 9A, 14B, 16B and 17A.
The fibers in specimens iA and 16B appear to be completely disinte-
grated at the ends.
MOISTURE CONTENT.
It is seen from the following data that the moisture at the time of
test in the treated is greater than that in the untreated material.
Untreated Treated
Per Cent. Per Cent.
18-Hour Treatment, Lot 15 12.6 15.7
26-Hour Treatment, Lot 14 14-8 17-9
The steaming and vacuum process, instead of removing moisture
from material, introduced 3.1 per cent, more than the original content.
I'ENKTRATION OF CREOSOTE.
Microscopic Examinations — Sap and Heart Wood. It was observed,
by examining very thin sections of treated and untreated Oregon Fir
under the microscope, that the sap-wood consisted of small fibers of cellu-
lose, approximately 0.0006 of an inch in diameter. That is, in a field O.06
of an inch in diameter there were 100 fibers. The fibers were separated
by small ducts containing coagulated sap. Resins were entirely absent.
The heart-wood appeared to be little different from the sap-wood in size
or fineness of fiber. The ducts contained resinified sap. Minute pockets
of resin were easily discerned.
Spring and Summer Wood. On examination of the cross-section of
wood, the alternate soft and hard rings are easily seen. The soft rings
consist of somewhat spongy material and are called "spring wood." The
rings of spring wood are surrounded by rings of ''summer wood." As
a rule the ring'; of summer wood are much narrower than those of the
spring wood. The summer wood, by reason of the greater vitality of the
tree in summer than in Spring, h;r- a greater 3trength and density.
TEST OF OREGON FIR PILING. 145
Under the microscope it was observed that the summer wood had a
well defined fibrous structure, indicating a certain measure of capillarity.
The spring wood, however, was poorly organized; the fibers of cellulose
were widely separated by ducts probably containing albumin, starch and
unorganized cellulose.
Penetration in Heart-wood. It is seen from the photographs of
cross-sections of treated specimens that the treated areas are sharply de-
fined. The untreated areas consisted of heart-wood.
The impenetrability of heart-wood in regard to absorption of creo-
sote is seen by comparing the depth of penetration in treated specimens
with the depth of sap-wood of untreated specimens, shown in data, Table
8. It is to be noted that the depth of penetration in 75 per cent, of
the treated specimens corresponds very closely to the depth of sap-wood
in the untreated specimens.
The heart-wood in Oregon Fir is so refractory that it is almost im-
possible to bring about an absorption of creosote, and then only to a
slight degree, even in perfectly seasoned material, without the use of
great pressure and high temperature.
It is to be observed from the photographs of end penetration that
the ends of the fibers in cross-sectional treatment are almost totally re-
sistent to treatment, indicated by the absence of any dark coloration in
the ends of the specimens. That portion of the cross-section containing
sap-wood undoubtedly takes up considerable treatment longitudinally.
Wood containing checks, cracks, shakes, loose open fibers, and other phys-
ical defects, absorbs considerable creosote longitudinally by reason of the
pressure used in the creosoting process. Photograph of end penetration,
specimen 8B, page 84, is an example of longitudinal absorption, which was
due to physical defects.
Penetration in Summer Wood. It is seen from specimen 1 1 A
that there is practically no end penetration whatever in a perfect!}
sound specimen of Oregon Fir. The dark striatums separated by mar-
gins of uncolored wood, coinciding with the rings of summer wood, ex-
tending for some distance into the wood, are to be observed in this speci-
men. These striations are due to longitudinal absorption by summer
wood of a very small .'.mount of creosote. They often extend to con-
siderable distances into the treated speemtons
Tt is often seen in boring into a neated pile or bridge timber per-
pendicular to the grain, that dark colored fiber is nearly always found
well outside the /one of active penetration.
The alternate anas of treated and untreated material arc eastfy seen
by examination of the eon extracted by an increment auger.
The dark portions of treated in untreated material are due to long]
tudinal capillary absorption of creosote by summer growth rings.
It is douhtful if the amount of treatment contained in the summer
growth rings of heart-wood is sufficient to resist the incursions of the
"Teredo Navalis."
146 TEST OF OREGON FfK PILING.
In measuring the deptli of penetration of treatment in creosoted Ore-
gon Fir, that portion which contains active penetration should be con-
sidered and not the dark striations outside the zone of penetration.
PHYSICAL TESTS — MAJOR SPECIMENS:
Transverse Tests. The number and kinds of failures of treated and
untreated specimens in transverse test are as follows :
Horizontal
Shear Tension
Number Per Cent. Number Per Cent.
Treated 13 65 7 35
Untreated 18 90 2 10
It is seen that 65 per cent, of the treated specimens and 90 per cent.
of the untreated specimens failed in horizontal shear. The fact that more
untreated than treated specimens failed by horizontal shear was due to
the fact that the outer fiber in the untreated specimens was much stronger
than in the treated. In the treated specimens, the outside fiber was weak-
ened to such an extent by creosoting process that in some cases failure
occurred in tension before a stress sufficient to shear the specimens was
reached. The failure in some specimens was influenced by knots and
checks.
It has been found in tests on rectangular beams of treated and un-
treated Oregon Fir that the common failure in treated specimens was by
horizontal shear. In the untreated specimens, half failed by horizontal
shear and half by tension. The reason that horizontal shear failures are
more common in treated material having rectangular cross-section than
in treated material of circular cross-section, is due to the different effects
"i vertical stress in transverse test on the rectangular and circular cross-
section. In the rectangular cross-section the horizontal shear is of
greater intensity than in a circular cross-section of the same area for the
same loading.
Modulus of Elasticity. In order to show the effect of treatment on
the strength of Oregon Fir piling, a table of values giving comparative
results is shown as follows :
Modulus of Elasticity — Lbs. per sq. in.
General Rating
Maximum. Minimum. Average. Per Cent.
Untreated 2,235,000 1.384,000 1 ,846,000 100
Treated 1,692,000 990,000 1,328,925 7 J
The above rating is based an the modulus of elasticity of untreated
specimens as 100 per cent.
It is tn be observed that the modulus of elasticity of treated speci-
mens is _»S per cent, less than that of the untreated specimens, The
modulus of elasticity is, of course, influenced by knots, checks, and other
defects, which cause early failures.
The minimum value, 990,000 lbs. per sq. in., was obtained from speci-
men 16B, which hot only had many defects, but appeared to have been
injured by creosoting process.
TEST OF OREGON I'lk PILING. 147
The general average fof untreated specimens is high, due to ex-
cellent quality of material and good seasoning.
Modulus of Rupture. For comparison, a table containing the average
modulus of rupture, treated and untreated specimens, is shown as fol-
lows :
Modulus of Rupture — Lbs. per sq. in.
Moisture General Rating
Per Cent. Maximum. Minimum. Average. Per Cent.
Untreated 13.68 8,233 6,002 7,028 100
Treated 16.70 5,215 2,206 4,058 58
The above rating is based on the modulus of rupture of untreated
specimen as 100 per cent.
It is to be noted from this table that the transverse strength of the
treated specimens is only little more than half as great as that of the
untreated. It is also seen that there is very wide divergence between the
maximum and minimum moduli of rupture of treated specimens. The
minimum was obtained from specimen 16B.
It is seen from the modulus of rupture, transverse tests of untreated
specimens, Table 3, that specimen i6A, the untreated portion of the pile
was three and one-half times as strong as the treated specimen 16B.
The cause of this great diminution in strength and quality was probably
due largely to treating conditions.
From the photograph in Fig. 19 it is seen that specimen 16A con-
tained both old and new growth, indicated by the widened growth rings
in the outer layers of sap-wood. This timber was abnormal in that new
growth had been added to the old.
This condition was probably due either to disease or natural causes.
The defective cell structure, although not revealed by transverse test of
the untreated portion of the timber, rapidly deteriorated under treatment
conditions, causing an early failure in transverse and compression test.
COMPRESSION TESTS.
Parallel to Grain. A table showing comparative results of compres-
sion tests parallel to the grain of treated and untreated material is as
follows :
Modu-
Elastic Maximum ltis'of Klas-
l.imitLbs. Load Lbs. ticity Lbs. Rating
per sq. in. per sq. in. per sq. in. 1 'er Cent .
Untreated 3,003 3,563 325,940 100
Treated 2.257 -■?<>?, 253,770 73
Above rating is based ok maximum load, pounds per square inch, in
untreated specimen.-, as too pi r cent.
It is seen from the above table thai the treated material is 27 per
cent, weaker than the untreated, but in transverse test the treated speci-
men is 42 per • ■ nt. weaker. The effect of abnormal temperature and
pressure is to bring about a greater loss in transversa than in compres-
sion strength.
148 TEST OF OREGON FIR PILING.
J't'ipcudnuUir to Grain, A comparative table of compression tesl
perpendicular to grain, treated and untreated specimens, is as follows :
Load
Elastic Lbs. per sq.
Limit Lbs. in. for Deflec- Rating
per sq. in. tion of -}^-in. Per Cent.
Untreated 664 1,007 100
Treated 3*3 687 68
The above rating is based on the load in pounds per square inch for
a deflection of Y^'m. in untreated specimens as 100 per cent.
It is seen that the loss in compression strength of treated material
is 32 per cent. This loss is due to the softening of the fiber by the steam-
ing process. It was noted in making compression tests perpendicular to
the grain, that fiber appeared to be very elastic. After failure by crush-
ing the specimen returned to almost original shape.
Shearing Strength. A table giving the horizontal shearing strength
in transverse test and shearing strength parallel to the grain, is as fol-
lows :
Horizontal Shear — Lbs. per sq. in.
General Rating
Maximum. Minimum. Average. Per Cent.
Untreated 382 262 318 100
Treated , 254 83 180 52
Shear Parallel to Grain.
Untreated 391 250 311 100
Treated 34° LV> 217 70
It is seen from the above tables that the loss in horizontal shear in
treated specimens is 48 per cent., and in shear parallel to grain, 30 per
cent.
Creosoting processes greatly diminish the cohesion of fibers in Ore-
gon Fir. The loss in shearing strength is a serious defect not only in
bridge timbers, but also in piling. Treated bridge timbers usually fail
by shearing rather than by tension. The method of driving piling causes
severe sudden vertical stresses to be applied, and in case there is especial
weakness in shearing strength, failure is brought about by the ''shelling
oft" of annual growth rings under the blows of the pile-driver.
Comparative Strength — Butts and Taps. The comparative strength
of tops and butt? of treated and untreated Oregon Fir piling is as fol-
1< »ws :
Compression Test
Parallel Perpendicular
Transverse Test to Grain to Grain
Modulus Rup- Maximum Load — Lbs. per sq.
hire Lbs. Rating Load Lbs. Rating in. Deflec- Rating
per sq. in. Per Cent, per sq. in. Per Cent, tion s^-in. Per Cent.
Untreated :
Butts 6,827 100 3,586 100 1,020 TOO
Tops 7,229 106 3,539 00 005 98
Treated ;
Butts 4,530 100 2,959 too 765 100
Tops 3,586 70 2,172 73 610 80
The above results are based on strength of butts as 100 per cent.
TEST OF OREGON FIR PILING! M9
It is seen from the above data that there is little difference in the
strength of butts and tops of untreated specimens; however, the treated
tops are considerably weaker than the treated butts. This is no doubt
due to the fact that, although the depth of sap-wood is the same in un-
treated and treated timbers, the actual percentage of sap-wood is greater
in the tops than it is in the butts, due to smaller cross-sectional arc).
As a result the percentage of weakened fiber due to treatment in the top
is greater than in the butts, thereby causing lower stress in pounds per
unit area to produce failure.
Comparison of Strength — 18-Hour and 36-Hour Treatment. In order
to show the effect of length of time of steaming on the strength of ma-
terial, a table is given of transverse and compression strength of speci-
mens as follows :
Compression Test
' Parallel Perpendicular
Transverse Test to Grain to Grain
Modulus Rup- Maximum Load — Lbs. per sq.
ture Lbs. Rating Load Lbs. Rating in. Deflec- Rating
per sq. in. Per Cent, per sq. in. Per Cent, tion 3^-in. Per Cent.
18-Hour 2,722 100 2,705 100 715 100
26-Hour 2,405 88 2,486 92 660 92
The above ratings are based on 'values for 18-hour treatment as 100
per cent.
Results of above tests indicate that the 26-hour treatment is more
detrimental to the strength of material than the 18-hour treatment.
PHYSICAL TESTS — MINOR SPECIMEN'S.
Comparative results of transverse tests and compression tests of
treated and untreated major and minor specimens are as follows:
Compression Test
Parallel Perpendicular
Transverse Test to Grain to Grain
Modulus Rup- Maximum Load— Lbs. per, sq.
ture Lbs. Rating Load Lbs. Rating in. Deflec- Rating
per sq. in. Per Cent, per sq. in. Per Cent, tion 's-in. Per Cent.
Major Specimens:
Untreated .7,028 100 .1,56.} 100 [,007 100
Treated ...4,058 58 2,505 73 ''xr 68
Minor Specimens :
Untreated .6,150 100 j.ur 100 1,117 100
Treated ...4.842 70 2,781 67 745 67
The above ratings arc based on strength of untreated specimens as
100 per cent.
It i> seen by comparison of above results thai the treated minor
specimens show considerable loss in strength, as compared with the un
treated specimens.
The loss m strength in modulus of rupture, transverse test, is twice
as great in major as in the minor specimens. This is due to the influence
of treated sap-wood, which causes early failure in treated major speci
mens. It is to be noted that the minor specimens were taken from the
heart of the specimens, so that there was n « » Influence oi brp wood,
checks or treatments 011 results of test
150 TEST OF OREGON FIR PILING.
The loss in strength of treated major and minor specimens in com-
parison tests is practically the same.
GENERAL SUMMARY.
It is to be noted that in every case the treated material shows a de-
cided loss in strength, as compared to untreated. The greatest loss is in
transverse strength, due to the influence of treated sap-wood. It is also
to be noted that the loss in compression strength is considerable.
As has before been noted, Oregon Fir is very refractory to all kinds
of treatment.
The subjection of the Oregon Fir to high abnormal temperatures
and pressures, extending- over considerable length of time, causes perma-
nent deterioration of fiber.
Value of Physical Data. The purpose for which the material is in-
tended should be taken into account, in the consideration of comparative
results. The transverse strength of piling is not of as great importance
as the compression strength. The loss in compressive strength is mani-
fested in the failure of piling to withstand the sudden severe vertical
stresses applied by the pile-driver. It is also important that the piling
have sufficient strength in shear parallel to the grain to prevent "shelling
out" during the driving.
The minimum deterioration and loss of strength is obtained by the
treatment of Oregon Fir under as nearly normal conditions as possible.
Excessive time and high temperatures of steaming should be avoided.
CONCLUSIONS.
The results of this test indicate the following conclusions relative
to the effect of steaming process of creosoting Oregon Fir piling:
i. The depth of penetration of creosote was mainly dependent upon
the depth of sap-wood.
2. The heart-wood of Oregon Fir piling was almost impervious to
treatment.
3. The depth of penetration of creosote was the same in the butts
as in the tops.
4. The depth of penetration of creosote should be interpreted as to
mean the depth of "active" penetration.
5. Tests of minor specimens show that injury to fiber through
method of treatment is not localized to treated fiber alone, but extends
throughout the whole specimen.
6. The transverse strength of Oregon Fir piling was decreased 42
per cent., due to steaming process of creosoting.
7. The compressive strength perpendicular to, the grain was de-
creased 32 per cent., due to steaming process.
8. The compressive strength parallel tr> the grain was decreased 27
per cent., due to steaming process.
9. In general average, the strength of Oregon Fir piling subjected
to steaming process of creosoting was only two-thirds its original strength.
COMPARISON OF TRAFFIC AT GRADE CROSSINGS
AND INFORMATION WITH REFERENCE TO
APPORTIONMENT OF COST OF
THEIR ELIMINATION.
By C. E. Smith,
Assistant Chief Engineer, Missouri Pacific Railway.
INTRODUCTION.
For several years there has heen much agitation with reference to
elimination of grade crossings in Missouri, and especially at St. Louis, and
in 1913 it became evident that there would be investigations and proceed-
ings by the Public Service Commission.
In order to be prepared for the proper presentation of facts on be-
half of the Missouri Pacific Railway Company to the Commission, the
writer, assisted by Bridge Engineer S. L. Wonson, compiled and collated
a large amount, of information on the subject of traffic at grade cross-
ings in order to arrive at a measure of the traffic and conditions that
would justify elimination.
Inquiries were directed to nearly all the large railway companies in
the country, with the remarkable result that more than 90 per cent, re-
plied that their roads had never found it necessary nor desirable to count
the traffic at any grade crossings, the elimination of which was under
consideration, as the demand of the public officials was generally such
that the amount of traffic did not enter into the question.
The problem is so large and requires such tremendous expenditures,
it is evident that the situation cannot be intelligently met by any hap-
hazard handling and must be met in some systematic manner, whatever
funds are available for grade crossing elimination being spent at points
of maximum hazard and traffic.
Fortunately a few of the roads and individuals were able to furnish
sufficient information from which a reasonably intelligent comparison
could be drawn, and the information was made the subject of a paper
which was presented to the Public Service Commission. There was also
collected considerable information in reference to apportionment of cost
of work already accomplished and present practice in various commu-
nities.
The information is of such general interest to railways that it is
reprinted in the following pages.
The main article prepared by the writer is accompanied by tables and
diagrams showing traffic statistics and information in reference to appor-
tionment of cost.
Written discussions are desired.
151
152 GRADE CROSSING ELIMINATION.
Appendix A is a reprint of a bulletin published by the St. Louis
Public Library in July, 1913, embodying replies received from 39 cities
out of 50 having a population of 100,000 or over in 1910.
Appendix B, accompanied by tables, contains notes prepared by C. B.
Breed, of Boston, Mass., relating to the elimination of grade crossings
in New England, with special reference to the traffic at crossings where
elimination has been accomplished.
Grade crossings of railways and streets are as necessary as the
existence of the railways and the streets. When railways were first con-
structed, neither the railways nor the communities could have afforded
the cost of grade crossing elimination, and grade crossings at that time
were an economic necessity. The elimination of certain grade crossings
later became an economic necessity when the business of the railways and
the traffic on the streets became so heavy that neither could be carried
on without serious delay, inconvenience and danger to both.
From an unbiased standpoint there is no doubt but that grade cross-
ings were mutually necessary in the first instance in order that there
could be constructed the railways that were so essential to the proper
development of the country, and that could not have been constructed
had the elimination of the grade crossings been required in the first in-
stance. As the traffic that was expected would not have justified the ex-
penditure of so large a sum of money as would have been necessary to
have avoided grade crossings, neither would it have been possible for the
community to have afforded the requisite revenue to the railways to pay
a return upon the large investment that would have been needed for that
purpose.
The interests of the public and the railways in grade crossings in the
first instance were therefore mutual, and they continued to be mutual
during the growth of the railway and of the community to the point
where, at the time the elimination of any crossing becomes necessary,
both the railway and the public suffer inconvenience to such an extent
that further expenditure is necessary for the elimination of the crossing.
In the period of time between the first construction of a railway and
the consequent installation of grade crossings, both the railway and
the community developed, each profiting by the presence of the other, so
that the busy condition that later leads to the necessity for grade cross-
ing elimination is the result of the improvement of the business of the
community, as well as of the railway. At this time also the interests of
the community and of the railway are mutual, and it is the duty of each
to bear its fair burden of the cost of bringing about the elimination of
the grade crossings. The first point that must be settled is the neces-
sity for the elimination. That, of course, can only be measured by the
amount of traffic, amount of interference, and extent of danger.
The railway traffic may be heavy and the street traffic light, or the
street traffic may be heavy and the railway traffic light. In such cases
the safety and convenience of the public can best be conserved by proper
attention to safety features, such as watchmen, crossing gates, visible
GRADE CROSSING ELIMINATION. K3
and audible signals, regulation of the speed of trains, etc., for the ex-
pense of elimination of the crossings would not be justified. It is in
those cases where the traffic of both the railway and the public is so heavy
that each becomes a serious burden of delay and a menace to the safety
of the other, that grade crossing elimination is justified.
Manifestly all grade crossings cannot be eliminated at one time, nor
can they be eliminated throughout any short period of years, as the eco-
nomic conditions are such that the revenues of the railways would not
justify the elimination of a large number of crossings at one time, nor
a continued program of grade crossing elimination at large ; as on the one
hand the revenues of the railway are not sufficient to pay a return on
such a large investment, and on the other hand the community could
not be expected to increase its payments to the railway, and in addition
tax itself to such an extent as to eliminate the crossings in a wholesale
manner. The railways would be only too glad to remove all grade cross-
ings, to equip every mile of track with automatic block signals, to make
every car of all-steel construction, but to do these things is utterly im-
possible without the money with which to pay for them.
The great burden of grade crossing elimination cannot be 1 tetter
pointed out than by stating that the Pennsylvania Railroad Company in
a period of about ten years expended over $66,000,000 in grade crossing
elimination — resulting in the elimination of over 1,000 grade crossings —
approximately $65,000 per crossing. There are over 13,000 grade cross-
ings on the Pennsylvania Railroad. Assuming even $50,000 as the aver-
age cost of eliminating a crossing, the total cost would be over $650,-
000,000. The annual interest, taxes, maintenance and depreciation on this
investment would be not less than 12 per cent., amounting to a total of
$78,000,000 per year increase in expenses of the railway, to obtain which
would require an increase of approximately $312,000,000 per year in gross
revenue to practically double that now obtained. It is, of course, un-
reasonable to assume that the gross revenue will double within any rea-
sonable period of years so that the only source of revenue out of which
such expenses could be paid would be by an increase in rates or prac-
tically double those now charged, which, of course, would not be tolerated.
On the Missouri Pacific there are approximately 10,000 grade cross-
ings, and on account of the less density of population and the consequent
less cost of construction, the average cost of eliminating each crossing
on the system would be about 60 per cent, of that on the Pennsylvania
Railroad, or approximately $30,000, making a total cost for the System
of $300,000,000. The interest, taxes, maintenance and depreciation on
the improvement would be approximately t2 per cent, of the total, i. e.,
$36,000,000 per year, and to meet this increased expense would require an
increase in the gross revenue of approximately $1.14.000,000 per year, to
more than three times that now being earned by the Missouri Pacific
Railway Company, so that the gross revenue would have to be three and
one-half times the present amount to pay a return on such an investment.
It is quite manifest that the gross revenue of the Missouri Pacific will
154 GRADE CROSSING ELIMINATION.
not be increased from its present amount of approximately $60,000,000
per year by the necessary amount to $204,000,000 within any reasonable
period of time, and it is equally manifest that such an increase in gross
revenue could not be brought about by sufficient increase in rates. Even
if such an increase in gross revenue could be expected, the increased
traffic that would bring such revenue would require more equipment and
increased facilities, which would make necessary further increase in reve-
nue to meet the fixed charges on such enlargements and improvements.
From the above it appears that the economic situation will not for
many years permit of the elimination of all grade crossings on the Penn-
sylvania Railroad, or on the Missouri Pacific Railway, and the same will
hold true on other railways. The burden is so tremendous that it does
not permit of any large program of grade crossing elimination, but each
crossing must be considered on its merits with reference to the conditions
that indicate the necessity for grade crossing elimination.
The development of the territory through which railways run re-
quires the construction of additional highways, which bring about addi-
tional grade crossings, and past experience has indicated that the number
of new grade crossings installed will practically equal, if not exceed, the
number of crossings that can be eliminated ; so that the expense of elimi-
nating grade crossings will not decrease, but will be a constantly increasing
burden as time goes on. It is certain that other means of protection
must be adopted than grade crossing elimination, and expenditures for
elimination must be confined to those points where traffic on railway and
highway has increased to such an extent that the best known means of
protection are inadequate.
For purposes of comparison of traffic at grade crossings, necessity is
apparent for a standard, a convenient standard being the average condi-
tions of crossings where elimination has been conceded to be necessary.
As a standard for comparison, the Tower Grove grade crossing at St.
Louis will first be mentioned. At this crossing the traffic became so
heavy that both parties conceded the necessity for its elimination. On
account of the usual safeguards at the crossing, however, consisting of
crossing gates (operated day and night), crossing watchmen (always on
duty), lights to indicate the location of the crossing, slow speed of all
trains over the crossing, there was very little danger ; however, on ac-
count of the agitation for the elimination of this crossing the railways
consented to share the expense with the city and to proceed with the
work; so that the traffic at this crossing can be used as a measure of the
traffic there should be over a grade crossing when its elimination becomes
necessary. At this crossing in a period of 18 hours, from 6 a. m. to mid-
night, November 3, 1909, there were approximately 6,000 pedestrians.
2,450 vehicles, 395 street cars and 227 trains over the crossing: the amount
of traffic being shown graphically in Fig- 1.
Other grade crossings, the necessity for the elimination of which is
not urgent, but are now before the Missouri Public Service Commission,
are the North and South Sixth Street crossings and Monterey Street
GRADE CROSSING ELIMINATION.
155
Graph lo Charts Showing Traffic Counts in Various Cities
Plate 1
Fig. 1
Tower Grove Ave. , St. Louis, Mo.
Nov. 3, 1909 - 18 hra.
1 II 1 1 II
1 I J I 1
.^^^^^
TTT T
Fig. £
Sixth Street, St. Joseph, Ho.
(Horth of Union Depot)
June, 1914
III
•
i
I M
Fig. 3
Sixth Street, St. Joseph. Mo.
(South of Union Depot)
June, 1914
Fig. 4
Monterey St., St. Joseph, Mo.
June, 1914
M
Fig. 5
Central Square, Lynn, Maes.
Sept. 23, 1901 - 17 hre.
±±
•///>//)/.
i
MUM
Fig. 6
Oak Street, Taunton, Mass.
May 14, 1910 - 13 hrs.
]
gi
Fig. V
Pleasant Street, Maiden, Mass.
1907 - 12 hrs.
Fig. 8
Back Bay to Forest H1113.
Boston, Mass. - 84 hr6.
iij ij j i
'^^/Av/A
Fig. 9
Western Avenue, Lynn, Mass.
Sept. 29, 1901 - 17 hrs.
^y/,' ' ' y
Fig. 10
Whittenton.St. , Taunton, Mass.
May 16, 1910 - 13 hrs.
3
Fig. 11
Mass. Ave., Cambridge, Mass.
Jan. 23, 1900 - 24 hrs.
i
- '
Fig. 12
Cambridge St., Cambridge, Mass.
Jan. 23, 1900 - 24 hrs.
Legend :
D Railway Trains, 26 1/16
0 Pedestrians, 1000 1/16
■ Vehicles, 250 1/16
@ Street Care, 100 1/16
inch
156
GRADE CROSSING ELIMINATION.
crossing at St. Joseph, Mo., traffic statistics over which crossings are
given in Table i, and illustrated graphically in Figs. 2, 3 and 4.
On account of the greater age of the railways and the community,
the greater mileage of railways for a given area in Massachusetts than in
the Western States, the Massachusetts Commission has had grade crossing
elimination before it for many years, and a general indication of the
amount of traffic of various classes considered by that Commission to
warrant the expense of grade crossing elimination is indicated by the
following traffic counts at streets where grade crossing elimination was
ordered. ( See further details in Mr. Breed's remarks in Appendix B.)
*Table 1 - St. Joseph, Mo. - June, 1914.
Traffic Count
Crossings
Pedestrians
Teams, Autos
and other
Vehicles
Street Cars
Light
Engines
6th St., North of
Union Depot
6th St., South of
Union Depot
Monterey St.
3,201
1,377
1.223
1,840
1,166
650
622
420
43
30
87
64
74
270
(*) Prom evidence at hearing before Public Service Commission of Missouri,
at St. Josoph, Mo., June 17, 1914.
C cutral Square — Lynn.
September 23, 1901, 6 a. m. to 11 p. m.
Pedestrians. Vehicles.
Street Cars. Trains.
17 hours 20,952
Average per hour 1,232
2,104
124
< )ak Street — Taunton.
May 14, 1910, 6 a. m. to 7 p. m.
Pedestrians. Vehicles.
13 hours 2,790 495
Average per hour 215 38
['feasant Street — Maiden.
1907, 6 a. m. to 6 p. m.
[2 hours
Average per hour.
Pedestrians. Vehicles.
847
71
364
21
Street Cars.
130
10
Street Cars.
520
43
159
9
Trains.
207
16 I
Trains.
96
8
A glance at Fig. 1 will indicate in a general way the amount of
traffic of various kinds that has been considered sufficient to warrant
the elimination of the grade crossing. It is possible to show in a simi-
lar manner and to the same scale the amount of traffic over other cross-
ings, and by comparison to determine at which crossings the traffic is
so dense and delays so great as to require the elimination of the cross-
ing, and at which crossings the traffic, delays, etc., are such that elimina-
tion will not be warranted until the density of traffic, delays, etc., reach
a pmnt approximately equal to that indicated at the Tower Grove grade
GRADE CROSSING EUMTNATTON.
167
Graphic Charts Showing Traffio Counts in VariouB Cities
Pi". 13
State St., Schenectady, N. Y.
3ec, 190S - 24 toe.
II 1 1 II M 1 1 1
It
III
1 1 ^VJi**NiN
: .:■
V////////////////////////////////////////////V
■■■■■
T
T^
i II | | |
Fig. 14
Mill Street, La Crosse, Wis.
August, iy09 - 11 hrs.
'IN
t>
Pig. 15
Union St., Schenectady, N. Y.
Dec, 1903 - 24 nrs.
T"
Mill
8
m
Pig. 16
No. Pearl Street, Albany, N. Y.
Nov. 23, 1911 - 12£ hrs.
X
1 1
f
i
Pig. 17
Van Woert St., Albany, H. Y.
Nov. 23, 1911 - 12* hrs.
T
t
Pig. 18
West Street, Syracuse, N. Y.
April 25, 1912 - 14 hrs.
x
x
1
1 J i J
Pig. 19
Third St., Niagara Palls, N. Y.
May 2, 1912 - 13 hrs.
i
1 J ! J ' J
TIT
T
Pig. 20
Kinsie Street, Chicago, 111.
Feb., 1914 - 12 hrs.
1
Pig. 21
106 Street and Cummings Branch
Chicago, 111.
Feb., 1914 - 12 hrs.
1
Fig. 22
106 Street und Caluinet iTestern
Chicago, 111.
Feb., 1914 - 12 hra.
i
Fig. 23
Inc i-nnpolis Blvd., Chicago, 111.
Feb., 1914 - 12 hrs.
Fir. 24
Center Street, Ashtabula, Ohio
Oct., 1913 - 12 hrs.
Legend :
[J Hallway Troins, 26 1/10 inch
F3 Pedoetriane, 1000 1/1 I
M Vehicles, 250 1/16 "
H Street Cars,- 100 1/16
158
GRADE CROSSING ELIMINATION.
Graphic Charts Showing Traffic Counts in Various Cities
Fig. 25
Pisk Street, Ashtabula, Ohio
Oct., 1913 - 12 hrs.
Fig. 26
Chouteau Ave., St. Louis, Mo.
May 6, 1914 - 17 hre.
Fig. 27
Clarendon Ave., St. Louis, Mo.
June 6, 1914 - 14 hrs.
Fig. 28
Belt Avenue, St. Louis, Mo.
June 6, 1914 - 14 hrs.
Fig. 29
First Street, St. Louis, Mo.
June 15, 1914 - 17 hrs.
Fig. 30
Second Street, St. Louis, Mo.
June 17, 1914 - 17 hrs.
Fig. 31
Third Street, St. Louis, Mo.
June 18, 1914 - 17 hrs.
Fig. 32
Fourth Street, St. Louis, Mo.
June 18, 1914 - 17 hrs.
/-'/
Fig. 33
Broadway St., St. Louis, Mo.
May 7, 1914 - 17 hrs.
3fl
_
Fig. 33-A
Broadway St., St. Louis, Mo.
June 10, 1914 - 17 hrs.
— — ; —
Fig. 33-B
Broadway St., St. Louis, Mo.
June 22, 1914 - 17 hre.
mk
■
■
■
■
h
Fig. 34
Sixth Street, St. Louis, Ho.
June 17, 1914 - 17 hrs.
I
i 1
Legend:
C] Railway Trains, 25 1/1 C inch
0 Pedestrians, 1000 1/16
■ Vehicles, 250 1/16 "
g Street Cars, 100 1/16
GRADE CROSSING ELIMFN A flON.
159
Plate 4
Graphic Charts Showing Traffic Counts in Various Cities
Fig. 35 i
Seventh Street, St. Louis, Mo. g
June 16, 1914 - 17 hrs . ■■!■■
T
Flg. 36 Zl
llcRee Avenue, St. Louis, Mo.
June 18, 1914 - 17 hrs. I
Fig. 37 Zl
Eager Road, St. Louis, Mo.
June 18. 1914 - 17 hrs. 1
Fig. 38 IJ
Shaw Avenue, St. Louis, Mo. A
June 16, 1914 - 17 hrs. |b||
Fig. 39 -)
Kingshighway, St. Louis, Mo. r
May 8, 1914 - 17 hrs. Illlll
Fig. 40 -r
Wilson Avenue, St. Louis, Mo. n
June 17, 1914 - 17 hrs. f
Fig. 41 H
Chippewa St., St. Louis, Mo. i
June 18, 1914 - 17 hrs. 1
Fig. 42 Z
Meramec St., St. Louis, Mo. j
June 17, 1914 - 17 hrs. 1
Fig. 43 J
Gravois Road, St. LouIb, Ho.
May 8, 1914 - 16 hrs. ■■_!_
■ , ,
Fig. 44 Z
Ivory Avenue, St. Louis, Mo. - |
May 9, 1914 - 17 hrs . ■■■■
Legend :
D Railway Trains, 26 1/16 inch
E3 PedeetrianB. 1000 1/16 "
■ Vehicles, 260 1/16
3 Street Cars, 100 1/16 "
160 GRADE CROSSING ELIMINATION.
crossing, and other crossings the elimination of which has been consid-
ered necessary, and statistics in reference to which will be given below.
Back Bay to Forest Mills — Boston (n crossings, 200 trains daily).
People. Teams.
Total 24 hours 85,000 12,500
Average per crossing 7, 730 1,140
The traffic at these crossings is illustrated graphically in Figs. 5, 6.
7 and 8.
In comparison with the above, the following statistics for two streets
are given as crossings at which the Commission decided the traffic was
not of sufficient importance to require elimination ; the petition for grade
separation having been dismissed without prejudice, the lack of necessity
being found in the light railway traffic :
II 'est cm Avenue — Lynn.
September 29, 1901, 6 a. m. to 11 p. m.
Pedestrians. Vehicles. Street Cars. Trains.
17 hours 6,470 1,402 260 59
Average per hour 380 82 15 2
// hittenton Street — Taunton.
May 16, 1910, 6 a. m. to 7 p. m.
Pedestrians. Vehicles.. Street Cars. Trains.
13 hours 4,145 173 35 21
Average per hour 319 13 3 2
The traffic at these crossings is illustrated graphically in Figs. 9
and 10.
As a further example of grade crossings that are to-day maintained
in the immediate vicinity of Boston on streets of very heavy highway
traffic, but light railway traffic, the following are mentioned :
Massachusetts Avenue — Cambridge.
January 23, 1900.
Pedestrians. Vehicles. Street Cars. Trains.
24 hours 1,260 1,969 1,834 IO-
Average per hour...... 53 82 76 1
C ambridge Street — Cambridge.
January 23, 1900.
Pedestrians. Vehicles. Street Cars. Trains.
24 hours 6,433 1,525 . 723 -7
Average per hour 268 64 30 1
The traffic at these crossings is shown graphically in Figs. 11 and
12. It should be noted that the count was made over fourteen years
ago, since which time the traffic has largely increased, but no petition
has been filed for the elimination of the crossings.
The following figures, illustrated in Fig. 14, give the record of traffic
averaged for eight days in August, 1909. at Mill Street, La Crosse, Wis.,
over the tracks of the Chicago. Milwaukee & St. Paul Railway:
Pedes- Street Trains and
7 a. m. to 6 p. in. trians. Bicycles. Teams. Cars. Engines.
11 hours 836 258 363 155 125
Average per hour... 76 23 33 14 11
GRADE CROSSING ELIMINATION.
161
After considerable study the Wisconsin Commission permitted this
crossing to remain at grade on account of the great expense that would
be involved in its elimination, but ordered the provision of relief ci
ing by the construction of a viaduct one block away, where conditions
for construction were more favorable.
Traffic statistics with reference to a number of grade crossings in
New York state which were eliminated, or are in process of elimination.
are given below :
State Street — Schenectady.
December, 1903.
Pedestrians. Vehicles. Street Cars. Trains.
24 hours 62,718 1,936 737 282
Average per hour 2,613 81 31 12
I nion Street — Schenectady.
December, 1903.
Pedestrians. Vehicles. Street Cars. Trains.
24 hours 5,406 i ,022 . . . 32 1
Average per hour 225 43 ... 13
North Pearl Street — Albany.
November 23, 1911, 5:30 a. m. to 6 p. m.
Pedestrians. Vehicles. Street Cars. Trains.
12XA hours 1,365 692 ... 162
Average per hour 109 55 • • • *3
Van Woert Street — Albany.
November 23, 191 1, 5:30 a. m. to 6 p. m.
Pedestrians. Vehicles. Street Cars, Trains.
I2*A hours 1,457 282 ... 162
Average per hour 117 24 13
The traffic at these crossings is illustrated graphically in Fig
'5 to 17-
At the following crossings in New York elimination lias not yet been
required, protection being afforded by gates and watchmen:
West Street — Syracuse.
April 25. 1912, 6 a. m. to 8 p. m.
Pedestrians. Vehicles. Street Cars, Trains.
14 hours 4.803 2,178
Average per hour 343 15? • ■• 25
Third Street — Niagara Palls.
May _'. [')!-', 7 a. 111. to 8 p. m.
Pedestrians. Vehicles. Street Cars. Trains.
F3 hours 8,542 1 .755 ■ ■■ 1 38
Average per hour 657 135 "
The traffic at these crossings is illustrated graphically in Figs is
and 19.
162
GRADE CROSSING ELIMINATION.
The following figures give traffic counts made February, 1914, on
several crossings of the Pennsylvania Lines in Chicago, where elimina-
tion has not been required :
Kinzie Street.
Pedestrians. Vehicles. Street Cars. Trains.
12 hours 3,775 4,060 ... 103
Average per hour 315 413 ... 9
106th Street and Cummings Branch.
Pedestrians. Vehicles. Street Cars. Trains.
12 hours 939 327 ... 58
Average per hour 78 27 ... 5
106th Street and Calumet Western.
Pedestrians. Vehicles. Street Cars. Trains.
12 hours 929 327 72 65
Average per hour 77 27 6 5
Indianapolis Boulevard.
Pedestrians. Vehicles. Street Cars. Trains.
12 hours 755 348 144 35
Average per hour 63 29 12 3
The traffic at these crossings is illustrated graphically in Figs. 20 to 23.
The following figures give traffic counts for an average of three days,
6 a. m. to 6 p. m., made October, 1913, on crossings in Ashtabula, Ohio,
where elimination has not been required :
Center Street.
Pedestrians. Vehicles. Street Cars. Trains.
12 hours 1,655 304 126 *33
Average per hour 138 67 11 3
Fisk Street.
Pedestrians. Vehicles. Street Cars. Trains.
\2 hours 1,292 523 . . . *33
Average per hour 108 44 ... 3
The traffic at these crossings is illustrated graphically in Figs. 24
and 25.
For comparison with the foregoing the traffic at the grade crossing
of Chouteau Avenue, over the Missouri Pacific tracks at St. Louis, was
counted, the result being indicated in Table 2, and illustrated graphically
in Fig. 26.
In the count that was taken at this crossing, the delays to the public
were recorded. It was learned that a total of 77 pedestrians, 3 per cent,
of the total, were delayed a total of 23 minutes, an average of 18 sec-
onds each for those that were delayed, while 2,306 pedestrians, 97 per
cent, of the total, were not delayed at all. It is fair to assume that in
the delay to 3 per cent., everybody using the crossing day after day
would be delayed at some time, the chance of delay each day being 3 in
100. The average delay each day to each pedestrian would be the total
♦Switching movements not included.
GRADE CROSSING ELIMINATION.
163
delay each day divided by the number of pedestrians, or, in this case,
about one-half second each pedestrian each day.
Similarly, a total of 191 vehicles, 8 per cent, of the total, were de-
layed a total of 2 hours and 46 minutes, an average of 52 seconds each,
while 1,387, 92 per cent, of the total, were not delayed at all. The aver-
age delay to each vehicle each day amounted to 6 seconds each.
A total of 110 street cars, 13 per cent, of the total, were delayed 2
hours and 3 minutes, an average of a little over one minute each, while
707, 87 per cent, of the total, were not delayed at all. The average delay
to each street car each day amounted to about 9 seconds each.
Table 2
- Chouteau Ave
. Crossing
, Missouri
Pacific Ry. -
May
6,
1911
Traffic Count
Highway
Traffic
Gates
Down
Railway
Traffi
Hours
Passing
Delayed
+>
CO
CO
1 CO
■p
1 CO
•p
<H
rH
,c
c
3
03
to q
o a
B
CO
U CO
io a
CO
o> CO
O 03
0) CO
to
h
B
o
0) u
a> a)
G
a> u
0>
•P S
■H
M
3
(4
Xl -H
3
•p
fi a
T> *h
a
■p
U cj
• a
O 'H
►J
C
-1
o
<u u
<D
^
<p o
CD U
0
3
f °
O «H
Eh Eh
M
H
Ph +>
£-»
CO
CM -P
^
<
CO
ST, Eh
h
m
H
s
H
s
II
S
6- 7
440
107
8
54
25
8
8
11
14
2
3
4
4
40
SI
J
7- 8
139
110
14
65
-
12
1
10
11
11
-
-
5
4
33
2b
■';
8- 9
152
120
11
60
10
33
3
16
12
24
-
-
10
10
90
62
9-10
66
131
18
57
3
36
4
14
11
34
-
-
11
13
46
126
10-11
60
98
16
42
-
6
-
5
6
6
1
2
2
2
12
12
11-12
94
139
99
85
22
25
45
42
:
15
5
7
10
1
20
4
1
1
10
9
1
51
6?
3
12- 1
1- £
76
111
13
46
-
6
2
5
9
3
3
3
3
17
11
2- 3
75
135
22
42
2
13
2
10
2
T
-
-
1
2
61
64
3- 4
112
99
26
40
3
8
1
2
1
2*
-
-
1
-
11
-
;:-;
4- 5
113
105
25
57
5
8
1
5
6
5
1
1
4
5
10
12
5- 6
342
74
21
69
21
11
4
5
6
94
1
-
5
2
50
13
(-<
6- 7
198
34
9
54
-
7
1
6
11
17J
1
1
6
6
50
27-
7- 8
148
13
7
42
-
1
-
4
3
4
-
-
3
-
50
-
8- 9
104
5
3
35
4
-
-
10
5
9*
-
-
3
3
36
69
9-10
94
4
3
35
-
-
-
2
2
3
-
-
1
1
8
10
10-11
31
-
5
32
4
-
1
1
1
2i
-
-
-
1
-
45
Totals
2383
1330
246
817
77
166
25
110
108
3
2
10
11
69
66
565
576
Tol
,al A<
;tual
Dela;
j, Pedestr
Teams,
Autos.,
P.treet
Lans , 2.'
2n :
4:
s m
i m
S m
The information indicates that this crossing is approaching the time
when its elimination can reasonably lie considered necessary.
In the meantime, this crossing is protected by two watchmen in the
day time and two watchmen at night, there are gates operated throughout
the 24 hours of each day, and trains approach the crossing under full
control at a speed of four miles per hour.
For comparative purposes, similar traffic counts were also made at
two points in St. Louis, where street cars, running on private right-of-
way, cross intersecting streets at (,'rade. The figures are given in Tables
3 and 4, and the conditions arc illustrated graphically in Figs. 27 and 28.
At one of the two last mentioned crossings 13.9 per cent, of all the
pedestrians, 6.9 per cent, of the teams and 8.8 per cent, of the automobiles
were delayed, and at the other 4.2 per cent, of the pedestrians, 8.8 per
cent, of the teams and 5.8 per cent, of the automobiles were delayed.
164 GRADE CROSSING ELIMINATION.
The illustrations in Figs. 27 and 28 show the situation much more
favorable than it actually is for the reason that the lines representing
street cars are drawn to a scale of 100 movements, while those represent-
.ng railway trains are drawn to a scale of 25 movements to ik-in. If
the lines representing street car movements in these two tables are con-
sidered four times the length shown, a true comparison with those repre-
senting railway train movements in other figures can be formed. These
are busier grade crossings than many railway crossings ; the cars do not
stop unless there are passengers to alight or get on, there are no gates,
nor watchmen, nor visible signals, nor other audible signals than the car
gong operated by the motorman, yet there is no complaint with reference
to those crossings, while less busy railway crossings are complained of.
The preceding diagrams indicate in a general way the amount of
traffic and interference of various kinds that constitute busy crossings
and afford a basis of comparison for similar statistics with reference to
the crossings before us. Similar traffic statistics with reference to some
of the busiest St. Louis crossings of the Missouri Pacific Railway now
before the Missouri Commission are given in Tables 5 to 20, and illus-
trated graphically in Figs. 29 to 44. There is not one crossing among
them on which the railway traffic and the delays resulting therefrom
measure up anywhere near equal to those crossings the elimination of
which has been considered necessary at other points.
For four crossings, each of the busiest of the respective four groups
into which St. Louis crossings under consideration are naturally divided,
special study was made of delays to the public resulting from train move-
ments, this study being shown on the tables and diagrams. The delays
in all cases are so small as to be almost negligible. The delays apply
to only a very small portion of the total traffic and effect that portion of
the traffic but slightly. In fact, the delay is so small that when averaged
against the total highway traffic the average delay to each movement over
the railway tracks amount to a very small amount, and can have no ap-
preciable effect on the commerce of the community.
At Broadway (Table 9, Fig. 33) 46 pedestrians, 1.4 per cent, of the
total, were delayed 24^ minutes, an average of 32 seconds each, while
3,348 pedestrians, 98.6 per cent, of the total, were not delayed at all;
the average delay to all pedestrians was 0.4 of a second.
Also 58 teams, 4 per cent, of the total, were delayed 55^ minutes,
an average of 57 seconds each, while 1,400 teams, 96 per cent, of the total,
were not delayed at all ; the average delay to all teams was 2.2 seconds.
Also 22 automobiles, 4 per cent, of the total, were delayed 32'/2 min-
utes, an average of 89 seconds each, while 540 automobiles, 96 per cent.
of the total, were not delayed at all ; the average delay to all automobiles
was 3.5 seconds.
Also 42 street cars, 5.4 per cent, of the total, were delayed 42 minutes,
an average of one minute each, while 736 street cars, 94.6 per cent, of the
total, wire not delayed at all. The average delay to all street cars was
3.2 seconds.
GRADE CROSSING ELIMINATION.
165
Table 3 -
Clarendon Ave. and Hodiamont Tracks (5200 West) - June
6, 1914
Traffic Count
Pedesl
rians
Teams
Autos .
Street Cars
Motorcycles
Bicycles
Hours
Pass-
De-
Pass-
De-
Pass-
De-
Pass-
De-
Pass-
De-
Pass-
De-
ing
layed
ing
layed
ing
layed
ing
laved
ing
layed
ing
layed
6- 7
33
'7
7
2
2
.
40
.
.
.
_
.
7- 8
115
17
8
1
9
2
60
-
-
-
-
-
8- 9
188
35
15
1
25
7
86
-
-
-
16
-
<
9-10
89
9
25
8
21
2
65
-
-
-
2
-
10-11
62
9
31
-
20
-
42
-
-
-
-
-
11-12
25
70
2
1
40
25
-
20
10
1
42
33
-
3
:
1
7
:
12- 1
1- 2
48
-
29
1
19
1
34
-
2
_
7
-
2- 3
48
-
20
-
20
1
41
-
1
-
3
-
s
3- 4
68
3
19
-
14
-
41
-
1
-
4
-
4- 5
55
12
13
1
11
1
48
-
-
_
5
-
fu
5- 6
145
37
18
3
29
2
106
-
-
_
9
-
6- 7
25
-
7
-
15
1
73
-
-
-
-
-
7- 8
160
26
1
-
21
3
43
-
2
_
3
_
Totals
1131
158
258
17
236
21
753
0
9
0
57
0
Percentage Delaj
>ed, Pedestrians, 13.9
Teams, 6.9
Autos., 8.8
Table 4 -
Clarendon Ave. and Hodiamont Tracks (5300 West) - Jun«
6, 1914
Traffic Count
Pedestrians
Teams
Autos.
Street Cars
Motorcycles
Bicycles
Hours
Pass-
De-
Pass-
De-
Pass-
De-
Pass-
De-
~>asE-
De-
Pass-
De-
ing
layed
ing
layed
ing
layed
ing
layed
inr.
layed
inp
layed
6- 7
59
1
8
_
6
m
44
_
_
_
_
_
ri
7- 8
163
12
21
6
18
2
72
-
1
-
5
-
8- 9
179
12
36
5
28
1
70
-
-
-
4
-
9-10
37
1
25
-
24
-
48
-
-
-
2
-
10-11
108
-
42
3
14
2
42
-
2
-
3
-
11-12
103
101
-
50
43
1
3
23
16
3
2
39
23
"
3
_
4
6
"
12- 1
1- 2
63
-
28
1
12
-
38
-
-
-
5
-
.
2- 3
150
2
45
5
20
1
39
-
2
-
6
-
3- 4
124
3
53
4
25
1
40
-
-
-
6
-
•
4- 5
101
1
50
4
23
-
60
-
-
-
16
-
w
5- 6
128
11
39
6
41
5
92
-
1
-
12
-
6- 7
140
12
17
1
32
1
75
-
2
-
9
-
7- 8
171
14
8
2
44
1
39
-
-
-
9
-
Totals
1627
69
465
41
325
19
721
_
11
_
85
_
Per<
;entage Dela;
red. Pedestrians, 4.2
Teams, 8.8
Autos., 6.0
L66 GRADE CROSSING ELIMINATION.
The above situation as to Broadway is Bhown on Table g and Fig.
33. li should be noted thai on the date these studies were made, the
trail vements over iliis crossing were somewhat in excess of the
average, Hie average train movements are further shown by Tables
9 \ .ind i) B and by Figs. 33 A and 33 B.
At ECingshighway (Table tSi Fig 19) 16 pedestrians, 2.6 pei cent. oi
the total, were delayed .■' ■ minuses, an average of 6*8 seconds each, wliik:
'i 9 pedestrians, 07..1 per cent, ojf the total] were noi delayed at all; the
average delay to all pedestrians was 0.15 of a second.
Also t8 teams, 2.7 per cent, oi the total, were delayed o' '■ minutes,
an average Oi 31.6 seconds each, while 050 teams, 07. J per cent, of the
total, Were noi delayed at all; the average delay tO all teams was 0.8 of
a second.
Also 20 automobiles, 3.2 per cent oi' the total, were delayed n min-
utes, an average oi 33 seconds ealch, while <*>.\ automobiles, 067 per cent.
of the total, were nut delayed at all; the average delay to all automobiles
was 1 second.
At Gravois road (Table 10. Fig, 43) no pedestrians were delayed,
Also .; teams, 0.7 per cent, of the total, were delayed 2 minutes, an aver
i" seconds each, while rs teams, 99.3 per cent, of the total, were
not delayed at all; the average delay to all teams was 0.3 of a second.
No automobiles were delayed.
Also S street cars, J per cent, of the total, were delayed ,|'.'. minnles,
an average of 34 seconds each, while 393 street cars, <),X per cent, of the
total, were not delayed at all; the average delay to .ill street ens was 0.7
Oi .1 second.
\l lvoi\ \\e. (Table 30, Fig, (|) 28 pedestrians, 1 per cent, of the
total, were delayed 1 | minutes, an average oi 30 seconds each, while _\0_'5
pedestrians, 00 pei cent, of the total, were not delayed at all; the average
delay to all pedestrians was 0.3 of a second.
Also id teams, 1.5 per cent, of the total, were delayed is1; minutes,
an average oi 58 seconds each, while i.o.so teams, 98.5 per cent, of the
total, were not delayed at all; the average delay to all teams was 0.0 oi
a second.
Mso 15 automobiles, .>.(• per cent, oi the total, were delayed t3 min-
utes, an average of 52 seconds each, while 401 automobiles, (>(>.. 1 per cent.
"I the total, were not delayed at all; the average delay to all automobiles
was i.u seconds.
The- traffic over the other crossings under consideration is COnsidei
ably less than al the lour above menlioned and the delays to the public
art' so small as tO he inappreciable The traflic and the delays are shown
on the respective tables and diagrams.
I he lour crossings (mentioned above) arc protected h\ watchmen
on duty nighl and day. and h\ gates operated throughout the j.j hours.
I rams operate ovei the crossings at a very low speed and approach the
crossings under control prepared to stop.
For COnvenienl reference the traffic counts for the various crossings
and the averages per hour are given ill Table .'i.
GRADE CROSSING ELIMINATION.
167
Table 5 - First St.
and Poplar St. Track - June 15, 1914
Traffic Count
Highway
Traffic
, — _
Railway Traffic
Pedes-
trians
Teams
Autos .
Street
Cars
Light
Engines
Trains
Cars
6- 7
19
m
.
1
H
7- 8
34
18
1
-
1
15
8- 9
22
30
2
1
2
18
9-10
16
23
1
1
_
_
10-11
14
21
1
1
1
12
11-12
26
36
16
14
1
2
-
1
1
5
7
12- 1
1- 2
5
11
1
1
1
8
2- 3
24
33
-
-
4
40
3- 4
9
31
-
-
3
44
a
4- 5
13
35
4
1
1
5
5- 6
67
6
-
-
1
6- 7
14
1
-
-
1
17
7- 8
10
-
-
1
.
.
8- 9
3
-
-
.
1
7
9-10
-
-
-
-
1
3
10-11
-
-
-
-
1
15
312
202
Gates
Down
Highway Traffic Delayed (Number)
No. of
Times
Total
Time
Pedes-
trians
Teams
Autos.
Street
Cars
26
34 m
9
10
0
1
Table 6 - Second St. and Poplar St. Track - June 17, 1914
Traffic Count
Highway
Traffic
Railway Traffic
Hours
Pedes-
trians
Teams
Autos.
Street
Cars
Light
KnKinee
Trains
Cars
6- 7
100
16
2
1
1
10
•
7- 8
133
54
1
-
1
5
8- 9
77
52
2
2
2
33
■»!
9-10
83
59
4
-
1
12
10-11
80
56
2
1
3
23
11-12
69
104
44
26
2
2
1
1
7
12- 1
1- 2
67
31
4
-
1
6
2- 3
39
43
3
-
2
34
3- 4
69
68
3
-
2
9
•
4- 6
66
42
3
1
1
16 •
6- 6
179
32
1
-
3
37
•
6- 7
82
6
2
3
2
4
7- 8
100
2
-
-
1
12
8- 9
104
3
-
-
-
-
9-10
66
1
-
-
1
20
10-11
57
-
-
1
5
Totals
1477
527
. 31
10
23
233
Gates Down
Highway Traffic Delayed (Number)
Ho. of
Times
Total
Time
1 Bdas-
trians
Teams
Autos.
Street
Cars
30
46*m
31
22
0
168
GRADE CROSSING ELIMINATION.
Table 7 -
Third St.
and Poplar St. Track - June 18, 1914
Traffi
2 Count
Highway
Traffic
Railway Traffic
Hours
Pedes-
Street
Light
trians
Cars
Engines
6- 7
107
40
_
-
.
_
»
7- 8
134
88
-
-
-
-
8- 9
66
70
1
-
3
46
«:
9-10
74
74
-
2
-
-
10-11
107
55
2
2
1
17
11-12
70
75
68
44
1
3
1
2
43
12- 1
1- 2
72
49
2
-
1
8
2- 3
55
68
1
-
2
37
3- 4
50
60
6
1
4
£4
•
4- 5
50
73
1
2
2
13
5- 6
139
53
3
-
3
25
6- 7
67
12
1
3
1
1
7- 8
38
1
1
-
j.
16
8- 9
71
-
-
-
1
17
9-10
43
2
-
-
-
-
10-11
22
-
-
-
1
£2
Totals
1240
757
22
11
22
269
Gates
Down
Highwa
y Traffic Delayed (Number)
No. of
Times
Total
Time
Pedes-
trians
Autos.
Street
Cars
Teams
33
65 m
17
33
0
Table 8 - Fourth St
. and Poplar St. Track - June 18, 1914
Traffi
; Count
Highway
Traffic
Hai
Lway Traffic
Hours
Pedes-
Street
Light
Cars
trians
Cars
Engines
6- 7
200
63
2
22
_
_
_
•
7- 8
267
125
11
44
-
-
-
8- 9
138
97
10
39
i
3
57
<
9-10
188
77
23
29
1
1
5
10-11
146
83
16
32
1
1
17
11-12
164
155
68
72
22
10
18
22
1
2
42
12- 1
1- 2
96
67
13
22
-
1
8
2- 3
73
69
14
20
-
2
37
3- 4
82
85
15
24
1
4
24
•
4- 5
129
53
22
29
2
1
1
5- 6
388
45
15
52
-
4
35
6- 7
100
20
9
30
3
1
1
7- 8
143
8
3
21
-
1
16
8- 9
133
2
3
18
-
1
16
9-10
63
4
2
22
-
-
-
10-11
18
1
1
13
-
1
£2
Totals
2483
939
191
457
10
23
281
Gates
Down
Hig-hwa
y Traffic
Delayed
Number)
No. of
Total
Pedes-
Street
Times
Time
trians
Cars
30
53 m
54
47
15
22
GRADH CROSSING ELIMINATION.
169
Table 9 - Broadway Crossing, Poplar St. Track - May 7, 1914
Traffic Count
Highway Traffic
Passing
m a
Pi -P
Delayed
u a
Gates
Dovm
Railway Traffic
6- 7
7- 8
8- 9
9-10
10-11
11-12
12- 1
1- 2
2- 3
3- 4
4- 5
5- 6
6- 7
7- 8
8- 9
9-10
10-11
170
287
175
£15
124
147
222
160
177
198
£00
398
£40
20S
207
162
94
123
107
103
126
126
130
103
117
126
110
113
113
38
10
7
1
5
li
Totals 3394 1458
5621 778| 46| 58 | 22j 42 I 31 | 58£
Total Actual Belay, Pedestrians,
Teams,
Autos.,
Street Cars,
2"4jnT
55|-m
32^m
42 a
Table 9A - Broadway and Poplar St. Crc
esii
lg - June ',
0, 1914
Traffic Count
Highway
Traffic
way
Traffic
Gates
Down
Hail
Hours
Passing
Delayed
+»
a
V
at
4»
a
i
■
o a
n a
1
<D to
o m
a a)
a-
ss
o
fl) fc
o
+> a
&
1
13 -H
o
+>
h a)
1-4
o
P-|4*
■
3
•PO
CO
e u
Ph-P
9
a
+> o
*
h
m
E
w
E
W
E
W
6- 7
185
138
4
61
Z
4
2
1*
1
1
8
•
7- 8
182
112
14
77
2
4
-
2
1
1
1
.
1
_
1
_
8- 9
190
115
46
62
6
6
2
3
3
3
1
-
1
1
20
1
4
9-10
128
120
46
41
6
9
1
4
3
4
1
-
-
2
-
20
10-11
150
97
62
44
3
6
3
3
3
3+
1
-
1
1
1
7
11-12
122
83
83
80
67
38
33
44
4
2
1
2
1
2
-
-
-
1
-
17
12- 1
1- 2
91
98
48
43
-
1
-
-
1
1*
-
-
1
-
e
-
2- 3
99
100
61
40
6
7
6
4
3
4
-
-
3
-
38
-
3- 4
112
91
56
41
5
9
6
3
2
5
-
-
1
1
33
2
•
4- 6
163
69
53
62
8
6
3
2
2
3*
-
1
1
-
18
-
6- 6
310
94
35
72
11
3
2
3
2
2
-
1
1
-
12
-
(>-
6- 7
146
58
15
44
-
2
-
-
3
2
1
-
-
2
-
7
7- 8
134
18
7
32
4
-
-
1
1
3*
-
-
1
-
17
-
8- 9
151
3
14
20
9-10
108
2
9
17
4
-
-
2
1
li
-
-
-
1
-
11
10-11
99
Z
8
20
1
-
-
1
1
2+
-
-
1
-
29
-
Totals
2443
1261
875
743
61
58
23
30
29
40*
6
2
12
10
177
68
170
GRADE CROSSING ELIMINATION.
Table 9B - 3roadway and Poplar St. Crossing - June
22,
1914
Traffic Count
Highway
Traffic
Passing
Delayed
Down
H
OUTS
1 to
o a
O CO
o
EH
CO
o
■p
3
■p
a> to
CO u
u a
■P o
CO
i in
S3
00 It
Ph-P
a
e
3
CO
B
a
o
■p
5
■p
<D CO
09 h
h e)
■P o
CO
o a
■
• E
E3EH
i-4
CO <s
-P S
O -H
Eh H
■p
■a
CO
a
a
•H
M
a
w
■
to
H
H
a
i
a)
CJ
_£
m
a*
w
£
W
E
W
6- 7
238
100
7
55
3
2
2
1
.
7- 8
231
129
12
88
-
1
i
2
1
i
-
1
-
4
-
'-
8- 9
196
122
40
70
-
-
_
-
1
l
<
9-10
204
121
59
48
6
13
9
2
2
-
-
2
-
21
-
10-11
184
118
47
47
11-12
102
131
95
113
54
45
39
50
4
8
5
2
2
1
5*
1
l
-
-
2
-
17
12- 1
1- 2
116
90
29
43
2
6
1
2
2
3*
-
-
2
-
12
-
2- 3
147
87
42
43
5
5
-
4
2
4
_
-
1
1
Z
10
3- 4
105
87
42
43
18
10
4
1
3
64
_
-
2
1
33
E
4- 5
133
80
49
51
-
1
-
1
1
1
_
1
-
-
-
-
3
5- 6
337
89
42
83
11
4
2
4
3
3*
-
-
2
1
23
1
•
6- 7
95
39
10
44
1
4
2
1
1
2
l
-
-
1
-
17
7- 8
100
7
6
25
2
-
-
1
1
2-^
_
-
1
-
8
-
8- 9
114
4
12
21
-
-
-
-
1
2
-
-
-
1
-
2
9-10
63
3
3
20
10-11
31
1
4
21
-
-
-
-
1
2
-
1
-
-
-
-
Totals
2527
1285
503
791
49
52
24
23
24
39i
4
3
11
7
104
52
Bl
icle 10 -
Sixth St
. and Poplar St. T
Traffic Count
rack - June 17, 1914
Hours
Pedes-
Street
Light
Trains
Cars
trians
Cars
Engines
6- 7
111
1
1
10
39
1
33
•
7- 8
142
36
7
41
-
1
6
8- 9
51
52
8
25
2
2
33
o
9-10
65
58
15
26
-
1
12
10-11
46
58
10
23
1
2
7
11-12
62
98
52
11
8
24
22
_
2
23
12- 1
38
-
1- 2
89
54
7
27
-
1
6
2- 3
71
51
3
22
-
3
36
3- 4
76
57
10
27
-
1
6
•
4- 5
81
65
14
27
1
1
17
5- 6
122
45
7
44
-
3
35
•
6- 7
97
11
3
42
2
2
4
7- 8
66
1
1
21
-
1
11
8- 9
62
-
2
20
-
-
-
9-10
66
1
-
18
-
1
20
10-11
48
-
1
16
1
-
-
Totals
1353
618
108
4E6
8
22
226
Cates
Down
Highwa
y Traffic
Delayed f Number)
Ho. of
Times
Total
Time
Pedes-
trians
Teams
Autos.
Street
Cars
29
59 m
23
24
7
16
GRADE CROSSING ELIMINATION.
171
Table 11 - Seventh St. ana Poplar St. Track - June 15, 1914
Traffic Count
Highway Traffic
Railway Traffic
Hours
Pedes-
Street
Light
trians
Cars
Engines
6- 7
313
67
2
19
1
.
7- 8
413
88
14
26
-
1
7
4
8- 9
246
110
24
26
1
1
23
9-10
205
125
21
16
-
1
28
10-11
187
125
26
19
-
1
8
11-12
224
256
116
70
19
18
20
15
1
1
1
12- 1
1- 2
181
106
16
16
1
1
12
2- 3
120
106
13
16
-
2
8
3- 4
152
124
26
17
-
3
60
a
4- 5
162
113
22
31
2
1
48
5- 6
488
63
14
44
-
2
22
P4
6- 7
246
24
10
22
1
2
36
7- 8
71
5
2
14
1
-
-
8- 9
62
2
-
14
-
2
17
9-10
34
7
1
13
1
-
-
10-11
34
2
-
13
-
2
25
Totals
3394
1253
228
341
9
20
285
Gates Down
....
Highway Traffic Delayed f number)
No. of
Times
Total
Time
Pedes-
trians
Teams
Autos.
Street
Cars
27
43jjm
110
69
8
12
Table 12 -
McRee Av
e. and Oak Hill Branch - June 18, 1914
Traffic Count
Highway Traffic
Railway Traffic
Hours
Pedes-
Teams
Street
Light
Trains
Cars
trians
Cars
Engines
6- 7
23
11
_
m
1
10
•
7- 8
4
1
-
-
3
34
8- 9
3
-
-
-
_
-
<<
9-10
5
-
-
-
2
17
10-11
5
3
-
-
2
29
11-12
4
5
10
7
:
1
2
2
12- 1
1- 2
7
1
i
-
-
-
2- 3
4
-
-
2
4
18
3- 4
1
-
i
-
-
-
a
4- 5
-
3
-
-
3
16
5- 6
7
16
-
2
6
69
6- 7
3
6
-
-
5
44
7- 8
3
1
-
-
-
-
8- 9
-
-
-
-
3
27
9-10
-
-
-
-
-
-
10-11
-
-
-
-
-
-
Totals
74
58
2
5
31
266
No d«
Bfflc.
lays to highway tr
172
GRADE CROSSING ELIMINATION.
Table IS - Eager Road ana Oak Hill Branch - June 18, 1914
Traffic Count
Highway
Traffic
Railway Traffic
Hours
Pedes-
trians
Teams
Autos.
Street
Cars
Light
Engines
Trains
Cars
6- 7
3
3
_
1
10
•
7- 8
39
15
-
-
z
34
•*j
8- 9
1
4
1
-
2
38
<
9-10
4
4
2
-
2
17
10-11
2
4
-
2
29
11-1?,
4
8
6
3
-
-
2
2
li.- 1
1- 2
-
4
_
_
_
-
2- 3
-
11
3
3
5
22
5- 4
-
1
1
-
-
-
•
4- 5
2
2
2
1
2
6
a
5- 6
16
2
1
1
6
65
p<
6- 7
1
1
-
-
4
32
7- 8
-
-
-
-
1
12
8- 9
-
-
-
-
3
27
9-10
-
-
-
-
-
-
10-11
-
-
-
-
-
-
Totals
80
60
10
S
31
294
Highway Traffio Delayed, Teams
Table 14 -
Shaw Ave
. and OaV
Hill Branch - June 16, 1914
Traffic Count
Lway Traffic
Hours
Pedes-
Street
Light
Trains Ca
rs
trians
Cars
EnKines
6- 7
301
11
3
_
2
26
•
7- 8
87
23
17
-
3
21
s
8- 9
55
20
26
-
3
}9
<
9-10
49
El
32
-
2
Lb
10-11
36
22
28
1
1
1
11-12
35
29
22
33
30
19
_
_
:
12- 1
1- 2
22
24
27
1
3
4
2- 3
37
27
22
-
2
4
3- 4
36
25
29
-
5
26
•
4- 5
160
22
14
1
1
4
a
5- 6
150
26
64
-
6
30
m
6- 7
87
11
50
-
4
a
7- 8
37
4
49
-
-
-
8- 9
46
10
60
-
3
28
9-10
12
2
22
-
-
-
10-11
5
_
14
-
-
-
Totals
1164
303
506
3
35 2
52
Gates
Down
Highwa
y Traffic
Delayed
Number)
No. of
Times
Total
Time
Pedes-
trians
Teams
Autos.
Street
Cars
36
3&§-m
9
10
16
GRADE CROSSING ELIMINATION.
173
Table 15
- Kingshighway Crossing, Oak Hill
Branch - Nay 6
, 1914
Traffic Count
Highway Traffic
0h1
ee
Railway Traffic
HOUTB
Passing
Delayed
1 CD
S3
a
§
3
EH
CO
o
+»
3
CO R
h CO
•P o
CO
1 CO
CO c
<D d)
•& -H
CO U
EH
CO
+»
3
+>
CD CQ
CO U
h a
+> o
CO
O CO
CO
• a
O -H
SE-c
CO CO
+> H
O -H
EH Eh
■p
.c
to
■H
CO
CO
a
'bis
CO
c
CO
h
Eh
CO
a
1
m
B
S
n
S
N
S
6- 7
86
35
9
.
1
_
2
li
_
_
_
2
_
35
7- 8
44
60
23
-
2
i
2
a
-
-
1
1
10
11
a
8- 9
33
41
20
-
1
2
2
4
-
-
1
2
41
6
•<
9-10
17
41
30
-
1
-
2
2
-
-
1
1
11
4
10-11
29
43
33
-
-
-
-
-
-
-
-
-
-
-
11-13
32
90
68
33
44
32
"
_
_
_
_
"
"
_
_
™
_
12- 1
1- 2
12
64
41
-
-
-
-
-
-
-
-
-
-
-
2- 3
14
61
33
-
3
4
5
9
-
1
3
1
2b
4
3- 4
27
42
35
-
-
2
3
3
-
-
1
2
9
16
,
4- 5
28
53
46
-
1
-
1
]
-
-
-
1
-
4
>-
5- 6
474
66
86
26
9
8
7
|H
1
1
3
4
44
24
.
6- 7
77
33
64
-
-
3
4
4*
-
-
2
2
21
9
7- 8
19
9
47
-
-
-
-
-
-
-
-
-
-
-
8- 9
10
1
30
-
-
-
3
3
-
-
2
1
18
9
9-10
8
13
34
-
-
-
-
-
-
-
-
-
-
10-11
5
5
17
-
-
-
-
-
-
-
-
-
-
Totals
1005
G68
624
26
18
20
31
1
42
1
2
14
17
179
122
Total Actual Delay. Pedestr
cans
2|ra
Teams,
9£m
Table 16 - Wilstm Ave. and Oak Hill Branch - June 17, 1914
Traffic Count
-ic
Highv7ay
Traffic
Railway Trafi
Hours
Pedes-
Street
Light
Trains
Cars
trians
Cars
EnKinos
6- 7
207
1
_
_
1
9
7- 8
295
12
-
-
2
21
M
8- 9
36
10
-
-
2
21
<
9-10
48
5
-
-
4
49
10-11
17
5
-
-
-
-
11-12
5
88
3
3
_
_
~
.
12- 1
1- 2
26
7
-
-
-
-
2- 3
2
2
-
3
1
1
3- 4
17
3
-
1
8
33
.
4- 5
44
2
-
2
16
50
a
6- 6
51
5
-
-
4
56
•
6- 7
33
1
-
-
3
22
7- 8
94
-
-
-
-
-
8- 9
_
-
-
-
3
27
9-10
-
-
-
-
-
-
10-11
-
-
-
-
-
-
Totals
963
59
C
6
44
289
Gates Down Highway Traffic Delayed (number)
Ho. of
Times
Total
Time
Pedes-
trians
Teams
Autoo.
Street
Cars
26
58£m
10
3
0
174
GRADE CROSSING ELIMINATION.
Table 17 - Chippewa St. and Oak Hill Branch - June 18, 1914
Traffic Count
Highws
y Traffic
Railway Traffic
Hours
Pedes-
Street
Light
Cars
trians
Cars
Engines
6- 7
32
8
.
.
1
10
•
7- 8
32
30
-
-
3
31
a
8- 9
32
27
.
-
-
-
■*
9-10
44
33
-
-
2
17
10-11
21
25
6
-
-
-
11-12
26
14
19
14
1
—
3
21
12- 1
1- 2
34
36
-
-
-
-
2- 3
19
24
-
•
-
-
3- 4
26
25
2
1
1
15
•
4- 5
13
9
-
-
-
-
a
5- 6
26
13
1
2
2
14
P4
6- 7
30
1
1
3
2
16
7- 8
9
3
1
-
-
-
8- 9
31
1
1
-
3
28
9-10
16
-
-
-
1
-
10-11
15
-
-
-
-
-
Totals
419
268
13
6
16
152
Gates
Down
Highway Traffic
Delayed ? Number)
Ho. of
Times
Total
Time
Pedes-
trians
Teams
Autos.
Street
Cars
2
4
24
41 m
0
Cable 18 - Meramec St. and Oak Hill Branch - June 17, 1914
Traffic Count
Highway
Traffic
Railway Traffic
Hours
Pedes-
Street
Light
Cars
trians
Cars
Engines
6- 7
71
9
1
_
3
99
•
7- 8
61
24
-
-
-
-
8- 9
26
30
3
-
3
33
«■!
9-10
27
32
2
-
2
15
10-11
24
35
1
-
-
-
11-12
28
42
29
16
2
~
m
_
12- 1
1- 2
21
31
2
1
4
109
2- 3
25
28
-
-
2
39
3- 4
23
16
1
-
-
-
•
4- 5
23
15
2
-
2
49
a
5- 6
85
4
-
1
2
7
•
6- 7
71
5
-
1
2
11
7- 8
31
4
-
-
-
-
8- 9
23
-
2
-
3
98
9-10
10-11
3
2
-
:
-
m
■
-
566
278
23
460
Potals
16
3
Gates Down
Highway Traffic Delayed (Number)
No. of
Times
Total
Time
Pedes-
trians
Teams
Autos .
Street
Cars
25
56 m
13
13
0
GRADE CROSSING ELIMINATION.
175
Table 19
- Gravois Koad Crossing, Oak Hill
Branch
- May E
, 1914
Traffic Count
Highway Traffic
Railway
Traffic
Hours
Pass
ing
Delayed
Down
■p
ID
u a
m
to
to to
1 (0
to c
o> a
to
to
■p
o to
H
a) o
60
5
a
a a
8
o
1
o U
©
■P B
9
cU
rti T*
■P
tn <s
tj fH
■p
U s!
• B
O -rl
H
<s u
o
3
■P o
<0 U
3
4* O
O-H
Eh
h
HI
N
s
N
3
II
3
7- 8
30
34
21
2
2
3
2
16
s
8- 9
26
30
-
23
-
-
-
_
2
2+
-
-
1
-
6
«s
9-10
10-11
11-12
38
26
11
41
38
55
46
42
1
5
5
4
23
23
22
21
1
2
4
1
1
4
11
IE- 1
1- 2
15
36
6
22
-
-
-
5
12
16+
3
3
3
4
7
11
2- 3
17
32
3
21
3- 4
10
27
-
21
-
-
-
-
1
8*
-
-
1
-
9
-
4- S
22
36
5
30
-
-
.
-
1
2
-
-
-
1
-
4
a
5- 6
46
26
1
39
-
2
-
-
2
8%
_
-
2
1
23
6
6- 7
29
16
2
60
-
-
-
-
2
Si
-
-
1
1
7
2
p-,
7- 8
10
10
2
20
-
-
-
-
1
24
-
-
1
-
9
-
8- 9
-
3
-
23
-
-
-
1
1
1+
-
-
-
1
-
8
9-10
6
1
-
18
-
-
-
-
1
1
-
-
-
1
-
9
10-11
2
-
1
14
Totals
328
431
35
401
0
3
0
0
27
iU
3
3
10
12
65
67
Total Actual Delay, Teams,
'ars
2
m
-m
St
reet (
•
4
Tabl
e 20 - Ivory Avenue
Crossing, Oak Hill
Brancl-
- May S
, 1914
Traffic Count
Highway Traffic
Railway Traffic
H0UT8
Passing
Delayed
•p
to
I to
■p
i to
•p
■H
J3
c
to c
<D 00
to
o to
O 01
s
o
V V.
y
o
03 U
o
P E
9
as
•p
u a)
T3 *h
+>
u a
• B
O <H
R
fu p
•
Eh
3
•P o
to
o
9
to
E5E->
Eh El
w
EH
h
N
S
B
S
B
S
6- 7
92
24
4
2
1
2
.
-
2
99
•
7- 8
113
67
4
2
1
-
2
24
-
-
2
-
20
-
8- 9
102
80
15
1
4
-
3
4
-
-
2
1
39
10
■=:
9-10
105
82
28
-
1
1
2
2
-
-
1
1
4
11
10-11
83
76
25
-
-
-
-
-
-
-
-
-
-
-
11-12
110
103
76
69
18
17
2
1
■
1
u
_
_
-
1
:
19
12- 1
1- 2
102
71
26
-
-
1
1
1
-
-
1
-
2
-
2- 3
101
91
38
4
3
2
3
5
-
-
1
2
65
6
3- 4
112
106
32
-
-
-
-
-
-
-
-
-
-
-
•
4- 5
130
92
45
2
1
2
2
2
-
-
1
1
32
4
5- 6
135
74
42
-
1
1
1
1
-
-
-
1
-
10
pu
6- 7
162
76
34
-
2
3
4
•"'v
-
-
2
2
17
8
7- 8
367
39
31
2
1
2
1
1*
-
-
1
-
10
-
8- 9
9-10
525
363
22
24
4
9
_
1
1
2
1
2
m
-
2
1
19
6
17
21
1
10-11
243
10
12
-
-
1
1
1
-
-
1
-
1
Totals
2953
1072
416
28
16
15
26
88
0
0
16
10
308
73
Total Actual
Delay, Pedestrians
Teams,
Autoe . ,
li
11
i:
I m
>Jtn
5 m
176
GRADE CROSSING ELIMINATION.
Table 21 - Sumiiary showing Traffic Counts at the Various St. Louis Crossings
Name of Crossings
Pedestrians
Number
Av.per
Hour
Av.per
Hour
Street Cars
Av.per
Hour
Light Engines
and Trains
Av.per
Hour
Tower Grove Crossings,
Nov. 3, 1909 - 18 hrs.
Chouteau Ave.& Uo.Pac.Ry.,
May 6, 1914 - 17 hrs.
First St. & Poplar St. Tr.
June 15,1914 - 17 hrs.
Second St. & Poplar St.Tr.
June 17,1914 - 17 hrs .
Third St. & Poplar St. Tr.
June 18,1914 - 17 hrs.
Fourth St. & Poplar St.Tr.
June 18,1914 - 17 hrs .
Broadway & Poplar St. Tr.
June 10,1914 - 17 hrs.
Sixth St. & Poplar St. Tr.
June 17,1914 - 17 hrs.
Seventh St.& Poplar St.Tr.
June 16,1914 - 17 hrs.
I.IcRee Ave. & Oak Hill Br.
June 18,1914 - 17 hrs.
Eager Road & Oak Hill Br.
June 18,1914 - 17 hrs.
Shaw Ave. & Oak Hill Br.
June 16,1914 - 17 hrs.
Kingshighway & Oak Hill Br
May 8, 1914 - 17 hrs.
Wilson Ave. & Oak Hill 3r.
June 17,1914 - 17 hrs.
Chippewa St.S: Oak Hill Br.
June 18,1914 - 17 hrs.
Meramec St. & Oak Hill Br.
June 17,1914 - 17 hrs .
Gravois Rd. & Oak Hill Br.
May 8, 1914 - 16 hrs.
Ivory Ave. & Oak Hill Br.
May 9, 1914 - 17 hrs.
6000
2383
312
1477
1240
2483
2443
1353
3394
74
80
1184
1005
963
419
586
328
2953
333
140
18
87
73
146
144
80
200
4.4
4.7
70
59
57
25
34
21
174
2450
1578
252
558
779
1130
1856
726
1481
60
70
809
1292
59
281
294
466
1488
136
93
15
33
46
66
109
43
87
3.5
4.1
48
76
3.5
17
17
29
87
395
817
457
743
458
341
227
156
27
33
33
33
30
30
29
36
36
38
34
50
24
26
28
26
13
9
1.6
1.9
1.9
1.9
1.8
1.8
1.7
2.1
2.1
2.2
2
2.9
1.4
1.5
1.8
1.5
GRADE CROSSING ELIMINATION.
177
Table 22 is a record for seven consecutive days of 24 hours eacli
showing the number of Fire Department vehicles passing over the tracks
at the various grade crossings during that period, a total of 28, an aver-
age of two per crossing per week. None of the apparatus was delayed at
all at any of the crossings during that period.
It is manifest that for a given amount of highway travel, and other
tilings being equal, the hazard attending the crossing of a railway track
is far less over a crossing having only one train per day than over a
crossing having 1,000 trains per day; the danger of a grade crossing is rela-
tive and can be measured to a certain extent by the number of train move-
ments over the crossing. In the past safety precautions, such as lights,
watchmen, gates, bells, automatic signals and reduced speed of trains
Tabic 22 - Fire Department Vehicles passing Various Crossings during 7 Days
April 28th to May 4th, 1914
Hame of:
Date
Uumber of
Vehicles
Branch
Crossing
Poplar Street Track
Oak Hill Branch
First Street
Second "
Third "
Fourth ■
Broadway "
Seventh ■
Kingshighway
Shaw Avenue
MoRee "
Eager Road
Wils on Avenue
Gravois Road
Chippewa Street
Merameo n
May 4
May 2
May 4
May 4
April 29
0
1
0
0
11
10
1
5
0
0
0
0
0
0
0
Rone of the above Fire Department apparatus was delayed in any degree.
have been resorted to usually long before the amount of railway traffic
became so great as to result in serious accidents, and this is borne out
by the relatively small number of grade crossing accidents. In fact, the
number of accidents at grade crossings is considerably smaller in pro-
portion than the accidents resulting from the crossing of city streets at
their intersections.
The fact that very little injury and death results at grade crossings
is further indicated by the fact that casualty companies do not specify
grade crossings as points of special hazard in their accident insurance poli
cies, which points would certainly be specified if statistics indicated that the
insurance companies would be warranted in doing so.
In fact, the railways are but little to blame for such accidents as do
178
GRADE CROSSING ELIMINATION.
take place. All the precautions that have heretofore been taken through-
out the country at grade crossings have been taken by the railways, and
the writer is not aware of a single instance where any facilities whatever
have been installed or precautions taken by the communities to protect the
safety of the public. In fact, the individuals have trusted the railways
to such an extent to look out for their own welfare that they have become
careless in their crossing of railway tracks, and ample statistics are avail-
able to prove that the public is invariably responsible for such few acci-
dents as do actually take place.
As information in that direction, the following figures indicate
the carelessnes of the public at grade crossings in St. Louis ; the ob-
servations having been taken at Kingshighway crossing over the Oak
Hill Branch, St. Louis, Mo., for a period of 48 hours from 8 a. m.
December 13, to 8 a. m. December 15, 1913 :
Pedes- Motor and
trians. Bicycles. Teams. Autos. Total.
Stopped and looked in
both directions 12 ... ... ... 12
or 1%
Kept moving and looked
in both directions.... 20 2 16 32 72
or 2% on% or 3% or 1% or 2%
Kept moving and looked
in one direction no 4 27 189 33°
or 9% or 2% or 5% or 8% or 7%
Kept moving and looked
straight ahead 1,071 213 520 2,193 3,997
or 88% or 97% or 92% or 91% or 91%
Total 1,213 219 565 2,414 4,411
or 100% or 100% or 100% or 100% or 100%
The figures indicate that only 2 per cent, of the highway traffic ex-
ercised reasonable precaution, 7 per cent, exercised partially adequate
caution and 91 per cent, entirely failed to use adequate caution before
crossing the tracks.
Similar observations taken at various crossings on the B. & O. S. W.
in Ohio and Indiana in February and March. 1914, are as follows :
Pedestrians. Teams. Autos. Total.
Stopped and looked in both direc-
tions . • . ■ 48 48
or 5%
Kept moving and looked in both di-
rections 2,897 7CX> I25 3,8i8
or 12% or 17% or 13% or 13%
Kept moving and looked in one di-
rection 4,645 764 > 52 5.56i
or 19% or \7°ft or 16% or i8^r
Kept moving and looked straight
ahead 17,363 3.021 626 21,010
or 69% oY66% or 66% or 69%
Total 24,905 4,581 951 30,437
or 100% or 100% or 100% or 100%
GRADE CROSSING ELIMINATION. 179
At a large number of the crossings 13 per cent, exercised reasonable
caution, 18 per cent, partially adequate caution and 69 per cent, entirely
failed to use adequate caution.
Similar observations taken at several crossings in San Francisco,
Oakland, Sacramento, Lodi, and Stockton, California, in 1913, show that
out of total of over 25,000 pedestrians, drivers of motor vehicles, etc.:
35 stopped and looked in both directions.
8,950 or 35% kept moving and looked in both directions.
1,694 or 7% kept moving and looked in one direction.
14,617 or 58% kept moving and looked straight ahead.
Tn addition to showing the disregard for safety of a large percentage
of the highway traffic in the cases mentioned, these figures show that this
percentage is much larger at the St. Louis crossing noted than at the
other crossings cited.
A source of accidents on railways more prolific than grade Crossings
is trespassing. All railways have experienced serious trouble in an en-
deavor to decrease the amount of trespassing, and although it would ap-
pear to be in the interest of the public to keep down injury and death
by reducing the amount of trespassing, unfortunately very little has been
accomplished along these lines, and all over the country railway rights-
of-way are used indiscriminately as thoroughfares by people of all ages
and classes, children as well as adults. In fact, parents, think nothing
whatever of permitting their children to play on railway rights-of-way,
or in letting their children use the rights-of-way as short cuts to school
and elsewhere whenever available.
The following observations were made at several crossings on the
Oak Hill Branch of the Missouri Pacific Railway, at St. Louis, Mo., and
-how the number of trespassers using the tracks and right-of-way as
a street and passing the street crossings named between 5 a. m. and mid-
night. There are also shown the numbers of pedestrians passing along
the streets and across the tracks within the same period:
Trespassers. Pedestrians.
Male. Female. Total. On Street
Shaw Avenue April 28 96 11 107 1,214
McRee Avenue April 27 250 64 314 65
Eager Road April 27 159 39 [96 153
Chippewa Street April 29 276 61 337 333
Meramec Street April 29 450 164 0T4 306
Note that in five cases out of six, the number oi trespasser
larger than the volume of highway pedestrian traffic, also the large num-
ber of women trespassers, for whom on account of their inferior activity.
the danger in walking upon railway tracks is greater than for men.
Comparison of the traffic at the various grade crossings where con-
ditions have warranted the expense of elimination with the St. Louis
crossings now under discussion and taking into consideration tin-
other facts before us, the conclusion is reached thai other means of
180 GRADE CROSSING ELIMINATION.
protection should be resorted to until the traffic increases to such an
extent as to justify the great expense of grade crossing elimination.
That the interests of the railroads and the communities in grade
crossing matters continue to be mutual when traffic reaches the point where
elimination is necessary, has been recognized in a large number of com-
munities by the public bearing a portion of the cost of grade crossing
elimination, and in those communities more has been accomplished in
this direction than at other points. The cost of grade crossing elimination
must be borne by the public in any event, either by direct contribution
or through the payment of rates to the railways to enable the latter to
meet the expense.
The justice of apportioning the cost between the railways and the
public was recognized by the Committee on Grade Crossings and Tres-
passing on Railways of the National Association of Railway Commis-
sioners, that committee having reported as follows at the Twenty-fourth
Annual Convention at Washington, D. C, in 1912:
"The elimination of a grade crossing costing as much as $50,000 in-
volves a perpetual annual interest charge, at 5 per cent., of $2,500 besides
annual repair.
"As this elimination does not increase revenue in the least, but only
diminishes expense, measured by the cost of accident or cost of protec-
tion, or both, it will be readily seen that our railways could not afford,
as a purely financial matter, to invest the sum required to eliminate grade
crossings in cities where the expense would be large.
"The manifest injustice of compelling the railways to bear the total
cost of elimination caused the legislature of Massachusetts to pass a
grade-crossing law, so-called, in 1890. By this act the expense of elimina-
tion was divided among the railway companies, the towns and cities, and
the Commonwealth. From 1850 to 191 1 there was expended under the
provision of this law $34,372,048.03, of which total 61 plus per cent, was
borne by the railways, 26 minus per cent, by the Commonwealth and 13
per cent, was borne by the cities and towns. In Vermont, which divide?
the expense of elimination among the railways, the towns and cities and
the state, the state by law, bears not exceeding 25 per cent, of the cost
and not exceeding $25,000 annually.
"The elements which determined this division of expense to be the
proper one are not apparent. Different states might divide the expense
according to a different ratio ; and it is probable that disinterested expert
judgments would differ as to the proper division of the expense. In case
any state should compel the railway companies within the state to bear
this expense alone, it should most certainly authorize it to collect an ad-
ditional revenue to meet such expense. But inasmuch as the state's au-
thority would not cover interstate business it is apparent that such a
method would be ill advised. It seems, therefore, that a division of the
initial cost of eliminating grade crossings ought to be made, and it is
probable that the railway commissioners of the several states would be
the bodies most competent to apportion the expense. The arbitrary ap-
portionment by legislative action would not be best, because no law could
be framed to fit the varying conditions involved. Manifestly there ought
to be the exercise of disinterested expert judgment in each case."
In Massachusetts, where much has been accomplished in grade
crossing elimination, a general statute was passed in 1890 providing for
GRADE CROSSING ELIMINATION. 181
elimination of grade crossings where required by the public interest and
prescribing the manner of initiating and carrying out the work including
the division of expense between the parties concerned.
From the passage of the law until November 30, 1909, a total of more
than thirty-two million dollars has been expended thereunder for separa-
tion of grades at 180 separate projects, each project embracing from one
to ten crossings.
The above expenditure has been assumed by the parties concerned as
follows :
Railroads $19,632,90671
Street railways 202,808.30
Cities and towns ' 4,221,038.36
State 8,376,174.38
Total $32,432,927.75
The expense assumed by the railways as above has been approxi-
mately 60^ per cent, of the total expense.
A summary of the manner in which the expense has been apportioned
among the various interests in a number of states and cities is given
below: (See also St. Louis Public Library Bulletin, Appendix B.)
State. Eliminations. Division of Expense.
Connecticut 232 For elimination on initiative of city
or railroad commission. Railway
50 to 75 per cent., city or state 25
to 50 per cent. For elimination on
initiative of railway. Railway pays
100 per cent.
Massachusetts 165 Railway 65 per cent.; remainder di-
vided by railroad commission be-
tween street railway, if present, up
to 15 per cent., city up to 10 per
cent, and state.
New York 220 Railway 50 per cent, city 25 per cent.,
state 25 per cent.
Ohio 71 Railway 50 per cent., city 50 per cent.
In Cincinnati, Cleveland and City's share, up to 50 per cent., may
Columbus. be assessed vs. street railway, if
present.
Vermont 23 Railway 6s per cent., town 10 per
cent., state 25 per cent.
Virginia Many on N. & W. Railway 50 per cent, county 50 per
cent.
Wisconsin No report. Fixed by railroad commission.
(2) In several large cities special projects of grade crossing elimi-
nation have been carried out under special acts rather than under the gen-
eral statute as follows :
City. Distribution of Expense.
Boston City paid from izVi TO 34 Per cent, in various cases.
Buffalo For elimination of 94 crossings the railways paid approxi-
mately $8,951,000.00, the city paid approximately $3.-
766,000.00.
Xew York (Brooklyn) expense divided equally between railway and
citv.
182 GRADE CROSSING ELIMINATION.
At Indianapolis, there being no general statute, crossings of one to
four railways on five streets have been eliminated under special act, the
railway paying 75 per cent., the city and street railway 25 per cent, of
the cost. At Fort Wayne elimination is under consideration under a
similar special act.
(3) In absence of general or special statute fixing division of ex-
pense, substantial progress in grade-crossing elimination per se, where
not required by railway grade revision or other special conditions, lias
been limited to cities where a division of expense has been reached by
agreement or ordinance as follows :
Atlanta 10 eliminations. Railway pays for work over tracks.
City pays for approaches and damages.
Chicago 553 eliminations. Railway pays construction costs.
City pays damages.
Detroit 33 eliminations completed. Railways pay construction
cost.
13 eliminations arranged for. City pays damages.
Memphis 30 eliminations. Cost to city, $225,000.
Newark Track elevation. City paid $600,000 and 50 per cent, of
damages.
Philadelphia • Eliminations carried out, $12,000,000. Cost assumed ap-
proximately 50 per cent, by railways and 50 per
cent, by city.
Eliminations arranged for, $12,000,000. Cost to be di-
vided as above.
Pittsburgh For eliminations recently completed and under way.
railways pay $803,000, street railway, $170,000, city,
$513,000.
Providence 12 eliminations. Railway 66% per cent., city 3^/3 per
cent.
At Kansas City, Mo., cost of extensive elimination by Kansas City
Terminal Railway is paid for, including damages, by the railway, ex-
cept that the street railway pays one-half the cost of bridges used by it.
It should be noted that separation of railway and highway grades has
resulted largely from grade revision made by the railway and of con-
struction of new lines on grades required by operating conditions ; also
that the ordinances covering the matter provide for vacation of certain
streets by the city.
At Washington, D. C, many grade crossings have been eliminated.
Agreement with Baltimore & Potomac (Pennsylvania Railroad) provided
that railway should pay construction costs within right-of-way, and that
all other costs, including damages, should be assumed by the United
States and the District of Columbia.
The injustice of compelling the railways to bear the entire burden
was also recognized by the Legislature of Missouri in enacting legisla-
tion compelling cities of the first class to assume the cost of damages
to abutting property, extract from that law being as follows :
"ACTS OF 191 1, PAGE 332, MUNICIPAL CORPORATIONS, CITIES OF THE FIRST
CLASS, REGULATING SUBWAYS AND VIADUCTS.
"Powers of Mayor and Council: The mayor and common council
shall have power within the city, by ordinance, not inconsistent with the
Constitution or any law of this state or of this article :
"To require any street car company or any railway company or com-
panies owning or operating any railway, railroad, track or tracks upon
GRADE CROSSING ELIMINATION. 183
or across any street or streets, avenue, boulevard or alley, of the city, to
erect, construct, reconstruct, complete and keep in repair any subway,
viaduct or viaducts upon or along such street, streets, avenue, alley or
boulevard, and over or under such track or tracks, including the ap-
proaches of such viaduct or viaducts, as may be deemed and declared by
the mayor and common council necessary for the safety and protection
of the public. Whenever any such viaduct or subway shall be deemed
and declared, by ordinance, necessary for the safety and protection of the
public, the mayor and common council shall in the same ordinance, deter-
mine and prescribe the limits within which private property is benefited
by the construction of the proposed viaduct, subway or viaducts and the
approaches thereto, to pay for the damages which may be caused to any
property by reason of the construction of such subway or viaduct and its
approaches. That the proceedings and all provisions for appraising, as-
sessing, determining and paying the damages, if any, which may be caused
to any property by reason of the construction of subway or such viaduct
and its approaches, shall be the same as provided for the purpose of
determining damages to property owners by reason of the grading of a
street, and such damages shall be first paid to the parties entitled thereto
before such subway or viaduct, viaducts and approaches shall be con-
structed. The length, width, height and strength of any such subway or
viaducts and approaches thereto, the material therefor, and the manner
of construction thereof, shall be as required by the board of public works.
When two or more railway companies own or operate separate lines of
track to be crossed by any such subway or viaduct, the proportion thereof
and the approaches thereto to be constructed by each, or the cost to be
borne by each, shall be determined by the mayor and common council. It
shall be the duty of said company or companies, upon being required, as
herein provided, to erect, construct, reconstruct or repair any subway or
viaduct, or the approaches thereto, to proceed within the time and in the
manner required by the mayor and common council to erect, construct,
reconstruct or repair the same. And it shall be a misdemeanor for such
company or companies to fail, neglect or refuse to perform such duty,
and upon conviction, such company or companies shall be fined not less
than five hundred dollars, and each day such company or companies shall
fail, neglect or refuse to perform such duty, shall be deemed and held to
be a separate and distinct offense. And in addition to the penalty herein
provided, such company or companies shall be compelled by mandamus
or other appropriate proceeding, to erect, construct, reconstruct or repair
any viaduct or subway as may be required by ordinance as herein pro-
vided. The mayor and common council shall also have power whenever
such company or companies shall fail, neglect or refuse to erect, construct,
reconstruct, or repair any such viaduct or subway or viaducts, after hav-
ing been required to do so, as herein provided, to proceed with the erection.
construction, reconstruction or repair of any such viaduct or subway or
viaducts and the approaches thereto, by contract, or in such other manner
as may be provided by ordinance, and assess the cost of erection, con-
struction, reconstruction or repair of any such subway or viaduct or via-
ducts and approaches thereto against the property of said company or
companies required to erect, construct, reconstruct or repair the same,
and such costs shall be a valid and consisting lien against such property,
and shall also be a legal indebtedness of such company or companies in
favor of such city, and may be enforced and collected by suit in proper
court."
In most cases where street car tracks are involved, they were con-
structed after the railway was in operation and with the full knowledge
184 GRADE CROSSING ELIMINATION.
of the presence of the railway tracks. The street car companies are
direct beneficiaries of grade crossing elimination by being relieved of
the burden of maintaining the crossing, of the cost of watchmen, of the
delays to the cars, and of whatever hazard there may be in the use of
the crossing. The justice of compelling street car companies to share
the expense has been recognized in a very large number of instances,
several examples of such participation being as follows :
COLUMBUS, OHIO.
The Baltimore & Ohio Railroad Company separated the grades at
several streets, and under the state law it paid 65 per cent, of the cost,
the city assuming 35 per cent, of the cost ; but on those streets occupied
by electric car lines, the city obligated the traction company to assume a
portion of its share of the cost.
PITTSBURGH, PA.
The Baltimore & Ohio Railroad Company has a partially completed
agreement for the elimination of the grade crossing at Liberty Avenue,
in which the Baltimore & Ohio Railroad Company, the city and the elec-
tric railway company are to share in the cost, the division being approxi-
mately in equal parts.
KANSAS CITY, KAN. (iN ARMOURDALE).
The street railway company paid one-third of the cost of Kent Ave-
nue subway and approaches, and the several steam railways paid the re-
mainder. In this case the city and the street railway companies main-
tain the structure.
SCRANTON, PA.
The Scranton Traction Company paid one-third the cost of Lacka-
wanna Avenue viaduct over the tracks of the Delaware, Lackawanna &
Western Railroad Company.
MEMPHIS, TENN.
The city obligated the street railway company to vacate the crossing
at Virginia Avenue and use the new subway under the Illinois Central
Railroad Company tracks at Iowa Avenue, and the street railway com-
pany paid 30 per cent, of the cost of construction of the new subway.
LOUISVILLE, KY.
The city paid 42.54 per cent, of the Oak Street subway, the remainder
being divided between the Illinois Central Railroad Company, the South-
(Tii Railway, the Louisville & Nashville Railroad, and the street railway
company assumed a portion of the city's share of the balance.
FORT DODGE, IOWA.
The city desired the Illinois Central Railroad Company to build the
Farley Street viaduct strong enough for electric cars. The railway com-
pany declined to do so, unless the city or the street railway company con-
tributed to the additional cost, and the requirement was dropped by the
city, and the bridge was built for ordinary highway traffic only.
ROCKFORD, ILL.
A joint agreement was made last year between the city and the Chi-
cago. Milwaukee & St. Paul Railway Company, the Illinois Central Rail-
road Company and the Chicago, Burlington & Quincy Railroad Company,
for the construction of Winnebago Street viaduct, provided that should
GRADE CROSSING ELIMINATION. 1S5
the city grant to any street or interurban railway company the right to
lay its tracks over this viaduct, such company should, at its own expense,
make whatever changes might be necessary. As the roadway of this via-
duct is only 24 ft., and it is not built strong enough for street railway
traffic, the burden on the street railway company desiring to use the
bridge would be considerable.
DENVER, COLO.
The Alameda Avenue subway, which carries the street with electric
railway tracks under the tracks of the Santa Fe, the Denver & Rio Grande
Railway and Colorado & Southern Railway, was paid for — one-third by the
city, one-third by the railway companies and one-third by the street rail-
way company.
EL PASO, TEX.
The several railways, the city and the street railway company are
jointly building a viaduct estimated to cost $72,000, for which the expense
is divided as follows:
Santa Fe Railway $13,000
Southern Pacific Railway 18,000
El Paso & Southwestern Railway 18,000
City of El Paso 15,000
Street Railway Company 18,000
and in addition the city takes care of all drainage, sewage, water pipes,
etc.
WICHITA, KAN.
At one subway in some track elevation work in which there is a
street railway, the street railway company paid not only for the changes
in its tracks, etc., and the pavement in and between its tracks, but pays for
the cost of the substructure of the street which it occupies, including
the pavement and column pedestals, and the excavation for same. There
is a mutual agreement here between the railway company and the city
and the street railway company that, in any future track elevation, one-
third will be paid by each party.
COLLINWOOD, OHIO.
The Lake Shore & Michigan Southern Railway Company eliminated
the grade crossing at Adams Avenue, and the Cleveland Electric Railway
Company paid one-fourth of the expense. The Lake Shore & Michigan
Southern Railway Company built a viaduct to carry Gollmar Street over
its tracks, and the Cleveland, Painesville & Eastern Electric Railway pafd
one-fourth the cost, as well as one-fourth of all claims for damages t<>
abutting property owners, and the electric railway also assumed a pro-
portion of the maintenance of the structure. Later the Cleveland Elec-
tric Company desired to operate its cars over this bridge, and made an
agreement with the Lake Shore & Michigan Southern Railway Company
by which it paid one-third the cost of maintaining the portion of the
bridge which remained for the Lake Shore & Michigan Southern Railway
Company to maintain.
I llh A(,o, ILL.
The street railway company paid the Lake Shore & Michigan South-
ern Railway Company one-half the additional cost of providing one foot
additional headroom, which was required by the ordinance for the Sev-
enty-first Street subway; and at Cottage Grove Avenue the electric com-
pany paid a considerable sum of money for an additional six inches head-
room over that provided for in the ordinance for that subway.
186 GRADE CROSSING ELIMINATION.
SOUTH OMAHA, NEB.
The Union Pacific Railroad Company built a viaduct to carry a street
over its tracks. This viaduct cost exceeding $160,000 and 10 per cent,
of the cost was paid by the street railway company in addition to the
cost of paving in and between its tracks, as provided for in its franchise.
DETROIT, MICH.
The various railways in this city have separated the crossings in a
number of instances, and wherever there have been street railway tracks
involved, a portion of the cost has been assumed by the street railway
companies.
CHATTANOOGA, TENN.
The McCallie Avenue viaduct, built about ten years ago, was paid for
— one-half by the several railways, one-fourth by the county and one-
fourth by the street railway company. This was a very large structure,
and at that time was in the suburbs of Chattanooga. The city limits
have since been extended and now include this structure.
NASHVILLE, TENN.
The street railway company has in one or two instances borne one-
fourth of the entire expense of grade separations, involving tracks of the
Nashville, Chattanooga & St. Louis Railway.
DES MOINES, IOWA.
The viaduct carrying Seventh Street over the tracks of the Des
Moines Union Railway, the Minneapolis & St. Louis Railway, the Chi-
cago, Rock Island & Pacific Railway and the Chicago, Burlington &
Quincy Railroad will be paid for by the railway companies, the street
railway which will use the viaduct assuming that portion of the cost
covering the excess capacity of the bridge required on account of its
traffic.
FORT WAYNE, IND.
The street railway company paid 12^2 per cent, of the total cost of.
some grade separation work done by the Wabash Railroad.
LITTLE ROCK, ARK.
The St. Louis, Iron Mountain & Southern Railway, the Rock Island
the city, the county and the street railway company apportioned the cost
of West Third Street viaduct in the following proportions:
St. Louis, Iron Mountain & Southern 35 per' cent.
Rock Island 26 per cent.
Street railway company 19 per cent
City of Little Rock 10 per cent.
County of Pulaski 10 per cent.
It is a fact, however, that in all too many communities the public
is attempting to evade its responsibility by placing upon the railways the
entire cost of grade crossing elimination, and in such communities there
has been a feeling of irresponsibility in the minds of the public toward
this matter. It has been felt that if the railway could be compelled to
bear the entire expense it would be fair to compel them to eliminate the
crossings as fast as pressure could be brought to bear. In such com-
munities the public, feeling that the community would not have to bear
any portion of the cost of the work, have attempted to bring about the
GRADE CROSSING ELIMINATION. 187
elimination of crossings at which the traffic has been so light that the
expense should not properly be incurred for many years, and if the
public. realized that it would be compelled to bear any appreciable portion
of the cost, more care and thought would be given the subject before
making the demand, and a spirit of responsible deliberation would take
the place of the irresponsible demands for promiscuous grade crossing
elimination.
At such time in future as traffic at any crossing increases to the
point where its elimination becomes necessary, the mutuality of interest
should be recognized., by apportioning the cost among the interests re-
sponsible for the condition.
Appendix A.
GRADE CROSSING ELIMINATION IN AMERICAN CITIES.
(St. Louis Public Library Monthly Bulletin, July, 1913.)
LEGISLATION, WORK DONE, AND PRESENT TENDENCIES.
This is not intended to be a technical study of the grade crossing ques-
tion. Engineering problems are in no way dealt with. The effort has been
to present a brief summary showing what has been done in our largest
municipalities toward the elimination of grade crossings, and the terms of
the contracts, agreements or laws under which such work has been accom-
plished. It is hoped that this summary may prove of value to the layman
interested in the question, and serve as a guide to such cities as are con-
templating the establishment of some general scheme of grade crossing
elimination. The question is one of vital importance, particularly as there
are many large cities to-day in which practically no grade crossings have
yet been done away with.
Questions have been sent to the fifty cities having in 1910 a popula-
tion exceeding 100,000. Of these thirty-nine have been heard from, and
the summary covers this number. Most of the eleven cities not reporting
were the smaller places on the list.
We wish to express our sincerest appreciation of the kindness and
willingness to co-operate shown by the city and state officials who have
made this study possible.
BIBLIOGRAPHY.
Literature dealing with those aspects of the grade crossing question
that are considered here is very meager. A most thorough bibliography of
the whole subject of grade crossings, arranged largely by localities, has
been prepared by Robert H. Whitten, Librarian-Statistician of the Public
Service Commission for the First District, New York.
For persons desiring to do a little reading on the grade crossing ques-
tion, particularly those parts of it that are taken up here, the following
list of references to material in the St. Louis Public Library is recom-
mended :
Buffalo. Grade Crossing Commission. Grade crossing improvement,
1888-1911. Municipal Branch.
Interesting because of the detailed figures of the cost apportionment
in a city in which much has been actually accomplished.
Chicago. Track Elevation Department. Track elevation within the cor-
porate limits of the city of Chicago from January 1, 1909, to June 30,
1911. 191 1. Municipal Branch.
Detailed report, containing text of ordinances, with maps and tables.
Chidsey, A. D., Jr. Grade crossing elimination. Eng. News, April 1, 1909.
Contains a summary of grade crossing work in states and cities. —
Applied Sci. Department.
188
GRADE CROSSING ELIMINATION. 189
Gayler, Carl. Grade crossing problems in St. Louis. (In Association of
Engineering Societies Journal, July, 1905, pp. 34-52.) Applied Sci.
Dept.
Grade crossing question. Municipal Engineering, July, 1912. Municipal
Branch.
A brief article, with summary of some court decisions.
Massachusetts. Legislature. Report of the Board of Railroad Com-
missioners and the Massachusetts Highway Commission on the ad-
visability of changing the present basis of the apportionment of the
cost of abolishing grade crossings. (House Doc. 1878.) 1913.
Municipal Branch.
A digest of state laws on grade elimination is included.
New York (State). Public Service Commission. First District. Report
on grade crossings in New York City, and the need of change in the
grade crossing law ; appendix B to annual report for 1909. Municipal
Branch.
Contains a brief summary of the situation in certain cities and states.
New York (State). Public Service Commission. First District. Review
of grade crossing elimination, digest and bibliography; report to Com-
missioner Edward M. Bassett by Robert H. Whitten, Librarian-Sta-
tistician. 1910. Municipal Branch.
A very thorough piece of work, containing the bibliography noticed
above.
Whitten, Robert H. Methods of railway and street grade separation in
cities. Engineering — Contracting, October 25, 191 1. Applied Sci-
ence Dept.
DIGESTS OF REPORTS FROM CITIES.
ALBANY, N. Y.
This city comes under the jurisdiction of the State law, so far as
grade crossing abolition is concerned, the Public Service Commission for
the Second District being vested with the necessary authority. Costs,
including consequential damages, are by law apportioned as follows :
City, 25 per cent.; State, 25 per cent.; Railways, 50 per cent. The last
project in the city was started about 1900.
ATLANTA, GA.
Grade crossings are abolished by arrangement between the city and
the railways interested, the work being in charge of the Chief of Con-
struction. In 1907 the city had nineteen grade crossings, about ten hav-
ing been abolished in the last fifteen or twenty years.
Cost apportionment is by agreement. The railroad company takes
care of the part of the work across the tracks, and the city builds the
approaches. Damages to abutting property are assumed b» the city.
BALTIMORE, Mil.
Grade crossing elimination is provided for by separate ordinances.
In some cases the ordinances granting franchise rights to a railroad pro-
side for grade crossing avoidance, or elimination in future; in other cases.
ordinances have been passed directing the abolition of existing crossings
at once. An example of the former will be found in the grants of rights-
of-way to the Pennsylvania Railroad; of the latter, in Ordinance 387, 1909,
providing for crossing elimination on a part of the Baltimore & Ohio syi
tem. There are now aboul 200 grade crossings in the city, and the work
of elimination is in charge of the City Engineer.
To date, only three crossings have been done away with, at a cost of
about $150,000 to the city. It should be borne in mind, however, that the
190 GRADE CROSSING ELIMINATION.
two principal railroads run under the main part of the city in tunnels,
and for this reason the problem is less serious than in some other munici-
palities.
In all cases the railroads have borne the major part of the cost of
these improvements. The question of who is liable for consequential dam-
ages is at the present writing pending in the Court of Appeals.
BOSTON, MASS.
Like other Massachusetts cities, Boston is governed by State law in
the matter of grade crossing elimination. (See Worcester.) In 1907 the
city contained twenty-six grade crossings, and the number is probably
not much less to-day. While the State law fixes the city's share of the
cost at not over 10 per cent., there have been cases in which the general
law has been superseded by special acts, fixing the apportionment for a
single improvement. Under such acts the city has paid 13^2, 15, 30 and
34 per cent, of the total cost.
BRIDGEPORT, CONN.
Grade crossing elimination is governed by State law. The Public
Utilities Commission orders the work done, on petition of the railroad
or the municipal authorities. The actual work is done under supervision
of the City Engineer. There are only eight grade crossings in the city,
the work of abolition having been begun in 1899, when about thirty cross-
ings were done away with, at a cost to the city of $400,000.
The apportionment of cost depends upon several circumstances. It
the petition is brought by or on bebalf of the railroad company, the total
cost, including consequential damages, must be met by the railway. If the
municipality brings the petition, the cost is divided as follows : If the high-
way affected was in existence when the railroad was constructed across it
at grade, or the layout of the highway was changed for the benefit of the
railway, the city must pay one-quarter, and the railroad the rest; if the
highway was constructed since the railroad which it crosses at grade,
the Commission may order the city to pay an amount not exceeding one-
half. In the absence of any application the Public Utilities Commission
may, after a hearing, order grade crossing elimination, and determine
the cost apportionment, provided that in such cases the State must pay
one-quarter of the expense, including damages, and the railroad company
or companies benefited, the remainder. From the above it will be seen that
by State law, consequential damages are divided as is the rest of the ex-
pense of the undertaking.
BUFFALO, N. Y.
A special State law, for Buffalo only, governs the matter of grade
crossing elimination. This law creates a Grade Crossing Commission,
which is empowered to enter into a contract with any steam railroad com-
pany to abolish grade crossings. The special law was enacted in iSSS.
and in 1906, after completion of all but seven of the crossings planned for
under the act, the Commissioner's power was extended by a second act
of the Legislature. In 191 1, a third act was passed of the same nature.
Work was begun in 1895, and by April, 191 1, ninety-four crossings
had been done away with. Under the present plans, thirty more will be
abolished. The city now has a little less than 200 grade crossings.
Under the plan of 1888, the division of cost was approximately a-
follows :
Railway. City.
Per Cent. Per Cent.
Across and along the railroad's right-of-way 100
Approaches to viaducts and subways 662-3 33 1 "3
Land purchased 66 2-3 33 1 -3
Consequential damages 50 50
GRADE CROSSING ELIMINATION. J91
Tin- total cost of completed work under this plan has been $0,104,-
834.-6?, of which the city has paid 20.4 and the railroads 79.6 per cent. The
consequential damages paid by the city amounted to $1,908,448.76 and by
the railroads $1,703,671.19.
Under the plan of 1906 the division of cost has been approximately as
follows :
Railway. City.
Per Cent. Per Cent.
Construction within street lines 65 35
Construction on railroad's right-of-way 100
Lands purchased 65 35
Consequential damages 55 45
This apportionment is not regulated by law.
CAMBRIDGE, MASS.
In 1901 a thorough investigation of the grade crossing question was
made by Lewis M. Hastings, City Engineer, and a report made to the city
authorities, with recommendations. No information was received as to
what has actually been accomplished since. In 1907 the city contained
ten grade crossings. The 1901 report gives the number as thirteen, so
that at least three crossings have been abolished. According to the Massa-
chusetts Railroad Commission, one crossing was done away with at a
cost of $67,036.11 to the city, the apportionment being, by State law: City,
10 per cent.; State, 25 per cent., and Railway, 65 per cent., consequential
damages being included in the total.
CHICAGO. ILL.
As is well known, a very great amount of work has been done in this
city in the elimination of grade crossings. This work is authorized by
city ordinance, and is in charge of the Department of Track Elevation.
Figures are not available to show the number of grade crossings re-
maining in Chicago to-day, but the number probably exceeds 1,500. Be-
tween 1892, when elimination work began with the passage of an ordinance
for track elevation, and Tune 30, igir, 780 crossings were abolished or
work thereon was begun.
In 1893 the City Council passed a general ordinance providing for the
elimination of all grade crossings within the city. The railroads did not
fall in with this plan, and since that time the policy of the city has been
to do the work in sections, as it is most needed, rather than to try to
adopt any sweeping, general scheme. In this the railroads have co-oper-
ated with the city.
The cost of the actual work is borne by the railroads, while the dam-
ages to abutting property recovered in law suits are paid by the city. Up
to December 1, 1911, grade elimination work had cost the radroads
$66,256,000.
CINCINNATI, OHIO.
The State law enables the city to order the abolition of grade ci
ings by ordinance. In case of dispute, t J i< ■ Common Pleas Court of the
countv" decides between the plans submitted by the city and railway.
The Department of Public Service has E the work, so Far
as the city is concerned. Where the tracks are depressed under the
street the city lets the contracts ami supei work, the railroad
having a representative to approve of the same. Where the tracks are car-
ried over the streets the railroad lets the contract and supervises the work,
subject to approval by the city.
Exclusive of recently annexed territory, the city lias 133 grade cross-
ings. In 1901 a Department of Track Elevation and Subways was estab
lished, but it was abolished in 191 1. In 1002 ordinances were passed order-
192 GRADE CROSSING ELIMINATION.
ing all the railroads to submit plans for the elimination of all grade
crossings, but nothing seems to have been accomplished; at any rate, no
elimination work has been completed. In 1910, however, the people voted
$800,000, to pay the city's share of the cost of grade elimination. This
will be used on four of the most dangerous crossings, the total estimated
cost being $2,137,000. Work is under way at one of these points. Plans
are also under way for the abolition of a fifth crossing, the work to be
financed by special funds.
In the past the railroads, with one exception, have not co-operated
with the city. When the ordinance of 1902, above mentioned, was passed,
ordering the submission of plans by the railroads, the latter felt that
they could ignore it, and did so, with one exception, as they were aware
that the city did not have the funds to carry out its part of the agreement.
The State law provides that the railroads pay 65 per cent, and the city
35 per cent, of the cost of the improvement. Consequential damages
are divided in the same way. Where the street railway uses the cross-
ing it is to pay a reasonable portion of the city's share, not to exceed 50
per cent. If a railroad wishes to provide for more tracks, it must pay
the entire additional cost. If the city wishes to build a viaduct wider than
the original street, it must likewise pay the cost of the extra width.
CLEVELAND, OHIO.
Under the State law, the city may enact ordinances providing for
grade crossing elimination, the work being supervised by the Department
of Public Service. There are 151 grade crossings in Cleveland to-day,
twenty-two having been done away with since 1904 and work being under
way on fourteen more. The cost to the city so far has been $4,432,235.43.
The apportionment of the cost is regulated by the Ohio law, as noted
above. (Ohio General Code, 1910, Vol 2, p. 1874.)
COLUMBUS, OHIO.
As in Cincinnati and Cleveland, the State law allows the city to order
grade crossing elimination. (See Cincinnati.)
The city had only twenty-four grade crossings in 1907, about thirty
having been done away with under the last project about seven years ago.
The cost of this work to the city was $1,000,000. The railways have
co-operated.
DENVER, COLO.
The city charter provides, in Section 297 of the 191 1 edition, that
the Council may by ordinance require railroad companies to eliminate
grade crossings by constructing viaducts over, or subways under, their
tracks; the work to be done at the railroad's expense.
No report was received of the number of grade crossings existing
in the city to-day. In 1907 it was 817. Elimination work was started about
1900, and since then five crossings have been done away with ; four by via-
ducts and one by subway. Work is contemplated on three more. As
provided in the charter, the crossings are always to be eliminated by via-
ducts and subways rather than by track elevation.
One grade crossing elimination project was paid for by special benefit
district. The project now contemplated will be paid for as follows: The
railroads pay for the cost of the parts of the viaduct that are for public
use only, over the railroad tracks, and for the approaches ; the street car
company pays for the part of the viaduct that is used for street railway
purposes ; the city pays the rest. In this case the city's share will be about
30 per cent, of the cost of construction, and in addition the city will
assume consequential damages,
GRADE CROSSING ELIMINATION. 193
DETROIT, MICH.
A State law permits the city to enter into contracts with railroads
for the elimination of grade crossings. Since 1903, when the work was
begun, thirty-three crossings have been abolished, at a cost of $900,000 to
the city. The work is supervised by the City Engineer. There are now
about 150 grade crossings remaining in the city.
Unlike most municipalities, Detroit has prepared plans for the elim-
ination of all grade crossings within its limits, and the report is that the
railways co-operate with the city in the work. Agreements have pro-
vided that the railroads pay the entire cost of construction, while the city
must assume consequential damages.
FALL RIVER, MASS.
The State law governs grade crossing elimination. (See Worcester.)
The city has at present only one grade crossing on a public street, six-
teen crossings having been done away with since 1890 at a cost to the city
of about $160,000. As explained in the case of Worcester, the city's share
of cost, including consequential damages, must not exceed 10 per cent.
The city's topography lends itself to the elimination of grade crossings.
GRAND RAPIDS, MICH.
The city contains over 100 grade crossings. A Grade Separation
Commission, consisting of one member appointed by the City Council,
one by the railroads, and one (a grade crossing expert) by these two,
made a study of the situation, and in January, 1912, submitted a compre-
hensive report. Nothing has been done, however, because no agreement
has been reached in regard to cost apportionment. The estimated total cost
is about $5,000,000. This is considered one of the large problems confront-
ing the city at the present time.
KANSAS CITY, MO.
In 1909 an ordinance was adopted granting permission to the Kansas
City Terminal Railway Company to make extensive improvements, in-
cluding the building of freight and passenger terminals. Five million
dollars will be spent by the company in work incident to grade crossing
abolition. The city is to allow the vacation of certain streets, and con-
struction costs will be met by the company.
The number of grade crossings in Kansas City in 1907 was ninety-
seven.
LOS ANGELES, CAL.
The Board of Public Utilities is now engaged in a study of the
whole question of grade crossing elimination, in connection with interur-
ban as well as steam railways. No conclusions have been reached as yet.
Practically all crossings are at grade, the number in 1907 being 159.
LOUISVILLE, KY.
The report from this city states that grade crossing elimination is
accomplished by contract between the municipality and the railways, the
work being in charge of the Board of Public Works.
The city now has 125 crossings of main track. Since 1906 eight have
been abolished. Two cost the city $250,000, and the other six nothing.
Cost apportionment is not regulated by law. On the two projects of
which the city paid part of the cost, the agreement provided as follows:
The railroads paid for all work under the tracks except drainage, and
also for the raising of the tracks. The city paid the remainder. This
placed about 50 per cent, of the cost of construction on the city, and in
addition the city paid the consequential damages. These contracts were
considered very unfavorable for the city.
194 GRADE CROSSING ELIMINATION.
MEMPHIS, TENN.
The State Legislature recently passed a special act giving the city
the authority to order grade separation in a certain specific case. Bills
have been introduced giving the city the power to order such separation
in all cases in which it may be necessary, but at this writing nothing has
been enacted into law. Much of the grade elimination work has in the past
been done simply by agreement or contract.
The City Engineer has so far approved all plans for crossings and
has directed all work.
The city has about 125 grade crossings. Plans for elimination work
were thought of as far back as thirty years ago. About thirty crossings
have been eliminated or are provided for. A rough estimate places the
city's share of the cost up to the present time at $225,000. It is stated
that it would be practically impossible to do away with all grade crossings
in the city, owing to topography, especially limitations imposed by the
river. The railroads have not co-operated with the city to any great
extent.
There is no general law dealing with the division of cost. Under the
special State law mentioned above, an ordinance was passed in 1909
ordering certain railways to eliminate certain -crossings at their own ex-
pense. Only one railroad accepted this ordinance. In 1910 another
ordinance was agreed on by other railroads, whereby they bore all cost
of construction, except sidewalks and paving, and shared consequential
damages equally with the city.
In some other cases the city has assumed all consequential damages.
From the foregoing it will be seen that the general policy has been to
make the railroads pay all costs of actual construction, while the settle-
ment of consequential damages has been partially or totally assumed by
the city.
What the city wants is a general enabling act, so that it can at any
time deal with the grade crossing question without special grant of power
from the State.
MILWAUKEE, WIS.
Originally the grade crossing question was dealt with by city ordin-
ance, but now the Wisconsin Railroad Commission has power to regulate
the elimination of such crossings. The City Engineer directs the work.
The United States Census report, ''Statistics of Cities," 1907, credits
the city with seventy-eight grade crossings. No report was received as to
the number that have been done away with, but work has been in prog-
ress at various times since 1903. The most recent project involves the
elevation of the tracks of the Chicago & Northwestern and the Chicago,
Milwaukee & St. Paul railways, between the Kinnickinnic and Milwaukee
rivers. In this territory the former line crosses eight, and the latter
twelve, highways at grade. On May 20, 1912, the Wisconsin Railroad
Commission issued an order providing for the elimination of these cross-
ings. The cost of the work was apportioned as follows : The street
railway company must pay for all changes to its own tracks, and for the
necessary grading and paving on those parts of the streets occupied by
its tracks; the railway companies must pay for all the work lying within
the limits of their respective rights-of-way, and within those portions
of the public thoroughfares that are included between the portals of the
subways, or in places where no subway is provided, between the boundary
lines of the elevation work extended across said thoroughfares, except
such work as is laid upon the street railway company; the city must pay
for the remainder, and must assume consequential damages.
GRADE CROSSING ELIMINATION. 195
MINNEAPOLIS, MINN.
The question of grade crossings has vexed this city for over ten years.
At present the number of such crossings runs into the hundreds. The
United States Census report, "Statistics of Cities," 1907, gives the num-
ber as 325. About three years ago an ordinance was adopted requiring the
depression of the tracks of the H. & D. division of the Chicago, Milwaukee
& St. Paul Railway. After litigation the State Supreme Court held that
control of such matters was in the hands of the City Council and that
the ordinance was valid. Opposition still exists from industrial concerns
along the railway tracks. As yet no work has actually been done. The
estimated cost of the improvement mentioned above is $3,500,000, none
of which would be borne by the city.
NEW ORLEANS, LA.
We have from this city the information that no grade crossings have
been eliminated. The United States Census report, "Statistics of Cities,"
1907, gives the number of grade crossings as 274, with no separated
crossings.
NEW YORK CITY.
According to State law, the city or the railroads may petition the
Public Service Commission, First District, for grade crossing elimination.
In the absence of any petition the Public Service- Commission may at its
discretion institute proceedings for elimination work, after ten days or
more notice to the parties concerned.
The great trouble that New York has had is due to the fact that funds
have not always been appropriated to meet the State's share of the cost.
There were, at the beginning of 1912, 488 grade crossings in the city,
as follows :
Borough. Over Public Streets. Over Private Roads. Total.
Manhattan 103 103
Brooklyn 57 I 58
Bronx 5 . . 5
Queens 183 22 205
Richmond 84 33 1 17
432 56 488
The crossings in Manhattan are all on the west side, near the river
front ; most of them where the New York Central uses the street as a
right-of-way. Plans for the elimination of these crossings have been
discussed for years.
Of the Brooklyn crossings, twenty-one are on a line of railroad
over which there is practically no traffic. Other crossings are being done
away with on various improvement projects.
The problem is very serious in the Borough of Queens, which is grid-
ironed by railway tracks, and millions of dollars will be spent in doing
away with grade crossings. At the present writing the number of cross-
ings is probably considerably smaller than in the foregoing table. The
situation in the Borough of Richmond is also serious. Elimination work
will proceed as fast as the State appropriates money for its share.
As the table shows, the Borough of the Bronx is practically free from
grade crossings.
The cost of grade elimination is apportioned by law. The city pays
25 per cent., the State 25 per cent., and the railroads 50 per cent. Con-
sequential damages are figured as part of the total cost, and are there-
fore divided in the same proportion.
196 GRADE CROSSING ELIMINATION.
NEWARK, N. J.
No report was received from Newark, but from data compiled by
the New York Public Commission for the First District, we learn that
two important pieces of grade elimination work have been completed in
the last fifteen years, on the Lackawanna and the Pennsylvania systems.
In both cases, by agreement, the city paid the railroad the sum of $600,000,
and paid one-half of the property damages. The city's share of the total
cost was in the neighborhood of 20 per cent. A drastic grade crossing
law applying to the whole State was enacted by the 191 3 Legislature. The
Board of Public Utility Commission, at its discretion, may order grade
separation according to plans approved by the Board. The entire ex-
pense, including consequential damages, but excluding the cost of making
changes in municipal pipes, conduits and subways, and the cost of paving
the highway in question, must be borne by the railroad. Pipe relocation
and paving expenses must be met by the city. If a street railway uses
the crossing, it may be assessed not over 10 per cent, of the total cost.
Telegraph, telephone, lighting and water companies, etc., must relocate
any of their property involved at their own expense. The Board must,
on petition, hold a hearing in connection with proposed elimination work.
(Chap. 57- N. J. P. L. 1913.)
OAKLAND, CAL.
The problem of grade crossings is not a very complicated one, as the
railroads are built mainly along the water front rather than through the
center of the city. As yet no plan for elimination of crossings has been
worked out. The city has over 100 grade crossings.
Hereafter the grade crossing question will be in the hands of the
State Railroad Commission, according to a recent act of the Legislature
( March, 1912). The Commission must grant permission for all new grade
crossings, and may require the abolition of existing crossings, apportion-
ing the cost of the work.
Heretofore, the franchises granted by the city to the railroads have
contained provisions whereby the city reserves the right at any time to
demand grade crossing elimination, the cost being divided equally, but
no such action has as yet been exacted of the railroads.
OMAHA, NEB.
Grade crossings are abolished by city ordinance, the actual work being
done under the supervision of the Department of Public Improvements.
At present there are about 113 grade crossings in the city. In 1886 was
constructed the first viaduct over railroad tracks, and at present there
are twenty-five cases of grade separation. Some of these cases, however,
are those of viaducts, where no grade crossing existed prior to their
erection. There has been little difficulty in obtaining the co-operation of
the railroads, which have so far paid the entire cost. Consequential dam-
ages are met by the city at large, or from a fund created by special as-
sessment upon the property benefited. The city is empowered, as im-
plied above, to regulate the matter of crossing elimination, and the courts
have upheld the validity of ordinances declaring the necessity of such
improvements.
PHILADELPHIA, PA.
By authority of a state law, Philadelphia, in common with other cit-
ies and towns, "is empowered to arrange for the elimination of grade
crossings. This is done by special ordinance dealing with the improve-
ment in question. The Pennsylvania Public Service Commission has no
authority in the matter. The actual work, as well as the preparation
of the ordinances, is in the hands of the Department of Public Works.
GRADE CROSSING ELIMINATION. 197
At present there are about 130 grade crossings in the city, not in-
cluding service freight lines or sidings occupying public streets. The first
ordinance authorizing grade elimination work was approved March 29,
1887, and since then work on some project or other has been carried on
almost continuously, resulting in the abolition of about 120 crossings. Fol-
lowing is a list of some of the more important pieces of work:
Railroad's City's
Share. Share.
1892 Pennsylvania (connecting railway) and P. &
R. (No. Penn. R. R.) $ 100,000 $ 200,000
1897 Pennsylvania (Phila. & Trenton R. R.) 1,250,000 750,000
1900 P. & R. (Chestnut Hill Br.) 146,000 70,000
and land damages
1906 P. & R. (Main line & Richmond Br.) 5,000,000 5,000,000
The railroads are usually glad to arrange for crossing elimination,
though, as might be expected, negotiations often take a long time. There
is no law governing cost apportionment, nor is there a fixed policy regard-
ing payment of consequential damages, as will be seen from the above. A
typical grade crossing ordinance is that approved October 13, 1906, pro-
viding for extensive crossing elimination on the Philadelphia & Reading.
PITTSBURGH, PA.
Under the provisions of its charter, the city is authorized to under-
take the work of crossing separation. The usual procedure is to have the
interested parties come to a definite agreement regarding the improve-
ments contemplated, whereupon an ordinance is passed by the Council, and
the agreement contained therein executed by the parties thereto. The
carrying on of the work is in the hands of the Department of Public
Works.
At present practically all of the important grade crossings have either
been done away with, or the work is in progress as authorized. There
are many unimportant crossings near the river front, but elimination of
these would not now be justified, as traffic is light.
Grade crossing work in Greater Pittsburgh was begun in 1905, in
what was then the city of Allegheny. This project involved the cross-
ings on the Fort Wayne route of the Pennsylvania Railroad. Following
is a summary of the crossing elimination work finished, under way or
authorized to date :
(1) The abolition of nine crossings on the Fort Wayne route of
the Pennsylvania mentioned above, started in 1905. Cost to the city,
$250,000.
(2) The Second Avenue and Try Way grade crossing, involving
the Pennsylvania Co. (P. C. C. & St. L. Ry.), the Pittsburgh Railways
Co., and the city. Authorized by opdinance of Council No. 84, 191 1.
Estimated cost to city, $130,666.67, including damages. This work is about
completed.
(3) Homewood grade crossings, involving the Eastern Division of
the Pennsylvania Railroad. Authorized in 1912. Estimated cost to the
city, $230,000.
(4) Grade crossing at Liberty Avenue and Thirty-third Street, with
the B. & O. (Pittsburgh Junction Railroad). Recently authorized by
ordinance. Under the terms of the agreement the city's share is $152,342.50.
The apportionment of cost is not regulated by law, and this ques-
tion has been usually the only cause of delay in reaching agreements with
the railroad companies. From the following figures we see that in the
past the city's share has varied from less than 25 to nearly 50 per cent,
of the total cost :
198 GRADE CROSSING ELIMINATION.
Try Way crossing:
Total estimated cost $350,000.00
Cost to city • • . 130,666.67
Cost to street railway company (fixed sum) 70,000.00
Cost to railroad company 149,333-33
Liberty Avenue and Thirty-third Street crossing :
Total estimated cost $645,978.00
Cost to city (fixed sum) 152,342.50
Cost to street railway company (fixed sum) 100,000.00
Cost to railroad company 393,635.50
Homewood crossing:
Total estimated cost $490,000.00
Estimated cost to city 230,000.00
Estimated cost to railroad company 260,000.00
The agreements have all provided that the damages shall be a part of
the contract between the interested parties, and that disposition of all
claims for damages shall rest in the hands of the city.
PORTLAND, ORE.
Nothing has actually been accomplished here as yet, but the grade
crossing question is now receiving serious attention. No plan has been
adopted so far. The railroads seem willing to co-operate with the city.
The number of grade crossings in 1907 was 124.
PROVIDENCE, R. I.
Special Acts of the General Assembly authorize grade crossing
work. Chapter 7^7 of the Public Laws, January, 1911, for example,
empowers the city, represented by the Mayor, Commissioner of Public
Works and the chairman of the joint special council committee, and the
New York, New Haven & Hartford Railroad, to enter into an agreement
to abolish certain specified grade crossings.
The report is, that only one grade crossing remains in the city, about
a dozen having been done away with in the last twenty years. There
were never many grade crossings in Providence.
Cost apportionment has been by agreement. The city has usually
paid one-third of the total, although in the case of some work now in
progress under special conditions the city will pay only one-fourth.
Consequential damages are apportioned also by agreement, the report
being simply that both the interested parties pay their share. Presumably
they are divided in the same proportion as is the cost of construction.
ROCHESTER, N. Y.
In this city the State Public Service Commission has authority with
respect to grade crossing elimination under provisions of the State law.
There are forty-two grade crossings in the city to-day, thirty having
been done away with since the inception of the work in 1880. A rough
estimate places the total cost to the city at not over $300,000.
Cost apportionment is now regulated by State law, the city's share
being 25 per cent., the State 25, and the railroads 50. Consequential
damages are included in the cost estimate. The earlier projects were
carried out on different terms. The work authorized by special Act of
1880 was paid for almost entirely by the railroads. Other contracts made
years ago have provided that the railroads pay most of the cost.
Under the present system, the city and the railroad unite in a petition
for the elimination work desired. The difficulty is that the Legislature
often fails to appropriate enough money for the State's share of the
expense, and work is often delayed for this reason.
GRADE CROSSING ELIMINATION. (99
ST. LOUIS, MO.
Grade crossing elimination in St. Louis is accomplished by city ordi-
nance, by virtue of the provisions of the general welfare clause of the
city charter, and of that portion of Section 26, Article III, of the charter
which gives the municipality control over its streets. This was the ruling
of the Supreme Court of Missouri in the case of the American Tobacco
Co. ct al. vs. the Missouri Pacific Railway and the City of St. Louis,
decided on December 21, 1912. Whether the recently created State Util-
ities Commission has any powers regarding grade crossing elimination
remains to be seen.
The Board of Public Improvements has charge of grade elimination
work.
On June 3, 1913, the city contained 249 grade crossings involving
public streets open to traffic. Many of the crossings are unimportant.
Where a highway crosses three or four lines of railway in close succes-
sion, each crossing is counted separately — and there are a number of
cases of this sort. The city's topography in several respects lends itself
to crossing elimination.
The lines running west from the city follow a shallow valley, largely
devoted to manufacturing interests. This valley has been bridged by the
more important streets, while the rest cross the railroads at grade. As
for the eastern lines, a tunnel connects the Eads Bridge over the Mis-
sissippi River with the Union Station, while the line to the Merchants'
Bridge is largely elevated.
There are comparatively few crossings in the residential parts of the
city. In recent years little has been done in the way of elimination,
although plans have been discussed for a long time.
In 1909 an ordinance was enacted providing for the elimination of
one of the most dangerous crossings, the entire cost, including conse-
quential damages, to be assumed by the railroads involved. The Supreme
Court decision, mentioned above, was in connection with this Ordi
nance, and while the city's right to enact such legislation was upheld,
this particular ordinance was declared unreasonable.
Comprehensive grade crossing work was proposed by one of the
railroads recently on its own initiative, but nothing was done at the time
on account of disagreement as to apportionment of cost, the city refusing
to assume consequential damages. Unwillingness to establish a precedent
whereby the municipality paid such damages has caused much delay in
the solution of the crossing problem.
In the last few months the city has progressed considerably toward
the elimination of a number of dangerous crossings, several ordinances
having been passed which were acceptable to the railroads involved. Tn
these ordinances the city has established a fairly definite policy regarding
cost apportionment, as follows: The cost of construction is borne by
the railroads, the city assuming the consequential damages. Tt is be-
lieved that this assumption of definite policy by the city will result in
extensive elimination work.
Each grade crossing ordinance now contains a provision for ac-
ceptance within a certain time by the railroads. Tf no acceptance is filed.
the ordinance becomes void.
The grade crossing question is one of the live Ideal issues at the
present time.
ST. PAUL, MINN.
The grade crossing question is dealt with by city ordinance, and the
work is under the authority of the City Council and the Department of
Public Works. The city has thirty-three grade crossings, none having
been abolished. One piece of elimination work is under consideration,
200 GRADE CROSSING ELIMINATION.
and this is being opposed by the railroads. No definite plan of apportion-
ment of cost has been worked out, and there is no State law governing
the matter.
SCRANTON, PA.
Grade crossing elimination is in the hands of the city, the Depart-
ment of Public Works supervising the construction work. In 1907 Scran-
ton had about thirty-six grade crossings. Only two highways of im-
portance are now crossed at grade by railroads, the remaining cases
•nvolving little-traveled streets. In the last ten years three crossings
wave been done away with, the city paying about 60 per cent, of the cost,
which included all consequential damages. In one case, however, the
entire cost was borne by the railroad. No law regulates cost apportion-
ment.
SEATTLE, WASH.
The city claims, under its general police powers, the authority to
order grade separation, but this seems to be more or less in doubt. An
Act of the Legislature has just been passed vesting the power in the
State Public Service Commission in the case of territory outside the
limits of cities of the first class, while an Act giving cities the specific
right to order grade separation failed of passage.
At present there are eighty-eight grade crossings in the city, twenty-
one having been done away with. In some cases railroads entering the
city or changing their alignment have been obligated by franchise to
assume the total cost of grade separation, or a large part thereof. Owing
to the city's topography, grade crossings are easily eliminated, and the
railroads have been always ready to do their part.
As to the assumption of consequential damages, no precedent has been
established in Seattle. In a franchise granted in 1912 to the Great North-
ern Railway, it is provided that the railroad company shall protect the
city "from all claims, actions or damages of every kind and description
which may accrue to, or be suffered by, any person or persons by reason
of any defective construction or maintenance or improper occupation of
said rights-of-way, or by reason of the negligent operation by said
grantee, its successors or assigns, of its or their railway trains over the
rights-of-way hereinbefore described."
SPOKANE, WASH.
Tn the case of this city, doubt exists as to whether authority to order
grade separation rests in the city or in the State Public Service Com-
mission. In two specific instances the courts have held that the city did
not have the authority, and the case has been carried to the Supreme
Court.
In 1907 the city had 197 grade crossings, and very few have been
done away with. Recent franchises granted contain provisions for the
abolition of grade crossings. The question in Spokane seems to depend
upon a final decision as to who is authorized to order the work to be done.
SYRACUSE, N. Y.
The situation here is remarkable in that the main line of the New
York Central Railroad runs in the middle of the principal business street.
A solution of the grade crossing problem is being sought by a commis-
sion authorized by special State law in 191 1. This commission has au-
thority to enter into contracts with the railroad companies tor the pur-
pose of carrying out the work of crossing elimination. The United
States Census Report, "Statistics of Cities." 1907. shows the number of
grade crossings as eighty-five, of which none have as yet been abolished.
The report is that the railroads are prepared to co-operate with the
GRADE CROSSING ELIMINATION. 201
city in the work. The cost apportionment is regulated by State law, as
follows : City, 25 per cent. ; State, 25 per cent. ; railroads, 50 per cent.
WASHINGTON, D. C.
The capital city of the United States has abolished every grade
crossing within its limits.
The work was done by authority of Acts of Congress, under the
supervision of the Engineer Department and has been carried out since
1901.
The agreement with the Baltimore & Potomac Railroad provided as
follows with reference to division of cost': The railroad paid for all
work within the limits of its right-of-way, including paving. All other
costs, including consequential damages, were paid, 50 per cent, by the
United States and 50 per cent, by the District of Columbia, the latter
portion being levied and assessed on taxable property (except that be-
longing to the United States and the District) within the city. In other
cases the consequential damages have been divided in the same way.
(U. S. Statutes-at-Large, Vol. 31, p. 766, 774; Vol. 32, p. 909; Vol. 33,
p. 250.)
WORCESTER, MASS.
Under the State law grade crossing elimination is ordered by a special
commission appointed by the Superior Court on petition by the city. The
commission may consist of the state railroad commissioners if the parties
so agree. This commission decides upon the necessity for the proposed
elimination work, and, within certain limitations, apportions the cost.
The actual work is supervised by the City Engineer.
The city proper contains about ten grade crossings, fifteen having
been abolished since 1888. Nine of these were done away with in the last
four years. The elimination of crossings on the railroads entering the
city from the north is now to be begun, the work on the southern lines
having been nearly completed.
The apportionment of the cost is regulated, though not absolutely
fixed, by State law. The railroads must pay 65 per cent. An amount
not to exceed 15 per cent, may be assessed upon any street railway con-
cerned, and the remainder of the cost is apportioned by the commission
between the State and the city, provided that the city shall not pay more
than 10 per cent, of the total. Consequential damages are figured in
with the total cost.
SUMMARY AND CONCLUSIONS.
The study of the conditions in these thirty-nine cities brings us to
the following general conclusions :
(1) The tendency seems to be to keep at least a part of the au-
thority in the matter of grade crossing elimination in the hands of the
State. Recent legislation, like that in New Jersey, tends to vest the
State Public Service or Public Utilities Commission with the necessary
powers. This is also the case in New York. Connecticut, Massachusetts,
Wisconsin and California. "Home rule" in grade crossing elimination
does not appear to be as fashionable as might Ik- expected. In a great
many cases the State has passed enabling arts, that municipalities may
pass ordinances providing for crossing separation; hut here, in many
instances, as in Ohio, the apportionment of cost is fixed by the State
law. Other cities, like Providence, are powerless lii art without special
State legislation for each specific improvement The most liberal State
legislation may he found in the case of the special acts applying to Buf-
falo, whereby tin- city may ester into any sort of contract it pleases.
These special acts cover only certain specified, though comprehensive, im-
202 GRADE CROSSING ELIMINATION.
provements, and therefore further legislation must be sought from time
to time.
Chicago appears to be able to do as it likes in the matter of grade
crossing work. Special ordinances are passed for all improvements.
Philadelphia and Pittsburgh are unhampered by any State limitations.
A great deal has been accomplished in these cities, but the general ten-
dency throughout the country seems to be toward uniform State legis-
lation.
(2) As would be expected, no matter where the legislative authority
is vested, the actual work of elimination of grade crossings is in nearly
every instance in charge of the engineering department of the city affected.
(3) It has been a difficult matter to ascertain the number of grade
crossings existing in the various cities at the present time. In a great
many cases the engineering department of the city itself is unable to tell.
The number varies from o to 1,500. Medium-sized eastern cities seem
to be most free from grade crossings, owing largely to the fact that many
of these cities happen to be adapted topographically to grade separation,
and that they are served by a very few railroad systems, and these of a
high class and of heavy traffic. Railroads of this class usually find it
necessary to abolish grade crossings' for their own interest. Cities of
this sort are exemplified by Worcester, Providence, Bridgeport, Fall
River, Washington and Newark.
(4) The reports show that grade crossing elimination is a com-
paratively new idea. In most cases the work has all been done within
the last twenty-five years, and very often in the last ten. Of the cities
sending in reports, Rochester boasts of being the pioneer in this direction,
the first project there dating back to 1880.
(5) As to work actually done or in progress at the present time,
Chicago easily leads all cities reporting on the matter. At the end of
191 1, 780 crossings had been eliminated or provided for. Philadelphia
has abolished 120, and Buffalo runs third with ninety-four. Detroit has
done away with thirty-three, and many other cities twenty-five or thirty.
Cost figures are not always available. In Buffalo the cost to the city
has so far been nearly $4,000,000.
(6) As a rule, the city makes no comprehensive plan for the elim-
ination of all of its grade crossings. The crossings are usually taken
up by groups, as local conditions and obstacles permit. An exception is
Detroit, from which place the report comes that plans are prepared for
the entire city. The work in some other municipalities has been pretty
systematic. In Grand Rapids, plans for the elimination of all crossings
were submitted in a special report, but nothing has been done in the matter.
(7) In most cases -the railroads have co-operated with the city to
at least some extent in grade crossing work. There have been, however,
a number of instances where they have opposed it strenuously.
(8) The apportionment of the cost is, of course, the great question
in grade crossing elimination work. In some of our most progressive
cities this is fixed by law — usually State law. In thirteen of the cities
investigated this is the case. Massachusetts cities must, unless special
State legislation is passed, pay not over 10 per cent, on the total. Con-
necticut cities pay nothing, 25 or 50 per cent., depending upon who brings
the petition, and upon priority of the existence of the railroad or the
highway. New York cities, except Buffalo, must pay 25 per cent. ; Ohio
cities, 35 per cent. The drastic New Jersey law puts practically no ex-
pense on the city. In New York, Massachusetts and sometimes Con-
necticut, the State meets a portion of the expense; in the two first-named
states, 25 per cent.
Where the city makes a contract with the railroad, the former has
paid anything from zero up to over 50 per cent. Tn most of the cases
GRADE CROSSING ELIMINATION. 203
where the city has paid nothing on the actual work it has assumed all
consequential damages. Generally speaking, the cities have paid less
than half of the total cost, often very much less.
(9) The question of consequential damages has often, as in St.
Louis, caused much dispute. It is in the courts to-day in Baltimore.
Very definite conclusions may be drawn from our study. Where the
cost of construction has been borne totally, or nearly so, by the railroad,
the consequential damages are assumed almost always by the municipality.
Where the railroad pays only a certain percentage of the cost, which
usually sums from 50 to 65 per cent., the consequential damages are
figured as part of the total cost. In the contracts made by the grade
crossing commissioners of Buffalo, the railroads now pay 55 per cent,
of the consequential damages, but they do not pay the entire cost of
construction. Of the two plans mentioned, the city probably loses less
by assuming the consequential damages, provided that the railroads pay
all construction costs. This might not hold true if the damages were
very large.
Appendix B.
NOTES ON LAWS AND PRACTICE RELATING TO THE ELIM-
INATION OF GRADE CROSSINGS IN NEW ENGLAND,
WITH SPECIAL REFERENCE TO THE TRAFFIC
AT CROSSINGS WHERE ELIMINATION
HAS BEEN ACCOMPLISHED.
Prepared by C. B. Breed, of Boston, Mass., April 25, 1914.
MASSACHUSETTS GRADE CROSSING ELIMINATION LAW.
In 1890 a grade crossing elimination law was passed which provides
that upon petition to the Superior Court by the railroad company, the
municipality or the Commonwealth, said court shall appoint three dis-
interested persons who shall not be residents of the county in which the
grade crossing is located who shall sit as a part of the Superior Court
and hear the parties in interest. This commission reports to the Superior
Court and the Superior Court makes their report a decree.
The commission first decides the question as to whether public
security and convenience demand that the crossing shall be eliminated,
after which they decide just how the work shall be accomplished and
include in their report plans designating the method. Their report also
states in detail what changes in lines and grades shall be made in the
railway and in the highways, apportions the cost of the entire project,
and states also who shall have charge of the work.
The statute provides that in apportioning the costs the railway shall
pay 65 per cent, of all costs of construction, including property damages,
costs of hearings and the auditor's expenses. (The auditor is appointed
by the Superior Court after the commission has been discharged.) It
also provides that not more than 10 per cent, shall be paid by the mu-
nicipality, and the remaining amount shall be paid by the Commonwealth.
A few years later a statute was passed including the street railway
as a party in these cases where street railways exist at the crossings,
and the law was then changed to read that the special commission which
heard the case should charge to the street railway not more than 15 per
cent, of that portion of the cost of construction and property damages
which could fairly be attributed to the crossing occupied by the street
railway, and that whatever was charged against the street railway should
be deducted from the Commonwealth's portion.
The operation of this act has been such that in almost every instance
the railroad has been charged 65 per cent., the municipality 10 per cent.,
and the Commonwealth 25 per cent, except in the instances where street
railways are present. In the latter cases the street railways have in
many cases been charged 15 per cent, of the cost, leaving the Common-
wealth with only a 10 per cent, charge for those crossings where street
railways exist. In some cases, however, the street railways have only
been charged 12 per cent.
Where several crossings occur in a municipality, some of which
are occupied by a street railway, the commission has usually determined
that a certain percentage of the total cost of construction is in their
judgment fairly attributable to those crossings occupied by the street
railway and has then charged the street railway 15 per cent, of that
portion of the cost. For example, in the city of Lynn, where the grade
crossings have just been eliminated, the commission determined that 50
204
GRADE CROSSING ELIMINATION. 205
per cent, of the total cost of construction and damages should be attrib-
uted to the crossings occupied by the street railway, and as they taxed
the street railway 15 per cent., the street railway's portion of the total
cost of the entire project was 50 per cent, of 15 per cent., or 7^ per
cent. The Commonwealth therefore paid \yy2 per cent, of the total cost
at Lynn, leaving the remaining 75 per cent, for the railway and for the
city to pay.
There is a clause in the Massachusetts statute which also permits
the petitioners in a grade crossing case to have their hearings held before
the Public Service Commission instead of before a special commission,
and this has sometimes been done, though rarely, in Massachusetts.
In some instances the apportionment of cost is slightly different
from the law given above. This is due to a special agreement which
was made between the parties interested. Grade crossings can be elim-
inated in Massachusetts, as in most states, by agreement as well as by
means of the grade crossing act.
PROCEDURE BEFORE MASSACHUSETTS GRADE CROSSING COMMISSIONERS.
Since the first question for the commissioners to determine is whether
public security and convenience demand that a grade crossing, or cross-
ings, shall be eliminated, it is customary for the petitioner, especially if
the city happens to be the petitioner, to present data on the traffic using
the crossings and the dangers at the crossings. In connection with this
part of the case, the following features are frequently presented in evi-
dence, namely : the alinement and grade of the railway, the alinement
and grade of the highway, the speed of trains over the crossing, the
number of trains, the elapsed time when gates are down and the crossing
closed, the number of people and vehicles using the crossing and the
number delayed when the gates are down, the view of approaching trains
from the highway, whether electric cars use the highway and whether
the car line is an interurban line at an outlying crossing where electric
cars operate at high speed or are street cars in a congested city street
where crossings are well protected and where the speed of the electric
cars is low, whether a schoolhouse is located near the crossing which
requires that many school children shall use the crossing, whether the
fire department is so located that it is necessary to use this crossing in
going to and from the districts usually served by this fire department
station, the number and character of accidents which have occurred at
the crossing.
It has been my observation that the accidents occurring at crossings
have not been considered by the commissioners as bearing as seriously
upon the question of public security and convenience as the subject of
the amount of traffic which is delayed at the crossings, which, of cotlfse,
depends not only on the volume, but also very materially upon the num-
ber of minutes per hour the crossing is closed due to passing trains,
which in turn is dependent upon the number, character and length of
trains.
When a petition is brought by a municipality it is frequently the
result of some serious accident which has recently occurred and the
desire of some city official to use the public sentiment aroused for his
political ends. He, therefore, presents a petition to the Municipal Coun-
cil, requesting the Municipal Council to petition the Superior Court for
a commission to lie appointed, and in this manner probably half of the
petitions which originate from cities have their origin.
In Massachusetts, however, many petitions have originated with some
railway. In most of these cases, however, they have been instances
where the railroad desired to construct additional tracks, and since
there is a statute which requires that no additional tracks shall be con-
206 GRADE CROSSING ELIMINATION.
structed at grade crossings at public highways without the permission of
the Public Service Commission, and since the Public Service Commission
is very loath at giving such permission, this desire of expansion on the
part of the railway is the cause for bringing the petition for the elimina-
tion of crossings. I have not known of any of these cases which have
originated by the railway which have been opposed by the municipalities,
and in the case where the railway happens to be the petitioner the ques-
tion of public security and convenience and the traffic data which has
to do with this question have frequently not been collected because the
most interested parties (the railway and municipality) agree that there
is a necessity for eliminating these crossings, and the Commonwealth,
as a rule, is passive on this matter.
As a general conclusion, then, I will state that the question of
necessity for eliminating grade crossings is only fought out in those
cases where the municipality happens to be the petitioner and where
the railway is not desirous of eliminating the crossings at that particular
time.
While the grade crossing act requires that a special commission
shall determine the question of public security and convenience first,
it is the custom of these commissions to reserve their decision upon
this matter until they have heard the entire case. This is due to the
fact that they claim it is impossible to decide this question of public
security and convenience wholly on the evidence of traffic delays, dangers,
etc. They take the position that the cost of the project is an important
element in the question of public security and convenience, so that it is
necessary for them to go into this part of the question before coming
to a conclusion with reference to the first part. In most of the cases
with which I have been connected the commissioners have determined
this question in the affirmative, but in some cases where the railway
company has strongly opposed the elimination the commissioners have
determined in the negative. While they have not stated that public
security and convenience do not demand the elimination of certain cross-
ings, they have stated that public security and convenience do demand
the elimination of part of the crossings, and that the remainder should
be eliminated, but not at the present time. In other words, they have
taken the position that while all of the crossings ought eventually to be
eliminated, the time is not ripe for the elimination of all of them, and
it is not a proper expenditure of the Commonwealth's money or of the
railway's money to eliminate at the present time certain more or less
unimportant crossings when so many very dangerous grade crossings
still exist.
SPECIAL CASES OF GRADE CROSSING ELIMINATION WHERE COMMISSIONERS HAVE
DISAPPROVED IMMEDIATE EXPENDITURE FOR ELIMINATION.
Lynn, Mass. — In the city of Lynn, which has a population of about
100,000 and an assessed valuation of property of about $80,000,000, a
petition was presented in 1901 by the city for the elimination of all the
grade crossings on the two-track main line of the Boston & Maine Rail-
road and on the two-track Saugus Branch of the Boston & Maine Rail-
road. On the main line there existed eight grade crossings and on the
Saugus Branch six grade crossings. On the question of public security
and convenience the city presented traffic counts, copies of which will
be found in Tables 23 to 32, inclusive. In all of the streets referred to
were on the main line except Western Avenue, which was on the Satlgxis
Branch. The cost of eliminating the main line grade crossings was about
$1,500,000; the cost of eliminating the Saugus Branch crossings was esti-
mated at about $400,000; both were to be track elevation projects. The
commission decided that the Saugus Branch crossings were not of enough
GRADE CROSSING ELIMINATION. 207
importance to eliminate at the present time, but that the main line cross-
ings should be eliminated, and this main line work is just being completed.
It will be noticed that the traffic count on Western Avenue, which
is on the Saugus Branch, was much higher than the traffic count for
Commercial Street, Pleasant Street or Washington Street on the main
line, and in some respects higher than Market Street. It will also be
noticed that the number of trains on the Saugus Branch, however, was
very much less than on the main line. Western Avenue was not the
only important crossing on the Saugus Branch ; there was another cross-
ing where the traffic was certainly two-thirds as great as on the Western
Avenue crossing, traffic counts of which I am unable to find.
The cost per crossing on the main line has been at the rate of a
little less than $200,000; the cost per crossing on the Saugus Branch was
estimated to be in the neighborhood of $75,000. The alinement of the
main line was straight, the alinement of the Saugus Branch was very
crooked; the speed of trains on the main line was high, whereas on the
Saugus Branch they did not exceed about 40 miles per hour. The delays
on the main line, it will be noticed, van' from about 2 hours to 7 hours
out of 17 hours, whereas on the Saugus Branch the delays were less
than an hour out of 17 hours.
At Central Square, on the main line, there was a very great amount
of traffic, and the traffic at this square was the real reason for eliminat-
ing the crossing at this time. So much improved property existed in
the vicinity of the square (land is worth about $15 per square foot in
this location) that it was impossible to abolish this crossing except by
track elevation or track depression. The track depression required
lowering the grade of the railway to practically mean sea level and
cutting through all of the trunk sewers of the city, so track elevation
was finally agreed upon. Since the tracks were to be elevated by passing
over Central Square, the other crossings, even though their traffic was
not nearly as great as Central Square traffic, had to be eliminated as
part of the project. I might add that before construction was actually
started we had counts as high as 45,000 people per day crossing the
tracks at Central Square.
In connection with this Lynn project the railroad proposed to close
a street at the railway location line, which street passed above the rail-
road and which would be met by the elevated railway tracks so that it
would form a grade crossing. The city proposed depressing this street
and passing it underneath the elevated railway, and to show how much
traffic this street had counts were taken which are shown in Table 53.
Even with these data before the commission, they determined not to pass
this street under the railway at a cost of about $150,000, but to build
merely a foot-subway on the line of one of the sidewalks of this street
The city, however, by legislative act had this part of the commissioners'
report set aside and in substitution a highway for the full width wa<
passed under the railway at Silsbee Street.
The Pleasant Street traffic count is interesting in that the gates were
down so many hours during the day. This is due to the fact that not
only did the main line tracks cross Pleasant Street, but also the lead
tracks to a bulk delivery yard, where a great deal of business was done.
There was one isolated crossing on the main line at Lynn at Chatham
Street. Table 34 gives the traffic count at that street. The num-
ber of persons using the crossing was only 2,909, but the number of
trains was 135 and the amount the gates were down was nearly 3 hours
out of 17. The cost for eliminating this crossing was, I think, about
$120,000. Here is an instance of a crossing where I believe if the railway
had opposed its elimination a long delay would have been granted by
the commissioners. The large number of trains and speed of the trains
208 GRADE CROSSING ELIMINATION.
at this crossing were doubtless the most influential part of the traffic
evidence.
Taunton, Mass. — At Taunton the city petitioned for the elimination
of 27 grade crossings. The traffic count on the main line is shown in
Table 35 and the traffic count on the branch crossings is shown in Table
36. The commission in this case decided to eliminate all of the 19 grade
crossings on the main line and on the Fall River Branch, which is part of
the main line system.
It will be noted that at Crane Avenue, Fremont Street, West Britan-
nia Street, Danforth Street and Hart Street the number of persons using
the crossings was low, but that the number of trains at Danforth Street
was very high.
The city, after being notified by the commission that they probably
would not report favorably on the elimination of the branch grade
crossings, was ready to ask for the elimination of certain of the branch
crossings, namely, Warren Street, Whittenton Street and Middleboro
Avenue and Old Colony Avenue, and to give up their fight for the
elimination of Fremont Street, West Britannia Street and Hart Street
crossings on the main line, but the railway objected to this arrangement,
and as the railway wanted to four-track this two-track system, the rail-
way was much more interested in having these main line and Fall River
Branch crossings eliminated than in having the other branch crossings
eliminated, with the result that the commission finally reported that all
of the crossings shown in Table 35 should be eliminated and that none of
the crossings shown in Table 36 should be eliminated at the present time.
The petition was dismissed with reference to these branch crossings in
Table 36 without prejudice to any of the parties.
The cost for eliminating the two crossings on the Attleboro Branch
was estimated at $45,000. The cost for eliminating the two crossings
on the Whittenton Branch was estimated at $120,000. The cost for
eliminating the two crossings on the Dean Street Branch was estimated
at $70,000. The cost for eliminating the three crossings on the Middle-
boro Branch was estimated at $190,000. The cost for eliminating the
entire 19 crossings on the main line was $2,000,000, or $105,000 per cross-
ing. In the case of the Dean Street Branch only four or five trains
per day used the crossing.
Boston, Mass. — In eliminating the grade crossings from Back Bay,
Boston, to Forest Hills when the railroad was a three-track system and
was extended to a four-track system, there were 11 main crossings be-
tween Back Bay and Forest Hills used by 85,000 people and 12,500 teams
per day of 24 hours; there were 200 daily trains and the crossings were
closed a total of 41 hours 47 minutes, which was practically equivalent
to closing two crossings (provided the other nine were left open) the
whole time. This work was accomplished in 1895-6 at a cost of $4,700,-
000. Here is an instance where grade crossings were permitted to exist
up to 1895 during a time when there was very heavy traffic over many of
the crossings.
Sumcri'iUc. Mass. — In about 1909 Somerville Avenue in Somerville.
a single crossing, was eliminated at a cost of about $250,000. It was
75 ft. wide, had a very heavy team traffic, electric car traffic and pedestrian
traffic ; it crossed the Fitchburg Railroad, where there were 140 regular
trains and twenty to thirty special trains, and also the Grand Junction
Branch of the Boston & Albany Railroad, which was contiguous to the
Ritchburg Railroad tracks, where there were twenty trains per day.
Maiden, Mass. — In 1907 at Pleasant Street, Maiden, a grade crossing
was eliminated where the traffic count was 520 electric cars, 847 other
vehicles and 96 trains (The number of pedestrians is not given.) This
was the traffic from 6:00 a. m. to 6:00 p. m. on a normal day. This is
GRADE CROSSING ELIMINATION. 209
stated to have cost $24,600. This amount of money is not the total cost;
it is merely a record of the cost of that crossing up to the date of the
report. The total cost was $129,347.
Cambridge, Mass. — The city of Cambridge has for several years
been considering the elimination of grade crossings, particularly on the
Grand Junction Branch of the Boston & Albany Railroad. This Grand
Junction Branch is a single track line from the Boston & Albany Rail-
road main line along the shore of the Charles River, crossing several
Cambridge streets at grade and finally connecting with the Boston &
Maine Railroad at East Somerville, from which point it extends around
to East Boston to the ocean terminal of the Boston & Albany Railroad.
Referring to Tables 37 and 38, the heavy traffic on Massachusetts
Avenue and on Cambridge Street is evident. No petition has ever been
brought for eliminating these crossings. The number of trains is, I
think, about 15 or 20; they are all freight trains. The number of trains
is given as 14 on one day and 19 on another day. These grade crossings
are in existence to-day.
210
GRADE CROSSING ELIMINATION.
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218
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220
GRADE CROSSING ELIMINATION.
Silsbee
Street Br
Ldge - Saturday, November 9
1907
Traffic Count
Table 33
Through Traffic
To and From
R.K. Stations
Total Bridge Traffic
Persons
North
Station
South
Station
Persons
Hour 8
o
rH
>
H
n o
.c
<u
>
CO
a
1-4
a o
o
•rl
CO
1
In
-P
(0
o
T3
ID
Ph
H
+^
o
EH
c>
H
o
*
>
m
c
o
o
>H
Q
Ph
w
n
a
-rH
o
m
m
(0
<c
TJ
o
Ph
H
09
•P
o
Eh
O
r:
(a
>
O
>H
Ph
a>
>
0)
>
13
65
115
15
97
170
4
115
182
158
140
13
66
27
109
194
600
869
688
627
978
886
F
0- 7
7- 8
6- 9
12
10
14
345
587
467
372
694
651
1
1
192
77
120
H
9-10
105
105
169
163
14
20
315
353
498
536
3
94
G9
1
80
77
108
106
192
185
477
497
672
6h2
10-11
11-1£
107
83
161
116
30
41
546
1074
737
1231
B
140
-
84
192
107
86
191
163
770
1561
941
1727
12- 1
304
1- 2
84
146
30
655
831
-
157
2
126
86
178
936
1124
2- 3
117
198
29
606
833
-
114
-
127
117
227
847
1074
3- 4
96
178
21
727
926
-
157
2
110
98
201
992
1193
K
4- 5
127
255
31
750
103 G
-
205
-
95
127
286
1050
1330
5- 6
80
145
12
9 34
1151
1
215
£
221
CZ
1 63
1423
1587
6- 7
55
109
12
1041
1162
—
268
1
242
56
123
1549
1672
7- 8
33
56
4
1355
1415
-
172
-
165
33
60
1692
1752
8- 9
29
59
5
800
864
-
152
-
96
£9
64
1048
1112
9-10
10-11
21
19
33
27
2
3
680
715
-
90
74*
-
127
21
19
35
30
897
8 CO
932
890
Totals
1254
2097
290
12029
14416
11
2666
10
2113
1275
2428
10756
191S5
Chatham Street
Crossing
- November 26,
1907
Table
34
Traffic
3ouat
Higlraay
Traf
fie
Kailray
Traffic
Passing
Delayed
a e
•rH O
EH O
1 CO
<a q
a) a
T)-H
<D ^
PL; +»
a co
ci ©
• H
CO o
o >,
-P O
3 th
■p
O CO
0) u
u a
4-> o
CO
■a
« CO
ci o
• rH
03 O
O t>>
■p
0) CO
0> Jh
+» o
CO
CO
c
CD
Eh
CO
h
■
H
ours
'
H
■J
D
CO
:
CO
1
EH
CO 0
<o a
n3 -h
PH -P
a
SH
E
a)
J;
h
m
s
E
w
T?
W
E
W
6- 7
7- 8
8- 9
9-10
10-11
11-18
136
110
445
40
45
150
152
165
55
170
170
147
155
105
65
45
25
3
26
40
43
48
48
28
33
25
19
33
12
11
10
6
10
2
1
1
1
2
1
6
6
1
1
10
1
2
2
15
1
2
3
2
1
1
IE
10
If;
9
7
15
34
28
40
40
1
1
:
4
2
4
3
4
3
4
2
6
3
4
7
7
5
5
3
5
5
8
3
3
6
4
2
2
4
6
E
4
4
8
3
r
34
15
18
25
16
14
43
39
£1
14
14
44
33
51
62
46
15
48
28
38
11
13
60
17
24
13
20
39
12
20
20
28
36
5
2
26
3
5
25
23
13
. 2
2
2
2
2
2
2
2
2
2
2
2
2
y
11
5
9
6
11
8
10
9
18
7
R
b
55
30
12- 1
1- 2
2- 3
3- 4
4- 5
5- 6
6- 7
7- 8
8- 9
9-10
10-11
3
25
24
37
35
10
2
3
5
5
1
30
55
15
15
15
55
20
50
30
_
:
Totals
21B0
395
35
35
271
17
2
E
M
52
_*J
0
68
67
504
432
GRADE CROSSING KLTMTNATK >\
221
Table 36
Traffi
c Count at Taunt
on. Mobs.,
during May, 1910
Name
of Street
Persons
Gt
tea Down
Date
1
i-i
a
3
•A
o
CO
if
u
a
a +>
9
h
c
CO
N
■P
CD
O
CO
n G
3
o
a 5
O P>
H
Si
3
-p
• E
S3 H
3 1
O iH
CO
h
m
B
Crone Av
May 18
19
24
23
-
_
_
13
15
-
1
2
30
25
44
42
38
35
!
27
26
40
6
Fremont
May 18
19
16
11
-
-
-
18
5
.
2
19
17
39
22
84
79
*
1
4
57
7
7
IT. Britannia
May 16
17
87
87
4
3
-
359
8
58
122
121
547
607
77
84
62
62
1
1
54
21
0
0
-
425
6
55
Dnnforth
May 13
14
74
70
2
2
-
"
225
248
4
4
43
27
95
110
367
389
483
483
95
87
9
B
56
4
35
37
59
0
23
4
35
10
30
0
Tremont
Gninite
Oak
May 13
14
326
291
35
60
10
7
46
25
113
130
-
688
754
313
200
3649
2790
70
120
20
14
92
50
130
178
436
383
1324
1435
457
351
141
150
126
125
B
2
May 13
14
Uay 13
14
103
98
445
470
15
38
109
99
148
156
94
104
5
4
22
48
39
52
1260
1701
226
226
576
614
5803
5381
175
207
123
166
2
2
Wales
Porter
May 13
14
May 13
14
Ma; 13
14
6
3
227
216
151
161
2
1
28
16
12
18
1
-
2346
2426
4
5
95
85
7
6
2452
2521
188
184
5
4
12
12
21
35
57
0
0
6
5
-
885
748
56
32
77
101
251
265
1269
1146
133
112
129
114
1
1
49
Coh&nnet
670
437
20
66
187
208
943
756
95
85
88
77
1
57
5
45
37
74
1
32
ninthrop
Kay 13
14
417
429
167
183
89
102
1309
1919
1105
1270
314
366
219
246
548
623
3495
4424
84
75
86
75
1
1
22
6
37
12
Harrison Av.
May 13
14
401
373
48
57
i :
607
632
96
114
182
141
500
491
1385
1378
82
77
83
74
l
i
22
10
20
30
Somerset AT.
Weir (Upper)
May 16
17
May 16
17
378
362
204
170
69
66
19
11
:
3407
3290
1040
1152
1323
1332
160
175
38
22
115
109
511
521
1826
1957
76
70
73
66
72
70
66
69
30
30
166
153
58
53
217
200
5043
4897
72
69
53
50
0
31
Ingell
May 16
17
244
249
38
34
.
-
793
789
76
68
93
111
285
322
1247
1290
62
46
63
53
l
l
37
19
28
16
Kert
ffelr (Lower)
May 17
18
May 16
122
97
260
7
2
13
171
2840
249
281
1096
1086
663
595
14
4
26
42
36
155
113
460
434
43
37
41
36
40
32
41
34
58
32
26
23
14
0
3
9
0
0
29
275
4265
4193
First
17
May 16
17
269
387
383
8
18
24
163
2790
16
36
48
78
61
l
1
422
433
1137
Second
Kay 16
17
128
160
11
9
-
'-
1051
1000
22
18
46
36
156
187
,1273
1240
39
33
39
N
31
30
31
65
Total for Tw
> Dayo
7892
1046
10OT
18516
33266
2166
3172
9919
67028
4142
Average per
Day
3946
622
643
9258
16633
1077
1686
4969
33614
2071
(*) :io Gnteo.
222
GRADE CROSSING ELIMINATION'.
Traffic
Count a1
Taunton. I.tass., during May, 1910
i
u
B
a
Name
of Street
Date
E
Persons
B
■3
a
+>
H
a
o
a +>
+»
CO
+3
m
f
a o
M g
+>
3
•A
r-1
C o
o >,
n
a -h
u. a
S i-
«• 1
o H
E4
h
m
S
o
N
<H
4»
ft]
Crane At.
Harvey
May 16
19
May 18
19
ie
9
23
22
1
1
;
-
7
35
21
20
2
2
-
16
9
34
29
23
46
55
51
16 1 *
16 *
17 *■
17 J *
Total for Two Days
69
2
-
-
83
4
-
88
175
66 |
Average per Day
34
1
-
-
41
2
-
44
87
33
a
«
4*
Warren
Whittenton
May 16
17
May 16
17
65
67
162
196
5
10
11
6
32
28
35
43
219
204
280
267
271
312
4145
4090
10
20
22
12
25
36
105
127
103
80
208
237
628
652
4760
4733
21
17
21
17
21
20
19
16
1
30
25
33
50
15
50
0
0
Total for Two Days
490
32
138
970
8818
64
293
628
10773
76
76
Average per Day
245
' 16
69
485
4409
32
146
314
5386
38
38
•
It
9
Dean
Winter
May 18
19
May 18
19
244
275
18
27
31
51
1
33
35
621
624
155
253
74
76
62
102
2
27
57
3
286
398
19
36
1151
1434
93
117
5
5
3
3
•
Z
5
0
0
Total for Two Days
564
83
68
1245
558
166
87
739
2795
16
Average per Day
282
41
34
622
279
83
43
369
1397
8
u
■a
County
Middleboro
Ola Colony AT
May 18
19
May 18
19
May 18
19
44
61
108
114
76
97
6
13
18
33
17
24
£8
33
588
776
6
5
125
134
956
1221
12
26
36
66
34
48
2
7
27
1
12
38
50
119
136
72
114
56
63
876
1139
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B B ss
TRUCKING METHODS AND COSTS THROUGH L. C. L.
OUTBOUND FREIGHT HOUSES AND
TRANSFER PLATFORMS.
Ky I-. J I. Lhi:,
Vice-President and Chief Engineer Chicago & Western Indiana Railroad
and The Belt Railway Company of Chicago.
This paper presents information relating to certain elements in the
general operation of handling L.C.L. freight through outbound houses
and transfer platforms with a view to determining whether a substantial
reduction in cost as compared with prevailing practice may not be made
by means of simple changes in methods and relatively inexpensive addi-
tions to equipment.
The improved equipment and the methods adapted to its use, herein
described, are of comparatively recent development. They are still con-
fined to relatively few houses, and for that reason it seems well to make
clear, if possible, why the results already obtained, where the new equip-
ment has been properly used, have been favorable; whether with better
facilities and further adjustments in methods still better results may not
be expected, and why in certain instances after improved equipment has
been furnished it has been discarded as unsatisfactory.
Quite naturally, as it seems to the writer, the houses where the
improved equipment and methods have been introduced are limited in
number, and the process of changing from present practice may be
expected to be somewhat slow for a number of reasons.
The aggregate possible saving, while large, is divided among so
many railroads that it may not be considered a very important matter
for any one company.
In the past there has been a lack of information as to just what
freight house trucking has actually cost. A determination of this cost
is not immediately apparent ; in fact, it is so obscure that the author of
a recent work on "Freight Terminals" that is deservedly well-known
states that the cost of trucking per ton mile in freight houses is unknown.
From the conditions under which managing officers work they are
required to exercise caution in the adoption of devices or alleged im-
provements which appear to lack the endorsement of successful and
extended use. Moreover, they are usually much occupied with important
routine, and with the many special calls upon their time they must
necessarily in most cases rely upon reports of subordinates as to matters
of detail. This is also true as to most subordinate officers. Local agents
and freight house foremen who have spent their lives in perfecting
present practice can hardly be expected, as a rule, to become enthusiastic
over changes that will revolutionize the system with which they are
Written discussions are desired.
225
226 FREIGHT TRUCKING METHODS AND COSTS.
familiar. There are, however, marked exceptions. The writer has thus
been struck with the extent to which those local agents in Chicago whom
he has met have favored the more general use of the four-wheel truck.
The local agent and the general freight house foreman of the Chicago
& Eastern Illinois Railroad Company, who are pioneers in Chicago in
the use of motor trucks and trailers, by their initiative and skill in revis-
ing old methods and adapting them to the new equipment, under some-
what adverse house conditions, have not only produced valuable results
for their company, but have also furnished an object-lesson that has
been fundamentally valuable in the preparation of this paper in demon-
strating many of the propositions advanced. But, like the average man
in other lines, the average agent and house foreman is inclined to be
conservative and to adhere to the well-known and therefore the easy way.
It is perhaps well to say that the equipment and methods discussed
in this paper are not original with the writer, and that he holds no brief
for the using of any special kind of equipment in any particular way.
The facts submitted are capable of being checked by anyone suffi-
ciently interested to spend the required time, although in passing it should
be said that unless the men who make the required investigation are
trained observers, the results may be inaccurate and therefore misleading.
As to the deductions made from the facts observed there may be some
difference of opinion.
The writer feels that the subject should be of interest to many
railroad men, and that it is of some importance to the larger railroad
companies. Therefore, it seems worth while to go into it somewhat
thoroughly.
FREIGHT HOUSE TRUCKING.
The handling of L.C.L. freight through freight and transfer houses,
excluding inbound houses, involves a sequence of operations which may
be divided into —
Average distribution
of house costs at
six outbound houses.
(i) Unloading or checking 32.5 per cent.
(2) Trucking 43.7 "
(3) Stowing 13.1 "
(4) Supervision and miscellaneous 10.7 " "
100.0 " "
Except trucking, all of these involve operations which perhaps may
be controlled more effectively by the agent and freight house foreman
than otherwise.
The clerical work required in checking and accounting for freight,
during the process between the time of its receipt and its final loading
into the outbound car. is complicated. Some differences of detail exist
FREIGHT TRUCKING METHODS AND COSTS. 227
in the practice of the various railroad* companies, but in one freight
house where a well-organized system is employed this clerical process
involves fifteen different operations.
The freight house foreman largely influences the details of the actual
work of unloading and stowing, and he, of course, also influences the
relative efficiency and economy of trucking, using such means and facilities
as may be furnished him.
The reduction of trucking cost is the item in which the great saving
is to be expected, and in order to secure maximum economy the co-opera-
tion of the management with the agent and foreman is required.
The reduction of trucking cost may seem an insignificant matter to
one not closely in touch with freight house work. When it is considered,
however, that allowing for the double handling required under present
practice, about 24,000 tons of L.C.L. freight are handled per day through
freight and transfer houses in Chicago alone, and that taking the country
as a whole, the L.C.L. tonnage going through freight houses and transfer
stations probably approximates 400,000 tons per day, it is apparent that
if the conclusions reached herein are sound the possible saving amounts
to a large sum, sufficient to warrant the co-operation of railroad officers
and employes in the effort to secure it. Moreover, the subject offers
opportunity for valuable work by engineers, because, after all, the trucking
of freight is simply a form of moving material.
Ton-mile cost is generally recognized as the best unit or standard by
which to measure the efficiency of freight transportation on a railroad.
Great improvements in recent years have been made in the reduction
of this cost, and by far the greatest single factor in this is the increase
in train loading. Reduction in grades and heavier motive power have
been important, but so have careful attention and skilful management
also. This has secured better loading for cars, and more of these cars
in a train by careful classification and the development of as much ton-
nage as possible in the direction of empty haul. •
Almost without exception the handling of material of any kind is
subject to a few broad principles, although in a given case their applica-
tion is sometimes difficult to recognize, and ton-mile cost is frequently
a useful standard for measuring efficiency in handling materials trans-
ported by other means than railroad cars. The means and methods
involved in the economical handling of cars that in turn influence ton-
mile cost nearly all have a counterpart in the proper handling of trucks
through a freight house. In either case it is essential to the best results
that a smooth track or running surface be provided ; that adverse grades
be reduced or eliminated; that fouling points and causes of interference
be avoided; that rehandling be reduced to the lowest terms; that full
loading be provided for each carrying unit; and that these be transported
over the shortest and most direct line or path at the highest safe speed,
so far as is practicable in each item. In either case suitable appliances
and equipment well adapted to the use involved are required. Finally,
if by good management and proper classification in the one case a larger
228 FREIGHT TRUCKING METHODS AND COSTS.
loading on each carrying unit or car can be assembled with other units
into larger trains to be hauled the greatest practicable distance before
breaking up, with a favorable effect upon cost, it is fair to assume that
the same general practice may have a like favorable effect in the other.
That the four-wheel truck should be generally substituted for the
two-wheel truck in all except the smaller houses, and that in outbound
freight and transfer houses having sufficient size and business the use of
motor trucks and trailers will save money, are thought to be the general
conclusions reached by almost everyone who will analyze the facts.
Man-power is one of the most expensive forms of power. One
authority maintains that its cost per unit of power developed is from
ten to twelve times that of the next less expensive form. Evidently,
therefore, where conditions warrant, the substitution of mechanical power
offers an attractive opportunity to reduce cost.
THE TWO-WHEEL TRUCK.
This truck has been standard for freight house use for years, and
it is still the almost universally used appliance. It is fit for economical
hauling over short distances and is convenient and well-adapted for
cramped and narrow runways ; but a careful examination shows many
defects in its use. Its average load varies from about 200 lbs. to ap-
proximately 400 lbs., a rack being required in the latter case. Roughly,
therefore, from five to ten trips are required in transporting a ton of
freight through the house. The length of the trucking distance under
load probably averages 200 ft. and upward in city freight houses, and
thus the two-wheel truck travels from 1,000 to 3,000 ft. per ton. If the
gang system of trucking is used, under which from 40 per cent, to 50
per cent, of the travel is with empty trucks, the distance traveled per ton
handled is nearly doubled.
The very general1 use of the two-wheel truck is responsible for the
relatively high trucking cost per ton for handling freight in freight
houses. This average cost in over fifty observed cases approximates 10.3
cents per ton per 100 ft., or $5.33 per ton-mile.
This cost was determined as follows :
In the course of an investigation the writer secured the costs of
operation in a large number of houses and plotted them against the length
of house (see Fig. 1). It was found that the average cost of operation
increased about 1 cent for every increase of 35 ft. in the length of the
house, the cost of trucking being practically the only cost to increase.
Observations of truckers were made in six different houses of different
lengths, by men working for three different railroads and with different
purposes in view, and it was found that the average round-trip trucking
distance increased 55.6 ft. per 100 ft. increase in the length of the house.
The actual distance the freight moves, of course, is only one-half of
this, or 27.8 ft. per 100 ft. of house. (See statistics in the paper by the
writer published in American Railway Engineering Association Bulletin
FREIGHT TRUCKING METHODS AND COSTS. 229
No. 165, issued March, 1914.) The theoretical distance would be 33.3 ft.
for every 100 ft. length of house, assuming that all doors receive equal
amounts of freight, and that the freight received at every door is evenly
distributed among the cars. As the end doors are usually closed, and as
teamsters with large shipments for a certain car are often sent to the
door nearest that car, the actual trucking distance is less than the
theoretical.
If the average cost of operation of a large number of freight houses
in which two-wheel trucks are used increases 1 cent for every 35 ft. of
house, or 2.86 cents per 100 ft., and the average trucking distance that
the freight is actually moved is 27.8 ft. for every 100 ft. of house, then
100
the cost of trucking is 10.3 cents per ton per 100 ft. (2.86 cents X ==
27.8
10.3 cents), or $5.33 per ton-mile. Accurate observations will show that
. each of the factors in any specific case will, to some extent, vary from
the average, and, of course, this cost per ton-mile is not applicable in
the case of an outbound house where freight is received only at the
door nearest the proper car. But that the cost per ton-mile is correct,
as derived above, may be shown by the following assumptions, which are
thought to be reasonable, and by the computation which follows :
Assumed :
Average speed of travel for truckers \V2 miles per hour.
Average loading of two-wheel truck 250 lbs., or one-eighth ton.
The trucker travels only half the time, the other half being lost at
terminals, or the ends of trip. Only one-half the travel time of
trucker, or one-quarter of his total time, is employed moving
with load.
Trucker's rate of pay 22 cents per hour.
Then :
Ton-miles per trucker =
Time moving load
= Average speed X average load X
Total time
Substituting assumed values for one hour :
Ton-miles per trucker per hour = 3/2 X % X 54 — 3/64-
Wages per hour
Cost per ton-mile = .
Ton-miles per hour
Substituting assumed values :
Cost per ton-mile = $0.22 -f- 3/64 — $4.69.
It therefore seems conservative to say that ton-mile cost for two
wheel trucking will fall somewhere between $4 and $6 in am given case.
The effect of this high ton-mile cost on the cost of freight house
operation is apparent. Indeed it becomes startling when compared with
230 FREIGHT TRUCKING METHODS AND COSTS.
three-fourths of a cent per ton-mile, the average freight revenue of the
railroads of the country (see I. C. C. reports).
THE FOUR-WHEEL TRUCK.
The four-wheel truck has now been so far perfected that one man
can handle from three to six times the tonnage per trip as compared
with the average load on a two-wheel truck, and with no greater fatigue,
because the trucker is relieved from carrying any portion of the load
on the four-wheel truck, and simply applies the horizontal force required
for traction. With the use of the truck carrying the heavier load a
smooth trucking surface is of importance and commodious truckways
greatly facilitate the work. The four-wheel truck has already been
adopted in some existing freight houses, to the exclusion of the two-
wheel truck, except for use in the shortest hauls, and the average loading
is at least three times the loading of the twa-wheel truck. For special
purposes six-wheel trucks and dollies are found convenient.
Some of the objections offered to the use of the four-wheel truck are
as follows :
"Their loading involves extra expense."
The observer will note a partial answer to this objection in the fact
that two men are often required in loading a two-wheel truck, something
no more necessary with the four-wheel truck. He will also note that
in any trip of a trucker there is a certain amount of lost time at the
terminals or ends of each trip. The number of trips made by the four-
wheel truck in handling a ton of freight being much less than with the
two-wheel truck, the time lost at the terminals per ton handled is also
reduced in proportion.
"It is necessary to mix freight on the truck to procure full
loading."
This, while true, is not a vital objection. The truck loaded with
mixed freight is called a peddler truck, and the freight on it can be
classified for the cars in a certain rank or for ranks opposite a certain
section of the house, the freight being loaded on the truck in proper
sequence so that it may be convenient for unloading. To secure such a
classification to the best advantage an ample number of trucks is needed.
In loading cars for the way-freight train on the road many are
given a mixed loading. During the time such mixed freight is being
handled at the way station the expense for locomotive and crew is a
dead loss, and in most cases the main track is blocked. Moreover, at most
way stations the facilities for handling L.C.L. freight are so poor that
the actual expense of handling is excessive; although for these reasons
some relatively light "set out" cars are run, yet it would not be con-
sidered good practice to run cars with only 25 or 30 per cent, of their
average loading merely to avoid mixing freight in them. With a proper
system of classification mixing freight on the four-wheel truck is free
from the objections that apply to the practice with the freight car on
FREIGHT TRUCKING METHODS AND COSTS. 231
the road. Therefore, all the greater is the disadvantage and loss caused
by multiplying the distance required to handle the truck by three or four
merely to avoid a relatively small loss required by the classification
described.
"The use of the four-wheel truck increases the cost of stowing."
This may well be doubted. The use of stowers is required by the
"drop truck" or "no-gang" system, and this system probably saves money,
although in this respect some difference of opinion may exist. The use
of the four-wheel truck is particularly well adapted to the drop truck
system. Actual practice with the use of the four-wheel truck has shown
that mixing freight on the peddler truck has actually made a substantial
reduction instead of tending to increase the overs and shorts in the
freight car. Moreover, it cannot be doubted that any extra expense
involved in careful and proper stowing of L.C.L. freight in cars suffi-
ciently reduces the damage in transit and the placing of freight in the
wrong car to more than offset the extra stowing expense.
"Four-wheel trucks are not adapted for passing into and through
cars."
This objection, so far as it applies to the improved truck now manu-
factured, is without foundation.
If the loading on the four-wheel truck is three times that on a two-
wheel truck, it might seem that by the use of the former trucking cost
should be reduced 66 per cent., but this is somewhat too much to expect.
In the opinion of the writer some additional labor is to be expected in
sorting the freight onto trucks, as several shipments are required to make
a truck load, the average shipment being only about 400 lbs., to the best
of our information. In certain cases additional expense for stowers is
involved, but this is a positive advantage for the reasons already given.
The trucker can hardly be expected to travel so rapidly with the
larger load, although an improvement in the floor or trucking surface
will frequently offset this difference. It may be said here that a smooth
trucking surface is a profitable investment in almost any house. Officers
who would promptly authorize the repair of rough main tracks some-
times fail to appreciate that a rough trucking surface, although not in-
volving the same elements of danger as a rough track, probably has a
relatively greater effect upon the cost of transportation over it.
MOTOR TRUCKS.
In the fall of 1912 an investigation was made into facilities for
handling L.C.L. freight by the writer for his company. This covered
appliances and methods as well as the general arrangement of houses
and tracks. At that time the Chicago & Eastern Illinois Railroad Com-
pany had one motor truck in service in its outbound freight house in
Chicago. The results of the operation of this truck strongly arrested
the attention of the writer. Accurate observations and a one day's
record of the performance of this truck were made in November, 1913.
232 FREIGHT TRUCKING METHODS AND COSTS.
On that day, with an operator and one assistant, it hauled 88 tons. On
the same day the men with two-wheel trucks handled from 10 to 15 tons.
The motor truck reduced the cost of trucking 9.3 cents per ton on the
freight it handled. Data pertaining to these observations are given in
Tables 1 and 4 in the Appendix. These results were so satisfactory that
shortly afterward two additional motor trucks were purchased and put
in service.
The Chicago & Eastern Illinois Railroad Company has further per-
fected its system of motor trucking in the two years since 1912. To
obtain further information, observations and records of the performance
of each of these three similar motor trucks were made on September 4,
1914. The data then secured are given in Tables 2, 3 and 4. Table 4
is a comparison of the work performed on September 4, 1914, with the
work done two years ago. In the last case three motor trucks each
handled an average of 172 tons over an average distance of 393 ft. at a
cost of 3.6 cents per ton. Each motor, therefore, carried 12.8 tons one
mile at a cost of 48 cents per ton-mile. The average time per loaded
trip was 5 minutes and 18 seconds, distributed as shown in the table. An
average of 3,070 lbs. was carried per loaded trip on 2.71 trailers, or 1,130
lbs. per trailer. The three motors handled 515 tons, 65.1 per cent, of the
total tonnage. The average weight per shipment on that day was 398
lbs., and as the average trailer load was 1,130 lbs., it was evidently neces-
sary to mix the loading on a considerable percentage of the trailer
trucks. These peddler trucks were hauled by the motor to the proper
section of the house, and there distributed into cars as previously de-
scribed. Two truck switchmen made up trailers into trains for the motor
trucks, one working in each half of the house. Trailers were made up
into station order, the last in the train being the first dropped. Hand
trucking was used for distances of about 100 ft. or less. In this house
motor trucks and trailers are considered to be better adapted for handling
long pipe, sheet iron, lumber, machinery, pianos and other awkward and
bulky freight than the two-wheel truck.
Note that much of the improvement made in the tonnage handled
by motor truck in the two years was due to the elimination of all loading
from the motor truck, its use being confined strictly to the development
of power.
On September 10, 1914. similar observations, results of which are
given in Tables 5 and 6, were made of the use of motor trucks in the
Chicago, Burlington & Quincy Railroad Company's Harrison Street freight
house in Chicago, where five motor trucks to handle trailers had been
successfully installed in July, 1913. These observations at both the Chi-
cago & Eastern Illinois and Chicago, Burlington & Quincy houses are
believed to represent general conditions accurately, because they were all
made upon days when business and conditions were normal.
The system of operation at the Burlington house is similar to that at
the Chicago & Eastern Illinois house, with like results, as shown by the
tables. Some of the delays shown in the tables were due to congestion
FREIGHT TRUCKING METHODS AND COSTS. 233
on the platform. Six motor trucks were used, a seventh being added in
the afternoon only. The motors averaged 88 tons each per day, hauling
on an average two trailers per loaded trip, with i,m lbs. of freight each,
or 2,222 lbs. per loaded trip of motor truck. The average distance hauled
was 642 ft. The motors therefore averaged 10.7 ton-miles per day. The
cost of motor trucking was 4.8 cents per ton, or 39.2 cents per ton-mile.
It will be noted that the average haul in the Burlington house is greater
than in the Chicago & Eastern Illinois house, due largely to the design
of the house. A substantial saving in the cost of operation has been
made in this house during the last ten months, due largely to the use of
motor trucks with trailers.
In the investigation made in 1912 the use of motor trucks on several
piers in New York City and at various transfer stations in the East was
observed. At some of these points the use of these trucks was considered
satisfactory, although in none was the same efficiency obtained as in
the cases cited in Chicago. The reason is plain — the motor truck was
used for carrying freight, instead of hauling it; a large part of the
motor's time was therefore lost in loading and unloading, and the average
load was relatively smaller.
Automobile trucks for general road and street use have proved
economical for the handling of miscellaneous material only when their
running time is largely in excess of their standing time, and therefore
their use for handling materials whose loading requires too much time
has been limited, and in some cases abandoned. The use of trailer trucks
reduces the dead time of motor trucks and increases the load hauled,
and therefore their proper use in connection with the motor truck is
required to secure maximum efficiency and economy. An apt illustration
is the case of a certain freight house less than 500 ft. long, daily business
about 350 tons, where several motor trucks are reported to have been
provided, with a view to reducing cost. One motor truck, but certainly
not a greater number, might possibly have shown a saving if properly
used. On account of short haul and small tonnage, however, the in-
evitable happened. The motor trucks were abandoned and a return was
made to two-wheel trucks. Had hand trucking with four-wheel trucks
been substituted for the use of two-wheel trucks, the saving sought would
doubtless have been secured.
In designing plans for new house and track layouts, changes from
present standards are required, if motor trucks are to be used, in order
to secure maximum efficiency. In substituting four-wheel trucks for two-
wheel trucks, and in determining where motor trucks are warranted,
how large the installation shall be, and what changes, if any, shall be
made in existing houses and track layouts, a careful investigation is
needed. This a competent engineer is generally best fitted to make.
Mere imitation fails to discriminate and therefore often leads to loss.
Here again the closest co-operation with the men who direct the actual
handling of the tonnage is necessary to secure the best results.
234 FREIGHT TRUCKING METHODS AND COSTS.
The comparative merits of the herein-mentioned methods of trucking
as compared with hand trucking with two-wheel trucks may be shown
by the following mathematical statement, bearing in mind that the com-
parison is only applicable to the truck actually traveling :
Let a = Average loading per truck ;
b = Number of trucks handled as unit or train ;
c== Relative speed of travel;
d= Relative average length of truck haul, or distance;
e = Relative average cost per unit of time.
For the purpose of comparison all these various factors, in the case
of the two-wheel truck, may be assumed as unity. For the four-wheel
truck handled by hand the value of o is increased to 3 or more, and c
should probably be some fraction of unity, say 70 to 80 per cent., which
may, however, be increased in some cases by improving local conditions.
For motor trucks and trailers the various factors may be assumed
as follows :
a = 3 to 4.
ft = 3 to 6.
C = 2 tO 4.
d = X, except that for a given house where two-wheel trucks are
in use it equals I.
e = 2 to 3.
(1) For hand trucking with two-wheel trucks the expression becomes —
aXbXc 1 X 1 Xi
= = 1.
dXe 1X1
(2) For hand trucking with four-wheel trucks it becomes —
a X b X c 3 X 1 X 0.7
= = 2.1.
dXe 1X1
(3) For motor trucking with four-wheel trailers it becomes —
aXbXc 3X3X2
Minimum = — 9-
dXe 1X2
aXbXc 4X6X4
Maximum = = 32-
dXe 1X3
That is to say, if the values assumed in case (3) correctly meet
the conditions, in the assumed minimum, the same tonnage will be handled
by motor truck for one-ninth the cost, or nine times the tonnage will
be handled for the same cost. In the assumed maximum the correspond-
ing values are one-thirty-second, or 32, as compared with hand trucking
by two-wheel trucks.
The actual efficiency of the motor truck with trailers is somewhat
less than this theoretical efficiency, because, among other reasons, loads
must be mixed in order to obtain the best results, as already described,
FREIGHT TRUCKING METHODS AND COSTS. 235
and then be "peddled out" to several cars in one section of the house.
The results found at the two houses investigated do not show as great
an increase in efficiency per ton handled through the house as the formula
would indicate, the actual cost per ton of hand and motor trucking being
in the ratio of 4 to i in one case and 6 to 1 in the other. The cost per
ton-mile, however, is in the ratio of 12 to 1 and 14 to 1, respectively.
In these houses the short hauls are made by hand and the long hauls
by motor. There are two additional reasons : First, neither house was
designed for motor truck operation, having been built several years ago,
and there is not sufficient space available for their use to best advantage,
and in each case, moreover, the traffic has outgrown the facilities; second,
as both two-wheel and four-wheel trucks are used in hand operation, an
actual comparison between motor trucks and two-wheel or four-wheel
trucks is difficult. It is believed that under more favorable conditions
motor trucks would show still lower costs.
Care and study are required to determine the correct assumptions in
any given case, because, as already suggested, a variety of different
factors affect the values.
GENERAL CONCLUSIONS.
Conclusions regarding the use of trucks of the various types are as
follows :
(1) Motor trucks, when used without trailers, tend to decrease the
cost of trucking freight, because they form single units of higher ca-
pacity and greater speed than do men with two-wheel trucks; but as their
cost of operation (per day) is greater than the cost of a man and a
two-wheel truck, the saving is not large, and unless conditions are favor-
able (long haul, heavy packages, etc.), no saving is made. When com-
pared with a man and a four-wheel (platform) truck, there is no saving,
for the two have about the same carrying capacity, and the higher speed
of the motor is more than offset by its greater cost of operation.
(2) Motor trucks, when used as power for hauling loaded four-
wheel trucks as trailers, show favorable results and greatly decrease the
costs per ton. They can pull six times the load at twice the speed of a
man with a four-wheel truck, at about twice the expense. Motor trucks
should therefore bo used to haul and not to carry freight. Under such a
system they form an efficient, reliable and economical means of trucking
freight.
(3) To insure full train loads an ample supply of four-wheel or
six-wheel trucks and dollies is necessary.
(4) Motor trucks, when used as tractors, can handle practically all
kinds of L.C.L. freight.
(5) Motor trucks need wide station platforms and open runways
wide enough to permit two motor-truck trains to pass each other in
order to secure the best results.
236 FREIGHT TRUCKING METHODS AND COSTS.
(6) "Fouling points" or "interferences" should be reduced or elim-
inated entirely.
(7) In motor truck operation, distance is a relatively unimportant
factor, for once a train is made up and in motion the cost per ton per
100 feet is low.
(8) Under fair conditions, on an ordinary freight platform, where
the motor must operate largely as a way freight, it can handle from 150
to 200 tons per day per motor, and do from 10 to 15 ton-miles of trucking.
(9) Under ideal conditions, where the- motor can operate as a
"through freight," i. e., pull a' solid train of five or more trailers from
origin to destination without stop and with few or no delays, a motor
can probably be expected to handle from 250 to 500 tons per day, or do
from 30 to 60 ton-miles of trucking.
(10) Finally, the substitution of the four-wheel truck for the two-
wheel truck, if conditions warrant, while it saves money, is particularly
valuable because it may be a preliminary step to the use of one or more
motor trucks, if volume of tonnage and local conditions indicate the need
of a tractor. This method of procedure also eliminates the danger of
installing motor trucks at a heavy investment expense, to perform work
which the four-wheel truck used as a trailer will do more economically.
Acknowledgments are due to the railroad officers and agents who
have extended courtesies and furnished information, particularly to the
local agents and general freight house foremen of the Chicago & Eastern
Illinois and Burlington companies in Chicago. The writer also wishes to
acknowledge the valuable help of his assistants in collecting and preparing
the information herein submitted.
FREIGHT TRUCKING METHODS AND COSTS. i'Al
rABLE i— OBSERVATIONS ON A MOTOR TRUCK AT THE
CHICAGO & EASTERN ILLINOIS OUTBOUND
FREIGHT HOUSE, CHICAGO.
November 16, 1912.
RECORD OF OXE MOTOR TRUCK.
Average time
per trip Percent.
Moving loaded 4 min. 15 sec. 36.0
Moving light 1 " 15 " *o.6
Delays 2 " 01 " 17.1
Loading and unloading 4 17 ' 36.3
Total 11 " 48 " 100.0
Tons per day 88
Average trailers per trip • • 1.6
Average weight per trailer 1,560 lbs.
Average weight on trailers per trip. 2, 500 lbs. 71 percent.
Average weight on motor per trip.. 1.020 " 29
Average weight handled per trip... 3, 520 " 100
Average haul 597 ft
Average ton-miles trucking =1 ton-mile per hour.
Cost per ton-mile 62.5 cents
Cost per ton 7-i
Cost per ton per 100 ft 1.18
Miles loaded 8.5
Miles light • • • - 1.9
Total miles 10.4
Average loaded trips per hour 5
Note. — At this time the motor truck was carrying considerable freight
C29 per cent, of its total), consequently a large part of its time was spent
in loading and unloading. As it operated over the entire length of the
house, it had a long haul Trains were not made up for it and it acted
as a "way freight."
238
FREIGHT TRUCKING METHODS AND COSTS.
TABLE 2— SUMMARY. OBSERVATIONS ON MOTOR TRUCKS
AT THE CHICAGO & EASTERN ILLINOIS OUTBOUND
FREIGHT HOUSE, CHICAGO.
September 4, 1914.
TOTALS OF THREE TRUCKS.
Work
Pounds each No. of
hauled hour, trailer
Weight, — Distance, feet — one foot per trucks
Hour pounds loaded empty (thousand) cent, handled
7-8 82,980 17,060 5,340 36,108 8.9 80
8-9 106,000 20,040 8,060 39,791 9.9 95
9-10 101,360 18,760 5,920 34,879 8.7 94
io-ii 90,350 17,020 9,700 35,691 8.6 72
11-12 99,990 16,380 9,540 33,593 8.4 79
Total a. m... 480,680 90,160 38,560 180,062 44.5 420
1-2 86,420 16,460 7,200 34,730 8.6 80
2-3 125,635 18,180 5,420 49,240 12.2 in
3-4 104,240 17,760 5,700 41,850 10.3 96
4-5 150,760 17,920 5,060 58,671 14.5 119
5-6 9i,99o 13,420 4,500 40,159 9-9 85
Total p. m. . . 549,045 83.740 27,880 224,650 55.5
173,900
66,440
404,712
32.9
12.6
38.3
Miles
Miles
Ton-miles
Grand total ...1,029,725
515
Tons
Average per motor —
172 tons carried ;
n.o miles loaded;
4.2 miles empty ;
12.8 tons carried one mile ;
Average haul, 393 ft. ;
Average weight per trailer, 1,130 lbs. ;
Average trailers per loaded trip, 2.71 ;
Average weight per loaded trip, 3,050 lbs. ;
Average loaded trips, 113.
Average loaded trips per hour, 11.3;
Cost per ton, 3.6 cents (hauled 393 ft.) ;
Cost per ton-mile, 48.4 cents.
Cost per ton per 100 ft., 0.02 cent.
1 00.0
491
911
FREIGHT TRUCKING METHODS AND COSTS. 239
TABLE 3— OPERATION OF MOTOR TRUCKS AT THE CHICAGO
& EASTERN ILLINOIS OUTBOUND FREIGHT
HOUSE. CHICAGO.
September 4, 1914.
Total tons handled 791
Tons handled by motors. . . .515, or 65.1 per cent, of total.
Cost of 3 motor trucks for one day $18.57
Wages of motormen, electricians, truck switchmen, current, interest,
depreciation and repairs included.
Cost per ton of trucking by motor 3.6 cents.
Distribution of Motor Truck Time per Average Loaded Trip.
Time Percent.
Moving loaded 2' 20" 44.4
Moving empty 1' 00" 18.7
Delayed 0' 41" 12.6
Loading and unloading 1' 17" 24.3
Total time 5' 18" 100.0
Note. — As but one motor is permitted on the transfer platform in
this house, because of its width (11 ft.), part of the freight is handled
twice by motor, once in the house and once on the platform. This re-
duces the figure of 515 total tons handled by motor to about 450 tons
(net) handled by motor, as about 65 tons were thus handled. This also
reduces the average haul by 33 per cent., and consequently a larger num-
ber of trips were made.
A larger part of the motor's time is spent in actual work and less in
ioading and unloading, and less is lost in delays, due to the improvement
in the system of operation in the last two years. Still further improve-
ment is expected.
TABLE 4— COMPARISON OF OBSERVATIONS OF MOTOR
TRUCKS AT THE CHICAGO & EASTERN ILLINOIS OUT-
BOUND FREIGHT HOUSE, CHICAGO.
Nov. 16, 1912 Sept. 4, 1914
Average tons per truck per hour 8.8 17.2
Average ton-miles per truck per hour 1.0 1.28
Average tons hauled 100 ft. per truck per hour. . 52.8 67.5
Average miles per truck per hour loaded 0.85 1.10
Average miles per truck per hour empty 0.193 0.42
Average total miles per truck per hour 1.04 1.52
Average cost per ton (motor trucking) *7.ic *3-6c
Cost per ton-mile (motor trucking) 62.5c 48.4c
Cost per ton per 100 ft. (motor trucking ) 1.18c 0.92c
Total tons per day 760 791
Tons per day handled by motor trucks 88 515
Per cent, of total 1 1.6% 65.1%
•Interest, depreciation, repairs, supplies, care anil current of motor
trucks included.
240
FREIGHT TRUCKING METHODS AND COSTS.
TABLE 5— OBSERVATION OF MOTOR TRUCK OPERATION AT
CHICAGO, BURLINGTON & QUINCY OUTBOUND
FREIGHT HOUSE, CHICAGO.
September 10, 1914.
TOTAL OF SIX AND ONE-HALF TRUCKS.
Work
Weight,
Hour pounds
7-8 114,450
8-9 1 10,370
9-10 86,978
io-ii 108,920
11-12 63,750
Total a. m.. . 484,468
1-2 112,630
-- 3 127,265
3-4 120,865
4-5 • 152,560
5-6 144,150
Pounds
each
hauled
hour,
No. of
Distance moved, feet
one foot
per
trucks
loaded
empty
(thousand)
cent.
handled
58,205
13,040
84,685
1 1.6
115
53,825
24,415
61,458
8-5
90
52,370
29,230
60,381
8.2
79
56,825
20,565
79,238
10.8
81
34,5io
14,755
43,6i6
5-9
45-0
SO
255,735
102,005
329,378
415
75,200
19,630
67,817
9-3
104
80,530
15,285
73,982
1 0.0
114
63,630
n,i95
81,192
11.0
128
64,350
8,360
95,209
13-0
140
60,330
14,780
85,481
1 1.7
126
Total p. m... 657,470 344,040 69,250 403,681 55.0 61:
Grand total ...1,141,938 599,775 171,255 733,059
571 1 13-4 324 69.4
Tons Miles Miles Ton-miles
Average per motor —
88 tons carried ;
175 miles loaded ;
5.0 miles empty;
10.7 tons carried one mile:
Average haul, 642 ft.;
Average weight per trailer, r,in lbs.:
Average trailers per loaded trip, 2.0:
Average weight per loaded trip, 2,270 lbs. ;
Average trips, 77.4 (loaded) ;
Average loaded trips per hour, 7.7;
Cost per ton, 4.76 cents (hauled 648 ft.) :
Cost per ton-mile, 39.2 cents ;
Cost per ton per hundred feet. 0.74 cent.
1 00.0 1,027
FREIGHT TRUCKING METHODS AND COSTS.
241
TABLE 6— OPERATION OF MOTOR TRUCKS AT CHICAGO,
BURLINGTON & QUINCY OUTBOUND FREIGHT
HOUSE, CHICAGO.
September 10, 1914.
Total tons handled through house 1,045
Tons handled by motor trucks. .. .571, or 54.7% of total.
Cost of motor trucks per day $27.17
Current, interest, motormen, depreciation and care included.
Cost per ton for motor trucking. MVj.W .UP^ 4.76 cents
Cost per ton-mile for motor trucking 39.2 cents*
Cost of motor trucking one-sixth the cost of hand trucking.
Distribution of Motor Truck Time per Average Loaded Trip.
Time Per cent.
Moving loaded 3' 20" 44.5
Moving empty 1' 24" 18.6
Delayed o' 53" 1 i.S
Loaded or unloaded i' 53" 25.1
Total 7' 30" 100.0
•In comparing this oust of motor trucking per ton mile of 39.2 cents with
the average hand- trucking cost of some 58 freight houses using two-whffl
trucks, of $5.33 per ton mile fas deduced oh page 228), the motor trucks show
an efficiency 14 times greater than that of two-wheel hand trucking, or in
other words the cost of motor trucking per ton mile Is only one-fourteenth
that of hand trucking.
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242
FREIGHT TRUCKING METHODS AND COSTS.
243
AVERAGE TRUCKING DISTANCES
OUTBOUND FREIGHT HOUSES
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Note: Data Obtained Fr-orn Observat io-ns
(Reprint from A. R. E. A. Bulletin 165, March, 1914.)
Fig. 2.
This data was obtained from observations of truckers in six out-
bound freight houses, and shows the average round trip (return trip of
trucker light) trucking distance. This increases 55.6 ft. per 100 ft. in-
crease in length of house. The actual distance freight moved is one-half
of this, or 27.8 ft. per 100 ft. length of house. These observations were
made by three different sets of men, for three different railroads, and
with three different purposes in view.
RAIL-END CONNECTIONS FOR DRAWBRIDGES.
By A. J. Himes,
Valuation Engineer, New York, Chicago & St. Louis Railroad.
At the Fifteenth Annual Convention of the Association the Commit-
tee on Iron and Steel Structures recommended that at the ends of draw-
brides "rail ends should be cut square and connected by sliding sleeves
or joint bars, or by easer rails, to carry the wheels over the opening be-
tween the end of bridge and approach rails."
The recommendation was made with especial reference to draw-
bridges moving in a horizontal plane. It was not approved by the -As-
sociation and the discussion seemed to show a lack of familiarity with
the subject. The strongest opposition to the recommendation was pre-
sented not by Bridge Engineers or by men whose duties require them to
be well versed in the details of bridge construction, but by men concerned
chiefly with operation and maintenance. In view of these facts it is
pertinent that there should be laid before the Association, prior to the
next convention, at which the subject will again be presented, a full de-
scription of an installation that complies with this recommendation of the
Committee and a statement of the important reasons therefor.
Such an installation is in service on the New York, Chicago & St.
Louis Railroad bridge over Black River at Lorain, Ohio. It was con-
structed in 19x34 and has been in service ever since. The average number
of openings of the bridge during the summer is 250 per month. The
service is entirely satisfactory. Neither the cost of construction nor the
operation of the device was ever looked upon as unduly burdensome.
No accidents have resulted from its use.
The connection is shown in Fig. 1. The rails are full spiked up to
the ends of the bridge. The rails are cut square. The rail lock envelops
the rail and moves back and forth as it is necessary to open or close the
bridge. The lock is operated from the power house on the bridge, where
an indicator geared to the machinery shows at all times its position.
The indicator is shown in Fig. 2.
The desired condition is that the bridge operator shall know posi-
tively when the rails are in position for traffic. For this purpose, all
movements of the machinery are interlocked so as to follow each other
in predetermined order and the signals cannot clear the bridge until the
lock is driven home.
It is, however, to be noted that if, in some unforeseen manner, a train
should approach the bridge against the signals and the bridge was ready
for service, except that the rail locks were not closed, then the only
danger would be that arising from an opening of one or two inches be-
tween square ends of rails held rigidly in position. The condition would
be like a rail crossing excepting that the width of the open space would
245
246
RAIL-END CONNECTIONS FOR DRAWBRIDGES.
be variable, either more or less than the throat of the crossing. Derail-
ment in such a case is not likely to happen.
The objections raised to this form of joint by those who have not
been successful in its operation are:
(i) That it is difficult to center the bridge so precisely that the rail
will enter the sleeve when the lock is being driven.
(2) That the flowing of the metal in the rail head under traffic will
cause the rail to bind in the lock when closing.
(3) That the joint rides hard.
The first objection can exist only where the devices for centering
the bridge when closed are so imperfect as to be a menace to the safe
operation of any kind of rail-end connection.
Imperfect centering devices have been excuses for the use of imper-
Fig. 1.
feet rail-end connections. Fig. 3 shows the centering device used on the
above-mentioned bridge. It consists of a bed casting, secured to the
masonry, and containing a step or socket with sloping sides into which
enters a vertical plunger attached to the bridge. This plunger is designed
primarily to lift the ends of the bridge after closing, so as to take out
the droop and cause the stresses in the trusses to act properly under load.
The plungers also form the principal supports of the trusses at the ends
of the bridge.
When these plungers, with their beveled faces parallel to the track,
enter the sockets on the masonry with their sloping sides, the bridge is
drawn back precisely to its original alinement and held rigidly in position.
The rail locks can then be driven without difficulty.
RAIL-END CONNECTIONS FOR DRAWBRIDGES.
247
The older form of end wedge (see Plate E, "The Designing of Draw
Spans," Wright), used on many bridges for lifting the ends, was not
designed to draw the bridge to line, and generally had insufficient power
to lift the ends of the bridge. The bearing surfaces of the wedges were
flat and not being driven far enough to lift the truss, a train coming on
the opposite end of the bridge would release the load so as to leave an
open space between the bearing plates ; and the bridge, under vibration
BfH
9B 1
m ■
n
H^H^^BsIa^
^*£u
Fig. 2.
from the approaching train, would wobble around in a way to make one's
hair rise.
Furthermore, on any bridge of considerable length the effect of the
sun's heat during the day will cause the bridge to curve in a horizontal
plane and both ease and safety (if operation of the rail-end connection
demand the use of some precise and positive centering device. Given
such a device and, as above described, the first objection loses all its
force.
248
RAIL-END CONNECTIONS FOR DRAWBRIDGES.
The second objection, that flowing metal will cause the rail to bind in
the locks, simply means that the lip formed by the flow on the corner of
the rail must be trimmed with a chisel before it begins to bind in the
locks. The metal flows so slowly that such a task is not at all difficult,
and faithful attention is a perfect remedy.
Fig. 3.
The third objection is that the joint rides hard. This is real, but it is
a matter of degree. Rail crossings ride hard. Where traffic is heavy
and rail wears out, the natural expectation is that a portion of the in-
come will be used to replace the worn-out parts. If the joint is well
maintained, the riding of the trains will give little concern to the most
fastidious. The Twentieth Century Limited crosses many such joints
RAIL-END CONNECTIONS FOR DRAWBRIDGES. 249
every day, and the officers of the lines over which that train runs be-
lieve it the safest rail-end connection in use.
It is, of course, easy to see that if mitered rails are used on a swing
bridge, the rails must be lifted to permit the bridge to swing. This ar-
rangement was used formerly on the New York, Chicago & St Louis
Railroad, but has now been abandoned. The device, though wrong in
principle, has been developed and perfected to such a degree that under
the most perfect conditions it should not be called unsafe. Yet for one
who still clings to its use the most convincing argument against it is to
stand on the end of a bridge about four feet from the rails during the
passage of a fast train. A man's reason may tell him that loose rails are
safe, but in such a position his instinct will prompt him to seek safety in
flight.
Logically there are two especial objections to loose and mitered rails.
It frequently happens, in the operation of loose-mitered rails, that when
an attempt is made to lower the rail to position, it will lodge on top of
the shore rail and remain there.
Some very perfect signaling devices have been designed to give warn-
ing of such a failure, but it is a fact that if the rails were not mitered,
the emergency would not arise and no warning would be needed. In
other words, there is introduced an extra function of signaling to save
the mitered rail.
It is generally supposed that the drawbridge disaster at Atlantic City
in 1906 was caused by a loose-mitered rail. The disaster at Sandusky
Bay in 1896 had a similar cause. It may be that under perfect conditions
no accident will happen to a loose-mitered rail. It is more certain that
no such accident will happen if there is no such rail.
Numerous rail breakages in recent years have led us to inquire what
might happen if one of these loose rails should break under a train. It
might not cause a derailment, but the danger would be very great. To
guard against such a contingency straps of steel are sometimes bolted to
the web of the rail. Such protection is undoubtedly good if the loose
rail must be used.
In conclusion, it is worth while to say that the Committee is called
on not to say what is safe or what is unsafe; it is asked to recommend
the best where there is supposed to be a freedom of choice. Contribu-
tions to the discussion will be welcome.
Mr. C. J. Kelloway (Atlantic Coast Line) : — Replying to the article
by Mr. A. J. Himes, Valuation Engineer of the New York, Chicago &
St. Louis Railroad, and Chairman of Committee on Iron and Steel Struc-
tures, in the August, 1914, Bulletin of the Association on "Rail-End Con-
nections for Drawbridges," the writer quotes below, for ready reference,
a number of paragraphs of the article, along with his comments:
(2) The recommendation was made with especial reference to draw-
bridges moving in a horizontal plane. It was not approved by the As-
sociation and the discussion seemed to show lack of familiarity with the
subject. The strongest opposition to the subject was presented not by
250 RAIL-END CONNECTIONS FOR DRAWBRIDGES.
bridge engineers or by men whose duties require them to be well versed in
the details of bridge construction, but by men concerned chiefly with oper-
ation and maintenance.
The printed discussion, to the writer's mind, did not show a lack of
familiarity with the subject, as the strong argument advanced by the
few members resulted in the report being referred back to the Committee
for further consideration before a majority of the members had an op-
portunity to express their views. Men chiefly connected with the opera-
tion and maintenance of roadway and drawbridges certainly should have a
good knowledge of the subject, as they are generally on the firing line
and are in position to know the strong and weak points of most all kinds
of apparatus, and whether or not a certain design is practicable at any
and all locations.
(3) Such an installation is in service on the New York, Chicago &
St. Louis Railroad bridge over Black River at Lorain, Ohio. It was con-
structed in 1904 and has been in service ever since.
The average number of openings of the bridge during the summer
is 250 per month. The service is entirely satisfactory. Neither the cost
of construction nor the operation of the device was ever looked upon as
unduly burdensome. No accidents have resulted from its use.
(4) The connection is shown in Fig. 1. The rails are full spiked up
to the ends of the bridge. The rails are cut square. The rail lock en-
velops the rail and moves back and forth as it is necessary to open or close
the bridge. The lock is operated from the powerhouse on the bridge,
where an indicator geared to the machinery shows at all times its posi-
tion. The indicator is shown in Fig. 2.
(5) The desired condition is that the bridge operator shall know
positively when the rails are in position for traffic. For this purpose, all
movements of the machinery are interlocked so as to follow each other
in predetermined order and the signals cannot clear the bridge until the
lock is driven home.
The writer knows of at least fifty drawbridges that are equipped with
lift miter rails which have been in service for a number of years, and,
to the best of his knowledge and belief, the service has been satisfactory.
He is also very familiar with four double-track bridges which were
equipped with miter rails in 1894, and this type of rail is still in service.
Two of the bridges are opened at least 500 times per month, with a train
movement of at least 6,000 per month, and two of the bridges are opened
at least 400 times per month, with a train movement of at least 2,000 per
month.
An indicator controlled by the bridge machinery cannot be accepted
as positive information, i. e., it is possible fur all the wedges, joint and
slide bars to be disconnected, or connections broken, and the indicator
shows them in place ; therefore, the indication given by the indicator, as
shown in Fig. 2, could not lie accepted as reliable information for the
control of train movements over the bridge.
(6) It is, however, to be noted that if, in some unforeseen man-
ner, a train should approach the bridge against the signals and the bridge
was ready for service, except that the rail locks were not closed, then
the only danger would be that arising from an opening of one or two
inches between square ends of rails held rigidly in position. The condi-
KAIL-END CONNECTIONS FOR DRAWBRIDGES. 253
tion would lie like a rail crossing excepting that the width of the open
space would be variable, either more or less than the throat of the crossing.
Derailment in such a case is not likely to happen.
The writer has never heard of a derailment resulting from such a
cause, and thinks he is safe in stating that there are twenty drawbridges
equipped with miter lift rails to one of the sliding sleeve or joint bar
type of rail.
(18) It is, of course, easy to see that if mitered rails are used on
a swing-bridge, the rails must be lifted to permit the bridge to swing.
This arrangement was used formerly on the New York, Chicago & St.
Louis Railroad, but has now been abandoned. The device, though wrong
in principle, has been developed and perfected to such a degree that under
the most perfect conditions it should not be called unsafe. Yet for one
who still clings to its use the most convincing argument against it is to
stand on the end of a bridge about four feet from the rails during the
passage of a fast train. A man's reason may tell him that loose rails are
safe, but in such a position his instinct will prompt him to seek safety in
flight.
The writer has stood on drawbridges equipped with lift miter rails
when trains have moved over them at speed of at least 60 miles per hour,
and he did not seek safety in flight — having no reason to — as the trains
moved over the structure very smoothly. He has also been on engines
when they crossed these bridges at sixty miles per hour and did not feel
in any way uncomfortable, as the bridges were properly interlocked and
he knows that clear signals could not be given until the bridge was in
proper alinement, all bridge surfacing devices in their proper position
and each rail lock in proper position.
(19) Logically there are two special objections to loose and mitered
rails. It frequently happens, in the operation of loosc-mitered rails,
that when an attempt is made to lower the rail to position, it will
lodge on top of the shore rail and remain there.
While it is possible for miter rails to lodge on top of shore rails
and remain there, wdiere a bridge is protected by interlocking, it is im-
possible to clear signals until the rails are in proper position for train
movements. The writer believes the law requires that all trains must
come to a full stop before proceeding over drawbridges which are not
interlocked, irrespective of the kind of rail-end connections.
(20) Some very perfect signaling devices have been designed to give
warning of such a failure, but it is a fact that if the rails were not
mitered, the emergency would not arise and no warning would be needed.
In other words, there is introduced an extra function of signaling to
save the mitered rail.
The same general design of signal apparatus is used for locking miter
rails as is used for the locking of sliding sleeve or joint bars, no extra
functions being introduced to save the miter rails. As a matter of fact,
the locking of miter rails is simpler than the locking of sliding sleeve or
joint bars. Perfect signaling is the aim of all Signal Engineers, and
drawbridges of all kinds are usually given special attention when inter-
locked.
252 RAIL-END CONNECTIONS FOR DRAWBRIDGES.
(21) Numerous rail breakages in recent years have led us to inquire
what might happen if one of these loose rails should break under a train.
It might not cause a derailment, but the danger would be very great. To
guard against such a contingency straps of steel are sometimes bolted to
the web of the rail. Such protection is undoubtedly good if the loose rail
must be used.
Thousands of trains are moving over thousands and thousands of
switch points daily; they are not considered unsafe; why so much stress
on the lift rails which are tied together in the same manner as the
switch points are and in most cases lie in channels built up of heavy
rolled steel. Straps of steel are riveted to the web of switch points, which
protection is undoubtedly good and will equally apply to the lift rails.
In conclusion, will say that, as Chairman of Committee II, Mechanical
Interlocking, Railway Signal Association, and Member of Joint Com-
mittee, the writer did not sign the report, for the following reasons :
(i) He could not see any reason why lift miter rails should be
condemned, as it is a fact that they have been used successfully for years
by many roads, some with heavy and some with light traffic.
(2) There are many, many drawbridges built on piles and on
masonry on top of piles, which have trestle approaches, or steel structures
built on piles, in marshy, boggy country, where it would be very difficult,
if not impracticable, to operate sliding sleeve or joint bar rail-end con-
nection on account of stability of foundations.
(3) The type of rail-end connections to be used should be deter-
mined by existing conditions and should be left optional with the rail-
road company.
What is desired is that paragraph (C), "Rail-End Connections," of
the report, read :
Rail ends should be connected by sliding sleeve or joint bars, or by
easer rails to carry the wheels over the opening between the end of bridge
and approach rails.
*C0MMENTS BY THE AUTHOR.
Referring to the discussion of Mr. Kelloway on the article in the
August Bulletin on "Rail-End Connections for Drawbridges," the author's
reply must necessarily be made without very much deliberation if it is to
be published in the November Bulletin, but he desires to make such com-
ments as come to mind from a first reading of the discussion.
On the whole, the author would say that Mr. Kelloway's discussion
is a very fair presentation of the subject from his point of view and in
the light of his experience.
With reference to Mr. Kelloway's item No. 2, concerning the experi-
ence and qualifications of those who took part in the discussion at the
last annual convention, it is not worth while to make further comment.
It is a point on which opinions will differ.
The fact which it was intended to emphasize in the August Bulletin
•A. .1. Himes, Valuation Engineer, New York, Chicago & St. Louis Rail-
road.
RAIL-END CONNECTIONS FOR DRAWBRIDGES. 253
is that the proper construction and support of the end rests for draw-
bridges is a matter outside of the usual duties and experience of Signal
Engineers and operating officials. Only men who are familiar with the
theoretical analysis of bridge stresses can properly understand the im-
portance of adequate support for the ends of drawbridges. When ade-
quate supports have been provided, certain strong objections to the use
of sleeve-rail locks are eliminated. . ,
With reference to items 3, 4 and 5, Mr. Kelloway recites a record
of experience which is very praiseworthy. His comments on the indicator
are very pertinent and just, as it is possible that should some portions
of the mechanism operating the indicator be out of order the indications
would not be correct. This means only that the human factor has not
been entirely eliminated in the use of an indicator.
There has been room for misinterpretation of the intention of the
writer through this reference to the indicator. The Committee, in its
report to the last annual convention, made no mention of an indicator,
and had no intention of so doing.
Mr. Kelloway's comment on item No. 6 appears to be the result of a
misinterpretation of the paragraph. He seems to think that the para-
graph deals with a possible source of danger in the use of miter rails.
On the contrary, it is the discussion of a condition that might arise in the
use of the sleeve rail locks.
Comments on item No. 18 consist of a relation of personal experience.
It is interesting to note that some rail-end connections are so perfectly
constructed (in which miter rails are employed). From this he would
argue that it is possible to secure equally perfect installations on all
bridges. About this opinions will differ.
The comment on item No. 19 does not appear to add any further in-
formation to the discussion.
With reference to Mr. Kelloway's comments on item No. 20, it should
be observed that while he asserts that "The same general design of signal
apparatus is used for the locking of miter rails as is used for the locking
of sliding sleeve or joint bars, no extra functions being introduced to
save the miter rails," he does not present any evidence that such locking
is equally needed in both types of rail-end connections.
It is the inclination of a Signal Engineer to lock everything in sight.
That is his business, and we must be brave to raise any objections thereto.
Rut it was pointed out in the August Bulletin that whereas in case of a
failure in the operation of miter rails in which the loose rails land on
top of the shore rails a wreck becomes imminent ; any failure in the cor-
responding operation of the sliding sleeve or joint bars does not en-
danger the safety of traffic.
Referring to Mr Kelloway's comments on item No. 21, it would
seem that his analogy is somewhat strained. There is very little similarity
between the use of loose rails in the main track where trains run sixty
miles per hour and the use of switch points for irregular traffic under
reduced speed.
254 RAIL-END CONNECTIONS FOR DRAWBRIDGES.
Mr. Kelloway's conclusion No. 2, that a sliding sleeve or joint bar rail-
end connection cannot be used with structures built of piles in marshy
and boggy country, is a very much stronger argument for the removal
of all horizontal swing bridges in such country. If it is impossible to
hold the end rests of drawbridges so securely as to avoid difficulty
in the use of sliding sleeve or joint bar rail-end connections, then it is
equally difficult to maintain the proper end support for the bridge. The
increase of stresses in the trusses of the bridge, due to insufficient end
support, is of much greater importance to the safety of the traffic than
these questions of rail-end connections.
In conclusion, the question may very pertinently be raised why the
Signal Engineer as such should be interested in the design of rail-end
connections. He applies his interlocking and signaling apparatus to any
and all styles of construction and that is his logical function.
The design of the track and of the bridges would seem to be logically
outside of his province. This should not be interpreted to imply an un-
willingness to receive interesting and valuable suggestions from Signal
Engineers, but it does mean that one would not logically seek for in-
formation concerning such design and construction from men whose
particular service is to design and construct interlocking and signaling
apparatus.
Furthermore, it seems desirable to repeat in different form what was
stated in the August Bulletin that the Committee's aim is to make a selec-
tion of the most perfect design. It has not been intended to assert that
under no circumsances could loose miter rails be used with safety.
It is intended to say here, not officially as Chairman of the Com-
mittee, but as an individual and in the light of the writer's experience,
that as between the two styles of rail-end connections, he would recom-
mend the sliding sleeve or joint bar, because, on the whole, its maintenance
and operation appear to have fewer possibilities of failure and disaster
than the loose miter rail.
Mr. W. A. Casler (Chicago & Western Indiana) : — A few years ago
the writer had occasion to consider the question of square end vs. mitred
rails for drawbridge rail-end connections, and as a result designed a new
type of mitered joint for bascule bridges, which has been in satisfactory
service for the past three years.
The joints are of cast manganese steel and are installed on the Chi-
cago & Western Indiana Railroad Company's 185-ft. span double-track
Strauss bascule bridge, across the Calumet River, Chicago.
The chief objection to the usual type of mitered or lap joint is the
possibility of sticking while closing, unless a very wide joint is provided,
also an objectionable feature. This has been overcome by bringing the
rail ends to line independently of the alinement of the bridge, which in
midsummer has been found to vary as much as J^-in., due to warping.
The lifting rail ends are provided with guiding members, cast on
the under side, having tapered ends followed by straight portion, slightly
V
I
Fig. i.
¥
254b RAIL-END CONNECTIONS FOR DRAWBRIDGES.
greater than the height of the running rails. These guiding members en-
ter pockets on the abutment and bring the rail ends exactly to line before
they engage each other during the closing of the draw. This permits
the use of a very close miter joint, the usual mitered joint having a con-
siderable space between the mitered surfaces to prevent interference in
closing, which correspondingly reduces the life of the joint, as the de-
creased tread surface and wide joint space at the point where the wheel
load is transferred soon causes severe pounding.
Fig. i shows the details of the joints, from which it will be noted
that the guard and running-rail sections comprise a single casting. The
abutment rail ends are riveted to a divided bed-plate, the halves being
insulated from each other to permit the use of track-signal circuits. The
bed-plate is provided with apertures formed by short angles riveted to
the under side, for receiving the guiding members of the lifting rail ends.
The locking mechanism consists of a pivoted lever, located in the
center of the track, operating sliding bolts, which lock the flanges of the
lifting rail ends upon the bed-plate. Automatic safety latches are pro-
vided to prevent the movement of the locking bolts when the draw is
open. The locking mechanism is protected by a hinged cover and is con-
nected to an operating bar placed beneath the rails, which is operated by
the usual switch operating motor mechanism, controlled by the interlock-
ing plant in connection with the system of track signals and derails.
In the writer's opinion, sufficient consideration has not been given
in the past, when designing drawbridge rail-end connections, to the ele-
ment of safety, i. e., safety under all conditions, especially the unusual
and dangerous condition brought about by derailment. The writer be-
lieves that the system of guard-rail protection provided for drawbridges
should be equal to that provided for fixed bridges ; that there should be
no obstruction to derailed wheels, such as are at present offered by the
sliding bar, sleeve and miter types commonly in use, and that such ob-
structions are likely to cause the control of a derailment, by the guard
rails, to be lost.
It can be readily seen, by referring to the photograph of the joint
submitted by Mr. Himes, that the inner guard rails would be of relatively
small value in case derailed wheels should pass over the joint, when
the outer derailed wheel would strike the end of the sleeve and riser
portion, which is as high and wider than the tread rail, and would force
it further from the track. The inner wheel would at the same time be
lifted by riding the lug provided for the operating rod connection,
throwing the center of gravity of the car or engine toward the outer
wheel, all of which would be likely to remove the derailed wheels en-
tirely from the control of the guard-rail trough, especially so in the case
where an unusually wide space is provided between the ends of the guard
rails. Even should the derailed wheels pass the joint without leaving
the control of the guard-rail trough, it is evident that the sleeve-operating
mechanism would be materially damaged, with a consequent delay to
traffic.
RAIL-END CONNECTIONS FOR DRAWBRIDGES. 254c
The above condition is not alone peculiar to the type of joint sub-
mitted by Mr. Himes, but applies as well to all the joints the writer
has seen, including the sliding-bar and miter types generally used, and
it is believed that there is considerable room for improvement in their
Fig. 2.
design, by removing, as far as possible, the objections above cited in the
interest of "safety first."
By referring to Figs, i and 2, the writer's efforts along this line
will be noted, in that the guard rail is maintained continuous with a uni-
form spacing of 8 in., provision is made for the uninterrupted travel of
both derailed wheels at the same relative elevation, thus preventing tilting
and a consequent shifting of the center of gravity of the derailed car
or engine. The locking bolts and operating mechanism are protected
254d RAIL-EXD CONNECTIONS FOR DRAWBRIDGES.
from damage, due to derailment, so long as such derailment is under
control of the guard rails. A derailment across these joints, it is be-
lieved, would be no more dangerous than if it occurred upon a fixed
bridge provided with the usual guard-rail protection.
In the writer's opinion, mitered rail connections, when properly de-
signed, are superior to square ends, as they ride smoother and can be
made safer and less liable to injury by derailments, as there is a greater
possibility of removing obstructions from the path of derailed wheels.
The latter is difficult to obtain in the case of the sliding bar or sleeve
types, where the operating rods are either in the guard-rail troughs, or
immediately adjoining the outer rails.
The increased width of the tread rails at the joint, due to the use
of the sliding bar, or sleeve types, correspondingly increases the distance
between the guard and tread rails to a width which may be considered
excessive. The Committee has recommended a distance of 10 in., a
somewhat wider spacing than the minimum of 8 in. specified for fixed
bridges, which could not be obtained with the sliding bar or sleeve types
generally used.
THE DECISION OF THE CHIEF ENGINEER SHALL BE
FINAL.
By C. Frank Allen,
Professor of Railroad Engineering, Massachusetts Institute of
Technology.
In the Construction Contract adopted by this Association, in Article
26 it is provided that the decision of the Chief Engineer shall be final.
It has been openly questioned at some of the meetings of the Associa-
tion whether this provision will stand as a matter of law. The writer
of this paper has examined this question with considerable care, and
has thought it worth while to communicate his conclusions to the Asso-
ciation. In this connection it may be proper to make the statement that
the writer has been admitted to practice law in the (then) Territory of
New Mexico, and also in the State of Massachusetts, and that he prac-
ticed law for a short time in Socorro, New Mexico, as local attorney
for the Atchison, Topeka & Santa Fe Railroad and also as City Attor-
ney.
Under the "Common Law," after a suit at law has been instituted
the parties thereto may agree to submit the matters in dispute to an
arbitrator or arbitrators, "whose decision shall be final," and this sub-
mission to arbitration will be sustained by the courts. In many or
most of the States in the United States, statutes have been enacted
specially providing for arbitration, and very commonly the parties
may elect whether submission to arbitration shall be under the Common
Law or under the provisions of -the statute. This is the situation after
a suit has been instituted, which is not the case under discussion here,
however.
It is not uncommon to provide in a contract that any dispute or
disagreement relating to the contract shall be submitted to arbitration,
and that the decision of the arbitrator or arbitrators shall be final, or
substantially this in some form. In construction contracts it is commonly
provided that the decision of the Chief Engineer (or the decision of the
architect) shall be final. The general principle of the Common Law is
that "when the parties to a contract enter into an absolute covenant that
in case a dispute should arise under such contract all matters in differ-
ence between them relating thereto shall be submitted to arbitration, such
stipulation is void on grounds of public policy, because to give effect to
it would be to oust the courts of their jurisdiction." It should be said,
however, that while the courts will not allow their jurisdiction to lie
completely ousted, they are now more disposed than at an earlier period
to give encouragement to the settlement of many of the points of dis-
pute by agreement of the parties in some form, and submission to arbi-
tration in certain particular cases is now well supported by the courts.
255
256 DECISION OF CHIEF ENGINEER FINAL.
Where submission to an arbitrator has already been made, the situa-
tion is quite different from that existing when simply an advance agree-
ment to arbitrate has been made, and this point is substantially the situa-
tion when all matters of dispute are, by the contract, to be settled by
the Chief Engineer, whose decision shall be final. Here the Chief En-
gineer practically occupies the position of an arbitrator already ap-
pointed, and his decision might readily be held final and binding by
courts upon that ground. This is true, whether the Chief Engineer
technically occupies the position of arbitrator or not.
There is another point of view, however, which has much greater
weight. It is not uncommon in contracts of various sorts to provide
in advance that submission to an arbitrator or to arbitrators or to an
engineer or to an architect, shall be made in certain cases, and their
decision shall be final, and "shall be a condition precedent" to bring-
ing suit or obtaining payment under the contract. Such a provision has
been held time and again to be legal and not to oust the jurisdiction of
the courts.
In the extensive treatise, "Elliott on Contracts," the law is stated as
follows, and numerous cases are cited in support, although, perhaps, not
in the specific words used below :
"Either agreements to submit to arbitration pending disputes or
provisions in contracts with regard to arbitration of further controver-
sies are valid, and sanctioned by the courts, in so far as the jurisdiction
of the courts is not ousted by the contract.
"Under this rule a contract will be upheld which makes it a condi-
tion precedent to a right of action that an arbitration shall be had to de-
termine certain questions concerning the liability of the parties, such as
the amount to be paid, or the time of settlement, for this does not
deprive the courts of jurisdiction.
"A statute which makes arbitration compulsory, but permits appeal,
is valid, but neither by contract nor statute can an arbitration be made
absolutely final on the parties, cutting off appeal to the courts ; for such
contract or statute will not be enforced in law or equity."
With relation to making an award or appraisal a condition precedent,
in the case of Hamilton vs. Liverpool & London & Globe Insurance Com-
pany, 136 U. S. 242, where the opinion was written by Mr. Justice Gray,
it is stated that
"The appraisal, when requested in writing by either party, is dis-
tinctly made a condition precedent to the payment of any loss and to
the maintenance of any action. Such a stipulation, not ousting the
jurisdiction of the courts, but leaving the question of liability to be
judicially determined, and simply providing a reasonable method of esti-
mating and ascertaining the amount of the loss, is unquestionably valid,
according to the uniform current of authority in England and in this
country.''
It was said in the case of Holmes vs. Richet, 56 Cal. 307, quoting
approvingly an earlier case of Scott vs. Avery, H. L. Cas., Vol. 5, p. 811 :
"The courts will not enforce or sanction an agreement which deprives
the subject of that recourse to their jurisdiction, which has been con-
sidered a right inalienable, even by the concurrent will of both parties.
DECISION OF CHIEF ENGINEER FINAL. 257
But nothing prevents parties from ascertaining and constituting as they
please the cause of action which is to become the subject-matter of dis-
cussion by the courts."
In slightly different form the principle is stated in the case of
Wood vs. Hartshorn, ioo Mass. 117:
"It is not unlawful for parties to agree to impose a condition prece-
dent with respect to the mode of settling the amount of damages or
the time of paying it, or matters of that kind that do not go to the root
of the action." "There is no policy of the law in this Commonwealth
adverse to the settlement of controversies or questions between parties
by arbitration, and contracts to that effect are enforced so far as they
can be consistently with the principles of the law. Judicial tribunals
are provided by the government to enable parties to enforce their rights
when other means fail, but not to hinder them from adjusting their dif-
ferences themselves, or by agents of their own selection."
While there has appeared to be some question as to whether the en-
gineer, or architect, or other officer entrusted with the "decision which
shall be final" is to be regarded strictly as an arbitrator, there appears to
be no question at the present time as to the law in such cases, where it is
clear that the decision of this specified engineer, or architect, or officer,
is to be considered final and a condition precedent.
The extent to which the courts will sustain such a decision and re-
fuse to allow evidence to controvert it can be clearly understood from
the case of Kihlberg vs. U. S., 97 U. S. 398, where M'r. Justice Harlan
delivered the opinion.
The contract read : "The distance to be ascertained and fixed by
the Chief Quartermaster of the District of New Mexico, and in no
case to exceed the distance by the usual and customary route."
The distances fixed by the Chief Quartermaster were less than
by air line, or by the usual and customary route. The decision reads :
"The parties, however, concurred in designating a particular person
— the Chief Quartermaster of the District of New Mexico — with power
not simply to ascertain, but to fix, the distances which should govern in
the settlement of the contractor's accounts for transportation. The
written order of General Easton to the Depot Quartermaster at Fort
Leavenworth was an exertion of that power. He discharged a duty im-
posed upon him by the mutual assent of the parties. The terms by which
the power was conferred and the duty imposed are clear and precise.
leaving no room for doubt as to the intention of the contracting parties.
They seem to be susceptible of no other interpretation than that the action
of the Chief Quartermaster, in the matter of distances, was intended to
be conclusive. There is neither allegation nor proof of fraud or bad
faith on his part. The difference between his estimate of distances and
the distances by air line, or by the road usually traveled, is not so
material as to justify the inference that he did not exercise the authority
given him with an honest purpose to carry out the real intention of the
parties, as collected from their agreement. His action cannot, there-
fore, be subjected to the revisory power of the courts without doing
violence to the plain words of the contract. Indeed, it is not at all
certain that the Government would have given its assent to any contract
which did not confer upon one of its officers the authority in question.
If the contract had not provided distinctly, and in advance of any
258 DECISION OF CHIEF ENGINEER FINAL.
services performed under it, for the ascertainment of distances upon
which transportation was to be paid, disputes might constantly have
arisen between the contractor and the Government, resulting in vexatious
and expensive and, to the contractor oftentimes, ruinous litigation.
Hence the provision we have been considering. Be this supposition as it
may, it is sufficient that the parties expressly agreed that distances should
be ascertained and fixed by the Chief Quartermaster, and in the absence
of fraud or such gross mistake as would necessarily imply bad faith, or
a failure to exercise an honest judgment, his action in the premises is
conclusive upon the appellant as well as upon the Government."
This is what is known as a leading case, quoted over and over again
in later cases of a similar character, where the same principle was
found to apply, and is clearly the established law upon this point.
The case of Choctaw & M. R. Co. vs. Newton, 140 Fed. Rep. 225,
adds something to the understanding of the subject:
"The contractor is presumed to protect himself against possible loss
resulting from any adverse judgment of the engineer by the amount of
his bid: and when litigation arises over the decisions and award of such
an umpire, the courts cannot, without making a new contract for the
parties, disregard such positive provisions, or set aside the action of the
umpire, except for the most grave and cogent reasons. Hence it has
become the settled doctrine of the law that to give the contractor any
standing in a court of equity to vacate the final award of the engineer,
and give him judgment for a larger sum than that allowed in the final
estimate, the contractor must show by an overwhelming weight of
the evidence that the engineer was guilty of fraud, or exhibited such
an arbitrary or wanton disregard of the complainant's plain rights under
the contract as to be the equivalent of fraud, or committed errors and
mistakes to the complainant's prejudice so gross and palpable as to leave
no doubt in the mind of the court that grave injustice was thereby done
him. It is not material how the weight of evidence may be upon this
point, unless it shall appear that it is so overwhelmingly with the com-
plainant as to give reasons for thinking that the Chief Engineer's judg-
ment was biased, partial and consciously unjust' "
In the application of this rule in this particular case, one of the
judges thought the engineer did exercise bad faith, and that the
evidence should be admitted; two judges failed to fin <T sufficient evidence
to indicate bad faith; the difference of opinion between the judges did
not involve the general principle stated, but only its application in this
particular case.
The case of Martinsburg & Potomac Railroad Company vs. March,
114 U. S. 549, shows a similar ruling under slightly differing facts.
The contract read : "To prevent all disputes, it is hereby mutually
agreed that the said engineer shall in all cases determine the amount or
quantity of the several kinds of work which are to be paid for under this
contract, and the amount of compensation at the rates herein provided
for, and also that the said engineer shall in all cases decide every ques-
tion which can or may arise relative to the execution of this contract
on the part of said contractor, and his estimate shall be final and con-
clusive.
DECISION OF CHIEF ENGINEER FINAL. 259
"That whenever this contract shall be completely performed on the
part of the said contractor, the said engineer shall certify the same in
writing, under his hand, together with his estimate as aforesaid, and the
said company shall, within thirty days after the receipt of such certifi-
cate, pay to the said contractor, in current notes, the sum which, accord-
ing to his contract, shall be due."
In the opinion of the court, Mr. Justice Harlan,
"It does not appear from the declaration that the engineer ever
certified in writing the complete performance of the contract by the
plaintiff, together with an estimate of the work done and the amount of
compensation due him according to the prices established by the parties.
Until after the expiration of thirty days from the receipt of such cer-
tificate, the company did not, by the terms of the agreement, come under
a liability to pay the plaintiff the balance, if any, due him under the con-
tract. Nor does the declaration state any facts entitling him to sue the
company on the contract, in the absence of such a certificate by the en-
gineer, whose determination was made by the parties final or conclusive.
And upon the supposition that the engineer made such a certificate as
that provided by the contract, there is no allegation that entitled the
plaintiff to go behind it ; for there is no averment that the engineer had
been guilty of fraud, or had made such gross mistake in his estimates
as necessarily implied bad faith, or had failed, to exercise an honest
judgment in discharging the duty imposed upon him.
"Several instructions were asked by the defendant embodying the
proposition that the final estimate of the engineer was to be taken as
conclusive, unless it appeared from the evidence that in respect thereto
he was guilty of fraud or intentional misconduct. These instructions were
modified by the" (lower) "court by adding after the words 'fraud or in-
tentional misconduct,' the words 'or gross mistake.' This modification
was well calculated to mislead the jury, for they were not informed that
the mistake must have been so gross or of such a nature as necessarily
implied bad faith upon the part of the engineer. We are to assume
from the terms of the contract that both parties considered the possi-
bility of disputes arising between them in reference to the execution of
the contract. And it is to be presumed that in their minds was the
possibility that the engineer might err in his determination of such mat-
ters. Consequently, to the end that the interests of neither party should
be put in peril by disputes as to any of the matters covered by their
agreement, or in reference to the quantity of work to be done under it,
or the compensation which the plaintiff might be entitledto demand, it
was expressly stipulated that the engineer's determination should be
final and conclusive. Neither party reserved the right to revise that
determination for mere errors or mistakes on his part. They chose to
risk his estimates and to rely on their right, which the law presumes they
did not intend to waive, to demand that the engineer should at all
times, and in respect to every matter submitted to his determination,
exercise an honest judgment, and commit no such mistakes as, under all
the circumstances, would imply bad faith."
This case also seems important from the fact that the opinion of
the Supreme Court of the United States lays down the rule that even
"gross errors" in an award or estimate do not justify the court in ac-
cepting evidence to set aside the decision of the Chief Engineer, unless
these "gross errors" are such as to "imply bad faith." It is significant
that this opinion was rendered reversing the decision of the lower court,
260 DECISION OF CHIEF ENGINEER FINAL.
although the tendency and preference of a higher court would naturally
and properly be to sustain, rather than reverse, the opinion of the lower
court.
At a later date, 1900, a similar decision was rendered in the case
of U. S. vs. Gleason, 175 U. S., p. 588, where Judge Shiras rendered the
opinion :
"Another rule is that it is competent for parties to a contract of
the nature of the present one to make it a term of the contract that
the decision of the engineer, or other officer, of all or specified matters
of dispute that may arise during the execution of the work, shall be
final and conclusive, and that, in the absence of fraud or of mistake so
gross as to necessarily imply bad faith, such decision will not be sub-
jected to the revisory power of the courts."
This also reversed the decision of a lower court, this time the Court
of Claims.
That the provision that the decision of the Chief Engineer shall
be final is not a one-sided provision, directed against the contractor, is
shown by the case of the Chicago & Santa Fe Railroad vs. Price, 138
U. S. 185. Here the opinion of the court reads :
"The only difference between that case" (114 U. S. 549) "and the
present one is that the alleged mistakes of the engineer in the former
case were favorable to the railroad company, while in this case they are
favorable to the contractors. The mere incompetency or mere negli-
gence of the Division or Chief Engineer does not meet the requirements
of the case, unless their mistakes were so gross as to imply bad faith.''
In this case there was some evidence offered indicating somewhat
careless methods of making estimates, but the court evidently thought
they did not indicate bad faith or fraud, and so refused to set these
estimates aside or accept evidence to disprove them.
The case of Low vs. Fisher, 1886, Circuit Court, N. J., 27 Fed. Rep.
542, involves other provisions often found in construction contracts, and
is probably worth quoting:
"The second count of the declaration is founded upon the eleventh
section of the contract, which provides 'that changes in the alinement,
gradients and forms of structures may be made at the direction of the
Chief Engineer ; but no claim for damages shall be made or allowed
therefor, nor for any prospective profits or work which may, by rea-
son of such changes, be abandoned ; but any work done upon the line
before it is changed, and which may be abandoned, shall be paid for
and fixed by this contract ; and when the new alinements, gradients or
forms of structures substituted for those abandoned shall, in the opinion
of the Chief Engineer, materially alter the character of the work, he shall
estimate the difference in value thereof, and due allowance shall be
made therefor, according to the enhanced or diminished value of the
work.' From the terms of the section it is manifest that, before a suit
can be brought for a breach of the same, two things are necessary: (il
That the Chief Engineer should be of the opinion that the changes made
in the alinement, gradients and form of structures have materially altered
the character of the work ; and (2) that he shall have estimated the
difference in value. The declaration contains no allegations that the
Chief Engineer had any such opinion, or that he has made an estimate
of the amount of the enhanced value of the work. On the contrary, it
DECISION OF CHIEF ENGINEER FINAL. 261
simply alleges 'that he has wholly neglected and refused to do so.'
. . . It is not necessary to say whether the count would have been
good if it had alleged that the neglect and refusal of the Chief Engineer
was fraudulent or in bad faith, but the count in its present form cannot
be upheld."
In this case, again, the court refused to go behind the action of the
Chief Engineer in the absence of any allegation of fraud or bad faith
on the part of the Chief Engineer.
While it is not worth while indefinitely to multiply cases which
seem all to be in accord as to the principle or rule of law stated, never-
theless certain cases do connect with the phraseology used in different
contracts, and the case of United States vs. Gleason, 175 U. S. 588,
already referred to, seems of some interest in this way.
In this case there was in question a provision "that if the party
or parties of the second part" (the contractors) "shall, by freshets, ice
or other force or violence of the elements, and by no fault of his or
their own, be prevented either from commencing or completing the work
or delivering the materials at the time agreed upon in this contract, such
additional time may in writing be allowed him or them for such com-
mencement or completion, as in the judgment of the party of the
first part" (the Chief Engineer) "or his successor shall be just and
reasonable."
Although the specific words, "his decision shall be final," are not
used, the court says :
"Our conclusions are that, under a proper construction of the con-
tracts in this case, the right or privilege of the contractors, if they failed
to complete their work within the time limited, to have a further exten-
sion or extensions of time, depended upon the judgment of the engineer
in charge when applied to to grant such extension, and that no allegation
or finding is shown in this record sufficient to justify the court in set-
ting aside the judgment of the engineer as having been rendered in bad
faith, or in any dishonest regard of the rights of the contracting parties."
In the case of Sweeney vs. United States, 109 U. S. 618, the accept-
ance of a wall was the question at issue.
' The contract provided : "After such officer, or civil engineer, or
other agent, shall have certified that it is in all respects as contracted
for, it shall be received and become the property of the United States."
The record from the Court of Claims stated, among other things :
"The claimant then offered evidence tending to show that the wall as
completed by him was in compliance with the requirements of the con-
tract, but the court refused to hear such evidence or to make any finding
on that subject.''
The Supreme Court, on appeal, says :
"The officer of the army designated under this authority expressly
refused to give the necessary certificate, on the ground that neither the
material nor the workmanship were such as the contract required. The
court below found that there was neither fraud, nor such gross mistake
262 DECISION OF CHIEF ENGINEER FINAL.
as would necessarily imply bad faith, nor any failure to exercise honest
judgment on the part of the officer in making his inspections,"
and the judgment of the lower court was affirmed.
The very important case of O'Brien vs. Mayor of New York, 139
N. Y. 543, is of importance mainly as showing that the courts have
sustained a contract even under a provision that the decision of the
engineer shall be final and binding on the contractor, but not on the city.
In this case, quoting the opinion of the court :
"It was agreed between the parties to it that the engineer should in
all cases determine the amount of work and quantities of several kinds of
work . . . and should determine all questions in regard to said con-
tract and the construction thereof," etc., . . . "and this estimate and
decision should be final and conclusive on the contractor in case any
question should arise."
In another part of the contract it was provided "that the City of
New York should not, nor should any department officer of the City
of New York, be precluded or stopped by any return or certificate made
or given by any engineer, inspector or officer, agent or appointee of said
aqueduct commissioners from at any time showing the true and correct
amount and character of the work which should be done and the mate-
rials which should have been furnished by the contractor."
The court says :
"This contract bears evidence of extreme care and caution in its
preparation, and it was intended, evidently, to guard the interests of the
city to the greatest extent possible consistently with the procuremen of
the work by responsible and capable contractors. In all large and public
works experience has shown the necessity for this endeavor. There is no
spur like self-interest in business enterprises, and it may be regarded as
certain that the contractor will always take care of his own interests so
far as possible. This is natural and proper, and no fault can be or is
found with such a fact. But how far the officers or employes who repre-
sent the general public or the corporation which is building the work can
be depended upon for steady, earnest, zealous, and able attention to the
public interests is always a matter, to say the least, of some doubt. Hence
the provisions for the binding force of the engineer's decision upon the
contractors and an omission of any such provision in relation to the other
parties to the contract."
While this shows a very extreme case, where an apparently one-
sided contract was supported by the court, it may properly be said that
while such a provision may be wise or necessary in the case of many
of our large cities, yet for railroads and for most corporations or indi-
viduals such a provision in the contract would commonly seem so burden-
some to the contractor that the result would probably be an increase in
prices bid sufficient to make this provision undesirable. The standard
contract form of this Association seems to have carefully avoided pro-
visions unduly severe upon the contractors, without reference to their
legal effect.
Some of the decisions cited are clearly to the effect that the juris-
diction of the court cannot be ousted. To what extent, then, does the
court retain jurisdiction of cases where the decision of the Chief En-
DECISION OF CHIEF ENGINEER FINAL. 263
gineer shall be final and a condition precedent to any right of action?
What is the nature of the "appeal" which may be taken from the de-
cision of the engineer?
This question is answered in part in the case of Flynn vs. The Des
Moines & St. Louis Railway Company, 63 Iowa, 490, where it is stated :
"It is next insisted that the only remedy for the breach of the con-
tract is that the engineer must determine all questions in dispute between
the parties. As we have said, the engineer has ascertained and certified
the amount due the plaintiffs under the contract. But he has no power
to enforce his findings, and, therefore, an appeal to the court is required
to enforce what the engineer has in substance determined that the de-
fendants shall pay."
Again, in the case of Mitchell vs. Dougherty, 90 Fed. Rep. 639:
"We do not question the right of the parties to such a contract as
this to set aside the rules of evidence established by law, by providing
that the estimate, computation or appraisement of any one of whom
they may see proper to select shall be exclusively received to prove the
extent or character of the work done, and the sum to be paid therefor;
but where, as here, they undertake to waive all right of action," etc., it
means "the complete abrogation of the authority which it" (the law) "has
conferred on the courts."
In this case the question at issue was whether the work had already
been accepted by the parties who had employed the contractor, and this
was a question of fact to be decided by trial, and did not properly in-
volve any dispute as to the terms of the contract. The court refused to
have its jurisdiction over this question ousted, and, therefore, referred
the determination of this particular fact to the jury.
The case of Samuel M. Plumley vs. United States, 226 U. S. 342.
goes rather farther than other cases in the extent to which it allows
the jurisdiction of the arbitrator to reach, inasmuch as it rules that the
decision of the Secretary of the Navy is not, in this case, subject to
review by the court ; the point involved was whether certain work re-
quired came within the terms of the original contract or was extra
work outside the contract, and so should be paid for extra, a question
which a court might readily consider within its special jurisdiction. It
is noteworthy also that the Secretary of the Navy could hardly have any
intimate knowledge of the subject, such as is ordinarily possessed by the
engineer or architect in direct charge of the work.
Mr. Justice Lamar delivered the opinion of the court:
"In October 1888, P. H. McLaughlin & Co. contracted to build the
Naval Observatorv in Washington for $307,811. After most of the work
had been done the contract was forfeited for failure to make satisfactory
progress. (37 Ct. CI. 150.) The Government advertised for bids to com-
plete the work. After examining the contract and documents Plumley
agreed to complete the building in accordance with the McLaughlin con-
tract, and 'duly authorized change,' by June 1, 1892, for the sum of
$25,840. Having finished the work, he sued the Government for damages
by delay and extra work amounting to $12,813. The court rendered judg-
ment in his favor for $502 insurance paid during the period he was de-
layed in finishing the work. All of the other items were disallowed. Both
parties appealed.
264 DECISION OF CHIEF ENGINEER FINAL.
"i. The largest item is a claim for extra compensation for installing
a ventilating system, which McLaughlin agreed to do for a given sum.
The proposed change and this offer were submitted by the architect to
the Bureau of Equipment, with the statement that if approved McLaughlin
would enter into a formal written contract to do the work for the prices
named. The plans and bid were approved. McLaughlin was directed to
proceed, and did some work thereon. Later his contract was forfeited.
Plumley (and his partner, Davis, a former member of McLaughlin &
Co.) knew these facts at the time the bid was made to complete the work,
but when required to build the ventilating system Plumley insisted that it
was not within McLaughlin's original contract, and not a 'duly authorized
change,' because no written contract had been signed by both parties, as
required by the terms of the contract. This contention was rejected by
the architect, and, on appeal, by the Secretary of the Navy. The Court
of Claims at first sustained this position, but on a rehearing held that
Plumley was estopped from claiming that the change had not been duly
authorized, and, under his contract to complete the work, was bound to
finish what McLaughlin had begun. Beyond this the contract provided
that if there was any discrepancy between plans and specifications, or be-
tween the contract of McLaughlin and the contract of Plumley, the
matter should be referred to the Secretary, Plumley agreeing 'to abide by
his decision in the premises.' The Secretary decided against him, and
under the circumstances his construction is binding on the contractor.
"2. This same provision prevents a recovery for the drain pipe in-
cluded in the original contract. For some reason, not stated, it appears
that McLaughlin was requested to make a bid for laying drain pipe.
It was accepted and then countermanded. Plumley was likewise re-
quested to make a bid, which was accepted and then countermanded.
When required to lay the pipe he demanded extra compensation, but
his appeal was overruled by the Secretary, possibly for the reason sug-
gested in the argument — that asking a bid did not relieve Plumley from
the obligation to furnish labor and material actually included in the
contract. What facts were submitted to the Secretary is not in this
record, but his ruling is conclusive, in view of Plumley's agreement to
abide by his decision.
"3. The other items for extra work were properly disallowed.
The contract provided that changes increasing or diminishing the cost
must be agreed on in writing by the contractor and the architect, with
a statement of the price of the substituted material and work. Addi-
tional precautions were required if the cost exceeded $500. In every
instance it was necessary that the change be approved by the Secretary.
There was a total failure to comply with these provisions, and though
it may be a hard case, since the court found that the work was in fact
extra and of considerable value, yet Plumley cannot recover that for
which, though extra, was not ordered by the officer and in the manner
required by the contract. Rev. Stat, Sec. 3744: LT. S. Comp. Stat., 1001.
p. 2510; Hawkins vs. United States, 96 U. S. 689, 24 L. Ed. 607: Rip-
ley vs. United States, 223 U. S. 695, 56 L. Ed. 614; 32 Sup. Ct. Rep.
352; United States vs. McMullen, 222 U. S. 460, s6 L. Ed. 269: ?,2 Sup.
Ct. Rep. 128."
That the decision of the engineer may be set aside for fraud or
its substantial equivalent, lack of good faith, has already been indicated
in some of the previous court rulings. A case of this sort is the case
of St. Louis & Peoria Railroad Company vs. Kerr, 48 111. App. 496. Here
the President of the railroad was also the active member of the firm
of contractors, and from this statement of the court it appeared that the
DECISION OF CHIEF ENGINEER FINAL. 265
engineer was controlled by the contractor (who was also the President).
The court found in this case that
"It was quite evident that the estimates could not be relied upon
as the unbiased judgment and conclusion of the engineer," and "the esti-
mates were properly disregarded."
In this case the engineer's estimate was not final because, apparently,
not made in good faith.
A case not entirely dissimilar is that of Fruin-Bambrick Const. Co.
vs. Ft. Smith & W. Railroad Company, 140 Fed. Rep. 465, where the
Chief Engineer, under whom much of the work was constructed, died ;
his successor seemed to have been dominated by the President of the
railroad company, and revised the estimates of his predecessor. The
court found this revised "estimate should be disregarded as dishonest
and grossly erroneous and unjust."
In the case of Edwards vs. Hartshorn, 72. Kans. 19, it appears that
"The resident engineer had only a passing acquaintance with the
work. He did not give it the attention during its progress necessary to a
correct and complete estimate. Changes were made by him which indi-
cated carelessness and a lack of definite information, and, indeed, the
testimony tends to show that classifications were not made with any care,
and that his measurements were incomplete and little more than ap-
proximations. Enough appears in the testimony to warrant the inference
that the so-called estimates were not fairly and honestly made, and
the discrepancies are such as to show palpable mistakes and utter dis-
regard of the right of Hartshorn."
Here the decision of the Chief Engineer supporting the estimate
was not held to be final and binding. There was a lack of good faith.
It is further clear that the courts assume jurisdiction when the
engineer or architect wilfully refuses or neglects to perform the duties
imposed upon him by the contract. This is shown in the following
opinion of the court on Herbert vs. Dewey, 191 Mass. 403 :
"We are of the opinion that, if an architect after the completion of
a contract, wilfully and without excuse refuses to act at all, or if he
acts dishonestly and in bad faith, and the contractor is thereby pre-
vented from obtaining a certificate, the contractor may proceed with his
action without it. Such action or refusal to act would leave the pro-
vision for obtaining an architect's certificate of no effect upon the rights
of either party."
It is also true that the engineer is bound by the terms of the con-
tract and a departure by him from its clear terms will justify the court
in assuming jurisdiction.
In the case of Drhew vs. Altoona, 121 Pa. St. 401, the contract
had for classification "earth excavation" and "rock excavation." The
engineer introduced a new term not in this contract, "loose rock excava
tion." The court held that this was without the contract, and the en-
gineer's decision was binding only within the contract and not binding as
to his estimate made in this way.
266 DECISION OF CHIEF ENGINEER FINAL.
In the case of Ross vs. McArthur Bros., 85 Iowa, 203, the court
states :
"The only evidence relied upon as tending to show fraud in the mak-
ing of the estimates is the relation of the engineer to the defendant rail-
road company. The agreement to submit to his classification, measure-
ments, and calculations was made with a full knowledge of that relation,
and the evidence fails to satisfy us that his classifications, measurements
and calculations were in any substantial respect wrongful, false or fraudu-
lent."
This decision bears upon the point often raised, that the Chief En-
gineer is not an impartial arbitrator.
And in the case of Dorwin vs. Westbrook, 71 Hun (N. Y.) 405:
"The engineer and his assistants were not the agents of the defendant
any more than they were the agents of the plaintiffs. They were not, in
fact, the agents of either."
Apparently in this case the engineer made a verbal agreement that
he would classify material in a certain way. At least the jury found
this to be so, although the engineer denied it. Nevertheless, the court
decided that this verbal agreement did not take the place of a final cer-
tificate to this effect, and without this the contractor could not recover
what would have been due under the verbal agreement.
Going somewhat further perhaps into the merits of the general ques-
tion under discussion in this paper, the case of Bush vs. Jones, 144 Fed.
Rep. 942, is in point :
"The conclusion to which this discussion leads is clear. Completion
to the satisfaction and according to the trained professional judgment of
the architect, who drew the specifications, and is able to speak from a
direct supervision over and inspection of the work as it progresses ; and
completion, according to the opinion of the jury, under the imperfect con-
ditions of a trial and the inability to produce things as they actually are,
are two different and distinct propositions ; and the owner who has stipu-
lated for the one is not to be put off with the other, when everything is
honestly and fairly done."
Again in Kennedy vs. Poor, 151 Pa. St. 472:
"Presumably no more suitable selection could have been made than
the architect who draws the plans and is to superintend the work. He is
certainly more competent to determine any difficulty that might arise
than a jury indifferently chosen and without the requisite information or
power to acquire it."
In the case of Ripley vs. United States, 223 U. S. 695, the contract
read, "All material furnished and work done under this contract shall,
before being accepted, be subjected to a rigid inspection by an inspector
appointed on the part of the government, and such as does not conform
to the specifications set forth in this contract shall be rejected. The de-
cision of the engineer officer in charge as to quality and quantity shall
be final." And the court ruled:
"The officer's decision was binding — all these claims relate to mat-
ters which, under the contract, were submitted to the engineer. There
is no finding that he acted in bad faith. Indeed, it is not even found that
the decisions were erroneous, though that is implied. But the contract
DECISION OF CHIEF ENGINEER FINAL. 267
did not contemplate that the opinion of the court should be substituted
for that of the engineer. In the absence of fraud, or gross mistake in-
volving fraud, his decisions in all these matters were conclusive."
In the case of Monongahela Nav. Co. vs. Fenlon, 4 Watts & Sergeants
(Pa.) 205, the contract reads:
"It is mutually agreed between the parties to these presents, that in
any dispute which may arise between the contractors and the com-
pany, the decision of the engineer shall be obligatory and conclusive
without further recourse or appeal."
The decision says :
"The contingency which has occurred is precisely one where an in-
telligent and honest engineer would be most competent to administer exact
and equal justice between the parties; and without any disparagement to
the ordinary tribunals of the country, it is a controversy which in its
nature they are least fitted to decide."
The decision in the case of Heidlinger vs. Onward Const. Co., 90
N. Y. Suppl. 115, goes somewhat farther than the other, inasmuch as the
court refuses to go behind the estimate even for a mistake as to the law.
"In the absence of proof of corruption, bad faith, or misconduct on
his part, or palpable mistake appearing on the face of the estimate, neither
party can be allowed to prove that he decided wrong as to the law or
facts." "The award of the arbitrator cannot be set aside for mere error
of judgment as to the law or facts of the case submitted to him."
Following these decisions it appears that the law may be summarized
as follows : Whenever it is apparent from the contract taken as a whole,
that the decision of the Chief Engineer is to be final and conclusive, it is
not essential that the words "final" or "conclusive" shall be specifically
used, nor is it necessary that the words "condition precedent" shall occur.
When it is apparent that the parties to the contract have agreed to accept
the decision of the Chief Engineer, no evidence as to error in his decision
shall be accepted, unless to prove gross error such as to imply fraud or
bad faith on his part. It is clear that the decision of the Chief Engineer,
as to the quantity or quality of work, is in this way final and conclusive.
His decision as to the meaning of plans and specifications is also final
as to all matters of technical character; the testimony of any other en-
gineer or expert cannot be accepted, in the absence of fraud or bad faith.
An error apparent to the court gathered from the face of the estimate
or engineer's decision and of the contract, taken together, may be cor-
rected by the court, which thus exercises its jurisdiction. Upon a pure
matter of law an error of the Chief Engineer apparent on the face of his
decision and the contract, taken together, will be corrected by the court
in the exercise of its jurisdiction. In a case where a question of law is
interwoven or combined with questions of fact or of interpretation of the
specifications, unless an error of the Chief Engineer should be evident on
the face of his decision and the contract, taken together, the court prob-
ably will not accept testimony as to an error of the Chief Engineer, in
the absence of fraud or bad faith.
The fact should not be lost sight of that the courts have frequently
allowed the decision of the Chief Engineer (or similar official) to be
268 DECISION OF CHIEF ENGINEER FINAL.
overruled for fraud or bad faith or because of mistake when the Chief
Engineer substituted his view of justice for the plain provisions of the
contract, or read into the contract things not there. It should further be
remembered that while the decision of the Chief Engineer in the final
stage determines the amount due, and covers the final acceptance of the
work, yet recourse must be had to the courts to enforce payment or re-
fund, and recourse may be had to the courts to establish fraud or bad
faith if the Chief Engineer is thought to be culpable, either in faulty de-
cisions amounting to fraud or in a failure to act when it is his duty to
do so. It is evident that the jurisdiction of the court is in these par-
ticulars not entirely ousted.
Such appears to be the law. Leaving aside legal technicalities, what
should be the rule from a business standpoint?
Unless the manufacturer or the seller of an article has some sort of
monopoly of that article, he must expect that it shall have to meet the
requirements of the purchaser. It has sometimes been said that American
goods have failed to be introduced in parts of South America because
the requirements of the purchaser were not sufficiently understood, not
so well as by German manufacturers or dealers, for instance. It is not
always possible to completely specify all the requirements; the customer
knows whether or not the article sent suits him He cannot always see
the article before it is sent to him. The successful selling merchant
must in the long run furnish articles to suit his customer, and he cannot
haggle and dispute about it if he expects to succeed ; and in general
business it is not customary to provide that some outsider shall be a
judge of whether the article furnished ought to suit. Unless the article
suits, oftentimes it is returned at some expense and trouble to the seller.
Our large department stores send goods to their customers, and in actual
practice a very considerable proportion is returned, not infrequently
without adequate reason. The prices charged undoubtedly include the
cost of these somewhat unsatisfactory transactions. Sometimes, even, an
article is used previous to its return; if this is discovered the seller re-
fuses further orders from that purchaser. In another case the product
from a mill for grinding corn is sent to a distant customer who reports
receipt in bad order ; the miller, who really knows better, but cannot prove
anything, takes his loss, but refuses to fill further orders.
General business cannot be carried on without some loss due some-
times to unreasonableness, sometimes dishonesty in the purchaser. The
merchant must know his customer or else meet loss. So must the con-
tractor and so must the railroad company. Unless compelled by law to
accept the lowest bidder, as is the case with some municipalities, but not
with railroads, it is wise to employ only those contractors known to be
capable and square. The contractor is never under obligation to bid on
a contract, and should not bid unless the proposals are from responsible
and decent parties. The contractor as a seller must furnish the purchaser
an article to suit him, and must expect to suit him, and it is not business-
like to draw a contract with the expectations that some outside party will
DECISION OF CHIEF ENGINEER FINAL. 269
be called to say whether the purchaser ought to be suited. The purchaser
is justified in refusing to do business in that way. Most railroad com-
panies would refuse to admit that their Chief Engineer would deal un-
fairly with the contractor. There is need of some responsible head who
can decide promptly and once for all when questions arise relating to
the work.
While most Chief Engineers of railroads are fair and honest, some
may be dishonest, and some are unreasonable and fussy. The contractor
must know his man and in some cases refuse to bid, or bid high enough
to cover this risk, as well as other risks. It is well settled that contrac-
tors do bid on work where it is provided that the decision of the Chief
Engineer shall be final. That the prices bid are somewhat increased
seems probable, but railroad companies are justified in paying such in-
crease as is called for on this account.
If the Chief Engineer's opinion is not to be final, what are the alter-
natives? One is submission to a board of arbitrators (generally three) ;
another is to refer any disagreement to one arbitrator specified by name
in the contract; and a third is a trial by jury.
A board of three arbitrators is expensive and in practice it is the
rule that one arbitrator protects the interests of the railroad, a second
the interests of the contractor, and the third arbitrator or umpire settles
contested points after much pulling and hauling.
While submission to a single arbitrator, named in advance, at first
sight seems attractive, yet this has disadvantages. It suggests dispute at
the outset if any advantage to either party is likely to result, and in view
of that fact, is it improbable that the outcome will be a trial of wits be-
tween the contractor and the Chief Engineer, who in this case is no
longer an arbitrator whose duty is to deal justly between the railroad
and the contractor? Taking Chief Engineers and contractors as you find
them, will either the contractor or the contractor's lawyer stand a better
chance in this battle of wits against the Chief Engineer and the rail-
road's lawyer, than they stand now when the Chief Engineer is impressed
with the responsibility of dealing fairly between the railroad and the
contractor ?
Careful consideration will probably justify the conclusion that the
provision that "the decision of the Chief Engineer shall be final" is not
only a sound provision from a legal standpoint, but is also thoroughly
reasonable from the standpoint of just business procedure, is simple and
effective, and not altogether to the disadvantage of the contractor.
COST OF STOPPING AND STARTING TRAINS.
By F. W. Green,
General Manager, Louisiana & Arkansas Railway.
The question as to the approximate cost of stopping and starting
trains under various conditions arises in the consideration of many phases
of railway operation; e. g., installation of interlocking plants, location
of stations, junction points, grade crossings, and the distribution of time
in the preparation of timetable schedules.
Very little data are to be found upon the subject, in such literature
as has been available to the author. In February, 1906, an article by
J. A. Peabody, Signal Engineer, Chicago & Northwestern Railway, was
published in "Engineering-Contracting." The essential features are ab-
stracted below :
Item. Passenger. Freight.
Coal to stop train (air pump) 30 lbs. 50 lbs.
Coal to accelerate train (estimated) 275 lbs. 500 lbs.
Total coal 305 lbs. 550 lbs.
Value of coal at $2.15 per ton $0.33 $0.56
Brakeshoe wear (from laboratory tests), includ-
ing tires .03 .15
Wear of brake and draft rigging, etc. (estimated) .06 .29
Total $0.42 $1.00
Note. — The passenger train was considered as stopping from, and
accelerating to, a speed of 50 miles per hour on level tangent, weight of
train 530 tons, including locomotive and tender half loaded. Net loss of
time, 2.5 minutes. The freight train was considered as of 80 cars, 2,000
tons; stopping from, and accelerating to, a speed of 35 miles per hour.
In the February 19, 1910, edition of the "Railway and Engineering
Review" will be found an abstract of a paper by H. H. Vaughn, Assistant
to Vice-President, Canadian Pacific Railway, read before the Western
Canada Railway Club. It is therein estimated that the air pump on a
locomotive consumes from no to 200 lbs. of coal per hour.
Dr. Goss determined that a locomotive consumes from 4 to 6 lbs. of
coal per I.H.P. hour using Brazil block coal of about 13,000 B.t.u. (See
pp. 117-119, "Locomotive Performance.") On page 476 of Henderson's
"Locomotive Operation," 2d edition, are to be found values somewhat
lower, but in the very nature of the case, large variations are to be ex-
pected. The Baldwin Locomotive Works give as an average consumption
4 lbs. of coal and 28 lbs. of water per horsepower hour, and these values
will be used in the following discussion.
It will further be assumed that for the average freight car, including
loads and empties, weighing about 32 tons gross (not gross tons of 2,240
271
272 COST OF STOPPING AND STARTING TRAINS.
lbs.) i the resistance by A.R.E.A. formula is 6 lbs. per ton on level
tangent. Also that the resistance of locomotives and tenders will be the
same if suitable allowance is made for frictional losses between cylinder
and drawbar. (See chart page 23, "Locomotive Data," published by
Baldwin Locomotive Works.) ,
NOMENCLATURE.
A = Force producing acceleration in pounds per ton. of 2,coo lbs.,
C == Number of cars in train,
c = Curvature in degrees,
D = Distance in feet in which required acceleration is attained, and
through which A acts,
d = Diameter of cylinder in inches,
f = Pounds of coal required for deceleration (air-brake system),
F = Pounds of coal required for acceleration,
g = Per cent, of grade,
G = Acceleration of gravity,
h = Velocity head in feet,
H = Horsepower hours,
J — Diameter of drivers, in feet,
L = Length of stroke in feet,
q = Cost of coal per pound.
Q = Total cost of fuel,
R = Sum of locomotive, tractive, grade, curvature and acceleration re-
sistances, pounds per ton,
S = Frictional resistance in pounds at drawbar of locomotive, due to
losses between cylinder and drawbar. (See Goss' "Locomotive
Performance," page 418.)
T = Total tons in train, including locomotive,
t = Time in seconds during which force A acts,
V = Speed in miles per hour,
w = Rate per second for wages of train and engine crew,
W = Amount of train crew wages,
Y = Gallons of water corresponding to fuel consumed stopping and
starting.
Assuming a resistance for the entire train on level tangent of 6 lbs.
per ton (plus a proper allowance for frictional losses in the locomotive
to be referred to later), grade resistance at 2og, curvature resistance at
70V2
0.8c, acceleration resistance at , frictional resistances of locomotive
D
3.8 d2 L
corresponding to losses between cylinder and arawbar at ,
JT
we may write, 7oV* 3>8da]L
R = 6 + 2og + o.8cH h (1)
D JT
The fourth term is taken from Henderson's "Locomotive Operation ;"
the fifth from Goss' "Locomotive Performance," page 418, modified to
COST OF STOPPING AND STARTING TRAINS. 273
the extent of adding the factor T in order to reduce to a value per ton
of train.
RTD
We may now write, H= and assuming 4 lbs. of coal per
1,980,000
horsepower hour,
RTD
F = 4H, or (2)
495,000
From Henderson's "Locomotive Operation," 2d edition, page 5, we
obtain,
A = 7oVVD (3)
and also,
A = 95-6V/t (4)
Equating (3) and (4) and solving for t, we have,
t=i.3657D/V (5)
Obviously
W — wt, and hence, W = 1.3657DW/V (6)
If we assume an evaporation of 7 lbs. of water per pound of coal, the
pounds of water will be 7F, and the gallons of water will be,
Y = 7F/8.34, or 0.84F (7)
Since we are to determine the cost of coal consumed by the stop,
over and above the amount that would be consumed for the acceleration
distance, if no stop were made, we must deduct the fuel that would be
consumed in this distance if train made no stop. We may then write,
(R — 7oVVD)TDq
Q = RTDq/495,000 = 7oV2Tq/495,ooo. . . (8)
495,000
Assuming one minute net loss of time in bringing train to a stop,
and 30 seconds average time between stop and start, the value of crew
wages will be,
oow (9)
The value of crew wages accelerating will be the accelerating time
less the time that would be used for the same distance if no stop were
made; in other words, the net loss will be one-half accelerating time;
hence, from (5) we may write,
Crew wages lost accelerating = 1.3657DW/2V (10)
The air-brake system, when a 9^-in. compressor is used, will require
3.14 lbs. of coal per car in train per hour, or 0.000871 lb. per second,
according to data furnished by an air-brake company; multiplying this by
the number of seconds lost during the period of stopping and starting,
and adding 0.00673 U>- Per car Ior an assumed brake-cylinder pressure of
30 lbs. per sq. in., and a piston travel of 8 in., we may write,
f = 0.00087 1 C (90 + 1.3657D/2V) -f- 0.00673C =
0.0006D 0.0006D
(0.0784+ h 0.0067) C= (0.0851 H ) C ....(11)
V V
On page 1065 of the Railway Age Gazette for May 15, 1914, are pub-
lished results of certain tests, in an article by F. K. Vial, Chief Engineer,
274 COST OF STOPPING AND STARTING TRAINS.
Griffin Wheel Company, Chicago, 111., from which the conclusion seems
justified that the item of brakeshoe and tire wear is so small that for
ordinary speeds and grades it may be disregarded.
The item of wear and tear on draft rigging and brake rigging is a
much more important consideration, but it is very difficult to determine.
In some circumstances, it might amount to several dollars per stop ;
while in other cases it might be almost nothing. As a matter of mere
conjecture, it will herein be estimated at five cents per passenger train
stop, and twenty cents per freight train stop.
The stoppage of trains frequently will cause consequential delays to
either the train stopped, or to other trains; and in such cases it is con-
ceivable that such consequential delays may equal, or exceed, all other
items entering into the cost of the stop. However, this item is so en-
tirely conjectural that it has been thought best to make no money allow-
ance for it.
By way of illustration, below will be found an estimate, based upon
the principles enunciated above, of the cost of stopping a freight train
of 2,000 tons, from a speed of 25 miles per hour, and accelerating same to
the same speed in a distance of 3,000 ft, with fuel at $3.00 per ton, on level
tangent; 50 cars in train.
Coal stopping and starting (formula 11), 8 lbs. at $3.00 per ton (coal
for brake system) $0.01
Coal starting (formula 8) (for acceleration) 27
Water used (formula 7), 155 gals, at 15 cents per M gallons 02
Crew wages stopping (formula 9), 90 X $2.15/3,600 05
Crew wages starting (formula 10) 05
Wear and tear on brakeshoes and tires 00
Wear and tear on brake and draft rigging, estimated 20
Lubricants, supplies, and other similar items, estimated 01
Consequential delays to all trains, disregarded 00
Total $0.61
Referring to formula (8), it will be noted that the stop is charged
only with the work of acceleration, the coefficient R disappearing in the
subtraction ; hence, surprising as it may seem, the cost of stopping and
starting will be the same for any combination of grade, curvature and
internal locomotive resistances.
Attention is here called to the fact that in the above discussion cer-
tain assumptions are made ; the accuracy of any conclusions reached must
necessarily depend upon the accuracy of the assumptions upon which
they may be based. So many variable factors affect the problem that
rigorous and scientific accuracy and precision are not to be looked for
by anyone who has had anything to do with the problems of applied me-
chanics. It is believed, however, that the results obtained will be found
of assistance until more reliable experimental data are available. Care
should be exercised in the application of the formulae; for example,
equation (8) fails when the locomotive is so heavily loaded that it has
not sufficient power to provide accelerating force to accelerate the given
q t
-i5°° -,3000
ZOOO
I
u
0
0
3
0
0
r°
500
500 C:
30O ^
ZOO
-I 100
Q
300
200
fox
0
E
f\ELY
Oonnec/ "v'w/Y/? "T'ond
/nfer^ecTTon or> ~££ " in'z/fy "q"
and read rests// on "GV
E
v
50
J
COST OF STOPPING AND STARTING TRAINS. 275
train to the required speed in the required distance assumed in formula
(ii).
The development of the formulas has proceeded along lines which
will readily admit of the substitution of other values for the various fac-
tors, assumed or derived.
To facilitate computation, a graphical solution of equation (8) is
given in Fig. i.
Acknowledgments are hereby made for helpful suggestions and as-
sistance in the preparation of this paper from C. P. Howard and F. L.
Beal.
Appendix A.
A roughly approximate formula for ascertaining the distance in sta-
tions of ioo ft., Ds, required to accelerate tons, T, to speed in miles per
hour, V, is derived as follows :
In Fig. 2 the force available for acceleration AF is maximum at
starting, and becomes zero at some point P. Call OF = y and OA = b.
Then OF — OA = y — b = maximum force available for acceleration.
Let v = ft. per second, and V = miles per hour.
Then, v = 5,280/3,000 X V = 1. 4666V
and v2=(i.4666)2V2
but v3 = 2Gh, and h = VV2G.
Hence, h = ( 1.4666) 2V2/2G (1)
Now, average force available for acceleration is (y — b)/2 and equiva-
lent grade is (y — b)/2 divided by 20 (since grade resistance for 1 per
cent, is 20 lbs.), or (y — b)/40 per cent. Per cent, of grade = h/Ds.
Therefore, (y — b)/40 = h/Ds and h = Ds(y — b)/40 (2)
Equating (1) and (2), ( 1.4666) 2V2/2G = D*(y — b)/40. Hence, Ds =
i-3376VVy — b to accelerate one ton. Then if T equals tons in train,
D* = i-3376V2T/y-b.
276
Appendix B.
It may be objected bv some that the expression given on page 418,
3-8d2L
of Goss' "Locomotive Performance," namely, , yields values
J
which are. entirely too small for the heavy power in modern service.
For the purposes where this expression is used in the present paper, this
is immaterial, because whatever value is used disappears in the subtrac-
tion in equation (8). However, the resistances of four typical locomo-
tives in pounds per ton, as derived from American Railway Engineering
Association formula, have been plotted against the ratio of the weight on
drivers to the total weight of engine and tender, and a curve drawn
through the points thus plotted can be approximately represented by the
y + .284
equation R = • — , in which "R" equals the resistance of locomotive
.06
and tender in pounds per ton and "y" equals the ratio of the weight
on drivers to the total weight of engine and tender.
The locomotives referred to are :
(1) Atlantic type. (Page 150, Raymond's "Elements of Railroad
Engineering.")
(2) Pacific type. (Ibid, page 152.)
(3) Consolidation type. (Page 8, Part II, Proceedings A. R. E. A.,
1913)
(4) Mikado type. (Ibid, page 18.)
The ratio of weight on drivers to total weight of engine and tender
is, respectively, .292, .406, .535, .480, and the resistance in pounds per
ton was 9.6, 1 1.5, 14.0, 12.3, respectively.
277
Appendix C.
If desired, the time of acceleration may be approximately ascertained
as follows :
1.3657D
t = (5)
V
and, from Appendix A,
1.338 V2T
Ds = (12)
y-b
Since D = 100 Ds,
1.338 V2T 133.8 V2T
D = 100 • = (13)
y — b y — b
Substituting value of D in (13) for D in (5), we have
I.36S7 133-8 V2T 182.73 VT
t== • = (14)
V y — b y — b
Equation (14) may be used instead of equation (10) in computing
crew wages, if desired, although it may be found as difficult to estimate
a proper value for (y — b) in (14) as to estimate D directly in equa-
tion (10).
278
ROLLING RESISTANCE OF CARS OVER SWITCHES
AND FROGS.
By C. L. Eddy,
Assistant Professor of Railway Engineering, Case School of
Applied Science.
INTRODUCTION.
In making the design for a gravity yard it is necessary to know or
to assume the resistance to rolling of freight cars in order to determine
the proper grades to use. This information may be obtained from the
results of experience in the operation of yards, or may be taken from
tests made to determine the rolling resistance of cars.
Considerable data is to be had pertaining to freight-train resistance
on straight track, but this information cannot be used in the design
of the proper grade for a ladder track in a gravity yard on account
of the methods used in making the tests and the difference in track
conditions.
It is known that train resistance varies not only with speed, car
weight and number of cars, but also with the condition of track. In a
gravity yard the switches and frogs on a ladder track offer additional
resistance to the motion of a car that is not encountered on ordinary
track, and might be comparable to the resistance of a badly surfaced
track with worn rails.
Modern freight-train resistance tests are made with a dynamometer
car and full-length trains in service. This method gives good results
for the proper rating of engines, but not for the design of gravity yards,
since trains in the yard are divided into cuts of from one to ten or
more cars each, which introduces car resistance instead of train re-
sistance.
Drop tests with single cars have been made, but usually on straight
track free from switches and frogs.
In order to obtain data on the rolling resistance of cars over
switches and frogs, the tests tabulated in Table I were undertaken. The
observations were made by students at Case School of Applied Science
as a part of their thesis work.
METHOD.
The tests were made on the south ladder of the south classification
group of tracks of the Lake Shore & Michigan Southern (now New
York Central) Railway Company's yard at Collinwood, Ohio. This
group consists of twenty-three tracks running in a general east and west
direction, and is connected with the hump track by two ladder tracks,
which separate about 200 ft. from the top of the hump.
279
280 ROLLING RESISTANCE OF CARS
No. 8 rigid frogs and split switches are used, all of which are in
good order. The tracks are numbered from north to south, so that track
2$ is the outside track on the south side.
The track from the top of the hump to the classification group is
a continuation of the south ladder and has a grade of 4 per cent. The
grade of the south ladder is 1.175 per cent., the change being made at
the separation of the ladders.
In taking observations, the velocity of a car was measured near the
top and bottom of the ladder track. With this information, the distance
between points of observation and the rate of grade, the resistance in
pounds per ton could be computed.
Only cars going over the hump in the usual routine of yard operation
were used in making the tests. In order that the distance between points
of observation might be as great as possible, and still have both on the
same grade, one point was taken near the foot of the 4 per cent, grade
and the other at the entrance of track No. 20. Thus cars for tracks Nos.
20, 21, 22 and 23 could be used for observations.
The first seventy-six observations — the first set — were taken during
March, April and May of 1913 by one set of students, while the remain-
der were taken by another set in May, 1914.
In addition to measuring velocity, the following information was
obtained for each test :
(1) Light weight of car and load, if any;
(2) Capacity of car ;
(3) Direction and velocity of wind;
(4) Temperature of air;
(5) Weather conditions.
The light or stenciled weight was taken directly from the car. as
was the capacity, while the load was taken from the waybills.
During the first set of observations the direction and velocity of
the wind were obtained from the local United States Weather Bu-
reau. The velocity recorded, therefore, was the maximum for that
day.
While making this first series of tests, a great many observations,
were taken which have not been recorded on account of too high wind
velocity. Those recorded showing wind velocities as high as ap-
proximately twenty miles per hour were used for the reason that
from notations on the log-sheet it was certain that the wind was not
blowing at that velocity at the time the observations were taken.
During the second set of observations the wind velocities were taken
on the windward side of the ladder track by means of an anemometer,
while the wind directions were obtained by means of a weather-vane at-
tached to a staff set in the ground.
Care was taken to see that the brakes were not set on any car un-
der observation from the time it left the top of the hump until it passed
the last contact. The car riders were instructed by the Assistant Yard-
master to allow the cars to run freely between the points of contact
OVER SWITCHES AND FROGS. 281
when possible. This was not always possible, and it was the duty of one
of the observers to watch the car rider. If brakes were set, the record
was so marked and the observation was discarded.
The velocity was obtained by recording automatically the time re-
quired for a car to pass over a measured distance — usually 60 ft. — and
dividing the distance by the time. Contact blocks, placed near one rail
of the ladder track, were connected electrically with the recording pencil
of a chronograph, so that a record was made when the wheel of a car
struck them. One pair was placed near the foot of the 4 per cent, grade
below the separation of the ladders, and the other near the entrance to
track No. 20. The chronograph was also connected electrically with a
pendulum, calibrated to accurately beat half seconds, so that each
balf second was recorded by a V-shaped mark on the record. By
scaling between these marks and the records made by the wheels, the
time required for a car to run from one contact to another could be
obtained to 0.01 of a second.
The velocity thus obtained was taken as the velocity of the car mid-
way between the contacts.
To see that there was no material error in taking this average
velocity as the velocity at a point, the four contacts were placed 30 ft.
apart and observations taken by recording the contact of all four wheels
of each car. By measuring the distance between wheels it was possible
to compute the average velocity from the time it took the car to travel
these distances. Thus the average velocity over a distance as short as
5 ft. was obtained, and at four consecutive points 30 ft. apart. The
velocities thus obtained at the second contact were a mean of those
obtained at the first and third and checked with the average velocities
over the first 60 ft. within 0.5 per cent. By having the fourth contact, a
check on the above observations could be had by using the velocities at
the second, third and fourth points.
From the results of these observations it was decided that the
average velocity as obtained above might safely be used.
All observations were taken on box cars except Nos. 94, 96, 101,
No. 94 being an empty gondola, while Nos. 96 and 101 were loaded
gondolas.
CALCULATIONS.
The resistance in pounds per ton was computed as follows. Frotn
the theory of work the following equation is obtained:
M
PXs-FXs = - (V,8 — W) 1.06 (I)
2
where l'^=total accelerating force in pounds.
F = total resistance in pounds.
V,,= total Velocity in ft. per second.
Vi= final velocity in ft. per second.
s = distance in ft. between points of initial and final velocity.
weight in lbs.
M = mass of car =
gravity.
282 ROLLING RESISTANCE OF CARS
The velocity term in the above formula is increased 6 per cent, to
provide for the average energy of the rotating wheels.
The value of P is obtained from the formula
P = 2oXrXW
where r is the rate of grade in feet per hundred and W is the total
weight of the car in tons. Since the rate of grade in this particular case
is 1. 175 per cent.,
P = 23.5 W.
Substituting values of P and W in equation (1), transposing and
dividing by s, we get :
200oW(V12 — V0a)i.o6
F = 23.5 W
64.32 s
If f = the total resistance in pounds per ton, then
F 32.96
£=— = 23.5 (Vx'-Vo2) (2)
W s
For the first eleven observations, s was equal to 375 feet. For ob-
servations Nos. 12 to 76, inclusive, s was 400 feet, and for the remainder
421.5 feet.
By substituting in equation (2) the proper values of s, Vi and Vo,
the total resistance in pounds per ton can be computed, which are the
values given in the last column of Table 1.
DISCUSSION.
The results were analyzed with the idea of investigating the effect
of variations in the initial velocity upon the total resistance, but no
definite conclusions could be drawn because of the limited range of
velocities. This range was between 11 and 14 miles per hour for the
greater part of the observations, a few falling as low as 9 miles per hour
and a few going as high as 16 miles per hour.
There was no definite relation developed between car weight and
resistance. This is as might be expected, considering the limited
number of observations taken and the variations in the condition of
cars observed. However, if established, this law of variation could
be given no consideration in the design of a yard, since the inclination
must be such as to properly handle both empty and loaded cars.
On Plate 1 is plotted the relation between the resistance in pounds
per ton and the gross weight of the single cars observed for all speeds.
There were not a sufficient variation in the gross weight of cars for
any one speed to give definite direction to a curve, so such curves are
not plotted. When the points are plotted on one sheet for all speeds,
as in Plate r, a curve might be drawn in most any other direction than
that of the curve shown, which was suggested by similar curves for
train-resistance tests. The Plate is of value, then, principally to show
graphically the wide variation in the resistances obtained and the range
ND FROGS.
FABLE .
So
Ctapae-
.-: -
ear.
Tom
4
30
30
25
30
4-.
30
H
■
40
25
25
M
B
B
25
B
30
40
±:
50
r--
40
50
■
30
40
B
40
40
40
40
40
4"
30
40
30
4'
40
40
30
4:
40
50
35
40
50
50
50
40
40
40
M
B
3d
30
30
30
40
30
40
40
40
40
4
30
30
at
40
ffeckt :: -.-..-
I.:ri: Z- ::■•-'■
17.0
16.5
16.0
15.5
16.4
16.4
17.5
B I
15.5
".': I
17.1
21 4
14 2
18.9
19.6
19.2
H I
H *
23.3
17.5
15 6
23.5
16.3
18.0
18.5.
19.3
18.2
-■ '
19 .3
16.2
: :
19.1
19.4
19.1
17 3
a -
21.7
22.3
16 7
□ "
19.6
-
18.1
-
a
15.9
15.9
16.6
15 A
■
15 -5
19.1
15 1
:- "
19 2
::
20.5
16 6
:"
18 3
D ;
;." :
37.0
16 0
31.3
23.1
a
42.6
37.3
;: -
17 1
19.0
B -.
15.0
18.9
21.1
19 S
:: .
. -
:■ 1
M I
21.1
:•
V: ;
:•: ■
22.5
:■ :
30.8
29.0
20.1
24.1
19.1
19.4
19.1
17.3
60.1
1" •
23.3
-'
n a
19.6
19.1
23.6
.: ■
n -
15.9
17.9
19.5
13 -
-
. -
15 1
21 1
. i
:; :
18.3
I en 1
Degaeei
-
M
Bii ;
BeaUm
. 1* * - r '.' ." ^
>:■
.
Show
"..«..-
Cfcat
::
."
:_.- i. ?.-.
:-: 1
17.0
:-: 1
j -.
15.6
17.9
:-: 1
13.0
15.3
11.9
14.3
17.9
16.8
14.6
21 4
18.8
14.0
M.l
" i
16.3
16.2
165
20 1
16.3
■
I
.. '
.. -
21.3
:■• 4
39.9
18.8
19.9
20.1
19.4
19.7
20.0
18.6
15.1
170
15.4
13.5
18.2
0 .
1- -
■
:: ■:
a -
13 5
12.3
.• •
:;. I
;•■. :
a -
:-: .-
14.3
16.4
15.6
21.2
:: ■:
16.4
17.9
12.9
a ■
18.9
13.0
15.4
23 2
21.9
15 2
166
- J
18 6
M -
:-■
24.4
15.9
■
- :
■ 1
:•: -
21 0
-.
21.3
20.1
:4 -:
14.0
19 2
15.1
O "
: :
15 6
15.6
:■ 4
:- ■
:: :-
:■ :
:■ 4
l- 1 i
earrel
M ? B
11.3
11.6
a :.
11 3
:: -:
12.2
:: -
• -
:. 4
8.1
9.7
11.4
12.2
11.4
:: :
11.6
14.6
9.5
9.6
12.0
11.1
11.0
11 2
11 2
11.6
:: ■
13.4
15.4
' ■
14.6
U I
-
13 6
14.2
a ;
13.7
13.2
13.4
:: ;
12.7
:: :
11.6
: z
:: J
I 4
12 4
11.8
12.7
:. ■
U.6
:: ■
12 5
11 4
■ -
12.1
Ba ■
;•'. 4
B I
.' ;
24.2
25.3
'J. .-
22.7
-- '
." 4
25.7
13.1
:■: :
:: :
11 5
24.5
I "
B I
\.\ -
232
2S.7
:•'. 4
4.5
6.0
26.1
23.2
-■ "
27.6
19.4
24.1
25 1
15.3
11.0
11.9
;- -•
■j. ■
■-. -■
25 6
21.9
:: ■
;• -:
:■ :
23.2
:• :
23.2
;-■ •
21.3
21 2
•: :
22.1
24.1
." 4
27.3
:•- ■
:•• :
:•' -■
v. :
284
ROLLING RESISTANCE OF CARS
TABLE 1— Continued.
Weight of car
Car Velocity in
Capac-
in tons
Temp.
Degrees
Fahren-
Wina
feet per
second
Initial
Res. in
Ref.
ity of
car.
Weather
car
M.P.H.
lbs. per
No.
D!rect.
VeL
ton
Tons
Light
Gross
heit
Degrees
M.P.H.
Initial
Final
62
30
15.5
15.5
4.5
90 R
17.4
Clear
19.7
22 6
13 4
13.6
63
30
30
21.5
21.3
21.5
48.2
82
45 R
9.1
21.1
21.2
14.3
23.2
64
30
25
30
13.1
13.1
17.3
20.0
18.3
19.6
'16.6
18.3
11.3
18.7
65
30
30
16.7
13.7
23.4
16.3
u
14.8
13 1
10.1
27.4
66
30
15.8
38.2
■
«
■
*
19.7
16.9
13.4
31.9
67
30
35
30
16.5
17.4
17.0
24.0
22.6
26.7
17.6
16.9
12.0
25.5
68
30
14.6
22.1
•
«
"
"
19.7
22.0
13.4
15.6
69
50
19.0
66.7
"
«
■
"
16.7
19.2
11.4
16.4
70
30
16.3
16.3
■
«
»
"
19.1
21.4
13.0
15.8
71
30
30
17.0
16.5
17.0
16.5
"
19.7
22.8
13.4
12 7
72
40
18.0
36.8
"
■
"
"
19.4
22.7
13 2
12.1
73
30
16.9
16.9
■
■
«
"
18.6
15.5
12.7
32.9
74
30
17.7
17.7
■
«
«
"
19.5
15.9
13.3
34.0
75
30
17.2
26.0
■
«
*
"
16.2
15.3
11.0
25.8
76
40
20.2
40.2
*
?
"
"
20.7
23.9
14.1
11.9
77
30
17.8
22.1
73
90 R
18
"
20.1
22.6
13.7
15.1
78
30
17.9
28.3
■
■
3.4
"
20.8
21.4
14.3
21.5
79
40
20.5
42.2
"
135 R
■
■
21.6
24.4
14.8
13.4
80
30
14.3
18.9
■
«
7.4
*
18.9
16.8
12.9
29.4
81
30
18.3
24.1
*
«
3.8
"
19 9
17.8
13.6
29.7
82
30
16.0
20.2
*
105 R
4.0
■
15.3
12.0
10.4
30.6
83
25
22.5
29.5
78
125 R
3.2
■
19.4
21.8
13.2
15.7
84
40
19.6
21.8
77
35 R
0.4
Cloudy
20.5
18.8
14.0
28.8
85
30
15.6
33 7
73
110 R
4.3
"
21.1
23.6
14.4
14.7
86
40
18.4
21.6
■
95 R
4.8
"
20.4
19.9
13 9
25 1
87
30
17.5
25.5
51
110 L
2.5
*
16.4
14.0
11.2
29.2
88
40
40
19.7
20.3
27.1
22.6
50 L
1.5
20.2
21.2
13.7
20.2
89
30
15.1
29.1
■
60 L
1.3
Rain
20.5
23.5
14.0
13 1
90
30
17.8
22.3
*
130 L
3.6
"
19.7
14.9
13.4
36.6
91
40
19.6
39.6
■
140 L
2 0
"
19.8
18.0
13 5
28.8
92
40
18.6
30.0
■
■
■
"
19.9
20.4
13.6
21.9
93
40
18.4
20 3
"
«
0.7
"
19.9
22.2
13.6
15.9
94
50
19.1
19.1
65
70 R
5.7
Cloudy
16.3
16.7
11.2
22.5
95
40
25
21.5
12.4
27.2
17.5
40 R
3.6
18.0
17 9
12.2
23.8
96
50
50 i
16.9
17.5
57.3
54.4
55
3.3
14 0
13.7
9.5
24.2
97
30
16 .5
19.9
60
50 R
4.7
•
19 2
19 2
13 1
23.5
98
35
30
18.2
16.7
23.6
23.1
61
a
4.1
19.0
18.2
12.9
25.9
99
30
16.7
18.5
"
40 R
3.6
*
18.1
17.6
12.4
24.9
100
40
20.5
25.2
54
155 R
7.2
"
20.9
23 9
14 3
12.9
101
40
17.4
55.5
52
170 L
9.1
"
17.8
16 5
12.2
27.0
102
30
19.7
51.4
"
"
10.8
■
18 6
iB. a
12.7
28.5
103
40
19.4
25.6
53
180 L
9.8
"
20 6
21.8
14.0
19.5
104
40
16.6
56 4
■
165 R
11.1
■
21 3
21.4
14.6
23 2
105
30
15.3
17.4
50
«
7.9
Rain
19 4
12.0
13 2
41.8
106
40
20.0
22.6
51
175 L
2.8
■
20.0
19.2
13.6
26.1
107
30
18.3
23.6
"
■
■
"
19.1
15 1
13.0
34 3
108
30
15.3
24.1
44
170 R
5.7
"
21.0
24 2
14.3
12 1
109
30
16.8
21.7
45
175 R
7 5
Clear
20.1
22^4
13 7
15.8
110
30
30
18 4
18.4
24.9
27.4
71
30 R
3.8
19.0
14.4
12.9
35.6
111
40
19.3
22.6
72
25 R
4.1
■
18 1
21.0
12.4
14.6
112
40
19 4
25.9
73
10 R
2.6
■
16.6
17 1
11.4
21.6
113
40
17.9
23.2
"
25 R
4.8
*
17.5
16 3
12.0
26.7
114
30
40
40
19.3
21 1
19 .5
24 3
25 5
21 4
55 R
5.0 ■
18.6
20.0
12.6
19 2
115
30
17 4
22.0
72
30 R
5 7
■
19.1
21.7
13.0
15.1
116
40
40
is 5
19.3
21 6
27.4
40 R
4.4
20.1
22 1
13 6
16.9
OVER SWITCHES AND FROGS.
285
TABLE 1— Concluded
Weight, of car
Car Velocity in
Capac-
in tons
Temp.
Wind
feet per
second
Initial
Res. in
Ref
ity of
car.
Degrees
Weather
car vel.
lbs. per
No.
Fahren-
Direct.
Vei.
M.P.H.
ton
Tons
30
Light
Gross
heit
Degrees
M.P.H.
Initial
Final
117
16.6
24.3
72
35 R
6.7
Clear
16.3
15.0
11.2
26.7
118
40
30
30
40
18.6
17.3
18.3
17.6
23.6
22.2
28.3
21.3
74
30 R
3.3
20.1
17.3
13.6
31.7
119
40
40
19.1
17.8
23.7
21.1
"
40 R
3.0
18.7
18.4
12.7
24.4
120
40
17.3
22.6
"
"
5.0
"
17.8
18.2
12.2
22.3
121
50
23.7
29.3
76
50 R
5.9
"
15 5
13.8
10 5
27.3
122
40
19.9
23.2
77
"
6.8
"
17.3
16.9
11.8
24.6
123
40
18.1
29.7
"
"
6.3
"
20.3
20.9
13.9
21.6
124
50
30
30
30
20.6
16.6
16.6
18.0
21.8
21.0
23.8
25.8
40 R
4.6
14.0
13.4
9.5
24.8
125
40
18.9
23.9
75
60 R
6.5
"
20.1
20.4
13.7
22.5
126
30
40
15.8
19.2
25.1
23.9
'
'
8.1
18.0
16.0
12.2
28.8
127
40
17.2
27.5
"
45 R
6 4
"
20.7
22.5
14.2
17.4
128
30
16.7
26.6
62
135 R
4.6
"
17.8
18.2
12.2
22.4
129
30
30
40
16.7
16.2
18.7
26.2
24.8
23.8
150 R
14.1
17.9
9.6
13.9
130
30
30
17.8
16.2
25.1
24.7
"
5.6
17.5
15.8
11.0
28.0
131
20
20.3
26.4
"
140 R
5.0
"
17.7
16.0
12.1
28.0
132
40
50
30
30
21.2
20.8
18.4
15.5
27.2
25.3
21.7
19.2
135 R
7.3
18.7
20.7
12.7
18.3
133
30
40
16.5
20.3
21.4
23.1
"
125 R
5 1
20.0
22.9
13.6
13.7
134
40
17.7
25.3
74
70 R
5.4
"
20.2
22.6
13.8
15.4
135
30
15.3
24.0
72
120 R
3.3
*
19.8
22.5
13.5
14 .5
136
40
19.0
22.9
■
90 R
3.4
u
18.1
18.6
12.4
22.1
137
40
18.0
31.9
75
115 R
6.1
"
21.6
24.4
14.7
13.4
138
30
22.0
27.0
74
80 R
5.1
"
19 7
21.0
13.4
19.3
139
30
16.2
23.1
77
110 R
2.8
"
19.2
20 2
13.1
20.4
140
35
40
19.4
17.5
23.4
21.2
80
60 R
3.6
18.4
19.1
12 5
21.4
141
30
18.1
19.7
73
100 R
6.5
"
19.7
21.6
13.4
17.2
142
40
17.3
29.6
69
60 R
5.1
"
17.7
18.1
12.1
22 4
143
30
30
17.7
12.2
25.4
19.0
70
75 R
6 4
18.2
21.0
12.4
14 9
144
40
40
40
20.6
21.6
19 7
28.7
29.4
25.2
72
18.6
23 0
12 6
8.1
145
40
20.2
23.6
«
"
6.3
"
20.0
21.7
13.6
17.9
146
42.5
24.0
27.3
80
80 R
6 1
"
18.0
18.5
12.3
22.1
147
40
20.4
23.7
72
105 R
4 4
1
20.9
22.6
14 3
17.7
148
40
19.5
23 6
74
'.Ml K
"
"
17 7
18.5
12.1
21.2
149
40
40
26.1
18.8
29.1
33 2
75 R
6.8
19.6
21 6
13.3
17.0
150
40
40
20.4
19.5
24 5
23 4
80
95 R
5.8
l!i 0
17.0
12.9
29.2
151
40
40
111 4
18.9
21.1
24 1
u
110 R
5.4
-
18 6
Ifl 7
12.7
20.2
152
40
19.0
22 3
76
75 H
6.0
"
20.1
21 S
13 7
17.9
153
50
22 5
26 8
73
00 1!
1 I
■
20.6
I" ::
11 n
27.6
154
50
21 1
■
100 R
3 §
"
17 4
Hi 7
11 9
26 i
155
40
16 6
66
7(1 1.
8 .'.
Cloudy
in i
16.6
112
23l>
156
40
18.6
1B
!:(() H
2 1
"
16 t
16.0
11 2
24.5
157
25
14 4
90 1<
6.8
"
pi ii
19 4
13 0
22 3
158
30
17 1
80
"
"
17.8
17.6
12.1
24 1
159
30
17 6
71
75 K
6 0
1
18.9
22 6
12 9
114
160
40
19 4
54
155 R
8.7
"
17 3
17 ii
11 S
22.7
161
30
16 7
52
1.-,:, 1.
8.3
u
17 ii
12 2
13 ii
30 3
162
30
18 8
46
175 R
4 1
Rain
20 4
21 7
14 (l
19 2
163
40
17 :',
23.5
71
8S 1<
1.9
Clear
16 4
15.9
11.2
24.8
25
13 1
286 ROLLING RESISTANCE OF CARS
of tonnage of the cars observed. By referring to Table i, or Plate i,
it is seen that the results obtained are not only high in comparison with
train-resistance tests, but cover a wide range in their variation. While,
for purposes of design, the bare results are of prime importance in that
they show the conditions for which provision must be made, still it
might be of interest to consider them in the light of present knowl-
edge on the subject of train resistance with a view of testing their
correctness. In so doing it may be possible to discover some rea-
sons why the results are high and why there should be the wide range
of variation.
Train resistance is composed of a number of component parts, any
one of which may vary, causing considerable variations in the final
results. These component parts, which might, by varying, affect the
results of the experiments at Collinwood, may be classified as follows :
(i) Rolling resistance:
(a) Rolling resistance proper, or the friction between rail and
wheel.
(b) Journal friction, or the friction between the journal and
bearing.
(2) Velocity resistance.
(a) Atmospheric resistance.
(b) Oscillation and concussion.
Seldom has any attempt been made in recent train-resistance tests
to separate the component parts, interest being in the total resistance
rather than its parts. Considering the purpose for which these tests
are made and the number of variables entering into the problem, it is
not strange that this is so. Therefore, considerable more is known of
the total resistance of trains than of any one of the component parts;
still, a sufficient number of laboratory and other experiments have been
made in the study of the amount of these factors to warrant drawing
some conclusions as to their probable amounts. At least the maxi-
mum and minimum limits for each may be established, beyond which
it is not probable that the results will go, so that one might say that
somewhere within these limits the true value will lie.
It is assumed that car resistance has the same component parts as
train resistance, and that their variations will follow the same general
law, differing only in amount.
ROLLING RESISTANCE.
In considering train resistance, rolling friction is generally con-
ceded to vary with changes in the weight of cars, temperature, condition
and character of lubrication and condition of journals, but slightly, if
at all, with changes in speed. That there is no pronounced effect of
variations in velocity is probably due to the fact that the larger part of
rolling resistance is due to journal friction, which does not change ma-
terially with changes in speed. However, since rolling resistance con-
sists of friction between wheel and rail, as well as of journal friction,
it might be expected that for individual cars and for considerable dif-
OVER SWITCHES AND FROGS. 287
ference in speed and the condition of the track, that a wide variation
in the rolling resistance proper might he expected. This variation
would not be apparent in train-resistance tests, for the reason that
the condition of the track does not vary to any extent, and the effect
of flat spots on the wheels of a few cars in the train, which might
cause additional resistance, is averaged in with the rest, and so does
not become appreciable.
The causes of rolling resistance proper, or the friction between
wheel and rail, are as follows for straight track :
(i) Deflection of the rail or track under the wheel, causing it
to continually climb a slight grade.
(2) Friction or flanges against rail — may or may not occur.
(3) Obstructions to the rolling of the wheel. These may be
rough spots on the rail or wheel, low joints or such ob-
structions as switches and frogs.
(4) To these might be added friction due to the tendency of a
truck to run at an angle to the track or account of the
non-alinement of the axles.
As regards car resistance as well as train resistance, all of these
items might be expected to vary with change of car weight and with
speed, with the possible exception of (4) the friction due to non-aline-
ment of the axles.
Since in train-resistance determinations, the variations in the resist-
ance of single cars tend to neutralize each other, and in obtaining the
average for the train any unbalanced result is divided by the number of
cars or tons in the train, still for a single car the unbalanced force due
to one car would cause a large variation in the total resistance. There is
no reason to believe that for the same track conditions the average roll-
ing resistance proper of, say, 50 cars, tested separately, would be dif-
ferent from that of a train of 50 cars ; still, in the former case the
individual results would lie expected to show considerable variation
With cars running over switches and frogs, it might be expected that
the rolling resistance proper would be considerably higher than for
ordinary track.
JOURNAL FRICTION.
Journal friction varies with the condition of the journals, charactei
of the lubrication, changes in temperature and load on the hearing. It
is probable that the condition of the journals and the character of the
lubrication have more effect upon the journal friction than changes in
load on the bearing. It is easy to imagine variations in these items
which would cause a large variation in the resistance of cars, or even
of trains, although with trains made up of a chance collection of cars
this variation might be expei be -mailer than for cars. That
such variations do occur is shown by experiments mi journal friction
J. E. Denton, in experiments on the behavior of M.CB. and special
brasses (A.S.M.E., Vol. XTI), under car-service conditions, found, among
other things, with a special brass tested, that "when the brass is first
loaded with 5,000 lbs.,' the area of contact may be only 1 sq. in. With
288
ROLLING RESISTANCE OF CARS
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OVER SWITCHES AND FROGS.
289
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290
ROLLING RESISTANCE OF CARS
such a brass and with oil applied with a pad, either of the following
things may transpire :
(i) The coefficient of friction at 170 revolutions (per minute)
may, at the start, be about 6 per cent, and remain at this figure long
enough to cause several hundred degrees of temperature and finally
cut and scar the brass. In this case, if the apparatus is continuously run
for an hour, the journal may be at a high red heat.
(2) The coefficient of friction may, at the start, be abou* 6 per
cent, and then rapidly decrease, as shown in the following table :
Duration
of Trial,
Hours
Temp, of
Brass
Total Load
on Journal
Area of
Contact,
■Sq. In.
Pressure
per Sq. In.
Coefficient
of Friction
X
75-130
130,-128
128-126
126- 95
126- 95
95- 92
5,000
5,000
5,000
5,000
5,000
5,000
1
5,000
6.00
3.48
1
2.54
li
0.84
2
0.36
n
3.0
1,666
0.32
In testing the behavior of M.C.B. brasses, Mr. Denton, among other
tilings, concludes :
"At 170 revolutions per minute, and at any load up to 10,000 lbs.,
if the temperature increases at the rate of one or more degrees per
minute, so that at the end of 30 minutes' trial the temperature in a
still atmosphere is upwards of 120 degrees, then the coefficient of
friction is 3 or more per cent., and continued running would result in
hot boxes."
Also a table is given by Mr. Denton (not reproduced here), which
shows how small differences in the condition of a surface make large
differences in the friction. He says in regard to this : "These figures
show how purely a matter of chance is the overheating, as a brass which
ran hot at 5,oco lbs. load on one day would run cool on a later date at
the same or higher pressure. The explanation of the apparently arbi-
trary difference of behavior is that the accidental variations in the
smoothness of the surfaces, almost infinitesimal in their magnitude, cause
variations of friction, which are always tending to produce overheating,
and it is solely a matter of chance when these tendencies preponderate
over the lubricating influences of the oil."
The following is a skeleton of a table given in this same paper,
showing the results of tests made on a special brass. The oil used in
this test was paraffine and the speed was 170 revolutions per minute :
Duration of
Trial in Hours
Temp, of
Brass
Total Load
on Journal
Area of
Contact Sq. In.
Coefficient
of Friction
3
1
5
68-72
90-90
79-90
98-96
5,000
5,000
Same Day
10,000
10,000
0.25
14
14
14
0.00
0.18
0.09
OVER SWITCHES AND FROGS.
291
It is seen from these tests that the journal friction may vary over
a wide range, the coefficient of friction varying from o.oo to 6.0, depend-
ing upon the condition of the brass and the lubrication. If the condi-
tions under which these tests were made are comparable with those of
cars in service, it might be expected that for individual cars the journal
friction would vary over a wide range — from o to 120 lbs. per ton —
but that, for all resistances over about 40 lbs. per ton, there is consid-
erable certainty thai "hot boxes" would result for any length of run.
Also that tbe occurrence of the heating is largely a matter of chance,
and a car may have journal friction much above the average and still
run cool.
Professor E. C. Schmidt, in train-resistance tests (University of Illi-
nois Bulletin No. 43 ), found that there was considerable variation in
the total resistance of trains of practically the same composition when
tested under similar conditions. He says: "There are four points in
Figs. 3 to 9 (curves showing the relation between resistance and average
car weight at speeds of 5, 10, 15, 20, 25, 30 and 35 miles per hour), whose
deviation from the curves is so great as to demand special examination.
These are the points corresponding to tests S-1034, S-1074, S-1080 and S-
1031 (points 34, 74, 80 and 31). These tests show a persistent and great
variation from the mean at various speeds. The trains of. tests 1034.
1074 and 1080 were alike in having average car weights less than 2^
tons and in containing a large proportion of empty gondolas, 99, 98 and
84 per cent, respectively. Any explanation based on the train composi-
tion is, however, nullified by the fact that the trains of tests Nos. 1016,
1043 and 1063. which show close correspondence with the curves, had
similar car weights and contained almost equally large proportions of
empty gondolas. Weather and wind conditions likewise offer no ex-
planation of the divergences presented in these tests. Explanations are
rendered more difficult by the fact that, while the trains of tests Nos.
1034 and 1074 show unusually high resistance, the resistence in test 1080
is exceptionally low. The abnormalities presented by these three trains
have, therefore, been accepted as unexplained by the data at hand."
The average resistances obtained in these last tests referred to are
shown for four speeds in the table below :
Reference
Average Car
Weight, Tons
Resistance in Lbs. per Ton for Speeds of
Number
5 mi. per hour
10 mi. per hour
15 mi. per hour
20 mi. per hour
1034
1074
1080
16 56
16.56
21.40
a 10
7 75
1 27
9.15
8.12
5.26
10.50
10.13
6.82
11.70
12.08
8.15
The values given in the table above are the averages of several
determinations for each speed. For example, the value of resistance
for No. 1034 at a speed of 10 miles per hour is the average of five deter-
nrnations for this train at approximately this speed, in which the maxi-
292 ROLLING RESISTANCE OF CARS
mum value obtained was 9.69 and the minimum 8.62 lbs. per ton. The
value for the same train at 15 miles per hour is the average of five
determinations, of which the maximum was 11.59 and the minimum 9.70
lbs. per ton.
For train No. 1074 at 10 miles per hour there were three deter-
minations, with a maximum value of 9.56 and a minimum of 6.75 ; at
15 miles per hour there were seven determinations, with a maximum
value of 11.34 and a minimum of 8.33 lbs. per ton. For train No. 1080
there were three determinations at a speed of 10 miles per hour, with a
maximum value of 5.60 and a minimum of 5 lbs. per ton, while at 15
miles per hour, with three determinations, the maximum value was 7.30
and the minimum 6.12 lbs. per ton.
Thus for speeds corresponding to the range covered by the Collin-
wood tests — that is, of from 10 to 15 miles per hour — values of train re-
sistance were obtained for these three trains varying from 5 to 11.59 lbs.
per ton, or 132 per cent., under conditions so similar that no explanation
can be found in the data at hand.
The writer is inclined to think, from the perusal of reports of other
train-resistance tests, as well as from what experience he has had
in making such tests, that the variations noted here are not uncom-
mon. If this is true, a much larger variation might be expected from
tests made on single cars, since in train tests the resistance on individual
cars is not apparent.
VELOCITY RESISTANCES.
From the results of train-resistance tests the conclusion may be
drawn that the velocity resistances of trains vary approximately as the
first power of the speed for speeds within the limits of freight-train
operation. Since the results of these tests usually include both com-
ponent parts — -atmospheric as well as oscillatory resistances — no deduc-
tions can be made as to the law of variation of the parts. In aerodyna-
mics the atmospheric pressure per square foot on a normal plane is
sometimes obtained from the formula P= 0.0023 V2, where V is in feet
per second (see "Aerodynamics," F. W. Lanchester ; D. Van Nostrand
Co.). This reduces to P = 0.005 V2, where V is in miles per hour.
Later designers have used the formula P = 0.003 V2 as giving more nearly
the correct values. O. T. Crosby (Engineering News, Vol. 23) ob-
tained, from whirling experiments, results from which he concluded
that for speeds of from 10 to 15 miles per hour the atmospheric resist-
ance varied as the first power of velocity. Whatever the law of this
variation, the actual value of resistance in pounds per ton is small for
freight cars, and for the variations of speeds as obtained in the Collin
wood tests the variations in the atmospheric resistance would be small
and would not account for the variations shown in the results. How-
ever, the atmospheric resistance might be expected to be some greater
per ton for individual cars than for trains, since all the head and tail
resistance is applied to one car instead of to the head and tail of a
OVER SWITCHES AND FROGS. 293
train. Dean W. F. M. Goss (Railroad Gazette, May 20, 1808) has made
laboratory experiments, using small models of cars in an air duct, in
which he showed that, at from 10 to 20 miles per hour, the atmospheric
resistance of the first car of a train of ten was about twice that of
the last and about eight or ten times as great as that of any intermediate
car. Also that the resistance of one car alone was about twice that of
the first car in a string. The actual value of this resistance for a single
car he gave as about 25 lbs. per sq. ft. of exposed end of car body
for a speed of 10 miles per hour, about 7 lbs. per sq. ft. for a speed
of 20 miles per hour, and about 1.25 lbs. per sq. ft. at a speed of 30
miles per hour. Assuming 80 sq. ft. as the area of the exposed end of
a box car weighing 20 tons, the atmospheric resistance would be but
1 lb. per ton at a speed of 10 miles per hour, using the above values of
unit pressure, 2.8 lbs. per ton at 20 miles per hour and 5 lbs. per ton
at 30 miles per hour.
The conclusion may be reached, therefore, that with the variations
in speed obtained in the tests at Collinwood, that no great amount of the
variation in the results obtained could be attributed to atmospheric
resistance.
Changes in temperature and wind velocity also offer no explana-
tion for the wide variation in the results obtained, so that the conclu-
sion is reached that the following factors are most likely to account for
this variation ;
(1) Difference in the journal friction.
(2) Flat spots on wheels.
(3) Non-alinement of axles of trucks.
(4) Hanging brakeshoes or partially set brakes.
(5) Errors in observation or calculation.
All of these factors, except the first and last, would account for
only the high values being obtained. Low journal friction, combined
with a tail wind, might account for the low values, as also might errors
in calculation. Since the records were obtained electrically, there is no
chance for the personal element affecting them. The fact that all of
the calculations were checked does not exclude the possibility of errors,
but reduces the probability of their effect being very great in the aggre-
gate. However, such an error might readily account for any one of the
extreme values obtained. It seems most reasonable to assume that most
of the variation comes from differences in the journal friction, when
the conditions affecting this factor are considered — age of car, condi-
tion of packing, lubrication and journal, the time that the car has
stood on siding, etc.
Considering the results in the light of operation, ample confirmation
is to be had that a large variation in the resistance actually exists. It
will be noted by watching the Operation of a gravity yard that some
cars require the full force of the brakes to keep them under control
while others stop before reaching their destination and without the use
of the brakes The writer recalls at least one instance in which a car
294 ROLLING RESISTANCE OF CARS
under observation at Collinwood stopped on the ladder track before
reaching the last contact, and certainly not from the use of brakes ; also
a number of instances in which the car rider set the brakes before the
U ; contact was reached because the car was attaining too high a
velocity.
Whatever the cause, it is assumed that the results as shown in
Table i fairly represent the conditions encountered in the operation of
a gravity yard under moderate temperatures — at least at Collinwood —
over switches and frogs on a ladder track in good condition.
TESTS.
The average of the resistances derived from the first set of observa-
tions, exclusive of the first eleven, is 21.7 lbs. per ton. These first
observations were not included in the average, because the tempera-
ture of 20 degrees Fahrenheit was outside the range that the observa-
tions were designed to cover. They are of interest in that they conform
to the law that car resistance increases with a fall in temperature. It
will be noticed that they are uniformly high, the average being 26.8 lbs.
per ton, with a maximum of 33.8 and a minimum of 22.7, indicating what
of observations, and (column 4) the percentage of the total number
hump for winter than for summer work.
The average for the second set of observations is 22.3 lbs. per ton.
Considering the total number of observations, exclusive of the first eleven,
the average is 22 lbs. per ton. Table 2 shows (column 2) the total num-
ber of times each value of resistance was obtained during the test ;
(column 3) the percentage that these numbers are of the total number
of observations, and (column 4) the precentage of the total number
of cars observed with a resistance less than the figures given in the
first column.
Plate 2 shows graphically the number of times each resistance was
obtained during the test. The ordinate to any point on the curve giv-
ing the resistance in pounds per ton and the abscissa to the same point
giving the total number of cars having this resistance. It will be noted
that the resistance of from 24 to 27 lbs. per ton was obtained more
times than any other, showing that it is probable that this resistance
might be expected to occur more times than the average of 22 lbs. per
ton. This curve also shows that a resistance of from 27 to 30 lbs. per
ton might be expected to occur about as many times as the average,
indicating that a resistance of at least 30 lbs. per ton should be consid-
ered in the design.
Table 2 shows, in the last column, information which may also be
used in arriving at a conclusion as to the proper resistance for which
provision should be made. By referring to this table it will be seen that
77-7 Per cent, of the total number of cars observed had a resistance
less than 27 lbs. per ton ; that 90.8 per cent, had a resistance less than
30 lbs. per ton. Therefore, if provision be made in the design for a
OVER SWITCHES AND FROGS.
295
resistance of 27 lbs. per ton, it is probable that 22.3 per cent., or about
one-quarter of all the cars passing over the hump, would have a resist-
ance greater than this, and there is considerable certainty that some of
them would stop before reaching their destination. Providing for 30
lbs. per ton resistance would take care of 90.8 per cent, of all <L.t's,
leaving only 9.2 per cent, with a resistance greater than that provided
for. Thirty-three lbs. per ton would provide for all but 5 per cent, of
the total, 36 lbs. for all hut 1.4 per cent., 30 lbs. for all but 0.7 per cent,
and 42 lbs. for all cars.
TABLE 2.
Resistance
Xumber of
Percentage
Percentage of total number
in lbs. per
results
of total
of cars with resistance less
ton
obtained
than figure given in Column 1
42 to 45
0
0.0
100.0
39 to 42
1
0 7
100.0
36 to 39
1
0.7
99.3
33 to 36
6
3.9
98. 6
30 to 33
6
3.9
94.7
27 to 30
20
13.1
90. S
24 to 27
29
19.1
77.7
21 to 24
26
17.1
58.6
18 to 21
19
12 5
41.5
15 to 18
17
11.2
29.0
12 to 15
17
11.2
17.8
9 to 12
1
4.6
6.6
6to 9
1
0.7
2.0
3 to 6
2
1.3
1.3
0 to 3
0
0.0
0.0
Table 3 shows, in column 1, the speeds observed at the upper con-
tact points ; column 2, the number of times each speed was observed ;
column 3, the precentage that these numbers are of the total number
of observations ; column 4, the percentage of the total cuts having a
speed less than shown in column 1, and column 5, the percentage of
the total cuts having a speed greater than shown in column 1. The
average speed of all of the cuts observed was 12.6 miles per hour.
TABLE 3.
Speed,
No. times
Percentage
Percentage of total cuts
Percentage of total cuts
Miles
each speed
of total
having speed less than
having speed greater
per hr.
observed
shown in column 1
than shown in column 1
17
0
0.00
100.0
0.0
16
1
0.66
99.3
0.0
15
6
3.95
95.4
0.7
14
36
23.68
71.7
4.6
13
42
27.63
44.1
28.3
12
35
23.03
21.0
55 9
11
17
11.18
9.9
79.0
10
9
5.92
4.0
90.1
9
S
3.29
0.7
96.0
8
1
0.66
0.0
99.3
7
0
0.00
0.0
100.0
It is recognized that in gravity switching the speed on the ladders
should be as great as consistent with safe operation, in order to get
the maximum operating capacity of the yard. However, the speed must
not be so great as to cause derailment of the cars on the turnout curve
296 ROLLING RESISTANCE OF CARS
of any classification track. The Committee on Yards and Terminals
of the American Railway Engineering Association, Vol. 9, quotes W. C
dishing, Chief Engineer of Maintenance of Way, Pennsylvania Lines,
Southwest System, as follows: "The grades on the hump should be
sufficient to give the cars a speed of 12 miles per hour on any track, and
the speed should be regulated by the brakeman to meet the conditions
on any particular track on which his car is going." The Committee
approved of this statement and continued : ". . . and as a general rule
it is no doubt proper to consider about 15 miles per hour as the maxi-
mum speed at which cars should reach the turnouts leading to classifica-
tion tracks."
The momentum grade, then, should be sufficient to deliver the
cars to the ladders with a speed of about 12 miles per hour, and this
speed should be attained as quickly as possible to facilitate operation.
By referring to Table 3 it is seen that at Collinwood about 56 per
cent, of the cars observed had a speed greater than 12 miles per hour,
about 28 per cent, had a speed greater than 13 miles per hour, 5 per
cent, greater than 14 miles per hour and 1 per cent, greater than 15 miles
per hour. The conclusion might be drawn from this that the hump is
too high, but it must be remembered that the temperature conditions
under which these tests were made were all favorable to high veloci-
ties. From the first eleven observations, which were taken with the
temperature at 20 degrees Fahrenheit, speeds are obtained ranging from
9 to 14 miles per hour, with an average of 11.6 miles per hour. While
there are not a sufficient number of these observations to conclusively
prove anything, still the indications agree with the conclusions reached
from observation that less speed can be expected in winter weather than
in summer. Attention is called to the fact that all of the cars observed
at Collinwood ran down a straight track, a fact which must be taken
into account when comparing these results with those observed at yards
having a curve at the separation of the ladders.
There should be no lagging or stopping of the cars on the ladder,
since either would limit the operating capacity of the yard. On the
other hand, there should be no increase in the speed of the cars on the
ladder, since they enter with the maximum desirable velocity. There-
fore, the grade on the ladder, or "continuing grade," should be such
that the cars will be carried along with a uniform velocity. The ques-
tion then arises as to what car resistance shall be used as the basis of
the design in accordance with the above recommendations. It would
seem consistent to say that provision should be made for at least 95
per cent, of the cars observed in this test, since the observations were
made under favorable temperature and atmospheric conditions.
Referring to Table 2, it will be seen that when providing for 05
per cent, of the cars, provision is made for cars with a resistance of 33
lbs. per ton. This would mean that the continuing grade on the ladder
track should be 1.65 per cent, in order that there would be no lagging of
these cars. It would also mean that brakes would have to be used to
OVER SWITCHES AND FROGS. 297
regulate the speed of all cars with a resistance less than 33 lbs. per ton, or
they would increase in velocity.
It is understood, of course, that no yard can be operated under
ideal conditions ; that provision must be made for adverse winds, low
temperatures, etc, so no general rules can be laid down for the design
of a yard for year-around operation which are based upon experiments
made, or experience obtained, under summer weather conditions only.
It is hoped, however, that the results of these tests may be of some
benefit to those designing gravity yards, as indicating the operating con-
ditions which must be met.
ACKNOWLEDGMENT.
Acknowledgment is made to Mr. A. S. Ingalls, General Superintend-
ent, New York Central Railroad, for permission to use the Collinwood
yard for the experiments, and for his interest and co-operation. Credit
is also due the men making the observations, upon whose care depends
the value of the experiments.
HEAVY LOCOMOTIVE LOADINGS.
By A. C. Irwin,
Engineering Department, Chicago, Milwaukee & St. Paul Railway.
The tabulation of heavy locomotives herewith is believed to contain
correct data on the heaviest representatives of the various heavy types
now in service. The equivalence of these locomotives to Cooper's "E"
Series Loadings for Maximum Center Bending Moment is shown graphic-
ally by means of curves having locomotive equivalent ratings in the
"E" series as ordinates corresponding to spans in feet as abscissas. A
comparison of Center Moments produced by these actual loadings with
the typical "E" series is clearly shown by the deviations of these curves
from straight horizontal lines. These curves clearly show the variation
of each type from the others, and they also show that no type is any-
where near being typical. It is suggested, however, that information in
this form, including curves for equivalence in maximum shear, may be
made the basis for the evolution of a typical loading that will be much
more nearly typical of actual loadings than is the present Cooper's "E"
series.
A table for conversion of any "E" rating, taken from these curves,
is included, which makes the determination of actual Center Bending
Moment a matter of multiplication. That is, the Center Bending Moment
corresponding to any value of "E" rating from these curves is equal to
the "E" rating multiplied by the co-efficient in the table for the span for
which the "E" rating is the ordinate. Thus, the Erie Railroad Mallet
triplex has an "E" rating of 72 for 100-ft. spans. The co-efficient for
ioo-ft. spans is 80.50. The Center Bending Moment is therefore
72 X 80. 50 = .5796 of foot-pounds. In these tables the alternate loadings
on two axles spaced 7 ft. o in. centers is not used.
Referring more generally to the curves, it is seen that the representa-
tive of every type shown equals or exceeds E-50, that all but one equals
or exceeds E-55, and that a majority equal or exceed E-60. This sug-
gests at once the old problem about which so much bad guessing has
centered, viz., "how fast and how great will be the future increase in
locomotive wheel loads?" and the corollary to its answer involving the
question of the life of railway bridges.
It is believed that bridge clearances in general do not prohibit a con-
siderable further increase in locomotive loadings, and that special limit-
ing clearances can, in many instances, be increased without great expense,
so as to bring them into conformity with general clearances, which will
allow of further increase in size of locomotives. However, clearance re-
quirements are only one of the many objections to the further increase
in locomotive loadings, and it is desired to mention also that of the pres-
sure existing between wheel and rail. This pressure was thought to be
too great twenty-five years ago, when maximum wheel loads were con-
299
300 HEAVY LOCOMOTIVE LOADINGS.
siderabl'y less than one-half what they are now. A paper bearing on the
subject was presented to the American Society of Civil Engineers by
D. J. Whittemore, under the title of "Cylindrical Wheels and Flat Top
Rails" (Trans., A.S.C.E., Vol. 2r, 1889). This paper was ably discussed
by the late Prof. J. B. Johnson, who had performed some experiments
on the pressures between car wheels and rails. Other experiments re-
garding the pressures on and stresse's in rollers between horizontal
plates were made by Professors C. L. Crandall and A. Marston, and
published with discussions in Transactions of American Society of
Civil Engineers, Vol. 32, pp. 99 and 305. The data available is not suf-
ficient to positively determine just what this pressure is. However, we
know that it is certainly very great, and that it is in the neighborhood
of 100,000 lbs. per sq. in. for several of the locomotives shown in the table.
The elastic limit of the material under the conditions of contact between
wheel and rail is not known, but there are those who believe that the pres-
sures that do exist lead to rail failure.
It seems superfluous to suggest that this question of pressure should
be answered before proclaiming predictions as to further increase in
wheel concentrations ; and that the proper way to answer it is to secure
correct and positive information through painstaking, persistent and
continuous experimentation and research. Such experimentation and re-
search must be made a definite policy on the part of those most vitally
interested, else they will continue to remain in comparative ignorance of
this, as well as many other important questions concerning the transporta-
tion business now relegated to the realms of "judgment." but which could
be illuminated by scientific study and experiment.
WHEEL LOADING DIAGRAM
CURVES OF EQUIVALENCE IX COOP-
ER'S "E" LOADINGS.
TABLE FOR CONVERSION OF "E"
RATINGS INTO CENTER BENDING
MOMENTS.
LOCOMOTIVES
ATLANTIC TYPE
fa- 4- Z}
PENNSYLVANIA R.R
ASS-E6 iqiO
PRAIRIE TYPE
Cs-e-z)
A.T&S FE RY
ClA SS -1300 iqoi
MALLET TYPE
(2-a-a-z)
VIRGINIAN RY
CLASS-AD 1113
CONSOLIDATION' type
(2-S-O)
PENNSYLVANIA LINES
CLASS HIOS
"PACIFIC " TYPE
Oa-e-2)
PENNSYLVANIA R.R.
CLASS-K29S
MOUNTAIN TYPE
(4-6-Z)
CHESAPEAK A OHIO RY
N1IKA DO TYPE
Czs-z)
L.S.dr M S RY
CLASS- H. 7 A 1913
MALLET TYPE
(o-e-e-o)
KANSAS CITY SO. RY
1112
'SANTA FE " TYPE
(2-IO-2)
C. Bat Q. RY
CLASS -M 2 19 z
MALLET TYPE
C. M. S ST. PRY
CLASS- N 2 1112
MALLET TYPE
(o-e-a-o)
LS. &M.3 RY.
CLASS-NUIA 1914
MALLET TYPE
(2- IO-IO-2)
A.T.&S. FE RY
CLASS 3000 iq
MALLET ARTICULA TEO
triplex (2-e-a-a-z)
ERIE RY
MATT. H SHAY' 1914
IA/HEEL LOADING DIAGRAM .
tLoogs m Thousands of Founas for One Rail)
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ZA (|)QQcT) (5(j)(j)Q cf)Q6cpA ITS^r
LBS
132400
i*.4r- -
LBS
2)1600
3^i<-
A/f* Robinson
BdgEngrAT&S.h^
Haavy
Freight
on Mtn
hast
Freight
D. FCnD^itord
Gen'I.Supt. MP
Fenn. Lines W.
Haavy
Pass.
Mtn
Pass
Freight
Freight
Freight
Freight
Switching
Freight
rhsher
Service
SOURCE OF DATA
Ry.Age Gaz
April 7. 1911
F. F Hemma ton
Eng'r ofStructs
Virginian Ry
H. R. Leonard
Eng'r B&B
PSnna R R.
Am. Loco. Co.
Bulletin */0ll
Sept If /I
B.R.LefTler
Bdg Eng'r
LS&MSRy.
O.EJohnsto
Chief Eng'r
Kansas C> ru So Ry
G.A . Hoggander
Ass't Bdg.Engr
C B.&QRy
M.P. Dea't
C.M.&StPRu
Bdg Eng
L.S& '
MS. Ry.
A . F Robinson
BdgEngr
A.T&SreRy
Ry. Age Gaz.
May S. 19/4
CURVES OF EQUIVALENCE IN COOPERS- E-LOADINGS
(Curves shon Equivalence in Maximum Center Bending Moments')
RESULTS WITH FIVE YEARS' USE OF SCREW SPIKES
IN BOTH CONSTRUCTfON AND MAINTENANCE.
By G. J. Ray,
Chief Engineer, Delaware, Lackawanna & Western Railroad.
The wide interest among railway officials in the use of screw spike
fastenings has been vividly brought home to the writer by the very
numerous communications received during the past four years from
people seeking information as to design, method of application and
results attained. The discussion which took place on the convention
floor last March would also tend to prove a more or less universal
interest in this subject.
The consideration of screw spikes is becoming a live subject through
the realization of the necessity of designing some method of rail fasten-
ing which will protect against the mechanical destruction of ties, due to
cut spike tie killing and cutting of ties by rail base and tie plates.
Whether or not the use of screw spikes is one solution for this difficulty,
it is only natural, especially from an economic standpoint, that the screw
spike should receive due consideration long in advance of what may
later develop to be the final outcome with wood ties — i. e., a heavy plate
or chair bolted firmly to the tie. When we have reached the time that
the first cost of the wooden tie will warrant the construction of heavy
fastenings bolted to the tie, the total cost of such construction may be
so great that the use of steel or composition ties may, disregarding ques-
tions other than cost, in the end prove to be the more economical con-
struction. At any rate, screw spike construction will undoubtedly prove
the more economical for some years to come.
The general use of screw spikes in both new construction and main-
tenance on the Lackawanna was started the beginning of 1910, and during
the past five seasons there have been placed in new tracks and maintenance
of old tracks 5,120,000 flat-bottom tie plates and approximately 12,272,000
screw spikes.
As would be expected, some mistakes were at first made, and no
doubt later developments will change some of the present practice. As
a whole, however, the screw spike installation lias proven very satisfac-
tory, and no conditions have developed such as to cause any doubt about
the ultimate success of the undertaking. Many minor difficulties which
we had anticipated have not developed. It was fully expected that no
small amount of trouble would be experienced from derailments, chang-
ing out broken rails, difficulty in gaging track on sharp curve-, etc.
It is a pleasure to state that, to the writer's knowledge, we have never
had a derailment where the screw spikes have not been very much less
damaged than the cut spikes in the same locality, and very seldom has
a derailment broken off any screw spikes or damaged them to such an
extent that they did not continue to firmly hold the rail in place. We
301
302 RESULTS WITH USE OF SCREW SPIKES.
have had many cases of derailment where it was not necessary to re-
move a screw spike, whereas nearly every cut spike on the damaged side
of the rail was destroyed. Again, we have had some derailments where
it is reasonably certain that bad accidents were prevented by screw spikes
in some of the ties holding the rails in position, whereas the cut spikes
in the other ties were destroyed. With the first tie plates used, with-
out supports for the spike heads on the inside of the rail, we did have
some spikes badly bent by derailed wheels, thus causing no little delay
in their removal. We have as yet had but few cases with screw spike
construction where the tracks have been found to be wide gage, due to
spreading the rails, and all such cases have been on sharp curves, where
shortleaf yellow pine ties were used in renewals and where only a few
screw spike fastenings were placed per rail length. It should, of course,
be understood that there are some exceptional places on the railway
where any metal parts, irrespective of whether they are cut spikes, screw
spikes, bolts, etc., even when thoroughly protected and reinforced by
channel plates or other devices, will be cut off or will fail to hold track,
but such exceptional cases should not be taken as evidence of the suc-
cess or failure of any holding device. On the other hand, we have many
cases where the rails could no longer be held to safe gage with cut spike
fastenings, when the installation of screw spikes and a flat-bottom tie
plate has not only made safe track, but materially lengthened the life of
the ties, bridge and switch timbers. A good many cases of this kind
occurred in the Hoboken Terminal. Steam-seasoned creosoted switch and
track ties were laid in 1506 out of face; the rail fastenings consisted of
cut spikes and Wolhaupter flange plates. After six years' service it was
necessary in numerous instances to replace the plates and cut spikes
with flat-bottom tie plates and screw spikes in order to get any further
service out of the timber. At the present time, due to shattering of the
timber, the screw spikes are failing to hold the rail, as might have been
expected.
As to relaying rail, or removing broken rails, it is to be expected
that more time will be consumed in doing the work. In other re-
spects the conditions are no different from those experienced with cut
spikes.
It is not the intention of this report to convey the impression that
positive conclusions can be reached from the experience thus far gained.
It does seem advisable, however, to relate more or less in detail the facts
which have thus far developed, and from these facts draw such con-
clusions as the evidence will warrant.
The writer fully realizes that in any discussion of this subject it is
necessary to consider the effect of the weight of equipment, the amount
of traffic and class of the roadbed. Therefore, in the following descrip-
tions and illustrations the condition of the track and the amount of
traffic handled will be indicated in a general way.
It will be well to state at this point that the through passenger
trains are handled by Pacific type locomotives, weighing 227 tons. Fast
RESULTS WITH USE OF SCREW SPIKES. 303
freights are handled by Pacific type locomotives, weighing 228 tons. The
standard heavy freight engine is of the Mikado type, weighing 238 tons.
The wheel spacing and distributed weights of these locomotives are
shown on Diagram 1. It will be noted that the axleload per driver on
passenger and fast-freight engines is from 62,000 to 63,000 lbs., and 59,-
500 lbs. on the Mikado engines. All of the illustrations described in
the report are from tracks over which all the above engines operate
regularly.
An investigation has been conducted during the past two years to
determine certain relations which exist between the holding-power of
screw spikes under different conditions and different kinds of creosoted
and untreated ties. These tests were made to determine both the ver-
tical and lateral holding-power of screw spikes. The great amount of
data secured will be put into shape for early publication, with such con-
clusions as are warranted from the facts secured.
The author desires to give due credit for the valuable assistance of
Dr. Hermann von Schrenk, who has acted as Consulting Timber Engineer
for the company during the entire time creosoted ties and screw spikes
have been in use; also to Mr. A. J. Neafie, the company's Principal As-
sistant Engineer.
REASONS FOR ADOPTING SCREW SPIKES.
The Lackawanna Railroad first commenced to creosote cross-ties
on an extensive scale in 1910. During 1910 and since that time all
main and sidetrack renewals have been made with creosoted ties, ex-
cepting such chestnut ties as were available. These chestnut ties were
used in sidetracks and on branch lines^ where the service is light.
From 1905 to 1909 a good many bridge-tic renewals were made with
longleaf yellow pine, treated with 12 lbs. of creosote oil per cubic
foot. These ties were steamed at a 25-lb. pressure for an average of
eight hours before treatment. Wolhaupter flange tie plates (6 by 8l/2
by }i in.) were placed on all the bridge ties, with the idea of pro-
tecting them. The dimensions of the tits varied with the bridge structure
and were from 8 in. by 8 in. to 10 in. by 10 in. and 8 in. by 16 in.
On the main-line bridges none of the treated bridge ties have
lasted to exceed eight years. Many of them were renewed in six and
seven years. In no case was the timber decayed, but the failure was due
to the shattering of the wood fibers under the rail seat and tie plates.
As stated above, these were all longleaf yellow pine ties, with a very
small percentage of sap. We have attributed this failure (1) to the
fiber being injured by the steaming process before treatment, and (2)
to the destructive action of the flanges on the tie plates. Five hundred
and thirty-five of these ties (8 in. by 12 in.) were placed on the deck-
plate girder bridge No. 241.56, eastbound track, Buffalo Division, in
304
RESULTS WITH USE OF SCREW SPIKES.
§
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FFE/GHT SERV/CE
Diagram Xo. i.
Wheel Base and Weight Diagram — Pacific and Mikado Type Engines,
Delaware, Lackawanna & Western Railroad.
RESULTS WITH USE OF SCREW SPIKES. 305
1906, and had to be renewed in 1914. Untreated ties of the same size,
and purchased under same specifications, were placed on westbound
track of the same bridge in 1905 and are still in service and in
fairly good condition. The old flange tie plates were removed from the
deck of both tracks in 1910 and replaced with flat-bottom plates and
screw spikes. ,
For several years past we have placed very few chestnut ties in
main-line tracks. It was found that they did not last to exceed five or six
years, on account of rail and tie plates cutting through them very rap-
idly. These same ties give excellent service and last many years in
yard tracks or on branch lines where the traffic is light.
As far as possible, hardwood ties are used on curved track. Long-
leaf yellow pine ties are generally used throughout on straight track.
They are used not because they arc preferable to hardwoods, but on
account of the difficulty in getting a sufficient supply of hardwoods. A
considerable number of loblolly and wide-ringed shortleaf pine ties were
treated and placed in various services. However, unless otherwise stated,
sap longleaf pine ties are referred to where pine ties are mentioned
throughout this report. A good many gum, beech and maple ties were
treated and placed in 1910. These ties were used in many sharp curves
and their present condition will appear later on.
TIE PLATES.
For several years it was the practice to use flanged tie plates. It
was found, after some years' experience, that much damage was done
to the ties by the use of flange plates. Tt was, therefore, concluded that
their use should not be further considered, either in connection with
treated or untreated timber.
A good flange plate, or something equivalent thereto in actual hold-
ing-power, is absolutely necessary to hold gage on many of the sharp
curves. After a careful investigation of all available data on screw
spikes, it was concluded to adopt them as a means of holding track to
gage, and thus permit the use of a flat-bottom tie plate which would not
destroy the fibers of the tie. Hence, since the spring of 1010. screw
spikes and flat-bottom plates have been used generally in all ties placed
in main tracks, heavy-running yard tracks and leads, but not in lisjbt-
yard tracks. In such tracks, cut spike and tie plates, shown on Dia-
gram 2, are used. In no case have screw spikes been used without
tie plates.
It is necessary to have a tic plate of sufficient size to provide a safe
bearing area for the weakest kind of wood used. As the main-track ties
•are 7 in. by 9 in. by 8 ft. 6) in., it was considered not advisable to
make the tie plates wider than 7 in. Often the very best pole ties
have a face at the rail seat of 7 in. or less, and, therefore, any excess in
width of tie plate over 7 in. would be a waste of material. Tt is, there-
fore, quite evident that the tic plate must be of good length in order to
provide a safe bearing area for all classes of wood.
306
RESULTS WITH USE OF SCREW SPIKES.
9Q-LB INTERMEDIATE.
90-LB. JOINT
Diagram No. 2.
Standard Intermediate and Joint Tie Plates for Yards and Sidings.
RESULTS WITH USE OF SCREW SPIKES. 307
The first tie plates which were rolled for our screw-spike construc-
tion were 7 in. by 10% in. by x/2 in., with raised lugs to support the
heads of two screw spikes and with an intermediate shoulder on the
outside of the rail. The plates were smooth on the bottom, and did
not have a shoulder or raised lug for the screw-spike head on the inside
of the rail. The following season the plates were lengthened to io^Hs
in. and made 5^ in. thick, with lugs for the inside screw spikes. Two
holes were also punched for lag screws, one at either end. We had some
doubt at first whether it would be possible to keep the flat-bottom plates
from rattling and causing unnecessary noise in service. Furthermore, it
would seem reasonable that the least possible wear between the tie plate
and the tie would be the ideal condition. This can best be obtained by
securely fastening the tie plate to the tie. If the raised lug for sup-
porting the head of the screw spike is sufficiently high and of proper
shape to hold the head of the spike firmly, the tie plate will be held
firmly to the tie, and most of the wear will take place between the rail
and the tie plate, rather than between the tie plate and the tie. We
had considerable difficulty at first in getting the lugs rolled sufficiently
high to allow for play between the head of the spike and the rail base, and
for this reason it was considered that the additional lag screws might
be necessary in order to more securely hold the tie plate. These lag
screws have not been used, excepting in certain cases for experimental
purposes. It has been found that, with very few exceptions, tie plates do
not rattle or cause any unnecessary noise, and plates with a good sup-
port for the screw-spike head can now be rolled.
It is quite evident that for so long a plate it must have considerable
thickness to avoid any possibility of buckling. The first plates rolled
were 14 in. thick ; they were at once increased to 5^ in. and about a year
ago we again increased them to 54 in- *n thickness.
The holes for the screw spikes on the shoulder side of the tie plate
are punched slightly back of the line of the shoulder, in order to pre-
vent the neck of the screw spike from being cut by the rail base. This
method was also found to be of great advantage in case of derailment,
where the ties are slued. Otherwise, the base of the rail will cut
into the screw spike, making it very difficult to remove from the tie.
At first some difficulty was experienced in getting the holes punched
at the proper point on account of the great depth of metal through the
lug of a thick tie plate. The hole must be punched from the top down,
so as to keep the smallest diameter of the hole at the top of the lug,
or directly under the screw spike head, and to prevent damage to the lug.
JOINT PLATES.
During the first two years that screw spikes were used, joint plates
were made of malleable iron, angle bars were slotted for cut spikes, and
one screw spike was used on the outside of the outer angle bar. Since
that time all plates have been rolled, and screw spikes are used in angle-
308
RESULTS WITH USE OF SCREW SPIKES.
IOI B<I05-LB. intermediate:
IOI Br I05-UB JOINT
Diagram No. 3.
Standard Screw Spike Tie Plates
RESULTS WITH USE OF SCREW SPIKES. 309
bar slots, with one extra spike on outside of angle bar, as shown in Dia-
gram 3.
SCREW SPIKES.
The first change made from the standard cut spike fastening oc-
curred in February, 1909, when a new double-track tunnel through Ber-
gen Hill, Jersey City, was put in operation. This tunnel lias a concrete
roadbed, witli short, creosoted, yellow pine tics. Flat tie plates (6 in.
by 9 in. by y2 in.) were used, and the rail was fastened with a lag screw
and clip, shown in Diagram 4. These plates, clips and screws were
made at the company's frog and switch shop. New rail has now been
laid on the tracks in question. The old fastenings have been replaced
with heavy plates and screw spikes.
A heavy traffic is handled through tins tunnel, including a large
amount of refrigerator business. Although considerable difficulty from
corrosion had been experienced in the old tunnel, the lag screws in ques-
tion were firm in the wood, and no difficulty was encountered in remov-
ing them with socket wrenches. These lag screws held the rails to gage,
and there was no sign whatever of lateral movement.
Diagram 5 shows a cut of the screw spikes which we are at this
time, using. We have been very careful never to vary the thread of
the spikes used, on account of the possibility of destroying the threads
formed in the wood, in case a new screw spike was inserted in an
old hole.
The heads of the screw spikes have been somewhat increased from
those first used, on account of the great deterioration from rust caused
by brine dripping at certain points on the line. This difficulty has not
been experienced generally. The worst places were those in the imme-
diate vicinity of icing stations. This is a difficulty which could and
should be entirely eliminated by using containers under refrigerator cars,
and thus avoid this unnecessary damage, not only to track fastenings, but
to bridge structures, interlocking, etc.
The first year that screw spikes were used an "Ajax" hand machine
(see Photograph No. 1 ) was used for boring all ties in the field. A
template (see Photograph No. j 1 was used to spot the holes. Creosote
oil was poured into all the holes as soon as bored. In [911 a boring and
adzing machine, manufactured by Greenlee Brothers of Rockford, 111..
was installed at the creosoting plant. This machine operated more or
less successfully, but was nol of sufficient capacity nor heavy enough in
construction to successfully handle heavj hardwood ties. Accordingly, two
new and larger machines, manufactured by the same company, were
installed the fore part of 1913 (see Photographs 3, 4, 5 and 6). These
machines have operated successfully, and have, without difficulty, adzed
and bored 5,000 ties per day.
310
RESULTS WITH USE OF SCREW SPIKES.
RAIL CLIPS.
Si-
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RAIL CLIPS-WROUGHT IRON.
LAG SCREW
FOR CLIPS.
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D.L&WR.R.
y LAG SCREW &CLIP
USED IN
NEW BERGEN TUNNEL
CONCRETE TRACK CONSTRUCTION.
JOINT CLIPS-WROUGHT IRON.
Diagram No. 4.
RESULTS WITH USE OF SCREW SPIKES.
311
I >l \GRAM No. 5.
Standard Screw Spike.
312
RESULTS WITH USE OF SCREW SPIKES.
1
NO.I ADZING
MACHINE
<£
| SHOP | cjT
t
l&±
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j NO. 2
j ADZING
\MACH\NE.
150.4499? 150.17
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145.4 «
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RESULTS WITH USE OF SCREW SPIKES.
313
The general arrangement of the adzing and boring machines and
the tracks on which the ties are handled to and from the machines is
shown in Diagram 6. The ties are carried to the machine on trams,
which are dumped mechanically. The machine is fed by a conveyor. Two
laborers place the ties on the conveyors. Two surfaces are adzed at
the rail seat, exactly in the same plane, regardless of the shape of the
tie. The depth of cut can be regulated as desired >,f or perfect ties. The
depth required to get all ties adzed perfectly for the full length of tie
plates depends upon the irregularity of the ties. After passing the
Photograph No. i.
"Ajax" hand machine for I x>t-ii i ^ holes.
adzing heads, the tie is centered at each adzed surface by an over-
head device to insure that the boring is dune in the center of the adzed
surfaces. The ties then pass by conveyor to trams and arc ready for
treatment.
These machines are automatic, and it is, therefore, imperative that
all parts continue to work properly while the machines are running.
Trouble with any one part puts the entire machine out of commission.
Some of the delays which have been most apparent were caused by
crooked ties caught at the adzing heads, loose parts on chains, hot bear-
314
RESULTS WITH USE OF SCREW SPIKES.
Photograph No. 2.
Shows (1) tool for testing the gage of holes after boring at the creo-
soting plant; (2) template used for boring holes in the field; (3) template
attached to boring heads on the adzing machine.
Photograph No. 3.
Ties being unloaded from train onto adzing machine table.
RESULTS WITH USE OF SCREW SPIKES. 315
Photograph No. 4.
Interior of Adzing Plant showing cutting heads.
Photograph No. 5.
Interior of Adzing Plant showing boring heads.
316 RESULTS WITH USE OF SCREW SPIKES.
Photograph No. 6.
Adzing machine— how ties after adzing- and boring are loaded on trains.
Photograph No. 7.
Thiollier Helical Linings before and after insertion.
RESULTS WITH USE OF SCREW SPIKES. 317
ings, broken bits, exhaust pipes stopped up with shavings, and a few
instances of fuses burned out from overloads on the machine.
A high-efficient oiling system keeps the bearings well oiled, and
a shavings exhaust system deposits all shavings in a box-car outside of
the buildings.
During the year 1914 we adzed and bored 523,935 ties.
Highest number of ties adzed and bored in one day by one machine. 3,324
Highest number of ties adzed and bored in one day by two machines. 5,682
Average number of ties per day per machine while operating 3,on
Average number of holes bored per bit per sharpening 1,500
Average number of holes bored per bit 11,000
The machines are rated at six ties per minute, or 3,600 ties per
ten-hour day. The above figures show an efficiency of 83 per cent, for
the actual time operated. During the year the machines were adzing ties
55 per cent, of the time the creosoting plant was in operation. The
time lost includes all delays, such as waiting on ties (which in our case
was material, at times amounting to a week), repairs to machines, re-
moving broken bits, changing boring spindles for varying rail bases, tie
plates, joint ties, etc. It would not be safe to figure over 2,500 ties
per day per machine, or 62,500 ties per month, working single shift.
In getting out the various kinds of ties for different bases of rail,
hardwood ties for curves, etc., it is necessary to keep a careful account
of all orders, keeping tabulation for all ties to be furnished each division.
An endeavor is made to keep one machine constantly operating on ties
for one class of rail base and tie plate. The second machine is then
alternated to take care of the small orders for' different sizes and differ-
ent borings. Since it takes one-half hour to an hour to make a change
in the boring heads, and thus far we have made provision for nine dif-
ferent arrangements of holes, there is considerable to be gained by having
two machines, so that they may be operated as above indicated.
Eight men are required, to operate one machine. In addition to
this it is necessary to have a foreman, who is also a machinist, to keep
the machines in repair and keep the knives and bits sharpened and ready-
to put on the machine when required.
The cost per tie for adzing and boring, including the interest on the
investment, depreciation, operation, running repairs, electrical current for
operating the machines and trams, while the latter are taking ties to and
from the machine, dues not exceed ixA cents per tie.
Holes are also bored for cut spikes used in yard and industrial tracks
of light service.
Some service tests are being made with different kinds of linings,
such as shown in Photographs 3 and 0. The device shown in Photo-
graph 3 is known as the Thiollier helical lining. This is a steel spiral
screw of the same pitch as the threads of the screw spike and the in-
side diameter the same as the core of the spike. A special tool Csee
Photographs 8 and 10) is first used in the hole, after which the lining
is inserted. As would be expected, the device provides good holding-
318
RESULTS WITH USE OF SCREW SPIKES.
power, but to date we have found considerable difficulty in applying the
device.
Photograph 9 shows a malleable lining with inner threads to corre-
spond to the pitch of the screw spike and outer threads to form a new
contact with the fibers of the wood. The lower end of this lining is
cut in three parts and spreads as the screw spike is forced into place.
This device is not hard to apply. The old hole has to be enlarged and
the lining inserted. All of the devices so far tested have been placed in
new timber, as we have as yet had no occasion to make such applications
in old ties where the screws have become loose.
Photograph No. 8.
Tools for inserting Thiollier Helical Linings.
A test has also just been started with plates bolted to soft pine ties
(as shown in Photograph 11). It will be noted that a strap ties the
two bolts together on the bottom, while heavy nut locks of a special
design hold the plate firmly to the tie. The rail is held in place by a
hook shoulder on the inside and a screw spike on the outside.
RESULTS WITH USE OF SCREW SPIKES.
319
Photograph No. 9.
Ties with screw spikes and Tannax Linings.
Photograph No. 10.
Trt*"'1" for p"
320
RESULTS WITH USE OF SCREW SPIKES.
Photograph No. ii.
Bolt fastening (see page 318).
RESULTS WITH USE OF SCREW SPIKES. 321
With longleaf yellow pine, birch, gum, oak and other hardwood ties,
it is not believed that any such appliance will be necessary to get the
full value of the ties, excepting, possibly, in some cases on sharp curves
with excessive traffic. On straight track the rail can be regaged at
any time that this is necessary by using the two spare holes in the
plates and boring new holes in the ties. After nearly five years of ser-
vice there is no indication that this will have to be done for some years
to come, if at all.
COST.
The following data is a summation of the labor cost in connection
with the construction of the Lackawanna Railroad of New Jersey. These
figures cover the entire line, amounting to a mileage of approximately
sixty miles of main track:
Per Mile.
Cost of boring by hand in the field, 2,880 ties at $.035 $ 100.80
Cost of applying 11,520 screw spikes at $.019 218.88
Cost of laying track, less boring and placing screw spikes at
$.085 per foot 448.80
Cost of surfacing 5,280 feet track at $.17 per foot 897.60
Average cost of labor per mile of main track $1,666.08
The above figures include the entire labor cost for putting the
track in finished condition, but do not include any labor cost for the
distribution of materials. It will also be noted that the cost of boring
ties in the field on the above work amounted to 3^ cents per tie, whereas
the boring and adzing of ties, which is now done before treatment, has
not cost to exceed ij^ cents per tie.
CONCLUSIONS IN REGARD TO SCREW SPIKES AFTER A
PERIOD OF MORE THAN FOUR YEARS, AND
PRECAUTIONS TO BE TAKEN IN APPLYING.
TIES.
(1) Treated beech, birch, gum, hard maple, elm and probably other
similar woods may be safely used with oak on sharp curves where the
traffic is especially heavy.
(2) From an economic standpoint, softwood ties, such as lob-
lolly pine, should not be used on tracks of excessive traffic, nor is it,
advisable to use them on sharp curves with moderately heavy traffic.
An expensive fastening device, such as an extra large and heavy tie plate
or chair, securely fastened to the tie by fastenings independent of the
spikes securing the rail, with sufficient room for rail movement on the
tie plate, thus reducing the movement between plate and tie to a mini-
mum, would probably make it practicable to use softwood ties on straight
track and light curves with moderately heavy traffic. It is not believed,
however, that loblolly pine, or similar ties, can be economically used
with good results on heavy curves, regardless of the style of fastenings.
322 RESULTS WITH USE OF SCREW SPIKES.
(3) As a rule, with woods which it will pay to treat, the poorer
the quality of the timber the more elaborate and expensive the fasten-
ing must be if the mechanical life of the tie is made to approach the life
of the treated timber.
(4) The hardest track to maintain, from a tie standpoint, is on
sharp curves, elevated for high-speed trains, where the speed of freight
trains is restricted on account of grade conditions. Where traffic is
especially heavy, such curves should be provided with the best of hard-
wood ties.
TIE PLATES.
(1) Tie plates should be used on all ties where screw spikes are
used.
(2) The tie plates should project well beyond the base of the rail
on the outside and less on the inside to counteract the tendency of
rail to roll out.
(3) As a rule, the required thickness of the tie plates will de-
pend upon their projection beyond the base of the rail, and the traffic.
(4) Four holes should be provided for screw spikes, so that two
extra holes will be available if needed.
(5) All holes should be punched from the top down and be as
neat a fit for screw spikes as consistent, so as to make all screw spikes
act together in resisting lateral pressure. The outside screw spikes should
be so protected by the shoulder on the plate as to prevent the rail base
from cutting into the screw spike neck; otherwise, in case of derail-
ment and slued ties, it will be found impossible to remove the spikes
without first straightening the ties.
(6) A raised lug, or shoulder, both inside and outside of the rail
base, should be provided to give support to the screw spike heads. This
shoulder assists in holding gage and materially reduces the breakage of
spikes and damage to track in case of derailment.
(1) The size of screw spikes and the design of the thread should be
carefully considered before a screw spike is adopted. Thereafter no
changes should be made ; otherwise the new screw spikes cannot be used
in old holes without damaging the wood fiber.
(2) Where salt brine drippings are excessive, screw-spike heads
must be made sufficiently large; otherwise there may be difficulty in
the future in removing the screw spikes from the track, due to corro-
sion. During nearly five years' service no screw spikes have been
found that were rusted within the tie, and there was no rust to speak of
below the head, although some spike heads were rusted so badly that
they could not be removed with the standard tool.
(3) The screw-spike head should have tapering sides to prevent
turning in the wrench socket after the size of the head has been dimin-
ished by rust.
RESULTS WITH USE OF SCREW SPIKES. 323
(4) Any mechanical device for setting down screw spikes must
automatically release when the screw spike is seated; otherwise the
screw spike is apt to be damaged in case of hardwood or the wood fibers
destroyed in case of softwood.
(5) Very little trouble is experienced by screw-spike heads break-
ing off, either on account of track movement or derailed equipment.
The heads are, at times, damaged to considerable extent by derailments,
but as a rule the spikes are not broken, nor is their holding-power af-
fected. Where screw spikes are broken off, a device for extracting the
broken portion from the old hole without injury to the wood threads
would be a valuable appliance.
(6) When screw spikes are fully seated, no further strain should
be put on them, as this will tend to destroy the threads in the wood or
injure the spikes.
HOLES FOR SCREW SPIKES.
(1) All ties should be bored at the treating plant before treatment.
This can be done while the ties are being adzed, and not only insures
that the holes are bored sufficiently deep, but provides for good treatment
of all wood adjacent to the spike holes.
(2) Where the ties are bored before treatment, the track must be
to proper gage before the ties can be placed.
(3) The holes for screw spikes should be of proper dimensions
for the class of wood used, with due regard to the size of screw spike
used.
(4) A limited number of holes can be bored with one bit, after
which its size will diminish so as to make it unfit for a hole of a given
size.
(5) Holes should be bored somewhat deeper than the length of the
screw spike. There is no serious objection to boring the holes clear
through the ties.
gage.
(1) With oak, birch, hard maple, gum or longleaf yellow pine ties,
gage can be maintained with a flat-bottom plate, using two screw spikes
on straight line and two or three on curves.
(2) Heavy curves elevated for high speed, where heavy freight
trains move at a slow rate of speed, are the hardest track to keep to
gage.
(3) Double spiking should be done on the inside of the rail.
(4) Not only is the lateral and vertical resistance of a screw spike
greater than that of a cut spike when both are fir^t applied, but the
lateral and vertical resistance of a loose screw spike is considerably
greater than the lateral and vertical resistance of a loose cut spike.
(5) When the threads in the tie are entirely destroyed, a screw
lining (any one of several different varieties) may be used with good
results.
324 RESULTS WITH USE OF SCREW SPIKES.
GENERAL.
(i) All ties should be bored and adzed before treatment. This
insures good gage, a perfect bearing for the tie plates and good treat-
ment under the rail seat and around the screw-spike holes.
(2) In placing screw spikes, they should be driven by hammer only
sufficient to make the threads take hold. If rigid instructions are not
carried out, laborers will continually overdrive spikes and thus destroy
the wood fibers near the top of the holes.
(3) Screw spikes with flat-bottom plates on hardwood ties will
hold track to gage on sharp curves under heavy traffic. The holding-
power of screw spikes in hardwood ties, after more than four years'
service, is not materially reduced.
(4) No screw spikes have ever been found so loose that they could
be easily pulled out of the holes, and but few have been discovered
which could be as easily extracted as a newly-driven cut spike. In no
case, except with loblolly pine ties, has the threads in the wood been
found weakened.
(5) Screw spikes in maintenance work can be most economically
used where all rail is of a standard pattern, so that regaging of track is
not necessary in relaying rail.
(6) Slight irregularities of track when frozen are liable to throw
an excessive strain on screw spikes where there are but a few mixed
with cut spikes.
(7) The best results with the screw spikes can be expected in new
construction, and where the number of screw spikes in tie renewals pre-
dominate over cut spikes.
(8) In relaying rail, cut spikes should never be driven in old
screw-spike holes, if the holes are to be again used for screw -spikes.
(9) No effort should be made to draw up a low tie with screw-
spikes when the roadbed and ballast are frozen solidly.
(10) Screw spikes do not have to be continually set down, as do
cut spikes, but should be gone over and set down properly after the
plates are seated in the tie.
(11) Flat-bottom plates with raised shoulders or lugs for the
screw spike head make but little noise and do not rattle at all where ties
are adzed before treatment.
(12) It cannot be expected that the full life of all creosoted soft-
wood ties, such as loblolly pine, will be realized without providing ex-
pensive fastenings from the start, and then it will probably be necessary
to add some further device at a later date. Probably the most practical
and least expensive device will prove to be one or the other of the lining
devices to be placed in wornout spike holes.
(13) The use of screw spikes for the past five years has not
made it necessary to increase the number of sectionmen per mile of
track.
RESULTS WITH USE OF SCREW SPIKES. 325
(14) Whether or not it will pay to use screw spikes will depend
upon the cost of ties, their probable life and the amount of traffic.
ILLUSTRATIONS OF SCREW SPIKES IN SERVICE.
In observing the photographs on the following pages, the notations
below each photograph should be carefully observed. It should be fur-
ther remembered that all the examples selected are from main line tracks
over which heavy power of the type illustrated in Diagram 1 operates.
The approximate annual tonnage which has passed over the track since
the ties were placed is shown under each example. With but few excep-
tions the photographs show ties on sharp curves and heavy grades, and,
as a rule, were taken to show the worst conditions found as to tie-
cutting, or some particular defect in fastenings or method of applying
the same. It will be noted that no photographs were taken to show
longleaf yellow pine ties in regular repair work on straight track. It
should be stated, however, that in no case do the ties show any cut-
ting or lateral movement where placed on straight line track. It will also
be noted that the time of laying new rail since the ties were placed is
shown in most cases.
It has always been our practice to interchange high and low rail
on curved track, as it has been found that by this method the greatest
life can be obtained from the rail without wearing it to too close a
margin of safety. Therefore, in nearly all cases, at least one change
of rail has been made more than is indicated in the illustrations.
All track illustrated is ballasted with broken stone.
526
RESULTS WITH USE OF SCREW SPIKES.
Photograph No. 12.
3° 40' curve. " — " maple tie, placed 1910.
5-in. elevation. <<_!_>> gUm tie, placed 1910.
75 ft. per mile descending grade. "o" red oak tie, placed 1914.
101-lb. rail, laid 1911. Traffic per annum, 12,000,000 tons.
Note perfect condition of ties under tie plates; also thicker tie plate.
with lugs for screw spike support on the inside of high rail on 1914 oak tie.
Gage perfect. No indication of any lateral movement of screw spikes or
plates.
RESULTS WITH USE OF SCREW SPIKES.
327
Photograph No. 13.
101-lb. rail, laid 1911.
" + " gum tie, placed 1910.
Traffic per annum, 12,000,000 tons.
Low rail.
4° 55' curve.
fi-in. elevation.
75 ft. per mile descending grade.
This photograph was taken to show buckled %-in. tie plate, due to un-
even bearing on tie which \v;is not adzed when placed. For fear of cutting
away treated wood, no adzing was permitted by hand when 1910 ties were
placed unless renditions at rail seat were unusually bad. This photograph
shows the importance of adzing ties before treatment, and the advisability
of thicker tie plate.
328
RESULTS WITH USE OF SCREW SPIKES.
Photograph No. 14.
101-lb. rail, laid 1911.
"+" two gum ties, placed 1910.
Traffic per annum, 12,000,000 tons.
Low rail.
4° 55' curve.
6-in. elevation-
75 ft. per mile descending grade.
This photograph shows perfect bearing and no lateral movement to
plates or spikes, although one of the screw spikes had never been properly
set down.
RESULTS WITH USE OF SCREW SPIKES.
329
Photograph No. 15.
Low rail. 101-lb. rail, laid 1911.
4° 0' curve. <<_!_•> gum t;e> placed 1910.
5-in. elevation. • «_•• two pine ties, placed 1912.
75 ft. per mile descending grade. Traffic per annum, 12,000,000 tons.
These two ties were laid between a gum and a beech tie previously
placed. Note gum tie (+) placed in in in in perfect condition, as was also
the beech tie placed in the same year on the other side of the two pine ties,
but not shown in photograph. The gage of track was perfect, although the
outer end of the tie plates in the pine ties had cut nearly their full depth
into the ties.
330
RESULTS WITH USE OF SCREW SPIKES.
Photograph No. 16.
Photograph No. 16 shows one of these ties removed from the track. It
will be noticed that the plate does not project outside of the rail base on
the shoulder side as far as it should in comparison with the projection on
the inside of the rail base. The plate in question is 7x10% in. long by %-in.
thick. When sheared they should have been cut at the base of the inside
lugs, thus providing a much greater bearing area on the outside of the plate.
Photograph No.
spikes were pulled.
Photograph No. 17.
17 shows cross-section of tie shown in No. 16 after
Note perfect condition of wood under tie plate.
RESULTS WITH USE OF SCREW SPIKES.
331
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Photograph No. 18.
Photograph No. 18 shows the tests made on the three screw spikes
shown in No. 16, and also a comparative test on a new hole bored in the
tie outside of the tie plate. From this diagram, it will be seen that the
new hole had nearly twice the resisting power of the old hole.
332 RESULTS WITH USE OF SCREW SPIKES.
Photograph No. 19.
6° 15' curve. " + " gum ties, placed 1910.
7-in. elevation. "o" red oak tie. placed 1913.
75 ft. per mile descending grade. "||" elm tie, placed 1910.
101-lb. rail, laid 1911. Traffic per annum, 12,000,000 tons.
As will be seen, there is no indication of plates cutting into the ties.
Plates and spikes have not moved laterally. Gage perfect, except for rail
wear.
RESULTS WITH USE ()!•' SCREW SPIKES.
333
Photograph No. 20.
101-lb. rail, laid lull.
"+" gum ties, placed 1910.
Traffic per annum, 12,000,000 tons.
High rail.
6 curve.
7-in. elevation.
75 it. per mile descending grade.
The three ties shown in this photograph indicate no bad conditions.
I'll.- ii«- marked "36" had one screw spike outside of the low rail which was
not down in place and could not be set down. In taking out the Inside spike
on the high rail for examination it was broken off. The tie was then re-
moved from the track. As will be seen in the photograph, the spike was
broken because of a flaw or old crack, undoubtedly made by an efforl to get
'lie spike down to place in a hole which was not bored sufficient^ deep.
The spike had previously been removed in relaying rail. All holes were
bored in the ties in the field at the time these ties were placed.
334 RESULTS WITH USE OF SCREW SPIKES.
Photograph No. 21.
Photograph No. 21 shows the tie shown in Photo Xo. 20 and plate on
the high side when removed from the track. Note the rusty condition of
original screw spike on outside of high rail.
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Photograph No. 22.
Photograph No. 22 shows result of test on the two spikes on the outside
of high rail, as well as a comparative test on a new hole bored outside of
the plate. It will be noted that all three tests show a resistance of about
C600 lbs. before the spikes gave one-tenth of an inch. While the first
spike placed (the one with a rusty head shown on Photograph No. 21)
indicates the greatest ultimate resistance, i. e., 11,570 lbs., or nearly 6 tons.
RESULTS WITH USE OF SCREW SPIKES. 335
Photograph No. 23.
336
RESULTS WITH USE OF SCREW SPIKES.
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Photograph No. 24.
Photographs No. 23 and No. 24 relate an interesting story. Note the cut
spike projecting through the bottom of the tie. In relaying rail, for some
unknown reason, a cut spike had been used temporarily. Evidently the
head had been broken off in an attempt to remove the spike. It was then
carelessly driven on through, very greatly damaging- the tie. Little could be
expected of a screw spike, or any other kind of fastening, under such condi-
tions.
RESULTS WITH USE OF SCREW SPIKES.
33"
Photograph No. 25.
Photograph No. 25 .shows a cross-section through the two outside spike
holes on high side after the pulling1 tests had been made as described above.
Note the condition of the wood at these holes as compared to the hole at
low rail, where cut spike had been driven through, shown in Photograph
No. 24. It will also be noted that the inside hole on low side was not bored
sufficiently deep; also shavings left in the hole. Nevertheless, the screw
spike was down to place. In short, this tie had been very much misused.
The holes were not bored sufficiently deep and a cut spike had been driven
without previously boring a hole.
::38
RESULTS WITH USE OF SCREW SPIKES.
Photograph No. 26.
Low rail. 101-lb. rail, laid 1911.
6° curve. "=" four long leaf yellow pine sap
6-in. elevation. ties, placed 1910.
75 ft. per mile descending grade. Traffic per annum. 12,000,000 tons.
This photograph shows no sign of rail rolling, but indicates slight cutting
or settling of the tie plates in the wood fibers. It will be noted that the rail
has been relaid once since ties were first placed without changing gage,
which is now perfect.
RESULTS WITH USE OF SCREW SPIKES.
339
Photograph No. 27.
Hi«li rail. 75 ft. per mile descending grade.
<; curve (easement of) 101-lb. rail, laid 1911.
6-ln. elevation. Traffic per annum, 12,000,000 tons.
Showing two f>r the same ties Indicated in Photograph No, 26.
This photograph taken to show the badly rusted plates and spikeheads.
in no case hat this corrosion been found to extend below the spikehead.
340
RESULTS WITH USE OF SCREW SPIKES.
Photograph No. 28.
High rail. 91-lb. rail, laid 1910.
7° curve. " " one beech and two gum ties,
S-in. elevation. <<_^>> jaj,j
Level grade. Traffic per annum, 20,000,000 tons.
Both freight and passenger trains make fairly fast speed around this
curve. The tie plates are not cut into the ties outside of either high or
low rail. No indication whatever of lateral movement of plates or screw
spikes. Screw spikes removed from the track show that none of them have
loosened or pulled out. Note the extension of plate outside of rail base.
RKSl'LTS WITH USE OF SCREW SPIKES.
341
Photograph N'o. 29.
Low rail and high rail.
:: 20' curve.
4^-in. elevation.
29 ft. per mile ascending grade.
Ul-lb. rail, laid 1911,
The tie indicated by a feather probably showed the worst cul conditions
of any tie in th*' curve. This ii«' was removed from the track for the pur-
pose of testing the holding-power of the spikes.
Longleaf yellow pine sap ties,
placed 1911. Tie with feather
was removed for examination.
Traffic per annum, 20,000,000 tons.
342
RESULTS WITH USE OF SCREW SPIKES.
Photograph No. 30.
Photographs Nos. 29 and 30 showing the tie in the track, indicate that
the tie plates on this curve were not properly proportioned. The plates
should have been sheared so as to leave at least %-in. more projection on
the outside of the rail base and a corresponding amount less on the inside.
It will be noted in Photograph No. 30 that the ties on the high side were
in very good condition, the bearing on all ties being sufficient to prevenl
rail rolling. The curve is to gage, and no lateral movement has taken place.
The difference in condition between the ties at the tie plate as between the
high and low rail is due to the fact that freight trains make comparatively
slow speed around this curve, whereas it is elevated for the high-speed
passenger trains, thus throwing an excessive proportion of the load of all
freight trains onto the low rail.
RESULTS WITH USE OF SCREW SPIKES.
343
Photograph No. 31.
Photograph No. :;i shows the tie (see photo No. 29) under low rail after
pulling tsts with made and plate removed. The picture shows the perfect
condition of the w'ood underneath the plate.
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Photograph No. 32.
Photograph Xo. 32 shows the result of the tests on the three screw
spikes, a.s well as a comparative test on a new hole, designated as No. 4.
It will be seen that the old spike holes showed as great an average resist-
ance as the new hole, and, in fact, old spike No. 2 gave a resistance of
6,725 lbs. at .10 of an inch movement, while the new hole (No 4) gave but
5,620 lbs. Three years' service had not diminished the holding power of
these si. ikes, although the tie plate had cut into the tie and spikes Nos. 1
and 2 had both been removed from the tie when it was taken from the
track.
344
RESULTS WITH USE OF SCREW SPIKES.
Photograph No. 33.
RESULTS WITH USE OF SCREW SPIKES.
345
Photograph No. 34.
Pine ties, placed 1910.
Traffic per annum, 12,000,000 tons.
(These two photographs are di-
rectly opposite Nos. 29 and 30.)
Low rail. High rail.
:: 20' curve.
1%-in. elevation.
l':i ft. per miles descending grade.
91-lb. rail laid 1910.
It will be noted from those two photographs that there is very little or
no tie cutting, either ;<t the high or low rail. 'Pie plates were of the first
pattern used, wit hunt lugs on the inside for supporting the screw spike-
heads. These tie plates were exceptionally well proportioned as to the
amount of projection on the outside of the rail base. Comparatively high
speed on all trains, l>oth freight and passenger, on the descending grade
more equally distributes the load between the high and low rail than in the
case of the eastbound track at the same point.
346
RESULTS WITH USE OF SCREW SPIKES.
Photograph No. 35.
General view of screw spike track with all treated timber.
Photograph No. 36.
5° 44' curve. 101-lb. rail, laid 1910-11-12-14.
6% -in. elevation. Beech tie.
75 ft. per mile descending grade. Traffic per annum, 20,000,000 tons.
This photograph shows the condition of a beech tie laid in 1910 under
a tie plate on high side of curve, where foreman claimed loose spikes were
permitting the rail to spread. It will be noted that rail was relaid on this
curve in 1910 and 1911. Manganese rail laid in 1912 and Barbey frictionless
rail laid on low side in 1914.
RESULTS WITH USE OF SCREW SPIKES.
347
Photograph No. $7.
Photograph '■'•' is a section through the spike holes and plainly indicates
the difficulty. Investigation proved beyond question that the few loose
spikes on this curve were in the same condition as those shown in Photo-
graph No. ::T. : 1 n < 1 bad been broken due to a derailment, the heads of all
spikes so broken being badly damaged. All three spikes on the high rail
of tie in question were broken oil'. ['holograph No. 38 shows a test on a
new hole in this tic. The resistance was 1-2,676 lbs, at 1 10-in. movement.
It will be seen from Photograph No. 87 that, in spite of the derailment,
the threads in the wood are In perfeel <• lltion. Screw spikes removed
for test from other ties laid the same year on the same curve indicate no
apparent loss in holding power and no lateral movement. Although the rail
had been shifted continually, this curve was not regaged from the time the
1910 ties were placed until the Barbey frictionless rail was laid the past
summer, and excepting for this change in section would not have required
ring.
348 RESULTS WITH USE OF SCREW SPIKES.
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Photograph No. 39.
RESULTS WITH USE OF SCREW SPIKES. 349
Photograph No. 40.
Gum tie, placed 1910.
Traffic per annum, 20,000,000 tons.
, curve.
s-in. elevation.
101-lb. rail, laid 1912.
These two photographs show tic under tic plate and cross-section
through spike holes, all of which indicate the perfeel condition of the tie,
i". ih under the plate and at the spike holes, regardless of the fact that the
tie plate did not have a perfect bearing oVei its entire area. Numerous
ties examined, of various kinds, on this curve did no! reveal a case where
breads in the wood wen- nol in good condition. Note one of thi out
ides packed full of shavings, 'ii' hole not being properly cleaned
out before placing screw spikes. The screw spike, in this hole was not en-
tirelv down to place and could not be put farther down. Photograph Xo. -11
shows tests made on screw spikes in the opposite end of the tic at the low
rail, and shows thai all of the spikes still had good resisting power.
350
RESULTS WITH USE OF SCREW SPIKES.
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Photograph No. 41.
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RESULTS WITH USE OF SCREW SPIKES. 351
Photograph No. 43.
Loblolly pine tie, laid 1912.
Traffic per annum, 12,000,000 tons.
4° 30' curve.
5%-in. elevation.
101-lb. rail, laid 1912.
Photograph No. 42 shows a loblolly pine tie, which was laid In a 4° 30'
curve in 1912. These soft ties were placed in the track in question as the
resull nt' an accident. The ties in question were the only ones available for
restoration of traffic. As will be seen from this photograph and Photograph
No. 13, which is a cross-section through the two outside spike holes on the
low side of curve. The plate had cut into the tie badly considering the short
time of service, but had not cut materially into the tie on the gage side
which permitted the rail to roll. This tie was adzed and bored at the plant
before treatment. The portion adzed inside of plate shows on Photograph
No. 42. Photograph No. 44 gives the test on the three screw spikes, as well
ae a comparative test on a new hole bored outside of the tie plate. This test
plainly indicates that, due to rail movement, the holes were materially
damaged.
The above case is pretty good evidence that ties of such quality cannot
be used to advantage on sharp curves in tracks of heavy traffic.
352 RESULTS WITH USE OF SCREW SPIKES.
UQrtfAU? ,. H"
!a©.2/ /vi&jr/ #0.4/
m Mt
\PlACEOJt>l mRT QF.T/E i
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■} 6
o.
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11 aia
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Photograph No. 44.
RESULTS WITH USE OF SCREW SPIKES.
353
Photograph No. 45.
Low rail. 6 in. x s in. x 8 ft. third-class pine
10° curve. tie on wye track in use con-
3}£ -in. elevation. stantly.
This photograph shows the low rail of a 10° wye track on which 6 in. x
8 in. x 8 ft. third-class pine ties were laid in 1910 for experimental purposes.
Photograph No. 46 shows same ties at the high rail. Photograph No. 48
shows low rail end of this tie removed from track, and plainly indicates how
the outer end of the tie plate had settled into the tie. The rail had canted
outward, but the tie plate had not moved laterally. Photograph No. 47
shows a cross-section at the spike holes after pulling test and amount of
cutting, also the good condition of the wood under the tie plate. Photograph
No. 49 shows the results of the pulling test on the three spikes of the low
rail, as well as two comparative tests on holes bored outside of the tie plate.
This test shows that the wood still has fair resisting power, even though
the ties were of poor quality and have had four years' hard service.
354
RESULTS WITH USE OF SCREW SPIKES.
RESULTS WITH USE OF SCREW SPIKES.
355
Photogb \ I'm Xo. 47.
356
RESULTS WITH USE OF SCREW SPIKES.
Photograph Xo. 48.
Photograph No. 49.
RESULTS WITH USE OF SCREW SPIKES.
357
Photograph No. so.
358 RESULTS WITH USE OF SCREW SPIKES.
Photograph No. 51.
Straight track. 7 in. x 9 in. x 8 ft. 6 in. chestnut
Traffic per annum, 12,000,000 tons. ties, placed 1912.
Photographs 50 and 51 show a section of experimental truck laid with
creosoted chestnut ties. Note all ties bored and adzed before treatment, and
two lag screws used on each plate in the track shown in the photographs.
All the ties are in absolutely perfect condition, with no indication of
cutting. It is believed that with the large flat bottom tie plates and screw
spikes these chestnut ties will show good results.
RESULTS WITH USE OF SCREW SPIKES.
359
Photograph No. 52.
Shows the result of a derailment. Note the two damaged .'-■crew spike-
heads and the center tie which was split by the derailment, the screw
spike being inserted in the opposite hole of the tie plate.
360
RESULTS WITH USE OF SCREW SPIKES.
Photograph No. 53.
Shows the result of a derailment where a part of the fastenings were
screw spikes. Note the badly damaged Weber joint. All of the cut spikes
visible in the photograph are new ones, which had to be put in in place of
the old cut spikes which were destroyed. All of the screw spikes visible
were the original ones, none of which had to be removed due to derailment.
This is a fair representation of the condition of the track over a length of
approximately two miles.
RESULTS WITH USE OF SCREW SPIKES.
361
Photograph No. 54.
Shows screw spike track \vilh gum ties; 101-]l>. rail in service over
three years.
362
RESULTS WITH USE OF SCREW SPIKES.
Photograph No. 55.
Shows screw spike track with gum ties; 101-lb. rail in service over
three years.
RESULTS WITH USE OF SCREW SPIKES.
363
Photograph No. 56.
Shows screw spike track on yellow pine ties; 101-lb. rail in service over
three years.
364 RESULTS WITH USE OF SCREW SPIKES.
Photograph No. 57-
Shows the extrahometer used in making vertical pulling tests.
INDEX
INDEX.
PART 1.
A
PAGE.
Abutments, principles of design 794
Address, President's 41
Adjuncts, signal 87
Agreement form 92
Amendments to committee reports 25, 1 192
Anthracite coal, yearly production 1000
Appointment of committees, rules for 34
Asbestos shingles 750
Atlantic City paint tests 609
Automatic train control 86
B
Bailey, Irving \V., on effect of the structure of wood upon its per-
meability 835
Ballast report : 1 005
— ballast sections 1012
— discussion 1 1 53
— mechanical device for handling 1017
— proper depth 101 1
— sections 1012
— sub- and top-ballast 1010
Ballast-floor trestles, deflection tests 578
Bearing power of soils 580
Bermuda grass sodding specifications 592
Bibliography :
— bearing power of soils 580
— metal, composite and concrete tics 536
— surface finish of concrete 819
Bituminous coal, yearly production 1000
Bolts, track, specifications 734
Bond, form 101
Brick floors 765
Bridge clearance diagram 675, 1 109
Buildings, report 739-784
— conclusions 783
— discussion 1 r 4 1
— heating medium-sized stations 774
— lighting medium-sized stations -jjy
— rest houses 766
h INDEX.
Build PAGE.
—roofings 740
— sanitary provisions lor medium-sized stations 780
Built-up roots 74N
Busim D 41-62
c
Carbon, influence oi. on the properties ol rail 161
Car wheels, contour oi chilled 717
Catalpa plantation. Illinois Central Railroad 995
Cattle-guard wing fences, whitewashing 496
Cement tile 750
Clearance, bridge 675. 1 109
— lines for equipment 927
—third-rail 928
Coal, anthracite and bituminous, yearly production 1000
— consumption with mechanical stokers 135
- 998
— tar in crt BOtl 625
Coaling stations, locomotive 743
Column tests 636
Composite ties 52
Compounds to counteract foaming and scaling in locomotive boil-
686
Committee preparation, publication and consideration... 34.36
Cone
— Pile* 794.796
— shop floors 763
444
— surface finish 794, 800
521.53,6
n oi Natural Resources, report. .989-1003
— coal, fuel-oil and timber re - 998
— discussion t 147
— iron anc - 998
:o protection of f - - fire 1002
- deration of committee repor: - 36
23-2.8
93
ndensed report
- gas 789
and steel structures against 605
712
S25
• 507
733
INDEX. v
PAGE.
Cross-ties, distribution and care of 538
Curvature no
Curves, widening gage 733
D
Deep-well pumping 680
Deep wells 680
Definitions :
—ballast 1006
— curvature 114
— defects of hemlock lumber 907
— distance 114
—fences 435, 441
— line resistance 1 14
— masonry 794
— roadway 566
— science of organization 70
— surface stock-guards 443
— ties 522
— track 728
— wooden bridges and trestles 894
— yards and terminals 958
Deflection tests, ballast-floor trestles 578
Distance, elimination no
Docks, design 892
Dudley, Dr. P. H., discussion on interior transverse fissures in rail
heads 1 120
E
Economics of Railway Location, report 103-150
— conclusions 104
— discussion 1047
— grade, curvature, rise and fall, and distance no
— stokers and superheaters 135
— the economics of location 135
Economics of track labor 716
— special track-section record for equating track mileage (insert) 736
— statement of characteristics of test track 738
Elastic strength requirement for steel 668, 1107
Election of officers 57
Electric light and power lines, overhead crossings 948
— trucks for freight handling 965
Electricity, report 917-956
— clearance 918
— clearance lines for equipment 927
vi INDEX.
Electricity : page.
— clearance line for rolling equipment, limiting 932
— crossings of wires or cables of telegraph, telephone, signals or
other circuits 939
— discussion 1 187
— electrolysis 922
— galvanizing on iron and steel 946
— overhead clearances y29
— overhead crossings of electric light and power lines 948
— state regulations for electric wire crossings, etc (insert) 920
— third-rail clearances 928
— transmission lines and crossings 920
Engine-house design 740
Equipment, maximum (insert) 676
F
Federal Railway Commission reports 786
Fences : 435
— concrete fence posts 440
— tests 482
— erection 438
—galvanizing wire fencing 440
— specifications 436
— snow 441
Fissures, internal, in new rail 389
— interior transverse 1 120
— internal 195
Flanges, worn 716
Floors, shop 757
Foaming in locomotive boilers 686
Forests, State laws as to protection from fire 1002
Formulas :
— chemical, for prevention of scale formation 688
— deflections of rails in drop test 189
— determining life and price of ties 524
— economic value of location 104
— friction resistance 107
— turnouts 730
Freight handling by mechanical means 962
Freight-house trucking 971
— houses, design of inbound and outbound 751
— houses, double-deck 068
Frog blocking 729
Frogs, specifications 7^
Fuel-oil resources 998
— consumption 107. 1 15
INDEX. vii
G
Gage : page.
— maintenance 732
— tie plate 563
— widening on curves 732
Galvanized wire fencing 440
Galvanizing on iron and steel 946
Gates for right-of-way fences 440
General information 34
Grade reduction no
Grading of Lumber, report 905-916
— discussion 1 185
— hemlock lumber, grading rules 907
— yellow pine, grading rules 915
Gravel ballast, specifications 1008
Guard rails 715
— timbers, use of lag screws 893
H
Hand trucks 975
Haul, definition 566
Havre de Grace bridge paint tests 610
Hemlock lumber, grading rules 907
— standard sizes 911
Hump yards 069, 978
I
I. C. C. Classification Account No. 6 787
Impact and secondary stresses 667
Inbound freight houses, design 751
Inspection hammer for marking ties (insert) 552
Installation of officers 61
Internal fissures in rail 195, 389
Internal combustion engines 699
Iron and Steel Structures, report 601-676
— bridge-clearance diagram .. 675
— column tests 636
— conclusions 604
ign, length and operation of turntables 655
— discussion 1093
— elastic strength requirement for steel 668
— impact and secondary si resses 667
— protection of iron and steel structures againsl corrosion 605
Iron resources 998
K
Kansas City Terminal Railway Union Station layout (insert) 960
viii INDEX.
L
PAGE.
Lag screws for fastening guard timbers 893
Lindsay, C. E., election of as Director 62
Line, maintenance 73 1
Locomotive boilers, compounds to counteract foaming and scaling 686
— coaling stations 743
— stokers and superheaters 136
Lumber grading rules 905
M
Magnet for unloading steel ties 551
Maintenance of line 731
Maintenance of way organization 72,
Manganese frogs and crossings, design 717
Manual, general rules for publication 38
Masonry, report 793-824
— concrete piles 794, 706
— concrete, surface finish 794, 800
— discussion 1 1 75
— reinforced retaining walls and abutments 794
Membership 25
Metal signs 444
—ties 525, 536
Monographs 49
Motor trucks 975
N
Nails, tie-marking ( insert ) 552
Nomination of officers, procedure 29
Nominating Committee, election 57
O
Officers 28
— installation ' 61
— nomination and election 29
Oil houses 745
— resources 99^
Open-Hearth rails, influence of finishing temperature on 349
Operative units, rating 84
Operation of hump yards 97^
— of turntables 655
Ore, production of 100 1
Organization, maintenance of way 73
— science of 67
Outbound freight houses, design 7S1
Outline of work 34
INDEX. ix
PAGE.
Overhaul, definition 566
Overhead crossings of electric light and power lines 948
P
Painting bridges under traffic 630
Paint specifications 510, 605
— bridge paint 516
— redlead, mixing and handling *. . . 511
— signal red 516
— signal yellow 516
— signal green 516
Passenger stations 739
— typical situation plans 959
Petroleum production 999
Pigments, secondary 608
Piles, concrete 794, 796
Planting willows 583
Plows, snow 442
Posts, fence 445, 465, 482
Preparation of committee reports 34
President's address 41
Protection of forests from fires 1002
— of iron and steel structures against corrosion 605
— of slopes by sodding or otherwise 582
Publications 36, 47
Pumps, deep-well 680, 695
— electric motor-driven 703
R
Rail 151-432
— conclusions 159
— discussion 1 1 17
— comparative service tests of 100-lb. sections, P. S. and A. R.
A. -A. on Pennsylvania Lines 319
— formula for deflections of rails in drop test 189
— influence of carbon on the properties of rail 161
of finishing temperature on open-hearth rails 349
— internal fissures in new rail 389
— rail failures and conclusions deduced therefrom 153
— rail-failure statistics for 1913 207
failures classified by mills 211
comparison of sections and weights 217, 219
failures per 100 track miles 229
ingot positions 226
Titanium alloy 226
x INDEX.
Rail : page.
statistics 232
— rail lengths 155
— review of rail investigations, 1910 to 1914, inclusive 411
— special investigation of rails 153
— specifications for heat-reated oil-quenched steel-joint bars 404
for high-carbon steel-joint bars 403
for material in rail joints 154
for medium-carbon steel track bolts with nuts 195
— standard rail sections 397
Railway Signal Association, specifications, findings, conclusions
and standards yy
Records and Accounts, report 785-790
— conventional signs ' 789
— discussion 1085
— Federal and State Railway Commission reports 786
— I. C. C. Classification Account No. 6, subdivisions 787
Reforestation, general 989
Repainting bridges under traffic 630
Reports :
— on Ballast . 1005
— on Buildings 73g
— on Conservation of Natural Resources 989
— on Economics of Railway Location 103
Minority 150-a
— on Electricity 917
— on Grading of Lumber 905
— on Iron and Steel Structures 601
— on Masonry 793
— on Rail 151
— on Records and Accounts 785
— on Roadway 565
— on Rules and Organization 65
— of Secretary 46
— on Signals and Interlocking y^
— on Signs, Fences and Crossings 433
— on Stresses in Railroad Track 791
— of Tellers 53
— on Ties 521
— on Track 715
— of Treasurer 53
— on Uniform General Contract Forms 89
— on Water Service 677
— on Wood Preservation 825
— on Wooden Bridges and Trestles 891
— on Yards and Terminals 957
INDEX. xi
PAGE.
Resolutions 59, 60
Rest houses for employes 766
Retaining walls 794
Rise and fall, elimination no
Roadway, report 565-600
— bibliography, bearing power of rails 580
— conclusions 600
— discussion 1071
— means for prevention or cure of water-pockets in roadbed 595
— specifications for protection of slopes by sodding or otherwise.. 582
— unit pressures allowable on roadbed of different materials 573
Roofings 746
Rules and Organization, report 65-74
— discussions 1023
— maintenance of way organization 7$
— safety rules 66
— science of organization 67
S
Safety rules 66
Science of organization 67
Secretary, report 46
Section tool house 746
Seeding slopes 583
Service tests of treated timber 833
Settling banks before sodding 583
Shop floors 757
Signals and Interlocking, report 75-87
— discussion 1025
— rating of operative units 84
— requisites for switch indicators 75
— specifications, findings, conclusions and standards of the Rail-
way Signal Association 77
Signs, Fences and Crossings, report 433-519
— conclusions 508
— discussion 1039
— economy of concrete and metal signs as compared with wood.. 444
— economy of concrete and metal as compared with wood for
fence posts 445
— methods used in repainting signs and specifications for white-
washing cattle-guard wing fences 496
— paint specifications 510
— whitewash specifications 518
Slip crossings, double 715
Smith, C. E., discussion on rail-end connections for drawbridges.. [098
xii INDEX.
PAGE.
Snow plows 442
Sodding slopes 582
Soils, subdivisions 575
Specifications :
— burnt-clay ballast 1009
— crossings 733
— crossings of wires or cables of telegraph, telephone, signal or
other circuits 939
—frogs 733
— galvanizing on iron and steel 946
— gravel ballast 1008
— heat-treated oil-quenched steel-joint bars 404
— high-carbon steel-joint bars 403
-material in rail joints 154
— medium-carbon steel track bolts with nuts 407
— overhead crossings of electric light and power lines 948
— paint 510
— protection of slopes by sodding 582
— Railway Signal Association 77
— right-of-way fences '. 436
— stone ballast 1007
— track bolts 734
— whitewashing cattle-guard wing fences 496
Spirals 731
Spotting ties for renewals 538
State Railway Commission reports 786
Stations :
— coaling, locomotive 743
— heating medium-sized 774
— lighting medium-sized 777
— passenger, with one general waiting-room 739
— sanitary provisions for medium-sized 780
Statistics, rail failures for 1913 207, 232
Steel, elastic strength requirement for 668
— joint bars, heat-treated, oil-quenched, specifications 404
— joint bars, high-carbon, specifications 403
— resources 998
— structural, ultimate strength 671
—ties 550
Stokers 135
Storey, W. B. (see also under "The President) :
— address of 41
— resolution of thanks to 60
Stresses in Railroad Track, report 791-792
— discussion t 1 173
INDEX. xiii
Stresses : page.
— secondary 667
Sub-ballast 1010
Sullivan, John G., election of as Vice-President 57
Superheaters 13S
Surface, maintenance 732
— stock guards 443
Surfacer, tie 563
Switch indicators 75
— points, worn 716
Switches, specifications 733
T
Table of Contents 3-22
Tellers, report 57
Third-rail clearance 928
Tie-marking nails (insert) 552
—plate gage 563
— plate imbedding beetle 562
— records 543
Ties, report 521-554
— discussion 1089
— distribution and care of cross-ties 538
— economy in track labor and material effected through use of
treated ties compared with untreated cross-ties 522
— metal, composite- and concrete ties 525
— surfacer 563
Timber resources 998
Titanium alloy . 226
Tool house, section 746
Top-ballast 1010
Transverse fissures in rail 1 120
Track, report 715-738
— conclusions 734
— contour of chilled car wheels — design of manganese frogs and
crossings 717
— discussion 1135
— double slip crossings, double crossovers and guard rails 715
— economics of track labor 716
— relation between worn flanges and worn switch points 716
Treasurer's report 53
Tree planting 989, 995
Trestles, ballast-floor 578
Trimble, R., election of as President 57
— remarks of, as President-elect 61
Trucking, freight bouse 962,971
xiv ■ INDEX.
PAGE.
Turnouts 730
Turntables 655, 1095
u
Uniform General Contract Forms, report 89-101
— agreement form 92
— bond 101
— construction contract 93
— discussion 1037
Union Station layout, Kansas City Terminal Railway (insert) 960
Unit pressures allowable on roadbed 573
— rating of operative 84
W
Water in creosote 827
Water-pockets in roadbed, prevention or cure 595
Water Service, report 677-713
— corrosion tests on iron and steel ' 712
— deep wells and deep-well pumping 680
— discussion 1 133
— pumping machinery 695
— use of compounds in locomotive boilers to counteract foaming
and scaling 686
Wharves, design 892
Whitewash specifications for signs, fences and crossings 518
Wing fences, whitewashing, cattle-guard 496
Wooden Bridges and Trestles, report 891-904
— design of docks and wharves 892
— developments in practice of ballast deck trestles 892
— discussion H79
— relative economy of repairs and renewals 891
— tabulation of replies on subject of lag screws 896
— use of lag screws for fastening guard timbers 893
Wood Preservation, report 825-888
— coal-tar in creosote 825
— conclusions 833
— discussion 1 153
— permeability, effect of the structure of wood upon its 835
— service tests 835
— water in creosote 827
Work, duplication of 49
Y
Yards and Terminals, report 957-987
— discussion 1 180
INDEX. xv
Yards and Terminals : page.
— freight house trucking 971
— handling freight by mechanical means 962
— hump yards 969, 978
— motor and hand trucks 075
— trucking, freight house 971
— typical situation plans for passenger stations 959
Yellow pine, grading rules 915
PART 2.
Comparison of Traffic at Grade Crossings and Information Rela-
tive to Apportionment of Cost of Their Elimination... 151-224
—bibliography 188
— digest of reports from various cities 189
— grade crossing elimination in various cities t88
— graphic chart showing traffic counts in various cities 155
— Massachusetts grade crossing elimination law 204
— notes on laws and practice relative to elimination of grade cross-
ings in New England, with special reference to the traffic
at crossings where elimination has been accomplished... 204
— practice of various municipalities in apportioning cost of grade
crossing elimination 184
— procedure before Massachusetts Grade Crossing Commissioners 205
— special cases of grade crossing elimination where Commission-
ers have disapproved immediate expenditures for elimi-
nation 206
— summary and conclusions 201
— summary showing traffic counts at various St. Louis crossings.. 176
— traffic data relating to various New England cities 210
Cost of Stopping and Starting Trains 271
— itemized cost of stopping and starting trains 271, 274
— formulas 272, 273, 276, 277, 278
The Decision of the Chief Engineer Shall Be Final 255
Heavy Locomotive Loadings 299, 300
— curves of equivalence in Cooper's "E" loadings (Insert) 300
— table for conversion of "E" ratings into center-bending mo-
ments (Insert) 300
— wheel-loading diagram (Insert) 300
Rail-End Connections for Drawbridges 245
— discussion 249
Results With Five Years' Use of Screw Spikes, Delaware, Lacka-
wanna & Western Railroad 301-364
— adzing machine 312
— conclusions 321
— cost data 321
— creosoting plant, plan of track layout 312
— diagram showing wheel base and weight diagram 304
xvi INDEX.
Results with Use of Screw Spikes : page.
— illustrations of screw spikes in service 325
— lag screw and clip 310
— reasons for adopting screw spikes 303
— screw spike, standard 311
— screw spike tie-plate 308
— tie plates, intermediate and joint, for yards and sidings 306
Rolling Resistance of Cars over Switches and Frogs 279-300
— calculation 281
— discussion 282
— journal friction 287
— method 279
— rolling resistance 286
— tests 294
— velocity resistances 292
Tests of Oregon Fir Piling 47-150
— methods of treatment 49
— phenomena observed in transverse tests, treated Oregon fir pil-
ing, major specimens 141
compression tests 147
discussion 144
penetration of creosote 144
physical tests 146
— phenomena observed in transverse tests, untreated Oregon fir
piling, major specimens 139
— tests of major specimens 50
absorption of creosote S3
compression parallel to grain 51
compression perpendicular to grain 52
moisture 52
shearing parallel to grain 52
transverse 5°
— tests to minor specimens 53
comparative physical properties 135
formulae 54
general conditions 130
graphs and photographs 55
original dimensions 131
results of compression tests 133, 137
results of transverse tests 132, 137
results of shearing tests 135
weight and penetration 136
The Computation of Stresses in Angle Bars 31-45
INDEX. xvii
PAGE.
Trucking Methods and Costs Through L. C. L. Outbound Freight
Houses and Transfer Platforms 225-244
— average trucking distances, outbound freight houses 243
— effect of length of house on cost of operation in freight
stations 242
— freight-house trucking 226
— four-wheel truck 230
— general conclusions 235
— motor trucks 231
— observations on a motor truck at C. & E. I. R. R. outbound
freight house, Chicago 237
— operation of motor trucks, C, B. & Q. R. R. outbound frieght
house, Chicago 241
— two-wheel truck 228
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Lu-Aj.'nt.rn (
ignation:! B
Comp.in lncbee
Applied Loads; in 100 "gang- Mean
ed lengths. Comp.
9636 1000 70045 1OO6O 70048
Z. 96360 10000 .0248 .0282 .0265
144540 15000 .0475 .0443 .0459
n 9636 1000 .0005 70021 70008
3 192720 20000 .0648 .0590 .0622
9636 1000 .0010 70017 70004
V 211392 22000 .0711 (.0417?. 0564)'
240900 25000 .0820 .0770 .0795
9636 1000 .0021 tOOOI .0010
Railway Engineering .
n Counter-weighted
EadiOB of gyration
at mi-1 die
length
inches in 8" Gauged
Compres
Lengths. 10" 5 from base of eolui
middle of Gauged Length. For Poeitio
00
00
01 Up
.0018
.0029
.0038
. 3010
,0028
.0040
00
005D
.0010
.0046
.0011
.0050
00
01 1
01 »
.0010
.0062
.0060
.0011
.0064
.0062
01 11
0061
002D
.0011
.0066
.0070
■0012
.0066
.0074
0000 .0002
0009 .0034
0015 .0049
0001 .0026
0021 .0072
0023 .0080
0028 .0088
0003 .0000 .0002
003y .0027 .0053
0063 .0044 .0059
0018 .0003 .0011
0102 .0073 .0093
0119 .0087 .0109
0156 .0112 .0147
Length over all:20' 6 1/16"
'Veight in LbB. 1198
Actional area. Actual so. In
Gauped lengths; 100" each
esBion in inches in 6" Gauged Lengths.
from base of column to middle of
- Gauged Length. For Positions
0000 .0001 .0002 .0001 .0000 70002 .0002
.0024 ,0001 ,0024 .0022 .0022 .0013
0041 .0038 .0002 .0037 .0037 .0035 .0029
0000 .0001 .0002 .0000 .0001 .0000 .0001
0062 .0057 .0003 .0056 .0066 .0056 .0003
0078 .0070 .0004 .0065 .0066 .0067 .0002
0005 .0003 .0003 .0002 .0003 .0000 .0003
1071 .0074 .0073 .0002
'090 .0090 .0084 .0003
316700 32860 Ultim
trength Failed by triple fie:
nela neur ends. Scale
popping off generally.
Ho rlvete failed.
Applle
Lbs.
Loads; Comi
LbB. per
re. elon Id inches in 6"
'traddling middle of col
For Positione
Gauged Lengths.
Compression in inches in 8" gauged lengths.
40" from top of column to middle of
Gauged Length. For poeltions
14" fi
to mic
Lengt]
3
Gauged Lengths,
om top of column
die of Gauged
. For positions
4 7 8
Compressia
10"5 fron
n in inohes in 8"
top of column to
Length. For poel
3 4 5
Gauged Lengths,
middle of
6 7 8
, 9636
' 46180
1000
6000
.0000
.0013
.0000
.0012
.0000 .0000
.0009 .0000
■ : ■}-:.
000a
.0000
.0010
. : :■ »
.0010
.0000
.0000
.0000
.0011
.0000
.0009
.0000
.0012
6000
0002
0000
0011
0000 .-i.v.j
0011 .0010
c J
.001:0
.0014
.001* .0012
.0013
.0008
0 '0 :»
.0006
.0000
.0006
.0000
....
0006
.0010
9636
P 96360
144640
1000
10000
16000
.0001
.0026
.0041
.0001
.0025
.0041
.0000 70001
.0024 .0000
.0040 .0001
0000
: jii
0039
.0000
.0014
.0039
.0000
.0025
.0040
.0000
.0002
.0002
.0001
.0024
.0037
10002
,0023
.0035
.0000
.0026
.0042
0002
0004
0004
0001
0024
0040
0000 T0001
0023 .0023
0039 , .0036
.0000
,0000
,0020
.0000
.00'?:
.0056
.0000 70002
.0046 .0025
.0078 .0040
.0002
,0036
■ 0062
.0000
.0018
.0030
0001
?017
0:07
.0001
.0019
.0034
T0001
.0009
.0020
0001
3023
0 11a
70001
.0013
.0021
0000
0033
3070
70004
.0032
.0059
„ 9636
' 192720
1000
20000
.0003
.0066
.0003
.0064
.0001 lOOOl
.0064 .0000
0002
D05J.
.0001
.0062
.0000
.0052
.0002
.0000
-0001
.0051
.0004
.0051
.0002
.0069
0002
0004
0000
0057
0001 70002
0055 .0047
-. 3001
.0021
.0009
.0086
.0012 -0001
.0107 .0055
.0008
.0088
.0001
.0042
000]
0041
.0010
.0049
.0001
.0026
0003
0031
70005
.0027
004 9
3054
.0031
.0103
9636
1000
.0006
.0003
.0003 .0000
0001
.0001
.0001
.0000
70001
.0002
.0004
0002
0002
0002 -0003
70002
.0018
70001 70002
.0013
.0003
00 11
.0016
.0001
0034
70002
0066
.0060
lf~ 211992
240900
22000
26000
.0066
.0076
.0063
.0072
.0063 .0002
.0074 .0002
0056
0065
.0053
.0068
.0067
.0067
.0000
.0000
.0066
.0064
.0056
.0066
.0068
.0078
0006
0006
0064
0077
0060 .0062
0072 .0060
lOOOl
50002
.0099
.0117
.0120 .0061
10 072)? .0071
.0102
.0119
.0049
,0059
30*5
3066
.0054
,0059
.0029
.0033
0066
0066
.0029
.0034
0136
0169
.0125
.0149
.- 9636
t> 260172
289080
1000
2 7000
30000
.0008
.0083
.0101
.0004
.0077
.0088
.0007 .0000
.0104 .0001
.0100 .0002
0002
0071
0081
.0005
.0074
.0086
.0002
.0072
.0083
.0000
.0001
30002
70001
.0068
.0081
.uOOO
.0073
.0086
.0009
.0066
.0102
0003
0006
0007
0006
0086
0103
0006 50002
0080 .0064
0095 .0074
.0001
70001
70001
.0028
.0137
.0150
.0028 .0005
.0160 .0078
.0216 .0093
.0021
.0138
.0160
.0004
.0063
.0074
0003
0058
0008
.0021
.0062
.0069
.0001
!o035
C 00 3
o075
0091
70004
.0039
.0048
0111
OlMfl
0212
.0094
.0160
.0179
, 9636
fc 308362
1000
32000
.0016
.0136
.0007
.0108
.0017 .0000
.0127 .0004
00 oc
006:
.0007
.0092
.0005
.0098
.0000
70004
.0002
.0099
.0008
.0102
.0017
.0116
0003
0007
0018
0154
0014 7OOOI
0139 .0093
70001
,0002
.0042
.0201
.0076 .0012
.0176
.0036
.0233
.0008
.0081
0 : 33
.0025
.0073
O000
0145
70001
.0077
0134
0247
.0120
.0180
ued).
Page 2
Sions in inches in
a lengths. 16"
se of column to
of gauged length,
or Positions
6 10 12
.0000 .0000 .0000
.0008 .0014 .0012
•:oooi .oooo -joooi
.0022 .0032 .0031
.0000 .0003 .0001
.0042 .0054 .0052
.0003 .0007 .0005
Compressions in inches in
8" Gauged Lengths. 8" from
top of column to middle of
gauges length.
For Positions
10
12
.0000 .0000 .0000 .0000
.0007 .0014 .0007 .0008
.0000 .0004 ^0003 .0002
.0021 .0044 .00g5 .0022
.0006 .0022 .0003 .0009
.0033 .0075 .0066 .0039
.0011 .0040 .0028 .0017
.0000 .0000 .0000 .0000
.001* .0002 .0008 .0013
.0001 T0002 .0000 .0001
.0030 .0034 .0032 .0C46
.0004 .0000 .0008 .0002
.0057 .0058 .0040 .0050
.0010 .0005 .0001 .0005
.0046 .0061 .0058
.0051 .0064 ,0062
.0056 .0069 .0067
.0062 .0076 .007?
.0067 .0080 .0076
.0011 .0015 .0012
,0111 .0108 .0107
,0116 .0113 .0116
,0132 .0122 .0120
,0140 .0127 .0126
,0042 .0026 .0031
.0151 .0132 .0133
.0163 .0136 .0138
.0178 .0140 .0140
.0036 .0082 .0071 .0042
.0037 .0087 .0074 .0044
.0038 .0092 .0079 .0046
.0040 .0097 .0082 .0048
.0041 .0102 .0085 .0049
.0013 .0055 .0037 .0022
.0064 .0064 .0042 .0056
.0069 .0069 .0046 .0060
.0074 .0074 .0052 .0064
.0079 .0080 .0057 .0068
.0084 .0084 .0062 .0072
.0020 .0016 .0005 .0010
.0075
.0084
.0081
.0043
.0108
.0093
.0051
.0090
.0092
.0068
.0077
1
/
.0082
.0088
.0085
.0044
.0112
.0096
.0054
.0096
.0098
.0072
.0082
.0087
.0092
.0091
.0045
.0116
.0099
.0056
.0102
.0103
.0074
.0086
.0093
.0096
.0096
.0047
.0120
.0101
.0058
.0108
.0109
.0080
.0092
Oft
.0099
.0101
.0100
.0049
.0124
.0104
.0058
.0113
.0114
.0086
.0098
s
.0023
.0020
.oo;.o
.0014
.0068
.0045
.0026
.0030
.0028
.0012
.0017
•
r
a
j
\
*
.0050 .0130 .0110 .0061
.0054 .0134 .0112 .0062
.0054 .0141 .0117 .0066
.0055 .0144 .0119 .0068
.0015 .0064 .0057 .0030
.0055 .0145 .0123 .0070
.0056 .0150 .0125 .0070
.0059 .0155 .0127 .0070
.0121 .0124 .0094 .0104
.0136 .0130 .0098 .0108
.0136 .0146 .0110 .0118
.0142 .0155 .0114 .0120
.0040 .0047 .0020 .0030
.0152 .0168 .0120 .0134
.0160 .0186 .0126 .0141
.0173 .0216 .0132 .0145
For whom tested:
Applied Loads : inches i:
•.gauges 1
Lbe. Lbe. per:for posi
Railway Engineering .
: Cemp, ; length
: in 100" ] (lnoheB)
:(lnchee) :Horii. Vert.
7) 11660
1000
OOuO
.0000
0000
.00
'"J 66250
5000
0123
.0124
0124
^, 11650
1000
0018
.0019
0019
.00 .<
"V 116500
10000
0289
.0293
0291
11650
1000
0014
.0030
0022
.00 .(
V I 58260
5000
0156
.0145
0161
"> 116500
1O0O0
j£64
.0295
0280
174760
15000
0439
.0446
0443
.01 V .
11650
1000
0018
.0030
0024
.00 .C
56260
6000
0165
.0149
0162
116500
10000
0291
.0299
0296
/I ,174760
'''"'166400
16000
0436
.0446
0441
16000
047:
.0478
0476
.01 .t
198060
17000
04'? 9
.0504
0502
.01 .(
209700
18000
OEM
.0644
0629
.01 .C
221350
19000
0662
.0575
0664
.01 .c
233000
20000
0676
.0612
0594
.01 .c
11650
1000
0012
.0046
0028
.00 .c
58250
6000
01J8
.0164
0151
,, 116500
10000
oiei
.0315
0298
Tf -174760
15000
0440
.0460
0450
20000
0581
.0613
0597
244650
£1000
062E
.0643
0634
.01 .c
266300
22000
06 53
.0680
0670
.01 .c
267960
23000
0632
.0715
0704
.01 .c
279600
24000
0788
.0749
0739
.01 .c
291250
25000
0786
.0790
0768
.01 .c
11650
10OO
ooie
.0075
0046
.00 ,c
66250
5000
3176
.0195
0166
__ , 116600
10000
0325
.0350
0336
fl,L 174750
15000
0466
.0498
0482
' 233000
20000
0611
.0645
0628
291250
25000
07 65
.0605
0785
302900
26000
0802
.0635
0819
.015 .0
314550
27000
0828
.0977
0903
.015 .0
337650
29000
0926
.0967
0946
.015 .C
349500
30000
0972
.1020
0996
.015 .0
11650
1000
.0105
5000
.0226
116600
10000
■ 0371
15000
.0516
20000
.0668
25000
.0819
30000
.0975
31000
.1022
32000
.1074
33000
.1160
396100
34000
,1264
34060
Ultimate strength.
Fal]
lied by triple fie
DEPaRTUEHT 0? COMMERCE
Counter-weighted: 1/2 Its weight at the middle
Nominal sectional area, in eq . in 12.60
Radius of gyration: 2.77
Initial oondi
Uarch 10,1914.
all: 19* 6 15/16"
ba. 1346
ctual, eo. in. 11.65:5.92 4. 5=
: Compressions in inches in S" Gauges lengths"
: 40" from Base of column to middle of
: Gauged Length. For positions
Gauged Length.
.0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000
,0000 .0012 .0009 .0000 .0000 .00X1 .0009 .0009
.0007 70002
sOOOl .0011 .0006 .0000 70002 7OOOI .0009 .0000 .0002 7OOO2 .0000 .0001 .0005 .0000 tOOOl :0008 70002 ;0002 .0001 .0000 .0001 .0003 7OOOI
01 Dp .0038 .0045 .0039 ,0001 70002 .0032 .0044 .0036
10003 .0008 ,0004 7OOOI 70002 »0002 .0010 .0002
.0041 .0050 .0043
.0000 .0010 .0005 .0000 70002 .0019 .0012 .0004
.0034
0046
.0038
.0042
.0036
.0036
0O49
.0041
.0044
.0 M9
.0039
005:
.0045
.0046
. J041
.0042
0055
.0048
.0046
.004:
.0044
0058
.0052
.0052
.0045
0062 .0056 .0001 7OOO2 .0048
0064 .0059 .0001 70002 .0051
1 .0061 .0001 10002 .0053
0070 .0064 .0001 70002 .0059
0073 .0067 .0000 7O002 .0062
.0063 ,0056
.0065 .0068
.0068 .0062
.0073 .0066
.0076 .0070
.0035 .0003 .0037 .0034 .0036
.0000 .0002 .0002 70001 70001
.0039 .0005 .0040 .0036
.0041 .0005 .0043 .0038
.0043 .0004 .0045 .0041
.0046 .0004 .0047 .0044
.0049 .0005 .0050 .0047
.0002 .0003 .0003 .0000
.0066 .0049 .0052 .0004 .0052 .0050 .0053
.0058 .0053 .0066 ,0004 .0056 .0052 .0056
.0062 .0066 .0058 .0003 .0058 .0055 ,0060
.0025 .0034 .0034 .0002 .0000 .0037 .0032 ,0032
70008 70002 i0003 .0000 .0000 .0000 70004 :0002
0030 .0038
0031 .0040
0033 .0041
.0044
0038 .0046
.0039
OO02 .
.0042
0003 .
.0044
0002 .
.0046
0002 .
.0060
0002 .
.0000 .0040 .0034 .0035
,0000 .0042 ,0037 .0037
.0001 .0045 .0040 .0040
.0001 .0048 .0042 .0043
.0002 .0050 .0045 .U046
Snapping 1
Snapping 1
.0003 .0013 ,0008 .0000 10002 .0001 .0015 .0008 .0007 .0003 ,0007 ,0003 .0005 .0000 .0001
.0066 ,0077 .0072 .0001 *0002 .0067 .0082 .0076
.0081 .0093 .0086 .0000 .0000 =0089 .0102 .0096
.007;; .0067 .0071 .0005 .0069 .0066 ,0070
.0078 .0071 .0075 .0006 ,0072 .0070 .0073
.0084 .0080 .0083 .0005 .0078 .0078 .0081
.0089 .0086 .0089 .0005 .0083 ,0082 .0089
0006 70002 .0000 .0002 .0000 .0001 »0004 jOOOl
.0041 .0048 .005?
.0044 .0052 .0056
.0047 .0056 .0060
.0050 .0061 .0065
.0052 .0064 .0068
.0056 ,0068 .0073 ,0002 .0004 .0070 .0063 .0064
,0070 .0086 .0095 .0002 .0004 .0087 .0077 .0077
.0002
0005
.0063
0047
0049
Snapping
.0002
0005
.0067
0050
0051
.0002
'002
.0060
0053
0054
.0002
000:-'
.0063
0056
0066
.0002
0005
.0066
0059
0069
.0002
0001
.0002
0004
0017
Snapping
noises
Snapping
Snapping
Snapping
ttle around oon-
[e In about
a half do
;en place
.0009 .0020 .0014 .0000 .0000 .0014 .0027 .0022 .0015 .0012 .0019 .0003 .0010 .0008 .0011 .0001 .0012 .0018 .000*
,0011 .0003 .0002
.0109 .0102
.0118 .0108
.0129 .0116
.0156 .0135
SiS loiio :oio9 :«oS? %$,i :£s Sii? :55ii ;5iio .0™ :o5o3 ;ooo4 .out .0099 .0088
tinued j .
as in lncnes in
engths. 7"
f column to
ganged lengths
positions
10 12
Compressions in Inches in
8" Gauged Lengths. 14"
from top of column to
middle of gauged length.
For positions
4 6 10 12
Compressions in inches in
8" Gauged Lenpths. 10 5/8"
from top of column to
middle of gauged length.
For posi tions
13 7 9
Usasured Distances be
Channel and Base V.
Base End To]
cale
side
So ale
side
.018
.015
.033
.031
.021
.020
.012
.027
.018
0 .0000 .0000
5 .0014 .0009
0 .0004 .0002
4 .0030 .0031
1 .0012 .0014
.0000 .0000 .0000 .0000
.0017 .0009 .0016 .0013
.0003 .0000 .0000 .0002
.0027 .0030 .0038 .0032
.0007 .0002 .0004 .0006
.0000 .0000 .0000 .0000
.0006 .0010 .0007 .0011
70001 -0001 .0000 .0000
.0016 .0021 .0015 .0022
.0000 .0000 70001 .0000
9 .0043 .0064
2 .0017 .0031
0 .0044 .0071
2 .0046 .0078
3 .0048 .0083
4 .0052 .0088
6 .0064 .0094
2 .0018 .0047
.0061 .0052 .0067 .0052
.0012 .0006 .0010 .0010
.0066 .0055 .0073 .0065
.0072 .0061 .0080 .0069
.0076 .0065 .0084 .0064
.0081 .0070 .0086 .0067
.0087 .0076 .0097 .0072
.0009 .0010 .0020 .0014
.0022 .0034 .0025 .0036
70002 .0002 70001 70001
.0024 .0036 .0029 .0038
.0024 .0038 .0031 .0041
.0028 .0040 .0035 .0044
.0026 .0044 .0037 '.0048
.0029 .0045 .0039 .0050
70004 .0001 .0003 .0000
ooa
.019
.014
012
.030
.018
008
006
005
.019
.019
.018
.013
.013
.012
005
.017
.011
Oil
.027
.018
8 .0066 .0102
O .0066 .0107
•2 .0069 .0113
.3 .0060 .0118
5 .0062 .0123
16 .0024 .0130
.0094 .0082 .0104 .0076
.0100 .0087 .0111 .0080
.0107 .0092 .0115 .0085
.0113 .0098 .0122 .0089
.0119 .0104 .0128 .0093
.0063 .0018 .0031 .0022
.0030 .0048 .0041 .0054
.0033 .0060 .0045 .0057
.0034 .0052 .0048 .0060
.0037 .0055 .0051 .0062
.0038 .0068 .0056 .0067
70005 .0002 .0006 .0004
005
.015
.011
004
.014
.009
004
.013
.009
004
.012
.009
003
.011
.008
.022
16 .0064 .0131
i8 .0066 .0138
,0 .0067 .0143
,0 .0068 .0162
,2 .0068 .0168
»6 .0024 .0084
Z .0069 .0167
.0128 .0112 .0127 .0100
.0134 .0117 .0144 .0106
.0141 .0122 .0151 .0110
.0149 .0129 .0159 .0117
.0168 .0138 .0168 .0125
.0061 .0032 .0047 .0034
.0168 .0148 .0179 .0134
.0038 .0060 .0057 .0070
.0042 .0064 .0061 .0074
.0045 .0068 .0065 .0080
.0146 .0071 .0067 .0086
.0051 .0076 .0069 .0091
■»0004 .0007 .0008 .0014
.0066 .0078 .0071 .0096
003
.011
.007
002
.009
.007
002
.007
•00C
oor
.007
.006
001
.006
.005
.019
REPORT OH TEST HO. 20 [Continued).
Applied Loads:
lbs.
Los .per
Total
sq.lncb
» 11650
"»>/ 68260
1000
5000
11660
1000
/i- 1116500
10000
11650
1000
■}!.. 68260
••-' 116500
5000
10000
174750
16000
11660
1000
56250
5000
. 116500
10000
yta 174760
■* 186400
15000
16000
198050
17000
209700
18000
221SS0
19000
233000
2O00O
11650
1000
58250
5000
y,, 116500
%( 174750
' 233000
10000
15000
20000
i44650
21000
256300
22000
267950
279600
24000
291250
25000
11650
1000
68250
5000
116500
10000
syi , 174750
15000
<■ :?:vjj
20000
291250
250OO
302900
26000
314550
27000
337860
^9000
349500
30000
11660
1000
58250
5000
116500
10000
% ,174750
' ' I 233000
15000
20000
291250
25000
349500
30000
361150
31000
372800
32000
364460
33000
8" Gauged Lengths. 10"
from tase of column to
middle of gauged length.
Compressions In Inches li
8"G8ugeo Lengths. 16
from bos© of column to
middle of gauged length.
top of column to middle of
gauge., length.
For positions
,0002 .0000 10001 .0002
.0016 .0018 .0013 .0021
10002 .0001 70001 .0002
.0027 .0028 .0023 .0030
.0002 .0001 lOOOl .0002
0002 .0002 .0012 .0002
0050 .0052
0002 .0004 .0001 .0002
.0050 .0051 .0051 .0055
.0054 .0053 .0057 .0058
.0058 .0058 .0064 .0062
.0060 .0061 .0067 .0064
.0000 .0005 .0008 .0005
.0062 .0064 .0072 .0068
.0064 .0067 .0078 .0070
.0065 .0074 .0084 .0074
70001 .0000 70001 jOOOl
.0027 .0031 .0026 .0022
10001 .0002 70002 .0000
70001 »00O4 .0002 .0001
.0001 .0005 .0003 .0002
.0051 .0053 ,0054 .0048
.0053 .0055 .0067 .0050
.0058 .0061 .0063 .0056
.0060 .0063 .0067 .0058
.0003 .0007 .0007 .0005
.0067 .0079 .0031 .006'
.0011 .0010 .0009 .0010 10005 .0000 .0003 .0001
0024
.0034
01? 0
.0028
.0031
0024
3026
.0035
001 1
.0031
.0035
0024
0029
.0037
0033
.0033
.0037
0028
005!
.0038
DOSE
.0035
.0038
0030
•035
.0040
0037
.0038
.0040
0030
.0064 .0054 .0038 .0040
.0030 .0026 .0016 .0017
0069 .0056 .0041 ,0044
0074 .0060 .0042 .0046
0078 .0062 .0044 .0046
0082 .0066 .0048 .0052
0084 .0069 .0048 .0054
.0057 .0042 .0054 .0052
.0005 .0003 .0007 .0005
0069 .0067
0076 .0071
0080 .0076
.0063
0046 .
.0066
0051 J
.0071
0056 ,i
.0077
0062 .
.0082
0067 .
.0042 .0033 .0020 .0021 .0013 .0011 .0015 .0012
.0039
0040
004..
.0034
.0042
0042
■044
.0058
.0043
0045
! .046
.0040
.0047
0048
004.1
.0042
.0049
0050
0050
.0044
0089 .0073 .005? .0056
0094 .0075 .0054 .0056
.0102 .0077 .0056 .0058
.0056 .0037 .0022 .0024
.0112 .0084 .0060 .0064
.0114 .0085 .0062 .0066
.0120 .0087 .0064 .0067
.0122 .0089 .0066 .0069
.0064 .0046 .0026 .0022
.0126 .0093 .0067 .0070
.0130 .0096 .0068 .0070
.0134 .0098 .0070 .0070
,0087 .0075 .0084 .0081
,0092 .0062 .0086 .0085
0097 .0087 .0092 .0091
0103 .0093 .0096 .0096
0110 .0099 .0101 .0100
0021 .0023 .0020 .00^0
.0119 .0111 .0108 .0107
.0125 .0116 .0113 .0116
.0139 .0132 .0122 .0120
.0149 .0140 .0127 .0126
.0038 .0042 .0028 .0031
.0162 .0151 .0132 .0133
.0000 .0000 .0000 .0000
.0007 .0014 .0007 .0008
.0033 .0075 .0066 .0039
.0011 .0040 .0028 .0017
.0036 .0082 .0071 .0042
.0037 .0087 .0074 .0044
.0038 .0092 .0079 .0046
.0013 .0055 .0037 .0022
,0043 .0108 .0093 .0051
.0014 .0068 .0045 .0026
.0050 .0130 .0110 .0061
.0054 .0134 .011C .0062
.0054 .0141 .0117 .0060
.0055 .0144 .0119 .0068
.0015 .0084 .0067 .0030
.0055 .0145 .0123 .0070
.0056 .0150 .0125 .0070
.0059 .0155 .0127 .0070
.0057 .0058 .0040 .0050
.0010 .0005 .0001 .0005
.0064 .0064 .0042 .0056
.0069 .0069 .0046 .0060
.0074 .0074 .0052 .0064
.0079 .0080 .0057 .0068
.0084 .0084 .0062 .0072
,0020 .0016 .0005 .0010
.0090 .0092 .0068 .0077
.0096 .0098 .0072 .0082
.0102 .0103 .0074 .0086
,0030 .0028 .0012 .0017
.0121 .012-1 .0094 .0104
.0136 .0130 .0098 .0108
.0136 .0146 .0110 .0118
.0142 .0155 .0114 .0120
,0040 .0047 .0020 .0030
.0173 .0216 ,0132 .0146
Department of Connor
WASiUUGTOH
RRPOHI
ON
IKST HO. 26
topted; Amerloou ^ullnoy Jicineoriiu-
or r.oElffi.8tion:ll
oolunn. 9 A C6461
IS-tai sq.lnch;
iieileotlo
at middle
length
Compreeelona In lnohee in 8" Ganged La:
40" from base of column to ttlaalo o;
- ganged length. for poBltione
1 2 3 9 5* U* 7
Beiona In lnohee In 6" gauged
ha. Straddling the .middle o:
column. tor poeitlona
Compredt>ionE in inoho
40" from top of ool
-gauged length.
_1L_
' 12280
10 »
.0000
.0000
61400
6000
.0181
.0200
12260
1000
,0006
,0008
ro 61400
' 122800
.0175
.0187
10000
.0408
.0428
12280
1000
-0006
,0017
61400
6000
.0175
.0178
J 122800
184200
10000
.0405
.0411
16000
.0645
.0659
12280
1000
.0006
,0010
61400
6000
.0190
.0181
122800
10000
.0425
.0420
184200
15000
.0653
.0666
196480
16000
.0708
.0703
^ 208760
17000
.0763
.0761
221040
18000
.0798
.0796
233520
lyooo
.0838
.0e47
246600
20000
.0886
.0e99
12280
1000
,0005
.0017
61400
5000
.0ie2
.0182
10000 ■
.0421
.0422
184200
16000
.0660
.0661
245600
20000
.0900
267880
21000
.093e
.0954
' c 270160
?e2440
22000
.1007
23000
.1043
.1071
294720
24000
.1093
.1127
307000
25000
.1153
.1192
12280
1000
.0033
.0040
61400
6000
.0220
.0236
122800
10000
.0468
.0482
184200
15000
.0693
.0719
246600
20000
.0936
.0969
307000
25000
.1165
.1204
f 3192e0
26000
.1228
.1261
L 331660
27000
.i»e7
.1336
S4 384U
2eooo
.1343
.1404
35Z120
29000
.1418
.1487
61400
5000
1228U0
10000
164200
16000
20 )00
3070 :
£6000
3ie400
30000
360660
31000
0370
.0406
0603
.0647
0833
.0887
1063
.1127
1313
.1387
1551
.1634
1612
.1704
.000 7
oiei
3418
•0001 .0002 .0000 »0001
.0026 .0028 .0026 .0023
.0001 .0003 .0000 .0000
0000 .0010 .0009
0000 .0001 .0002
0000 .0021 .0022
0000 .0001 .0001
.0041 .0043 .0038 .0036 .0002 .0000 .0034 .0036
.0000 .0003 .0001 .0082 .0002 .0000 .0002 -.0002
.0001 »0001
.0003 .0002
.0003 .0002
.0001 .0002
.0002 .0002
0013 .0011 .0009
0001 .0000 .0000
002e .0024 .0024
0002 .0001 .0001
0042 .0039 .0038 .0038 .0000 .0036 .0036
0001 .0001 »0001 .0000 .0000 .0000 .0001
0000 .0000
0010 .0010
0000 .0000
0024 .0022
0000 .0000
0000 .0000 .0000 .0000 .0000 .0000 .0000
0011 .0010 .0009 .0001 .0000 .0011 .00*2
0000 .0002 -0001 .0000 .0000 .0001 .0000
0026 .0024 .0018 .0001 *0002 .0024 .0025
0000 .0002 .0001 .0001 .0000 .0001 .0001
0)36 .0038 .0036 .0032 .0062 «0002 .0341 .0039
0000 .0000 .0002 .0007 .0002 .0002 .0000 .0000
.00
0043
0046
0040
.0036 .
.00
0046
0049
0044
.0038 .
.00
0049
0061
004 "
.0041 .
.00
0063
00b6
0049
.0043 .
.00
0060
0068
0062
.0040 .
.0036
0036
0044
0040
0038
0039
0000
0038
0037
0037
0039
0038
0034 .C
.0038
0037
004 7
0044
0042
0000
0041
0040
0041
0041
0036 .'
0042
0049
0047
0044
0046
0000
0041
0042
0043
0046
0044
0039 .i
.0044
0046
0062
0049
0046
0049
0000
0046
0046
0046
004 B
0046
0044 .<
.0046
0046
0066
0052
0049
0050
0000
0048
0046
0047
0060
0048
0044 .(
0003 ,0004
0003 ,0006
0003 ,0006
0042
0 46
004e
.00 .0003 .0006 .0000 ,0004 .0002 ,0002 ,0002 ,0001 .0001 .0000 ,0002 .0000 .0000 .0000 ,0002 ,0001 .0000 ,0002 ,0006 ,0002 ,0002 .0001
1661
0894
0946
09 98
1067
111 J
117!
0037
0228
0470
0706
0947
1186
1246
1312
1874
1453
j3oe
0626
0860
1096
1560
1693
.0063
.0066
.0070
.0073
.0077
.0065
.0069
,0062
. 0064
.0067
0002 ,0001
0002 .0000
0002 .0000
0004 .0000
C002 .0000
.0049
0050
0060
0066
0062
0064
0003
0062
0062
0060
0062
0052 .
.0062
0062
0062
0069
0066
0066
0004
0053
0054
0062
0066
0055 .
.0056
0066
0068
0062
0060
0004
0066
0066
0056
0068
0058 .
.0068
0066
00 70
0066
0060
0064
0004
0060
0067
0060
0060 .
.0061
0061
0073
0068
0062
0066
0004
0062
0061
0060
0062
0063 .
0056 .0003
0068 .0003
0060 .0002
,0004
.0004
.0004
.0066
.0067
.0061
.0065
.0066 Snapping i
.00 .0006 ,0007 .0000 .0006 .0002 .0000 .0001 .0001 .0003 .0001 .0003 .0001 .0000 .0001 .0000 .0000
.0002 .0005 .0002 .0002 .0003 .0000
.0004 .0077 .0072 Snapping I
.0004 .0081 .0076
.0004 .0084 .0062 Loud anup]
.0004 .0087 .0086 Snapping i
.0096 .0094 .0083 .0079 ,0002 .0000 .0084 .0080 .0094 .0086 .0079 .0086 .0008 .0076 ,0073 .0076 .0077 .0079 .OOCO .0003 .0004 .0092
.0013 .0013 .0002 .0001 .0002 .0000 .0008 .0004 .0008 .0006 .0001 .0008 .0004 .0002 .0024 .0001 .0002 ,0001 .0000 .0002
.06 .0101 .0099 .0088 .0088 .0002 .0000 .0090
.0100 .0092 .0084 .0091 .0007 .0079 .0082 .0079 .0002 .0084 .0084 .0002
.0098 .0097 Soale popping off of
south Side; aleo prat'
i'nlled by triple fie
,-weert
.ate.
.000
> .000
Eads of channels
touching after
this load
REPORT OF COLUMN TEST XO.
J
TEST NO. £6 (Contia
nnn In -t nr-hnn In
: Compressions in inches Is
Compressions in inches la
Coinpresel
one in incnea in
Compressions In Inches in
Compressl
ana in inched In
Measured Distaj
Base Flate.
Top Zni
:8" Gauged
Lengths. 7"
:8" Ganged Lengths 14"
8"Gauged Lengths. 10 5/8"
©"Ganged
Lengths. 7"
8" Gauged Lengths, 14"
8" Gaugei
Lengths. 10 5/8"
Channel and
of column to
:from base of column to
from base of colnmn to
from top
from top of column to
fro™ too
:aiddle o:
gauged length.
middle of gauges length.
middle of gauged length.
middle of
gauged lengths
middle of gauged length.
middle o
gauged length.
Scale
Por posi tlona
4 6* 10 12
For positions
Por positions
Total aa.inch: 4 6
10 12
13 7 9
4 6
4 6 10 12
1 Z
_Blda :
12260
61400
122800
£</ 184200
' 196480
2 38760
221040
233320
£46600
12280
61400
122800
184200
245600
257880
270160
282440
294720
307000
Zs
',1 245600
307000
319280
331560
343840
356120
368400
ni.„ 122800
V 164200
245600
307000
368400
380680
1000
5000
100OO
16000
16000
17000
18000
19000
20000
10000
16000
20000
21000
22000
23000
24000
25000
.0002 .0002 .0000 .0004
.0046 .0046 .0022 .0041
.0028 .0026 .0008 .0019
.0086 ,0095 .0048 .0058
.0056 .0058 .0023 .0031
.0090 .0101 .0051 .0061
.0096 .0109 .0058 .0063
.0100 .0118 .0064 .0065
.0105 .0128 .0068 .0067
.0111 .0141 .0074 .0069
.0073 .0084 .0034 .0038
.0000
.0013
.0000
.0008
.0000
.0012
.0000
.0016
.0000
.0010
.0000
.0009
0000
)00i
.0000
.0008
.0000
.0009
.0000
.0005
.0000
.0014
.0000
.0009
.0000
.0000
.0009
.0000
.0016
.0000
.0013
!oo06
0000
0010
3000
0007
.0000
.0011
.018
.015
.033
.031
.0001
70001
.0000
.0004
.0000
,0000
D0O6
.0000
.0001
.0000
.0004
.0002
.0003
.0000
.0000
.0002
-0001 -
0001
00 0
.0000
.0030
.0024
.0032
.0041
0020
0019
3012
.0019
.0019
.0014
.0030
.0031
.0037
.0030
.0038
.0032
.0016
0021
0015
.0022
.012
.027
.0004
.0000
70008
.0012
-0001
-0001
0008
.0000
.0003
.0001
.0012
.0014
.0007
.0002
.0004
.0006
.0000
0000
3001
.0000
.0049
.0044
.0056
.0072
0033
0026
0024
.0026
.0029
.0019
.0043
.0064
.0061
.0052
.0067
.0052
.0022
0034
0025
.0036
.006
.019
.0005
.0003
.0012
.0022
0000
0001
3008
.0010
.0006
.0002
.0017
.0031
.0012
.0006
.0010
.0010
70002
0002
0001
70001
.012
.030
.0054
.0058
.0062
.0067
.0073
.0048
.0052
.0059
.0064
.0070
.0062
.0066
.0073
.0078
.0084
.0077
.0083
.0089
.009.'
.0099
0036
0033
0042
0043
0046
0028
0031
0033
0035
0038
0026
002 6
:> 380
0032
OOSB
.0028
.0029
.0032
,0035
.0036
.0030
.0031
.0034
.0036
.0037
.0020
.0022
.0023
.0024
.0026
.0044
.0046
.0048
.0062
.0054
.0071
.0078
.0083
.0088
.0094
.0066
.0072
.0076
.0081
.0087
.0055
.0061
.0065
.0070
.0076
.0073
.0080
.0084
.0086
.0065
.0069
.0064
.0067
.0072
.0024
.0024
.0028
.0026
.0029
0036
0038
0040
0044
0045
0029
-'031
0036
0037
0039
.0038
.0041
.0044
.0048
.0050
!o05
.005
.019
.019
.018
.017
.0014
.0012
.0021
.0032
0001
0002 i
0006
.0001
.0004
.0002
.0018
.0047
.011
.027
.0118
0160
0082 .
.0122
0172
0087 .
.0127
'iff
0092 .
.0130
0194
0095 .
.0134
0204
0100 .
.0081
0076
0094 .
.0086
0084
0101 .
.0092
0091
0110 .
.0096
0116 .
.0102
0106
0126 .(
.0048 .0041 .0034 .0042
.0050 .0045 .0036 .0044
.0054 .0046 .0039 .0048
.0055 .0049 .0043 .0051
.0069 .0053 .0045 .0054
.0038 .0026 .0066 .0102
.0039 .0030 .0066 .0107
.0041 .0032 .0069 .0113
.0042 .0033 .0060 .0118
.0043 .0036 .0062 .0123
.0094 .0082 .0104 .0076
.0100 .0087 .0111 .0080
.0107 .0092 .0115 .0085
.0113 .0098 .0122 .0089
.0119 .0104 .0128 .0093
.0030
.0048
.0041
.0054
,015
.0033
.0060
.0045
.0057
004
.014
.0034
.0052
.0048
.0060
004
.013
.0037
.0066
.0061
.0062
004
.0038
.0068
.0056
.0067
003
12280
61400
122800 100O0
184200 15000
1000 .0089 .0128 .0057 .0041 .0022 .0029 .0038 .0048 .0004 70002 70006
25000
26000
27000
2 8000
29000
30000
1000
5000
10000
15000
20000
25000
30000
31000
.0214 .0104 .0079
.0222 .0106 .0080
.0227 .0112 .0080
.0234 .0114 .0081
.0238 .0118 .0082
.0108 .0118
.0115 .0131
.0119 .0142
.0124 .0162
.0133 .0191
.0136 .0132
.0144 .0137
.0153 .0142
.0164 .0146
.0178 .0154
.0062 .0055 .0046 .0058
.0066 .0058 .0048 .0064
.0069 .0059 .0052 .0067
.0072 .0063 .0058 .0073
.0074 .0067 .0068 .0080
.0097 .0154 .0068 .0041 .0036 .0094 .0064 .0064 .0010 .0003 .0006 .0012
.0003 .0006 .0024 .0130 .0063 .0018 .0031 .0022 70005 .0002 .0006 .0004
.0014 .0036 .0064 .0131 .0128 .0112 .0127 .0100
.0045 .0038 .0066 .0138 .0134 .0117 .0144 .0105
.0046 .0040 .0067 .0143 .0141 .0122 .0151 .0110
.0047 .0040 .0068 .0162
.0048 .0042 .0066 .0168
.0003 .0006 .0024 .0084 .0061 .0032 .0047 .0034 i0004 .0007 .0008 .0014
.0036
0060
005?
.0070
003
Oil
.0042
0064
0061
,0074
002
.0045
0068
065
.0080
002
007
.0146
0071
0067
.0086
002
.0051
0076
00 o 3
.0091
001
006
,0150 .0242 .0118 .0081
.0143 .0218 .0188 .0158
*11" from base end
.0076 .0073 .0081 .0083 .0048 .0043 .0069 .0167 .0166 .0148 .0179 .0134
56 .0076 .0071 .0096
= %±
"^ff
' i-jf
\
ij- -;■.■ ' :
•
»' /v1
j; .M
¥rfft
/;
/
/;
E
A
/,
B2P0BT OS TE3T HO. £6
jthe, 10" from top,
10 11
IE
Compressions in inches
in 8" gauged lengths at
top and, gusset to ohan-
nel, for positions
13 7 9
£age 8.
Compressions in lnohes in 6" gauged lengths, 40"
from top, for positions
lat-
lat-
tioa
tice
2
4
6
6
e
10
11 IS
.0000 .0000 .0000
.0008 .0006 .0005
•OOOE. .000E .000E
.0019 .0016 .0014
.0001 .OOOE .0000
.0031 .00E6 .00E5
.OOOE .0003 .0000
.0034 .0030 .0029
.0036 .003E .0030
.0036 .003E .003E
.0040 .0036 .0034
.0041 .0036 .0036
.0003 .OOOE .0000
.0043 .0040 .0040
.0046 .004E .0041
.0047 .0042 .0044
.0047 .0044 .0046
.0062 .0046 .0049
.0004 .0002 .0002
.0065 .0050 .005E
.0058 .0061 .0056
.0062 .0064 .0066
.0064 .0057 .0061
.0070 .0062 .0066
.0006 .0004 .0006
.0070 .0066 .0070
.0000 .0000 .0000 .0000
.0009 .001E .0015 .0013
.OOOE .0000 .OOOE .OOOE
.00E4 .0030 .0036 .00E8
.0002 .0000 .0004 .0004
.0040 .0060 .0059 .0044
.0004 .0001 .0006 .0004
.0043 .0064 .0063 .0047
.0047 .0068 .0067 .0061
.0048 .0061 .0072 .0066
.006E .0066 .0076 .0068
.0066 .0071 .0081 .0060
.0006 .0008 .0008 .0006
.0061 .0077 .0088 .0066
.0066 .0061 .0093 .0070
.0068 -.0085 .0098 .0072
.007E .0090 .0103 .0079
.0076 .0096 .0109 .0082
.0009 .0012 .0016 .0008
.0082 .0101 .0116 .0086
.0086 .0106 .0124 .0090
.0090 .011E .0130 .0096
.0096 .0118 .0138 .0100
.0104 .0124 .0148 .0108
.0018 .0021 .0032 .0015
.0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000
rOOOl .0009 .0012 .0011 .0000 .0011 .0010 .0011
.0000 .0001 .0001 .0001 .0000 .0003 .0000 .OOOE
vOOOl .0026 .0026 .0026 .0000 .0026 .0024 .0027
.0000 .0000 .0002 .0001 .0000 .0003 .0000 .0003
.0002 .0040 .0041 .0040 .0000 .0039 .0036 .0041
»0001 .0000 .0001 .0001 .0000 .0004 .0001 .0003
»0003 .0041 .0046 .0043 .0001 .004E .0039 .0039
,0002 .0045 .0047 .0046 .0000 .0046 .0042 .0046
-0003 .0048 .0060 .0049 .0000 .0048 ,0044 .0049
,0003 .0061 .0053 .0052 .0000 .0060 .0047 .0061
,0003 .0054 .0066 .0066 .0000 .0053 .0061 .0063
.0000 .0002 .0003 .OOOE .0000 .OOOE .0000 .0003
,0003 .0069 .0060 .0069 .0002 .0056 .0054 .0057
•.0003 .0061 .0063 .0062 .OOOE .0056 .0066 .0069'
,0003 .0065 .0067 .0066 .0001 .0068 .0069 .0062',
.0003 .0069 .0070 .0068 .0000 .0060 .006E .00671,
.0003 .0072 .0074 .0071 .OOOE .0064 .0066 .0070;'i
,0001 .0003 .0006 .0004 .0000 .0003 .0000 .0003:!,
.0003 .0076
.0006 .0080
.0004 .0083
.0004 .0087
.0004 .0091
.0002 .0007
,0078 .0075
,0082 .0079
.0086 .0082
,0090 .0086
,0091 .0091
,0007 .0008
,0000 .0067
,0000 .0069
,0000 .0072
,0001 .0077
.0000 .0079
.0000 .0003
.0068 .0073;
.0071 .0077'
.0073 .ooeiCi
.0077 .0087;i
.0081 .0094.
.0004 .0017
.0116 .0162 .0191 .0113 ,0006 .0102 .0096 .0086 .0000 .0084 .0066 .OlOl]
REPORT OF COLUMN TES1
For whoa
iparkB on
Applied Loads.
total
9640
47700
9640
47700
95400
9540
47700
1000
5000
1000
5000
10000
1000
6000
10000
15000
1000
5000
10000
5400
14 3100
9540
4 7700
96400
143100 16000
152640 16000
162160 17000
1717SO 10000
161260 19000
190800 £0000
9540 1000
47700 5000
96400 10000
200340 21000
209680 22000
219420 23000
228960 24000
238500 25000
9540 1000
47700 5000
95400 10000
143100 15000
190800 20000
238600 25O00
248040 26000
257680 27000
267120 28000
£76660 £9000
£86200 30000
9540 1000
4 7700 5000
96400 10000
143100 16000
190800 20000
£38600 £6000
£86200 30000
296740 31000
306£80 32000
gauged,
lengths Horis
( Inches) 1
.0014
.0142
.0381
.06£7
.0046
.0160
.0381
.062?
.0673
.0724
.0771
.0812
.0866
.0008
.0144
.0384
.0627
.0862
.0919
.0976
.10££
.1071
.11£5
.0034
.0186
.0408
.0654
.0692
.1141
.1197
.1260
.1310
.1370
.1434
.0115
.0272
.0518
.0747
.0988
.12 34
.I486
.1563
.£174
.0000
.0192
.0002
.0197
.0431
.0002
.0199
.0434
.0672
.0005
.0199
.043£
.0667
.0714
.0761
.0811
.0e67
.0904
.001£
.0199
.0436
.0669
.0904
.095£
.1006
.1062
.1103
.1153
.0025
.0216
.0450
.0691
.09££
.1156
.1211
.1262
.1316
.1372
.14£2
.0071
.0261
.0491
.0718
.0957
.1192
.1430
.1481
.0000 .0000
.0191 .0193
.0006 .0010
.0201 .0205
.0438 .0440
.0008 .0016
.0£06 .0£08
.0444 .0454
.0691 .0705
.0019 .0013
.0181 .0£10
.04£5 .0467
.0661 .0700
.0709 .0760
.0759 .0800
.0808 .0855
.0846 .0907
.0901 .0963
.0009 .0037
.0166 .0227
.0410 .0476
.0653 .0713
.0899 .0965
.0951 .1020
.1001 .1074
.1066 .1133
.1109 .1190
.1163 .1156
.0011 .0066
.0201 .0247
.0445 .0495
.0689 .0744
.0929 .0995
.1176 .1£60
.1231 .1320
.1289 .1386
.1346 .1446
.1416 .1527
.1483 .1626
.0081 .0166
.0274 .0367
.05£0 .0617
.0763 .0868
.1007 .11£5
.1£67 .1389
.1513 .1675
.1679 .1766
.1881 .2645
.0000
.0181
.0004
.0190
.04££
.0003
.0189
.0428
.0674
.0021
.0186
.0424
.0664
.0712
.0761
.0811
.001£
.0184
.0426
.0666
.0908
.0961
.1014
.1066
.1118
.1149
.0031
.0£13
.0450
.0695
.0936
.ne3
.1240
.1297
.1364
.1421
.1491
.0108
.0294
.0637
.0774
.1019
.1266
.16£6
.1692
.0000 .0000
. 002 7B. 00090
.00113.0054
.0068 .0141
.0071 .0164
.0089 .0169
.0102 .0180
.0122 .0193
.0091 .0075
.0159 .0224
.0181 .0240
.0196 .0252
.0220 .0274
.0261 .0304
.0154 .0091
.0281 .0323
.0296 .0346
.0331 .0376
.0362 .0440
.0413 .0514
.0610 .0666
.0292 .0399
angle to
eighted: 1/2 .eight
baao, for positions
Alignment: Bept np O'.'O
initial bend.
20" ganged
length.
.0000
.0034
.00£6
.0200
.0£17
.0233
.0249
.0264
.0034
.0000 .0000
.0007 .0010
.0002 .0002
0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000
0008 .0008 .0007 .0006 .0006 .0006 .0004 .0008 .0012 .0014 .001£ .0008 .0025 .0024
0001 .0002 .0000 .0001 .0002 .0000 .0000 .0002 .0000 .0002 .0002 .0001 .0000 .0000
Length over al
Height In poun
Sec. area, act
Cadged leogtne
.0000 .0000 .0000 .0000 .0000 .0000 .0000 lemp. 26 C
,0000 .00£7 .0026 .0023 .0002 .0026 .0026 .00£4
.0000 .0000 .0001 .0000 .0001 .0002 .0002 .0002
.0026
0O43
0033
0030 .
.0028
0046
0036
0032 .
.0029
0049
0039
0034 .
.0030
0061
0041
0036 .
.0032
0063
0043
0038 .
.0008
0019
0003
0004 .
0030 .0018
0035 .0019
0036 .0026
0038 .00££
0040 .0023
0003 .0000
.0027 .0028 .0034
.0030 .0030 .0036
.0032 .0032 .0038
.0034 .0034 .0039
.0036 .0036 0042
.0002 .0002 .0006
.0050
0060
0066 .
.0063
0064
0068 .
.0068
0069
0062 .
.0062
0076
0066 .
0072 .
.0008
0014
0010 .
0043 .0094 .0100
0046 .0104 .0106
0046 .0110 .0119
0061 .0117 .0124
0061 .0123 .0131
0007 .0000 .0000
.0042
.0046
.0040
.0050
.0064
.00)0
.0003
0041
0042 .
.0002
0043
0046 .
.0000
004 7
0048 .
.0001
0049
0061 .
.0005
0063
0066 .
.0000
0002
0003 .
.0287
.0036
.0058 .
.0318
.0036
.0069 .
.0339
.0038
.0061 .
.0363
.0039
.0063 .
.0394
.0040
.0065 .
.0082
.0010
.0023 .
.0409
.0434
.0472
.0524
0047 .0041 .0043 .0024 .0026 .0038 .0038 .0046
0049 .0043 .0045 .0024 .0024 .0041 .0042 .0047
0062 .0045 .0048 .0026 .0026 .0042 .0044 .0049
0056 .0047 .0060 .0026 .0027 .0046 .0046 .0062
0067 .0060 .0053 .0028 .0027 .0047 .0048 .0054
0003 .0003 .0004 .0001 .0003 .0004 .0003 .0006
.0042 .0069 .0061 .0062 .0066 .0028 .0028 .0060 ,0060 .0067
.0043 .0071 .0063 .0056 .0067 .0030 .00£9 .0061 .0062 .0059
.0044 .0072 .0067 .0068 .0060 .0030 .0030 .0063 .0064 .0062
.0046 .0074 .0070 .0060 .0063 .0031 .0031 .0054 .0054 .0066
.0048 .0075 .0073 .0066 .0067 .0032 .0031 .0068 .0058 .0070
0011 .0027 .0006 .0006 .0007 .0001 .0003 .0004 .0003 .0011
.0072 .0088 .0077 .0067 .01£8
.0076 .0093 .0080 .0069 .0134
.0079 .0098 .0086 .0063 .014£
.0084 .0103 .0090 .0065 .0148
.0089 .0109 .0094 .0066 .0166
.0012 .00E0 .0017 .0009 .000£
.0141
.0146
.0154
.016£
.0172
.0006
.0000 .0058
.0002 .0060
.0000 .0064
.0001 .0066
.0000 .0069
.0000 .0002
0042 .0041
0044 .0043
0047 .0046
0060 .0049
0063 .0062
0002 .0001
0057 .0066 .0004 .0065 .0067
0060 .0069 .0000 .0068 .0060
0064 .0061 .0001 .0060 .0063
0066 .0065 .0002 .0062 .0066
0068 .0068 .0004 .0066 .0068
0003 .0003 .0003 .0003 ."0004
0066
0056 Crackling
0060
0064 Crackling
.0094 .0117 .0100
.0099 .0123 .0106
.0103 .0130 .0112
.0107 .0138 .0118
.0113 .0141 .0126
.0020 .0033 .0028
0073 .0167 .0183
0079 .0176 .0190
0083 .0160 .0206
0086 .0190 .0214
0086 .0200 .0228
0011 .0010 .0028
.0996 .0049 .0079 .0079 .0069 .0072 .0032 .0031 .0066 .0060 .0072 .0.67 .0164 .0136 .0086 .0208 .0244
.4189 intimate strength.
.0000 .0072 .0072 .0072 .0002 .0068
.0001 .0076 .0076 .0076 .0001 .0071
.0001 .0080 .0078 .0079 .0004 .0074
.0001 .0064 .0082 .0081 .0000 .0076
.0001 .0090 .0087 .0086 .0000 .0009
.0000 .0006 .0006 .0007 ,0001 .0004
.0002 .0116 .0092 .0092 .0000 .0081 .0066 .0'
.0070
0068
Crackling
.0073
00 73
.0076
0076
»
.0080
00 73
.0082
Xrei
.0006
0006
•Thaae defleotione mere taken at a bend in column at j
•These gauginfia were taken with a £0" strain gauge ^"O^0™""
baae end for #11 and 7 ft. 6 in. from baae end for *6.
#11 . 10 ft. 6 in. from baae end.
the place where an Initial bend was in the oolumn.
, point 10 ft. 6
HKPOST OH TEST HO. 67
Lengths, at top, for
to
let
9 10 11 12
.0000 .0000 .0000 .0000
.0007 .0011 .0011 .0006
,0001 .0000 .0000 .0000
.0013 .0026 .0022 .0020
r0002 .0001 .0001 .0000
.0016 .0040 .0036 .0034
.0002 .0003 .0002 .0001
.0020 .0041 .0036 .0034
.0020 .0046 .0041 .0040
.0022 .0046 .0042 .0044
.0022 .0061 .0046 .0046
.0023 .0064 .0060 .0049
,0002 .0006 .0003 .0004
.0026 .0068 .0062 .0062
.0026 .0060 .0066 .0066
.0026 .0063 .0060 .0069
.0027 .0068 .0063 .0061
.0027 .0073 .0066 .0064
,0003 .0009 .0006 .0004
Compressions la inohet;
in 6" gauged lengths at
top end, gusset to ohan-
nel, for positions
.0000 .0000 .0000. .0000
.0013 .0016 .0012 .0014
.0000 .0002 .0000 .0001
.0032 .0034 .0032 .0034
.0003 .0006 .0001 .0001
.0056 .0060 .0060 .0066
.0008 .0010 .0010 .0002
.0068 .0064 .0062 .0068
.0066 .0072 .0070 .0066
.0072 .0078 .0076 .0070
.0076 .0064 .0082 .0074
.0082 .0090 .0089 .0079
.0016 .0020 .0020 .0006
.0088 .0097 .0096 .0086
.0094 .0104 .0102 .0092
.0100 .0111 .0110 .0097
.0106 .0119 .0118 .0104
.0112 .0127 .0126 .0114
.0022 .0030 .0036 .0018
Page
Compressions in inches In 8" gauged
24" from top, for positions
lat-~
tloe
2 4 6 6 10 11
.0000 .0000 .0000 .0000 .0000 .0000
.0001 .0011 .0013 .0013 .0014 .0013
.0000 .0000 .0000 .0002 .0000 .0000
.0001 .0026 .0028 .0029 .0032 .0028
.0000 ,0001 .0001 .0002 .0000 .0000
.0001 .0041 .0044 .0046 .0060 .0046
.0000 .0001 .0001 .0002 .0001 .0000
.0002 .0043 .0047 .0047 .0061 .0049
.0003 .0047 .0061 .0061 .0056 .0062
.0003 .0060 .0064 .0066 .0060 .0066
.0002 .0063 .0068 .0067 .0066 .006C
.0003 .0067 .0061 .0061 .0069 .0064
.0000 ,0001 .0002 .0002 .0002 .000£
.0003 .0069 .0064 .0064 .0073 .006':
.0003 .0063 .0067 .0068 .0078 .007]
.0003 .0066 .0070 .0072
.0003 .0069 .0074 .0077
0081 .007£.
0085 .0080
.0003 .0073 .0078 .0081 .0069 .008<
.0000 ,0001 .0002 .0008 .0004 .000/.
.0028 .0081 .0072 .0066
.0027 .0086 .0076 .0070
.0027 .0089 .0079 .0071
.0023 .0082 .0076 .0076
.0118 .0138 .0138 .0126
.0122 .0164 .0154 .0146
.0126 .0179 .0176 .0162
.0136 .0260 .0260 .0240
.0003 .0076 .0083 .0087 .0093 .009:
.0003 .0083 .0088 .0092 .0097 .010.
.0003 .0069 .0096 .0101 .0122 .012:.
.0001 .0137 .0142 .0142 .0189 .017'
HZPOHT OB TEST BO. 66
Compressions In InobeB
in 8" gauged lengths at
top end, gusset to oban
from top. for po
8" gauged lengths. 40"
.0000 .0000 .0000 .0000
.0010 .0010 .0011
.0000 .0000 .0001
.0068 .0039 .0041
.0041 .0042 .0044
.0042 .0046 .0047
.0045 .0048 .0049
.0048 .0061 .0061
.0002 .0000 .0001
,0000 .0000 .0000
0009 .0013 .0010
0000 .0001 .0000
.0038
0041
.0036
.0001
0005
.0000
.004:
0044
.0038
.0045
0047
.0041
.0048
3061
.0044
.0068
0063
.0048
.0066
00£6
.0049
.0000
0004
.0000
.0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000
.0008 .0006 .0009 .0009 .0006 .0003 .0007 .0008 .0006 .0005
.0005 .0002 .0000 .0001 .0001 .0000 .0008 .0002.. 0002 .0002
.0039 .0016 .0036 .0033 .0033 .0017 .0031 .0034 .0030 .0029
.0041 .0016 .0038 .0036 .0036 .0017 .0033 .0036 .0032 .0030
.0043 .0017 .0041 .0038 .0038 .0019 .0036 .0036 .0032 .0032
.0046 .0018 .0048 .0040 .0040 .0019 .0037 .0040 .0036 .0034
.0048 .0029 .0049 .0043 .0042 .0021 .0041 .0041 .0036 .0036
.0021 .0002 .0006 .0002 .0001 .0003 .0011 .0003 .0002 .0000
.0000
.0000
0000
.0000
.0000
.0000
.0000
oooo
.0000
.0000
.0000
.0000
.0009
.0002
.0012
.0000
OOIS
0002
.0013
.0002
.0001
.0000
.0009
.0001
.0012
.0001
0011
oooi
.0000
.0000
.0011
.0003
.0010
.0000
.0011
.0002
.0024
.0002
.0030
.0000
0036
0004
.0028
.0004
»0001
.0000
.0026
.0000
.0026
.0002
002 6
0001
.0000
.0000
.0026
.0003
.0024
.0000
.0027
.0003
.0040
.0004
.0060
.0001
0005
0006
.0044
.0004
.0002
.0001
.0040
.0000
.0041
.0001
0040
OOOl
.0000
.0000
.0039
.0004
.0036
.0001
.0041
.0003
.0043
.0047
.0048
.0062
.0066
.0006
.0054
.0056
.0061
.0066
.0071
.0008
0063
0067
0072
0076
joei
0008
.0047
.0061
.0066
.0068
.0060
.0006
.0003
.0002
*O003
.0003
.0003
.0000
.0041
.0045
.0048
.0061
.0064
.0002
.0046
.0047
.0060
.0063
.0066
.0003
0043
-j 04 6
:04a
001.3
0O66
0O02
.0001
.0000
.0000
.0000
.0000
.0000
.0042
.0046
.0046
.0050
.0063
.0002
.0039
.0042
.0044
.0047
.0061
.0000
.0039
.0046
.0049
.0061
.0063
.0003
.0052
0054 .
.0064
0067 .
.0057
0060 .
.0060
0063 .
.0063
0066 .
.0000
0001 .
0060 .0062
0064 .0064
0067 .0067
0071 .0060
0073 .0062
0007 .0001
.0063
0022
0050
0047
0046
0021 .
.0065
0022
0063
0060
0048
0023 .
.0066
0066
0052
0061
0024 .
0026
0069
0066
0063
0024 .
.0061
0026
0062
0068
0056
0026 .
.0027
0002
0005
0004
0004
0000 .
.0045 .0043
.0045 .0046
.0049 .0047
.0061 .0047
.0053 .0062
.0019 .0004
.0040 .0040
.0042 .0041
.0042 .0044
.0044 .0046
.0046 .0049
.0002 .0002
.0061
.0066
.0068
.0072
.0076
.0009
.0077 .0086 .0066
.0081 .0093 .0070
.0086 .0098 .0072
.0090 .0103 .0079
.0096 .0109 .0062
.0012 .0016 .0008
.0003 .0069 .0060
.0003 .0061 .0063
.0003 .0065 .0067
.0003 .0069 .0070
.0003 .0072 .0074
.0001 .0003 .0006
.0059 .0002 .0056 .0054 .0057
.0062 .0002 .0056 .0056 .0069
.0066 .0001 .0058 .0069 .0062
.0066 .0000 .0060 .0062 .0067
.0071 .0002 .0064 .0066 .0070
.0004 .0000 .0003 .0000 .0003
.0066 .0069 .0072 .0074 ,0078 .0066 .0066 .0026 .0066 .0061 .0069 .0026 .0066 .0066 .0050
.0069 .0071 .0076 .0078 .0086 .0070 .0067 .0028 .0069 .0064 .0063 .0028 .0059 .0058 .0061
.0071 .0076 .0078 .0084 .0090 .0076 .0069 .0029 .0071 .0067 .0066 .0029 .0069 .0062 .0064
.0074 .0077 .0081 .0068 .0096 .0082 .0071 .0030 .0074 .0070 .0071 .0029 .0063 .0064 .0067
.0077 .0081 .0086 .0096 .0106 .0090 .0076 .0031 .0077 .0072 .0076 .0031 .0066 .0070 .0062
.0002 .0002 .0006 .0010 .0026 .0014 .0033 .0002 .0008 .0007 .0009 .0002 .0027 .0006 .0004
.0062
0082 .
.0056
0086 .
.0068
0090 .
.0061
0096 .
.0066
0104 .
.0006
0018 .
.0101 .0116 .0086
.0106 .0124 .0090
.0112 .0130 .0096
.0118 .0138 .0100
.0124 .0148 .0108
.0021 .0032 .0016
.0003 .0076 .0078 .0076 .0000 .0067 .0068 .0073
.0006 .0080 .0082 .0079 .0000 .0069 .0071 .0077
.0004 .0063 .0085 .0082 .0000 .0072 .0073 .0081
•0004 .0087 .0090 .0086 .0001 .0077 .0077 .0087
.0004 .0091 .0091 .0091 .0000 .0079 .0061 .0094
.0002 .0007 .0007 .0008 .0000 .0003 .0004 .0017
.0079 .0084 .0090
ultimate strength.
.0106 .0120 .0104 .0081 .0031 .0097 .0078 .0088 .0033 .0069 .0070 .0066 .0070 .0116 .0162 .0191 .0113 .0006 .0102 .0096 .0086 .0000 .0084 .0086 .0101
DSPAHEtE^T Of CliBEHCK
TEST HO. 67
August 26, 1914.
i Railway engineering Afls
In eq. Inches
Initial ooodlt
9. IE by oalaulatlon.
Defleotiona
at middle of
length
lengths; 24" fro
11O0O
1206
55000
6031
11000
1206
56000
110000
12061
11000
1206
56000
6031
110000
12061
165000
18092
11000
55000
6031
110000
12061
166000
18092
176000
19298
187000
20504
198000
21711
209000
22917
320000
£4123
11000
1206
55000
110000
12061
165000
18092
220000
24123
231000
25329
£42000
26536
264000
28947
2 75000
30154
11000
1206
56000
6031
110000
12061
166000
18092
£20000
24123
276000
30164
2ed000
31360
297000
32666
308000
33772
319000
34978
.0000
0000
0000
0000
0000 .
.0124
0124
0117
0114
0119 .
0006
0001
0001
0003
.0128
0129
0116
0113
0121
.0274
j:75
0266
0263
0271
.0002
0006
0002
0000
0004 .
.0128
0129
0119
0116
0122
.0276
0275
0263
0270
.0423
0427
0410
0413
0424
.0002
0007
0003
0004
0003
.0127
0126
0113
0119
0125
.0276
0276
0261
0268
0273
.0423
0425
0409
0423
.0443
0446
0429
0432
0444
.0485
0489
0474
0477
0489
.0616
0521
0512
0508
0522 .
.0548
0654
0540
0541
0556
.0583
0588
0572
0574
0592
.0011
fill
0006
0023
0016
0136
0122
0140
0135
.0287
0284
0272
0290
0285
.0438
D434
0423
0437
0435
.0586
0586
06 76
0579
0590
.0618
0620
0606
0610
0625
.0662
0651
0637
0646
0656 .
.0687
0673
0679
.0731
0729
0714
0721
.0767
0767
0756
0762
0778
0047
0060
0034
0064
0061 .
0176
0171
0154
0174
0179 .
:. u
0365
0306
0322
0330 .
0472
0469
0454
0468
0484 .
0626
0666
0606
0614
0638 .
0781
0780
0766
0771
0789 .
0817
0816
0801
0806
0824 .
0861
0857
0647
0850
0875 .
094e
0936
0906
0929
0951 .
1122
1096
1081
1102
1209 .
0000
0160
0002
0121
0670
OoOS
0123
0270
0419
0o03
016 6
0271
0419
0439
M 63
0E1G
0548
0164
06 64
0436
o666
0616
064G
0684
0766
0766
0049
0171
06 61
0/77
0813
0C66
0934
1122
.003 OS
0046
.0041
0049
.0034
0050
0054
.0036
0058 '
.0003E
0023
.0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000
.0004 .0006 .0012 .0010 .0007 .0002 .0006 .0009
,0001 ,0001 .0000 .0000 ,0001 ,0001 ,0002 ,0001
0033 .0010 .0014
0037 .0010 .0016
0040 .0012 .0016
0042 .0013 .0016
0046 .0014 .0017
0001 ,0005 ,0004
0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 Temp. 21°, £
.0009 .0010 .0013 .0017 .0013 .0012 .0016 .0014 .0012 .0002 .0011 .0010 .0012 .0001 .0006
.0001 ,0001 .0000 .0002, .0000 .0000 .0000 .0000 .0000 .0001 ,0001 ,0001 .0000 .0000 .0001
0017
.0018
.0044
0038 .
0018
.0020
.0048
0043 .
60 19
.0021
.0060
0046 .
0020
.0022
.0063
0048 .
0022
.0023
.0056
0061 .
,0002
-0002
.0004
0002 .
.0033
0033
0036
0069
0061
0056
0060
0064
0060 .
.0036
0036
0040
0066
0069
0060
0064
0060
0065 .
.0039
0039
0042
0070
0074
0066
0068
0062
0066 .
.0041
0041
0046
0074
0078
0071
0062
0066
0062 .
.0045
0043
0047
O08O
0082
0076
0068
0070
0064 .
.0001
0000
0002
0009
0006
0008
0005
0002
0004 .
0043 .0001
0048 .0001
0062 .0001
0064 .0001
0050 .0052
0053 .0056
0067 .0060
0001 .0001
.0046
0002 .
.0061
0002 .
.0064
0003 .
.0057
0003 .
.0061
0003 .
.0001
0000 .
0018 Loud snap
0020
0021
0022
0006
.001SS
.0037.
.0022
.0031
.0031
0061
0062
0066
0070
0073
0031
0023
0024
0060
0054
0048
0014
0018
0047
0046
0060 .
0024
0024
0062
0056
0061
0049
0049
0063 .
0026
0026
0066
0060
0066
0016
0061
0066 .
0028
0070
0063
0067
0016
0021
0056
0066
0068 .
0028
0026
0074
0066
0062
0017
0022
0067
0062 .
0001
0003
0008
0004
0004
0006 .0004
0003
0001
0002 .
.0073
0074
0069
0062
0002
0061
0063
0064
0003 .
.0078
0079
0074
0066
0001
0066
0067
0068
0003 .
.0082
0083
0071
0002
0069
0070
0070
0003 .
.0088
0086
0082
0076
0001
0072
0075
0076
0003 .
.0094
0092
0089
0082
0002
0078
0080
0079
0004 .
.0008
0006
0009
0009
0002
0002
0004
0002
0000 .
.0148
.0416
.3756
.0029 .0027 .0079 .0069 .0066 .0018 .0022 .0063 .0061
.0034 .0028 .0083 .0072 .0069 .0018 .0023 .0070 .0068
.0033 .0027 .0086 .0076 .0073 .0019 .0026 .0077 .0076
.0033 .0026 .0099 .0081 .0089 .0020 .0023 .0086 .0081
Ultimate strength. Failed by defleotlng aoath and uj
thloknees gage
0086 .0087 .0082
0090 .0093 .0086
0095 .0099 .0090
0100 .0104 .0097
0107 .0111 .0105
0016 .0014 .0016
.0066 .0116 .0117 .0113 .0103 .0096 .0094 .0090 .0001 .0082 .0083 .0082 .0003 .0030
.0072 .0130 .0119 .0123 .0116 .0103 .0126 .0122 .0001 .0089 .0090 .0089 .0003 .0031
.0082 .0160 .0126 .0140 .0126 .0110 .0167 .0148 .0002 .0101 .0101 .0096 .0002 .0033
.0086 .0339 .0171 .0263 .0344 .0262 .0322 .0332 .0007 .0262 .0144 .0162 .0002 .0037
Qlng of S026 before teat. There
a OB TB3T NO. 68
Compressions in inohes
la 8" gauged lengths at
top and, guaset to chan-
nel, for positions
13 7 9
.0000 .0000 .0000 .0000
•0002 .0011 .0006 .0014
.0000 .0000 ,0001 .0000
.0022 .0028 .0020 .0033
.0000 .0001 .0000 .0002
.0038 .0046 .0034 .0060
.0001 .0003 .0003 .0006
.0040 .0049 .0039 .0062
.0044 .0063 .0042 .0066
.0048 .0067 .0046 .0060
.0061 .0062 .0047 .0060
.0064 .0066 .0062 .0064
.0003 .0006 .0003 .0008
.0068 .0069 .0064 .0070
.0061 .0074 .0068 .0074
.0067 .0079 .0063 .0078
.0069 .0082 .0067 .0083
.0073 .0087 .0070 .0087
.0006 .0009 .0006 .0013
.0076 .0091 .0076 .0093
.0080 .0096 .0079 .0097
.0086 .0101 .0083 .0103
.0089 .0106 .0068 .0108
.0096 .0111 .0094 .0117
.0013 .0016 .0011 .0016
.0100 .0118 .0097 .0122
.0106 .0123 .0102 .0134
.0120 .0131 .0110 .0167
.0184 .0171 .0118 .0239
Page 2
Compressions In inohas in 8" gauged lengths, at top, for
positions
Angle to Angle to
gusset gusset
1 3 4 6 6 7 9 13 11 12
.0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000
.0006 .0006 .0008 .0006 .0006 .0002 .0006 .0012 .0010 .0008
.0001 .0000 .0000 .0000 .0000 ,0001 ,0002 .0001 .0001 .0000
.0015 .0011 .0021 .0016 .0016 .0010 .0012 .0027 .0021 .0018
.0004 .0000 .0001 ,0001 .0001 .0000 ,0001 .0003 .0003 .0000
.0026 .0016 .0031 .0023 .0024 .0016 .0016 .0034 .0030 .0030
.0009 .0000 .0002 ,0001 ,0001 .0000 ,0001 .0001 .0002 .0001
.0027 .0017 .0034 .0025 .0027 .0015 .0018 .0036 .0032 .0032
.0029 .0018 .0035 .0028 .0028 .0017 .0020 .0040 .0035 .0032
.0032 .0020 .0037 .0031 .0031 .0017 .0019 .0040 .0034 .0034
.0034 .0020 .0040 .0033 .0033 .0018 .0022 .0042 .0036 .0037
.0036 .0022 .0042 .0036 .0035 .0020 .0021 .0046 .0039 .0038
.0013 .0001 .0001 .0000 .0001 .0000 ,0002 .0006 .0002 .0002
.0039 .0022 .0045 .0037 .0040 .0020 .0022 .0049 .0041 .0042
.0041 .0024 .0048 .0040 .0041 .0023 .0022 .0060 .0043 .0044
.0044 .0026 .0061 .0043 .0045 .0023 .0023 .0063 .0046 .0046
.0046 .0027 .0064 .0045 .0048 .0024 .0024 .0066 .0060 .0048
.0048 .0031 .0068 .0048 .0049 .0024 .0024 .0067 .0062 .0060
.0018 .0002 .0003 .0000 .0002 ,0001 .0000 .0006 .0004 .0002
.0061 .0029 .0060 .0049 .0062 .0026 .0027 .0061 .0063 .0062
.0062 .0029 .0062 .0061 .0064 .0028 .0027 .0062 .0064 .0066
.0064 .0031 .0066 .0065 .0067 .0027 .0026 .0066 .0060 .0068
.0066 .0033 .0069 .0067 .0069 .0028 .0028 .0069 .0062 .0060
.0069 .0034 .0073 .0060 .0063 .0029 .0028 .0072 .0066 .0063
.0023 .0006 .0008 .0002 .0004 ,0001 ,0002 .0011 .0006 .0004
.0062 .0036 .0076 .0063 .0066 .0030 .0026 .0076 .0066 .0064
.0062 .0037 .0080 .0066 .0070 .0031 .0027 .0080 .0070 .0068
.0069 .0039 .0086 .0070 .0078 .0031 .0027 .0102 .0079 .0080
.0068 .0040 .0104 .0076 .0079 .0032 .0027 .0134 .0091 .0130
1100O 1206
66000 6031
X1000 1206
66000 6031
110000 12061
11000 1206
66000 6031
110000 12061
165000 18092
11000 1206
66000 6031
110000 12061
165000 16092
176000 19296
1B7000 20504
196000 21711
209000 22917
220000 24123
11000 1206
65000 6031
110000 12061
166000 18092
220000 24123
231000 26329
242000 26635
263000 27741
264000 28947
276000 30164
11000 1206
55000 6031
110000 12061
166000 16092
220000 24123
275000 80164
286000 31360
2970OO 32666
308000 33772
319000 54976
.0000 .0000 .0000
.0012 .0012 .0012
vOOOl .0000 -0001
.0045
0046
0044
0045 .
.0049
0048
0049
0049 .
.0062
0061
0063
0052 .
.0056
0065
0066
0056 .
.0068
0067
0060
0069 .
.0000
0001
0000
0000 .
.0000 .0000
.0012 .0013
.0000 .0001
.0046
.0053
.0066
.0060
.0064
.0002
.0064
0063 .
.0066
0067 .
.0071
0071 .
.0076
0075 .
.0081
0079 .
0062 .0061
0064 ,0064
0068° .0069
.0080 .0084 .0085 .0085 .0068
.0086 .0089 .0096 .0093 .0093
.0092 .0098 .0103 .0101 .0104
.0098 .0106 .0227 .0149 .0220
BKPOHT Ofl TEST HO. 67
8" Gauged LengtcB.
.0001 ,0001 .0000 .0000 ,0001 ,0001 ,0001 .0000 .0000 .0000
0013 .0020 .0041 .0036
0021 .0020 .0046 .0041
0022 .0022 .0048 .0042
0023 .0022 .0061 .0046
0024 .0023 .0064 .0060
.001 J
0017
0034
0028
0030 .
.00 1H
0019
0036
0031
0033 .
.0019
0019
0040
0032
0036 .
.0020
0021
0043
0034
0037 .
.0021
0022
0036
0036 .
.0000
r0002
0003
0000
0002 ~
0000 ,0003
.0036 .0042 .0026 .0026
.0040 .0044 .0027 .0026
.0043 .0047 .0028 .0026
.0046 .0060 .0030 .0027
v~~.j .0047 .0052 .0032 .0027
0004 »0001 .0000 ,0004 ,0003
.0026 .0029 .0066 .0049 .0066 .0033 .0028 .0081 .0072 .0066
.0026 .0030 .0072 .0064 ,0060 .0034 .0027 .0086 .0076 .0070
""" .0069 .0066 .0038 .0027 .0089 .007S .0071
.0084 .0060 .0023 .0082 .0076 .0076
Compressions in lnohe
In 8" ganged lengthe
top end, goseat to oh
.0000 .0000 .0000 .0000
.0013 .0016 .0012 .0014
.0000 .0002 .0000 .0001
.0034
0068
0064
0062
0066
.0040
0072
0070
0066
.0044
0072
0076
0076
0070
.0046
0076
0064
0082
0074
.0049
0062
0090
0089
0079
.0004
0016
0020
0020
0006
.ulld .0138 .0138 .0126
.0122 .0164 .0164 .0145
.0126 .0179 .0176 .0162
.0136 .0280 .0260 .0240
.0000 .0000 .0002
0002 .0043 .0047 .0047
0003 .0047 .0061 .0061
0003 .0060 .0064 .0066
0002 .0063 .0068 .0067
0003 .0067 .0061 .0061
0000 .0001 .0002 .0002
8" gauged lengthB
.0000 .0000 .0000
.0014 .0013 .0014
.0000 .0000 .0001
0061 .0049 .0047
0056 .0063 .0062
0060 .0056 .006.1
0066 .0060 .0058
0069 .0064 .0061
0002 .0002 .0005
.0068
0052
0062
0088
0097
0096
0086
0003
0069
0064 .
.0060
0056
0066
0094
0104
0102
0092
0003
0063
0067 .
.0063
0060
0069
0100
0111
0110
0097
0003
0066
0070 .
.0068
0063
0061
0106
0119
0118
0104
0003
0069
0074 .
.0073
0066
0064
0112
0127
0126
0114
0003
0073
0078 .
.0009
0006
0004
0022
0030
0036
0018
0000
0001
0002 .
0064 .0073 .0067 .0066
0068 .0078 .0071 .0066
0072 .0081 .0076 .0072
0077 .0085 .0080 .0076
0061 .0089 .0084 .0080
0008 .0004 .0005 .0006
For whom tested: American Hallway Sngineerlng .
Type Uo.
ilgnatl
Coonterseighted: 1/2 weij
nominal aec. area in Bq.
Eadius of gyration: £.69
Horizontal, good.
Vertloal; Bent no
Length over all: £0 ft. •
Seo. area, aotual In eq.
Height In pounds: 1198
Gauged lengths: 100 in. <
Applied
Loada :
100" gauged
length
Lb.
Lb. par
total
1
9180
1000
.0000
0000
0000 .
46600
6000
.0139
0133
0134 .
9180
1000
.0014
0009
0016 .
46600
6000
.0148
0137
0127 .
91200
10000
.0306
0096
0291 .
9120
1000
.0016
0014
0015 .
46600
5000
.0149
0136
0138 .
91200
10000
.0306
0293
0292 .
136800
15000
.0468
0443
0449 .
9120
1000
.0016
ooo a
0015 .
4 5600
5000
.0169
I'147
0150 .
91200
10000
.0320
0299
0306 .
136600
15000
.0471
0461
0461 .
146920
16000
.0601
0483
0493 .
166040
17000
.0630
0614
0626 .
164160
18000
.0663
0646
0667 .
173280
19000
.0691
0660
0689 .
162400
20000
.0624
0611
0619 .
9120
1000
.0031
0066
46600
6000
.0166
0163
0166 .
91200
10000
.0321
0309
0306 .
136600
16000
.0476
046 2
0469 .
16E400
.0626
0614
191620
21000
.0666
0644
0640 .
200640
22000
.0690
0676
0674 .
209760
23000
.0723
0712
0706 .
216680
24OO0
.0767
0746
0749 .
228000
26000
.0791
0762
0766 .
9120
1000
.0016
0043
0040 .
46600
6000
.0179
0171
0164 .
91200
10000
.0326
0326
0325 .
136800
1S0O0
.0489
0478
0476 .
162400
20000
0634
0630 .
228000
26000
.0756
0786
0789 .
237120
26000
.0828
0821
0821 .
246240
27000
.0661
u663
0866 .
255360
26000
.0897
0894
0691 .
264480
29000
.0936
0931
0936 .
273600
30000
.0976
0969
0971 .
9120
1000
.0081
0076
9120
1000
.0079
0066
0075 .
45600
6000
.0211
0196
0197 .
91200
10000
.0371
036 =
0354 .
136600
15000
.0621
0610
0618 .
182400
20000
.0676
0666
0670 .
228000
26000
.0827
oaie
0827 .
273600
30000
.0985
0974
1001 .
282720
31000
.1023
1016
1017 .
291640
32000
.1063
1064
1061 .
300960
33000
.1117
1111
1111 .
310080
34000
.1161
1170
1161 .
319200
36000
in 100"
gauged.
Deflections
at middle of
lnobes in 8" gauged lengthB, 10"
8" gauged lengths
channel, for poa
9 (lnobea) Horlt. Vert. _ 1
.0000
.0110
.0008
.0117
0417
.0010
0129
0276
0428
0460
0492
0622
0555
0137
0287
0440
.0694
.0628
.0661
.0694
.0728
.0763
.0046
.0153
.0306
.0467
.0611
.0766
.0602
.0834
.0868
.0906
.0946
.0068
.0062
.0172
.0324
.0472
.0633
.0788
.0944
.0981
.1027
.1073
.1129
.0132H
0000
0126
0011
0130
0266
0014
0132
0666
0438
0018 ;o6o<r
0143
0297
0449
0460
06L2
0607 .0133
003S .00093
0148
0302
0466
0606
0637 .01381!
0671 .0149
0704 .0160
0740 ..0139
0163
0317
0470
0626
0760
0613 .0126N
0846 .0126
0882 .0127
0921 .0132
0960 .0142
0073 .0003S
0069
0189
0347
0600
0664
0808
0968
1001 -0139N
1044
.0140
.0152
.0404 It
0000
0009
0000
0121
0.63
018!
0164
012!
.0124
.0121
.0122
.0121
.0000 .0000 .0000
.0006 .0002 .0007
.0000 .0000 .0001
.0016 .0011
.0016 .0012
.0017 .0013
.0018 .0016
.0018 .0016
,0003 .0003
0019 .0015 .0043 .0043
0020 .0016 .0045 .0046
0021 .0018 .0048 .0046
0023 .0018 .0060 .0060
0000 .0000 .0000 .0000
0008 .0006 .0001 .0002
0001 .0001 .0003 .0001
.0032
0033 .
.0034
0034 .
.0037
0037 .
.0040
0040 .
.0041
0042 .
.0001
0001 .
.0032 .0017 .0011
.0034 .0021 .0013
.0036 .0020 .0013
.0040 .0021 .0013
.0042 .0028 .0016
.0002 .'0024V.0001
.0024 .0016 .0034
.0024 .0017 .0033
.0026 .0018 .0034
.0026 .0019 .0038
.0027 .0020 .0040
.0000 .0001 .0008
.0000 .0000
.0006 .0010
.0001 .0000
.0030 .0036
.0033 .0038
.0038 .0040
.0034 .0048
.0037 .0048
.0002 .0003
0039 .0046
0044 .0060
0044 .0064
0046 .0065
.0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 Tanp. 26.9
.0016 .0013 .0010 .0002 .0000 .0014 .0012 .0009 .0000 .0007 .0006 .0010
.0001 .0008 .0001 .0001 .0000 .0000 .0001 .0001 .0000 .0001 .0001 .0001
.0056 .0050 .0041 .0028
.0061 .0062 .0046 .0030
.0066.. 0066 .0060 .0033
.0070 .0069 .0062 .0036
.0074 .0061 .0056 .0040
.0009 .0006 .0006 .0003
0o44
0.J4 6
0060
.0022 .0018 .0064 .0064 .0066 .0028 .0021 .0043 .0060 .0068
.0023 .0018 .0066 .0066 .0068 .0029 .0022 .0044 .0062 .0062
.0024 .0080 .0066 .0069 .0061 .0030 .0088 .0048 .0066 .0066
.0026 .0021 .0060 .0062 .0063 .0031 .0023 .0048 .0068 .0069
.0026 .0024 .0063 .0064 .0066 .0033 .0026 .0061 .0061 .0072
.0003 .0006 .0003 .0003 .0006 .0001 .0001 .0008 .0004 .0012
.0110 up .0026 .0022 .0066 .0067 .0069 .0031 .0071 .0062 .0061 .0072
•0117 .0027 .0088 .0067 .0068 .0072 .0032 .0073 .0054 .0064 .0076
.0106 .0027 .0088 .0069 .0070 .0074 .0033 .0073 .0059 .0068 .0081
.0088 ,0086 .0083 .0070 .0070 .0076 ,0034 .0076 .0068 .0078 .0086
.3340 up Ultimate strength. Palled by triple flexure, buolcling In
.0002 .0046 .0041 .0036 .0000 .0033 .0037 .0040
.0001 .0048 .0043 .0038 .0000 .0036 .0039 .0042
.0001 .0061 .0046 .0041 .0000 .0038 .0041 .0044
.0000 .0064 .0049 .0043 .0008 .0041 .0044 .0046
.0001 .0056 .0068 .0046 .0000 .0043 .0047 .0049
.0008 .0000 .0001 .0001 .0000 .0008 .0002 .0001
.0001
.0001
.0000
.0012 .0016
.0099 .0084 .0073 .0061
.0108 .0067 .0062 .0064
.0108 .0090 .0087 .0069
.0112 .0094 .0089 .0072
.0116 .0099 .0094 .0076
.0020 .0010 .0018 .0004
.0060
0054
0049 .(
.0068
0067
0052 .
.0066
0061
0066 J
.0068
0063
0058 .
.0070
0066
0061 .
.0003
0000
0008 .
0002 .0046 .OOdO .0062 Temp. £6
0001 .0049 .0062 .0056
0000 .0061 .0066 .0060
0001 .0066 .0069 .0063
0001 .0067 .006£ .0064 Crackling
000£ .0003 .0003 .OOOE
.0073 .0066 .0064 .0000 .0060 .0066
.0076 .0070 .0066 .0000 .0062 .0067
.0080 .0076 .0069 .0002 .0066 .0071
.0084 .0076 .0073 .0000 .0069 .0076
.0087 .0084 .0077 .0001 .0076 .0079
.0006 .0003 .0002 .0000 .0006 .0006
0076 "
0076 ■
0082
0004 Sept. £
Sept- 3 Teap. 26.8 C
.0124 .0102 .0096 .0080 .0000 .0091 .0086 .0079 .0066 .0076 .0080 .0083 Craok
.0130 .0106 .0100 .0082 r0002 .0094 .0091 .0082 .0064 .0079 .0066 .0086 Craokllng
.0138 .0109 .0108 .0086 .0002 .0103 .0094 .0086 .0063 .0086 .0091 .0090
.0147 .0109 .0118 .0096 .0001 .0106 .0098 .0088 .0063 .0089 .0096 .0091
;
I Oil TEST MO. 60
Page 8
■ 1
Coapreseions in inches
in 6" gauged lengtne at
top and, gusset to chan-
nel, for positions
4 6 10 12
CompreaLione in inohes in 6 in. gauged lengths, at top,
for positions
angle to
gusset
12346769
•4
angle 1 A,
gusset I
10 -
.oooo .oo ;
.0007 .00( i
,0003 .00(-O
.0000 .0000 .0000 .0000
.0006 .0012 .0018 .0010
-0001 .0000 .0002 .0001
.0018 .0031 .0038 .0024
,0001 .0002 .0004 .0004
.0035 .0062 .0066 .0044
.0000 .0004 .0009 .0005
.0036 .0067 .0063 .0046
.0038 .0060 .0066 .0060
.0042 .0066 .0070 .0054
.0045 .0070 .0074 .0058
.0049 .0074 .0078 .0062
.0002 .0007 .0014 .0000
.0052 .0080 .0084 .0068
.0065 .0084 .0088 .0070
.0058 .0088 .0094 .0076
.0062 .0093 .0096 .0078
.0065 .0098 .0102 .0082
.0006 .0014 .0020 .0012
.0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000
.0006 .0004 .0015 .0007 .0006 .0009 .0010 .0012
,0001 ,0001 .0009 .0001 .0000 .0000 .0000 .0004
.0016 .0013 .0023 .0017 .0012 .0026 .0022 .0026
.0000 ,0001 .0010 .0004 ,0001 .0001 ,0001 .0004
.0025 .0021 .0032 .0028 .0018 .0036 .0032 .0038
.0000 ,0001 .0009 .0008 .0001 .0001 ,0002 .0002
.0027 .0023 .0034 .0030 .0019 .0038 .0034 .0040
.0028 .0025 .0036 .0032 .0020 .0040 .0036 .0040
.0031 .0027 .0038 .0034 .0021 .0046 .0030 .0044
.0033 .0029 .0040 .0036 .0022 .0045 .0040 .0046
.0036 .0031 .0043 .0038 .0023 .0049 .0042 .0048
.0001 ,0001 .0011 .0011 ,0002 .0003 ,0001 .0002
.0038 .0033 .0045 .0042 .0024 .0051 .0044 .0052
.0040 .0034 .0046 .0045 .0025 .0053 .0046 .0057
.0043 .0036 .0048 .0047 .0026 .0055 .0048 .0057
.0043 .0039 .0052 .0050 .0027 .0057 .0052 .0066
.0047 .0041 .0054 .0062 .0028 .0061 .005* .0063
.0002 ,0001 i 0016 .0016 ,0002 .0001 .0000 .0004
.0019
,0005
.oc
.00
.;
.0029 .00 J.
.0006 .00 ' »
(*!
.0031 .00"'-S
.0031 .OOK^I
.0031 .00>?H
.0031 .00> ' 4
.0033 .00
.0007 .00 y
.0034 .0O?£
.0035 .OOt1 ,
.0040 .00? ,
.0040 .00-*»>
.0038 .00 \\
.0009 .00 /.
.0070 .0107 .0108 .0088
.0075 .0111 .0114 .0092
.0079 .0116 .0120 .0096
.0083 .0123 .012 7 .0102
.0088 .0128 .0136 .0106
.0010 .0024 .0030 .0016
.0060 .0043 .0058 .0055 .0028 .0064 .0060 .0066 .0041
.0062 .0047 .0059 .0057 .0029 .0066 .0060 .0068 .0041
.0064 .0048 .0061 .0059 .0030 .0069 .0062 .0072 .0044
.0056 .0050 .0064 .0060 .0031 .0071 .0064 .0075 .0044
.0068 .0063 .0067 .0063 .0032 .0075 .0068 .0080 .0045
.0002 .0000 .C000 .0021 ,0002 .0007 .0002 ,0006 .0010
HBPOBT OB TTWT NO. 66
total Bq. lnoh
9120
46600
9120
46600
91200
9180
46600
91200
136600
9120
46600
91200
136600
14 6920
166040
164160
173260
162400
9120
46600
91200
136600
162400
191620
200640
209760
216680
226000
9120
46600
91200
136800
162400
228000
237120
246240
266360
264460
273600
9120
9120
46600
91200
136600
182400
228000
2 73600
262720
291840
300960
310080
319200
1000
6000
1000
6000
10000
1000
6000
10000
16000
1000
6000
10000
16000
16000
17000
18000
19000
20000
1000
6000
10000
16000
20000
21000
22000
23000
6000
lopoo
16900
20000
26000
26000
27000
28000
29000
30000
1000
1000
6000
10000
16000
20000
26000
30000
31000
32000
33000
34000
36000
.0000 .0000 .0000 .0000 .0000
.0010 .0007 .0009 .0010 .0011
.0000 .0002 .0000 .0000 .0000
.0036 .0036 .0038 .0040
.0040 .0038 .0041 .0044
.0043 .0040 .0044 .0046
.0046 .0042 .0046 .0047
.0048 .0046 .0060 .0060
.0001 .0000 .0002 .0003
0041
0043
GjiS
0061
Ootc
0001
.0062
0048
0063
0064 .
.0064
0063
0066
0068 .
.0060
0064
0069
0060 .
.0061
0067
0062
0063 .
.0064
0060
0067 .
.0000
0001
0004
0004 .
.0066
0063
0067
0070 .
.0067
0067
0072
0074 .
.0071
0070
0072
0076 .
.0076
0073
0076
0080 .
.0060
0078
0060
0082 .
.0008
0006
0006
0006 .
.0065
.0067
.0061
.0066
.0066
.0003
.0070
.0073
.0078
.0061
.0061
.0006
.0084 .0081 .0083 .0086 .0088
.0069 .0084 .0086 .0088 .0092
.0096 .0090 .0069 .0093 .0098
8" gauged leagthe
-0001 .0000 -0001 .0000 -0001 ,000£ -0001 .0000
.0000 .0036 .0038 .0039 -0002 .0039 .0041 .0040
-0001 .0039 .0041 .0042 -0002 .0043 .0044 .004S
-0001 .0042 .0046 .0046 -0002 .0044 .0046 .0044
-0001 .0044 .0048 .0046 -0003 .0046 .0046 .0047
.0000 .0060 .0056 .0062 -0002 .0064 .0064 .0064
.0000 .0063 .0066 .0065 -0002 .0068 .0066 .0066
.0000 .0067 .0069 .0069 -0O02 .0060 .0061 .0069
.0000 .0069 .0062 .0061 -0002 .0064 .0064 .0062
.0000 .0063 .0067 .0065 -0003 .0068 .0066 .0066'
.0000 .0001 .0002 -0001 -0001 .0006 .0004 .0004
0000 .0067 .0067 .0067 -0002
0000 .0069 .0070 .0070 -0002
0000 .0071 .0074 .0076 -0002
0000 .0076 .0078 .0078 -0002
0000 .0079 .0082 .0062 -0002
0000 .0006 .0004 .0002 .0000
.0001 .0084 .0086 .0084 -0004 .0088 .0086 .0063
.0000 .0087 .0090 .0067 -0004 .0090 .0069 .0086
.0001 .0093 .0094 .0094 -0002 .0094 .0092 .0090
.0001 .0111 .0097 .0120 -0002 .0096 .0093 .0090
.0071
0070
0068
.0074
0072
.0078
0076
0074
.0082
0079
0077
.0086
0062
0082
.0007
0010
0008
Compreaalona Is InoheB
in 8" ganged length, at
top and, guaBet to ohan
nel, for poeltloafl
.0000 .0000 .0000 .0000
.0002 .0011 .0006 .0014
.0000 .0000 .0001 .0000
.0040 .0049 .0039 .0062
.0044 .0063 .0042 .0066
.0048 .0067 .0046 .0060
.0061 .0062 .0047 .0060
.0064 .0066 .0062 .0064
.0003 .0006 .0003 .0006
.0068 .0069 .0064 .0070
.0061 .0074 .0068 .0074
.0067 .0079 .0063 .0076
.0069 .0063 .0067 .0083
.0073 .0087 .0070 .0087
.0006 .0009 .0006 .0013
.0076 .0091 .0076 .0093
.0080 .0096 .0079 .0097
.0066 .0101 .0083 .0103
.0069 .0106 .0066 .0108
.0096 .0111 .0094 .0117
.0013 .0016 .0011 .0016
.0100 .0118 .0097 .0122
.0106 .0123 .0102 .0134
.0120 .0131 .0110 .0167
.0184 .0171 .0118 .0239
.0001 .0000
6M gauged length
Angls to
.0000 .0000 .0001 .0002 .0001 .0001 .0000
0034 .0026 .0027 .0016 .0016 .0038 .0032 .0032
0036 .0026 .0026 .0017 .0020 .0040 .0036 .0032
0037 .0031 .0031 .0017 .0019 .0040 .0034 .0034
0040 .0033 .0033 .0018 .0022 .0042 .0036 .0037
0042 .0036 .0036 .0020 .0021 .0046 .0039 .0038
0001 .0000 .0001 .0000 .0002 .0006 .0002 .0002
.0046 .0037 .0040 .0020 .0022 .0049 .0041 .0042
.0048 .0040 .0041 .0023 .0022 .0060 .0043 .0044
.0061 .0043 .0046 .0023 .0023 .0063 .0046 .0046
.0064 .0046 .0048 .0024 .0024 .0066 .0060 .0046
.0068 .0046 .0049 .0024 .0024 .0067 .0062 .0060
.0003 .0000 .0002 .0001 .0000 .0006 .0004 .0002
0062 .0026 .0027 .0061 .0063 .0062
0064 .0028 .0027 .0062 .0064 .0066
0067 .0027 .0026 .0066 .0060 .0068
0069 .0026 .0028 .0069 .0062 .0060
0063 .0029 .0028 .0072 .0066 .0063
0004 .0001 .0002 .0011 .0006 .0004
.0062 .0036 .0076 .0063 .0066 .0030 .0026 .0076 .0066 .0064
.0062 .0037 .0080 .0066 .0070 .0031 .0027 .0080 .0070 .0066
.0069 .0039 .0086 .0070 .0078 .0031 .0027 .0102 .0079 .0060
.0068 .0040 .0104 .0076 .0079 .0032 .0027 .0134 .0091 .0130
.0027 .0017
.0029 .0016
.0032 .0020
.0034 .0020
.0036 .0022
.0013 .0001
0039 .0022
0041 .0024
0044 .0026
0046 .0027
0049 .0031
0016 .0002
.0061
.0029
.0060
0049 .
.0062
.0029
.0062
0061 .
.0064
.0031
.0066
0066 .
.0066
.0033
.0069
0067 .
.0069
.0034
.0073
0060 .
.0023
.0006
.0008
0002 .
LEPARTHEHT OA' CuUJjlCHCB
BUKKAU" OF STANDARDS
BASHIKiTOH
REfOHT
OH
TEST 110. 60
Sept. 16, 1914.
Counterweigh ted: 1/2 .eight
Uoralnal
Hadlm
Slend.
'etlng: Good.
Length over all: 19 ft. 6 16/16
Weight In pounds: 1343
Seotlonal area, actual. In aq. 1
Gauged lengths: 100 m. and 6 In
11.83 (by oaloalation)
Applied Loads:
Deflection
middle of
length
Q" gauged length
baee end; gueset
11830
69160
11880
69160
118300
11830
177460
11830
69160
118300
177460
189280
201110
212940
224770
236600
11830
69160
lie300
177460
236600
246430
260260
272090
283920
296760
11830
69160
118300
177450
236600
295760
307680
319410
331240
343070
354900
11830
69160
118300
177460
236600
296760
364900
366730
378660
390390
1000
6000
1000
6000
10000
1000
16000
1000
6000
10000
16000
16000
17000
18000
19000
20000
1000
5000
10OO0
1500O
20000
21000
22000
23000
24000
26OO0
1000
5000
100 00
15000
2O000
26000
26000
2 7000
28000
29000
30000
1000
413300 34937
.0000 .0000 ..0000
.0130 .0118
.0000 .0000
.0134 .0120
.0293 .0273
.0004 .0001
.0134 .0118
.0286 .0271
.0443 .0430
.0004 .0002
.0137 .0123
.0295 .0276
.0449 .0431
.0480 .0462
.0612 .0494
.0543 .0527
.0674 .0657
.0610 .0691
.0009 .0007
.0140 .0129
.0296 .0279
.0450 .0433
.0610 .0691
.0641 .0626
.0674 .0668
.0709 .0696
.0742 .0726
.0767 .0763
.0020 .0022
.0160 .0148
.0317 .0299
.0470 .0452
.0630 .0611
.0783 .0766
.0813 .0600
.0656 .0839
.0934 .0918
.0991 .0962
.0070 .0072
.0219 .0194
.0376 .0349
.0630 .0602
.0690 .0657
.0835 .0615
.1006 ,0976
.1060 .1016
.1110 .1068
.1191 .1143
Ultimate 8
.00 00
.0162
.0290
.0012
.0180
...00 7
.0439
.001!
.0180
.0317
.■j440
.047E
.0489
.0667
.0o69
.0607
.0017
.0187
.0337
. o37
.0671
.0699
.0700
.0777
.0707
.0070
020 7
00 57
0507
0602
0612
0 640
,670
0917
.0000
.0136
.0007
.0144
.0296
.0009
.0139
.0296
.0444
.0009
.0139
.0494
.0466
.0474
.0606
.0639
.0669
.0599
.0014
.0147
.0301
.0454
.0604
.0634
.0666
.0700
.0726
.076 7
.0026
.0159
.0314
.0467
.0616
.0769
.0800
.0836
.0873
.0913
.0966
.0069
.0202
.0356
.0007
.0143
.0290
.0146
.0346
.0445
.0472
.0600
.0544
.0672
.0608
.0012
.0151
.0303
.0466
.0611
.0643
.0674
.0709
.0743
.0774
.0036
.0169
.0322
.0474
.0630
.0783
.0616
.0662
.0891
.0929
.0974
.0087
.0220
.0381
.0536
.0693
.0846
.0001 .0000 .0001 .0001 .0001 .0001 .0002
.0000 .0000
.0008 .0008
.0000 .0006
.0000 .0000 .0000 .0000
.0016 .0007 .0011 .0012
.0001 .0000 .0000 .0002
.00462
.0046
.0047
,0042
.0063
.0014
.0060
.0067
.0076
.0083
. 01061!
.0120
.0137
.0159
.0196
.0094
.0164 up
.0164
.0163
.0163
.0163
.0041
.0164 up
.0154
.0164
.0164
.0164
.0036
.0166
.0166
.0176
.0197
0038 .0038 .0042
0040 .0042 .0044
0042 .0043 .0047
0001 .0000 .0001
.0029 .0035 .0028
.0030 .0039 .0030
.0032 .0042 .0031
.0033 .0046 .0033
.0036 .0048 .0036
.0006 .0017 .0001
0028 .0032 .0036 .0036
0051 .0034 .0037 .0040
0033 .0036 .0039 .0042
0036 .0040 .0041 .0044
0038 .0041 .0043 .0047
0002 .0002 .0020 .0018
.0066
0034
0063 .
.0060
0036
0067 .
.0064
0039
0061 .
.0068
0042
0066 .
.0070
0046
0069 .
.0010
0001
0013 .
.0046
0047
0061
0038 .
.0047
0048
0063
0039 .
.0049
0060
0056
0041 .
.0061
0063
0068
0043 .
.0063
0066
0061
0044 .
.0001
0001
0003
0009 .
0053 .0039 .0040
0056 .0039 .0042
0061 .0042 .0045
0061 .0043 .0048
0066 .0045 .0046
0024 ,0000 .0002
0056 .0u67 .0064 .0047 .0^70 .0048 .0061 .0057
0058 .0058 .0067 .0048 .0073 .0061 .0063 .0069
0059 .0060 .0070 .0049 .0076 .0053 .0066 .0062
0062 .0062 .0073 .0050 .0079 .0066 .0069 .0066
0063 .0067 .0076
.0044
0046 .
.0047
0046 .
.0050
0048 .
.0053
0060 .
.0064
0062 .
.0002
0027 .
004 6
0064
0067
0056
oo?e
.0048
0073 .
0082
.0061
0079 .
0067
.0064
0082 .
0092
0089 .
0097
.0061
0092 .
J018
.0002
0015 .
(HOTS: Vertioal align
40 In. from base, for po
a. gauged lengths,
0044
0041
.0041 .
0060
1044
.0044 .
0060
0047
.0047 .
0064
0049
.0049 .
0066
0062
.0051 .
0006
00 oo
.0000 .
.0066
.0060
0103
.0066
.0099
0080
.0066
.0063
oioa
.0069
.0104
0080
.0068
.0064
0116
.0073
.0109
0084
.0069
.0066
0121
.0076
.0113
0069
.0062
.0064
0128
.0081
.0121
0094
.0029
.0030
juOO
.0004
.0026
0006
.0000 .0000 .0000 .0000 .0000 ,0000 .0000 .0000 Temp. 18 C
0040 rOOOl .0033 .0036 .0036 .0000
0043 .0001 .0036 .0038 .0036 .0002
0046 -0001 .0040 .0040 .0036 .0000
0049 .0001 .0042 .0042 .0040 .0001
0047 .0047 .0048 .0001 Temp. 19 0
0050 .0050 .0060 .0002 Snap
0052 ,0063 .0061 "
0000 .0001 .0000 .0002 .0000
0070 .0066 .0069 .0001 .0062 .0062 .0060 .0000
0071 .0071 .0072 .0001 .0066 .0064 .0063 .0001
0076 .0076 .0077 .0001 .0070 .0068 .0066 .0001
0078 .0077 .0079 .0001 .0074 .0072 .0070 .0000
0081 .0080 .0082 .0001 .0081 .0073 .0076 .0001
0006 .0004 .0005 .0000 .0003 .0004 .0004 .0000
0063
0006
. .Oft
0066
O006
.0067
0068
0061
.0061
0070
0064
.0063
0078
0066
..1066
0003
000.'.
.0001
.0066
0001 .
.0068
0001 .
.0061
0001 .
.0064
0001 .
.0066
0001 .
rOOOE
OQOO »
to
L
SEP02I OJi TEST HO. 61
ged lengths,
lat-
tice
9 11
Compressions in inches
in 8" gauged lengths at
top end, gusset to chan-
nel, for positions
4 6 10 12
Compressions in inches in 8" gauged langtnt,
top, for' positions
angle to
gusset
L 2 3 4 6 7 e -9
0 .0000 .0000
1* .0009 .0001
0 ,0001 .0001
.0000 .0000 .0000 .0000
.0010 .0016 .0015 .0010
rOOOl .0000 .0003 ,0002
.0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000
.0007 .0007 .0006 .0004 .0008 .0011 .0007 .0005
.0000 .0000 ,0002 .0001 .0000 .0000 ,0002 ,0001
4 .0025 ..0000
'0 ,0001 .0001
.0057 .0054 .0028 .0025
.0002 .0002 .0004 .0000
.0017 .0016 .0015 .0000 .0015 .0024 .0017 .OOie
.0000 .0000 ,0002 .0000 .0001 ,0001 ,0002 .0000
9 .0057 .0001
O ,0001 .0001
1 .0041 .0000
4 .0044 .0002
7 .0048 .0001
9 .0049 .0002
2 .0052 .0001
1 .0001 .0002
7 .0055 .0002
8 .0059 .0001
2 .0059 .0001
4 .0064 .0000
8 .0067 .0003
2 .0001 .0002
,0070 .0002
4 .0073 .0002
8 .0076 .0002
12 .0079 .0002
6 .0083 .0002
2 .000* .0002
6 .0087 .0002,
3 .0091 .0002
.004e .0056 .0044 .0040
.0005 .0004 .0005 .0002
.0054 .0060 .0047 .0044
.0057 .0064 .0050 .0046
.0061 .0068 .0054 .0050
.0065 .0072 .0056 .0064
.0070 .0078 .0060 .0057
0009 .0006 .0006 .0006
.0074 .0082 .0064 .0063
.0079 .0084 .0067 .0066
.0084 .0092 .0070 .006e
.0090 .0098 .0076 .0074
.0093 .0102 .0079 .0078
.0016 .0014 .0010 .0006
.0099 .0110 .0083 .00e2
.0105 .0115 .0087 .0086
.0110 .0122 .0091
.0116 .0124
.0125 .0136
.009P
.0096 .0094
.0100 .0098
.0024 .0028 .0014 .0014
.0152 .0160 .0107 .0104
.0140 .0174 .0116 .0112
.0026 .0026 .0026 .0014 .0025 .0033 .0026 .0031
.0000 .0000 ,0001 .0000 .000? .0001 .0001 .0001
.002e .002e .0029 .0014 .0026 .0036 .0029 .0030
.0031 .0030 .0050 .0016 .0027 .0038 .0050 .0032
.0053 .0052 .0032 .0016 ,002e .0059 .0032 .0034
.0035 .0034 .0035 .0018 .0029 .0042 .0034 .0036
.0057 .0036 ,003e .0018 .0031 .0046 .0037 .0041
.0001 .0000 .0000 .0000 .0005 .0001 .0000 .0000
.0040 .0038 .0040 .0019 .0053 .0051 .0039 .0041
.0042 .0040 .0042 .0020 .0035 .0051 .0041 .0043
.0045 .0042 .0044 .0022 .0038 .0053 .0043 .0044
.0048 .0044 .0046 .0022 .0038 .0056 .0046 .0046
.004e .0048 .oo4e .0023 .0042 .0062 .0047 .ooco
.0003 .0000 .0000 .0000 .oooe .0005 .0000 .0001
.0042 .0050 .0052 .0024 .0044 .0061 .0050
.0046 .0052 .0054 .0025 .0046 .0065 .0052
,0054
,0055
.004e .0054 .0056 .0026 .004e .0067 .0052 .0057
.0060 .0056 .0060 .0026 .0048 .006e .0054 .0059
.0062 .0058 .0064 .002e .0050 .0071 .0057 .0064
.00C4 .0001 .0002 ,0002 .0011 .0006 .0002 .0003
.0065 .0060 .0068 .0028 .0052 .0077 .0060 .0067
.0069 .0064 .0072 .0026 .0053 .0061 .0062 .0070
REPORT ON TEST MO. 60
i midule, for poB itlo
gauged lengths
Compreetioua In :
11630
59150
11S300
11850
59150
llb300
,0000 .OOOu .0000 .0000 .0000
.0010 .0010 .0009 .0000 .0009
.0001 .0001 -0001 .0000 .0001
0000 .0000 .0000
0010 .0006 .0001
00Q2 .0001 .0001
.0000 .0000 .0000 .0000 .0000 .0000
.0009 .0007 .0006 ,0001 .0012 .0012
.0001 ,0001 ,0001 ,0001 .0001 .0000
.0000 .0000
.0014 .0002
.0001 ,0002
.0000 .0000 .0000 ,0000
.0006 .0012 ,0018 .0010
.0001 .0000 .0002 .0001
.0000 .0000
.0006 .0004
-0001 ,0001
.0000 .0000 .0000 .0000 .0000
.0000 .0000
.J007 .0006
.0003 .0002
177450
189260
201110
236600
11830
59150
118300
177450
236600
248430
17000
13000
1*000
20000
1000
6000
25000
1000
5000
.... ...-,.
.0043 .0041
.0046 .0044
.0055 .0062
,Q05t ,006£
.0062 .'J059
.0066 .0062
.0069 .0065
.0001 .0003
OOOU .0039 .0038 .0036
0000. .0041 .0040 .0037
0000 .0043 .0042 .0041
0000 .0046 .0046 .0042
OOOO .0047 .0048 .0046
0000 ,0001 ,0001 ,0003
.0001
.0002
.0001
.0001
.0001
.0000
0051 .0000 .0049 .0050 .0046 .0001
0064 .0001 .0061 .0052 .0051 .0001
0059 .0001 .0056 .0065 .0063 .0000
0063 .0001 .0057 .0058 .0066 .0000
0064 .0001 .0061 .0062 .0056 ,0001
0003 .0001 .0001 .0000 ,0004 ,0001
.0036
0034 .
.0039
0036 .
.0041
0041 .
.0042
0043 .
.0044
0046 .
.0001
0001 .
.0034 ,0002 .1-043 .0043
.0037 ,0002 .0046 .004o
.0039 ,0002 .0048 .0048
.0042 ,0003 .0061 .0047
.0044 ,0002 .0063 .0053
0001 ,0001 ,0001 .0008 .0000
.0048
.0049
0061
0054
0048 »
0050 *
.0062
0056
0054 .
.0056
0068
0056 .
.006e
0061
0059 .i
.0000
0002
0001 .<
0003 .0062
0003 .0066
■0003 .0067
0001 .0001
0044 .0004
0047 .0003
0049 .0003
0052 .0002
0064 .0003
OOOO ,0002
.0067 .0004
.0060 .0002
.0062 .0002
.0065 .0002
.0068 .0002
.0000 .0000
0036 .0057 .0063 .0046
0038 .0060 .0066 .0060
0042 .0065 .0070 .0064
0045 .0070 .0074 .0068
0049 .0074 .0076 .0062
0002 .0007 .0014 .0008
,0068
.0070
.0076
.0078
.0082
.0012
.0062
0080
0084 .
.0065
0064
0088 .
.0058
0088
0094 .
.0062
0093
0096 .
.0065
0098
0102 .
,0006
0014
0020 .
.0027
0023 .
.0028
0025 .
.0031
0027 .
.0033
0029 .
.0036
0031 .
.0001
0001 .
.0030 .0019 .0038 .0034 .0040
.0032 .0020 .0040 .0036 .0040
.0034 .0021 .0046 .0030 .0044
.0036 .0022 .0045 .0040 .0046
.0038 .0023 .0049 .0042 .0048
.0011 .0002 .0003 ,0001 .0002
0031 .0023
0031 .0026
0031 .0028
0031 .0028
0033 .0030
0007 .0008
0033 .0045 .0042 .0024 .0061 .0044 .0052 .0034 .0034
0034 .0046 .0045 .0025 .0063 .0046 .0067 .0035 .0034
0036 .0048 .0047 .0026 .0066 .0048 .0057 .0040 .0036
0002 .0001 #0016 .0016 rOO02 .0001 .0000 .0004 .0009 .0010
236600
295760
307580
319410
331240
34 3070
354900
11830
69160
11830U
177450
236600
295750
354900
20000
26000
£6000
27000
28000
29000
30000
1000
5000
15000
20000
25000
.0067
0002 .
.0069
0OO2 .
.0073
0002 .
.0076
0002 .
.0080
0003 .
.0006
0002 .
0063 .0065 .0069 .0000
0066 .0066 .0064 ,0001
0070 .0071 .0068 .0000
0072 .0074 .0070 ,0001
0075 .0077 .0075 ,0001
0003 .0005 .0001 ,0002
.0060 .0066 .0063 ,0004 ,u071 .0070 .0070 .0002
.0063 .0066 .0066 ,0004 .0075 .0073 .0074 .0002
.0066 .0070 .0069 ,0004 .0082 .0077 .0074 .0002
.0069 .0076 .0073 ,0004 .0083 .0080 .0060 0002
.0072 .0078 .0078 ,0004 .0090 .0084 ,0084 "o002
.0001 .0004 .0004 ,0002 .0009 .0004 .0004 OOOO
.0070
0107
0108
0088
0060 .
.0075
0111
0114
0092
0062 .
.0079
0116
0120
0096
0064 .
.0083
0123
012 7
0102
0056 .
.0088
0128
0136
0106
0068 .
.0010
0024
0030
0016
0002 .
0043 .0058 .0055
0047 .0059 .0057
0048 .0061 .0069
0050 .0064 .0060
0063 .0067 .0Q6'o
OOOO .COOO .0021 ,0002 .0007 .0002 ,0006 ioolo !oG14
.0028 .0064 .0060 .0066 .0041 .0042
.0029 .0066 .0060 .0068 .0041 .0044
.0030 .0069 .0062 .0072 .0044 .0046
413300 34937
■DEPARTMENT OF COMMERCE
Sept. I? 1914
TEST 110. 61
Railway Engineering Abs
eighted: 1/2 weight
Applied Loads: 100" gauged lengtha, for
Deflections
at middle of
length
Initial conaition-
Riveting: Good
Members at the e
Alignment : Good
Compression in in.
in 8 in. gauged lengths
at base end, gusset to
cnannel, for positions
cq. li . -J.3S by oalculati
100 in. fc e in.
rauged lengths
93eo
46900
9380
46900
1000
6000
1000
5000
10000
1O00
95eoo
10000
140700
15000
9380
1000
46900
5000
93800
10000
140700
15000
150080
16000
169460
17000
168840
16000
178220
19O00
187600
2O0OO
9380
1000
46900
5000
93800
10000
140700
15000
187600
20000
196960
21000
206360
216740
23000
226120
24000
234500
25000
9380
1000
46900
5000
93800
10000
140700
15000
187600
20000
234600
45000
243660
2*000
2 53260
2«)00
2 62640
t*oos>
272020
2900O
281400
30000
9380
1000
46900
5000
93800
10000
140700
16000
1E7600
2U000
234500
25000
261400
30000
290780
300160
32000
309640
33000
3ie920
34000
319800 34093
) 103
0188
02 JO
0003
01.10
0291
0451
0004
0126
0897
O450
0480
0518
0543
0586
0622
0018
0144
0630
06 66
0698
0750
0763
0806
0041
0168
0335
3488
0860
0812
0644
0688
0923
0964
1013
0087
0211
1013
1064
1110
uaa
1026
0000
0126
0004
0131
0291
0007
0132
0293
0453
0011
0135
0296
0452
01.60
0617
0018
1144
0307
0461
0623
06 .4
0688
0786
0768
0798
0040
0166
0333
0467
0646
J807
0840
06 76
0916
1967
Mo 2
0062
j. )6
0371
01.26
0000
0 500
0000
0028
0032
0016
.0027U
.0028
.0087
.0038
.0040
.0034
0048
0062
0061
U072
.0074
.0096
.0166
0000 .0000 .0000 .0000
0000 .0006 .0007 .0010
0000 .0000 .0001 .0000
0000 .0000
0006 .0004
0000 .0000
0000 .0000 .0000 .0000
0005 .0010 .0006 .0006
■0002 .0003 .0000 .0000
.0064up
.0071
.0074
.0076
.0082
.0019
0034 .0033 .0036
0036 .0036 .0040
0038 .0037 .0042
0000 .0001 .0001
0018 .0015 .0029 .0026 .^031
0019 .0018 .0032 .0028 .0035
0021 .0018 .0034 .0030 .0036
0088ui> .0041 .0039
0094 .0043 .0041
0098 .0044 .0043
0104 .0047 .0044
0109 .0060 .0047
0029 .0000 .0001
.0044
.0046
.0048
.0061
.0064
.0000
.0023 .0080
.0026 .0023
.0026 .0024
.0026 .0024
.0029 .0024
.0000 .0001
.0040 .0036 .0043
.0042 .0039 .0044
.0045 .0042 .0046
.0048 .0043 .0060
.0058 .0047 .0061
.0000 .0004 .0005
0125
0134
0146
.0188
.0236
.0368
0068 .0060 .0067 .0088 .0028 .o052 .0046 .0066 .0024
0064 .0053 .0069 .0030 .0028 .0065 .0061 .0069 .0024
0066 .0056 .0062 .0032 .0030 .0059 .0064 .0061 .0024
0069 .0058 .0066 .0034 .0032 .0062 .0066 .0064 .0026
0062 .0060 .0068 .0033 .0032 .0068 .0069 .0070 .0026
0002 .0003 .0003 .0000 .0000 .0000 .0000 .0008 .0000
.0064 .0064 .0072 .0056 .0034 .0066 .0060 .0071 .0088 .0030
.0066 .0067 .0077 .0036 .0034 .0070 .0066 .0074 .0088 .0033
Failed by deflecting
.0014
.0020
.0061
.0016
.0080
.0065
.0018
.0023
.0069
.0018
.0023
.0073
.0019
.0026
.0078
.0001
.0001
.0009
.0040
0048 .
.0044
0052 .
.0048
0056 .
.0052
0060 .
.0056
0064 .
.0002
0009 .
.0020
0026
0084 .
.0020
0027
0088 .
.0020
0026
0093 .
.0026
0028
0098 .
.0022
0027
0102 .
.0000
0008
0016 .
.0028
0108 .
.0030
0114 .
.0030
0119 .
.0038
0124 .
.0033
0132 .
.0000
0024 .
0060 .0068
0064 .0072
0067 .0076
0071 .0081
0075 .0088
0006 .0013
.0081 .0092 .0098
.0086 .0097 .0106
.0091 .0100 .0105
.0095 .0106 .0110
.0101 .0111 .0115
.0009 .0022 .0024
0000 .0000 .0000 .00U0 .0000 .0000
0012 .0000 .0010 .0010 .0010 .0001
0000 .0000 .0000 .0000 rOOOl .0001
0062
.0040
0055
.0042
0059
..-0045
0063
.0048
0067
.0051
0008
.0000
.0041
0040 .
.0042
0042 .
.0046
0046 .
.0048
0048 .
.0051
0052 .
.0000
0000 .
0000 .0040 .0039
0000 .0045 .0043
0000 .0048 .0046
0000 .0050 .0048
0000 .0056 .0050
0000 .0003 .0000
0038 .0001
0041 .0002
0043 .0001
0046 .0001
uu4e . 3003
0003 .0001
.0071
0064
0064
0064
0000
0066
0063
0052 .
.0075
0066
0066
006o
0000
0059
0066
0055 .
.0081
0060
0061
0060
0000
0061
0060
0068 .
0062
0063
0062
0000
0063
0062
0059 .
0065
0067
0066
0000
0066
0066
0063 .
.0014
0001
0001
0002
oooo
0007
0004
0002 .
.0070 .0068
.0073 .0071
.0077 .0074
.007e .0078
.0082 .0082
.0003 .0004
.0000
0070
0068
0066 .
.0000
0076
0073
0071 .
0081
0076
0074 .
.0000
0081
0080
0076 .
.0000
0086
0078 .
.0000
0008
0006
0004 .
.0001
.0002
.0002
.0002 Crack
.0002
.0002
00^3 Crackling
ingle to
gusset
|10 12
WO .0000
04 .0004
;)00 .0000
J12 .0012
)01 .0004
322 .0016
)03 .0000
324 .0016
026 .0016
028 .0018
053 .0015
054 .0020
009 .0001
038 .0022
040 .0023
;M4 .0024
;046 .0026
i05O .0027
,015 .0001
' 054 .0029
. 057 .0029
i *60 .0030
I J062 .0032
t J054 .0033
i ii324 .0002
JST BO. 62
jd lengths Compressions In inohes in
8 in. gauged lengths, at
lat- base end; gusset to chan-
ties nels, for positions,
9 11 4 6 10 12
Compressions In inohes in 8 in. gauged lengths,
for positions
angle to
gusset
1 2 3 4 6 7 8 9
3000 .0000
3012 .0002
3003 .0001
.0000 .0000 .0000 .0000
.0010 .0013 .0016 .0010
.0001 .0002 .0003 .0001
.0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000
.0006 .0006 .0007 .0008 .0009 .0011 .0010 .0012
.0001 .-0001 .0000 .0002 .0002 .0002 .0001 .0002
3028 .0004
3002 .0002
3040 .0002
3004 .0002
.0024 .0032 .0033 .0021
.0003 .0004 .0004 .0000
.0042 .0054 .0063 .0037
.0006 .0007 .0007 .0001
.0016 .0016 .0016 .0027 .0021 .0024 .0023 .0025
,0000 .0000 .0001 .0004 .0006 .0002 .0002 .0002
.0026 .0024 .0027 .0036 .0034 .0037 .0033 .0033
.0000 .0000 .0001 .0012 .0010 .0003 .0001 .0001
3043 .0004
3046 .0004
3047 .0004
3060 .0004
0063 .0004
D002 .0002
D056 .0004
0068 .0004
0062 .0004
0065 .0004
0067 .0004
0002 .0002
.0046 .0058 .0067 .0041
.0060 .0063 .0060 .0044
.0063 .0067 .0063 .0047
.0068 .0071 .0069 .0051
.0062 .0077 .0075 .0064
.0009 .0011 .0008 .0002
.0066 .0066 .0077 .0061
.0071 .0071 .0083 .0061
.0080 .0092 .0088 .0063
.0083 .0097 .0093 .0069
.0088 .0102 .0097 .0073
.0016 .0018 .0011 .0007
.0027 .0026 .0029 .0039 .0036 .0040 .0036 .0034
.0027 .0028 .0031 .0042 .0038 .0042 .0037 .0037
.0031 .0029 .0034 .0044 .0040 .0044 .0039 .0042
.0032 .0032 .0036 .004£ .0042 .0048 .0043 .0044
.0035 .0033 .0039 .0060 .0044 .0060 .0044 .0046
,0000 .0000 .0002 .0019 .0014 .0005 .0003 .0002
.0037 .0035 .0041 .0050 .0046 .0052 .0047 .0048
.0037 .0037 .0043 .0056 .0046 .0055 .0049 .0060
.0039 .0039 .0048 .0059 .0048 .0058 .0051 .0054
.0041 .0042 .0049 .0062 .0049 .0060 .0066 .0056
.0044 .0045 .0061 .0065 .0050 .0062 .0067 .0059
.0001 .0000 .0003 .0026 .0015 .0006 .0003 .0001
0070 .0004
0072 .0004
0077 .0004
0080 .0004
0086 .0003
0007 .0003
.0094 .0102 .0103 .0079
.0100 .0106 .0109 .0085
.0106 .0119 .0115 .0095
.0113 .0124 .0123 .0103
.0120 .0130 .0127 .0113
.0030 .0030 .0021 .0023
.0045 .0046 .0064 .0069 .0052 .0064 .0061 .0062
.0048 .0048 .0067 .0071 .0064 .0066 .0063 .0066
.0061 .0051 .0060 .0073 .0054 .0068 .0066 .0070
.0066 .0054 .0063 .0076 .0055 .0070 .0068 .0073
.0060 .0056 .0067 .0078 .0056 .0070 .0072 .0077
.0002 .0002 .0007 .0034 .0016 .0006 .0006 .0006
0090 .0004
0097 .0003
.0132 .0136 .0134 .0140
.0143 .0136 .0142 .0161
.0066 .0061 .0071 .0082 .0058 .0072 .0076 .0082
.0070 .0066 .0076 .0085 .0057 .0071 .0076 .0086
6" gaug.d lengths,
iffiPOSl Oil TEST HO. 61
fl" gauged langt
total
9380
46900
9380
46900
93800
93e0
4'6900
46900
93800
140700
160080
169460
168840
17e220
167600
93e0
46900
93800
140700
187600
196980
£06360
215740
225120
234500
9360
46900
93eoo
140700
167600
£34500
243eeo
253260
£62640
£72020
£81400
9380
46900
93800
140700
167600
£34500
1000
5000
1000
6000
10000
1000
6000
10000
15000
1000
6000
10000
15000
16000
17000
16000
19000
20000
1000
26000
27000
£8000
£9000
30000
1000
5000
10000
15000
20000
25000
30000
31000
32000
33000
34000
34093
.OuOO .0000 .0000 .0000 .JOOO .0000. .10000 .0000
,0011 .0010 .0010 .0000 .0008 .0010 .0008 .0002
.0000 .0000 .0000 .0000 ,0001 .0001 .0000 .0001
.0041
0059
0038
0000
0036
0041
0040 .
.0043
0042
0041
0001
0040
0042
0042 .
.0046
0044
0044
0001
0043
0046
0046 .
.0049
0048
0000
0046
0049
0046 .
.0051
0049
0048
0000
0048
0052
0052 .
.0001
0001
0000
0000
0001
0001
0002 .
0069 .0067
0072 .0072
0074 .0074
0078 .0077
0082 .0080
0004 .0002
Ultimate strength.
oooo
3003
JoG3
.0054
0052
0061
0000
0051
0053
0055 .
.0056
0054
0054
OUOO
0065
0056
0056 .
.0061
oo &e
0066
0000
0057
0059
0O60 .
.0063
0060
0060
0000
0059
0062
0063 .
.0063
0063
0063
0000
0062
0066
0065 .
.0004
0000
0001
0000
0000
-0001 .
.006 7
0000
006 7
0068
0069 .
.0070
0000
0069
0075
0073 .
.0072
0071
0075
0076 .
.0076
0000
0074
0078
ooeo .
.0079
0000
0077
308.
■j=4 .
.0004
0000
0000
0004
0002 .
000 J
j0„4
00 J 4
0004
.0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000
.0011 .0010 .0010' .0000 .0011 .9011*. 0009 .0001
.0001 .0000 »0001 .0000 .0001 .0000 tOOOI .0001
00 JO
ooo :
0001
ooo:
.0000 .oooo
.0010 .0016
tOOOI .0000
.0000 .0000 .0000 .0000 .0000 .OuuO .0000 .0000 .uUOO .0000
.0039
0039
0039 .0001
0042
0041
0041 .
.0041
0042
0041
0000
0043
0044
0044 .
.0044
0044
0044
0000
0047
0047
.0049
0046
0047
0000
0050
0049
0049 .
.0051
0051
0050
0000
0062
0052
0052 .
.0001
OOOO
0001
0000
0000
0001
0001 .
.0054
0060
0047 .
.0067
U064
0060 .
.0061
0066
0064 .
.0065
0072
0066 .
.0070
0076
0060 .
0009
0006
0006 .
0063 .0053 .0053 .0000
0056 .0056 .0055 .0000
0069 .0059 .0068 .0000
0061 ,0062 .0061 rOOOl
0065 .0064 .0064 .0000
0002 .0000 .0000. 0000
.0069
0069
0068
0000 .
.0071
0072
0071
0000 .
.0074
0075
0074
0000 .
.0077
0078
0078
0000 .
.0081
0082
0062
0000 .
.0005
0004
0003
0000 .
.0071 .0071 .0070 .0002
.0074 .0074 .0073 .0002
.0076 .0076 .0076 .0002
.0079, .0062 .0079 .0002
.0062 .0066 .0083 .0002
.0008 .0012 .0004 .0002
,oo2e
0028
00£9 .
.0031
0030
0050 .
.0033
0032
0052 .
.0035
0034
0035 .
.0037
00. o
0036 .
.0001
0000
(1000 .
.0014
.0016
.0016
.0018
.0016
.0000
.0036 .0029 .0030 .0024 .0016
.0038 .0030 .0032 .0026 .0016
.0039 .0032 .0034 .0029 .0016
.0042 .0034 .0036 .0033 .0019
.0046 .0037 .0041 .0034 .0020
.0001 .0000 .0000 .0009 .0001
.0056
0057
0055
.0002
0074
0062
0064
0063
0040
0038
0040 .
.0060
0068
0059
.0001
007y
0067
0066
0042
0040
0042 .
.0062
0062
DOS 9
.0001
0094
0092
0070
0068
0045
0042
0044 .
.0065
0064
0064
.0000
0090
0098
0076
0074
0048
0046 .
.0066
0068
0067
.0003
0093
0102
0079
0078
0046
004tt .
.0001
0002
0001
.0002
0016
0U14
0010
0006
0003
0000
0000 .
.0039
0041 .
.0041
0043 .
.0043
0044 .
.0046
3048 .
.004 7
0050 .
.0000
0001 .
.0099
0110
0083
ooe2
.0106
0115
ooe7
0086
.0110
0122
0091
0090
.0116
0124
0096
0094
.0125
0136
0100
0098
.0024
0028
0014
001.
.0019 .0033 .0051
.0020 .0035 .0051
.0022 .0038 .0053
.0022 .0038 .0056
.0023 .0042 .0062
.0000 .0006 .OOOS
0042 .0050 .0062 .0024 .0044 .0061 .0050 .0054
0046 .0052 ,0054 .0025 .0046 .0065 .0052 .0055
O046 .0054 .0066 .0026 .0046 .0067 .0052 .0057
0060 .0056 .0060 .0026 .0048 .0068 .0054 .0069
0062 .005e .0064 .002e .0060 .0071 .0067 .0064
0004 .0001 .0002 rO002 .0011 .0006 .0002 .0003
0038 .0022
0040 .0023
0044 .0024
0046 .0026
0050 .0027
0016 .0001
.0054 .0029
.0057 .0029
.0060 .0020
.0062 .0032
.0064 .0033
.0024 .0002
Railway Engineering .
total
12450
62260
12460
62250
124600
12460
62260
124500
186760
12450
62260
124500
186760
199200
211650
224100
2366-60
249000
12450
62260
124600
186760
249000
261450
273900
286350
298800
311260
12460
62250
124500
186 750
249000
311260
323700
336160
34 8600
361060
373500
12460
62260
124500
196750
249000
311260
373600
386950
398400
410660
Loade .
CompreBBlone In mohe
In 100 In. gauged
lengtbe, for poe itlo
1000
6000
1000
6000
10000
1000
5000
10000
15000
1000
6000
10000
15000
16000
17000
18000
19000
20000
1000
6000
10000
15000
20000
21000
22000
23000
24000
26000
1000
6000
10000
15000
20000
26000
26000
27000
28000
29000
30000
1000
5000
10000
i6000
20000
25000
30000
31000
32000
33000
423300 34000
.00 it,
.cue
.0001
. ^'jo^
.0142
.0006
.0145
.0306
.0466
.0600
.0632
.0665
.0597
.0630
.0014
.0160
.0311
.0472
.0632
.0663
.0694
.0730
.0764
.07 96
.0024
.0160
.0320
.0462
.0641
.0803
.0636
.0873
.0914
.0962
.1008
.0078
.0216
.0376
.0536
.0696
.0869
.1024
.1073
.1110
.1173
.0000 .0000
.0126 .0137
.0004 .0007
.0126 .0134
.0289 .0293
.0004 .0001
.0130 .0132
.0269 .0296
.0465 .0457
.0007 .0000
.0133 .0140
.0296 .0297
.0458 .0456
.0492 .0494
.0626 .0617
.0561 .0664
.0594 .0583
.0629 .0619
.0016 .0007
.0141 .0145
.0306 .0307
.0466 .0465
.0630 .0627
.0667 .0645
.0698 .0679
.0738 .0713
.0774 .0762
.0816 .0797
.0036 .0017
.0160 .0152
.0324 .0412
.0488 .0477
.0664 .0631
.0821 .0801
.0658 .0829
.0899 .0652
.0947 .0892
.1000 .0996
.1046 .1007
.0103 .0091
.0229 .0237
.0389 .0392
.0664 .0637
.0721 ,0712
.0891 .0657
.1063 .1022
.1113 .1073
.1178 .1167
.1290 .1362
late etreagth
.0000
.0136
.0001
.0132
.0299
.0001
.0134
.0294
.0466
.0001
.0138
.0296
.0456
.0486
.0516
.0661
.0585
.0618
.0006
.0139
.0302
.0456
.0618
.0660
.0681
.0716
.0766
.0788
.0021
0151
.0311
.0471
.0628
.0790
.0822
.0854
.0894
.0966
.0083
.0216
.036 7
.0620
.0681
.1070
.1161
.1341
In 100"
ganged.
lengthe
[Inches)
.0000
.0134
.0004
.0132
.0296
.0002
.0136
.0296
.0468
.0004
.0139
.0299
.04 69
.0493
.0623
.0558
.0590
.0624
.0011
.0144
.0306
.0466
.0627
.0656
.0688
.0724
.0762
.0799
.0026
.0166
.0342
.0480
.0639
.0804
.0836
.0870
.0912
.0976
.1012
.0089
.0226
.0381
.0537
.0703
.0864
.1004
.1082
.1169
.1269
Defleotlon
at middle
lengtbt
.0000
.0000
.0000
.002811
.0027
.0069
.0080
.0080
.0014
.02281
.0236
.0244
.0276
.0280
.0152
.0003 B
.0004
.0015
.0026
.0041
.0017
.0048H .0062 D
.0264 .0067
.0266 .0092
.0266 .0122
.0264 .0167
.0152 .0066
.0197 D
.0226
.0272
.0303
.0311
.0136
.02898 .0290 D
.0211 .0366
.00763 .0526 D
TEST 110. 62
Counterwelghted: 1/2 weight
nominal sectional area. In a
Eadlna of gyration: 2.77
Slenderness ratio: 66
n. gauged lengths ,
lal oondltlon-
Rlvetlng: Good.
Members at ende:
Alignment: Good
Compreaelone in in. In 6
gauged lengtbe, at baae
and; guaaet to ob&nnel.
.0000 .0000 .0000 .0000
.0010 .0008 .0011 .0008
.0002 .0000 .0001 .0000
0000 .0000 .0000 .0000 .0000
0006 .0009 .0012 .0011 .0009
C000 .0002 .0001 .0008 .0002
.0000 .0000 .0000 .0000
.0016 .0006 .0014 .0016
.0001 .0001 .0001 .0001
.0036 .0030 .0038 .0076 .0076 .0024 .0026
.0039 .0032 .0046 .0082 .0064 .0027 .0026
.0042 .0034 .0042 .0088 .0094 .0027 .0028
.0044 .0036 .0045 .0096 .0102 .0030 .0028
.0047 .0038 .0048 .0102 .0112 .0032 .0032
.0002 .0002 .0000 .0061 .0070 .0001 .0001
.0049 .0040 .0060 .0110 .0122 .0032 .0031 .0040
.0062 .0042 .0061 .0114 .0130 .0036 .0033 .0044
.0065 .0044 .0064 .0120 .0137 .0036 .0036 .0045
.0067 .0046 .0067 .0126 .0144 .0040 .0036 .0047
.0060 .0050 .0060 .0134 .0152 .0041 .0040 .0049
.0003 .0000 .0001 .0083 .0098 .0000 .0000 .0001
.0061 .0061 .0061 .0140 .0166 .0044 .0039 .0063 .0117 .0108
.0066 .0054 .0064 .0146 .0174 .0046 .0042 .0063 .0120 .0110
.0066 .0066 .0067 .0150 .0186 .0046 .0044 .0056 .0124 .0114
.0072 .0060 .0071 .0163 .0206 .0046 .0044 .0069 .0129 .0116
.0074 .0062 .0075 .0167 .0226 .0046 .0049 .0065 .0133 .0118
.0006 .0000 .0006 .0102 .0160 .0004 .0003 .0007 .0079 .0070
.0033
0059
.0062
0066
1030
.0078
.0068
0048
.0046
0042 .
.0033
1063
.0065
0072
0 >34
.0083
.0062
ooo:-
.0046
0046 .
.0036
0069
.0069
0079
0037
.0089
.0066
Oow
.0063
0047 .
.0037
0077
.0074
0085
0041
.0098
.0076
006b
.0054
0050 .
.0039
00 to
.0079
0091
0044
.0106
.0082
006:
.0067
0053 .
.0000
0O4 1
.0046
0021
0002
.0037
.0014
OOO-i
.0000
0000 .
.0088
0084
0100
0049 .
.0091
0088
0111
0053 .
.0097
0092
0114
0068 .
.0106
0098
012l.
0063 .
.0109
0102
0128
0070 .
.0063
0067
0040
0009 .
.0116 .0089
.0128 .0096
.0134 .0102
.0144 .0110
.0156 .0116
.0063 .0030
0164 .0092 .0213 .0148
0186 .0103 .0241 .0157
0214 .0132 .6274 .0167
0100 .0060 .0151 .0054
Length over all: 19 1ft. 6 16/16 In.
Weight In pounds: 1341
Sao. area, actual. In aq. In. 12.45 (by oaloulation)
Qaugad lengths: 100 In. and fl In.
.0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 Tenp. 22 C
.0013 .0012 .0012 .0001 .0010 .0012 .0012 .0000
.0001 .0001 .0001 .0001 .0008 .0002 .0003 .0001 Teap. 21 C
0002 .0038 .0040 .0043 .0001
0003 .0041 .0043 .0046 .0000
0002 .0042 .0046 .0048 .0000 Craokling
0002 .0046 .0048 .0060 .0000
0002 .0048 .0060 .0066 .0000
0002 .0001 .0000 .0003 .0000
0066 .0002 .0060 .0064 .0057 .0000
0068 .0002 .0063 .0066 .0069 rOOOtV
0060 .0001 .0066 .0068 .0062 .0000
0064 .0000 .0069 .0061 .0066 .0001
0068 .0000 .0061 .0064 .0068 .0001
0000 .0000 .0002 .0004 .0004 .0001
.0088 .0078 .0070 .0000 .0066 .0066
.0094 .0082 .0074 .0000 .0067 .0068
.0101 .0088 .0078 .0000 .0071 .0072
.0110 .0094 .0082 .0000 .0073 ,0078
.0121 .0102 .0087 .0002 .0077 .0083
.0031 .0016 .0006 .0000 .0004 .C007
.0064
0060 .
.0068
0062 .
.0072
0066 .
.0078
0070 .
.0087
0074 .
.0006
0002 .
.0070
0001
.0074
0001
.0076
ooo:
Oraokllng
.0060
\,02
Craokllug
.0090
,002
.0012
0001
0262 0191 0324 .0174 .0146 .0118 .0099 .0002 .0082 .0086 .0096 .0003
loMS .0226 10366 loiTS .0177 .0130 .0126 .0002 .0086 .0094 0106 .0005
\ge £
angle to
gusset
irf.0 12
-^Sfejj>
U-Ori'i.' ON TEST HO. 66
ged lengths,
tions,
lat-
tice
9 11
Compressions in inches in
8 in. gauged lengtns at
top, gusset so channel,
for positions.
) .0000 .0000
) .0015 .0002
i .0000 .0000
0030 .0002
) .0002 .0004
!) .0041 .0004
) .0002 .0004
! .0046 .0004
5 .0048 .0004
i .0050 .0004
" .0053 .0004
.0066 .0004
.0002 .0004
.0000 .0000 .0000 .0000
.0007 .0015 .0012 .0013
,0001 .0001 .0000 .0000
.0021 .0030 .0027 .0028
,0001 .0010 .0002 .0002
,0038 .0050 .0044 .0047
.0000 .0006 .0002 .0005
.0041 .0053 .0047 .0060
.0044 .0066 .0051 .0056
.0049 .0060 .0064 .0056
.0052 .0064 .0060 .0062
.0067 .0068 .0062 .0066
.0001 .0008 .0006 .0000
Compress ioDK in incnes iu b in. gauaea len^tus, 1>
top, for positions,
angle to a
gusset |
12346789 1<
,0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .01
.0008 .0007 .0006 .0002 .oooe .0011 .0007 .0011 .0
.0000 .0000 .0000 .0000 .0001 .0000 rOOUl .0003 .0
.0019 .0016 .0014 .0008 .0014 .0018 .0017 .0023 .0
.0001 .0000 .0000 .0002 .0000 .0001 .0000 .0003 .0.
.0031 .0028 .0026 .0012 .0020 .0029 .0030 .0035 .0
.0001 .0000 .0000 ,0002 .0000 .0002 .0001 .0005 .0
.0033 .0029 .0028 .0013 .0021 .0032 .0032 .0037 .0
.0036 .0032 .0030 .0014 .0022 .0034 .0033 .0040 .0
.0038 .0036 .0035 .0016 .0023 .0036 .0036 .0041 .0
.0041 .0036 .0035 .0016 .0024 .0040 .0038 .0044 .i
.0043 .0039 .0037 .0018 .0026 .0042 .0042 .0047 .('-
.0002 .0000 .0000 .0001 .0000 .0004 .0001 .0007 ,q
0059 .0004
B .0062 .0004
B .0064 .0004
i .0066 .0004
7 .0068 .0004
E .0004 .0004
0 .0072 .0004
2 .0074 .0004
4 .0076 .0004
0 .0079 .0004
2 .0083 .0004
13 .0004 .0004
7 .0086 .0004
4 .0091 .0004
4 .0096 .0003
.0061 .0072 .0066 .0069
.0064 .0076 .0070 .0074
.0071 .0080 .0074 .0080
.0073 .0084 .0078 .0082
.0077 .0090 .0081 .0086
.0004 .0014 .0009 .0010
.0081 .0095 .0084 .0090
.0086 .0099 .0088 .0095
.0090 .0104 .0092 .0100
.0095 .0108 .0096 .0106
.0100 .0113 .0100 .0109
.0007 .0019 .0014 .0016
.0106 .0118 .0106 .0117
.0114 .0123 .0110 .0126
.0132 .0126 .0114 .0148
.0046 .0042 .0040 .0018 .0026 .0044 .0043 .0049 .1
.0047 .0044 .0042 .0019 .0028 .0046 .0046 .0051 .1
.0060 .0046 .0046 .0020 .0028 .0048 .0047 .0052 A
.0053 .0048 .0048 .0022 .0028 .0050 .0060 .0056
.0056 .0062 .0051 .0022 .0028 .0063 .0051 .0058 .
.0003 .0001 .0001 .0002 .0000 .0005 .0001 .0007 .'
.0059 .0054 .0054 .0024 .0030 .0055 .0053 .0060
.0061 .0056 .0056 .0025 .0030 .0056 .0055 .0062
.0065 .0060 .0059 .0026 .0032 .0059 .0068 .0064
.0067 .0062 .0062 .0028 .0032 .0061 .0060 .0067
.0071 .0066 .0065 .0028 .0052 .0064 .0063 .0069
.0005 .0005 .0003 .0000 .0002 .0004 .0003 .0009
.0073 .0066 .0066 .0029 .0032 .0066 .0065 .0072 ,fi
.0079 .0072 .0072 .0030 .0053 .0069 .006e .0075 .n
.0085 .0076 .0081 .0033 .0034 .0070 .0073 .0077 ,£
Applied Loada:
at middle, for poaitio
gauged lengths
8 in. gauged lengths.
12450 loocr
62860 5000
12450 1000
62250 5000
124500 10000
.0000 .0000 .0000 .0000 .0000 .0000
.0010 .0000 .0011 .0010 .0012 .0002
.0001 .0001 .0001 -0001 .0002 .0001
.0000 .0000 .0000 .0000 .0000
.0000 .0000 .0000
.0015 .0012 .0002
.0002 .0003 .0001
.0000 .0000 .0000
'.0010 .0013 .0016
.0001 .0002 .0003
0000
ooio
0001
.0000 .0000
.0006 .0006
.0001 ,0001
.0000 .0000 .0000 .0000 .0000 .0000
.000? .0009 .0009 .0011 .0010 .0012
.0000 .0002 .0002 .0002 .0001 .0002
.0000 .0000
.0010 .0009
.0001 .0004
12450
62260
124 500
16000
17000
19000
5000
10000
15000
.0044
0043 .
.0047
0046 .
.0061
0046 .
0051 .
.0056
0064 .
.0001
0p02 .
0046 ,0001
0049 »0001
0062 ,0001
0001 .0002
.0041
0040
0043 .
.0046
0042
0043 ,
.0047
0046
0046 .
.0061
0048
0047 .
.0066
0062
0061 .
.0002
0000
0001 .
.0059
0057 .
.0061
0060 .
.0064
0063 .
.0067
0066 .
.0069
0069 .
.0003
0003 .
D066
.0001
0056
0064
0066 .
3067
-0002
0069
0066
0057 .
0060
0060
0060 .
.0002
0066
0062
0063 .
job 8
•0002
0068
0066
0067 .
0OO2
.0000
0003
.0001
0001 .
0003
00 03
3003
,0039
0039
0042
0000
0047
0046 .
.0041
0040
0045
0050
0046 .
.0043
0043
0048
0000
0056
0061 .
.0046
0046
0060
0000
0069
0063 .
.0049
0048
0054
0063
0066 .
.0003
0000
0002
uOOO
0004
0000 .
.0043 .0004
.0046 .0004
.0047 .0004
.0050 .0004
.0063 .0004
.0002 .0002
.0051
0051
0066
0000
0066
0069 .
.0063
0054
0059
0069
0062 .
.0067
0067
0061
0000
0072
0064 .
.0061
0060
0065
oOOO
0076
0066 .
.0065
0066
0068
0000
0079
0070 .
.0006
0001
0003
0000
0006
0002 .
.0027
0026
0029
0039
0036
0040
0036 .
.0027
00E8
0031
0042
0038
0042
0037 .
.0031
0029
0034
00" 4
0040
0039 .
0032
0036
004£
0042
0048
0043 .
.0036
0033
0039
0060
0060
0044 .
.0000
0000
0002
0019
0014
0006
0003 .
.0034 .0068
.0037 .0062
.0042 .0067
.0044 .0072
.0046 .0068
.0002 .0041
.0062
.0068
.0073
.0078
.0086
.0046
30SE
,0004
006 6
.0066
0077
0061
3068
.0004
0071
.0071
0083
0061
O062
.0004
uoeo
.0092
0088
0063
1060
.'060
.0097
0093
0069
006 7
.0004
oOoti
.0102
0097
0073
00 £
.0002
0016
.0018
0011
0007
.0037 .0035 .0041 .0050
.0037 .0037 .0043 .0066
.0039 .0039 .0048 .0069
.0041 .0042 .0049 .0062
.0044 .0045 .0051 .0065
.0001 .0000 .0003 .0026
0046 .0052 .0047 .0048 .0084 .0096
0046 .0065 .0049 .0060 .0088 .0102
0048 .0068 .0051 .0054 .0094 ,0116
0049 .0060 .0066 .0066 .0102 .0127
0050 .0062 .0067 .0069 .0109 ,0134
0015 .0006 .0003 .0001 .0063 .0075
249000
311260
323700
336160
348600
361050
373600
12450
62260
124500
186760
249000
311260
373600
395960
398400
20000
26000
26000
£7000
28000
29000
30000
1000
6000
10000
16000
£0000
26000
30000
31000
32000
.0073
007E
0070
0003
0071
0070
0071 .
.0075
0075
0073
0003
0076
0072
0073 .
.0079
0079
0078
0004
0079
0076
0077 .
.0083
0083
0080
0004
0082
0076
0081 .
.0089
0068
0086
0004
0088
0084
0088 .
.0007
0006
0006
0002
0006
0002
0007 .
.0003
.0003
.0003
.0003
.0003
.0003
.0069
0066
0071
0000 .
.0073
0070
0074
0000 .
.0077
0074
0079
0000 .
.0081
0078
0082
0001 .
.0088
0082
0066
0001 .
.0014
0006
0008
0OO1 .
0068 .0081 .0077 .0004
0090 .0085 .0080 .0004
0092 .0089 .0086 .0003
0006 .0007 .0007 .0003
.0094
0100
.0103
.0079
0046
0046
0064 .
.0100
0106
.0109
.0086
0048
0048
00C7 .
.0106
0119
.0115
.0096
0061
0061
OOoO .
.0113
0124
.0123
.0103
0066
0064
0063 .
.0120
0130
.0127
.0113
0060
0056
0067 .
.0030
0030
.0021
.0023
0002
0002
0007 .
~u.* .visv-rn .-jvwv .vuuw .WOO .Ulli*
0073 .0054 .0068 .0066 ,0070 .0130
0076 .0055 .0070 .0068 .0073 .0135
0078 .0056 .0070 .0072 .0077 .0146
0034 .0016 .0006 .0006 .0006 .0086
Ultimate strength-
Railway Itogineeriue ■
Applied Loads:
9450
47250
94500
9450
141760
47250
04 5 00
141750
151200
150650
170100
179550
199000
9450
47250
94500
141750
189000
198450
207900
217350
9450
4 7250
94500
£74050
283600
9450
9450
47250
94500
141750
109000
236260
283500
292950
302400
311850
321300
5000
10000
15000
16000
17000
18000
19000
20000
1000
5000
10U00
15000
20000
21000
22000
23000
24000
25000
1000
5000
10000
15000
20000
25000
26U00
27000
26000
29000
30000
1000
1000
6000
10000
15000
20000
£5000
SO 000
31000
32000
33000
34000
321300 34000
0000
0000
0000 .
0212
0193
0197 .
.0007
0013
0000 .
0217
0192
0198 .
0456
0436
0445 .
0010
0013
0001 .
0217
0193
0201 .
0460
0435
0460 .
.0696
0676
0691 .
0015
0025
0005 .
.0219
0195
0205 .
0438
0455 .
.0702
0677
0690 .
.0744
0720
0740 .
0793
0785 .
0042
0815
0840 .
.0692
0866
0890 .
0917
0940 .
3023
0021
0016 .
J227
0198
0212 .
0446
0460 .
3707
0676
0695 .
.0947
0920
0940 .
.0992
0970
0990 .
1047
1018
1043 .
.1099
1070
1095 .
.1153
1126
1160 .
.1210
1173
1207 .
0043
0039 .
.02o5
0216
0235 .
0453
0478 .
.0734
0700
0724
.0974
0945
09 70 .
.3.816
1192
1213
.iZ65
1233
1265 .
.1322
1290
1321 .
1382
1350
1386 .
.1450
1410
1440 .
.1504
1466
1600 .
.0103
0103
0089 .
.0103
0103
.0309
0260
0288 .
.0654
0513
0536
.07 92
0742
0775 .
.1034
0984
1020
.1274
1230
1266
.1521
1482
1520
.1572
1534
1671
.1649
1616
1646
.1757
1708
1727
.1935
1796
2100
0000
0210
000b
0210
0460
0010
0216
0710
0756
(3805
0855
0900
0957
3036
32 2 6
1006
1060
1116
1170
1226
0048
0260
0498
0748
0986
1230
1280
1339
1395
1427
1622
0105
0130
0310
0656
0796
1041
1886
12.32.
1590
1668
1756
In 160"
gauged .
lengths
iefleotion
at middle
length
(Inches! Eon
0000
0203 .0016 ;
0007 .0037
0204
21.315
0209
0457
0696
0740
0788 .0098
0100
0100
0112
0021
0216
2>4 0 2
0238
0480
0726
0969
1213
1261
1439
1498
0100
0108
0292
0540
0776
1020
1264
1216
1567
1645
1738
.0123 3
.0129
.0141
.0162
.0155
.0103
.0260 a
.0283
.0302
oioe
0106
0102
0022
0079
0075
0069
0069
0018
0060
0057
0006
I>EPARELE1JT 01' COiMEUCE
BUREAU Of STAUDA.^S
«A3H2HiGTOH
.0000 .0003
.0006 .0010
.0000 .0000
sighted: 1/2
.0000 .OUOO .0000
.0006 .0003 .0006
.0000 ,0001 .0000
1-ength over all: 28 ft.
Weight in pounds; 1585
Seotionul area, actual.
Gauged langth3: 100 xu.
Compressions in in. in 8" Compro
gauged lengths, at bass,.
gusset to channel, for
n. from base, for po
gauged lengths.
0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 Temp.
.0016 .0019 .0008 .0010
.0002 .0001 .0002 .0000
.0030
0035
0036
0017
0014
0026
0028
0034 .
0037
0038
0018
0015
0029
0030
0036 .
.0034
0040
0021
0016
0031
0032
0038 .
.0038
0041
0042
0016
0035
0034
0040 .
.0040
0044
0045
0020
0016
0036
0036
0044 .
.0000
0000
0000
0003
0O02
0002
0000
0002 .
0014 .0016
0016 .0018
0014 .00£2
0018 ,0022
0018 .0026
0002 .0004
.0042
.0044
.0046
. 0048
.0050
.0000
.0046 .0046 ,0O£2 .0017 .0038 .0039 .0045 .0020
.0048 .0049 .00£2 .0018 .0040 .0041 .0048 .0020
.0050 .0051 .0024 .0018 .0042 .0043 .0050 .0022
.0053 .0063 .0026 .0019 .0045 .0044 .0052 .0022
.0055 .0056 .0026 .0020 .0047 .0047 .0064 .0022
.0000 .0001 1-0003 rO0O2 .0003 .0000 .0023 .0001
.0064
0068 .
.0066
0060 .
.0059
0063 .
.0061
0066 .
.0064
0070 .
.0002
0001 .
0059 .0027 .0020 .0049 .0049 .0066
0062 .0028 .0022 .0052 .0061 .0069
0065 .00£9 .0023 .0054 .0063 .0060
0068 .0030 .0024 .0067 .0056 .0063
0023 .0032
0024 .0034
0024 .0036
.0063 up .0066 .0070 .0076 .0031 .0024 .0061 .0060 .0068 .0027 .0040
by deflecting up i
.0050
0038
0062 .
.0066
004 2
0056 .
.0059
0045
0060 .
.0063
0048
0064 .
.0066
0062
0067 .
.0005
0003
0010 .
0048
0044
.0043
0062
0234 7
. 2.046
0066
0050
. 004 2
0060
002.2
.002,0
0064
0066
.0062
0006
0000
.0000
.0026
0069
0066
0072 .
.0026
0073
0060
0076 .
.0088
0077
.0028
0081
0066
0083 .
.0030
0086
0070
0088 .
.0004
0007
0006
0010 .
0092
U096
0100
.0116 .0100 .0110 .0104
.0125 .0102 .0114 .0112
.0145 .0114 .0118 .0114
.0041
0002
0035
0041
0040 .
.0044
0002
0041
0043 .
.0046
0003
0041
0043
0046 .
.0049
0003
0046
0047
0050 .
.0062
0003
0048
0051
0053 .
.0002
0002
0001
0002
0006 .
0000
0002 Craokllng
0t>0£ Craokllng
0067
0020
.0060 .
0070
0061
.0061 .
0074
O064
.0063 .
0077
0002.
.0066 .
0080
0069
.0069 .
0008
000O
.0000 »
0054 v0003 .0049 .0003
0058 .-0004 .0061 .0056
0059 »0004 .0067 .0069
0062 ,0004 .0059 ,0061
0066 -0003 .0061 .0064
.0055
0002
.0068
0002
.0060
0002
.0063
0002
Crackling
.0065
0002
0002
"
0071
0068
0004
0064
0068
0069 .
0074
0071
0004
0069
0070
0073 .
0077
0074
0006
0071
0073
0080
0077
0006
0075
0076
0084
0060
0077
0080
0080 .(
.0002
0018
0000
0002
0003
.0002 Crackling
.0002 "
.0002 2
.0003 !!
.0003
.0002
0088 .0086 .0084 .0006 .0081 .0091 .0084 .0004
!o092 .-0090 .0088 .0006 .0086 .0086 .0089 .0004
.0096 .0093 .0089 .0006 .0091 .0091 .0092 .0004
Page 2
^ in. lrom
^ugle to
gusset
f0:l)O0 .0000
02(ooe .0005
00OO2 .-0002
J 016 .0012
Ofe;004 .0001
02-
[ 029 .0022
010 .0004
05
06
1(06
,07)050 .0025
i)$W5S .0028
KJjOSo .0050
: >05b .0054
, )040 .0056
J014 .0010
ba
joe
^044 .oose
,[0046 .0040
ii)04e .0042
" 0051 .0044
" 0053 .0048
' 0020 .0016
lis
'^0056 .0051
: jii0O57 .0052
' )O0O6O .0056
,'l 0062 .oose
j J 0064 .0061
J 0034 .0024
31
2 31
>?' ,0068 .0064
; .0068 .0066
.0068 .006b
'ORT ON TEST NO. 67
iuged lengths,
ins,
lat-
tloo
9 11
Compressions in inches
in 8 in. gauged lengths,
at top, gusset to chan-
nel, for positions,
4 6 10 12
Compressions in inches in 8 in. gaugeu lengths, o
for positions,
angle to
gusset
123467 89,
) .0000 .0000
5 .0012 .0001
L ,0001 .0000
.0000 .0000 .0000 .0000
.0008 .0012 .0016 .0012
,0001 ,0002 .0002 .0001
.0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000
.0012 .0007 .0006 .0005 .0007 .0010 .0009 .0010
.0004 .0000 .OOOQ .0000 .0000 .0000 .0000 .0001
J .0030 .0002
0001 .0002
J .0048 .0002
. .0002 .0002
.0050 .0002
.0055 .0002
.0058 .0002
.0061 .0002
» .0065 .0003
\ .0007 .0002
.0069 .0002
.0074 .0002
.0079 .0002
> .0085 .0003
' .0090 .0002
i .0016 .0002
0096 .0002
f .0102 .0002
0114 .0002
.0022 .0026 .0036 .0030
.0002 .0000 .0004 .0002
.0039 .0042 .0064 .0052
.0004 .0002 .0012 .0004
.0043 .0044 .0069 .0056
.0047 .0048 .0074 .0058
.0061 .0050 .0080 .0062
.0054 .0052 .0085 .0068
.0060 .0056 .0090 .0072
.0008 .0002 .0017 .0006
.0022 .0017 .0014 .0020 .0013 .0020 .0024 .0025 .,
.0003 .0000 .0000 .0004 .0001 ,0001 .0000 .0003 ..
.0066 .0058 .0098
.0071 .0060 .0103
.0064 .0114
.0066 .0118
.0077
.0082
.0090 .0069 .0124
.0078
.0084
,0092
,0099
.0108
.0020 .0003 .0024 .0018
.0098 .0072 .0133 .0121
.0102 .0074 .0141 .0138
.0108 .0078 .0166 .0162
0032
.0025
.0023
.0052
.0021
.0030
.0035
.0039 .,
0003
.0000
.0000
.0023
.0003
.0000
.0001
.0002 .,
0034
.0027
.0026
.0059
.0025
.0032
.0039
.0043 .,
0036
.0028
.0028
.0065
.0023
.0034
.0040
.0045 ,
0038
.0030
.0030
.0070
.0025
.0036
.0043
.0050
0040
.'0032
.0051
.0076
.0027
.0037
.0045
.0052 .
0042
.0033
.0033
.0082
.0027
.0040
.004 7
.0056 .
0002
,0001
,0002
.0057
.0007
.0000
.0001
.0005 .
0044
.0035
.0035
.0091
.0029
.0041
.0051
.0060 ,
0048
.0036
.0036
.0096
.0031
.0042
.0052
.0065
0050
.0039
.003e
.0101
.0032
.0044
.0055
.0066 j
0054
.0041
.0039
.0106
.0033
.0045
.0056
.0070 .
0068
.0043
.0040
.0111
.0035
.0046
.0059
.0077 .£
0004
.0006
,0002
.0053
.0008
,0001
.0003
I
0062
.0.046
.0043
.0120
.0037
.0048
.0063
'1
A
.0079 .
0068
.0048
.0044
.0123
.0037
.0O4e
.0065
.0083
0076
.0052
.0044
.0126
.0037
.004 8
.0069
.0093 i
0
la middle, fo
n. gauged lengths.
gauged lengths,
Appllo
d loaos.
lb.
16. per
total
K. Icon
Mao
1000
47250
5000
9460
1000
47250
5O00
94500
10000
9450
1000
47250
5000
94500
10000
141750
16C0O
9450
1000
-.7*50
6000
94600
10000
141750
15000
151200
1600O
160650
17000
170100
18000
19000
169000
20000
9450
1000
47250
5000
94500
100O0
141750
15000
189000
20000
156460
21000
207900
22000
217350
226600
24000
236250
26000
9450
1000
47260
5000
94500
10000
141750
15000
189000
20000
236250
25000
245700
26000
255150
27000
264600
28000
274050
29000
283500
30000
9450
1000
47250
5000
94500
10000
141760
15000
189000
20000
236250
25000
263500
30000
292950
31000
302400
32000
311860
33000
0000 .0000 .0000
0012 .0000 .0010
0000 .0000 .0002
0000 .0000 .0000
0009 .0010 .0000
0001 .0000 .0000
.0045
0044 .
.0047
0048 .
.0050
0050 .
.0055
0065 .
.0000
0000 .
0O40
.0001
0038
0037
0040 .C
[ 344
.0001
0042
0045
0043 .'
0046
•0001
0043
0046 .'
Oot'O
-0001
0047
0047
0060 .
does
,0001
0060
0049
0052 .<
oooa
.0001
0008
0001
0001 .(
.0056
006 6
0054
0001
0052
0051 .
.0059
0058
0056
0002
0056
.0062
0060
0060
0002
0058
0057 .
.0066
006S
0002
0061 .
.0068
0066
0002
0063
0064 .
.0000
0000
rOOOl
0002
0002
-0002 •
.0071
0069 .
.0075
0072 .
.0077
0075 .
.0080
0079 .
.0083
0082 .
.0002
0002 .
0057 »0001
0068 ,0002 .0066 .0067 .0069 .0002
0072 ,0002 .0069 .0069 .0072 .0002
0074 .0002 .0072 .0073 .0076 ,0002
0078 ,0002 .0076 .0076 .0078 .0002
0080 ,0002 .0080 .0078 .0062 ,0002
0000 .0002 .0000 .0001 .0002 ,0001
.0086 .0084 .0084 .0002 .0082 .0082 .0086 .0094
.0092 .0088 .0088 ,0003 .0086 .0067 .0090 .0094
.0102 .0103 .0098 ,0004 .0088 .0091 .0094 .0094
.0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000
.0010 .0009 .0009 .0000 .0012 .0010 .0015 .0002
.0000 ,0001 .0000 .0000 .0001 .0002 .0000 .0000
0042 .0042 .0046
0047 .0043 .0048
0049 .0048 .0060
0052 .0062 .0063
0064 .0062 .0066
0001 .0001 .0008
.0038
0037
0037
0000 .
.0040
0040
0039
0000 .
.0043
0042
0O42
0000 .
.0046
0045
0044
0000 .
.0049
0048
0047
OOOO .
.0001 .0001 .0002 .0002 .
.0051
0061
0060
0000
0068
0066
0069 .
.0054
0054
0063
0000
0069
0058
0062 .
.0066
0065
0000
0062
0062
0064 .
.0060
0060
0059
0000
0066
0064
0066 .
.0062
0062
0062
OOOO
0068
0067
0068 .
.0001
0001
0002
0001
0002
00 OE
0004 .
.0065
0066
0066
OOOO .
.0068
0069
0068
OOOO .
.0070
0071
0071
OOOO .
.0074
0074
0076
OOOO .
.0076
0077
0078
OOOO .
.0000
OOOO
OOOO
0001 .
.0073 .0070 .0072
.0075 .0072 .0074
.0076 .0074 .0076
.0082 .0080 .0079
.0086 .0082 .0083
.0004
.0004
.0004
.0004
.0004
.0004
0004
0004
D004
0004
0004
0004
.0080 .OOeO .0081 .0000 .0091 .0087 .0086 .0004
.0082 .0084 .0086 .0000 .0094 .0094 .0091 .0004
.0066 .0091 .0093 .0000 .0107 .0114 .0096 .0003
.0000 .0000 .0000 .0000
.0007 .0016 .0012 .0015
,0001 .0001 .0000 .0000
.0061
0072
0066 .
.0064
0076
0070 .
0080
0074 .
.0073
0084
007e .
.0077
0090
0081 .
.0004
0014
0009 .
.0081
0096
0084 .
.0086
0099
0088 .
.0090
0104
0092 .
.0095
0108
0096 .
0113
0100 .
.0007
0019
uoes
L'074
oo to
X»E
oiOO
0106
top, f
m. g
or pos
"ions!"1'
tua. 10 in. iroia
angle to
gueset
4 6
7
e
a__ .i to
guseat
9 10 12
.0004
0041
0053
004 7
0060
0033
0029
.0028
0013 .
.0004
0044
0066
0061
0056
0036
0032
.0030
0014 .
.0004
0060
0064
0066
0038
00S6
.0035
0016 .
.0004
006E
0064
0060
0062
0041
0036
.0036
0016 .
.0004
0067
0068
0062
0066
0043
0009
.0037
0018 .
.0004
00 )1
0008
0006
OOOO
0002
OOOO
.0000
0001 .
OOOO .0000 .0000 .0000 .0001 .0000 ,0UOl .0003 .0002 ,OuOl
0021 .0032 .0032 .0037 .0u30 .0025
0022 .0034 .0033 .0040 .0033 .0028
0023 .0036 .0036 ,0o41 .CJ'OU .0030
0024 .0040 .00:58 .0044 .0038 .0034
0026 .0042 .0042 .0047 .0040 .0036
OOOO .0004 .0001 .0007 .0014 .OOlU
.0046 .0042 .0040 .0018 .0026
.0047 .0044 .0042 .0019 .0026
.0060 .0046 .0046 .0020 .0028
.0063 .0048 .0048 .0022 .0028
.0066 .0062 .0051 .0022 .0028
.0003 .0001 .0001 .0002 .0000
.0059
0054
0064
0024
0030 .
.0061
0056
0056
0026
0030 .
.0065
0060
0069
0026
0032 .
.0067
0062
0062
0028
0032 .
.0071
0066
0065
0028
0032 .
.0006
0003
0003
OOOO .0002 .
0044 .0043 .0049 .0044 .0058
0046 .0046 .0051 .0046 .0040
0048 .0047 .0052 .004e .0042
0050 .0060 .0066 .OObl .0044
0053 .0061 .0058 .0063 .0048
0003 .0001 .0007 .0020 .0016
0O56 .0053 .0060 .0066 .0061
U056 ,0055 .0062 ,0067 .0062
0059 .00t>8 .0064 .0060 .0056
0061 .0060 .0067 ,0062 .OO&e
0064 .0063 .0069 .0064 .0061
0004 .0003 .0009 .0034 .0024
.0106 .0118 .0106 .0117
.0114 .0123 .0110 .0126
.0132 .012b .0114 .0148
.0073 .0066 .006ti .0029 .0032 .0066 .0066 .0072 .0068 .0064
.0079 .0072 .0072 .0030 .0033 .0069 .0066 .0075 .0068 .0066
.0086 .0078 .0061 .0033 .0034 .0070 .0073 .0077 .Oubti ,0068
Applied Loads
12340
61700
12340
6170J
IS 3400
12340
61700
IP 3400
185100
12340
61700
123400
165100
197440
209760
222120
234460
246800
12340
61700
123400
186100
246800
259140
271480
283820
296160
308600
12340
61700
123400
185100
24 6800
1000
5000
1000
6000
1000O
1000
16000
1000
6000
17000
18000
19000
10000
16000
20000
22000
£3000
C4000
25000
1O00
6009
10000
15000
20000
25000
26000
27000
28000
29000
Hallway Eri^i.eormg Afieoolatlo
in 160"
ganged
lengths
.0000
.0193
.0004
.0196
.0406
.0006
.0167
.0403
.0636
.0003
.0816
.0866
.0694
r0008
.0160
.0353
.0666
.0762
.0964
.1000
.1026
.1027
. >40
.....14
.0202
.0426
.0662
.0844
.0890
.0941
. J996
.1364
.1117
. 006 J
.0239
.0449
.0645
.0882
1122
1179
1252
1330
147."
.0000 .0000
.0207 .0196
.0003 .0010
.0207 .0200
.0462 .0426
.0002 .0010
.0202 .0200
.0444 .0426
.0697 .0650
.0002 .0016
.0202 .0200
.0452 .0428
.0704 .0662
.0760 .0700
.0800 .0746
.0864 .0790
.0912 .«840
.0964 .0890
.0017 .0026
.0222 .0216
.0472 .0438
.0719 .0666
.0972 .0898
.1024 .0940
.1084 .0990
.1147 .1040
.1217 .1097
.1292 .1148
.0087 .0070
.0287 .0166
.0634 .0480
.0787 .0706
.1037 .0932
.1306 .1156
.1374 .1210
.1462 .1259
.1672 .1300
.1744 .1246
.0000
.0199
.0006
.0201
.0430
.0007
.0196
.0427
.0662
.0006
.0192
.0423
.0660
.0687
.0731
.0777
.0824
.0868
.0011
.0199
.0426
.0656
.0872
.0917
.0969
.1020
.1076
.1131
.0062
.0208
.0464
.0673
.0903
.1137
.1191
.1247
.1309
.1340
.0476S
076311 .
.0623
0866
.0586
0966
.0660
1060
.0736
1166
.0337
0266 .
Coon ter^eigh ted:
Homlnal eeo. area
Radius of gyratio
eiona in inobe
.0000 .0000 .0000 .0000 .0000
.0009 .0008 .0011 .0008 .0004
.0000 -0001 .0000 .0000 .0000
0028 .0033
0030 .0036
0031 .0037
0031 .0039
0032 .0041
0006 .0000
gauged lengths, at bej
Initial conditio
Compressions in in. In
8" gauged lengths, at
base; gusset to anannel,
Length over all: 27 ft..
Weight In pounds: 1796
ood Sectional area, aotual,
alow) Gauged lengths: 160 in.
Ik.'M (by calculate
Compressions in
geuged lengths
lat-
0000
00u6
0000
.0000 .0000 .0000
.0006 .0010 .0016
.0000 .0004 .0006
.0046
0036
0034
0022
0026
0038
0083
0168
0073
0030
0072 .
.0049
0038
0036
0024
ooss
0042
0087
0172
0081
0032
0078 .
.0063
0042
0040
0024
0032
0044
0093
0188
0087
0034
0084 .
.0067
0044
0046
0026
00S4
0049
0098
0202
0096
0034
0094 .
0048
0060
0027
o.y-7
0064
0103
0224
0103
0036
0102 .
.0010
0014
0024
0002
0002
0004
0069
0148
0026
0008
0022 .
.0000 .0000 .0000 .0000
.0016 .0006 .0016 .0009
.0001 .0000 .0002 -0002
00-11
Q041
0u48
0050
.0000 ,.0000
.0013 .0011
rOOOl -0001
.0000 .0000 .0000 .0000 .0000 .0000
.0012 .0001 .0010 .0011 .0009 .0000
.0001 .0001 .0001 .0000 .0001 .0000
0043 .0003 .0041
0046 -000 3 .0044
0047 .0003 .0047
0049 .0003 .0049
0063 .0003 .0063
.0002 .0002 .0001 .0003 .0002
.0040 .0042
.0044 .0046
.0046 .0047
.0049 .0060
.0062 .0063
.0040
0038 .
.0043
0041 .
.0048
0042 .
.0050
0046 .
.0060
0046 .
.0004
0001 .
.0000
.0000
.0000
.0000
.0000
.0000
.08343
.0604
.0990
.1086
.1186
.0678
.13440
.1477
.1634
.1822
.2024
.0620
0113
.0036
.0114
0058 .
0111
.0038
.0123
0063 .
0131
.0038
.0134
0070 .
0140
.0040
.0144
0076 .
01&„
.0042
.0158
0086 .
0066
.0002
.0047
0018 .
.0064
0049
0000
Craokllng
.0058
0063
0000
.0068
0064
0000
.0063
0056
0000
0 rankling
.0067
0066
0000
.0006
0000
0000
.13133 .2330D .0037 .0062 .0102 .0064 .0080 .0030 .0066 .0096 .0134 .0338
.1428 .2722 .0040 .0068 .0113 .0066 .0060 .0030 .0061 •<?1^Q .0136 .0348
.1610 .3400 .0044 .0077 .0127 .0068 .0084 .0030 .0072 .0137 .0140 .0364
.70603 1.306 D Ultimate strength.
.0167 .0042 .0176 .0100
.0181 .0044 .0196 .0119
.0206 .0042 .0236 .0168
0066 .0066 .0065 .0003 .0056
0058 .0057 .0067 .0003 .OObO
0062 .0061 .0061 .0003 .0063
0066 .0064 .0063 .0003 .0066
0070 .0067 .0067 .0003 .0070
0001 .0001 .0001 .0003 .0008
.0076 .0070 .0069 .0004 .0073 .0070 .0066 .0000
.0080 .0076 .0071 .0004 .0076 .0071 .0069 .0000
.0088 .0079 .0073 .0003 .0078 .0076 .0077 .0000
oally. 0'.'21 D
}0i
3.01
r.oi
HEBOBX OS TEST DO. 72
!
Pa3-e 2
ged lengths, Compressions In inches
in 8 in. ganged lengtiiB,
1st- at top, gusset to channel,
tioe for positions.
9 11 4 6 10 12
Compressions in inches in 8 in. gauged lengths, o"
nor positions,
agie to
angle
gusset
4 6
.0000 .0000
.0010 ,0001
,0002 ,0001
.0024 .0000
,0d02 ,0001
.0036 .0001
,0002 ,0001
.0040 .0000
.0042 .0001
.0045 .0001
.0050 .0001
.0053 .0001
lOOOl .0000
.0054 .0001
.0058 .0001
.0060 .0001
.0064 .0001
.0066 .0000
.0000 .0000
.0070 .0001
.0072 .0001
.0078 .0002
.0081 .0002
.0085 .0002
.0004 .0000
.0090 .0002
.0095 .0003
.0105 .0004
.0000 .0000 .0000 .0000
.0008 .0015 .0010 .0010
.0000 .0000 ,0001 .0000
.0024 .0028 .0026 .0024
.0000 .0001 .0000 .0003
.0044 .0046 .0046 .0042
.0002 .0002 .0003 .0004
.0048 .0050 .0049 .0044
.0052 .0053 .0053 .0048
.0066 .0057 .0056 .0052
.0058 .0062 .0062 .0056
,0064 .0064 .0066 .0060
.0005 .0004 .0007 .0006
.0070 .0069 .0072 .0064
.0074 .0073 .0078 .0068
.0075 .0078 .OObl .0074
.0083 .0082 .0086 .0076
.ooea .0086 .0093 .0082
.0011 .0006 .0011 .0011
.0094 .0092 .0097 .0090
.0098 .0099 .0103 .0094
.0105 .0104 .0110 .0102
.0112 .0111 .0116 .0104
.0117 .0118 .0122 .0110
.0022 .0018 .0022 .0020
.0124 .0128 .0120 .0119
.0122 .0128 .0139 .0128
.0135 .0164 .0162 .0131
.0000 .0000 .0000 .0000
.0010 .0008 .0007 .0005
.0002 .0000 ,0001 .0000
.0020 .0016 ^0017 .0013
.0002 .0000 .0000 .0001
.0030 .0027 .0029 .0025
.0003 .0001 .0000 .0004
.0034 .0029 .0031 .0029
.0036 .0032 .0033 .0031
.0038 .0034 .0037 .0033
.0042 .0036 .0059 .0036
.0044 .0038 .0041 .0041
.0004 .0002 .0000 .0011
,0000 .0000 .0000
,0010 .0009 .0007
,0000 .0000 ,0002
,0025 .0019 .0017
.0006 .0000 ,0001
,004e .0031 .0027
.0020 ,0002 ,Q001
.0052 .0031 .0030
,0056 .0035 .0031
,0062 .0035 .0033
.0066 .0057 .0035
,0072 .0039 .0037
.0033 ,0003 .0000
.0000 .i
.0008 .(
,0002 ,;
.0018
,0002
I
.0030 .'
.0000 .
I
.0032 .:
.0054 ,'
.0036 :,<
.0058 .'
.0041 .;
,0001 .
>
.0047 .0041 .0042 .0044 .0076 .0041 .0037 .0044 i|
.0049 .0044 .0045 .0045 .0080 .0043 .0042 .0046 £
.0052 .0046 .0049 .0048 .0086 .0045 .0045 .0049 A
.0054 .0048 .0051 .0051 .0090 .0047 .0046 .0051 .
.0056 .0050 .0054 .0055 .0094 .0049 .0046 .0066 .
.0005 .0002 .0001 .0014 .0046 ,0003 ,0001 .0002 .
.0059
.0061
.0063
.0066
.0067
.0004
.0069
.0071
.0073
,0052 .0057
.0054 .0069
.0056 .0065
.0060 .0065
.0062 .0069
.0004 .0013
,0064 .0071
,0067 .0075
.0069 .0079
.0067 .0100 .0052
,0059 .0103 .0055
,0061 .0106 .0057
.0064 .0110 .0059
.0067 .0112 .0064
,0025 .0066 ,0001
,0069 .0117 .0066
,0071 .0118 .0071
,0073 .0122 .0077
d04S
.0057
■i
0052
. 0060
.!
0055
.0063
J
0059
. 0066
.,
0061
.0069
0001
.0004
0
•i
o
0065
.0074
• ■:
0067
.0078
0073
.0085
fiEPORT ON IE3T NO. 67
Applied Loads:
in. gauged lengthe
ga\iged lengths.
gauge u lengths, at top.
12340 100C
61700 5000
12340 1000
61700 5000
123400 10000
12540 1000
61700 5000
12340 1000
61700 5000
123400 10000
1B5100 15000
197446 16000
209760 17000
222120 18000
£34460 19000
246 800 20000
12340 1000
61700 5000
1234O0 10000
lflolOO 15001
246800 20000
259140 21000
271480 22000
2838.20 23000
296160 14000
30e500 25000
12340 1000
61700 5000
123400 10000
185100 15000
246800 2O000
308500 25OO0
320640 26000
333160 27000
346520 28000
357860 29000
12867 -B 911
.0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000
.0009 .0010 .0012 .0000 ,0011 .0012 .0010 .0000
.0000 .0000 .0000 .0000 ,0001 .0000 ,0001 .0000
.0020 .0024 .0026 .0000 .0027 .0026 .0023 .0001
,0002 .'JOOO .0000 .0000 ,0001 .0001 ,0001 .0002
.0030 .0036 .0039 .0000 .0043 .0042 .0035 .0002
,0002 .0000 .0000 .0000 rOOOl .0002 ,0001 .0002
0046 .0038 .0002
0050 .0039 .0002
0052 .0042 .0002
0051 .0044 .0002
.0032
0039
0042
0000
0046 .
.0034
4,
0046
] JOJ
0049 .
.0036
004 9
0000
0063 .
.0038
004 6
0061
0000
0057 .
.0041
4e
0064
0000
0060 .
.0003
0001
0001
0000
0001 .
.0043
0150 .
.0045
0052 .
.0048
0056 .
. »60
0058 .
.0052
0062 .
,0004
0000 .
0062 ,0000
0066 ,0001
0069 .0000
OOOO .0000
.0063
0061
0049 .
0064
uu62 .
.0073
0056 .
0073
0068 .
.0083
0076
0062 .
.0007
0006
0001 .
.0054 .0064 .0074 .0000 .0091 .0081 .0064 .0000
.0056 .0068 .0079 .0002 .0101 .0087 .0069 .0000
.0066 .0072 .0087 .0002 .0117 .0097 .0068 ,0001
.0000 .0000
.0010 .0010
.0000 .0000
.0040 .0039
.004^ . '044
.0046 .0044
.0046 .0046
.0061 .0049
.0001 .0002
0054 .0062
0068 .0064
0061 .0056
0000 .0000
0009 .0000
0000 .0000
0034 .0001
0036 .0001
0038 .0001
0040 .0001
0042 .0001
0003 .0002
.0000 .0000 .0000 .0000
.0012 .0013 .0012 .0001
.0001 .0001 .0001 .0000
0041 .0047 .0060 .0002
0043 .0051 .0055 .0002
0046 .006? .0068 .0002
0049 .0056 .0061 .0002
0061 .0060 .0066 .0003
0000 .0004 .0007 .0002
3064
.0062
0069
OOOE
0056
.0066
0074
ooo:
.0071
0079
Out:
.0076
0086
3064
.0079
0090
0002
0001
.0009
0016
000:
0066 .0060
0069 .0063
0001 .0002 .0004
.0074 .0066 .0054 .0001 .0066 .0082 .0096 .0002
.0060 .0070 .0066 .0001 .0067 .0087 .0102 .0002
.0088 .0076 .0056 .0001 .0068 .0092 .0114 .0002
.0000
.0008
.0001
.0043
.0047
.0061
.0054
.0060
.0008
0000 .0000
0012 .0016
■0002 .0002
0044 .0069
0048 .0074
0050 .0080
0052 .0085
0066 .0090
0002 .0017
.0000
.0012
.0001
0056
0058
0062
0066
.0066
)058
.0098
. X.7b
.0071
0060
.0103
.0084
.0077
00 64
.0114
.0082
0066
.one
. 3099
. 3090
D069
.0124
.0108
.0020
-OOO
.0024
»18
.0098 .0072 .0133 .0121
.0102 .0074 .0141 ,0138
.0109 .0078 .0166 .0162
.0000 .0000 .0000 .0000 .0000
.0012 .0007 .0006 .0005 .0007
.0004 .0000 .ooop .0000 .0000
0026 .0059 .0025
0026 .0065 .0023
0030 .0070 .0025
0031 .0076 .00*?
0033 .0082 .0027
0002 ,0001 ,0002 .0037 .0007
0000 .0000 .0001 .0001 .0005
0052 .0039 .0043 .0023 .0094
0034 .0040 .0045 .0023 .0103
0036 .0043 .0050 -0026 .0114
0037 .U045 .0052 .0026 .0126
0040 .0047 .0056 .0028 .0135
0000 ,0001 .0005 .0004 .0069
.0044
0036
0035 .
.0048
0036
0036 .
.0060
0039
003e .
.0064
0041
0039 .
.0066
0043
0040 .
.0004
0006
0002 .
.0062 .u.046
.0091 .002y .0041 .0051 .0060 .0029 .0147
.0096 .0031 .0042 .0062 .0065 .0032 .0166
.0101 .0032 .0044 .0066 .0066 .0034 .0166
.0106 .0033 .0045 .0066 ,0070 .0034 .0175
.0111 .0035 .0046 .0059 ,0077 .0035 .0183
.0053 .0008 ,0001 .0003 .0101
.0043 .0120 .0037 .0048 .0063 .0079 .0036 .0194
.0044 .0123 .0037 .0046 ,0066 .0063 .U037 .01:01
.0044 .0126 .0037 .0048 .Q06y .0093 .0038 .0212
DEPARTMENT OF COMMERCE
BUREAU OF STANDARDS
WASHHiGTOlI
REPORT
'EST UO. 68
Hallway Engineering .
Counterweigh ted:
Nominal eeotiona
Radius of gyrati
Initial oondi
Lengh o
er all: 27 ft„-
In
Weight
n pounde: 1800
Sea. ar
a. actual, In a
.In,
12.39 («a)
Applied Loaaa:
Lb. lt>. par
total Bo. In.
In 150"
gauged-
lengths
DeflootlonB
middle of
length
in 8 In. gauged lengths
for positions
lat-
18390
61950
12390
61950
22390Q
12390
61960
123900
185860
12390
619C0
123900
166050
198240
210630
£23020
235410
247800
12390
61950
123900
165850
247600
260190
272680
264970
297360
309750
12390
61950
123900
1B5U60
247800
309760
322140
334530
346920
359310
371700
382400 3081 !
1000
6000
1000
6000
l : : v
1000
6000
10000
16000
1000
oOOO
10000
16000
16000
19000
EC - i
1000
6000
lOoOO
15000
100' 0
160i lO
:
2501 JO
0000
OOOO
0000 .
.0207
0199
0194 .
0026
0012
0003 .
0215
0204
0197 .
0459
0467
0436 .
0040
0016
0008 .
0230
0212
0203 .
0470
0461
0440 .
0712
0701
0663..
.0030
0019
0011 .
0214
0223
0193 .
0466
0487
0428 .
.0699
0737
0668 .
.0747
0718 .
0797
0836
0768 .
0853
0691
.0908
0944
0U73 .
0999
0928 .
.0046
0067
0016 .
.0240
0276
0211 .
.0491
0524
0466 .
.0718
0762
0689 .
.0982
1004
0933 .
.1035
1054
0983 .
1097
1109
1036 .
1147
1162
1088 .
1215
1275
1219
1277
1148 .
1213 .
.0095
0122
0068 .
02y9
0315
0263 .
.0562
0661
0493 .
.0796
0600
0733 .
.0995
1044
0927 .
.1297
1289
1221 .
.1364
1343
1273 .
.1420
1402
1333 .
.1606
1467
1393 .
1614
1642
1461 .
1700
1692
1617 .
ozia
0460
.0710
joie
0203
0460
004 5
0742
OBOE
)720
■3070
1026
1086
1140
1200
1267
1065
:.no
DUO
mil
127*
1336
1402
1477
1676
170U
OOOo
ulo-
0012
0207
0468
0019
0216
0466
0702
0019
oEoe
04 J 5
0700
D748
0001
0664
0 lOO
3966
00S7
3238
072S
0972
1024
1082
1104
■1272
1326
1389
OOS2
0099
0111
0137
0163
0119
0178
■MOO
0201
0217
0241
.0261
.0273
.0284
.0261
.0219
.0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000
.0010 .0008 .0010 .0008 .0006 .0008 .0006 .0007
.0000 .0000 .0000 .0000 .0000 .0000 .0001 .U001
OOOO .0000
0006 .0014
OOOO .0004
0300
0322
0366
.0476
.0636
.0660
.0616
.0673
.0249
.0731
.0613
.0948
.1288
.2045
.0034
0034
0039
0030
0023
0034
0030
0033
0062
0064
0063
0048
0044 .
.0034
0036
0042
0030
0023
0036
0032
0033
0056
0068
0067
0061
0046 .
.0036
0038
0043
0032
0026
0040
0036
0036
0070
0064
0048 .
.0038
0040
0045
0034
0026
0043
0035
0038
0062
0073
0066
0069
0061 .
.0040
0042
004 8
0036
0026
0046
0038
0039
0066
0078
0070
0063
0066 .
,0001
OOOO
0002
0004
0002
OOOO
OuOO
oooa
0034
0040
0010
0006
0006 .
.0000 .0000 .0000 .0000
.0013 .0010 .0009 .0012
.0001 .0000 .0001 .0000
.0000 .0000 .0000 .0000 .0000 .0000
.0012 .0000 .0011 .0010 .0012 .0000
.0000 .0001 .0000 .0000 .0000 .0000
J04 ■ .0044
.0041 .0046
.0043 .0048
.0047 .0061
.0049 .0064
.0001 .0000
0047 .0003
0049 .0003
0062 .0003
0066 .0003
0058 .0003
0002 .0001
.0043
.0046
.0048
.0060
.0062
.OOOO
0050 .0066 ,0040 .0032 .0062 .0045 .0047
0062 .0069 .0041 .0034 .0064 .0047 .0049
0064 .0062 .0042 .0036 ,0066 .0060 .0051
OOOO .0006 .0006 .0004 .0002 .0001 .0001
.0074
0086
0076
0068
0059
0066
O051
0067
0062
0003 .
.0076
0088
0080
0071
0061
0053
0060
0066
0003 .
.0081
0092
0064
•1070
0066
0074
0067
0063
0069
0003 .
.0066
0096
0089
0080
0069
0076
0060
0066
0073
0003 .
.0093
0103
0096
0076
0080
0063
0071
0079
0005 .
.0049
006S
0017
0006
0009
0003
0001
0003
0006
0001 .
0068 .0052 .0052 .0002
0060 .0066 .0064 .0002
0066 .0068 .006? .0002
0068 .0061 .0060 .0002
0073 .0066 .0063 .0002
0004 .0002 .0004 .0000
.0056 .0067 .0066 .0044 .0038 .0059 .0062 .0063 .0099 .0110
.0068 .0060 .0068 .0045 .0040 .0062 .0064 .0067 .0104 .0113
.0060 .0062 .0071 .0046 .0041 .0064 .0058 .0069 .0110 .0116
.0062 .0064 .0074 .0060 .0043 .0070 .0062 .0061 .0116 .0116
.0063 .0068 .0080 .0060 .0046 .007* .0066 .0063 .0120 .0120
.0101 .0090 .0061 .0086
.0107 .0094 .0086 .0089
.0112 .0101 .0089 .0090
.0123 .0109 .0093 .0092
.0139 .0121 .0097 .0094
.0066 .0073 !,0082 .0006 .0076
.0067 .0076 .0086 .0006 .0079
.0070 .0081 .0091 .0007 .0084
.0073 .0086 .0096 .0007 .0091
.0071 .0089 .0106 .0007 .0104
0069 .0067 .0002 Craokllng
0072 .0070 .0002
0077 .0072 .0002
0061 .0076 .0001 Cradling
0090 .0078 .OOOO
.0120 K .2198 Ultimate strength.
A
t top,
angle to
gusset
10 12
3000 .0000
0004 .0006
3002 .0001
3012 .0014
5002 .0001
3021 .0022
3000 -.0002
0023 .0020
3025 .0023
3026 .0024
3029 .0025
3033 .0026
3U04 .0002
3033 .0026
3035 .0031
3057 .0032
3036 .0036
3040 .0034
)o06 .0003
3042 .0036
3045 .0038
3045 .0040
3050 .0045
3050 .0044
)J10 .0005
3056 .0046
)u55 .0044
)059 .0044
REPORT ON TEST SO. 73
gauged lengths,
(tions,
lat-
tice
8 9 11
Compressions in inohee in
8 in. gaugeo. lengths, at
top end, gusset to channel,
for positions,
4 6 10 12
Compressions in inches in 8 in. ^aw
for positions,
ancls zo
gusset
12 5 4 6 7
Pag I
su lei.g,tns.
M
1000 .0000 .0000
013 .0014 .0001
001 .0001 .0000
028 .0029 .0002
002 .0001 .0000
042 .00*7 .0002
007 .0003 .0000
046 .0050 .0002
1053 .0053 .0002
1063 .0056 .0003
1056 .0061 .0003
060 .0063 .0002
005 .0004 .0002
063 .0067 .0003
066 .0071 .0002
070 .0073 .0002
072 .0076 .0003
076 .0080 .0002
008 .0009 .0000
079 .0064 .0002
081 .0088 .0003
084 .0095 .0002
088 .0100 .0002
002 .0106, .0002
014 .0021 .0000
096 .0114 .0002
099 .0122 .0002
104 .0157 .0002
124 .0131 .0002
.0000 .0000 .0000 .0000
.0008 .0015 .0016 .0007
.0006 .0001 ,0001 ,0001
.0016 .0032 .0040 .0022
r0006 .0002 .0003 ,0003
.0036 .0052 .0066 .0049
.0000 .00U5 .0010 .0003
.0042 .0056 .0072 .0051
.0046 .0060 .0076 .0053
.0048 .0064 .0082 .0067
.0064 .0070 .0087
.0038 .0070 .0092
.0002 .0010 .0016
.0062 .0080 .0098
.0068 .0084 .0103
.0073 .0090 .0108
.0078 .0094 .0113
.0094 .0100 .0119
,0063
.0069
.0004
,0073
,uO?j
,00cl
,0087
,0091
.0008 .0018 .0021 .0011
.0088 .0105 .0126 .0096
.0094 .0110 .0129 .0101
.0100 .0116 .0136 .0106
.0107 .0121 .0142 .0112
.0116 .0126
.001* .0026
.0146 .0119
.0028 .0017
.0124 .0134 .0166 .0127
.0135 .0141 .0160 .0137
.0150 .0146 .0167 .0163
.0166 .0162 .0180 .0177
.0000 .0000 .0000 .0000 .0000 .0000
.0006 .0006 .0006 .0012 .0008 .0010
.0002 .0000 .0000 .0000 .0000 ,0002
.0014 .0014 .0016 .0022 .0016 .0020
.0002 .0000 .0000 .0006 .0002 ,0001
.0022 .0024 .0027 .0036 .0028 .0052
,0002 .0000 .0000 .0012 .0010 ,0003
.0024 .0026
.0026 .0026
.0028 .0030
.0030 .0032
.0032 .0034
.0029 .0042 .0031 .0035
.0032 .0044 .0032 .0037
.0034 .004 7 .0034 .0039
,0037 .0050 .0036 .0042
.0040 .0052 .0036 .0044
,0002 .0000 .0001 .OOZO .0014 ,0002
.0034 .0036 .0042 .0068 .0040 .0046
.0036 .0040 .0046 .0060 .0042 .0046
.0058 .0042 .0050 .0063 .0044 .O06P:
.0041 .0044 .0052 .0006 .0046 .0052
.0043 .0046 .0050 .0071 .0043 .0054
.0002 .0000 .0003 .0029.. 0019 ,0002
.0046 .0050 .0058 .0076 .0060 .0056
.0049 .0052 .0062 .0078 .0052 .0058
.0051 .0055 .0064 .0080 .0052 .0062
.0056 .0058 .0068 .0064 .0053 .0063
,00o9 .0062 .0074 .0066 .0054 .0065
.0000 .0002 .0008 .0036 .0020 ,0002
.0000
.0011
,0001-
,0021
,000 1
.0033
.0001
,003-8
,0039
,0041
,0043
,0J4o
rOOOl
,0047
,0049
,0051
,0064
.0065
rOOOl
.0057
,005y
,0062
,0065
,006 7
rOOOl
.0000^
.0012
.0000-}
.0026 f
.0000*
.0040 i
.0004k
.004311
.00464
.004 5 j;
.O0D2^
.0054l<
.0004'
<
, 0056O
,0060 •
,0064/
•0066S
,0060
.0004 '
. 0G7;£
.007&*
.007a
. ooeojj
.oobA
.0010"
i
. 0090ft
.0064 .0065 .0078 .OOyO .0064 .0064 .0060
.0069 .0070 .0064 .0092 .0056 .00b4 .0073 .0094
.0076 .0076 .0092 .0096 .0056 .0066 .0074 .0100
.0009 .0086 .0102 .0096 .0056 .0064 .0077 .0110
REPOKT Oil TEST MO. 68
in 6 In. ganged lengt
in icohes in
ed loads:
1000
5000
1000
5000
10000
1000
5000
15000
1000
5000
10000
19000
20000
1000
6000
10000
15000
20000
21000
22000
B3000
24000
25000
10000
15000
20000
27000
28000
29000
.0000 .0000 .0000 .0000 .0000 .0000 .0000
.0011 .0010 .0010 .0000 .0012.. 0010 .0011
.0001 .0000 ,0001 ,0001 .0000 .0000 .0000
oooo
0000
0000
.0043
1040
0039 .
.0046
3048
0040 .
.0047
)046
0043 .
.0060
004b
0046 .
.0053
0062
0047 .
.0001
0002 .
0001 .0042
0001 .0042
0001 .0046
0001 .0048
0001 .0052
0001 .0000
.0056
0064
0060
0001
0064
0066
0067 .
.0059
0066
3058
0001
0060
0060 .
.0063
'- 36 ]
O056
0001
0062
0062
0062 .
3063
0069
0001
0066
0064
0066 .
.0071
0066
0062
3002
0071
0070
0070 .
.0006
jjj:
0002
0001
0007
0005
0001 .
0042 .0043 .0002
0042 .0044 .0002
0046 .0048 .0001
0049 .0051 .0000
0062 .0064 .0000
0000 ,0001 .0000
_»000
0000
0000
0000
M - )
0075 .0069 .0064 .0001 .0075
0079 .0072 .0065 .0001 .0078
0084 .0076 .0069 .0002 .0082
.0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000
.0009 .0010 .0007 .0000 ,0012 .0012 .0013 .0000
.0000 .0000 ,0002 ,0000 ,0001 ,0001 ,0001 .0000
0038 ,0039
0041 ,0041
0044 .0044
0046 .0046
0048 .0049
0000 .0000
.0073
.0072
0000
0O66
.0066 .
.0076
0066
.0069 .
.0083
.0081
0000
.0073 .
.0066
.0066
0000
0076
.0076 .
.0092
.0096
0002
0079
.0061 .
.0034 .0000 .0043 .0048 .0044 .0003
.0037 .0000*. 0044 ,0046 .0045 .0002
.0040 .0000 .0046 .0060 .0049 .0002
.0044 .0000 .0060 .0064 .0063 .0002
.0044 .0000 .0052 .0067 .0066 .0002
,0004 .0000 ,0002 .0001 .0006 .0001
0063 .0002
0067 .0002
0067 .0002
0069 .0002
0071 .0002
0007 .0000
.0060 ,0000 .0072 .0078 .0079 .0002
.0064 . JOOO .0075 .0081 .0081 .0002
.0066 .0000 .0080 .0086 .0087 .0002
.0072 .0000 .0088 .0089 .0069 .0002
.0080 .0000 .0091 .0093 .0093 .0002
.0062
0051
0048
0000
0056
0060 .
.0064
0060
0000
0056
0063 .
.0058
ous;.
0062
0000
0062
0067 .
0056
0000
0064
0070 .
.0064
0062
0060
OOjOO
0066
0076 .
.0001
0000
0004
oooo
OOOO
0002 .
.0000 .0000 .0000 .0000
.0009 .0011 .ooia .0011
.0000 .0000 .0002 .0001
0047 .0062 .004 7
0061 .0066 .0049
0056 .0061 .0053
0059 .0067 .0056
0064 .0071 .0062
1002 . 3016 .0008
0076
0080
0086
0016
.0072
0070
0078 .
.0078
0076
0066 .
.0084
0060
0092 .
.0092
ooei
0102 .
.0104
0098
0109 .
.0026
0034
0037 .
.0114 .0108 .0122 .0091
.0124 .0120 .0132 .0096
.0144 .0139 .0144 .0106
.0172 .0176 .0156 .0111
.0274 .0306 ,0165 .0112
.OOOO .0000
.0006 .0006
.0000 .oooo
0000 .0000 .0000 .0000
0008 .0010 .0010 .0009
OOOO .0002 .0002 .0000
0028 .0025 .0031 .0096 .0100 .0034
0030 .0026 .0032 .0105 .0108 .0034
0033 .0028 .0036 .0122 .0122 .0037
. .0038 .0138 .0134 .0039
I .0040 .0153 .0146 .0044
OOOO ,0002 ,0001 .0068 .0090 .0002
.0033
.0033
.0036
.O-jOO
.0011
.:- I )Q
. 138
0040
0044
.0000 .0000
.0014 .0006
.0004 .0002
0076 .0066
0001 .0066
0084 .0076
OOyO .0083
0096 .0092
0049 .0063
.0039
0035
0041 .
.0042
0037
0044 .
.0043
0039
0048 .
.0046
0041
0060 .
.0048
0045
005e .
.0000
OOOO
0002 .
.0172 .0159 .0046 .0042 .0052 .0102 .0103
.0184 .0168 .0047 .0046 .0067 .0108 .0112
.0197 .0182 .0046 .0048 .0062 .0112 ,0120
.0210 .0194 .u062 .0052 .0066 .0115 .0132
.0230 .0209 .0054 .0054 .0073 .0126 .0144
.0144 .0133 ,0002 .0006 .0017 .0069 ,0090
0050 .0046 ,0060 .0242
0051 .0049 .0064 .0252
0054 .0053 .0073 .0264
0056 .0059 .0086 .0278
0056 .0078 .0130 .0294
0220 .0054 .0060 .0080 .0126 .0154
0229 .Oo6e .0062 .0068 .0127 ,0160
0240 .0062 .0066 .0094 .0130 .0168
0248 .0072 .0073 .0102 .0131 .0174
0256 .0136 .0060 .0106 .0128 .0181
REPORT
ON
TBST MO. 12
Lengtii over ai
3eo. area, act
Gauged lenptlta
( b? calculation
62260
5000
12450
1000
62250
5000
124500
10000
12400
1000
62250
5000
124500
10000
166750
15000
12450
1000
62250
5000
124500
10000
186750
16000
199200
16000
211650
17000
224100
18000
236550
19000
249000
aoogo
12450
100O
62250
124 500
10000
166750
15000
249000
20000
261450
21000
273900
22000
286:55.0
8300'
296H0O
240JO
311250
25UOO
12460
1000
62250
5000
124 500
10000
166750
15000
249000
20000
3112 50
25000
323700
26000
336160
27000
546600
28000
361050
29000
■./I',- JO
30000
124 50
1C00
62Z50
5000
:
10000
166750
16000
249000
20000
311250
2 5000
373500
30000
365950
31000
396400
320UU
410650
42: 300
34000
435750
36000
4 702GD
37 71/;
ij.j.ij .0000
0102« .0099
0020 .0004
0028 .0002
'1112 .0099
0240 .0223
0376 .0347
0031 -0001
0118 .0097
0241 .0219
0378 .0346
0400 .0371
04S3 .0395
0453 .iX19
04 79 .0439
0505 .0464
0053 -0001
0123 .0099
0251 .0218
0366 .0349
0511 .0468
0542 .0494
U671 .0511
0600 .0539
0626 .0664
0667 .0589
0068 .0009
0138 .0104
0268 .0231
0401 .0359
0532 .0476
0666 .0594
0698 .0614
O730 .0642
0760 .0669
0800 .0702
0840 .0734
0106 .0041
0105 .0142
0316 .0263
0452 .0397
0668 .0614
0720 .0629
0666 .0759
0686 .0771
0943 .0607
1016 .0664
1111 .0969
1761 .1314
0000
1164
0003
0168
3402
3 10 )
3170
0292
0406
0440
3466
0497
0523
0553
U070
0494
062 7
0560
0683
0328
04 62
0680
0708
0736
07.; I
0248
0373
0498
002 6
0770
0898
0921
0970
1060
oooo
0118
0010
0121
0249
001!
3263
0381
0013
0130
0266
0381
0409
0436
0463
0262
0396
0496
3626
0553
0582
oOOU
0661
0063
0161
J061
0410
0536
0662
0692
o7: 2
0752
0788
0620
0092
0194
03J :
0463
3682
0713
0860
0671
0917
0073
0073
ooOO
0089
0091
009 7
O102
0101
1115
01 L9
0124
0063
0164
0201
0214
.0676
.0581
.0584
.0690
.0601
.0540
.0621
.0626
.0626
.0636
.0000 .0000
.0009 .0006
.0000 .0000
OOOO .0000 .0000 .0000
0006 .0006 .0008 .0006
0000 -0002 .0001 .0000
.0000 .0000 .0000 .0000 .0000
.0014 .0015 .0010 .0000 .0008
.0000 .0001 .0000 .0000 .0000
.0063 .0042 .0035
.0066 .0044 .0037
.0058 .0046 .0058
.0062 .0049 .0040
.0064 .0052 .0042
.0006 .0001 -0006
0028 .■■ HI
0028 .0046
0031 .0052
.0043
0031
0 £6
0031
0032 .
.0048
0036
0 300
0033
0034 .
.0062
0036
0032
0038 .
.0056
0041
0086
0037
0040 .
.0060
0043
0u3a
0038
0044 .
.0026
0001
0000
0000
0010 .
0040
0042
3 14 1
.0052
0048
0048 .
.0066
0062
0050 .
.0060
0067
0060 .
.0064
0061
0062 .
.0068
0065
0066 .
.0005
O005
0006 .
0062
.0046
0068
.0048
0072
.0052
0080
0084
.0068
0016
.0000
.0043
0040
0 30 J
0042
0039
.
.0047
0042
0000
0043
0042
0040 -
.0049
0046
0000
0046
0046
0042 .
.0053
0000
0050
0045 .
.0056
0060
0000
0054
0060
0048 .
.0001
0001
oooo
0003
0002
0003 .
.0068 .0064
.0072 .0067
.0078 .0070
.0082 .0072
.0086 .0076
. 1050 .0034
.0046
004 '•
0042
0044 .
.0048
0045
0044
0048 .
.0052
0046
0046
0050 .
.0066
0046
0062
0064 .
.0068
0061
0052
0060 .
.0002
0001
0001
0026 .
.0072
0071
00 7C
0090
0060 .
.0076
0075
0075
0096
0064 .
.0079
0079
ooai
0100
0069 .
.0083
0085
OOtiE
0104
0072 .
.ooea
0089
0090
0108
0076 .
.Ouoa
0009
0012
0021
0004 .
.0066
0064 .
.0070
0067 .
.0073
0060 .
.0076
0062 .
.0079
0066 .
.0009
0002 -
0044 .0092 .0080 .0062 .0052 .0066 .0057
0048 .0096 .0004 .0064 .0067 .0059 .0060
0050 .0100 .0086 .0067 .0060 .0063 .0064
0052 .0104 .0089 .0070 .0064 .0066 .0064
.0083 .0068 .005? .0116 .0094 .0079 .0070 .0074 .0070 .0062
.0087 .0070 .0061 .0120 .0096 .0084 .0074 .0079 .0070 .0062
.0093 .0074 .0066 .0126 .0096 .0091 .0080 .0084 .0078 .0062
.0054
C 094
.0096
.0096
0115
.0066
Oooo
.0098
0120
.0060
0104
.0105
.0106
0128
.0060
0113
.0110
.0112
0132
.0063
0116
.0116
.0117
0142
.0016
0017
.0015
.0023
0031
0067 .0062
0061 .0066
0063 .0058
0067 .0060
0069 .0062
0002 .0000
.0080 .0073 .0066 .0000
.0084 .0077 .0068 .0000
.0089 .0081 .0072 .0000
.0095 .0065 .0075 .0000
.0102 .0091 .0079 .0000
.0018 .0009 .0003 .0000
.0000
0067
0O65
0050
oo 01
.0000
0060
0067
0064
0001
,0000
0063
0061
0068
0001
.0000
0068
0063
0061
0001
.0000
0072
0067
0066
0001
.0000
0007
0002
0002
0001
.0126 .0123 .0128 .0146
.0136 .0129 .0140 .0152
.0146 .0137 .0154 .0160
.0146 .0147 .0128 .0000 .0160 .0149 .0139 .0001
24 .0061
24 .0052
27 .0056
27 .0060
2C .006-1
J 2 .00^4
REPORT
OH TEST
BO. 74
gauged lengths,
Compressions In inches la
Compressions
la Inches In 8 li
. gauged lengths,
one,
8 is. gauged lengths
. at
for
positions.
lat-
top, gusset to
channel,
angle to
tice
for positions.
gusset
B
9
11
4
6
10
12
1
2
Z
4
6
7
8
9
OOO
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0000
.0001
Oil
.0013
.0000
.0004
.0013
.0008
.0012
.0006
.0004
.0002
.0003
.0007
.0012
.0012
.ooos
000
.0001
.0000
.0001
.0000
.0000
.0002
.0002
.0001
.0000
.0000
.0001
.0002
.0000
.oooc
025
.0026
.0000
.0016
.0051;
.0030
.0036
.0018
.0015
.0011
.0007
.0013
.0026
.0022
.0021
OOO
.0001
.0000
.0000
.0002
.0000
.0004
.0002
.0000
.0000
.0001
.0001
.0003
.0000
.0001
038
.0040
.0000
.0031
.0047
.0062
.0050
.0030
.0026
.0022
.0013
.0019
.0038
.0036
.0031
000
,0001
.0000
.0009
.0002
.0003
.0007
.0004
.0000
.0000
.0001
.0001
.0005
.0000
.OOOC
040
.0041
.0000
.0034
.0052
.0054
.0052
.0031
.0027
.0023
.0013
.0017
.0040
.0038
.0039
042
.0044
.0000
.0036
.0064
.0066
.0055
.0034
.0029
.0025
.0014
.0019
.0043
.0040
.004C
046
.0047
.0000
.0040
.0058
.0061
.0068
.0036
..0031
.0028
.0015
.0019
.0045
.0042
• 004C
048
.0049
.0000
.0044
.0062
.0064
.0062
.0038
.0033
.0030
.0016
.0021
.0047
.0046
.0042
350
.0052
.0000
.0047
.0066
.0068
.0066
.0040
.0036
.0032
.0018
.0021
.0050
.0048
.0044
302
,0001
.0000
.0001
.0004
.0008
.0010
.0002
.0000
.0000
.0000
.0001
.0006
.0001
.0001
053
.0055
.0000
.0052
.'0070
.0070
.0072
.0042
.0038
.0035
.0019
.0023
.0053
.0049
.0046
055
.0057
.0000
.0054
.0073
.0076
.0075
.0046
.0040
.0037
.0019
.0023
.0056
.0051
.0050
057
.0059
.0000
.0058
.0077
.0082
.0080
.0050
.0044
.0040
.0021
.0025
.0057
.0064
.0052
060
.0062
.0000
.0062
.0080
.0083
.0084
.0052
.0046
.0042
.0021
.0025
.0059
.0055
.0054
D64
.0065
.0000
.0065
.0084
.0086
.0088
.0054
.0048
.0045
.0023
.0026
.0062
.0058
.0066
001
.0000
.0000
.0003
.0006
.0008
.0016
.0005
.0000
.0000
.0001
.0001
.0006
.0002
.0002
D67
.0068
.0000
.0070
.0090
.0094
.0093
.0066
.0051
.0048
.0023
.0026
.0063
.0061
.0056
068
.007 J1
.0000
.0074
.0094
.0094
.0098
.0058
.0053
.0060
.0025
.0027
.0066
.0060
.006C
072
.0078
.0000
.0078
.0098
.0099
.0102
.0062
.0056
.0054
.0026
.0028
.0072
.0062
.0062
076
.0080
.0000
.0084
.0102
.0104
.0109
.0065
.0068
.0066
.0027
.0029
.0072
.0064
.0066
oao
.0081
.0000
.0088
.0108
.0109
.0110
.0066
.0061
.0068
.0029
.0029
.0074
.0064
.0068
004
.0003
.0000
.0006
.0013
.0014
.0018
.0007
.0001
.0001
.0000
.0001
.0008
.0001
.0030
082
.0084
.0000
.0092
.0112
.0116
.0118
.0070
.0062
.0060
.0029
.0028
.0074
.0072
.0071
086
.0087
.0000
.0096
.0118
.0120
.0124
.0072
.0065
.0064
.0030
.0029
.0078
.0073
.0072
088
.0089
.0000
.0105
.0120
.0121
.0134
.0078
.0070
.0070
.0032
.0029
.0078
.0075
.0074
090
.0090
.0000
.0115
.0122
.0124
.0160
.0087
.0077
.0076
.0035
.0029
.0080
.0074
.0074
388
.0088
.0000
.0156
.0122
.0122
.0198
.0100
.0086
.0088
.0037
.0029
.0076
.0074
.0074
002
.0000
.0000
.0050
.0015
.0010
.0088
.0028
.0012
.0012
.0001
.0003
.0006
.0001
.0001
•
RESORT Otf EEST CO. 72
Applied Loads:
in Inches In 8
one in ir.or.-js in
n. from top, for
lat-
n. gauged lengths
Conpreeeions In inohea
In 6 in. gauged, length
at top, guaset to chan.
lnobee in 6 in. gauged length
12450
1000
62260
5000
1000
62250
5000
124500
10000
12450
1000
62250
5000
124500
10000
166760
16000
12460
1000
62i: 60
5000
124500
10000
166750
15000
199200
16000
211650
17C0O
£24100
leooo
£36560
19000
249000
20000
12450
1000
62250
5000
124500
100 oo
166 750
15000
249000
20000
£61450
21000
273*00
2 20 00
266350
23000
298600
2400 i
311250
25000
12450
1000
62L50
5000
124500
10000
16675J
15000
249 )C '
20000
311250
25000
323700
26000
336150
27000
&.U600
2B.OO0
361050
290O0
373500
30 00 J
12450
1000
62250
5000
124500
10000
166750
15 pOO
24'JOOO
20X)0
311250
25000
373500
30000
365950
31000
89840 ■
32000
410850
33000
.0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000
.0012 .0013 .0011 .0000 .0008 .0008 .0011 ,0001
.0000 .0001 .0000 .0000 ,0002 ,0003 .0000 .0000
.0044
0043 .
.0047
0046 .
.0049
0049 .
.0052
0051 .
.0056
0054 .
.0002
0001 .
0041 -0001 .0034
0044 ,0001 .0058
0046 ,0001 .0040
0049 ,0001 .0043
0052 .0001 .0044
WO »000i -0004
.0037
0039 .<
.0039
0042 .
0044 .
.0045
0047 *
.0048
0061 .i
-0003
0000 -
■0001
0001
0000
oooa
.0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000
.0011 .0008 ,0008 .0001 .0011 .0012 .0010 -0001
.0001 .0002 .0000 .0001 .0002 .0000 .0002 .0001
.0041 .0038
.0043 .0040
.0045 .0044
.0049 .0046
.0050 .0048
.0002 .0003
0040 .0003
0042 .0003
0044 .0003
0048 .0003
0051 .0003
.0039 .0041 .0040 .0000
.0042 .0044 .0042 .0001
.0044 .0047 .0045 .0001
.0047 .0060 .0050 .0001
.0049 .0052 .0053 .0001
0000 .0001 .0004 .0000 tOOOl .0000
.0058
0057 .
.0062
0059 .
.0064
0063 .
.0067
0065 .
.0070
0069 .
.0002
0002 .
.0072
0072
0066
OC ,1
.0060
0065
0070 ,(
.0076
0075
■L»07£
0001
OOtiG
WTA r
.0079
OU?*
uu7o
.0066
0071
0078 w>
.0082
-
0080
JO <1
007s
0062 ,(.
.0067
0087
0083
>Oui
.0074
0079
0087 ,i
.0005
0007
O003
0001
,0004
0001
0006 rC
0002
0 3 .. i
oo a
.0092 .0091 .OOeo ,0001 .0077 .0082 .0092 ,0002
.0097 .0G9U .0095 .0000 .0082 ,008d .0098 ,0002
.0.104 .0112 .0105 .0000 .0090 .0096 .0110 ,0001
0071 .0066
0073 .0073
007f .0077
0061 .0062
0066 ,0067
0009 .0007
.0066
,0003 .
.0071
,0003 .
.0074
,0003 .
.0076
,0003 .
.OOBJ
,0003 .
.0001
,0001 .
00f6 .0071 .0070 .0001
0070 .0075 .0072 .0001
0075 .0060 .0O7b .0002
0079 .0084 .0081 .0002
0085 .ooey .ooes .0002
0006 .0006 .0004 .0000
.0107 .0130 .0110 ,0003 .0113 .0109 .0105 .0004
.0000 .0000 ,0001 .0000
o )ba
,0001
004 7
0050
.0064
.0000
0055
.0051
0064
,0003
0061
0066
.0054
0001
0056
,0001
OOoO
0062
.0056
,0002
0057
.0055
0057
,0u03-
0054
0058
.0058
0001
0059
,0001
005L-
0054
.0060
,0001
0061
.0056
006?
,0003
0067
Ou6Q
.0060
0001
0 36 E
,0001
0055
0059
.0063
,0002
ootz
.0062
,0003
0060
0062
.0064
0001
0066
,0001
00.66
006S
.0068
,0002
0 M 7
.0066
0066
,0003
0063
.0066
0000
0000
.0001
0004
■ ■.:.
.0000
,0001
■ j 13
.0000
)000
,0001
0003
D001
,0000
0000
.0070 .0069 .0072 .0064
.0074 .0073 .0076 .0068
.0075 .0078 .0061 .0074
.00e3 .0082 .0086 .0076
.0088 .0066 .0093 .0082
.0011 .0006 .0011 .0011
.0124 .0128 .0130 .0119
.0122 ..0136 .0139 .0128
.0135 .01b4 .0162 .0131
.0000 .0000 .0000 .0000 .0000 .0000". 0000 .0000 .0000 .0000
.0010 .0008 .0007 .0006 .0010 .0009 .0007 .0006 .0004 .0006
.0002 .0000 .0001 .0000 .0000 .0000 ,0U02 ,0002 ,0002 .0001
.0048
006O
.0049
.0044
.0052
0063
.0063
.0048
.0066
0067
.0066
.0052
.0068
>062
.0062
.0056
.0064
0004
.0066
.0060
.0006
0004
.0007
.0006
.0034 .0029 .0031 .0029 .0052
.0056 .0032 .0033 .0031 .0056
.0038 .0034 .0037 .0033 .0062
.0042 .0056 .0059 .0036 .0066
.0044 .0038 .0041 .0041 .0072
.0004 .0002 .0000 .0011 .0033
.0047 .0041 .0043
.0049 .0044 .0045
.0052 .0046 .0049
.0064 .0048 .0051
.0056 .0050 .0054
.OOOfi .0002 .0001
.0031
.0035
.0036
.0057
.0039
.0003
.0030 .0032 .0023 .0020
.0031 .0054 .0025 .0023
.0033 .0036 .0026 .0024
.0036 .0056 .0029 .0025
.0037 .0041 .0033 .0028
.0000 .0001 .0004 .0002
.0044
0076
0041
JO?
.0044
.0033
5026
0080
0043
004!
0031
.0048
0086
0046
004 5
.0049
.0037
0"32
.0061
0090
0047
0046
.0051
.0036
oosa
.0065
0094
0049
0046
.0065
.0040
0034
.0014
0046
0003
0001
.0002
.0006
0003
.0094
.0092
0097
0090
0069
.0052
.0096
.0099
0103
0094
0061
.0054
.0105
.0104
0110
0102
3063
.0066
.0112
.0111
0116
0104
0066
.0060
.0117
.0118
0122
0110
0067
.0062
.0022
.0016
0022
0020
0004
.0004
.0067
0067
0100
0052 .
.0069
0059
0103
0055 .
.0063
0061
0106
8057 ■
.0065
0064
0110
0059 .
.0069
0112
.0013
0025
0066
0001 .
0*049 .0057 .0042 .0036
QOSZ .0060 .0045 .0028
0055 .0063 .0045 .0040
0058 .0066 .0050 .0043
0061 ..'069 .0050 .0044
0001 .0004 .0010 .0005
.0069 .0064 .0071 .0069 .0117 .0066 .0065 .0074 .0056 0046
.0071 .0067 .0075 .0071 .0118 .0071 .0067 .0076 .0055 .0044
.0073 .0122 .0077 .0073 .0085 10059 ."044
.0073 ,0069 .0
470200 377t>7
Applied LoadB :
12460
1000
62400
6000
12480
1000
62400
6000
124600
10000
12480
1000
62400
6O00
124 800
10000
187200
16000
12460
1000
62400
6000
124800
10000
187200
16000
199660
16000
212160
17000
224640
16000
237120
19000
249600
20000
12480
1000
62400
6000
124600
10000
187200
15000
249600
20000
262080
21000
274560
22000
287040
23000
299520
24000
312000
26000
12480
1000
62400
6000
124 800
10000
167200
15000
249600
£ 1000
312000
26000
324480
260 )0
336960
27000
34 9440
r Q .■ j
361920
29000
374400
30000
124 60
1000
62400
5000
124 600
10000
187200
16000
249600
20000
312000
26000
374400
30000
366860
31000
399360
32000
411640
33000
424320
34000
436800
36000
12460
1300
62400
6000
124600
10000
167200
15000
249600
20000
312000
25000
374400
30000
436800
35000
439 700
35232
440300
35360
.0000
0000
0000
.0069
0081
0113
0034
0005
.0069
0100
0113 .
.0204
0216
0265
.0005
0045
0002
.0067
0112
one..
.0207
0223
0257
0324
0339
0397 .
00O5
0060
0006
008 7
0112
0126 .
0222 .
0266 .
0327
0342
039 7 .
0353
0354
0428
0376
0Jo4
0457 .
)89fl
0376
0465 .
0424
0390
0612 .
04 50
0420
0643 .
.0006
00o3
0012 .
0126
0135 .
02O6
0276 .
032o
0361
0410 .
0429
0545 .
0476
0480
0672 .
0602
0610
0600 .
0629
0538
0633 .
0661
0559
0663 .
0592
0589
0698 .
0014
0070
0030 .
0097
0133
0150 .
0216
0251
0296 .
0334
0361
0430 .
0464
0470
0565 .
0592
0569
0702 .
0619
0612
0733 .
0652
0660
0764 .
0676
0676
0796 .
0720
0710
0834 .
0759
0745
0675 .
0056
0126
0080 .
0139
0190
0206 .
0260
0290
0344 .
0384
0400
0462 .
0610
0626
0618 .
0639
0651
0754 .
0772
0761
0890
0809
0930 .
0869
0634
0995 .
0942
0920
1083 .
1135
1120
1270 .
1664
1620
1628 .
0000
0113
oOol
0114
0376
0006
0116
0248
0374
0466
3478
0606
0! 6G
0381
0513
054 J
0066
0696
063 -
Oct 6
0041
0146
0279
04 16
U60U
06 6 6
0694
0728
0764
0603
-; 99
0731
op 64
oojh
0966
1066
1245
In 60 In.
gauged
lengths
0000
0099
0104
0110
0236
0360
0385
0406
0429
0451
0480
0020
0118
0242
0367
0484
0617
0545
0674
3603
0636
3039
... 32
0260
0637
0665
3699
0728
0434
3£ 64
0694
0913
1003
1193
3073
0079
0084
.0092 3
.0096
.0102
.0106
.0115
.0023
0126 3
0132
0136
.0168 S
.0162
.0168
.0168
0114 D
0123
0131
.0164 D
.0159
.0167
.0174
.0181
.0040
oiet
3191
0198
0212
0219
0060
TEST EO. 73
Initial coca
Riveting;
Uembere a
Alignment
Length over all; 11 ft.- 6 1/16 in.
Height in pounae: 676
Sea. area, actual, in bo., in. 12.48 I by oaloula
Gauged leii»:tl.s; 60 m. and 8 in.
lnoheB in 6 in
.0000 .0000 .0000 .0000 .0000 .0000 .0000
.0008 .0008 .0008 .0006 .0008 .0008 .0007
.0000 .0000 .0000 .0000 .0000 .-0001 rOOOl
.0028 .0030 .0039 .0030 .0043 .0030
.0031 .0032 .0041 .0031 .0046 .0032
.0033 .0034 .0046 .0034 .0048 .0036
.0036 .0036 .0047 .0036 .0062 .0036
.0037 .0039 .0061 .0037 .0054 .0039
,0001 .0001 .0003 .0006 .0024 .0001 .0001
0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 Temp.
.0027
0031
0060 .
.0029
0034
0064 .
.0031
0037
0068 .
.0033
0040
0070 .
0041
0072 .
.0001
0000
0034 .
009E
0098
0106
.0060
0046 .
.0066
0049 .
.0070
0062 .
.0076
0066 .
.0080
005 y .
.0008
0005 .
0061 .0046
0056 .004d
0060 .0069
0065 .0060
0068 .0061
0007 .0002
.0036
0039
0044
0003'
0041
0039
0038 .
.0039
0041
0047
0004
0044
0041
0039 .
.00*2
0044
0049
0004
0046
0044
0042 .
.0046
0047
0052
0004
0060
<J046
0045 .
.0047
0004
0004
0048
0047 .
.0001
0001
0002
0002
0004
0002
0002 .'
.0039 .0041 .00o3 .0040
.0041 .0044 .0067 .0042
.0043 .0046 .0060 .0043
.0045 .0048 .0063 .0045
.0046 .0060 .0066 .0048
»0001 .0002 .0006 .0011
0055 .0060 .0077 .0062
0067 .0062 .0081 .0054
0060 .0066 .0086 .0066
0001 .0004 .00) \ .0012
0058 .0041 .0030 .0045 .OOeO .0114
0062 .0043 .004,' .0046 .0081 .0118
0064 .0045 .0041 .0050 .0064 .0122
0067 .0048 .0043 .0063 .0086 .0128
0072 .0049 .0045 .0056 .0091 .0134
0032 r0OO2 .OQOiJ .0002 .0043 .0064
.0066
0061
0076
0066
.0092
0065
0079
0070
.0097
0069
0066
0076
0073
0068
0060
.0110
0077
0097
0066
.0017
0006
0017
0009
0080 .0066 .0062
0082 .0058 .0055
0086 .0060 ,0068
0037 .0001 .0000
.0069
0094 .
.0062
0100 .
0098 .
.0069
0100 .
.0074
0102 .
.0006
0046 .
0140
0144
0146
0161
0162
0074
.0116
0081
0103
0066
0067
0069 .
.0122
0083
0109
0094
0071
0071 .
.0129
0087
0116
0101
0075
0075 .
0091
0123
0104
0060
0080 .
.0147
0094
0131
0110
0086
0086 .
.0034
0006
0033
0018
0013
0009 .
0060 .0052 .0066 .0004 .0056
0053 .0066 .0060 .0004 .0059
0066 .0058 .0064 -0004 .0063
0059 .0061 ,006b .0004 .-0067
0063 .0066 .0071 .0004 .0071
0005 .0003 .0002 .0002 .0009
0076 .0004 .0076
0076 .0004 .0079
0082 .0004 .0064
0008 .0003 .0019
0052 .0051 .0004 Crackling
0063 .0064 .0004
0056 .0057 .0004
0060 .0061 .0004
0063 .0061 .0004 Crackling
0004 .0002 .0004 Eemp. 19.7
0066 .0003
0068 .0006
0071 .0006
0073 .0006
0060 .0006
0002 .0004
.0061
.0064
.0067
.U07t>
.0068 .0091 .0066
.0070 .0096 .0066
.0074 .0101 .0067
.0077 .0103 .0066
.0082 .0096 .0062
.0079 .0106 .0169
.0064 .0106
0091 .0069 .0070 .0092 .0108 .0164
0094 .0080 .0077 .0106 .0111 .0166
,0096 .0100 .0090 .0180 .0114
.0161 .0097 .0146 .0122
.0174 .0101 .0169 .0129
.0192 .0106 .0167 .0130
.0222 .0116 .0251 .0142
.0216
.0091 .0084 .0094 »OO06 .0102 .00e9 .0064 .0006
.0101 .0097 .0102 .0006 .0110 .0097 .0092 .0006 Crackling; eoale
.0116 .0112 .0116 .0006 .0121 .0114 .0110 .0006 popping off south
.0139 .0133 .0136 .0006 .0167 .Qlt>6 .u!60 .0007 oliauael 30 In. froi
.0386 U .0571 D
.0623 II .6020 J
.1933 N 1.986 D
.0000
.0009
.0000
4 .0061
4 .0052
•I .0056
-
t, .0004
2 .00.J4
3 .0070
3 .0074
) .0078
i .ooai
I .0066
i .oo4e
.0094
.0096
.0096
.0102
.0104
.0069
.0106
.0112
.0116
.0182
REPORT OH TEST DO. 74
Compressions in inches l
8 In, gauged lengths, at
top, guaeet to channel.
6 In. gauged longthi
000 .0000 .0000
Oil .0013 .0000
000 .0001 .0000
rOOOl .0000 .0000 .0002
.0000
.0006
.0002
0000 .0000
0004 .0002
.0001 .0000
.0000 .0000 .0000
.0003 .0007 .0012
,0000 .0001 .0002
.0000 .00'
.0012 .00
.0000 .00'
4 3
0041
.0000
.0034
J4 2
0044
,0000
.0036
046
0047
.0000
.0040
048
0049
.0000
.0044
050
Q062
.0000
.0047
002
,0001
.0000
.0001
.0052
0054 .
.0064
0066 .
.0058
0061 .
.0062
0064 .
.0066
0068 .
.0004
0008 .
00;. 2
0056
0068
ooer
...06 6
Ou 10
.0031 .0027
.0034 .0029
.0036 .0031
.0038 .0033
.0040 .0036
.0002 .0000
.0013 .0017
.0014 .0019
.0015 .0019
.0016 .0021
053 .0055 .0000
066 .0067 .0000
057 .0059 .0000
060 .0062 .0000
064 .0066 .0000
001 .0000 .0000
.0062 .0070 .0070 .0072
.0064 .0073 .0076 .0075
.0058 .0077 .0082 .0080
.0062 .0080 .0083 .0084
.0065 .0084 .0086 .0088
.0003 .0006 .0008 .0016
.0042
.0038
.0036
0019
.0023
0063
004S
.00
.0046
.0040
.0037
0019
.0023
0056
0051
.01
.0050
.0044
.0040
3021
.0026
0057
W64
.01
.0052
.0046
.0042
0021
.0026
0053
0356
.oc
.0064
.0048
.0045
00;0
.0026
0062
oo 5 e
.01
.0005
.0000
.0000
0001
.0001
0006
)00S
.00
067 .0068 ,0000
068 .0073" .0000
072 .0078 .0000
076 .0090 .0000
OfclO .0081 .0000
004 .0003 .0000
.0070 .0090 .0094 ,0093
.0074 .0094 .0094 .0098
.0078 .0098 .0099 .0102
.0084 .0102 .0104 .0109
.0088 ,0108 .0109 .0110
,0006 .0013 .0014 .0018
.0066 .0061 .0048
.0068 .0063 .0060
.0062 .0056 .0054
.0066 .0068 .0066
.0066 .0061 .0068
.0007 .0001 .0001
.0023
0026
0063
0061 .
.0025
0027
0066
0060 .
0028
0072
0062 .
.0027
0029
0072
0064 .
.0029
0029
0074
0064 .
.0000
0001
0008
0001 .
082 .0084 .0000
086 .0087 .0000
088 .0089 .0000
090 .0090 .0000
088 .0088 .0000
002 .0000 .0000
.0092 .0112 .0116 .0118
.0096 .0118 .0120 .0124
.0106 .0120 .0121 .0134
.0116 .0122 .0124 .0160
.0166 .0122 .0122 .0198
,0068 .0016 .0010 .0088
.0078 .0070 .0070 .0032 .0029
.0067 .0077 .0076 .0035 .0029
.0100 .0085 .0088 .0037 .0029
.0028 .0012 .0012 .0001 .0003
.0074
0072 .1
.0078
0073 .
.0078
0075 .
.0080
0074 .
.0076
0074 .
.0006
0001 .
in. gauged loufrti£
gau^ea Uiigtlu
12430
1000
62400
6000
12460
1000
62400
6000
124800
10000
12460
1000
62400
6000
12480O
10000
1G7200
1S(
12480
1000
5000
124 800
10000
187200
1: . :
1 9 9 E r ;
16000
212160
17000
S2464C
leooo
237120
19000
£49600
20000
124 eo
10W
62400
124800
10000
15000
: 49600
20000
274560
22000
267040
;;-:52j
14000
312000
25000
i^4eo
.
62400
5000
124600
1OO00
1G7200
LI
24 9600
■
312000
25003
3B44 00
26000
356960
27000
:,?-.- :
26000
361920
: ,
3744C j
30000
lt4eo
1000
62400
5000
124800
1O000
1K7200
ifiooo
24 9600
20000
su ooo
E5000
374700
3O00C
it-eeeo
31000
399360
3 '.000
411640
33000
- ■ ■
34000
.0000 .0000 .0000 .0000
.0010 .0010 .0000 .0012
.0000 .0000 .0000 .0000
,003e
0040
0039
DOOO
0046
0044
0042 .
.0041
0042
0043
0000
0051
0048
00* 6 .
0046
00<i6
0000
0054
0050
0048 .
.0046
0048
oo4e
0000
0057
0054
0061 .
,0049
3062
306E
0000
0061
0058
3055 .
.0002
0 300
J'JOl
0000
0004
0004
0000 .0002 .0001
0004
0005
00 3S
.
J0o4 .
..;;■:
005 7 .
.0058
OO60 .
.0059
0G6£ .
.006E
0066 .
.0002
0002 .
.000 6
3062
Oo6o .
.0070
0065
Ju^rr .
.0074
0066
0060 .
0072
0063 .
.0064
0076
0066 .
.0015
3008
0000 .
.0068
0069
0076
0000
0091
0080
0069 .
.0071
J074
M7G
OOUO
0094
0064
0072 .
.0074
0076
0083
0000
0093
0090
0076 .
.0076
.
0086
DOOO
0105
0096
OU79 .
.0084
0086
0092
0000
0109
0104
006* .
.0002
0006
:.'l 1
rOOOZ
■■
0022
0006 .
0004
I (004
0004
ooo5
3004
OOOE
.OOee .0069 .0096 »0001 .0117 .0114 .0092 .0004
.0094 .0096 .0102 »0002 .0125 .0124 .0096 .0004
.0104 .0107 .0112 ..0001 .0137 .0158 .0110 .0004
.0145 .0173 .0160 .0001 .0153 .0155 .0122 .0010
lut- top end, gii3S
. 30 3 3
.0009
.0000
.0000
.OOOfl
.0000
.0000 .0000 .0000
.0014 .0013 .0014
.0001 .0001 .0001
.0000
0001
0000
.0001 r'J004 .OOUi
-0003 .0045 .0046 .0050 .0002
,0004 .0049 .0053 .0053 .0002
,0004 .0052 .0053 .0056 .0003
,0004 .0055 .0056 .0061 .0003
,0004 .0056 .0060 .0063 .0002
•■0J04 .0004 .0005 .0004 .0002
.0000 .0000 .0000 .0000
.0008 .0016 .0016 .0007
.0006 .0001 ,0001 ,0001
.0051
.0053
.0057
.0063
.0069
• 00U4
.0042
0056
0072 .
.0046
0076 .
.004 8
0064
0082 .
.0054
0070
0087 .
.0036
0075
009 2 .
.0002
0010
0016 .
.0040
0061
.0004 .
;0047
0064
.0004 .
.0050
0049
Uua7
. --, .
0062
0061
.0004 .
.0066
0066
0064
.0004 .
• 0001
0002
.0004 .
0067 ,0004 .0079 .0079 .0064 .0002
0071 ,0004 .0080 ,0081 .OOcti .0003
0075 .0004 .0066 .0084 .0095 .0002
0079 ,0004 .0090 .0066 .0100 .0002
.ooetj
0105
0126 .
.0094
0110
0129 .
.
0116
0121
0156 .
0142 .
.0116
0126
one .
.OOly
0026
0028 .
.0073 .0076 .0069 .0006 .0104 .0096 .0114 .0002
.0077 .0063 .0096 .0006 .0106 .0099 .0122 .0002
.0066 .U092 .0105 .0004 .0114 .0104 .0137 .0002
.0097 .0107 .0119 .0003 .0126 .0124 .0151 .0002
0096
3101
UllJC
.0124 .0134 .0166 .0127
.0136 .0141 .0160 .0137
.0150 .0146 .0167 .0153
.0166 .0162 .0160 .0177
,0024
0026 .
.0026
0026 .
.0026
3030 .
.0030
0032 .
.0032
0034 .
»0QO2
0000 .
.0000
.0006
,0000
for positions,
ancle 10
Kuiset
4 6 7
.0000 .0000 .0000
.0012 .0008 .0010
.0000 .0000 ,0002
.0042 .0031 .0035
.0044 .003- .0037
.004 7 .0034 .0039
.0U50 .0036 .0042
.0052 .0038 .0044
.0020 .0014 ,0002
.0001- .0000 .0002 .0000
.003* .0043 .0024 .0011
.0039 .0046 .0024 .0052
.0041 ;0049 .0027 .0056
.0043 .UOZZ. .'■ .
3062
.0063
.0067
0003
0062
OOeO
.0098
.0073
0034
0036
.0041
0066
. 1
.0071
0002
0068
3084
.0103
0036
0O40
.0046
X>70
.0070
.0073
0002
0073
Ou'jO
.0108
.0081
0058
3042
.0050
3074
.0072
.0076
0003
0076
.0113
.0007
0041
0 . a i
.0052
007;
.0076
.0030
0094
0100
.0119
.0091
3043
004C
.0055
0007
.0008
.0009
OOOo
0008
ooi a
.0021
.0011
.0002
0000
.0003
.0056
0040 .
.0060
0042 .
.0063
0044 .
.0066
004 6 .
.0071
004 6 .
.0029 .
0019 *
0046 .004? .00513 .0028 .0070
0046 .0049 .0060 .0028 .0074
0OI5K: .0051 .0064 .0030 .0078
0052 .0064 .0066 .0032 .OOdl
0054 .0065 .0066 .0031 .006c
0019 ,0002 ,0001 .0004 *0002 .OO'ie
.0056 .0057 .0073 .0032 .0094
.0050 .0059 .0075 .0033 .0096
.0062 .0062 .0078 .0036 .0096
.0063 .0065 .0080 .u03? .0102
.0065 ,u06? .0088 .0035 .0100
■0001 .0010 .0004 .0059
.0064 .0065 .0078 .0090 .0064
.0069 .0070 .0084 .0092 .0056
.0076 .007o .0092 .OOyC .0056 .0066 .0074 .0100 0036 0118
.0089 .0065 .0102 .009U .0066 .0064 .0077 .ullj uo37 .0122
.0046
0050
0058
007C
0050 .
.0049
005 2
0076
0062 .
.0061
0055
0064
00 BO
00b2 .
.0056
005Q
0068
0064
005., .
.0oj9
0062
0074
ooee
0U54 .
.0000
0002
UU06
0036
0020 .
Railway Engin
9290
1000
46460
6000
9290
1000
46460
6000
92900
10000
9290
1000
46460
6000
92900
10000
139350
16000
9290
1000
6000
9E900
10000
139350
16000
148640
16000
167930
17000
167220
18000
176610
19000
186600
20000
9290
1000
5000
92900
10000
139350
16000
20000
196090
21000
£04380
22000
213670
23000
222960
24000
232260
26000
1000
46460
6000
92900
10000
139360
15000
185800
20000
232250
26000
241540
26000
260630
260120
269410
29000
278700
30000
9290
1000
9290
1000
46460
6000
92900
10000
139350
16000
185660
£0000
232260
26000
278700
30000
287990
31000
297280
32000
306670
33000
315660
34000
325150
36000
1000
46450
6000
92900
10000
139360
15000
166650
20000
232260
£5000
27Q700
30000
315150
3^000
3344 40
36000
364900
36200
for positions ,
0000
0120
0010
0130
0246
0396
00 1 5
0126
0270
0096
04 CO
0460
04 66
01.03
0630
0032
0146
Ob CO
0566
0612
0646
0660
0061
0166
0417
0639
0680
0706
oeoo
0B2E
o0 70
)48E
0620
0742
0660
1046
1140
1095
1210
1377
16i.'0
1068
0327
0416
0647
DEPAKHiEHT OP COMLIERC]
BUREAU OP SXAHDAKD3
BliJUIHGTOa
TBS'i* 110. 74
Uomlnal
gyration; 2.89
Alignment: Good.
(inches) Hor
0000
0102
O006
0107
0233
03*6
01 43
0866
03*0
04 1 8
0447
0470
0496
0016
0116
0496
0524
0661
0679
0607
0637
-019
0786
004 e
0066
016 7
0304
0416
0667
06 Hi,
0001 s
0007
0016
0024
0031
004 7
0049
0049
0069
0062
0133
0339
0339
0339
0337
8 in. gauged lengths.
.0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000
.0008 .0009 .0013 .0010 .0003 .0004 .0004 .0008
.0000 .0000 .0002 .0002 .0000 .0000 -0004 .0001
0014 up
0021
0021
0016
0006
0006 P
0007
0009
0018
0041
0103
0092
0163
0289
2686
.0037
0032
0036
0044
0017
0027
0026
0026
0016 .
0033
0039
004 7
0017
0030
0030
0017 .
.0042
0035
0042
004 8
0019
0032
0032
0032
0016 .
.0044
0037
0044
0061
0020
0034
0032
0036
0018 .
.0046
0039
0046
0064
0022
0034
0036
0036
0017 .
.0002 .0001
0003
0021
0001
0001
0000
0003
0001 .
.0046
0040
004 7
0069
0026
0038
0037
0038 .
.0062
0043
0060
0027
0040
0040
0040 .
.0064
0045
0052
0064
0029
0044
0042
0042 .
.0067
0047
0054
0068
0029
0044
0045
0046 .
.0060
0049
0056
0071
0031
0046
0046
0048 .
.0004
0000
0004
0031
0006
0004
0000
0004 .
0021
0022
0026
0026
0026
OOuo
0018 .0028
0021 .0031
0020 .0032
0020 .0031
.0064
0061
0068
0077
0034 .
.0066
0063
0060
0079
0036 .
.0070
0066
0062
0062
0037 .
.0072
0064
0066
0039 .
.0076
0061
0066
0086
0041 .
.0007
0001
0004
0039
0009 .
0048 .0049 .0060
0054 .0060 .0062
0068 .0064 .0066
0062 .0054 .0068
0062 .0066 .0062
0006 .0001 .0006 r0002 .0001
.0022 .0032
.0022 .0034
.0022 .0036
.0024 .0034
.0026 .0038
0063 .0068 .0091
0065 .0072 .0094
0068 .0074 .0096
0071 .0078 .0099
i .0086 .0103
.0021 .0050
.0041
.0043
.0:046
. 004 7
-UO-*9
.0011
0064 .0068 .0066 .0028
0067 .0062 .0066 .0026
0070 .0064 .0070 ,0026
0072 .0068 .0074 .0027
0076 .0070 .0076 .0026
0006 .0002 .0014 *0001
.0061
0039
0044 .
.U063
0041
0046 .
.0056
0051 .
.0069
0049
0053 .
.0062
0061
0068 .
.0003
0004
0006 .
.0000 .0000 .0000 .0000
.0016 .0009 .0014 .0006
-0001 .0001 .0001 .0006
.0049
.0062
.0064
.0060
.0063
.0006
0070
0072
0079
0063
o:>69
0093
0097
0106
0108
0111
0016
Length over all: 12 ft.- 1 in.
Height in pounds: 787
Seotional area, actual, in Bq. in. 9.29 (by o«lc
Gauged lengths: eo in. & 6 in.
.0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000
.0010 .0010 .0013 .0002 .0007 .0010 .0012 .0003 Temp. 21
.0000 .0001 .0001 .0002 .0001 .0001 .0000 .0002
.0041
0037
0038 .(
.0044
0040
0040 V
.0046
0041
0042 .
.0060
0044
0045 r
.0062
0047
0047 .
.0000
.0003 .0006 .(
0004 .0034
0004 .0037
0040
0004 .0042
,0004 .0046
006 6
.0066
0062 .
0066
.0069
0066 .
am
.0063
0070 .
007:.
.0064
0074 .
00 7 i
.0070
0076 .
0004
.0006
0012 .
' .0049 .0005
I .0052 .0006
• .0004 .0006
I .0056 .0006
. .0060 .0005
.0002 .0006 .0003
.004 6
004 7
0062 .
.0050
0049
0054 .
.0064
0063
0060 .
0065
0062 .
.0060
0060
0066 .
.0000
0009
0006 .
.0081
0076
0082 .
.0085
0079
0086 .
.0089
0082
0100 .
.0093
0086
0104 .
.0097
0091
0102 .
.0006.
0010
0017 .
.0063 .0061 .0006 .0063
.0067 .0064 .0006 .0065
.0069 .0066 .0006 .0069
.0071 .0070 .0006 .0072
.0075 .0072 .0006 .0077
.0000 .0004 .0004 .0004
.0063
0070 .
.0066
0070 .
.0070
0074 .
.0076
0060 .
.0079
0066 .
.0010
0010 .
0002
0002
0002
0002
0OO3
0002
OW"
0OO4
■0O04
0002
0004
0096
0108
0119
0066
0077
0074
0006
0082
0086
0089
0006
0112
0134
0090
0081
0078
0006
0006
one
0131
0094
0086
0082
0006
0099
0093
0088
0006
0102
0006 Crack
0123
0152
0114
0127
0120
0004
0115
0128
01*3
0004
.0000
0062
0026
0044
0086
0042
0069
0046
0002
0032
Palled by deflecting south and do'
age £-
I to
It
12
0000
0004
0000
00J.2
0000
X)18
3002
)020
)020
1022
>020
•022
1002
024
024
026
026
026
OOO
z
£3lT^
Compressions In Inches in
8 In, ganged lengths, at
top, gusset to ohannel.
in inches in 6 in. gauged lengths, at top,
for positions.
angle to angle
gusset gusae
9290
46450
9290
46450
92900
9290
46450
92900
139350
9290
46450
92900
139350
143640
157930
167220
176510
185600
9290
46450
92900
139360
185600
195090
213670
222960
232250
46450
92900
139350
185 800
232250
241640
250830
9290
46460
92900
139360
IBS 600
232250
278700
287990
£97280
306570
315660
326150
1000
5000
1000
6000
10000
1000
5000
10000
16000
10000
15000
16000
17000
10000
15000
20000
23000
24000
26000
10000
16000
20000
25000
26000
27000
2800C
29000
30000
1000
.0000 .0000
.0011 .0010
,00GG .0000
.0038
.0042
0038
0040
0039 .
0042 .
.0044
0044
0044 .
.004 8
0046
0047 .
0048
0050 .
.0000
0002
0000 .
.0053
0052 .
0054 .
.0068
0056 .
.0062
0060 .
.0066
0062 .
,0002 .
.0000 .0000 .0000 .0000 .0000 .0000
.0006 .0000 .0012 .0012 .0013 .0002
.0004*. 0000 .0000 .0000 .0001 .0001
0000 .0046 .0040 .0045 .0001
0000 .0048 .0042 .0049 .0001
0000 .0051 .0046 .0063 .0001
0000 .0062 .0049 .0064 .0001
.0062 .0000 .0054
.0056 .0000 .0070 .0058
.0058 .0000 .0073 .0061
.0061 .0002 .0076 .0065
.0063 .0002 .007fl .0065
.0000 .0000 .0013 .0000
.0068
0065
0066
0001
0082
0070
0074 .
.0072
0068
0070
0002
0084
0072
0084 .
.0076
0070
0072
0002
0087
0075
0090 .
.0060
0074
X>76
0002
0092
0079
0091 .
.0062
0077
0079
0002
0096
0082
0088 .
.0008
0001
0000
0000
0015
0002
0007 .
.0086
0079 .
.0091
.0097
0066 .
.0103
.0115
0100 .
.0026
0010 .
0061 .0002 .0099
0085 .0002 .0100
0090 .0002 .0104
0096 .0003 .0107
0108 .0006 .0113
0020 .0002 .0022
.0091 .0001
.0096 .0001
.0097 .0001
.0100 .0001
.0106 .0001
.0014 .0001
.0000 .0000 .0001 .0000 .0000 .0000 ,0001 .0000
0044 .0040 .0041 .0000
0047 .0048 .0044 .0000
0050 .0046 .0047 .0000
0052 .0048 .0049 .0000
0054 .0050 .0062 .0000
0000 ,0002 *0O01 .0000
.0000 .0000 .0000 .0000
.0004 .0013 .0008 .0012
rOOOl .0000 .0000 .0002
.0036
0032
0031
0000 .
.0040
0035
0033
0000 .
.0043
0037
0035
oooo .
.0046
0040
0037
0000 .
.0049
004 2
0042
0000 .
.0000
0000
0002
0000 .
.0060
0001
.0063
0001
.0065
0001
.0070
0001
.0071
0001
.0005
0001
.0052 .0045 .0045
.0055 .0048 .0047
.0058 .0060 .0051
,0060 .0054 .0052
.0063 .0056 .0056
,0001 .0001 ,0001
0001
0066
0050
,0059
0001
0068
.0061
0001
0071
0065
.0064
0001
0074
0069
.0066
0001
0076
0072
.0071
0001
0002
0003
.0001
. oooo
,0000
.0000
.0000
. oooo
.0000
.0060 .0053 .0055
.0064 .0056 .0067
.0067 .0057 .0059
.0070 .0060 .0062
.0072 .0064 .0066
.0004 .0001 .0000
.0000
.0000
.0000
-OCOO
.0000
.0000
0075 .0067 .0068 .0000
0080 ,0068 .0073* .0000
0082 .0072 .0078 .0000
0086 .0075 .0080 .0000
0090 .0080 .0081 .0000
0005 .0004 .0003 .0000
.rt079
0074 .
.0083
0078 .
.0088
0084 .
.0096
0091 .
.0130
0133 .
.0061
0064 .
.0073 .0000 .0094 .0082 .0084
.0077 .0000 .0097 .0086 .0087
.0083 .0000 ."0099 .0088 .0089
,0089 ,0001 .0102 .0090 .0090
.0132 ,0001 .0100 .0088 .0068
.0061 ,0002 .0005 .0002 .0000
.0000
.0000
.0000
.0000
.0000
.0000
.0034
o 11 2
.0054
.0062
0081
.0027
0023
0013 .
.0036
0054
.0066
.0066
0034
.0029
0025
0014 .
.0040
OOi'U
.0061
.0068
0036
.0031
0028
0016 .
.0044
006 2
.0064
.0062
0038
,0033
0030
0016 .
.0047
0066
.0068
.0066
0040
.0036
0032
0018 .
.0001
0004
.0008
.0010
0002
.0000
OOOO
0000 .
.0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .0000 .oooo
.0006 .0004 .0002 .0003 .0007 .0012 .0012 .0009 .0004 .0004
.0002 ,0001 .0000 .0000 .0001 .0002 .0000 .0000 .0001 .0000
.0017 .0040 .0038 .0039 .0013 .0020
.0019 .0043 .0040 .0040 ,0014 .0020
.0019 .0045 .0042 .0040 .0014 .0022
.0021 .0047 .0046 .0042 .0014 .0020
.0021 .0050 .0046 .0044 .0016 .0022
.0062
0070 .
.0064
0073 .
.0058
0077 .
.0062
0080 .
.0065
0064 .
.0003
0006 .
.0070 .0072
.0076 .0075
.0082 .0080
.0083 .0084
.0086 .0088
.0008 .0016
0070 .0090 .0094 .0093
0074 .0094 .0094 .0098
0078 .0098 .0099 .0102
0084 .0102 .0104 .0109
0088 .0108 .0109 .0110
0006 .0013 .0014 .0018
.0092 .0112 .0116 .0118
.0096 .0118 .0120 .0124
.0106 .0120 .0121 .0134
.0116 .0122 .0124 .0160
.0166 .0122 .0122 .0198
.0068 .0016 .0010 .0088
0001 .0006 .0001 .0001 .0002 .0002
.0042 .0038 .0035 .0019 .0023 .0053 .0049 ,0046 .0015 .0024
.0046 .0040 .0037 .0019 .0023 .0056 .0051 .0050 .0015 .0024
.0050 .0044 .0040 .0021 .0026 .0057 .0064 .0062 .0016 .0026
.0062 .0046 .0042 .0021 .0026 .0059 .0055 .0054 .0017 .0026
.0064 .0048 .0046 .0023 .0026 .0062 .0058 .0066 .0018 .0028
.0005 .0000 .0000 .0001 .0001 .0006 .0002 .0002 .0002 .0000
.0026 .0063 .0061 .0066 .0019 .0029
.0027 .0066 .0060 .006C .0020 .0030
.0028 .0072 .0062 .0062 .0020 .0032
.0029 .0072 .0064 .0066 ,0021 .0032
.0029 .0074 .0064 .0068 .0022 .0034
)08 .0001 .0030 .0002 .0000
0070 .0062 .0060 .0029 .0028 .0074 .0072 .0071 ,0022 .0034
0072 .0066 .0064 .0030 .0029 .0078 .0073 .0072 ,0024 .0035
0078 .0070 .0070 .0032 .0029 .0078 .0075 .0074 .0023 .0036
0087 .0077 .0076 .0035 .0029 .0080 .0074 .0074 .0024 .0038
0100 .0086 .0088 .0037 .0029 .0076 .0074 .0074 .0023 .0039
0028 .0012 .0012 .0001 .0003 .0006 .0001 .0001 .0003 .0006
.0066
.0051
0048
0023 .
.0058
.0063
0060
0025 .
.0062
.0056
0054
0026 .
.0066
.0068
0066
0027 .
.0066
,0061
0068
.0007
.0001
0001
oooo .
takent hole ohangea..
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