YB 10887 SWITCH LAYOUTS CURVE" EASEMENTS REESE LIBRARY L,_n n n__n n n, \ UNIVERSITY OF CALIFORNIA v4cce&sion No.y 5~Q H */ C/.mNo. SWITCH LAYOUTS SHOWING GRAPHICALLY THE LEADS, OFFSETS AND ALL DIMENSIONS NEEDED FOR LOCATING FROGS OF ALL NUMBERS AND CURVES IN ALL SWITCHES IN COMMON USE. CURVE EASEMENTS TABLES OF ANGLES, CHORDS AND DEFLECTIONS FOR EASING THE TRANSITION FROM A TANGENT TO A CURVE, AND FROM A CURVE OF ONE RADIUS TO A CURVE OF ANOTHER RADIUS. BY AUOUSTUS TORRKY, PRINCIPAL ASSISTANT ENGINEER, MICHIGAN CENTRAL RAILROAD. COPYRIGHT, 1892, BY THE RAILROAD GAZETTE. CONTENTS. SWITCH LAYOUTS. PAGE. Explanation of Diagrams for Laying Out Switches and Crossovers .... 5-12 Table of Frogs and Leads IB Single Split-Switches 14-22 Double Split-Switches 23-95 Single Stub-Switches 96-104 Double Stub-Switches . . . . (. ' 105-122- Locations of Frogs in Crossovers . . . .123 Middle Ordinates for Bending Rails 124-125 CURVE EASEMENTS. Explanation of Plates, Cases and Tables , 127-142 Plates I. to VII.: Functions of Transition Curves 143-149 Cases I. to IV. : Calculations for Tangent Lengths, Radii and Easements . . 150-155 Tables I. to X. : Functions of Transition Curves for Chords 100 ft. to 25 ft., and 1 to 15' Variation . 156-191 Tables XL to XVIII.: Simple Curves, 1 to 7 30' 184-191 LAYING OUT SWITCHES AND CROSSOVERS, The theoretical point of a frog may be found as follows : Mark the place where the frog is 4 inches wide from gauge to gauge; from this as a beginning, measure toward the point 4 times as many inches as the num- ber of the frog. Mark the wing rail opposite, and the latter mark will be opposite the theoretical point of frog. The figures given in the diagrams for the leads (distance from the point of the frog to the head-block) to frogs in straight main track apply to frogs in the curved main track, provided the main track forms a simple curve within the limits of the lead, except as to the degree of curve of the lead. When the frog is in the outside rail of the curve of the main track, the degree of curve of the lead will equal the degree of curve of the main 6 SWITCHES AND CROSSOVERS. track minus the degree of curve of the lead given in the diagram. When the frog is in the inside rail of the carve of the main track, the degree of curve of the lead will equal the degree of curve of the main track plus the degree of curve of the lead given in the diagram. In calculating the lengths and curves of leads the stiffness of frogs near the points has been considered, and for this reason it has been as- sumed that the legs of frogs cannot be bent nearer to the point than 3 ft. The recognition of this fact is of especial importance in the case of a nest of frogs coupled so closely together as they are in some of the combinations shown in the diagrams. Lead rails and the unbolted part of the legs of frogs should be bent to the proper curve before being spiked down, and for this purpose a table for bending rails of any length to any degree of curve is given. The offsets shown at different points on the drawings of the layouts are measured from the gauge side of the rails. These offsets are exactly true only when the angle of a frog accords with its reputed number and when the lead is put in precisely as the figures given in its diagram require. SWITCHES AND CROSSOVERS. 7 In using tlie figures from the diagrams, always begin at the frog end of the lead and measure the partial distances from the theoretical point of frog toward the head block. If made strictly at the points indicated by these partial distances, the offsets given on the drawings will result in a lead which is exactly right, if the angle of the frog is exactly right, and nearly right if the angle of the frog is nearly right. The use of the offset \ enables a man with an unpracticed eye to lay a perfectly correct lead and | also avoids the necessity for lining the rails before spiking them. Ties should be laid in the same order as listed under each diagram, 1 and with 20-in. centres, unless such spacing interferes with switch con- nections or the proper spiking of the joints. If the standard length of the tie on any road is longer or shorter than y ft., the difference must be added to or taken from the lengths of the ties as given. The figures given for split switches apply exactly only to points 15 ft. long with a 5f-in. offset from the stock-rail at the heel of the point. The planing of 15-ft. points varies, however, so slightly, in so far as it affects the angle made with the stock-rail, that the figures given for 8 SWITCHES AND CROSSOVERS. lengths of lead and intermediate offsets will be applicable to most of the 15-ft. points in use. In split switches the point-rail is that part of the lead which turns the truck most abruptly. For that reason it has not been thought advis- able to consider a point-rail which makes a sharper angle than the one shown in this work. Fifteen feet is an economical length at which to cut points, and 5 in. allows room for a spike at the heel of the point rail when its base does not exceed 5 in. It does not ease the transition from the main track to the curve of the lead, nor does it lessen the curvature of the lead appreciably, to curve the point-rails on their unplaned portion. In consequence the point-rail has been considered straight throughout its whole length in these calculations. With the point-rails turned for the side track, it is probable that the heel of the planed portion will not always touch the stock rail if the joint at the heel of the point-rail is fully bolted, but the passage of a track will have the effect of forcing it there, making the point-rail tangent to the curve of the lead, although its appearance may not indicate it when the switch is not in use. SWITCHES AND CROSSOVERS. 9 In the diagrams of combinations consisting of two split switches and three frogs, that diagram is first given which provides not less than 2 in. clear room for attaching rod No. 1 to the second switch point, when the rail has a base, and the switch-stand a throw, of not to exceed 5 in. In the case of a narrower rail-base, or less throw to the switch-stand, the clear- ance is of course greater, but 2 in. will admit of a special head-rod connec- tion without interfering with the point-rail of the first switch. On the suc- ceeding page will be found a diagram of a combination of frogs which takes up less room in the track, but which requires that the flange of the lead-rail of the first switch shall be cut away to allow room for the pas- sage of the head-rod of the second switch. From an inspection of these combinations, which are designed in such a way as to provide for the use of ordinary frog angles, it will be seen that many of them are undesirable for general use on account of the close or special work necessary for coup- ling the frogs together and for arranging the wing-rails. In cases where both switches turn toward the same side of the main track, it is evident that one of the tracks shown in the diagrams as a, turn- 10 SWITCHES AND CROSSOVERS. out from the main track becomes the main track, and the degree of curva- ture of the first lead equals the sum of the degrees of curvature of both leads in the table. The other dimensions, although not mathematically exact for this change, are practically so if the main track is a straight line or a simple curve. It is important to notice in the diagram which frog is ahead, although it does not matter on which side of the track it is. The leads of stub switches are computed on the same premises with regard to frogs as are the leads of split switches. The moving rail is in no case regarded as moving more than 22 ft. back from the head-block, and has a switch stand throw of 5 in. If more rail than 22 ft. is left unspiked it is unlikely that it will be affected by the movement of the switch-stand. While it is probable that the moving rail will in practice assume a curve differing somewhat from a circular curve, it has been regarded as a simple curve in these calculations, either of the same degree as the rest of the lead, or of that degree due to a deflection of 5 in. from a straight line in 22 ft. The same general facts alluded to above which apply to combinations SWITCHES AND CROSSOVERS. 11 of split switches are true of 3-throw stub switches, which latter, however, are for many economic reasons to be avoided if possible. The lengths of leads given in the diagrams differ a little from some in use, mainly because the rigidity of the frog is regarded as a necessary factor in these calcula- tions. If the leads of the switches given are shortened the degree of cur- vature is evidently increased, while if the leads are lengthened, a portion is just as positively, though perhaps less evidently, increased in degree of curvature. The simple curve which unites the tangent at the frog with the tangent of the switch-rail at the switch-stand is therefore the easiest and the best line to follow. The diagrams showing the positions of frogs in crossovers give the proper location of the frogs when the main tracks are straight and con- nected by a piece of straight track, or when the main tracks are curved, and the frogs are connected by a piece of track whose degree and direc- tion of curvature is the same as that of the main tracks. Owing to the condition, in the leads of frogs of small angles, that the point rail makes a much greater deflection from the stock rail than 15 ft. 12 SWITCHES AND CROSSOVERS. of the lead curve would make, it follows that the lead from point of switch to frog is virtually a compound curve with its sharper portion at the point end. This compound curve of lead sometimes becomes a reversed curve when a frog is in the outside rail of a curve sharper than the lead of a sim- ilar frog in straight track, and the lead will look awkward when the above limit of curvature of main track is approached. A remedy for thi , awkward appearance, which can be applied in many cases, is to reduce the bend in the stock rail and put the balance of the bend in the opposite rail of main track, which is ordinarily kept straight. This introduces a com- pound curve in the main track between the frog and the beud, and the offsets to lead given in the table will not apply exactly, but the standard length of lead will be nearly enough correct. It follows from the foregoing that a wide frog generally looks better on the outside of a curve, and that it is advisable in a combination of frogs to put the wider one in the outside rail of a curved main track. TABLE OF FROGS AND LEADS. 13 GAUGE 4 FT. 8^ IN. (4.71 FT ). MEASUREMENTS IN FEET AND TENTHS OF A FOOT. ^No. of frog. Frog angle. SPLIT SWITCH. STUB SWITCH. No. of frog. 4 Lead H.B. to Frog. Fly rail. Deg. of curve. Total dist. on rail. Switch rail. Lead H.B. to Frog. Deg. of curve. 4 14 j&5' 42.28 15.0 52 51' 34.67 10.40 24.27 45 36' 5 11 25' 49.23 15.0 30 44' 44.12 13.21 30.91 27 49' 5 9 32' 55.47 15.0 20 31' 53.45 16.00 37.45 19 09' 6 7 8 10' 61.45 15.0 14 33' 62.98 18.83 44.15 13 36' 7 8 7 9' 67.12 15.0 10 48' 72.45 21.65 50.80 10 17' 8 9 6 22' 72.43 15.0 8 18' 77.92 22.00 55.92 7 55' 9 10 5 44' 77.41 15.0 6 33' 82.64 22.00 60.64 6 8' 10 11 5 12' 80.00 15.0 5 54' 87.00 22.00 65.00 4 54' 11 12 4 48' 87.01 15.0 4 15' 91.52 22.00 69.52 3 52' 13 N 12 Frog. Sxlit Jw&ch. 87 '-Oft" - Stv/fc/? T/es 20"ce/?f/-c 6\/0\/O' . /O . s - 7 3 * N3-// fyo(t,3ff(ft Rciet . J -Mr 15V, SO' cert f re to ce#ff* + / f/ecref ff/ocft ' B\ /6 "- /6 'fog. 7 Ties 6'*/0'. 9' // ', 6"^/0 H - /O' /o : tf -/<>-. //.' 7 d / A 72 fck 7/es ock 8"/6'-/6 '/OHO . &./>: 3' 6',/o'-/o" 6' /- + - 6*/O'~ /O' I 4- 6' /MeaafB/oc/r &*/6"-/6' $ * 6 4- 7/es 6'*/0~- /O' / a . 6 6 ' 6"* /o"- //' 16,6 S 6'* /O". -- I UNIVERSITY J or:7f^ J 35 V, 36 Stv/fcA 7/es 0" centre bce/rfr*. 3T\, d/K//^ T/es O"cr/7fre A centre '&* 39 742 -4 \ 43V. StvifcA 7/es "cfatrv frectfrg 744 fci &'//tf-'4Jo"- 4~/f'- +--/*'- 4- 3'- ie-a#*- - -IZ-9J& 'S/r/ycJ 77'es 20"ce/r/r* 6 car/re 46 Sjv/'/-cS> 7/ef *c en /re. to centre . V* OF THE I UNIVERSITY 47V 49\ 6O 5lX -* - -/&:-"-* gO'cffisrefo. /ftcacfB/ocff 8\/6'-/6 'lotto r/ts 6'" '~* 9' 4 ~ tf'i J T/es ff\ r 6O SO'-Ofr" *- -/?'- r 62 63 Stv/rcfi r/es O "centre to ew/s . / free/of 0/*cJ ^^ (UNIVERSITY) V Of ==: ~J r 68 69 7O 73V /*"*/' > 7 4- "V. .X76 77V. 79V -Stv/ScA 77<8s20"c/tAre A> centre 82 Sw/fcA 77es O "centre fr centre 83 /** 3tv/'/-c/r Ties fO'cerjfre ib centre UNIVERSITY )) 85V -* " ^^ \^O Q \t * _3|f XJT-. -^ Stv/fcJ 1 . T/cs SO'ctrfre A c/rfre 7T/es C 6*%\9'"! 86 8?V / Switch. Too T/'fS SO "Ctfifre to fe 6* */i(ch. Jtr/'fcft 6'/o'- 1 O4 x S0"* // 05 3/tcJt Ties 0*C*itfo A> centre ^ O6 ^**^y * [ * It J29'./*" 4 37'- 07\ es ^e'ceamfrffe/rfre. /#eae//ecA- 8~*/ff\ /&'/ ff . 4- . J . u OF THB UNIVERSITY VERSITY J ,,. . wiibi. ^^r '1 08 09V TTio "V. J\ 12 s gw-r.^.i ,4 3-4- -x^-lt _ *- t 23:2^" 4 ynr /TTe" Stv/'fc/? 77'es O"ceafre focc/?/ I17V. TT8 119V 72^-*z.r"* 1 A 1 J_ I. . ^t. T<^ ^ - -/# '// ^ 3 ^-f- -^'-^ J/'7M,' \. -J/' -^ . 3w/fc6 T/esO"Cenfr focesrfse. 2. i ff"x/0'*/5 V UNIVERSITY SO' 23^ DISTANCE &. N??OF FROGS, A -13 A- 12' 6" A- 11-6 4-. /J '. rt'./OK S. so'.otf 6. 7. 24'. 3" A 22'JOW /O ' 5 33 './'/* 33'.*% 36' 3 W 30:9%$ r l 24 MIDDLE-ORDINATES FOR BEN DIN & RAILS. Orc/inafes erf Me quarters are %t of M/afcffe-Orcf/ncrfes^ Curve. Cfiorcf /oo: 30: 23: ae: LEWGTH of RAILS 4: 22: 20: /0-3 383 / 3-3% *&. B/a 27a 2% Z*L __ A. /*/* '*- MIDDLE-ORDINATES FOR BENDING, RAILS. Orofmcrfes af Me a carters are */* of M/'cfcfte- Ore/mates . Offfree Curve Cfioraf /oo: LFMGTH of RA/LS so: 28 26: 22', so: /s: /o Cu/vt . 3-6% /&. 338.3 fi'/p 1& /ty/6 7 //6 //r 3/9.6 3 3 // 2% /7e /'/* -JS1.-SOZL 20' 287.9 3_%L 2. /*/* 4/8 S'/8 /3 //6 20' 21 4-7/e 4% 3%. 3 3 //6 2% /'*/* 2%L. 3 s //6 R^L 2 s //6 / 7 /8 4M. 32*. '*/ 11 22: 23 24 24O.S S-3//6 S'/z '//6 25". 23/.0 5 3 3 //6 /*/+ / S //6 25 261 2.22^ ^J **L 3% gJ&L 2l 27L 2SL 27? S/4.S 4% 4'1 26- 206.7 43* 29: 6-4 3 /e 6% S'/e 3. /'/a 29 CURVE EASEMENTS. Transitions from tangent to curve or from lighter curve to sharper curve by the introduction of equal chords of regularly increasing degree of curvature. The object of easing curves at their extremities is to turn the truck gradually, and thus avoid shock to car and rail, and also to secure a grad- ually increasing elevation of the outer rail, without having that elevation un- duly great at any point. It is manifest that the elevation due to a sharp curve cannot be used at the point where that curve is changed to a straight line without carrying a decreasing elevation for some distance from the point of curve along the straight line. This elevation on the straight line, 128 CURVE EASEMENTS. if at all pronounced, gives an unpleasant sensation, and it is the aim of good trackmen to adapt the line at the ends of curves to the super-eleva- tion which they have to reach. The practical result of lining this part of the track by eye generally introduces an unnecessarily fiat piece of curve and an unnecessarily sharp piece of curve into the transition, and the changing super-elevation seldom accords throughout the transition with the changing degree of curve. The method pursued in the following tables secures a practically gradual transition, the ease of passage being dependent upon the length of chords used and upon the amount of change in the degree of curvature of successive chords. The stakes for lining the transitions can scarcely be set except by an engineer. The formulas for the various cases are within the easy comprehension and use of a competent surveyor. The functions of the transition curve which are used in the formulas and in laying out the work are illustrated by the seven "plates" immediately suc- ceeding this text. In the "tables" (I. to X. inclusive) the equal chords AB, BC, CD, and CURVE EASEMENTS. DE, of the transition curves (AE of plates) are designated by the degree of the curve they subtend. That end of an equal chord which joins an equal chord o( less cur* vature is designated as the " small end," the other as the 22|', which last deflection is to the "small end" of the 15' chord, or the end of the transition. The angle between the " long chord " joining the "small end " of the o 15' chord with the "large end" of the 2 45' chord, and the tangent through the " small end" of the 15' chord, is found below the heavy horizontal line of table in column CURVE EASEMENTS. 139 marked at the foot 15' and in space marked on the left 2 45', and it is 2 52'. If an inrermediate set up is used the angles are found in a similar way to that already described. Case I. illustrates the ordinary joining of two tangents of location with any desired curve eased by a similar transition carve at each end, and ap- plies where the exact point of curve and point of tangent are not of such material consequence as other features of location are. In making a " paper location/' it may be necessary to show just where the central part of an ea ed curve will lie. This position can be shown correctly between the limits of the " central curve" by uniting parallel tangents with a simple curve of the same degree of curvature as the " central curve/' These parallel tangents will lie inside the tangents of location, an amount equal to the SI .:* V /?g . 4 i N 149V. fe *|B *x& |-i!> !i* &?? 4il &% m * * i ^Cvl^ Jo^' kjQ yitnj orncf 7" of simp fe ct/roe * / Jffffions of /0Oft. easement JtfC, its /engtn s /'jfations of/OOff f its curvafure = o(. degrees ^ : -l- <* . ~ en the '/nter/ned/ate curve" wou/d 6e inconren/6nf/y sbar/y oy /b/ f>recf's6/y the /nefhoc/ f/' utafer CdSE/ff, an ac/rcrnfage mcty 6e Stcrcf 6y /nor/'ng oi/f ffre /rj/'c/d/e of the curve any desired crmounf H/1. Put tangent MB ' para Me f tv/'f/f tangent at ff, assume any po/'nts M and M' on or/'ama/ tangents, ana/&s C'MX A- BMM'. Measure 4M artddW. and find "t'nterme. df'ate curyes*(nrt/ch tv/// 6e tangrertf to eacn oMer a? A) and //'m/'ts of crs /'/? f/rst giren sne vnder CASE ///(continued). '/n prdvia'/r/gr for fhe easement of Me of a fory curve, when Me */'rtfer f cur ye lYOu/a 1 oe /ncor>rer>terrf t \- 7rsf giren under CJSE ///, ar) \ may 6e S?ac/ 6y / ouf fne rrfia'a'/e of Me curre c/es/'rec/ or re faken erf evert ^farf/ons from JJ s/mjo/e curye dA/4 ' /S crnct /1'8' or re farrtgrerrts fo crre ort or/'grrrtcr/ artg/es C M4 '' ''' measure ftsryes * arro/ //m/'fe of casernes? fa crs /rt mefrroc/ f'rsf ff/'ven tsr>c/er M*M'/narj/ 6e assumed arty CASE IV. crsement of trans/' f/on from one Curve fo " cr lesser one t'/? the scrme of /reef /'or? . 155^ G/utn BFDi D* 6ranc/? of (e aser curvature. Choo -se easement &Td of '/ """^^ foto/ curvature C '/ let c"^ degree of curve BE^c* cfegree of curve '/ __ ..._ - GE * /" stat/'ons of /OOff- t 3 f * f stations of /00ft. A L%^"^f^T -!^"- !!^ B7J4 6e S&nyent at ff. and any fa c~~ ornate c . '7'+ c 7' s c , ana" /'-/-/ ^C/?orcf dB requires c frfi-semenf .C fo reared /\^ ^ __ c f'ess through /". ^ /^// comp ounof curve 6efw /lana/D. /jpprox.racftf founcf tnus: y * " (fr ~* 7V.o/,r<- J~ Mff\ // = g:* : s. N s? <*; K I! 157 TABLE II. - /OO /? <3O ' Yarr/'crf/oft , O'JO /jo' /s 0*40. 9* JS. 6' 30'. /37'/ a ' 4#. jz&: 5 rjo: ' JO- 3' 5 8 TA BLC JI (cor>f,*uej) /OO ff Cbor&s . 3O' Vcrr/'crf/'on . B. Offsets 'fro* 7 Tcrrtgfertf fo "f?cfe of C/?oraf& . + y&>' 3" 2-30: Z' /30' / 0*30: 3. -4 9 /S 64 S5.68 4O 86 f6 4+ 70.69 4/.9S 08 39 4-<* 0'30" /OO OO 3 OS /O 30 /9 08 33 94 4S.66 S3. 2O 60.83 3' 30' /" /99 36 /OO .00 Z.6S 9/6 /7 87 Zf.OO 34. S3 39. 6 / 3" /* 3O 239 9/ /99 9S 99 .99 2/6 7.4J SO. OS S3. 97 '30 ' 2" 399 66 2- 9A . 76 /99 9O 39. 98 , s.er /0.03 /3. O6 2' S"3O' 499.07 393.26 239. 5S /9_.ff2_ 99.98 /. 3/ *J.A3 6 // /'30' 3* ~69S~S6 4-96 1./6 398.70 Z99^S8 /39. 73 &9.97* 1 .87 z /e 4' 396 06 496 94- 397.98 298.93 \ S39. 6S 99. 9S .44 O"3O 79/. 69 692 43 S93. 76 43S. 4-f 397. fO 29S Se /99.49 39.34 0" 30 / /*&>' S' -30' 3" 3" 30' + /'rojecf/ois of Z.or?gr Chora's osr Tcrttgres?/- . ' C . Pro /or? gaff /or? of ficrcS/us fo Tarrvgerrf' , 0' 30 /" /" 3O' 2" &*3o: 3 3' 30' 4-: 44- /S 6./S /3./3 4-. /& 4.0 .23 62. 09 3. 34- OF THB UNIVERSITY 59V TABLE II (cof'uecf) /OO fT Cforcfs . 30 r D /.ongr Cborafs 4 J *30' 3 S30 z S30' r 0*30 /OO /99 69 S99. <$30' jSO' /OO ____ O C 3O' 4- /3 /y "3o ' /5" 3O ' /S" /J c /O*3O' 730' 4-" 0*30' /* /30' S30' 3 3 30' 4-'. 9.3/ 2*4-8 78 2 93 // 173* 336. SS 445.7S 49S. Of /O" d 3 S'3O' rT<. i 39.93 /4-9. 77 /334J 249.06 S98.S6 346.04- 397. S/ 447 3' 4 3" 4-' 3O' 3'3O' V 1 so. 39.9S /49.8/ /99. 6O 249 3/ S98.97 398.30 67 B. Offsets from fo of S/S /** JL 8 60 ^097 2S06 . GS 3537 O' yo /no -13- L z a* e 4.20 J7 34 3 6.67 /S Of 2093 M. wo 41 J.7/ 6.00 646 /08S /SS* S'/S /S6 322 7 Off 3*3 2 '4$ 9< jLJA. .73 7 66 29 93 4 36 4.96 4* 86 S3 9 86 94 99 99 "so" /. 75 S.Sf 3.00 >S.ffc S.64 4+9.$* 399 SQ 54964299 4980 /49.S4 9998 SO .4? 4.99 S$\449. 29 393 J 7 549.48 S99.6> 496.87 44698 339 /J [3 548 27 498 4? 448 &LML &L. J4-9.90 7S ^L O'JC' O e /3 O'30 /'/s rjo a- 3 c. ^reject/ 01 of /orrg C/?0rafj on Tangent.* rj of ftaaffuS ?c T 3 .OS .27 76 3.00 7 6S /S.6/ Z/./3 '168 TABLE V (continue*). _ Cfior&s. /S' Vcrrt'attor? . D. Chorc/3. 2*6 2" /'JO' so. 99.99 /49.9B S49.68 299. 8/ 399.63 449. S3 S992S 7/e SO. /49.9S 49.90 299.BS 242 44964 499 S7 S49 SO O'JO S39 96 \499 69 - /+S.99 /99 37 B4994 ^99. 349-68 44-9.82 r/ so. 37% /OO. 99.94 349 92 99.89 2' /"JO' 8*9 97 299.36 349.94 <2'J7% &L >00_ W,99 244.M 3'so' 3'7/t & JSO /99.99 49.99 //s 4'7/a. S'/ S'37A L /OO^. O'3O 'as' S'7'/t S_'J7A. 7* 7/i O'/ 0/S' r ' e'45' 3 Currafure c/tse to or* each end of Curve . of ortfS . 2 //err/*//*?* . Offsets fro*? 7ars?gre/rf fo e/icfs of /O" 6 2S.34 JO. 74 3S66 4/.JZ 2/37 2S7/ 28 93 30. 7S J./6 642 S0 2/ 96 /7.67 20.46 22. /O 2.72 S44 /3 SO _/S_2J_ ^_ 2.29 4.J9 6.73 S.7/ A9 96 24.93 .SS 349 S.O/ S.33 49 24 99 49 -^& /.42. 3.27 -JJ 98 /.S3 99.27 74.63 49.87 24.98 1 SS 20* 3 6 39 O/ 74. S/ 49.84 24 6' 20 c. Pro /offffcrf/os? '" I <5* c I a* fo Tarrgrenf. . SS /.SJ #04. /O.07 /S.67 23.24 33.29 20*. 4-6.S8 171 TABLEV1 (conf/'nueo/) . _ 2S ft D. C/rorcfs. 20 /# /&* 6 -1 4936 33 66 /49.06 22268 24-7SO 2O ' 30 <49 97 74-98 99. 73 /24.S3 /74.02 76 223.S/ 49 97 99.80 /4949 /74. 32 /99. 25 ~ 49 98 76 /74.SS S" 3' 30 7' 93 3O /24 84 79 6' 4 30' 49 99 7497 39.94 7 ' J" ^L 49 99 7*98 39 97 6" /2'JO 6" 30' J'JO SO. 74.99 6 /S' /9'30 ' 7' JO ^ J^ * 20 2 7 30 27 22 30- 2Q" 9 JO' 6' o/tse fo 7~arr?gret?f vafr 'ngr . d" 6 20 i j"(?. o/ 7v5:f/ J. /.72, 7.44- /24. 67 S3. 6 9 74.94 43.96 2S. /.33 3.76 W70 S24.74 33.8? 7430 49.96 * /. 06 2.4f w. 7 Tangent. .e .76 3.07 7.69 TABLE VM(Conffauea) . _ orc/s. w Vartatfo* . A. J* J'JO 4' JO J'JO' 6" JZt ///% 0' 6' ** 49' <*' 2*30' S 30 /*! //J- 3'* /&8' /S7'/z -*& s /#> '33%' S'/S' 3'33'A e^m j*/?' siti O"30' /'30' 2' S'30 J' #30 TABLE IK (conduce/). _ ss /:/ cs?or of /?cre//t/s 3 30' JS *- /SO J-** S.sa OF THB ^^^ UNIVERSITY J = -VK V V18O . _ 2S /7 3O ' O. 3" 30' 230 8 /'JO' 030'. ~0*3d JU a '?-9L 2B477 S49J2 2V466 39.62 6" /49.SS 224.62 ZW.7S s 7^1 A/5 z^ T^XF J^ .5^ 74.99 /S4.97 /T4.94 24.9' TW v^ rss/* /'30' >9$ 9S 3 JO' '24.93 ss_ '24.99 3 30' 30' ^f.L 4^ SO. /94-.9S 4^5?; ^V<7 ^l^e/s 4'ftx **r/t 7" JO" J' &* 23... 7S\. So. ft? / C 30' 2*30 3" 330' 6. Gt/rvafare a/v fo com/Dotsrra/tnff erf earcfi en of of Curve, of com/oounc/'ty . 2*30' 33O' 6 SS 60. 7S. /oo.ot /2S.03 /SO 04 /7S. /6 SOO. 31 SZS.S4 ZS0.83 76.40 JOS./4. isi 1 .. 25 & Chora's. '-Variation. A. a* 22 3'tf' 0/S /'/*' /"4S- 2 6'A. 233' ' /?' ! 36% S3 SO tit "/?' /"JO' 89* 29' 39'A 36% .*grent. s fo Tangent, O3O' .07 /ff 73 /'JO' 2.78 3 69 2 "JO S.26 8 <39 TABLE 3T. (confini/ecf) 25 f~S Cfor&s . /J' ' Vcrr/crf/on D. Cfiorafs. 2 ' rw /vj' / ' 0'30' Q'/S <4 Nl^l 187V, iw s .ll n ii ii ^ ^ | -| I * 5 T l <' J? I ^ 189V . UNIVERSE: CALIFOR^L 191V ! i*i u 5 S II ' 1 ADVERTISEMENT. fi THE APPLICATION^^ SERVIS TIE PLATES TO SWITCH LAY-OUTS Having, in the previous chapters, diagrams and tables, piven de- tailed instructions for the accurate laying out acd proper putting in of switches, we herein present a few hints as to how, under the heaviest traffic, with little expense for labor, the good work can be made to stand. For it is to ihe permanency of the work that the considerations of safety, efficiency and economy relate. In our switching yards, the labor of track repairs is very costly. Tbe frequency of trains results in constant interruption to the trackmen, and thorough work can only be done at the expense of delay to traffic, which is not permitted. For the protection of trainmen, the ballast filling in ADVERTISEMENT. yards is kept full up, thus impairing the surface drainage of same, which tends to keep the ties soft and more liable to cut, while the deficient drainage leads to the churning of the ties, which is aggravated by the cutting of rails. The labor of changing switch sets in our busy yards, by accurate records kept, costs from 80c. to more than $1.50 per tie. The conditions above stated all tend to that general looseness of parts which characterizes the tracks of many of our leading yards and makes constant tinkering necessary to preserve safe, when reasonably good track at less cost for labor could be obtained. Where physical conditions are unfavorable and work on track is sub- ject to constant interference of traffic, as in yards, the application of de- vices which supplement and afford a substitute for labor add greatly to the efficiency and economy of maintenance. It is this experience which has led many lines to adopt the Servis Tie Plates for the protection of ties in switch lay-outs and switching tracks, and thereby better track has been attained at greatly reduced cost for both labor and material. Switch sets, which formerly cut out in eighteen months and two years, have been pro- 3 ADVERTISEMENT. tected with plates for more than three years and give promise of con- tinued service until decay. The plates render the use of rail braces unnecessary ; they hold the track to gauge a ad the rail does not cant or cut into the tie, while, by preventing the cutting-in of the tie, the pumping action of the rail is arrested and the churning of ties is minimized. These considerations will at once suggest the saving of labor resulting from their use, viz. : less fre- quent changing of ties, no adzing of ties or rolling up of rails, while re- gauging of the track is avoided. In busy yards the life of ties and switch and frog sets can be pro- longed to their natural lives, as the ties are protected from the cutting action of the rail and frequent spiking for regauging is avoided. The life of rails is preserved by holding them perpendicular to the plane of the tie, by which means the excessive side head wear is prevented In addition to this, a general saving in labor and material is secured by the perfected fastening wnich the plate affords, thereby correcting the gen- eral looseness of parts, so destructive to track. ADVERTISEMENT. Plates should be driven home when applied, and a tool for this work is furnished at cost. Upon application to the Q. & C. Company, of Chicago and New York, who are the manufacturers, references will be given covering any applica- tion desired, viz.: to switch and frog sets, yard curves, under planking of street crossings, station platforms, etc., and for general yard purposes. ADVERTISEMENTS. MCGONWAY & TBRIIEY GQ. PITTSBURGH, PA. MANUFACTURERS OF RAILROAD MALLEABLE CASTINGS RAIL BRACES FROG PLATES WRENCHES ADVERTISEMENTS. Hydraulic KAIL BENDER. Headquarters for of . . . . . . Jlydraulie Jools Jacks WEB PUNCH. SEND FOR CATALOGUE VIII. The WATSON & STILLMAN CO., 204-210 East 4 3 d St., New York. WRECKING JACK. ADVERTISEMENT^. ELLIOT FROG & SWITCH CO., EAST ST. LOUIS, ILLS. EUREKA" SPRING RAIL FROG EUREKA" SPRING RAIL FROG STEEL CLAMP FROG HIGH MAIN LINE STAND ADVERTISEMENTS. 8 WEIR FROG CO., CINCINNATI, 0. We illustrate here the simplest arrangement of a Three-Throw Split Switch on the market. Full strength of switch rails, no weakening by slotting for Switch Rods. Adjustable Connecting Rods provide easy and positive adjustment of Switch rails. The only arrangement of this device operated by a Single Low-Target Ground-Throw Stand. Adjustable Split Switch Improved Spring Frogs. Bolted and Clamped Rigid Frogs. Automatic "Clutch- less" Spring Switch Stands. Steel Die Formed Rail Braces. WEIR FROC CO.'S THREE-THROW SPLIT SWITCH WITH UOW STAND ADVERTISEMENTS. , Biting Co., LIMITED, Pittsburg, Pa. TRAGK SHOVELS. JOSEPH F. McCOY CO. din GROW RAIL BENDER WROUGHT JRON AND STEEL Five Sizes in Stock for 20 to 90 Ib. Steel Rails. . . . ALbO . . . HYDRAULIC RAIL BENDERS TRACK GUAGES AND TRACK LEVELS. TRACK JACKS AND DRILLS 26 WARREN STREET - NEW YORK. ADVERTISEMENTS. 10 THE TRUSS RKIL JOINT References by Permission : C. &N.W.RY. C.M. &ST. P.RY. C. ST. P. M. & 0. RY. F. & P. M. RY. IT COMBINES STRENGTH AND FLEXIBILITY. gEVEN YEARS practical test of 5 Miles of these Joints proves that it adds 25 per cent, to the LIFE of the Rails, and reduces cost of mainten- ance of Joints 40 per cent. THE TRUSS RMIL. JOINT OO., H. H. McDUFFEE, General Sales Agent. 1118 Marquette Building, Chicago, 1IL Orders, 1896: 3^ miles -30,000 joints. C. & N W M 36 miles ; Mich. Cent., 27^ miles; C.&Bluelsd, 20 miles. 11 ADVERTISEMENTS. Be ff filer TEIJoit, if 6toSt8i Join Permanently maintains surface and alignment, embodies all the advantages of a tie plate and nut lock with perfect spiking opportunities, and, since no part of the joint is below the tie surface, makes it pos-ible to lay either supported or suspended. The wood filler is incrersed in the channel and shoe argle, and being made a trifle too large is squeezed into position, keeping all the parts tight and reducing the noise to a minimum. THE WEBER RAIL! AY JOINT MANUFACTURING COMPANY, Principal Office: Cotton Exchange Building, Hanover Square, NEW YORK CITY. Branch Offices: Ho. 70 K,lby St., BOS TOM, MASS., and 1790 Old Colony Bldg., CHICAGO. ILL ADVERTISEMENTS. IRON CITY TOOL WORKS, Limited ^tapdard Railroad Jrael( Best Quality Best Work Best Result IN TRACK TOOLS Strongest Spring Ever Nade CANT be equaled CAN'T injure bolt or nut CAN'T be put on wrong [EUREKA F>at.DeceLM887 Try EUREKA on Track Joints, Bridges, Frogs and Crossings EUREKA NUT LOCK COMPANY SAMPLES FURNISHED ON APPLICATION. Pittsburgh, Pa. 13 ADVERTISEMENTS. THE QREER R. R. SPIKE CO. The Qreer Spike is the only Spike with a Keen Ground Point, Separate Driving Head, Adequate Holding Power. Hand Packed. Made by the Cheapest Process yet dis- covered, therefore Sold at Bottom Market Prices, with guarantee of 100 per cent perfect spikes. CHICHCCX SAMSON SPLICE BAR. Makers of all the Samson Splice Bars in use. Our Track Fastenings are now in use on 408 Railroads ; equal to 25 per cent of the raiJ- roads of the United States. Over 12,- 000,000 in service The Atlas Rail Brace. The Strongest and Cheapest Rail Brace Made. ADVERTISEMENTS. 14 RICHARD DUDGEON'S^ Latest Improved l Jtydrauliejael^s, pupcfyes 9 CHEAPEST BECAUSE THE BEST JUDGE COXE, in af- firming and fully sus- taining the validity of the Dudgeon Im- proved Hydraulic Pat- ent Jack, says, among other things : " The advantages over the 1873 patent may be summarized as follows .* More perfect action, in- creased durability, and greater ease in repair- ing." presses RICHARD DUDGEON, 24 Columbia Street, New York, 15 ADVERTISEMENTS. THE RAILROAD GAZETTE 32 Park Place, New York Is published every Friday. It is elaborately illustrated, and contains more practically useful information on Track, and all departments of railroading, than any other publication in the World. $4.20 a year. Specimen copy free. Railroad Gazette Publications. ^ ENT PREPAID ON RECEIPT OF PRTCE. CATECHISM OF THE LOCOMOTIVE. By M. N. FORNEY. The most complete treatise on the locomotive. Price, $3.50. ELEMENTS OF RAILROADING. By CHARLES PAINE. A general, practical description of the working of different departments. Price, $1.00. CAR BUILDERS' DICTIONARY. Contains 5,683 engravings of all kinds of cars and details of construction. Price, $5.00. SWITCH LAYOUTS AND CURVE EASEMENTS. Price, $1.00. ROADMASTER'S ASSISTANT AND SECTION MASTER'S GUIDE. Price, $1.50. SCALES FOR TURNOUTS. By E. A. GIESELER. Price, 25 cents. BLOCK SIGNALING. Illustrated descriptions of the methods of signaling on American railroads. Price, $2.""0. THE TRAIN WIRE. A practical handbook of train dispatching. Price, $1.25. STANDARD SPECIFICATIONS FOR RAILROAD STRUCTURES, i, Brick Passenger Stations; 2, Brick Freight Houses ; 3, Brick Engine Houses ; 4, Frame Passenger Stations ; 5, Frame Freight Houses Price, 5u cents each. STATE RAILROAD COMMISSIONS. Ten years' working of the Massachusetts Commission and the nature and operation and the laws of all States that have commissions. Published in 1883, and not since revised. Pamphlet, 50 cents. THE ARGUMENT FOR STATE RAILROAD OWNERSHIP. Pamphlet, 25 cents. THE VERRAGUS VIADUCT (Pontzen). Pamphlet, 40 cents. STANDARD /ND NARROW GAUGE (Von Weber). Pamphlet, 25 cents. asnvoaa- spvoy /Cuvjy q pzsvyunj JB 2u|pua;x9 saSu^iji uiccnog; Su:3q SJE IIF^J jo SIXB pue IUJQJ; an mm # w aaidnvBioia HHJ, OOVOIHO 'oNMiina BONEIMO 'ANvawoo iiJjns avomivH am HXIAV SHX si aooAi AO NIVXD ox 'isi'iYvrj ss&xr-M HXIM aaxvonnnoo V aaen aa ainoes aiv^ c ^ 311 v aix *<> ONIZOV QNV ^IVH * JO ONIXNVO ONIXN3A3HJ HOJ CTNV 'lIYH