to be performed may be arranged with the operating department of the railway company. (2) The railway company shall furnish the ties required for renewal purposes at convenient points along the right-of-way. (3) The contractor shall supply all tools needed in connection with this work. (4) The railway company shall provide the necessary inspector or inspectors and the instructions of such inspectors regarding the quality and type of work to be done shall be complied with at all times by the contractor. (5) The contractor shall supply the necessary foremen and labor to prosecute the work properly and in such numbers as may be required by the Chief Engineer or his authorized representative, and at the request of the Chief Engineer or his representative will remove any foreman or man employed not satisfactory to the railway company. (6) The track shall be skeletonized not to exceed two days in advance of the unloading of the ballast. Where the old material is suitable for sub-ballast and conditions permit the raising of the track, it will be raised and the old material spread under and between the ties to the proper width as uniformly as practicable. When conditions do not permit the raising of the track, the old material shall be removed to the required depth and disposed of as directed, or where the material is not suitable for sub-ballast, it shall be removed to the plane of the bottom of the ties, or deeper if necessary to preserve the grade line, and shall be placed on the outer shoulder of the roadbed, preferably at such points as will tend to even up the line of the shoulder. Upon the completion of this work the surface of the sub-grade shall be sloped with reasonable uniformity so as to provide proper drainage to the shoulder of the embankment. (7) Following the skeletonizing of the track, all old ties which are not fit for more than one year in track where gravel or cinder ballast is to be used, or for more than two years in track where stone or hard slag is to be used, shall be removed and new ties inserted in their places. The largest and best ties shall be used at the joints. The heart side of ties should generally be turned down but they should be laid so as to obtain the best bearing. The adzing shall be done carefully and so as to provide full bearing for the tie plate or rail, with the least cutting possible to obtain bearing on solid wood. (8) On single track ties shall be lined with the line rail on tangents, and with the inside rail on curves. On double track ties shall be lined to the outside of both tracks. Where there are sidetracks on each side of the main track, the side track ties must be lined to the outside of such tracks. (9) Picks should not be stuck into a tie to drag it into place, nor should ties be struck on the end with a tamping pick or spike maul. Tie tongs should be used to handle all ties. (10) When old ties are taken from track, all tie plates and spikes A must be carefully removed and preserved. The old ties shall be neatly piled for such inspection and disposition as the railway company's rules require. (11) Ties should not be stood on end in close cuts. (12) All treated ties shall be dated and where standard galvanized dating nails are used they shall be applied the day the ties are placed in the track. The position of the nail should be in accordance with standard instructions for that year. (13) The spiking of the rails shall be done as directed by the railway company's representative. Where splices are slotted, spikes must be driven in the slots, except on bridges and open deck trestles, where spikes must not be driven either in the slots or against the ends of the splices. Two spikes shall be used with tie plates except when otherwise directed by the railway company's representative, only good or new spikes to be used. Spikes must be driven plumb and touching the base of the rail, so that when driven they will hold the rail to gage, and the under side of the head will have full bearing on the base of rail. They must be driven down until the head is tight against the rail, but no further blows should be struck after the spike has been driven home. Every hole from which a spike is drawn must be plugged in advance of the adzing. Spikes must be drawn carefully with a view of using them again. (14) Joint ties shall be spaced in accordance with the railway company's standard plans, intermediate ties shall be spaced uniformly and all ties shall be laid square with the rail. The number of ties per rail shall be as required by the railway company's standard plans. (15) The contractor is to understand that any work not specifically mentioned in the specifications, but which is necessary, either directly or indirectly, for the proper carrying out of the intent thereof, shall be required and applied, and he shall perform all such work just as if it were particularly delineated or described. Unless specifically mentioned above, all work shall conform to the standards of the railway company. UNIT TRACK WORK SCHEDULE FOR THE STRIPPING OF TRACK-SINGLE Suggested form of unit track work schedule to be compiled from data collected by making a series of time studies of actual performances. The old cinder, slag or gravel ballast to be cleaned out to level of bottom of ties, and placed on the banks for widening or piled so it can be disposed of with wheelbarrows or work trains. (Typical figures shown in parenthesis.) Cribs Schedule given is for standard section of single track. Operation Shoulders Standard schedule hours per linear foot of single track 100 per cent efficiency... Time Distribution, Removing One Cubic Yard of Material, Includes Foreman's Time 23 min. ( .38) hr. 26 min. = (433) hr. (0.101) hr. For double track on 13 ft. centers, including center ditch, add as follows: Cribs in one additional track. Center ditch .38 hr. .433 hr. (0.23) hr. Standard schedule hours per linear foot of double track = 100 per cent efficiency A gang of 16 men working a ten-hour day strips 1,605 feet of single track and has a 10 per cent detention account going to and from work and getting out of the way of passing trains. UNIT TRACK WORK SCHEDULE FOR RESPACING TIES Suggested form of unit track work schedule to be compiled from data collected by making a series of time studies of actual performances. It is considered that the respacing of ties will be done following the work of stripping the track and just ahead of the tie renewal gang, and should be a unit of the tie renewal organization, although a separate schedule is provided. (Typical figures shown in parenthesis.) Where necessary to tamp the tie after respacing add the following to the above schedule: Tamp one end of tie outside of rail. Total per tie end... Total per tie both ends. Standard schedule hours: Per one tie end.. Per tie both ends Time Distribution, (.50) min. . (1.0) min. (2.0) min. (.0334) ( .0167) If only cross-tamping is done, use one-half the above scheduled hours for tamping. (5) PLANS AND SPECIFICATIONS FOR SWITCH STANDS, SWITCH LAMPS AND SWITCH LOCKS In Appendix A, Item II, plan 252, covering details of lamp tips for switch stands, is submitted for adoption as a supplement to the Manual, completing Section 12 of Requisites for Switch Stands, including Connecting Rods, adopted March, 1921. The plan showing shapes and sizes of targets, No. 253, dated November, 1921, to complete Section 11 of Requisites for Switch Stands, including Connecting Rods, is presented with the Committee's recommendation that it be accepted as information only. Your criticism of this plan is invited, that it may be considered for revision if found desirable and resubmitted next year for adoption. It was found there are at present in service a great variety of dimensions of the same shape or style, the dimensions in some instances varying by only a fraction of an inch, each set of dimensions requiring individual dies. Hence, an effort has been made to standardize the dimensions of styles in most common use and show a sufficient variety of shapes and sizes to meet various operating requirements. After consultation with the A.R.A. Signal Section it was found they had no standard target shapes, their only standard being a 10-inch target disc for attachment to switch lamps. The Committee submits plan No. 254 of 10-inch and 9-inch day target discs for attachment direct to switch lamps for low and extra low switch stands, and recommends that it be adopted as standard. This is an outline plan only and conforms to dimensions on A.R.A. Signal Section plan No. 1445 for the 10-inch day disc, to which reference is made for further details. The Committee also recommends that the following A.R.A. Signal Section plans of switch lamps be approved and endorsed without publication in our records: Plan 1440 Switch lamp (spherical type), approved March, 1921. Plan 1441-Switch lamp base-socket for spherical type switch lamp (Plan 1440), approved March, 1921. Plan 1442-Lens, hoods and couplings for switch and semaphore lamps (see plans 1440 and 1460), approved March, 1921. Plan 1443-Oi! fount for spherical type lamp (Plan 1440), approved March, 1921. |