the track is opened. Each man on completing work on the rail assigned him should move to the sixth rail ahead and continue drawing every third spike and starting the remaining spikes. This space interval should be maintained continuously.

Following the claw bar men, one man drives down the stubs of any spikes which may have broken and removes anticreepers from old rail, two men plug the old spike holes in every third tie. Four men immediately follow doing all necessary rough adzing to save time of adze-men who level rail seat after old rail is turned out.

Working about opposite the adze-men, one man with a small bar turns up the new rail on its base so that it may be readily picked up by the tong men. Following the adze-men, twelve men with rail tongs pick up the new rail and place it on its base on the ends of the ties, one man with a short bar turns the rail down on its side so that the head of the new rail is towards and about 8 inches from the rail to come out.

One Foreman should supervise the work of the claw bar men, adzemen, etc., and the other, work of the tong men. One water boy supplies the entire gang.

The rail must be placed on the end of ties with care and accuracy; the end of the first rail so placed must be exactly opposite the end of the last new rail laid. On tangents an allowance for expansion should be made about every fifth rail. On the outside rail of curves additional spacing is necessary in setting up the new rail, whereas on the inside rail an occasional lap to be allowed on curves depends on the degree of curva

ture.

The above organization should do all preliminary spike pulling and set up from 225 to 230 rails before 10.00 a. m.

The preliminary work having been completed the organization of the gang is changed to meet the requirements for laying the new rail. The following is the gang organization for 32-men gang:

3 Men with claw bars pulling remaining spikes on outside
of rail.

1 Man pushing truck loaded with tools, etc.

2 Men throwing out old rail.

2 Men driving tie plugs.

3 Men adzing and cleaning rai! seat, after assisting in start-
ing out old rail.

2 Men with claw bars starting inside spike after old rail is
thrown out.

2 Men turning new rail to place and applying expansion
shims.

1 Man holding new rail to inside spikes for spiking.

1 Man tacking three spikes per rail.

2 Men putting on angle bars and starting one bolt with
fingers.

4 Wrench men putting in and tightening two bolts to each
joint.

4 Spikers driving at least every other spike.

1 Water boy.

2 Flagmen.

2 Foremen.

32 Men.

METHOD AND DISTRIBUTION OF GANG FOR LAYING THE

RAIL

Traffic in both directions must be protected by flagmen as prescribed in the Book of Rules.

Three men with claw bars pull the remaining outside spikes, each man taking one rail length, upon the completion of which he moves to the third ahead and continues pulling all outside spikes. As soon as a joint has been removed, the spikes pulled for three rails, nine men equipped with bars, commence throwing the old rail out over the new rail. When one rail length has been thrown out the weight, overhanging the new rail, assists in throwing out the old rail to such an extent that two men can continue the work and the others are divided as follows: Two men drive tie plugs in remaining spike holes; three men finish adzing and clean rail seat; two men with claw bars start inside spikes after old rail is thrown out, lifting them a sufficient distance to readily admit the base of the new rail.

Two men roll rail into place by means of small bars inserted in the bolt holes. The men work at opposite ends of rail; the man at the rear end of the rail rolls the rail over so that the base of rail is toward the center of the tracks; the man at the front end of the rail is in the direction of laying, then gives it another turn so that the rail stands on its base just outside of the inside of spikes. The rear man carries a small bucket containing 25 or 30 expansion shims, and as soon as rail is in place inserts shim while front man with bar forces rail back to contact with shim. Two men follow, one with bar holds the rail close to the inside line of spikes while the other tacks it in place with spikes at the center and quarter points.

The rail now being in the proper position in track, two men place the angle bars and insert the end bolts in the direction of traffic, the nut being run on the finger threads only. Four wrench men follow applying one more bolt per joint and tightening all bolts applied. If four hole angle bars are used the preliminary bolts should be numbers one and three in the direction of traffic and in six hole angle bars numbers one and four in the direction of traffic. The wrench men are followed by four spikers driving spikes in two of every three ties.

The gang is preceded by one man with push car containing surplus tools, bolts, nut-locks, compromise joints, etc.

One water boy supplies the entire gang and two Foremen supervise the work. The run having been completed and track closed the entire gang drops back on full bolting and spiking.

The above gang if given the track for an hour or more should average 75 rails per hour. For a period of 30 minutes, the gang should average a rail a minute. For any period less than 20 minutes, it is not advisable to open the track unless the work is being done in a congested district, in which case it may be necessary to break the track for a period less than 20 minutes.

ORGANIZATION OF GANG FOR OTHER CONDITIONS

To meet other conditions than those outlined above additional men must be added to the gang. All special conditions and combinations of various type of joints, etc., cannot be covered by illustrations; those commonly met with are given below.

Example No. 1 is that described in detail above and is the basic gang for two Foremen and 30 men.

Example No. 2. If the new rail is laid with Continuous joints add two men for additional joint adzing. Total gang, two Foremen and 32. men.

Example No. 3. Should the old rail coming out be laid with Continuous or depending flange joints, add two men for throwing out old rail at joints, and for Continuous or Weber joints, add one man for shimming old joint ties. Total gang, two Foremen and 33 men.

Example No. 4. If any type of depending flange joint is used on the new rail, add one Foreman and 20 men to respace and tamp joint ties. Total gang, three Foremen and 50 men.

Example No. 5. If old rail is tie-plated and new rail of a heavier section, requiring the renewal of all tie plates, add two Foremen and 30 men, which would make a total of four Foremen and 60 men.

The gang organization shown above may be combined in any way to meet the varying conditions outlined.

Under some combinations of conditions, the gang required becomes too large to be handled as a single rail gang. When this occurs the gang should be split up into smaller individual gangs. If, for instance, conditions are as shown under Examples 4 and 5, gang required would be five Foremen and 80 men, which would be difficult to handle and should be divided into smaller independent gangs.

For the purpose of describing the method, it has been assumed that the outside line of spikes will be pulled and the inside will remain ; the method, however, applies just as well when the inside line of spikes is pulled and the outside line remains.

R

TYPICAL GANG ORGANIZATION FOR 22-MEN GANG

PRELIMINARY

1 Man adzing around spikes to be drawn.

3 Men with claw bars drawing every third spike on outside and starting remaining spikes on outside.

1 Man driving tie plugs.

1 Man turning rail for tong men.

12 Men with rail tongs.

1 Man turning rail to place on ends of ties.

1 Man distributing bolts, nut-locks, spikes and tie plugs.

1 Water boy-assisting adzer.

1 Foreman.

DURING RUN

2 Men with claw bars pulling remaining spikes.

2 Men throwing out old rail.

1 Man with claw bar starting inside row of spikes.

1 Man driving tie plugs and also driving down stubs.

1 Man cleaning rail seat and helping move rail longitudinally. 2 Men adzing.

1 Man turning in rail and getting expansion.

1 Man holding rail for spiker who tacks three spikes per rail.

1 Man spiking as above.

2 Men spiking two of every three ties.

4 Men applying joints with two bolts and tightening.

2 Flagmen.

1 Water boy, pushing truck with tools, etc.

1 Foreman.

22 Men.

DIRECTION OF LAYING

Rail should be laid with the current of traffic for the reason that the rail on curves is usually badly curve worn, and when it becomes necessary to make a connection on the high side of a curve there is a bad lip between the old and new rail which, for safety, should be in a trailing position.

MAKING CONNECTIONS

One of the quickest methods of cutting a rail for making connection. is as follows:

The location of the cut having been determined, the old rail bevond this point should be full spiked. Score deeply the inside and outside of the base with a rail cutter, then place a claw bar between the webs of the two rails to give additional firmness. Men with bars line out old rail and hold in this position while one man with spike maul strikes the outside base. The rail will usually break at the first blow. Compromise joint is then applied and connection completed by full bolting and spiking.

SCHEDULE: RAIL-RENEWING, OUT OF FACE

TIME DISTRIBUTION BASED ON TEN RAILS, SIX HOLE PLAIN BARS REPLACING FOUR OF SIX HOLE PLAIN BARS

If any of the above items are not performed, subtract corresponding time with an allowance for supervision from totals and figure revised standard time.

SPECIAL CONDITIONS

Use of Angle Bars with Depending Flanges:

A-If respacing of ties is necessary on this account, grade the work by Schedule for Tie Respacing, counting each tie as one-half tie, if but one end of the tie is moved.

B-No additional time except what is described above is to be allowed for laying rail with depending flange joints.

C-When rail being replaced has bars with depending flanges, add thirty minutes to above itemized schedule and

Standard Schedule, Hours per 33-ft. Rail will be: 1.673.

Use of Continuous Bars:

A-When rail is being laid with Continuous bars, add seventy minutes to above itemized schedule and

Standard Schedule, Hours per 33-ft. Rail will be: 1.740.

Drawing a Second Line of Spikes:

If it is necessary to draw more than one line of spikes on one side, add ninety minutes to above itemized schedule and

Standard Schedule, Hours per 33-ft. Rail will be: 1.773.

Removing Anticreepers:

A standard time of 5 minute each will be allowed for removing creepers from rail.

anti