« PreviousContinue »
L. J. RIEGLER, Chairman; E. W. Boots, S. B. CLEMENT, Sub-Committee.
There has been very little activity as regards substitute ties during the past year. The test installations as a rule are being continued, but a few have been discontinued. The Committee has no record of any new tests started during the year, but reports upon three installations not heretofore reported upon. Munslow Steel Ties.
Twenty-seven of these ties were placed in the single main track of the Wheeling & Lake Erie Railroad, east of Jewett, Ohio, in September, 1916. The ties are illustrated on this page and are made of steel pipe pressed into shape, or pressed directly from plates. These ties were put in gravel ballast and supported 90-1b. A.S.C.E. rail, on tangent track and a one per cent. grade. In 1918 the rail was changed to 90-1b. R.B. with a narrower base requiring filler plates between the edge of the flange and fastening device. The ties are subject to a rather heavy traffic and to high speed passenger service.
In the Spring of 1920, twelve of the ties were removed, due to weakness in the tie where the rail is supported. This installation is further reported upon in the reports from railways.
Five of these ties were installed in No. 8 main track of the New York Central at Spuyten Duyvil, New York City, in July, 1918. These ties are made of cast steel and filled with concrete. Wooden blocks are placed between the rail and the metal part of the tie, and the bolts, holding the rail on these wooden blocks, are insulated. Figs. 2 and 3 fully illustrate the construction of the tie.
Kimball Concrete Tie With Concrete Sub-Base.
The Pere Marquette Railway laid about 3,400 feet of track with these ties on a concrete base at Bay City, Michigan, in 1901 and 1902. The ties consist of two concrete blocks under the rails connected with each other by two 3-inch channels and all embedded in the concrete foundation of the street and track. 3-in.x12-in.x15-in. hard wood planks are interposed between the concrete block and the rail base for spiking. The ties supported 75-lb. rail which was changed in 1914 to 90-1b. rail, at which time about 50 per cent. of the wood blocks were renewed. The ties are illustrated in Fig. 4. The ties are subjected to a slow speed passenger service.
The Committee again calls attention to the desirability of extensive tests of substitute ties and urges that railroads provide adequate facilities for making such tests. A list of tests now under way is shown on following pages.
Following are reports from railways upon which tests are being made: Baltimore & Ohio.
Kind-Metal Tie Co.
Date-August 25, 1921. We still have in track at Martinsburg, W. Va., 50 steel ties made by the Metal Ties Company. The ties are in good condition, with the exception of 20 of the wooden blocks, which will be renewed this year. The blocks are not decayed but have become split, and it will be necessary to renew them. (See Fig. 5.)
Date-September 20, 1921. We have purchased no new steel ties this year, and have nothing new to report at this time. The steel ties which are now in track continue to give satisfaction under the conditions existing on this road. Buffalo, Rochester & Pittsburgh.
Date-July 5, 1921. No substitute ties now in track. Of 3,000 placed in track in 1906, 1,500 were removed in October, 1911, account of change of line, and the remainder in September, 1918, account of being worn out. A few were replaced at stand pipes where wooden ties are destroyed by hot cinders from ash pans, but all have now been removed from track. Delaware, Lackawanna & Western.
Kind-Standard Steel Ties, Hardman.
Date-August 19, 1921. Twenty Standard Steel Ties installed at Dover, N. J., were removed from track in October, 1920. The ties were removed account of the wooden blocks splitting and the metal being eaten away.
Thirty Hardman ties were installed in track at East Dover, N. J., on December 4, 1918. The ties are made from sections of wood bound together with strips of metal and treated with asphalt. The construction is illustrated in Fig. 6, and a photograph of the installation is in Fig. 7.