X'l E) RAFIY
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Of ILLINOIS
625.06
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cop. 2,
Return this book on or before the Latest Date stamped below.
— ■/
University of Illinois Library
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kPk 1 5 1966 OCT 2 0 W
PROCEEDINGS
SEVENTH ANNUAL CONVENTION
American Railway Engineering
and Maintenance of Way
Association
HELD AT THE
AUDITORIUM HOTEL, CHICAGO, ILLINOIS March 20, 21 and 22, 1906
VOLUME 7
PUBLISHED UNDER DIRECTION OF THE COMMITTEE
ON PUBLICATIONS
19(16
AroE
. . 7
TABLE OF CONTENTS.
PAGE.
PROCEEDINGS OF THE SEVENTH ANNL'AL CONVEN- TION 9-7^5
Business Session 9-16
President's Address 9-12
Reports of Secretary' and Treasurer 12
Election of Officers 16
UNIFORM RULES, ORGANIZATION, TITLES, CODE, ETC. 19-22
Introductory 19
General Rules for the Government of Employes of the ^lain-
tenance of Way Department 20, 21
Discussion 22-2/
TIES, REPORT OF COMMITTEE ON 29-64
Introductory . . . .' 29-33
Conclusions 2,2
Specifications for Ties 34-36
Definitions 37
Specifications for Dating Nail 37
Rules for Tie Records 38
Specifications for Tie Treatment 39-43
General Requirements 39, 40
Zinc Chloride Treatment 40
Zinc Tannin Treatment 40. 41
Crcosoting 4t, 42
Wellhouse Treatment 42, 43
Two-Injection Zinc Creosote 43
Ari'ENDix :
Discussion on Specifications for Tie Treatment 44-46
Discussion on Specifications for Piling Ties 46-61
Discussion on Proper Size and Spacing of 'J"rack Tics.... 62-64
Discussion 65-82
BALLASTING, REPORT OF COMMITTEE ON 83-89
Introductory 83
lOcfinitions 83. 84
Specifications for Stone Ballast..,,,.,.,., ..,,,,., , 84
3
0/l»» f a.
4 'lAi'.!.!'. ( )!■ {\i\\ l':.\ IS.
I^VIJ-ASTING— CoNTiM i-:ii. pack. Ciravcl, Cinders and Burnt Clay l')alla>t, RccinnnK-ndcd Prin- ciples of Practice 84, 85
Disintegrated Granite 85, 86
Ballast Cross-Sections 86-88
Conclusions 88
Discussion 90-127
YARDS AND TERMINALS. KI':P()R'I' ()!•" CO.M.M 11 Ti".!': OX. 129-167
Yard and Terniinal Improvements 129, 130
Hump Yards ( Description ) 130-133
I lump Yards (Operation ) 133-I5I
Hump Yards ( C'lnclusions ) 152. 153
Ke\'isi(_)n of Detinitiims and Cniiclusions Previously Adopted. . 153-155
I-'reiglit Car Reii;iir ^'ards ( Conclusions ) 155
Team Delivery Yards (Conclusions) 155. 156
Ai'PKN'DIX :
The iuiola Yard. Pennsylvania Railroad 157
Cirades for ] lump ^'ards 157-167
Discussion 168-182
IRON AND STKEi: S TRCCICRKS. RKPCJRT OF COMMIT-'
'J'EE ON 183-204
Introductory 183, 184
Recommended Practice in Contracting for Steel Railroad
Bridges 184
General Specifications for Steel Railroad Bridges:
Part I — Design — (ieneral Features 185
Loads 185-187
L'nit Strains and Proportion of Parts 187, 188
Details of Design 189-194
J 'art II— Materials and Workmanship:
i\laterial 195-198
Special Metals 198, 199
Inspection and Testing at the Mills 199
^^'orkmanship 199-203
Shop Painting . 203
Ins])ection and Testing at the Shop^ 203, 204
Full-sized Ti'st-^ 204
-Ai'i'EXUix :
Discussion of Com])ression i'orniuhi^ 20S-21 1
.A System of L'niforni Li\r Lo:i(N lor R:iilroa(l Bridges 211-215
.MiNOKiTV Rei-out 216, 217
Discussion .• . . . .218-264
■ Rl'.CORDS. REPORTS AX!) ACCOCX'TS. Rl':i'()Ri" OV COM-
TEE ON 265-317
Introductory , . . , 265
iAi'.ij-: (ji' c"()xi'i':x'rs •">
kl-XORUS, REPORTS AND ACCorX'IS— Comixii-.i.. pa(;k.
Brief Review of Report of 1905 J66-268
Revision of Matter A[)i)earing in Manual of Reconnnended
Practice 268, 269
(ieneral Purpose of Report of igo6 269
Ledger Accounts for Individual Pieces of Work 270-.'73
System for Maintenance of \\'ay Office Records of Bridges
and Culverts 273-276, 291-299
Recommended Standard Conxenlii.nal Si.^n-. fur Ris^iit-of-Way
and Topograpliical ]\Iapb 276, 277, 300
Progress Profiles 278, 314, 315
Track Charts 278, 316
Conclusions 279, 280
Appendix :
Standard Requirements for Drawings. Pennsylvania Line>.
Illinois Central Railroad, Pennsylvania Railroad 300-307
Standard Symbols, etc., Nashville, Chattanooga & St. Louis,
Central Railroad of Xew Jersey, New York Central, etc. .308-313 Discussion 3i^-3-9
CLASSIFICATION OF TRACK, REPORT OF SPECIAL
COMMITTEE ON ^3^. 332
Classification of Railway Districts 331
Appendix :
Traffic Statistics of American ]\ail\vavs I'scd in Classify- ing Track 33^
Discussion 333-340
ROADWAY, REPORT OF COMMITTEE OX 34i-44^
Glossary of Terms 341-343
Index of Names 344. 345
Introductory 346-352
Review of Practice in the Treatment of Overhaul in Earth- work Construction. — Historical 353-35^
Review of Literature of Overhaul 357-427
Abstract of Current Practice of Association Members 428-442
Digest of Replies to Circular of Inquiry Relating to Prac- tice or Preference in Computing and Paying for Over- haul 430, 43r
Discussion of Overhaul in Reply to Circular 432-442
Conclusion 442
Discussion 443-449
SIGNS, FENCES, CROSSINGS AND CATTLE-GUARDS,
REPORT OF COMMITTEE ON... 451-472
Specifications for Standard Right-of-Way Fences 451-454
Galvanized Wire Fencing 454-456
Tensile Strength of Fence Wire 456, 457
(i 'J-ABLE Ol" CONTENTS.
SIGNS, FENCES, ETC.— Contimicd. i'.\<;k.
Definitions 45^
Conclusions 45''^
Appendix :
The Corrosidn of ['"cncc Wire 459-472
i)iscussion 473-4^0
SIGNALING AND INTERLOCKTNCi, REPORI OF COMMIT- TEE ON 481-532
Introductory 481
Conclusions 481, 48-^
Telegraph and Controlled Manual Block Signals 483,484
Recommended Standard Location of Telegraph Block Signals. 485 Specifications for Construction of Telegraph Block Signal and
Connections 486-490
Standard Specifications for M'ec'ianical Interlncking and ]\fate-
rial for Construction Work 491-504
Automatic Block Signals 505, 506
Various T^-pes and Locations for Interlocking and Auto- matic Electric Signals 507-514
Conventions 515-521
Definitions 522-524
Result of Letter-Ballot Relating to Question of Angle Travel of Semaphore Arm for Block and Interlocking
Signals 525-53^
Discussion 533-548
RAIL, REPORT OF COMMITTEE ON 549-556
Introductory 549
Statistics as to Life of Rails 549
Statistics as to Breakage of Rails 550, 551
Drop Test and Shrinkage Clause 551
Comparison of Specifications 552, 553
Open-Hearth Steel Rails. 555
Discussion 557-577
MASONRY, REPORT OF COMMITTEE ON 579-6oi
Introductory 579
Concrete Failures 579
Waterproofing Masonry (Progress Report) 580
Waterways for Culverts 580
Specifications for Stone Masonry 581-587
Co-operation with Joint Committee on Concrete and Rein- forced Concrete 5S8-595
Definitions of Masonry Terms Applied to Railroad Construc- tion— Classification 596-601
Conclusions 601
Discussion 605-624
TABLE OF CONTENTS. 7
i-A(ii;. j;UlLDi.\uS, REl'ORJ' OF CUMAlTi iEE ON 625-631
Introductory 625
The Relative Advantages and Disadvantages of Circular, Square, or Other Special Designs of Roundhouses, and the Recommended General Principles of Practice as to Conditions Influencing the Choice of any Particular De- sign 625-628
Conclusion 628, 629
Smoke Jacks — Various Designs and Alaterial, Life, Cost and
Recommended Practice 629
Conclusion 630
Roundhouse Doors — Description and Recommended Practice. .630, 631 Conclusion 631
Discussion 633-640
TRACK, REPORT OF COMMITTEE ON 641-656
Introductory 641-643
Easement Curves 643-65.3
Maintenance of Gage 654
Inspection of Track 654
Conclusions 655
Discussion . 657-666
WATER SERVICE, REPORT OF COMMITTEE ON 667-676
Introductory 667, 668
Results from Water-Softening on A^arious Railroads 668-676
Discussion 677-680
WOODEN BRIDGES AND TRESTLES, REPORT OF COM- MITTEE ON 681-713
Introductory 681
Conclusions 681, 682
Definitions 683, 684
Specifications for Bridge and Trestle Timber and Piling. .. .685-688 Recommended Specifications for Workmanship for Pile and
Timber Trestles to Be Built Under Contract 689-691
Specifications for [Metallic Details Used in Wooden Bridges
and Trestles 692, 693
Safe Unit Stresses 694
Average Safe Unit Stresses in Pounds per Square Inch.. 694
Tests of Long-Leaf Yellow Pine 696
Tests of Pacific Coast Red Fir 696, 697, 712
Summary of Tests by Division of Forestry 698
Abstract from "Tables of Safe Loads for Wooden Beams and
Columns" 699
Abstract of Comparative Tests of Douglas Fir and Long- Leaf Yellow Pine 700
s TABLE Ol' CC^NTKNTS.
WOODEN BRIDGES ANJ) IRLS ILES— Coxtixlki.. 1'A(;i:.
Notes oil Comparative Tests of Douglas Fir aiul L(iii--Lt.-al
Yellow Pine 7"^^
Typical Plans of Ballasted Deck Trestles in Use on Various
Railroads 705-/13
Discussion 7^4-725
APPENDIX:
Past and Present Officers 728-73^J
Constitution 72i7-74ci
General Rules for the Preparation of Committee Reports.... 744 General Rules for Consideration and Publication of Commit- tee Reports 745, 746
General Rules for Pulilication of ]\ianual 'if Reconnnended
Practice 746, 747
Instructions to Committees — Outline for 1906-IQ07 747-753
Organization of Committees for 1906-1907 754-764
Special Committees 764
List of Members 765-794
Membership and Mileage of Roads Represented in the Asso- ciation 705-808
Deceased Members 808
PROCEEDINGS
This Association is not responsible, as a body, for the opinions or views expressed by individual members.
TUESDAY, MARCH 20, 1906,
MORNING SESSION.
The meeting was called to order by the President, Mr. H. G. Kelley, at 9 :30 a. m.
The President : — The first business in order is the reading of the Minutes of the last annual meeting. As these Minutes have been printed and furnished to each member of the Association, it is unneces- sary to read them, and unless there is objection, they will stand ap- proved.
The next business is the President's annual address.
PRESIDENT'S ADDRESS.
In addressing the Association at this its seventh annual convention I shall endeavor to confine my remarks to a brief review of the work of the past year and suggestions for the present.
The reports of the Secretary and Treasurer for the fiscal year will be especially gratifying to the members, showing a sound financial condition, and even with the unusual expenditures upon the publica- tions, and espcciall}- the Manual of Recommended Practice, a material increase in the surplus will be shown. The growth of the Association during the seven years of its existence has been remarkable. Launched as an experiment, the early years of our Association's life were haz- ardous ones ; but the wise and conservative policy of those distinguished members, who, as officers, guided the first efforts of the Association, together with the cordial co-operation of the members, have placed this Association upon the highest plane of honor and usefulness. It now remains with us to continue to the best of our ability the work so admirably begun.
The Association has recently been honored by receiving from the Chief Executive of the nation an invitation to be ofhcially represented upon a National Advisory Board on Fuels and Structural Materials, such representation to be performed by the President of the Association and his successors in office, and in addition two of the members, Mr. J. Kruttschnitt and Mr. Hunter McDonald, Past-President of the Asso- ciation, have also been invited to become members. The work of the Advisory Board is destined to become of national importance, its field
9
10 1!USL\I<:SS SILSSION.
iif u'orl': and iii\cstigati(jn eiuljraciiig all inaLerials of conslrucliou ami fuels. 'J'lic Association is now represented officially upon the Joint Committee on Concrete and Reinforced Concrete, and the Committee on Rail is co-operating with the Rail Committee of the American Soci- ety of Civil Engineers.
It is. especially gratifying to note the interest in the work of the .\ssociation evinced hy managing officials, many of whom have become identified with it and have taken active part in committee work. This fact emphasizes the principle upon which we have proceeded in the past, that our work must be marked with conservatism and our recommenda- tions adopted only after the most thorough consideration of all points involved. It is better to refer back to a committee for further con- sideration any subject which is not entirely clear or satisfactory, rather than to pass it hastily and have it remain as an official expression against which just criticism might be made.
The volume of important subjects to be considered at our annual convention has increased to such an extent that it has been considered necessary to eliminate the consideration of definitions of terms from discussion at the meetings, and confine the work to more important subjects. A circular to this effect was sent out early in the year, and members desiring to criticize or discuss definitions appearing in the reports are requested to do so by correspondence with the respective chairmen of committees, and such definitions as cannot be agreed upon will be taken up by letter-ballot during the year. It is believed by this method that a more accurate rendering of definitions will be secured. In the general discussion of the subject matter of the committee reports the chair desires to urge upon the members a free expression of their opinions, either for or against the various particular items contained therein, for it is only by such free and open interchange of thought that the sum of our knowledge may be increased and the underlying principles of a subject be diiiferentiated from local or particular con- ditions.
Some apparently conflicting specifications are in reality the adapta- tion of a general principle to meet conditions existing in particular lo- calities. The economic construction grade line for a railroad in a Southern state would not necessarily be the correct one for a railroad in 50 degrees north latitude, and as our Association now contains mem- bers from all quarters of the world, a general and free recital of experience will add materially to the wealth of knowledge contained in our publications.
When it is considered that to the members of this Association is entrusted the expenditure of millions of dollars capital annually, and the maintenance of the permanent way by which the transportation of 'persons and property may be handled with safety and economy, the responsibility resting upon us as an Association and as individuals may be realized.
BUSINESS SESSION 11
(ii'e.'il iTcdil is diK' to the x'.'irious committees for the excellenl reiKJiUs pre.^ciited rtt tiiis meeting, 'i'hese reports represent an amount of effort and time taken from busy lives, purely as an unselfish con- tribution to the general fund of our knowledge.
Some inconvenience has been felt for lack of proper facilities for committee meetings in Chicago, and the Board has authorized the Sec- retary to secure an additional room for use as a library and for com- mittee meetings, where the necessary quiet and privacy may be enjoyed.
You will be asked by the Roadway Conunittee for advice upon the proper wording of an overhaul clause for use in grading contracts, and it is hoped that some determination may be reached upon this important subject.
The Tie Committee has recommended a standard size for ties, which may conflict with the practice of many roads. The Committee on Bal- lasting has submitted for your approval ballast cross-sections for single and double track. The Committee nn Buildings makes important recom- mendations on the construction and ventilation of roundhouses. The Committee on Masonry has prepared specifications for stone masonry and for a classification of masonry. The other committees have pre- sented, respectively, specifications for standard right-of-way fences, specifications for signaling and interlocking, office records, and rules for the government of employes in the maintenance of way department, conclusions as to hump yards, specifications for steel railroad bridges, and a statistical report classifying railway districts according to freight and passenger car mileage and speed of trains.
The Track Committee makes a valuable suggestion that a special committee be appointed to confer with a like committee of the American Master Mechanics' Association to consider the proper increase in gage for different degrees of curvature and varying lengths of wheel base.
In the past, time and interest have been lost awaiting the announce- ment of the personnel of committees ; the Board has, therefore, decided to announce the appointments at this meeting, in order that members may become acquainted and make plans for work and meetings during the early summer and autumn. These lists may require some correc- tion, and the Board of Direction will be pleased to give due considera- tion to the personal preferences of members if they will notify the Secretary of their choice of committee work. It has not been possible in all cases to assign members to the committees upon which they would prefer to serve, but the list has been prepared as closely as possible from the expressed preference of the members which have been received by the Board.
The year 1905-1906 has marked the first publication of the first volume of the Manual of Recommended Practice, an event to which the Association has looked forward for several years. The comments of the technical press and of individuals have been favorable, and the demand for the volume gratifying, and we believe that the volume will take its place in our libraries as a standard work of reference.
12 BUSINESS SESSION.
The recent progress toward the partial elect rificaiion of steam roads indicates that the new conditions arising will in the immediate future require the attention of the members of this Association. It is opening up a new and broad field for original thought and work.
In conclusion, I desire to express the appreciation of the Board of Direction for the hearty support and interest given by the various chairmen and members of committees, and trust that the new year will show the same upward progress that has marked the passage of the years we have left behind. [Applause.]
The President :— The next business is the report of the Secretary and Treasurer.
Secretary L. C. Fritch read the following report:
REPORT OF THE SECRETARY AND TREASURER.
Jo the Members of the Association :
The following report is respectfully subnn'ltcd :
FINANCIAL STATEMENT.
Balance cash on hand last annual report . . . ; $8,559 Oi
Receipts during the year $11,406 23
Expenditures during the year 10,017 38
Balance to credit $1,388 85 1,388 Si
Balance cash on hand date of this report $9.94876
Expenditures in detail :
Stationery and printing $ 6,159 O-
Postage and exchange 597 70
Salaries 1,800 00
Clerical services 364 65
Office supplies 86 60
Rents 360 00
I Expressage on Proceedings, etc 233 05
I Light 18 92
Telephone and telegrams 54 23
Committee expenses 76 90
Annual meeting expenses 216 31
Entrance fees returned 50 co
Total expenditures $10,017 38
MEMBERSHIP.
Membership last annual report 463
Members admitted during the year 102
Withdrawals 9
Dropped for non-payment of dues 27
Death ." 1
37 37
Gain 65 65
Membership date of this report 528
BUSINESS SESSION. 13
The President: — Tlie next business in order is the reports of the standing committees. Before taking up the reports of the various com- mittees, the chair desires to call the attention of the members to the necessity of announcing their names and the name of the road with which the}' are connected when they first rise, in order that the reporter may be enabled to record the names properly.
The first report is that of the Committee on Uniform Rules, Or- ganization, Titles, Code, etc. In the absence of the chairman of the Committee, Mr. G. H. Webb, Chief Engineer of the Michigan Central Railroad, vice-chairman, will present the report. (See report, pp. 19-22; discussion, pp. 23-27.)
The President : — The next report is that of the Committee on Ties. In the absence of the chairman, Mr. W. W. Curtis, the vice-chairman of the Committee, will present the report. (See report, pp. 29-64; dis- cussion, pp. 65-(S2.)
AFTERNOON SESSION.
The President : — The report of the Committee on Ballasting is the first business in ordfer this afternoon. The chairman of the Committee, Mr. John V. Hanna, will present the report. (See report, pp. 83-89; discussion, pp. 90-127.)
The President : — The next report is that of the Committee on Yards and Terminals. In the absence of the chairman, Mr. E. E. R. Tratman, vice-chairman, will present the report of the Committee. (See report, pp. 129-167; discussion, pp. 168-182.)
The President : — The work outlined for to-day's session has been finished a little earlier than we contemplated. To-night we will con- sider the report of the Committee on Iron and Steel Structures. This is an important report, and the Committee would appreciate a large attendance at to-night's session. It is desired to have the report acted upon as final, in order that it can be incorporated in the Manual of Recommended Practice.
EVENING SESSION.
The President : — \Iy. J. P. Snow, chairman of the Committee on Iron and Steel Structures, will present the report. (See report, pp. 183- 217; discussion, pp. 218-264.)
WEDNESDAY, MARCH 2J, 1906.
MORNING SESSION.
The President : — The first business this morning is the report of the Committee on Records, Reports and Accounts. Mr. Edwin F. Wendt, chairman, will present the report. (See report, pp. 265-317; dis- cussion, pp. 318-329.)
The President : — The next report is that of the Committee on Classi- fication of Track. Mr. Chas. S. Churchill, chairman, will present the report. (See report, pp. 331, 332; discussion, pp. 333-340.)
14 BUSINESS SESSION.
Tlie President :— The next report is that of the Committee on Roadway. Mr. H. J. Slifer, the chairman, will make a prelimmary statement. (Sec report, pp. 341-442; discussion, pp. 443-449.)
AFTERNOON SESSION.
'I'lie President :— The first business this afternoon is the considera- tion of the report of the Committee on Signs, Fences, Crossings and Cattle-Guards. Mr. ^^^ D. Williams, Chief Engineer of the Cincinnati Northern, chairman of the Committee, will present the report. (See report, pp. 451-472; discussion, pp. 473-480.).
The President : — The report of the Committee on Signaling and Interlocking will be the next business before the convention. The chair- man of the Committee, Mr. Chas. A. Dunham, will make a preliminary statement. (Sec report, pp. 481-532; discussion, pp. 533-548.)
The President: — The next business is the report of the Committee un Rail. Mr. Wni. R. Webster, chairman, will present the report of the Committee. (Sec report, pp. 549-556; discussion, pp. 557-577-)
The President: — Before we adjourn, the chair would announce the appointment of the following members as tellers to canvass the votes for officers : Messrs. Garrett Davis, C. W. Pifer, F. L. Nicholson.
The chair would also call the attention of the chairmen and vice- chairmen of the new committees to the desirability of holding informal meetings before final adjournment for the purpose of getting acquainted and making plans for future meetings and work. The noon recess is suggested as a good opportunity, and if any committee chairman, desires to call his committee together for a brief conference and will hand the Secretary a notice to that effect, giving time and place for such meeting, it will be read in open session.
THURSDAY, MARCH 22, t906.
MORNING SESSION.
The President: — 'j"hc next business in order is the report of the Committee on Masonry.
Before taking up the report of the Committee, the chair would like to again call attention to the announcement made in the opening ad- dress on Tuesday, that, on invitation of President Roosevelt, the Ameri- can Railway Engineering and Maintenance of Way Association is offi- cially represented by three of its members on the National Advisory Board on Fuels and Structural Materials.
During the past year, and at the present time, investigations of these subjects are being conducted under the direction of the United States Geological Survey at St. Louis. The members are also aware that our Committee on Masonry has a sub-conunittee on concrete and reinforced concrete, which, jointly with similar committees of the Ameri- can Society of Civil Engineers, the American Society for Testing Mate- rials, and the Association of American Portland Cement Manufacturers,
BUSINESS SESSION. lo
is co-operating with the Geological Survey in these investigations, espe- cially as regards concrete and reinforced concrete, and is depending largely, if not entirely, on the results of these investigations, which will enable it to formulate a report.
The Congress of the United States has now under consideration an appropriation of $350,000 for the continuance of this work, and of this amount $100,000 is to be devoted to structural materials, that is, cement mortars and concrete. The appropriation will form an item in the sundry civil appropriation bill, which will be reported to the House of Representatives about the latter part of the coming month.
Your sub-committee on Masonry is deeply concerned in the passage of this appropriation; indeed, its whole future work is dependent upon securing this appropriation. It is very desirable, therefore, that every member of this Association communicate with the member of Congress from his respective district, and urge upon him the importance of this appropriation.
We will now consider the report of the Masonry Committee, and will hear the preliminary statement of the chairman, Mr. E. C. Brown. (See report, pp. 579-601; discussion, pp. 605-624.)
The President: — The Committee on Records, Reports and Accounts asks the unanimous consent of the convention to strike out the words "bridges, trestles and culverts," and substitute the word "structures," in order that the conclusion may include bridges, trestles, culverts, signals, etc.
The President : — We will next take up the report of the Committee on Buildings. Mr. A. R. Raymer, chairman, will present the report. (See report, pp. 625-631 ; discussion, pp. 633-640.)
The President : — We will now call on the Committee on Economics of Railway Location to present a progress report.
INIr. W. McNab (Grand Trunk) : — The Committee on Economics of Railway Location have simply to report progress. It is at work on the particular lines of investigation that have been relegated to it, and its first Bulletin will be issued as early as the matter that is now in hand is gotten in concrete form.
The President: — The chair will ask the Secretary to read the names of the new committees for the current year. (See list, pp. 754-7^4-)
The President : — The next business in order is the consideration of the report of the Track Committee. Mr. Garrett Davis, chairman, will present the report of the Committee. (See report, pp. 641-656; discussion, pp. 657-666.)
The President : — The next report is that of the Committee on Water Service. Mr. G. M. Davidson, the chairman of the Committee, will rnake a preliminary statement. (See report, pp. 667-676; discussion, pp. 677-680.)
The President : — We will now take up the report of the Committee on Wooden Bridges and Trestles. In the absence of the chairman, the vice-chairman. Prof. H. S. Jacoby, of Cornell University, will present the report. (See report, pp. 681-713; discussion, pp. 714-725.)
16 BUSINESS SESSION.
The President : — This concludes the consideration of the reports of standing committees.
The chair desires to ofifer the following resolution for the con- sideration of the convention:
"Resolved, That the thanks of the Association be extended to the Committee of Arrangements for the efficient manner in which they have performed their duties."
No doubt all present at the annual dinner last night and also throughout the convention will fully appreciate the work of this Com- mittee.
(The resolution was adopted.)
The President: — The Committee of Arrangements ofifer the follow- ing resolution :
"The Committee of Arrangements requests that the Board of Direc- tion consider the subject of the adoption of an official badge for the Association, and that consideration be given to the design of the pin presented by this Committee to the President at the annual dinner last night.''
(The resolution was adopted.)
The President: — The Secretary will now announce the result of the election.
The Secretary : — The report of the tellers to canvass the ballots for officers is as follows :
Total number of votes, 257.
Vice-President (two years) :
Walter G. Berg 256
S. B. Fisher i
Secretary :
E. H. Fritch 256
L. C. Fritch i
Treasurer :
W. S. Dawley 257
Tzvo Directors (three years each) :
W. C. Cushing 255
J. P. Snow 252
J. B. Dickson 2
F. E. Turneaure i
D. W. Lum I
C. F. W. Felt I
J. H. Wallace i
The President : — You have heard the report of the tellers. The gentlemen receiving the highest number of votes are declared elected.
Before adjourning, the chair desires to congratulate the Association upon the attendance at this convention, which has been the largest in the history of the Association. Over two hundred members were pres- ent during the convention.
The meeting now stands adjourned for one year.
The next annual convention ivill be held at the Auditorium Hotel, Chicago, III., March 19, 20 and 21. 1907.
E. H. FRITCH, Secretarv.
COMMITTEE REPORTS AND DISCUSSIONS
REPORT OF COMMITTEE NO. XII.— ON UNIFORM RULES, ORGANIZATION, TITLES, ETC.
To the Members of the American Raihvay Engineering and Maintenance of Way Association:
The report of your Committee presented in 1902 recommended a plan of organization, which, in discussion, developed a wide diversity of opinion with no definite conclusion.
The Committee appointed in 1904, before taking the subject in hand, unanimously concluded it would be inadvisable to attempt to for- mulate any rules for a uniform plan of organization above certain posi- tions, and in so far as uniform organization was concerned they would stop with the office of Supervisor, leaving the roads to formulate such an organization bej'ond that point as might best serve their conditions. It is considered by your Committee that uniform rules are practicable in so far as they might be made to pertain to general conditions, but could not be made of general application if rules should be established including methods and recommended practices. The Committee, having proceeded on the line of formulation of as many rules for general application and recommendation as possible, submitted a report in 1905, which was received as a report of progress.
Your Committee resubmits the rules referred to, with the request that the Association give an expression as to whether the Committee is proceeding on the right lines, in order that the future work may be useful.
The Committee has in contemplation the formulation of rules cover- ing the following points : Protection in case of obstruction of track ; condition of under, over and grade crossings and proper protection of same ; reporting neglect of any department whereby train movements would be jeopardized; personal attention to renewal or extraordinary work.
Also the formulation of rules for the government of "Supervisors of Structures" and "Supervisors of Signals."
19
20 UNIFORM RULES.
GENERAL RULES FOR THE GOVERNMENT OF EMPLOYES
OF THE
MAINTENANCE OF WAY DEPARTMENT.
ROAD KAIL ^^Y
GENERAL NOTICE.
To enter or remain in the service is an assurance ot willingness to obey the rules.
Obedience to the rules is essential to the safety of passengers and employes, and to the protection of property.
The service demands the faithful, intelligent and courteous discharge of duty.
To obtain promotion, capacity must be shown for greater respon- sibility.
Employes, in accepting employment, assume its risks.
*A11 employes in the Maintenance of Way Department must do all in their power to prevent accidents, even though in so doing they may occasionally have to perform someone else's duty.
GENERAL RULES.
(i) The Maintenance of Way Department on each division is in
charge of . .^.^° .^.^. ^ll'^!^- '." I'?, f '^"^^ .''!'^^: ^ . who will receive instructions
r , . .^ (To be filled in by each road.) from and report to ;
(2) It will be subdivided under the following heads:
Supervisors of Track.
Supervisors of Structures.
Supervisors of Signals.
(3) Supervisors of Track to report to and receive instructions from . (To be filled in by each road.)
(4) Supervisors of Track are responsible for the safe condition and proper maintenance of the track and roadway. They must inform themselves of the condition of structures, make temporary repairs of such defects as may endanger or delay the movement of trains : and promptly report defective condition to
*See amendment, page 22.
UNIFORM RULES. 21
(5) They shall employ, in the discharge of their work, such men as are necessary for carrying out the duties for which they are respon- sible.
(6) They must know that al! foremen are provided with sll rules, circulars, forms, and special instructions pertaining to their duties and that they fully understand and comply with the same.
(7) They must know that all foremen are supplied with tools and material necessary for the efficient performance of their duties and must see that they are properly cared for and used.
(8) In the execution of the work under their charge, they must conform to the prescribed standards and plans.
(9) They will have immediate supervision of all work train service for the maintenance of track on their division, and will employ such
service only when authorized by the ..}..^:'. , doing
work by other means as far as practicable and economical.
(10) In cases of obstruction or damage to track or roadbed, they will go promptly to the spot with the force, tools and materials neces- sary to effect clearance and repairs.
*(ii) They must investigate and report on form No. ... all accidents occurring in their districts, which may be attributable to track, roadbed or structures.
(12) They will see that no encroachment upon or occupancy of any portion of the Company's right-of-way is permitted, except by authority of the f^?V?:>
(13) They will permit no experimental trials of applicances or devices not standard with the Company, or give out information of the results of any trial, except by proper authority.
(14) They will keep general oversight of all work performed in their district by contractors or others who do not come under their direct charge, and see that nothing is done by them that will interfere with the safety of track or movement of trains.
Respectfully submitted,
R. H. AiSHTON, General Manager, Chicago & Northwestern Railway,
Chicago, 111.. Chairman. G. H. Webe, Chief Engineer. Michigan Central Railroad, Detroit, Mich.,
V ice-Chairman.
*See fimendment, page 22.
22 UNIFORM RULES.
J. H. Abbott, Bridge Engineer, Spokane International Railroad, Spo- kane, Wash.
A. S. Baldwin, Chief Engineer, Illinois Central Railroad, Chicago, 111.
Robert Bell, Superintendent, Pennsylvania Railroad, Buffalo, N. Y.
C. N. Kalk, Chief Engineer, Wisconsin Central Railway, Milwaukee, Wis.
E. L. Peckham, Vice-President and General Manager, Denver, Enid & Gulf Railroad, Enid, Okla.
H. G. Prout, Vice-President and General Manager, Union Switch & Signal Co., Swissvale, Pa.
R. O. Rote, Principal Assistant Engineer, Lake Shore & Michigan Southern Railway, Cleveland, O.
H. J. Simmons, General Manager, El Paso & Southwestern Railway, El Paso, Texas. Committee.
AMENDMENTS.
Employes in the Maintenance of Way Department must do all in their power to prevent accidents, even though in so doing they may occasionally have to perform some one else's duty.
Insert heading above Rule 3 : "Rules Governing Supervisors of Track."
Rule 11: They must investigate and report on form No.... all acci- dents occurring in their district which may be attributable to or result in damage to track, roadbed or structures.
DISCUSSION.
The President : — In the absence of the chairman, the vice-chairman, Mr. G. H. Webb, Chief Engineer of the Michigan Central, will present the report of the Committee.
Mr. G. H. Webb (Michigan Central) : — Your Committee concluded it would be inadvisable to attempt to formulate rules for a uniform plan of organization above certain positions, and would not go above the office of Supervisor, leaving each road to formulate such an organiza- tion beyond that point as might best suit their conditions. The Com- mittee considered that it was practicable to formulate rules pertaining to general conditions, but that they could not be made applicable if rules were established including methods and recommended practices. The Committee would like to have the rules discussed, in order that we may ascertain whether the work is proceeding along the right lines.
The President : — The chair would state that the general rules for the government of employes of the Maintenance of Way Department will be found on pages loo and loi of Bulletin 71. For the information of the members the chair wishes to say that the "General Notice," at the head of the rules, is taken from the standard code of the American Railway Association. Mr. Johnston, are you prepared to open the dis- cussion on the rules submitted?
Mr. A. W. Johnston (New York, Chicago & St. Louis) : — It seems to me, in view of the method previously pursued at these meetings, and as I presume some of the members have not read the rules care- fully, the Secretary might, as usual, read the rules and then the gentle- men who desire to comment upon them as we go along can do so. Per- sonally, I have no extended criticism to make. I think the Committee, in view of the scope which they chose for themselves in dealing with the rules, have done very well. It is not an easy matter, as they well say, to outline general rules covering an extensive department. I think we had better go on as we have before and consider these rules seriatim.
The President : — The Secretary will take up the rules in order, and as they are read, if there is no objection, he will proceed, and then a general vote can be taken at the close. In regard to such clauses as arc commented upon, special action will be taken.
The Secretary : — "General Notice. — To enter or remain in the service is an assurance of willingness to obey the rules. Obedience to the rules is essential to the safety of passengers and omproyes, and to the pro-
23
24 UNIFORM RULES.
tection of property. The service demands the faithful, intelligent and courteous discharge of duty. To obtain promotion, capacity must be shown for greater responsibility. Employes, in accepting employment, a.ssume its risks. All employes in the Maintenance of Way Department must do all in their power to prevent accidents, even though in so doing they may occasionally have to perform someone else's duty."
Mr. C. H. Ewing (Philadelphia & Reading) : — The word "All," at the beginning of the paragraph in the section headed "General Notice," appears to be superfluous. The rule preceding it begins with "Em- ployes." I suggest that the word "All" in the last paragraph be eliminated.
The President: — If there is no objection, the word "All" will be eliminated.
The Secretary: — "General Rules. — (i) The Maintenance of Way
Department on each division is in charge of , who
will receive instructions from and report to
"(2) It will be subdivided under the following heads: Super- visors of Track ; Supervisors of Structures, and Supervisors of Signals.
"(3) Supervisors of Track to report to and receive instructions from the
"(4) Supervisors of Track are responsible for the safe condition and proper maintenance of the track and roadway. They must inform themselves of the condition of structures, make temporary repairs of such defects as may endanger or delay the movement of trains; and promptly report defective condition to
"(5) They shall employ, in the discharge of their work, such men as are necessary for carrying out the duties for which they are re- sponsible.
"(6) They must know that all foremen are provided with all rules, circulars, forms, and special instructions pertaining to their duties, and that they fully understand and comply with the same.
"(7) They must know that all foremen are supplied with tools and material necessary for the eflficient performance of their duties, and must see that they are properly cared for and used.
"(8) In the execution of the work under their charge they must conform to the prescribed standards and plans.
"(9) They will have immediate supervision of all work train service for the maintenance of track on their division, and will employ such
service only when authorized by the doing work by other
means as far as practicable and economical.
"(10) In cases of obstruction or damage to track or roadbed they will go promptly to the spot with the force, tools and materials necessary to eflfect clearance and repairs.
"(11) They must investigate and report on form No. . .. all accidents occurring in their district, which may be attrilnitable to track, roadbed or structures.
UNIFORM RULES. 25
"(12) They will see that 110 encroachnient upon cr occupancy of any portion of the company's right-of-way is permitted, except by authority of the
"(13) They will permit no experimental trials of appliances or devices not standard with the company, or give out information of the results of any trial, except by proper authority.
"(14) They will keep general oversight of all work performed in their district by contractors or others who do not come under their direct charge, and see that nothing is done by them that will interfere with the safety of track or movement of trains."
The President : — The Committee desires an expression from the Association as to whether they are proceeding upon the right lines, in so far as the organization is concerned, and also of the rules submitted. The chair would also ask if there are any suggestions for additional rules.
Mr. I. O. Walker (Nashville, Chattanooga & St. Louis) : — In para- graph II it is provided that "They must investigate and report," etc. It seems to me that this department should also report on the result of accidents whether they are due to the failure of the track, roadbed or structures, or not. For example, a broken axle might tear a bridge to pieces, and naturally a report from the operating department, which has supervision of rolling stock, should follow. The Committee could modify that somewhat as follows : "They must investigate and report on form No. . . . all accidents occurring in their district which may be at- tributable to or result in damage to track, roadbed or structures."
Mr. Johnston : — I second the suggestion of Mr. Walker. In my own practice we make it obligatory upon the employes of each depart- ment to exchange reports which afifect the efficiency of the depart- ment, so far as accidents are concerned. Even though it might not appear on the surface that a broken axle, or a broken wheel, or a broken axle-box, or a broken truck affected the track, we find it ad- vantageous to require an exchange of such reports and make the depart- ment head responsible for its exchange of such reports with other de- partments.
The President : — The Conunittee accepts the suggestion of Mr. Walker as seconded by Mr. Johnston.
Mr. Ewing: — I want to question the general makeup of the rules. Under the head of "General Rules," I notice there are specific duties outlined for the Supervisors of Track. My suggestion would be that the general rules should be defined under one head, and that the rules for the Supervisors of Track, Supervisors of Structures, etc., cover the specific rules of those men.
Mr. John V. Hanna (St. Louis & San Francisco) : — I think the point just made is well taken, and that under the head of "General Rules" we should irclude everything which is applicable to all branches of the Maintenance of Way Department, and then under separate head-; the specific duties that apply to the different branches.
26 UNIFORM RULES.
The President : — Do you make the suggestion in the form of ii motion, Mr. Ewing?
Mr. Ewing:— Yes, I would make a motion that the general rules contain such matter as is applicable to the heads of all departments, and that the specific duties of each head of department be outlined under a separate heading.
(The motion was seconded and carried.)
The President : — The chair desires to call attention to the effect of the motion. At first it was thought it would require a redrafting of the entire set of rules as printed, and that therefore the effect oi the motion would be to refer the entire report back to the Committee, but as the rules given in the report pertain only to Supervisors of Track, it will simply be necessary to insert above Rule 3 a heading "Rules Governing Supervisors of Track." Rules Governing Super- visors of Structures, etc., could come in on a subsequent report. The report can therefore be acted on as a whole or by individual sections.
Mr. Edwin F. Wendt (Pittsburg & Lake Erie) : — The Committee requests that the Association give an expression as to whether it is pro- ceeding on the right lines, in order that the future work to be done by it may be useful. I want to say that in general I think the Com- mittee is proceeding upon right lines. Members who have attended these meetings for the past five or six years will recall what difficulty this Committee had in discovering a line of work which would be generally useful to the Association. For several years no report was submitted by the Committee, and the report now presented is, I believe, the second they have submitted. The Committee has begun at the bottom of the organization, instead of the top, and it is their intention, according to their statement, to work from the bottom up. This, I think, is proper, and the report now before us is certainly a step forward and one that will be beneficial to the members of the Association. I would therefore say that in a general way the Committee has taken the right step, .md I hope that they will follow this up next year with specific rules for the other heads of departments — Supervisors of Structures and Super- visors of Signals.
The President: — The chair would suggest, Mr. Wendt, that you make that in the form of a motion, so that it will be a matter of record that the Committee is proceeding upon the right lines.
Mr. Wendt : — I make the motion that it is the sense of this con- ven.tion that the Committee is proceeding upon proper lines. Personally, I would like to supplement that motion and move that the report be adopted and printed in the Manual of Recommended Practice. In my judgment, as far as it goes, the report is fairly complete. Nc doubt from time to time additional rules will be introduced under the heading of "Supervisors of Track," but in accordance with our practice, the Manual is supplemented from year to year. (The motion was seconded and carried.^ Prof. W. D. Pence (Purdue University) : — T presume it is under-
UNIFORM RULES. 27
stood that the words "Rules Governing Supervisors of Track" will be inserted above Rule 3.
The President: — Yes, that is the understanding.
Mr. Richard Mather (Erie) : — I would suggest that Rules 5, 6, 7, 8 and 13 be placed under the general rules.
The President: — The convention has heard the remarks of Mr. Mather that rules 5, 6, 7, 8 and 13 be placed under the general rules.
Mr. Hanna : — Also rules 9 and 10.
The President : — Would not rules 9 and 10 come under the duties of the Supervisor of Track and not under the general rules?
Mr. Hanna : — I think not. It says, they shall have supervision of the work train service.
The President : — In the maintenance of track.
Mr. Hanna : — Plow about the work trains ?
The President : — That would come under the specific rules, as the chair understands it, for Supervisors of Structures.
Mr. Hanna: — How about rule 10?
Mr. Webb : — The idea of the Committee was to hold the Supervisor of Track responsible for the policing. It is his duty to police the road, no matter whether it afifects signals or any other property. We expect him to see that everything is all right. In all organizations that I know anything about the Supervisor is responsible for the policing of the roadway, and we wish to hold the Supervisor responsible for it. That is the reason we phrased the clause as we did.
Mr. Johnston: — I can see no special objection to allowing these rules to stand as they are and if we have connected with the rules applying to use of signals those applying to other departments, no harm can be done. We want to have the gentleman in charge of a special department see all the rules which afifect his work.
The President : — The discussion is somewhat out of order, as the report has been accepted. Unless there is other objection, the Com- mittee will be dismissed with the thanks of the Association.
Mr. W. M. Camp (Railway and Engineering Review) : — Before the Committee is • relieved, I wish to ask whether it would not be proper to add another heading under paragraph 2 — "Water Service." The Atchison, Topeka & Santa Fe Railway, the Illinois Central Railroad, the Missouri Pacific Railway, the St. Louis & San Francisco Railroad, and some other roads have general officers in charge of water service.
The President: — The Committee state they will take cognizance' of the suggestion in their work during the coming year.
REPORT OF COMMITTEE NO. III.— ON TIES.
To the Members of the American Raikvay Engineering and Maintenan^-e of Way Association:
The report of this Committee, printed in Bulletin No. 60, February, 1905, was read by title at the last annual convention, but not discussed. The Committee recommended in that report the adoption of certain definitions; that the specification for ties, as amended, be adopted; that the rules for tie records be adopted ; that the method of stamping, in addition to the use of the dating nail, be adopted ; and also that ties treated with mineral salts be seasoned from four to six weeks before being laid in track.
During the present year the Committee has held two meetings, besides one joint meeting with the Track Committee, acting on the instructions of the Board of Direction to confer with the latter committee as to tie spacing and size of ties for various conditions.
An effort was made to secure from the members of the Tie and Track Committees their views upon the possibility of expressing in a formula the most desirable length of ties, and spacing thereof, for three types of track — ballasted track for heavy traffic; ballasted track for light traffic, and unballasted track. It was suggested that the proper factors in such a formula would be the engine axle load, the weight of rail, the allowable bearing pressure of the rail on the tie, and of the tie on the roadbed. Three axle loads, and also three weights of rail were sug- gested; the weight of rail being intended to accord with the usual present practice as to proportion to the axle loads. Several replies were received to this request, but the consensus of opinion was that it was impossible to express by formula any rule which would have any value. One member of the Committee presented a letter in which he attempted to determine the proper spacing, on the theory that the bending moment in the various rails under their axle loads should be the same. This letter is printed as an appendix to the report as being a suggestive study.
The Committee carefully considered the data on the subject of the size of ties in use on the railroads of the country, as embodied in their previous report (Bulletin No. 60), and concluded, in view of the in- creasing length of spikes being used, to recommend that the standard
29
30 TIES.
thickness of tie be made 7 in. and in view of the great scarcity of tie timber in this country, with the corresponding increased cost, that the length of tie should preferably be 8 ft. Consequently it is recommended that the standard tie be 7 in. by 8 in. by 8 ft.
The specifications for ties are resubmitted with the corrections, as embodied in our report (Bulletin No. 6o), and with the following changes in addition : The word "Cypress," under the heading of "Woods to be used untreated," has been qualified by putting in parenthesis imme- diately thereafter, "Except White Cypress." From the table of dimen- sions classes F. and G. have been eliminated, F. being for a tie 6 by 7 in. and G. for a tie 6 by 6 in. The marginal references have been corrected as follows : "Piling Ties" to read, "Piling Untreated Ties," and a nev/ paragraph has been inserted covering "Piling Treated Ties." A provision in the paragraph relating to "Piling Untreated Ties" has been added to the effect that they must be marked with the date when piled, as well as with the owner's name.
The definitions for "Heart Tie," "Half-Round Tie," "Face," and "Cross-Tie," which have not been acted upon by the Association, are resubmitted. A definition for "Sawed Tie" is presented and previous definitions adopted by the Association for "Score Marks" and "Doty Tie" are amended.
The Committee was directed to submit rules for marking ties, and also to resubmit specifications for dating nail. In the previous report instructions for marking the ties by the use of dating nails were sub- mitted. In the instructions given for keeping and reporting tie records, it is recommended that, in addition to the use of the dating nails, all ties be stamped at both ends. Embodied in our specification for dating nail, the dimensions of these nails are given. The Committee is not at all sure that the specification for dating nail is sufficient; it is quite ques- tionable in our judgment as to the possibility of the steel nail giving satisfactory service. In previous reports attention has been called to the very short life of galvanized nails in some instances, and the Com- mittee has endeavored to ascertain the cause. It will be a great misfortune if nails which are placed in the ties for the purpose of identifying them ten years hence should fail to have as long a life as the tie. One member of the Committee reports as to the practice on the Pennsylvania Lines :
"Until within a year ago the dating nails used by this company were made of copper. It was found that these copper nails were being pulled out of the ties by boys and others, presumably on account of their intrinsic value, and wc have for the last year, or year and a half; been using galvanized wire for our dating nails. The material in these dating nails
TIES. 31
is steel; we have not so far specified the amount of carbon — the less carbon, the less corrosion, as a rule. I would therefore suggest that we specify that iron be u.sed for dating nails instead of steel.
"It is a well-known fact that the Western Union Telegraph Company's wire has a considerably longer life than our galvanized fence wire. Under extremely unfavorable conditions this telegraph wire lasts from 8 to lo years, and under ordinary conditions obtaining along railroads it lasts about 30 years. This very long life is in my judgment due not only to the quality of galvanizing, but, without doubt, mostly to the fact that the wire is made out of iron.
"We have on one of our western lines a telegraph wire, which was put up in 1856, and is still in service, and in fairly good condition. This was originally a No. 9 wire, and is at present very little decreased in size. I am told that this is an iron wire which was boiled in oil before being put up.
"It may be advisable to make some experiments with iron wire boiled in oil and iron wire galvanized, and with steel wire boiled in oil and steel wire galvanized, with a view of determining the life under unfavor- able conditions"
The Committee at one meeting voted to specify the amount of carbon which the steel nails should contain, but concluded that this is inexpedient, and believes, before attempting to specify what is necessary, further efforts be made to determine what the facts are. The specification for dating nail as amended is resubmitted, believing that while it may need cor- rection, it will insure uniformity of size if adopted.
The rules offered in Bulletin No. 60 for the keeping of tie records are resubmitted herewith.
In previous reports the results of the use of treated ties on various roads have been given, and as this is all accessible it is unnecessary to repeat it. Nothing has developed during the past year to change the conclusions as to the value of treatment. Whatever new evidence has been found has been simply confirmatory of the favorable conclusions of previous years. There has been no large inci^ase in the number of ties treated during the past year. There can be no question but that the more general adoption of treatment would inure largely to the benefit of the railroads. Unfortunately the policy of many roads is to refuse to consider the matter when the price of ties is weak, because of the temporary cheapening of the supply ; and to refuse to embark in it when the price of ties is high, because then it is impossible to contract for a supply of ties except at the higher prices. There has been a report made during the month of December, 1905, on the ties laid in the experimental track of the Gulf, Colorado & Santa Fe in Texas. These ties have been reported on by this Committee in previous years, and by
32 TIES.
reference thereto the inimher of ties of each kind, and details as to treatment or non-treatment can be secured. It will be remembered these ties were treated and laid under the direction of the Bureau of Plant Industry of the Department of Agriculture of the United States. This latest report is too much in detail to be reproduced, but the general results are to demonstrate the value of the zinc-chloride and zinc-creosote methods. The benefit of the treatment is shown more on certain species than on others; for instance, of the 91 red oak ties laid in track without treatment, 82 have already been removed, while of the 9 still in track two show decay. All of the red oak ties treated by the zinc- chloride, the Wellhouse and the zinc-creosote (two-injection) processes, are in good condition. Of the 49 tamarack ties laid, four-fifths were removed in February, 1905, because of rottenness. The ties of the same species, treated by the methods mentioned above, are all in good con- dition. The same comment applies to the loblolly pine ties, of which the 100 untreated were all removed in May, 1904, being rotten. The ties treated by the usual methods are in good condition. Of 42 tiei immersed for 48 hours in Beaumont crude oil, 40 were removed in September, 1904, being rotten. Of 100 imm.ersed in Spirittine,, Ho had been removed up to Sptember, 1904. Of the 93 untreated long-leaf pine ties, 85 were removed in November, 1904. Of 100 short-leaf pine ties untreated, 55 had been removed up to February, 1505, being rotten, while of those still in track only 13 are reported as being in good condition. Of lOi hemlock ties, untreated, all were removed in Septem- ber, 1904, being rotten. Of 100 beech ties, 97 have been removed, being rotten. In all of the above cases the ties treated by the zinc-chloride, the Wellhouse and zinc-creosote (two-injection) processes have given good results, except in the case of certain ties treated with the zinc- creosote, which were badly overheated in steaming, and which have gone lo pieces therefrom. The ties treated by the Hassellman process have given in general unsatisfactory results. The ties which have shown the best results by this treatment have been the white oak and the long-leaf pine, both of which are supposed to give good results without treatment. It will be remembered that it is claimed these ties given the Hassellman treatment were not properly treated. What bearing this may have on the results is unknown. The only ties treated with Spirittine, besides the loblolly previously mentioned, were 100 long-leaf pines, of which 7 show decay, one is badly split, while the rest are in good condition.
The Committee has thought it desirable to attempt the preparation of general specifications covering the various kinds of treatment, and submit these specifications for the consideration of the Association. It is not
TIES. 33
asked that they be adopted, as it is believed it will be wiser to have them thoroughly considered and discussed before this is done. The Commit- tee has not written specifications for all forms of treatment, confining themselves to those regarding which they have some knowledge, and which were neither secret or patented. In some respects the Committee recognizes the specifications could be made more complete. It has been our effort, however, to write a specification which shall be reasonable, and which we can reasonably hope may be generally adopted. As an appendix two letters are printed — one from a member of the Committee who was unable to be present at the last meeting, containing some criticisms and suggestions, and another from Mr. J. Kruttschnitt.
CONCLUSIONS.
Your Committee submits the following conclusions :
(i) That the specifications for ties, as amended, hi approved.
(2) That the definitions submitted herewith be adopted.
(3) That the specifications for dating nail be approved.
(4) That the rules for tie records be approved.
(5) That the standard tie be 7 in. by 8 in. by 8 ft.
(6) That the specifications for tie treatment be discussed and referred back to the Committee for further consideration.
Respectfully submitted,
E. B. CusHiNG, General Superintendent, La. & Texas Lines, S(^u. Pac. Co., New Orleans, La., Chainnan.
W. W. Curtis, Consulting Engineer, Chicago, 111., V ice-Chairman.
E. G. Ericson, Principal Assistant Engineer, N. W. System, Pennsylvania Lines, Pittsburg, Pa.
E. O. Faulkner, Manager Tie and Timber Dept., Santa Fe Railway Sys- tem, Topeka, Kan.
C. F. W. FiLT, Chief Engineer, G., C. & S. Fe Ry., Galveston, Texas.
E. E. Hart, Chief Engineer, New York, Chicago & St. Louis Railway. Cleveland, O.
V. K. Hendricks, Division Engineer, Baltimore & Ohio R. R., Baltimore.
J. C. Nelson, Division Engineer, Alabama Great Southern Railway, Birmingham, Ala.
S. M. Rowe, Consulting Engineer, Chicago, 111.
H. R. Safford, Assistant Chief Engineer, Illinois Central R. R., Chicago.
Dr. Hermann Vcn SchrenKj Pathologist, Dept. of Agriculture, St. Louis.
Committee.
3
34 TIES.
SPECIFICATIONS FOR TIES.
RECOMMENDED STANDARD SPECIFICATIONS.
The following woods may be used for tie timber without any preserva- tive treatment :
White Oak family.
Long-leaf strict heart yellow pine.
Cypress, excepting the white cypress.
Redwood.
White Cedar.
Chestnut.
Catalpa.
Locust, excepting the honey locust.
Walnut.
Black Cherry.
The following woods shall preferably not be used for tie timber with- out a preservative treatment approved by the purchaser:
Red Oak family.
Beech.
Elm.
Maple.
Gum.
Loblolly, short-leaf, lodgepole. Western yellow pine, Norway,
North Carolina pine and other sap pines. Red Fir. Spruce. Hemlock. Tamarack.
All ties must be well and smoothly hewed or sawed out of straight, growing timber of specified dimensions and out of wind, sawed ends, with straight and parallel faces, the minimum width of either face to be not less than that given in the table of dimensions. All ties must have bark entirely removed before being delivered on the company's ground. Ties shall be free from splits, shakes, loose or decayed knots or any other imperfections which may impair their strength or durability.
TIES.
35
DIMENSIONS.
Except in pole ties with rounded sides, or in half-round ties, none Dimensions, shall be less than eight (8) in. width of face, and in no tie shall the thick- ness be less than six (6) in. A variation in size will be permitted of one-half (i/$) in. over in thickness, two (2) in. over in width and one (i) in. over in length.
In pole ties with rounded sides and half-round ties, the width of face A^llowable
Variation.
may be less than that given in the table of dimensions below, but the least area of cross-section shall be not less than the area corresponding to the tabular dimensions, and in no case shall the width of face be less than six (6) in.
TABLE OF DIMENSIONS.
|
Thickness by Width of Face. |
Length. |
|||
|
Class. |
Inches. |
Feet. |
Feet. |
' Feet. 1 |
|
A |
7 X 10 |
8 |
&% |
1 9 |
|
B |
7x9 |
8 |
BVs |
9 |
|
C |
7x8 |
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lies which are to be delivered along the right-of-way of the railroad Piling
T'ntreated must be piled at station yards or at points between stations designated in Ties.
the contract, not less than ten (10) ft. from the nearest rail; each pile to be
of either 25 or 50 ties, built with two ties on the ground and above in
alternate courses of 7 and 2, except the top, which shall be placed to
^ ^'ii
^ ^1 W l^^xl
m
Fig. I. — Piling Diagram for Fifty Ties.
i
form a watershed, as shown in diagram. Each pile must be plainly marked with the owner's name and date when piled. Three feet of space must be left between piles to allow easy inspection. Sawed ties must be piled separately from hewed ties.
3« TIES.
-al of All rejected ties must be removed from the company's right-of-way
cd ...
within ten days after notice is given.
Ties treated with a water solution, like zinc-chloride, particularly
"*^ Red Oak and Beech ties, must be piled in close piles on well drained
ground, to prevent checking.
of Ties shall be cut, as far as possible, in the winter period; that is,
'^' from October to March.
TIES. 37
DEFINITIONS.
Cross-Tie. — That transverse member of a railway track which supports
the rails and by means of which they are retained in position. Sawed Tie. — A tie having both faces and sides sawed. Half-Round Tie. — A slabbed tie which has greater width on lower than
on top face. Heart Tie. — A tie which shows sapwood on one or two corners only and
which sapwood does not measure more than one inch on either
corner, on lines drawn diagonally across the end of tie. Doty Tie. — A tie which is affected by fungous disease. Score Marks. — Marks made by the ax as an aid in hewing. Face. — The upper or lower plane surface of a tie.
SPECIFICATIONS FOR DATING NAIL.
The nail shall he yi.-\n. in diameter, 2l4 in. in length, with head Mater 5^-in. in diameter, having stamped therein two figures designating the year ; the figures to be 5^-in. in length and depressed into the head i^-in., made of iron or steel, galvanized with a coating of zinc, evenly and uniformly applied, so that it will adhere firmly to the surface of the steel.
Any specimen shall be capable of withstanding the following test: Test. The sample shall be immersed in a standard solution of copper sulphate for one minute and then removed, immediately washed in water thor- oughly, and wiped dry. This process shall be repeated. If after the fourth immersion there is a copper-colored deposit on the sample or the zinc has been removed, the lot from which the sample was taken ihall be rejected.
The standard solution of copper sulphate shall consist of a solution chem of 34-5 parts of crystallized copper sulphate in loo parts of water. This solution will have a specific gravity of 1.185 at 70 degrees Fahrenheit. While a sample is being tested, the temperature of the standard solution shall at no time be less than 60 degrees Fahrenheit rior more than 70 degrees Fahrenheit.
38 TIES.
RULES FOR TIE RECORDS.
Section foremen will be provided with daily record blanks having space for each day of the month to record the number of treated ties put into track that day and the number taken out the same day, the latter being according to the cause necessitating their removal, whether rot- ten, broken, burned or rail cut. They must also show the year in which these tics were treated as indicated by the stamp and by the dating nail. The section foreman must make these records each day, and at the end of each month the daily record must be forwarded to the proper superior officer. If no treated ties have been taken out or put into track during the month, section foremen must so note on report.
Treated ties already in track, but taken up and relaid on another part of the same section, need not be inserted on this report as ties taken out or put in.
Section foremen must see that a dating nail is driven in the upper side of every treated tie when it is first laid in the track, about ten inches inside of the rail, and on the line side of the track. The tie shall be laid with the end having the year stamp on it on the line side of the track. A supply of these nails must be carried on the hand-car whenever any ties are to be laid, and dating nail must be driven the same day the tie is put in.
Foremen must be especially careful to see that neither they nor their men injure or destroy the marks or nails intended to identify the ties.
At the end of each year all dating nails for that year remaining on hand and unused must be returned to the storekeeper, and requisition made for a new supply stamped with the following year.
It is recommended that, in addition to (he use of the dating nail, each tie be stamped at the treating plant, before treatment, with the year; and, preferably, be stamped on both ends.
TIES. 39
SPECIFICATIONS FOR TIE TREATMENT.
GENERAL REQUIREMENTS.
No ties shall be treated earlier than 90 days after cutting and piling in open spaces to season, if of pine; or 120 days if of oak; and for other timbers for such period as is necessary to bring them to a cor- responding degree of seasoning. If this is done prior to receipt at the treating works, ties may be loaded direct from the cars to the trains ; otherwise they must be unloaded on the ground, stacked in piles eight
(8) ft. square, with two ties only in bottom layer and two and seven in every alternate layer, except the top one, which shall be laid close with an extra tie under one end to form a rain shed. The outside ties in each layer shall be placed on edge to provide an air space above each layer. The piles shall be placed ten (10) ft. centers in one direction and nine
(9) ft. centers in the other direction. When so stacked, tics shall be al- lowed to season for a time at least sufficient to make up the 90 and 120 days required, or other time necessary to thoroughly air season. Ties treated in the same run shall be as nearly as possible uniform in kind and degree of seasoning. No ties should be put into the cylinder which do not conform to the requirements of the tie specifications as to shakes, checks, etc. All ties which show signs of checking should be provided with some means for preventing further checking, either by means of "S" irons, bolts, or other device, in order to prevent further checking during and after treatment, which would be liable to render the tic worthless. Where ties are to be adzed or bored for subsequent insertion of tie-plates or screw spikes, such adzing and boring should in all cases be done before treatment.
When in condition to treat, the ties shall be placed in the cylinders, the door closed and live steam admitted at such rate as to secure /o lbs. of steam pressure within 30 to 50 minutes, as shown by gage con7 n^cLed to the cylinder. This pressure shall be maintained for periods varying from one 'to five hours, depending upon the character of the tim- ber and its condition ; but the pressure as indicated on the gage shall at no time be allowed to exceed 20 lbs. Where the timber is absolutely air- seasoned and it is possible to secure the desired penetration witliout steaming, this may be omitted entirely,, subject to the approval of the purchaser. Duririg the time of steaming a vent shall be kept open in., the
40 TIES.
bottom of the cylinder or in the drain therefrom to permit the escape of air and the condensed water in the cylinder.
When the steaming is completed the steam shall be blown off, and a vacuum of not less than 24 in. of mercury produced, if the works are located at sea level, or a corresponding degree of vacuum produced at higher altitude.*
ZINC CHLOKIEE TREATMENT.
This vacuum shall be maintained for at least one-half hour, at the expiration of which time zinc chloride shall be admitted without other- wise breaking the vacuum ; a pressure of too lbs. per sq. in. applied, and maintained until the desired absorption is obtained. The amount of solution injected shall be equivalent to ^-Ib. of dry soluble zinc chloride per cubic foot of timber. The solution .shall be as weak as can be used, and still obtain the desired absorption of zinc chloride, and shall not be stronger than 5 per cent. The solution shall be heated to a temperature of not less than 140 degrees before admission to the cylinder. If the cylinders are provided with steam coils, steam pressure shall be maintained in these coils during treatment.
The zinc chloride used shall be as free from any impurities of any kind as is practicable, being slightly basic, absolutely free from free acid, containing not more than y§§jy of i per cent, of iron. The amount of chloride specified to be injected shall be of soluble zinc chloride only. The amount of solution absorbed shall be determined by calculation based on the gage readings of the tank holding the sup- ply of solution. The strength of the zinc-chloride solution must be care- fully controlled from time to time by hydrometer readings. Borings should be taken from time to time from at least six ties treated in the same run, and a determination of the actual zinc chloride according to the standard method should be made. The holes made in taking these borings to be plugged tightly and completely with creosoted plugs.
ZINC TANNIN TREATMENT.
This vacuum shall be maintained for at least one-half hour, at the expiration of which time zinc chloride shall be admitted without other- wise breaking the vacuum ; a pressure of 100 lbs. per sq. in. applied, and maintained until the desired absorption is obtained. The amount of solution injected shall be equivalent to yi-lh. of dry soluble zinc chloride per cubic foot of timber. The solution shall be as weak as' can be used and still obtain the desired absorption of zinc chloride, and shall
•The General Reriuirements above apply to each of the following treat- ments. If used in specifications for the purchase of ties or for treatment, these paragraphs should be followed only by the particular treatment re- quired.
TIES. 41
not be stronger than 5 per cent. The solution shall be heated to a temperature of not less than 140 degrees before admission to the cylin- der. If the cylinders are provided with steam coils, steam shall be main- tained in these coils during the entire treatment.
After the required amount of zinc chloride has been injected this solution shall be run off and the ties allowed to drain for 15 minutes. The chloride draining off shall be blown or run off, and a 2 per cent, solution of tannic acid, made by mixing 6% lbs. of 30 per cent, extract of tannin with 100 lbs. of water, run in, and a pressure of 100 lbs. produced and maintained one-half hour. This shall then be run off, a I per cent, solution of glue (made by dissolving 2 ^^ lbs. of glue con- taining 50 per cent, gelatine, in 100 lbs. water) shall be admitted to the cylinder and a pressure of 100 lbs. produced and maintained for one-half hour. Care shall be taken to maintain the solution containing the glue and tannic acid up to their original strength in these elements.
The zinc chloride used shall be as free from all impurities of any kind as is practicable, being slightly basic, absolutely free from free acid, containing not more than jI^jj of i per cent. iron. The amount of chloride specified to be injected shall be of soluble zinc chloride only, rhe amount of solution absorbed shall be determined by calculation based on the gage readings of the tanks holding the supply of solution. The strength of the zinc-chloride solution must be carefully controlled from time to time by hydrometer readings. Borings should be taken from time to time from at least six ties treated in the same run, and a determination of the actual zinc chloride according to the standard method should be made. The holes made in taking these borings to be plugged tightly and completely with creosoted plugs.
CREOSOTING.
This vacuum shall be maintained for at least one-half hour, at the expiration of which time dead oil of coal tar shall be admitted without otherwise breaking the vacuum; a pressure of 100 lbs. per sq. in. applied, and maintained until the desired absorption is obtained. The amount of dead oil to be injected shall be that provided for in the con- tract for ties ; suggested to be 10 lbs. per cubic ft. The dead oil shall be heated to a temperature of not less than 140 degrees before admission to the cylinder. All cylinders must be provided with sufficient steam coils to fully maintain this temperature during injection, steam pressure being maintained in these coils also during vacuum. The dead oil shall comply with the standard specifications therefor, as determined by
42 TIES.
standard methods of analysis. The amount of oil absorbed shall be determined by calculation based upon gage readings taken before the introduction of the oil into the cylinder and after forcing back the oil after treatment.
All oil shall be analyzed when received at the works; these samples being taken in the manner prescribed by the specifications for oil. At least once during each week samples of oil shall be taken from the cyl- inders during the treatment and analyzed to determine if the water in the oil exceeds the limit in the specifications. If so, a correspondingly greater amount shall be injected. If this amount of water exceeds lo per cent., steps shall be taken before it is used to remove the water, so as to bring the oil within the limits of the specifications.
WELLHOUSE TREATMENT.
This vacuum shall be maintained for at least one-half hour, at the expiration of which time zinc chloride containing ^ of i per cent, of glue shall be admitted without othervv^ise breaking the vacuum ; a pressure of lOO lbs. per sq. in. applied, and maintained until the desired absorption is obtained. The amount of solution injected shall be equiv- alent to J/2-lb. of dry soluble zinc chloride per cubic foot of timber. The solution of zinc chloride shall be as weak as can be used, and still obtain the desired absorption of zinc chloride, and shall not be stronger than 5 per cent. The solution shall be heated to a temperature of not less than 140 degrees before admission to the cylinder. If the cylinders are provided with steam coils, steam pressure shall be maintained in these coils during the entire treatment.
After the required amount of zinc chloride and glue has been injected, this solution shall be run off and ties allowed to drain for 15 minutes. The chloride and glue draining off shall be blown or run off and a ^ of I per cent, solution of tannic acid run in, and a pressure of 100 lbs. produced and maintained ij^ hours. Care shall be taken to maintain the solution containing the glue and tannic acid up to their original strength in these elements.
The zinc chloride used shall be as free from any impurities of any kind as is practicable, being slightly basic, absolutely free from free acid, containing not more than f§f ^ of i per cent, of iron. The amount of chloride specified to be injected shall be of soluble zinc chloride only. The amount of solution absorbed shall be determined by calculation based on the gage readings of the tanks holding the supply of solution. The strength of the zinc-chloride solution must be carefully controlled
TIES. 43
from time to time by hydrometer readings. Borings should be taken from time to time from at least six ties treated in the same run, and a determination of the actual zinc-chloride according to the standard method should be made. The holes made in taking these borings to be plugged tightly and completely with creosoted plugs.
TWO-INJECTION ZINC CREOSOTE.
This vacuum shall be maintained for at least one-half hour, at the expiration of which time zinc chloride shall be admitted without other- wise breaking the vacuum : pressure applied and maintained until the desired absorption is obtained. The amount of solution injected shall be equivalent to i^u-lb. of dry soluble zinc chloride per cubic foot of timber. The solution shall be as weak as can be used, and still obtain the desired absorption of zinc chloride, and shall not be stronger than 5 per cent. The solution shall be heated to a temperature of not less than 140 degrees before admission to the cylinder.
The solution of zinc chloride shall then be run out, and dead oil of coal tar immediately admitted to the cylinder, pressure applied of ICO lbs. per sq. in., and oil injected into the ties to the average amount of 3 lbs. of oil per cubic foot of timber. The oil shall be heated to a temperature of not less than 140 degrees before admission to the cylinder. All cylinders must be provided with sufficient steam coils to fully maintain this temperature during injection, and steam shall be maintained in the coils also during injection of the zinc chloride and during vacuum. The dead oil shall comply with the standard specifica- tions therefor, as determined by standard methods of analysis. The amount of oil absorbed shall be determined by calculation based upon gage readings taken before the introduction of the oil into- the cylinder, and after forcing back the oil after treatment.
All oil shall be analyzed when received at the works; these sam- ples being taken in the manner prescribed by the specifications for oil. At least once during each week samples of oil shall be taken from the cylinders during treatment and analyzed to determine if the water in the oil exceeds the limit in the specifications. If so, a correspondingly greater amount shall be injected. If this amount of water exceeds 10 per cent., steps shall be taken before it is used to remove the water, so as to bring the oil within the limits of the specifications.
44 TIES.
APPENDIX.
Mr. J. Kruttschnitt (Union Pacific and Southern Pacific — by let- ter) : — I have read over with some care the proposed specifications for treating timber with zinc chloride and dead oil of coal tar, and the following suggestions occur to me :
I think some stress should be laid on the fact that no one method of treatment can be prescribed that will suit all kinds of timber, different woods require entirely different treatments, as is evidenced by the fact that we are not able to adopt a standard treatment that will do for all of our lines; for instance, for the Wyoming mountain or lodgepole pine, and for the Louisiana and Texas yellow pines, we prescribe 90 days for air-seasoning and find that this reduces the time of treatment and is in every way beneficial, while on the Pacific Coast it is found that the Douglas fir, which we use to a great extent for tie timber, takes the treatment best without seasoning.
We doubt whether bolts, "S" irons, or other devices will be of any benefit to prevent ties that are badly checked from checking further. We think the specifications should be rigidly enforced, and would not attempt to treat badly shaken or checked ties.
All machine work to be done on timber should, without doubt, be done before treatment.
We have found it best at all of our works to apply a vacuum before admitting live steam. We think it promotes the seasoning of the timber by removal of the fermentable sap, the retention of which serves to promote decay.
We raise the steam pressure to 25 lbs., but prefer to specify the temperature above which the timber shall not be heated rather than the steam pressure.
We have found with Pacific Coast timbers that they are not injured if the (upper grade of) temperature be limited to 280 degrees Fahren- heit, and the Eastern yellow pines are not injured if the temperature be limited to 250 degrees Fahrenheit.
We use a pressure of 125 lbs. to 145 lbs. per sq. in. for forcing the chloride into the ties.
We use only one-half the amount of dry chloride per cubic foot (our specifications call for 14-lb.) that the Committee recommends, and we never allow the solution to go as high as 5 per cent. Our standard solution is 1.7 per cent., and we do not permit it to rise above 2.5 per cent, as a maximum.
While the heating of the solution is all right, we see no reason
TIES. 45
in biirnettizing why the cyHndtrs should be provided with steam coils. It is an added expense, and an added device to rust out and be corroded by the chloride of zinc.
Creosoting. — The amount of creosote" per cubic fool of tie seems to us ample. While we do not use this treatment for ties, we have used it extensively for trestle timbers and bridge ties and have never had any trouble with timber impregnated with this amount of oil. We heat the oil rather higher than the Committee recommends before admis- sion, using a temperature of from 170 to 180 degrees Fahrenheit.
The method of measuring the solution absorbed, by gage readings on the tank holding the stock rupply of the solution, is fallacious, unless the coefficient of the measuring tank is obtained for correction. The apparent injection of both zinc chloride and creosote may be simply evidence of compression of bubbles of air, gas, etc., in the timber.
I quote clauses of our specifications bearing on this subject:
"At regular intervals 01 about 30 days during operation and when- ever there is a change in the character of the timber to be treated, make a coefficient for the measuring tank as follow^s :
"When injecting, pump from the measuring tank into the retort the exact net number of inches theoretically required for the timber, with- out coefficient of any kind ; let off^ pressure from bottom of retort through a pipe into and over top of measuring tank ; note exact inches returned; subtract this from the theoretical number of inches. This gives the inches remaining in the retort. Then the ratio of 100 times the inches flowing back to the inches remaining gives the percentage to be added, in every case, to the theoretical inches required. Example :
60 in. required theoretically;
12 in. flowed back ;
— 100x12
48 in. remaining; then = 25 per cent., the coefficient required.
48
This coefficient is the addition to be made to the theoretical amount to be pumped from the measuring tank into the timber.
"This must be corrected at intervals not exceeding two days (preferably each day at noon) by taking stock of material used in a given interval and the amount of timber treated in the same interval. These pounds of preservative material divided by the cubic feet of tim- ber treated should correspond to the amount of preservative per cubic foot desired."
In creosoting, the individualities of the timbers treated must be consulted. The method given in the proposed specifications is that long in use in the East, but it is absolutely inapplicable to Douglas fir.
With Douglas fir, our standard method of treatment is to run the trucks into the cylinder, close the door, fill with creosote (120 degrees to 140 degrees Fahrenheit), open up the vents and allow the vapors to pass out under atmospheric pressure through the condenser, which is only for use in measuring the rate of vaporization and recov- ering a certain amount of light oil which is carried over mechanically during the process. When the timber is properly dried, fill the tanks
46 TIES.
with creosote, close the vents, and put on pressure, injecting oil from the measuring tank.
At our works in Texas we use the method outlined by the Com- mittee, heating the oil up to 170 or 180 degrees Fahrenheit before admission.
A standard analysis for the oil is much to be desired, but we do not know that there is one.
Mr. E. O. Faulkner (Santa Fe — by letter) : — In regard to the proposed specifications governing method of piling ties before treat- ment, as also the several different forms of the treatment itself — it seems to me the Committee is undertaking quite a task in attempting to frame specific rules governing these matters in such a wide territory as that covered by the Association, and they probably will not be followed excepting where they agree with local conditions or practice.
Take the question of piling ties to start with ; we have given some attention to this matter, and for that reason fully realize its importance, but find that for the climate and woods of Eastern Texas, where the rainfall is heavy, and at certain seasons of the year the atmosphere very warm and humid, the form most suitable there is not suited to the climate and woods of the Rocky Mountain region. In East Texas our ties are hauled to the right-of-way, inspected and brought into the Somerville storage yard as quickly as possible after making, and there piled on the 1x8 plan, so as to give the best oppor- tunity for quickly drying out and for the rain to fall off. We tried the same plan in New Mexico, but found the hot sun and dry air seasoned the outside of the ties so fast that they checked badly, so we make piles yy."], with the outside ones on edge where the shape will permit, just as suggested. In the case of cypress ties, we pile them as solid and close as possible in order to hold the water or sap in the wood. As to the time of drying; this, too, depends somewhat on local conditions. Accompanying this letter are some blue prints of ties we have been testing for piling and length of time in seasoning before and after treatment (Burnettized) at Bellemont, Ariz. On Fig. 6 the difference is shown between the time of seasoning in the summer months as compared with the winter, where ties cut in June had lost 33.1 per cent, of their weight in the first 30 days and in the next 90 the total additional loss in weight was only 1.6 per cent. In Figs. 7 and 8 I do not think we got absolutely green ties. Now compare these with Fig. 5 for ties cut in December, and it will be seen that they were held six months before the loss in weight equaled 30 days in Fig. 6, and, further, that until the warm spring days, practically no decrease in weight occurred after the first month. The prints have not been carried past October, but there is sufficient on them to show the different conditions that govern in this country of ours, and, in my opinion, each one must work out his own salvation, as we are trying to do. It is not much trouble or expense to make these tests, and they beat working in the dark. I think if the Committee will urge
TIES. 47
and encourage the officials of roads in different parts of the country to do a little investigation on their own account, it may in the end produce better, if not quicker, results than trying to get them to adopt something which may not fully suit their conditions, and concerning which they really do not appreciate the importance.
Before discussing the various treatments, let me say there is one feature the Committee has not touched upon, that I think is equally, if not more, important, than the seasoning ahead of treatment, and that is the seasoning after treatment where a water solution is used. If we expect the best results out of treated inferior woods, we must give them a fair show, and this is not done in putting them in the track just as soon as they are received after treatment, when they have probably 70 or more pounds of water in each tie : and when some of this water will squirt out as the spike is driven. What can one expect from a soft pine tie under such conditions but rail-cutting, loose and damaged spikes and unsatisfactory service? A year ago one of the leading roads in the West wrote our people in Chicago that they noticed their treated ties were corroding spikes, and asked for our experience; the matter was referred to me, and after full investi- gation I reported that, in my opinion, where the ties were allowed to properly dry out before insertion, the damage from corrosion was scarcely noticeable, but where the contrary was the case, then some corrosion took place ; but, even then, nothing like so serious as to give concern. The doctors said that for certain chemical reasons this could not be, but as I produced both corroded spikes and tie-plates, I heard no more about it. Now that so many roads are using Burnet- tized or Wellhouse ties, special attention should be called to the neces- sity of seasoning after treatment, even if more ties are ordered to admit of this, as I believe it would pay good interest on the investment.
Now as to treatments ; as the Committee knows, we are adopting the Rueping process at Somerville, while continuing Burnettizing in New Mexico and Arizona. We use half a pound of dry zinc-chloride to the cubic foot ; the Southern Pacific uses a quarter of a pound ; the Union Pacific four-tenths ; the Great Northern, I believe, some- thing over a pound. I hardly think these roads will change their methods simply because the Committee says half a pound is the cor- rect quantity. If the Committee is going into this subject, I would suggest that it be in the nature of a recommendation rather than as an absolute proposition, as being more likely to produce results, but if it does not, then the Committee is in a better position than other- wise. Twenty pounds steam pressure is provided for; where- cylinders are well jacketed, this may be sufficient, but where they are not, I think allowance should be made for local conditions, outside tem- perature, etc. From one to five hours' steaming is laid down, de- pending upon the character of the timber and its conditions ; would this be sufficient in the case of Oregon fir? I do not know, and have
48 TIES.
asked the Government officials if they have any tests on Pacific Coast timbers, but they say not. The period covers the time of our steaming, as we pile the timber long enough for good seasoning beforehand; but, as I said before, I have also shown there are portions of the year where 90 days does not accomplish much. The Committee also stipu- lates that the solution should be heated to 140 degrees; is there any special significance in this temperature, or is it simply such as might be expected to accomplish results? It is possible in some of the oldest plants there are no heating coils in the cylinders, neither thermometer flanges, nor sap drums, and I believe the Committee should recommend that in any new plants hereafter put up these appliances should cer- tainly be provided ; it would probably be done in any case, and this would emphasize the importance.
Creosoting Treatments : One hundred pounds pressure is required ; this is seldom necessary in the case of loblolly pine with lO-lb. treat- ment, as the wood will take up almost that quantity under the vacuum ; it would be better to say the pressure must be continuous and such as will give the desired absorption. I also think the timber should stay in the cylinder long enough after treatment to take care of the drip, and that the final gage reading should not be taken until after this has been forced back. I would not allow anything like ten per cent, water in the oil before having steps taken to reduce it ; I believe with proper appliances it is quite possible to keep it out, and for this purpose would require a sap drum under the cylinder to take care of any water or condensation at the end of steaming and vacuum periods. I think the working temperature of 140 degrees is too low and that it should be at least 175. I saw a sample of oil sent in by a treating plant for analysis, which showed that it began to solidify at 153, it being fully liquid at 160; I know this is an extreme case, but I think 140 is too low. Again, in creosote, where the treatment is in weight per cubic foot and the tank gage shows gallons, the weight of the oil per gallon is an important feature, especially as creosote expands, so that a gallon at a low temperature weighs more than it would at a higher temperature; sometimes more than hilf a pound difference, which, on a lo-lb. treatment, equals five per cent. In our commercial treatment we therefore require the temperature of the oil to be taken at time of forcing it into wood, and after forcing back : then strike an average of the two in case there is any appreciable dif- ference.
TIES.
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60
TIES.
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62 TIES.
Mr. H. R. Safford (Illinois Central— by letter) :— I have given the subject of proper size and spacing of track ties very careful con- sideration and endeavored to find some formula or basis for deter- mining the proper spacing of ties, with due consideration to the various types of ballast, wheel load and the economical maintenance of good line and surface.
Unforunately, no data seems to exist to show the supporting power of ballast per unit of area, neither is there much definite data to show the economical spacing of ties, as far as actual track maintenance is concerned, although this has been a very much discussed subject among railroad people, and I think we will, therefore, have to take the practice of a long period of time upon our high-class tracks as a basis, and assume a certain number of ties per rail, on good well- drained ballast, as a proper condition, taking as tb.'is basis the average practice of the more important railroads.
An investigation which the Committee made last year developed that the general practice was about eighteen 6x8x8 ties to the 30-ft. rail, which means a spacing of 20 in. between tie centers. This spacing may be a trifle greater than some of the heavy tonnage railroads are using, but it will be recalled that our investigation showed this size of tie and spacing was being used on some of the heavy tonnage roads. I think we can safely assume, therefore, that the above is a safe basis for analysis to arrive at some comparative figures. The three features to be considered in this analysis, are:
(i) Proper width of tie for bearing surface imder the rail.
(2) Supporting strength of roadbed.
(3) Proper spacing for economical tamping.
The first feature is admissible of considerable discussion, but into it is brought the crushing and breaking strength of the various types of wood, and this introduces so many values into the problem, as far as strength only is concerned, that it would be hardly possible to con- sider this, and we are forced to rely upon common practice and assume the 6x8 tie is sufficiently strong — as I believe it has always proved to be — for our heaviest wheel load. I think we can assume that we could stand even a narrower tie with safety, but the tendency is to increase, rather than decrease, the width, up to the point where thorough tamp- ing would be difficult.
The second feature, that of supporting strength of roadbed, is readily determined, and it will be found that with from 8 to 12 in. of ballast, and assuming the ballast is tamped for a distance of 18 in. on either side of the rail and distributes the load at an angle of 45 degrees to the roadbed below, that a maximum load of 15 tons per wheel would cause a maximum load on the roadbed of i.io tons per sq. ft. This is a low unit for supporting strength of good clay and loam, but on account of the inferior character of material fre- quently found in the roadbed, we are obliged, of course, to assume a
TIES. 63
very low value for bearing strength. It can be assumed that track surfaced on dirt above the natural roadbed would transmit the load to the roadbed through the dirt upon which the tie is tamped in about the same manner that it would be transmitted through the ballast, and the character of ballast can, therefore, be eliminated, and for the purpose of this discussion be considered only as a means of keeping good line and surface with the least cost, and causing a rapid drainage of water falling thereon.
The third feature, that of proper spacing for economical tamping, is one that has considerable bearing, and yet its value does not vary with the different character of rail and roadbed, as it is largely a matter of convenience in handling tools and getting the entire surface of the tie tamped, and the necessity for tie spacing, as far as this feature is concerned, is the same for all character of ballast and all sizes of rail. It would seem, therefore, that we must, in order to eliininate as many factors as possible, come down to the consideration of rail sec- tion and wheel load, and for the purpose of comparison I have worked up the spacing on the following basis, assuming three different char- acters of railroads, as discussed at previous meetings, viz. :
(i) Maximum axle load, i8 tons on 56-lb. rail.
(2) Maximum axle load, 22 tons on 65-lb. rail.
(3) Maximum axle load, 30 tons on 85-lb. rail.
Taking the matter of fiber stress of the rail ; it is found that, upon the assumption that the spacing of 18 ties to the rail is correct for Class 3, the spacing for the other two classes would be 23 ties for Class I and 20 ties for Class 2, or i4iVi"- ^nd 17^-1"- centers. This shows up one of two things : either that we are using too many ties per rail for our high-class track or not using enough for our low-class track. Without considering any other features, this comparison should be correct, but into the discussion must be introduced the question of cost of maintenance, or, briefly, section force and speed of trains and the character ot track to be maintained as far as line and surface is concerned.
It is, of course, not the experience of any of us that the tie spacing computed on the above basis is necessary, and little value would seem to be attached to such a result, because we know that we do maintain low-grade track on 18 and 19 ties per 30-ft. rail. The result, therefore, has largely shown us that, while for uniform speed conditions', and other conditions entering into economical maintenance, we should main- tain a different spacing, and that we could safely reduce the number of ties per rail under our heavy tonnage, it would not seem desirable to do. so. The result does show its that we have been working on the safe side on our tie spacing for our high-grade track, and it would seem as though we could safely recommend a reduction of ties per unit of length for such track and establish more nearly a relationship
64 TIES.
between the various classes of track, as shown by results above de- termined.
I am inclined to think that even with the inferior character of track, that it might represent a saving to get a tie spacing of 20 ties per 30-ft. rail, and that a better arrangement all around might be a spacing of 17, 19 and 20 for the three classes of track.
It seems to me we cannot, with any practicability, introduce any more elements into the problem, as we will find ourselves at sea when it comes to reconciling them as far as trying to establish a formula that will take all of these features into consideration, and that about all we can safely consider is rail strength and supporting strength of roadbed.
DISCUSSION.
The President : — In the absence of the chairman of the Committee, the vice-chairman, Mr. W. W. Curtis, will present the report.
Mr. W. W. Curtis (Consulting Engineer) : — The report of the Com- mittee presented at the last annual convention, not having been discussed, I will call attention to certain things. In that report the Committee rec- ommended the adoption of certain definitions ; that the specifications for ties, as amended, be adopted ; that the rules for tie records be adopted ; that the method of stamping, in addition to the use of the dating nail, be adopted ; and also that ties treated with mineral salts be seasoned from four to six weeks prior to being laid in track. In the present report, besides embodying the points just mentioned that have not yet been acted upon, we have made a recommendation as to the standard size of ties ; resubmitted the specifications for ties, with corrections and several ad- ditions ; amended one or two definitions and resubmit those which have not been acted upon. We resubmit the rules for marking ties and the specifications for dating nails. We also submit for discussion, but not for adoption, specifications for various treatments of ties. The con- clusions, found on page 8, on which the convention is asked to take action, are: (i) That the specifications for ties, as amended, be ap- proved; (2) that the definitions submitted herewith be approved; (3) that the specifications for dating nail be approved ; (4) that the rules for lie records be approved; (5) that the standard tie be 7 in. by 8 in. by 8 ft. ; (6) that the specifications for tie treatment be discussed and referred back to the Committee for further consideration.
The President : — The chair desires to say that in the specifications for ties, under the heading "Woods to be used untreated," the Committee has added the words, "excepting the white cypress," after the word "cypress." After the word "Locust," the words "excepting the honey locust" have been added. At the end of the list of woods to be used untreated, "Black Cherry" has been added.
In the paragraph on "Dimensions," the words "or in half-round ties" have been added on the first line ; on the second line, the words "width of" have been inserted.
Under "Allowable Variations," the words "sides a'ld half-round ties, the width of" have been added in the first lire, and in the last line of the same paragraph "width of" has been inserted.
In the table of dimensions, the heading of the second column has been
65 6
66 TIES.
changed to read, "Thickness hy Width of Face." In the same table, classes F and G have been omitted.
In the paragraph headed "Piling of Ties," the words "and date when piled" have been added to the sentence reading "Each pile must be plainly marked with tlie owner's name." The following sentence has been added to the paragraph : "Sawed ties must be piled separately from hewed ties."
A new paragraph has been added, reading as follows: "Piling Treated Ties. — Ties treated with a water solution, like zinc-chloride, par- ticularly red oak and beech ties, must be piled in close piles on well- drained ground, to prevent checking."
If there is no objection to the above amendments to the specifications for ties, they will be considered as having been approved.
Ur.dcr the rules, discussion in regard to definitions will be omitted, but will be carried on by correspondence with the Committee. If there is no objection, conclusions i and 2 will be considered as adopted. The next is conclusion No. 3. The chairman of the Committee asks that the specification for dating nails be read.
1 he Secretary: — "Specifications for Dating Nail. — Material. — The nail .Tiall be J4-in. in diameter, 2^ in. in length, v/ith head 5/^- in. in diameter, having stamped therein two figures designating the year; the figures to be ^-in. in length and depressed into the head j'g -in., made of iron or steel, galvanized with a coating of zinc, evenly and uniformly applied, so that it will adhere firmly to the surface of the steel.
"Test. — Any specimen shall be capable of withstanding the following test : The sample shall be immersed in a standard solution of copper sulphate for one minute and then removed, immediately washed in water thoroughly, and wiped dry. This process shall be repeated. If after the fourth immersion there is a copper-colored deposit on the sample or the zinc has been removed, the lot from which the sample was taken shall be rejected.
"Chemicals. — The standard solution of copper sulphate shall consist of a solution of ,"4.5 parts of crystallized copper sulphate in 100 parts of water. This solution will have a specific gravity of 1.185 at 70 degrees Fahrenheit. While a sample is being tested, the temperature of the standard solution shall at no time be less than Co degrees Fahrenheit nor more than 70 degrees Fahrenheit."
Mr. Edwin F. Wendt (Pittsburg & Lake Erie) : — That is a very good specification. However, we have been using copper nails on our road for ■ the last three or four years with somewhat the same result as is stated by the gentleman from the Pennsylvania Lines whose letter is printed on one of these pages. The reason for selecting the copper, after having used the galvanized steel nails, was this : In the industrial districts we found that the galvanized steel rail would not last. This was due to the fact that the figures were raised instead of being depressed. I think this specification covers that point, it requiring the figures to be depressed. I think that galvanized nails of this dimension are all right, when the
TIES. 67
figures are depressed, and when the coating will stand the test which this specification prescribes.
The President: — Unless there is objection, conclusion No. 3 will be considered as having been adopted.
The Secretary : — "Rules for Tie Records. — Section foremen will be provided with daily record blanks having space for each day of the month to record the number of treated ties put into track that day and the num- ber taken out the same day, the latter being according to the cause neces- sitating their removal, whether rotten, broken, burned or rail cut. They must also show the year in which these ties were treated as indicated by the stamp and by the dating nail. The section foremen must make these records each day, and at the end of each month the daily record must be forwarded to the proper superior officer. If no treated ties have been taken out or put into track during the month, section foremen musl so note on report.
"Treated ties already in track, but taken up and relaid on another part of the same section, need not be inserted on this report as ties taken out or put in.
"Section foremen must see that a dating nail is driven in the upper side of every treated tie when it is first laid in the track, about ten inches inside of the rail, and on the line side of the track. The tie shall be laid with the end having the year stamp on it on the line side of the track. A supply of these nails must be carried on the hand-car whenever any ties are to be laid, and datmg nail must be driven the same day the tie is put in.
"Foremen must be especially careful to see that neither they nor theii men injure or destroy the marks or nails intended to identify the ties.
"At the end of each year all dating nails for that year remaining on hand and unused must be returned to the storekeeper, and requisition made for a new supply stamped with the following year.
"It is recommended that, in addition to the use of the dating nail, each tie be stamped at the treating plant, before treatment, with the year ; and, preferably, be stamped on both ends.
"Conclusion. (4) That the rules for tie records be approved."
The President : — You have heard the reading of the conclusion and of the "Rules for Tie Records." Unless there is objection, they will be considered adopted and incorporated in the Manual of Recommended Practice.
Mr. John V. Hanna (St. Louis & San Francisco) : — I would like to ask a question about the location of the dating nail. It is required to be placed on the inside. What led to that conclusion? It seems to mo it would be better to place it on the outside.
Mr. Curtis : — That is a matter that has been discussed by the Com ■ mittee. This is simply a statement of what we think is the most general practice and what we believe to be the better practice. If the nail is placed on the outside of the rail, it is where the tie is first injured and decays. The point is to place it where it will be accessible, where it
68 TIES.
will be seen, and where it will be the least likely to be injured and the most likely to remain. We selected for that purpose a point on the inside of the rail and far enough away where it is not apt to be injured by trackmen and still not likely to be covered with ballast. I think that the location recommended is the one most generally used to-day. If there is any good reason or a better reason for the other practice, that is a matter the convention, I think, would like to have light upon. The President also calls attention to the fact that it places it away from the salt water dripping from refrigerator cars.
The President : — There being no further discussion, the conclusion will stand approved.
The Secretary: — "Conclusion. (5) That the standard tie be 7 in. by 8 in. by 8 ft."
Mr. C. H. Ewing (Philadelphia & Reading) : — I want to interpose an objeciion to the standard size of ties as proposed. I think I noted in one of the Bulletins published that on account of the scarcity of ties and the increase in price, the standard size recommended was 7 in. by 8 in. by 8 ft. I do not think that this reasoning should apply, in view of the traffic conditions to-day — the increase in weight of locomotives and equip- ment. I think it would be a mistake for the Association to recommend a tie as small as 7 in. by 8 in. by 8 ft.
Mr. A. K. Shurtleff (Chicago, Rock Island & Pacific) :— I do not see why the Association should adopt a standard tie any more than a standard weight of rail.
The President: — This is an interesting and important subject, in view of the variation in the size of ties now in use. There are ties in use 6 by 8 and 7 by 8 and 7 by 10. We would like to hear from Mr. Rockwell of the Lake Shore upon this subject.
Mr. Samuel Rockwell (Lake Shore & Michigan Southern) : — We do not think the standard ties — 7 by 10 and Sj-j — are any too large.
The President: — That applies to cedar as well as to oak?
Mr. Rockwell : — No, sir ; these are main line ties. We use cedar only for branch lines and for industrial tracks. We find we cannot use cedar even in our large yard tracks. We use, however, 6 by 8 hardwood lies on our branches and on our sidetracks, and, to some extent, on our third and fourth tracks, where the traffic is slow, but not on the main tracks where the traffic is fast. Therefore I think it would be a mistake to commit the Association to ties so small as are recommended.
Mr. Curtis : — I think a word ought to be said on behalf of the Com- mittee. In its report presented two years ago, the Committee submitted a table of dimensions for ties. We were taken to task severely because we had not recommended a standard size of tie. The Committee thought it would be presumptive to make a recommendation of that kind, but some of the members present at that time did not look upon it in that light. This year we v/ere directed specifically by the Board of Direction to take up this question of the recommendation of standard size and in a con- ference with the Track Committee the matter was very thoroughly dis-
TIES. 69
cussed. It was then laid over until our second meeting, and at that time we decided to recommend this size. In reaching this conclusion we were guided by several things. It will be remembered that two years ago the Committee made an investigation as to the sizes of ties used by the various roads of the country; whether there was any reason other than sentiment upon which the size of ties was based ; whether there was any reason for the belief that a 6 by 8 tie was too small. We also asked if there was any reason for the belief that a larger tie was undesirable. The result of that inquiry was a very large number of replies, representing a good many thousand miles of road. The replies were studied at the time they were received, and were again considered in formulating this recommendation, and we found this to be the condition : A majority of the roads reporting were using a 6 by 8 tie and reported them perfectly satisfactory. In those instances where the 6 by 8 tie was repoi'ted as being unsatisfactory, the objections were twofold — one that the tie was too thin for the length of the spike which is now being used, and that consequently after a few years' wear the spike would go entirely through the tie. For that reason we decided to adopt the 7-in. thickness. The other reason given was that the 6 by 8 tie was too light where the ballast was poor, or where there was no ballast. That is a condition that has to be met, but it is not a condition to determine the size of our tie. Nevertheless, we did increase the size of the tie to 7 by 8. The general consensus of opinion expressed in the reports was to the effect that where ballast was good, a 6 by 8 tie was ample for heavy traffic. There is a prevailing opinion that a 7 by 8 or a 7 by 9, or some other size tie, does not cost any more than a 6 by 8, but I think if you undertake to buy any great number on that basis, you will find it is a mistake; especially as we are coming to the condition of sawed ties instead of hewed ties. For these reasons, while we do not urge the adoption of any special size as a standard, and are not satisfied that it is desirable to adopt a standard, we believe the size recommended is the best that can be suggested for general adoption at present
Mr. Chas. S. Churchill (Norfolk & Western) :— The chairman of the Committee has reviewed the reasons as between the 6 by 8 and the 7 by 8 ties, but how about the length as between the 8 and the 8 ft. 6 in. ?
Mr. Curtis: — There are two or three objections to the 8 ft. 6-in. tie In the first place, an 8-ft. tie is long enough for good ballast. Another difficulty, when you get into the sawed ties, if your tie is that long, it takes a 17-ft. log out of which to cut it, and they do not cut them that way. They may cut them that way if you tell them they have to, but unless there is good reason for a change, it seems to me it is not wise to adopt a size which will not work in with the present saw mill and lumber practice.
Mr. W. B. Poland (Alaska Central) :— I do not think it is wise to adopt a single standard for a tie. T think it would be as unwise as it would to adopt a single width of roadbed or a standard weight of rail. I think we should have at least two standards. I do not approve of the
70 TIES.
adoption of the recommendation for a single standard. I would suggest that the matter be referred back to the Committee, and that they recom- mend at least two standard sizes of ties.
Mr. G. H. Bremner (Chicago, Burlington & Quincy) : — There are three classes of roads we are providing specifications for, and it would seem that in drawing up these specifications for the size of ties, we should specify for each class of road, and should also specify differently for different kinds of wood. The size of tie for oak, for example, is not necessarily a good size for cedar, and in referring it back to the Com- mittee— I second Mr. Poland's motion — I think that they should consider this.
Mr. Rockwell : — We use several different kinds of ties for the several different purposes — main line ties in fast traffic, main line ties in slow traffic, side line ties, yard ties, etc. Our experience is that we need different kinds of ties for almost every kind of use we put them to. While a 6 by 8 tie is all right enough for slow traffic, even where heavy engines are used, if they are of hardwood, they are not good enough on our lines where we have heavy traffic and high speeds, especially with the length of 8 ft. We think we need an 8-ft. 6-in. tie to give stability. But the greatest difficulty that we have in ties is to keep our rail from cutting through them. We find even that tie-plates do not help us very much on softwood ties. We have put in cedar ties in our tracks in large yards with heavy traffic, and they have given out entirely by the rails absolutely pushing the tie-plates right into and partially through the ties within six months, so that we had to take them out. We use a good many oak ties ; in fact, we use almost every kind of tie, and we use them with and without tie-plates. Our experience is if you use enough ties you can keep the track up under ordinary slow traffic, but we have found that for stability, under fast traffic, you need 8-ft' 6-in. oak ties.
Mr. G. B. Woodworth (Chicago, Milwaukee & St. Paul) : — It is well-known that one of the greatest difificulties in the maintenance of a good surface in the track is the track getting what is called "center- bound," and that is caused by the bearing between the rails being in a greater proportion than that outside. As I understand, it has been demonstrated by experience that a tie 8 ft. 6 in. long equalizes the bearing, and the depression of the tie in the ballast will be uniform throughout for about that length, or perhaps in some ballast even more than 8 ft. So far as the width of the tie is concerned, it has been my experience, more especially with pole ties and not sawed ties, that an 8-in. face tie is the best tie for all purposes. While it does not give as much bearing surface as a lo-in. tie, it can be tamped better, and you can get the ballast in under it in a more solid condition. My ex- perience has been entirely with 8-ft. ties, so that I do not know how an 8-ft. 6-in. tie compares with an 8-ft. tie ; but as I understand from experiments which have been made, the 8-ft. 6-in. tie is the one which equalizes the bearing and should give the best service.
Mr. H. J. Slifer (Contracting Engineer) : — I understand and believe
TIES. 71
that the Association is on record in ^avor of tlircc classes of trick. Such being the case. I think I\Ir. Bremrcr's suggestion to refer this question back to the Committee and that we have three classes of tics, is the natural one to make. We should have a specification for each class of ties for the three separate classes of track which have been approved by tnis Association.
Mr. Shurtlefif :^I do not object to having a specified tie, but I agree with Mr. Bremner and Mr. Slifer in their suggestions, covering the three classos of track ; and I also believe that the Committee should state the number of ties per mile for each class of track, because that is equally as important as the size of the tie.
The President: — That would really be a matter for the Track Com- mittee to decide — the number of ties per mile ; but the ciuestion of the size of ties comes properly before the Committee on Ties. There is a motion that the conclusion in regard to the standard size of tie be referred back to the Committee with the request that they prepare a recom- mendation to be submitted at the next convention for three sizes of ties to correspond with the three divisions or classifications of track. Is there any further discussion upon this question?
Mr. Curtis : — I want to call attention to the fact that the Committee was struck by this same idea, and made an attempt to work along that line. One member of the Committee suggested that we should have three sizes, or at least that there were three classes of track that should have consideration, and he thought we should be able to formulate a recommendation and specification covering each class of track. We put the proposition up to the various members of the Committee, each one being requested by letter to submit suggestions along that line. There was only one member of the Committee who was industrious or enthusi- astic enough to give anything more than a reply that it was impossible. One member did make an attempt to figure it out, with the result which you will find embodied in the report. I think the discussion here has shown pretty conclusively the difficulty the Committee would have in recommending a standard tie which would satisfy the convention. When you have first-class roads using 6 by 8 ties, others using 7 by 10 ties, and some using 8, 814 and g-ft. lengths, you are up against a serious problem to get anything like unanimity of opinion. The Committee will be glad to consider any request the convention may make.
The President: — We would like to hear from Mr. McGuigan on this subject.
Mr. F. H. ]\IcGuigan (Grand Trunk) : — I have not heard all of the discussion in regard to tie specifications, but it has occurred to me that possibly the difficulty experienced by many roads in obtaining ties of any standard has not been mentioned. This seems to be so great a difficulty to-day, that most of us are glad to get ties of almost any dimensions. While I am sure that all agree with Mr. Rockwell that an 8-ft. 6-in. or even a g-ft. tie would be better than an 8-ft. tie, we are not able to get them. While only a few roads have to provide for speed equal to th?
72 TIES.
Twentieth Century Limited, most of us have trains that run very fast and require a good, strong, safe track ; therefore it would, in my opinion, be unwise, under existing conditions, for this Association to go on record as prescribing any specific size of tie as a standard. I have in mind now a railroad that receives a considerable number of ties so small that the face is only 4 in. wide, and I do not believe we would want to adopt any standard here that might result in sending the engineer in charge to jail for using such small ties, as they are bought at certain times when it seems especially necessary to buy ties in certain localities. The road I refer to is one of those government-owned roads we hear so much about. Having bought them, the engineer in charge of maintenance must cer- tainly put them in the track. I think it would be wise to leave this question open.
Mr. Rockwell : — I want to say, in answer to Mr. McGuigan, that 7 by 10, 8-ft. 6-in. ties are standard sizes down around the Ohio River, and there is not much difficulty in securing them of that size. They are quite frequently made 7 by 9, to be sure, and we are pretty apt to get the same tie, whether they are called 7 by 9 or 7 by 10. That size tie is the standard down in that locality, and the Pennsylvania Railroad and the Lake Shore, I think, have done a great deal toward making it stand- ard, and there is no difficulty as yet .getting that size down in that section of the country. Perhaps there is some difficulty in obtaining that size of tie in some other parts of the country.
Mr. A. S. Baldwin (Illinois Central) : — I suggest that the Commit- tee might well recommend an ideal size of tie, leaving it to the railroad companies to approximate as closely as possible to that size. As a matter of fact, the size of the tie is governed by commercial conditions, and those conditions probably are not in line with what would be the most desirable size. To illustrate, on the Illinois Central we have the 6 by 8 tie on the Northern divisions ; on one division we have 7 by 9, 8 ft. 6 in. in length. We use a smaller size on the Northern divisions, not because we would not prefer the larger tie, but because we cannot get them. In the far South, where the roadbed is softer, we use some ties which are 9 ft. in length. I understand that the Louisville & Nashville use ties as long as 10 ft. As the timber has become more difficult to get, it has been a matter of necessity to reduce the size of the ties, but the time is coming when we will have to begin to treat all ties used, and when that is being done, we will go to the sawed tie and return more nearly to what is the ideal condition as to the size of the tie. We will then certainly be in much better shape to do that. I lielieve if the Committee would suggest a size of tie that would be an ideal one, so far as giving a sufficient amount of bearing area and a proper length, that would give the railroads a standard to work to, and they could approximate this standard as closely as possible.
Mr. R. C. Barnard (Pennsylvania Lines) : — If tlie convention thinks it should go on record as to size of tie, it might be well to adopt this fifth conclusion as a minimum size for main track use, and let a road
TIES. 73
use one as much larger as it wishes. Let the Committee state what they think is the smallest tie that should be used in main track.
The President: — The expression of the Association upon this subject may have far-reaching effects, and the chair would like full discussion and careful thought before the vote is taken. All in favor of referring the conclusion back to the Committee for further report, giving three standard sizes of ties corresponding with the three classifications of track, will place say aye ; contrary, no.
(The motion was carried.)
The Secretary: — "Conclusion. (6) That the specifications for tie treatment be discussed and referred back to the Committee for further consideration."
O. Chanute (Consulting Engineer — by letter) : — The writer believes that it is unwise for the Tie Committee to attempt to specify minutely just how ties shall be seasoned and be treated by the various processes. As pointed out by Mr. Kruttschnitt, no one method of treatment can be prescribed that will suit all kinds of timber, and it may be added that the same kind of wood requires modifications in the treatment in accordance with its condition of seasoning. As shown by Mr. Faulkner, the time required for drying depends upon local conditions. Foreign roads specify the dry weight per cubic foot as the pre-requisite for treatment.
It is suggested that it would be preferable for the Tie Committee to give to the tie users some more information as to the comparative economical value of the preserving methods under various conditions. Tie-preserving is yet in its infancy in this country. Many railroads are still hesitating whether to resort to it or not, and they probably want to know, among other things :
(i) Which process it is best to begin tvith. This is governed by the circumstances of the case ; not only by the average life to be safely expected from any one process and by its cost, but also by the cost of the untreated tie, justifying more or less expenditure. Moreover, if the tie is to be finally destroyed by rail cutting, the better and more expensive process may not be the most economical.
(2) What quantities of tlie antiseptic to inject. This is governed by the climatic conditions and exposure. In regions of heavy and fre- quent rainfalls larger quantities are needed of the soluble salts. For instance it is understood that the Southern Pacific Company injects one-quarter pound of dry chloride of zinc per cubic foot. This is good practice for arid regions, such as Southern California and Western Texas, but it may be bad practice for Eastern Texas and for Oregon, because of the greater rainfall, each shower of which washes out some of the chloride.
As to creosote, foreign experience is the more reliable ; yet, inves- tigations on the line of the Houston & Texas Central Railroad and of the Central Railroad of New Jersey might possibly elicit some facts of value.
li TIES.
(3) What doses of different antiseptics are equivalent to each other. The principal antiseptics now used in this country are creosote and chloride of zinc. It is clear that a very small dose of the former, say half a pound to the cubic foot, will not give as good results as an equal dose of dry chloride. There is probably some point at which the dosings are equivalent, and this needs be known before determining the economy of those differing processes.
It is conceded that the inquiry suggested will be arduous. It will involve investigation into the average life and exposure, not only of the ties treated since 1885, but also of the quantities of antiseptics injected therein. It is a hard task. The Tie Committee will have the sympathy of the writer, and, if desired, his assistance, in case it under- takes it.
The President : — The Committee would like some discussion upon this Subject and then have it referred back to them. Is there any dis- cussion upon the subject of treatment of ties?
Mr. John V. Hanna (St. Louis & San Francisco) : — The Rueping process is one of the creosoting processes.
The President : — This only refers to the general specifications for treatment ; the different processes will come up later when the Commit- tee report further. If there is no further discussion upon the conclusion, it will be referred back to the Committee for further consideration. The Committee desires that the report on methods of analysis of creosote oils be referred back to them. It had been the intention to refer this to a sectional meeting to-night for those interested in the subject — which is a purely technical or commercial question, you might say — but the Com- mittee believes it would be better to have that particular subject referred back to it without any action at this time. The information, of course, is placed before the Association at length in the report of the Committee.
If there are any members of the United States Forest Service present, the Committee and the Association would appreciate very much any re- marks they desire to make which will add to our knowledge upon this subject.
Mr. Carl G. Crawford (Chief of the Section of Wood Preservation, Forest Service, United States Department of Agriculture) : — Mr. Presi- dent and Gentlemen : I do not know that I have anything to add to the discussion this morning, but this subject, especially as it pertains to the utilization of our forests, is of very great interest to me personally, and to the Forest Service in general.
There are to-day but very few large companies or corporations which are not more or less interested in our timber supply. To some of these it is a matter of very great concern. The bountiful supply of the past is no longer at hand, that supply having consisted of the best species and the best grades which any country has ever known. A lack of plentiful- ness, especially of our best grades, has for some time been noticeable. It is this particular point which interests us the most and we are very anxious that we shall be able to do something to check this rapidly growing decrease.
TIES. 75
The present condition has been brought about largely by the rapid depletion of our forests through the employment of wasteful methods in lumbering, wasteful methods in manufacturing the lumber into usable products, and especially by a lack of proper methods in making our lum- ber products serve their longest, and, therefore, greatest usefulness. This condition of affairs is causing many of our large companies and cor- porations to seek information as to the best method of saving that which we now have and putting each class of timber into its proper and most useful place.
This uneasiness, as might be expected, since they are among the largest users of wood in our country, is nowhere more noticeable than among railroad men. Purchasing agents are asking the question, "Where are we going to get our future supply of timber," and by this they mean the very near future, since those species which they have been using in the past are no longer at hand. It is well-known that our present supply will not last long unless something can be done to change the present conditions and not permit the timber to be used in the future as it has been used in the past.
The essentials for a good railroad tie are few as compared to the essentials in wood for other purposes. These essentials are mainly durability, resistance to the cutting action of the rail, and ability to hold the spike firmly. The last two can well be classified as one, requiring a timber with a long, tough fiber. The Forest Service has for some time been endeavoring to obtain information which will increase these characteristics and thus lengthen the period of service of the cross-tie, and to this extent stop the growing decrease of our present supply.
I am not prepared to say just what is the present average life of the cross-tie ; perhaps somewhere between four and six years. Some things have been done to increase this length of service while many things have been done to decrease it. The crushed-stone roadbed, the use of the tie-plate, and even the small percentage of ties which have been treated have helped to increase this length of life. While on the other hand, the increase in the heavy traffic, the poorer condition of the ties — due to the small supply — which have been put into the track, and the increased scarcity of better grades and species, have tended toward de- creasing this length of life. Something more must be done if this supply of timber is not to be greatly decreased.
So long as the timber supply of our country is held very largely by private owners and cannot be controlled except by supply and demand, and so long as our consumption is controlled by large corporations and companies, this change must be brought about through their desire to obtain the greatest possible usefulness from their material. This necessitates available information as to methods and processes whereby this length of service may be increased.
Of the essential characteristics of a cross-tie which must be improved in order to lengthen the period of service, durability perhaps is recpiving the greatest attention. Comparatively little, however, is being done along
76 TIES.
this line. Of the one hundred to one hundred and twenty millions of ties which are used annually, less than lo per cent, of this amount are treated. If all the treating plants in the country were to run at their full capacity and to treat nothing but ties alone they could not treat more than one-third of this amount.
With the conditions which I have just mentioned before us, it seemed evident that something must be done to encourage the treatment of a larger number of these ties and a larger amount of our lumber in general. That ties can be treated so as to greatly increase their service there is but little doubt. Among the many different processes and methods which are now before us there is great need of information which will help us to decide upon that treatment which will give us the best returns. To this end the Forest Service is working earnestly to furnish informa- tion which will not only produce the longest service in our timber, but will furnish the greatest financial benefits as well. We have been work- ing for some time with the various treating plants throughout the United States in our experiments to obtain these results, but the ordinary com- mercial plant is not equipped with facilities for carrying on these inves- tigations. The urgent need for this information has brought more clearly before us the necessity of making greater plans for the future.
Within the course of a year we hope to erect and equip a laboratory in Washington which will help us to solve some of these questions and afiford facilities for carrying on a line of research work. In connection with this laboratory we hope to have sufficient equipment to test and to investigate the various methods now being used throughout the country ; for it is pretty generally known that there is a very wide difference in the processes and methods now in use among the different treating plants throughout the United States. In fact, there seem to be about as many processes as there are plants. This question has brought to our minds the necessity of investigating the various methods and those minor ques- tions such as steaming, temperature, vacuum, etc., together with those methods which will bring about a more economical form of injecting the preservative into the tie.
In connection with the question of investigating the preservative methods, we hope as well to have associated with this laboratory methods for testing the strengths of timbers before and after treatment, and also a section in which we can investigate the various preservatives themselves and their use and adaptability to different timbers as well as to draw relations between the various preservatives, the amount to be used, and their cost. In this way we hope to discover the best preservative, the best process, and to bring about a more uniform method of treatment throughout the United States.
We heartily invite the criticism, counsel, and co-operation of the various railroads and corporations throughout the country in our en- deavors to solve some of these important problems. I have nothing further to state, more than to say that the Forest Service is at your
TIES. 77
command at any time in investigating any of these problems. We hope to make ourselves and our equipment sufficient in carrying on these investigations, that we may be of gr-^at service to you.
If I could ask the indulgence of the Association for a minute longer, Mr. Hall, of the Forest Service, is here and would like to say a few words.
Mr. Wm. L. Hall (in charge of the Office of Forest Products, Forest Service, United States Department of Agriculture) : — Mr. President and gentlemen, I simply want to say a few words to emphasize something which Mr. Crawford said.
A gentleman made the statement here a few moments ago that it would only be a little time before we must adopt preservative treatments for all ties. We of the Forest Service believe that to be perfectly correct, and so believing, I desire to say that we want to be as useful in bringing about that end as we possibly can. Up to a year ago, our Bureau was styled the Bureau of Forestry. That name was changed to the title Forest Service, because the word more truly indicates what we are desirous of doing. We want to be of service — that is our main object.
We think the problems of the treatment of woods maj' be divided into two groups. One group may be designated the local problems which one railroad or a group of railroads must work out for themselves with respect to the timbers which they use. In those problems the Forest Service, I believe, is in position to help materially, and we would be glad to have you call upon us at any time. The other group of problems concerns those fundamental questions which underlie preservative treat- ments such as those which you have thought best to refer back to your Committee this morning, because, as we all know perfectly well, we are not ready as yet to say what is the proper thing to be done in regard to such questions.
Now, in fundamental matters of that kind, concerning treatments, we believe that with a laboratory fitted out with the best appliances, such as Mr. Craw^ford has mentioned, where we can take hold of a problem and stick to until we get through with it, we can accomplish something that will be worth while to the railroads and also to all the other users of timber. It is in the getting of that laboratory that we want your co-operation especially. We know that your service can help us wonderfully, and that probably it will be only through the co-opera- tion which we receive from you as representatives of railroads that we can secure this laboratory and do anything along this line. It is only to bring out these two points that I have asked for this privilege of addressing you, and I thank j^ou for the time you have given me.
]\Ir. S. M. Rowe (Consulting Engineer) : — About twenty-one years ago it came into the iine of my duties as Resident Engineer of the Atchison, Topeka & Santa F"e Railroad Company to erect the Las Vegas timber preserving plant and to operate and be responsible for its opera- tion. Not being conversant v\^ith the operation of timber treating as then contemplated, it became necessary for me to go into it exhaustively.
78 TIES.
With the assistance of the patentee of the Wellhouse process, which it was intended to use, and of Joseph P. Card and Octave Chanute, then associated with Mr. Wellhouse, from whom I obtained specific rules, I did so.
The work was taken up by the railroad company at that time to relieve the company from pressing necessity. In the West at that time no ties could be shipped from the East without great expense, and the mountain pine, being among the poorest class of timber we have any- where, had to be relied upon.
The process used was new to me, but at that time well authenticated by specimens of softer timber that had been treated and in service some 17 or 18 years. Mr. A. A. Robinson, then General Manager of the company, was induced to authorize the expenditure of $30,000, or there- abouts, in the erection of the plant and I was obliged to take hold, and under the instructions of Mr. Wellhouse, Mr. Card and Mr. Chanute, who were the pioneers at that time, kept the works running and operated strictly under the rules given.
This necessitated not only my going into the details of the process to learn the principles upon which the work was done, but it necessitated an understanding of the different physical conditions obtaining. The work was carried on strictly according to the rules, as we had no one there who fully understood what the functions carried through meant exactly. The rules required that the timber should be steamed, ostensibly to season it ; secondly a vacuum drawn to remove saps and all moisture possible, then subjected to the chloride solution and lastly to the solution of tannin, ostensibly to close the outer pores of the wood by combination of the tannin with the glue introduced in combination with the chloride of zinc into a leatheroid.
As there has lately been much criticism in regard to the steaming, I would wish to say that I have all along considered the steaming a seasoning process. I know that some sixty years ago a man engaged in the furniture business claimed that steaming expedited the. seasoning of lumber very much. As to the necessity of steaming, the conditions are various with different timbers and in different localities and different ages drying and seasoning, that if any of the timber was not perfectly seasoned, that the steaming would correct the deficiency. A porterhouse steak may be very nice, but it is much nicer if broiled. On the same principle, steaming is considered proper even if the fiber be slightly weakened. Aly observation is that the timber is better prepared for absorption of the chemicals and is also toughened by steaming and its spike-holding power increased materially. Recently I have made some experiments with treated white pine where I was able to reduce the thickness of the board to one-third its original thickness without crush- ing the piece. I did observe early in the history of my experience on the Santa Fe that the spikes drove very nicely in the treated lies. In the case of some of these ties untreated, the end of the tie broke off at the spiking point when spikes were driven ; they never broke with the treated ties.
TIES. . 79
The impregnation with the chloride of zinc and the apphcation of the deterrent (combination of glue and tannin, the distinctive feature of the Wellhouse process) has called out a variety of opinions as to the value of the deterrent ; but if you will go over the Santa Fe tracks to-day you will see ties treated by the Wellhouse process as intact on top as they were the day the}' were treated, and they have been in track twenty years. The}' are not checked into ribbons as untreated ties or as some subsequently treated ties do, but have retained their integrity and in my inspection of ties treated by the same process by Mr. Chanute I find the same conditions.
I want to call attention to criticism of results later obtained from the chloride of zinc treatment generally in the subsequent practice which are called failures. Whether these bad results are not rather due to lack of care in carrying out the process or possibly to the commercial instinct entering to do cheap work has not contributed much toward this, is a question worthy of consideration. Much of the failure complained of in results where the Wellhouse process is concerned may be due to lack of close attention of the management, to carelessness in selection of chemicals, to inferior ties or to rush work, for none of which the process should be held blamable.
I believe that it is better for each railroad company to have its own operator to do this work under their own direct supervision. 1 have no interest in any process, and never have had, but simply have tried to study each, and seek the best interests of the work.
I have made some computations of the Santa Fe ties recently, ac- cording to their own records, and have deduced a result which can be reasonably expressed. I find according to these tables up to 1904, that of ties treated and laid previous to 1900, equal to about 4,500,000, only about 30 per cent, have been removed up to 1904, a mean of nine and a half years, whereas the same class of ties not treated last not to exceed seven years with an average of about four years. In regard to the loblolly ties in Texas of which some were treated in 1897, and of which removals began in the sixth year, in 1873 I had about 3,000 of such ties cut and left in piles three years until 1876. At the end of three years not one of the three thousand were fit to put under the rail.
I found of the loblolly ties treated in 1897, about 2 per cent, coming out in the sixth year. Even at this date the failure seemed to be due to the corrugated seat of the tie-plate breaking through the glue tannin retardent, a spot under the plate being rotten, while the bulk of the tie remained measurably sound.
Mr. W. F. Tye (Canadian Pacific) : — I would ask whether steaming is always necessary? There seems to be no question that steaming a tie reduces its strength, and it is important now that the strength should rot be reduced, as from year to year we find it necessary to take a poorer class of timber. If the time of open-air seasoning was increased, would it still be necessary to steam ? The Committee thinks a minimum
80 TIES.
of go days of open-air seasoning is necessary for the softwood. Suppose that period was extended to six or eight months — would it still be nec- essary to use steam before the injection of the preservative?
The President: — In this connection the chair desires to call attention, to the exhibit made by the Forest Service in the anteroom, showing the effects of steaming on loblolly pine.
Mr. Tye : — That exhibit shows that the steaming certainly reduces the strength.
The President : — If there is no further discussion, the Committee will be relieved with the thanks of the Associf.tion.
W. K. Hatt (Civil Engineer, Forest Service — by letter) : — It is admitted by all that wood may be seriously weakened by excessive steam- ing. Opinions differ as to the steam pressure and duration of pressure which will seriously weaken the wood. I desire to discuss this matter.
As I understand it, the object of steaming wood is to leach out the various resins, etc., that exist in the wood, and which clog the openings between the cells, and which, if not removed, would prevent subsequent penetration of the preserving fluid. Thus, in the case of red fir, it is said to be necessary to treat the wood in a green condition before the resins become solidified.
It is a common misconception that this steam bath evaporates the sap. As a matter of fact, ties steamed at ordinary pressures contain more water after steaming than before. The steam comes in contact with a large mass of cold wood, is condensed and fills the wood with water. The evaporation of this water would not take place under the pressure of the steam. If it did, the end in view would not be attained, for the solid substances would be left behind in the processes of evapo- ration. There is, no doubt, some evaporation in the vacuum following the steam bath, but this is probably confined mostly to the surface of the ties. Such records as I have seen indicate a greater weight of the tie after vacuum than before they were placed in the cylinder.
There is no doubt, however, of the leaching action. Some parts of the solid substances of the wood are extracted and blown off from the cylinder. The dry specific gravity of the wood after steaming is less than the dry specific gravity of the wood before steaming. This phrase, "dry specific gravity," refers to the specific gravity of the wood after the moisture has been driven off.
After the passageways through the wood are opened by steam, fol- lowed by the vacuum, and while the wood is still wet, the preserving fluid is forced into the volume of the tie.
The desire to open up the wood and secure penetration is evidently the explanation of the use of steam. There is no particular advantage in the removal of resins, starches, etc., except tor this purpose. The supposed sterilization of the wood is of little importance, for decay- producing elements enter the wood after its exposure, and are not usually in the wood at the time of treatment.
TIES. 81
It follows then that if penetration can be secured without steaming, the latter process should be omitted, since it is expensive, and liable in some cases to damage the wood seriously.
In what cases, then, will steammg damage the wood?
There is some, but an unimportant, loss of strength at the tem- perature of exhaust steam. As the temperature rises this loss increases. The moist heat seems to change the structure of the cell walls so that they will take up and hold more moisture, not only directly during the action of the steam, but permanently thereafter. Even if the wood is dried out subsequently to steaming, it will, upon resoaking, exhibit this increased capacity for the absorption of water; that is to say, its fiber saturation point is increased. In consequence of the increased moisture in the cell walls directly after steaming, the wood is pliable and weak like leather is when it is wet. Upon subsequent seasoning it largely regains its strength, provided the steam pressure has not been too high ; that is to say, provided the temperature has not been so high that the process of disassociation of the cellulose has been too greatly developed. Just what this dangerous temperature is, is a matter of discussion.
It is evident that the temperature of the steam is not likely to work into the interior of a large stick of green wood under ordinary cylinder conditions. For mstance, in the experimental plant of the Forest Service at St. Louis, a steam pressure of 20 pounds was applied for 4 hours (thermometer in cylinder reading 254 degrees F.) to green loblolly pine ties. Subsequently the ties were removed, a hole was immediately bored to the center of the tie and a thermometer inserted in the hole, surrounded at the top with cotton wool. The temperature observed inside the tie about midway between the surface and the center was from 200 to 210 degrees F. We should regard this, opera- tion, therefore, as a process by ♦which the ties are stewed in their own juice, the temperature being below the boiling point.
The longer a given steam pressure is applied the more the tem- perature of the steam will work into the tie. The effect of a given steam pressure or the duration of pressure will depend upon the con- dition of the wood. Thus, green ties will bear (and, I understand, would require) a higher steam pressure, or a greater duration of pres- sure, than will seasoned ties before they are scorched or burnt. Thus, also, hard and heavy wood, or wood filled with resin, will bear, and will require, a higher steam pressure or duration of pressure than light, open growth. Thus, also, heart wood will bear a higher pressure or duration of pressure than will sapwood. In these cases it is simply a question of the rate of conduction of the temperature of the steam throughout the tie.
The actual results of some 6,000 tests relative to this matter are given in a circular published by the Forest Service, United States Department of Agriculture, now in press. The results bear out the 6
82 TIES.
remarks made in this discussion. Thus, in the case of green loblolly pine ties, an examination of the wood specimens showed that scorching began at 40 pounds steam pressure applied for 4 hours, and that at 5 hours' duration of 20 pounds pressure the scorching was evident. All the specimens were badly scorched at a pressure of 100 pounds applied for 4 hours, and at a pressure of 20 pounds applied for 20 hours. The evidence of scorching appears earlier in the case of seasoned loblolly pine.
In view of the fact that many plants do not steam seasoned lob- lolly pine, steam not being considered necessary in order to secure penetration, I do not see why the Committee specifies this steaming process for seasoned timber. Possibly it may be necessary at times to treat green ties upon a rush order, or there may be no assurance that all the ties are seasoned in ordinary cases, so that, as a matter of safety, an engineer may desire to specify this steaming process for both seasoned and green ties. Would not this point, however, be guarded by the penetration as shown by the tank readings? In other words, if ■ the operator of the treating cylinder secures proper penetration of the required amount of creosote without using any process that is detri- mental to the strength of the timber, why should the specifications limit the methods by which this may be accomplished?
Proceeding to the consideration of the further operation of injec- tion of the preservative fluid, it appears that the presence of the creosote oil in the wood has no direct action on the fiber to weaken it or strengthen it. Creosote does not enter the cell walls, but apparently only fills the cell openings, or paints the surfaces of the walls. All the creosote can do, then, is to retard the seasoning of the wood. Thus, wood containing creosote will dry more slowly, which slow sea- soning is not by any means a disadvantage.
The presence of zinc-chloride seems not to affect the strength of the wood, as evidenced under static loading, but the indications are that Burncttized wood is somewhat brittle, as shown by impact loading.
REPORT OF COiAIAIITTEE NO. II.— ON BALLASTING.
To the Members of the American Railzvay Engineering and Maintenance of Way Association:
Your Committee on Ballasting begs to report as follows :
A meeting was held at the Association room in the Mbnadnock Block, Chicago, September 14th, Messrs. Hanna, Goodalc, Ranno and Walker being present.
A joint meeting with the Track Committee was held at the same place October 31 si, Messrs. Hanna and Milner, of the Ballasting Com- mittee, and Messrs. Davis, Lee, Hickey and Stimson, of the Track Committee, being present.
A meeting was called for November 14th, but none of the members were present except the chairman.
A report was prepared for presentation to the 1905 convention, but owing to the time devoted to discussion of reports of other committees, it was given only a very brief consideration. This report contained definitions, conclusions relative to ballasting, specifications for stone ballast. principles of recommended practice for gravel, cinders and burnt clay, ballast cross-sections — both majority and minority reports — and some notes on use and characteristics of oyster shells and granulated slag. For details, reference is made to the report as published in Vol. 6 of the Proceedings, pp. 735-744, inclusive.
DEFINITIONS.
The definitions submitted had been approved by the 1904 convention and no changes were made. Written criticisms, in accordance with the President's circular, issued shortly after the 1905 convention, were sub- mitted by four members. The Committee was unwilling to accept any of the changes suggested, but does wish to make one change on its own account; that is, to change the word "fuel" to "coal," in the definition for cinders (see Vol. 6, page 736), so that it will read as follows:
"Cinders. — The residue from the coal used in locomotives and other furnaces."
The reason for this change is that cinders for ballasting purposes
83
84 BALLASTING.
result from the use of coal only, either hard or soft, and from no other fuel.
The Committee would also add one definition — Disintegrated Granite. This material is being used to a considerable extent in the West, and its importance, in the Committee's opinion, entitles it to a place among the definitions. The following is offered :
"Disintegrated Granite. — A natural deposit of granitic formation, which, on removal from its bed by blasting or otherwise, breaks into particles of size suitable for ballast."
Mr. Hunter McDonald, Past-President, suggested that sand be defined by maximum and minimum sizes of particles as determined by sieves, sand to be any size which would pass a No. 4 and be caught on a No. roo sieve. The Committee will be glad to hear from members generally on this point.
SPECIFICATIONS.
Specifications for crushed stone and principles of recommended prac- tice for gravel, cinders and burnt clay, as presented to the 1905 conventiou. follow. Their status, as regards adoption, is indicated by footnotes.
*STONE BALLAST.
RECOMMENDED SPECIFICATIONS.
(i) Quality. — (a) Stone shall be durable enough to resist the disintegrating influences of the climate where it is used.
(b) It shall be hard enough to prevent pulverizing under the treatment to which it is subjected.
(c) It shall break in angular pieces when crushed.
(2) Sisc. — (a) The maximum size of ballast shall not exceed pieces which will pass through a screen having 2-in. holes.
(b) The minimum size shall not pass through a screen having ^-in. holes.
t GRAVEL CINDERS AND BURNT CLAY BALLAST.
RECOMMENDED PRINCIPLES OF PRACTICE.
tGRAVEL. — Gravel should be screened or washed where prevention of dust is an object, but this need not be done where the character of traffic is such that dust is not particularly objectionable. It is recommended that gravel be screened or washed where the proportion of sand or clay exceeds fifty per cent. The minimum size should be such as is retained
* Adopted, Vol. 5, 1904, pp. 487, 495, 501-505 ; Vol. 6, 1905, pp. 737, 745.
t Adopted, Vol. 6, 1905, pp. 737, 738, 745, 746.
J Reported by Committee, but not formally approved by the Association.
BALLASTING. 85
on screens of 12 meshes per in. By this is meant the size pebble that would be retained in a thorough, careful test.
Cinders. — The use of cinders as ballast is recommended for the fol- lowing situations : On branch lines with a 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 from frost. It is recom- mended that provision be made for wetting down cinders immediately after being drawn.
Burnt Clay. — The material should be black gumbo or other suit- able clay free from sand or silt. The suitability of the material should be determined by thorough testing in small test kilns before establishing a ballast kiln.
The material should be burned hard and thoroughly.
The fuel used must 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.
Ballast should be allowed to cool before it is loaded out of the pit.
*Absorption of water should not exceed fifteen per cent.
DISINTEGRATED GRANITE.
As a matter of general interest the Committee submits the following notes on Disintegrated Granite, kindly prepared last spring by Mr. J. B. Berry, at that time Chief Engineer of the Union Pacific Railroad :
"In the Rocky Mountains disintegrated granite is usually in mass and very compact, with occasional dikes of hard granite sticking up through it to the surface.
"The bulk of it may be taken out by a very heavy steam shovel, but we have found it much cheaper to do some blasting. When blasted and picked up, it crumbles into small cubes about the size of peas. The dikes of granite are solid material and have to be blasted out and thrown to one side or used for riprap. We have been able to load with a steam shovel having a three-yard dipper about 2,000 cubic yards per day.
"It runs very easily out of the cars, is of a good size to ballast track, is easily handled under all conditions, becomes quite compact when in the track, little or no dust, will stand hard tamping with tamping bar, is one of the best ballasts to shed water T have ever seen, and we find it more economical, especially in renewals of ties, than any other kind of ballast we have used.
"We have used about a million yards of disintegrated granite for
*See amendment, page S9.
86 BALLASTING.
ballast within the last three years that we have definite figures about, Anc can report as follows :
Average Cost Per Cubic Yard.
Cost loaded on cars at pit 9.19 cents
Labor unloading from center dump cars and
putting under track 13.37 "
Tools, engineering and miscellaneous expenses. 0.76 "
Total 23.32 "
Weight of ballast, 3,000 lbs. to cubic yard.
"This cost includes everything except haul, and each cor.ipany must decide for itself what it costs to haul ballast per cubic yard. The items I have given included tools and repairs of same, powder and fuses, steam drills, wages of pit employes, labor putting ballast under track, repairs to cars, wages of locomotive engineer, fireman and trainmen who spot cars at the pit, roundhouse expenses, water supply, oil and waste for locomotives and steam shovel, fuel, rental of locomotive and steam shovel and rental of outfit cars. In other vi^ords, it includes every expense connected with the handling of this ballast except the haul.
"While we did not meet with any granite boulders in our gravel pits, we found a good many seams or dikes of the solid granite through- out the pit and were obliged to shoot these. The loading of these after shooting was done by steam shovel and at times was a little slow, but still was the most economical method of handling them. The material that was too large for ballast was used for riprap. The expense of this shooting and loading was included in the figures given for cost of ballast, but the yardage is not included.
"It probably would be more expensive shooting boulders, as we are able to put holes down the depth of entire face of work. We find it economy to use powder in loosening the face of entire work for the shovel."
BALLAST CROSS-SECTIONS.
The Committee's last report showed two sets of ballast cross-sections, there being a majority and a minority report. These were referred back to the Committee with instructions to try to reconcile the differences. The members of the Ballasting Committee agreed among themselves upon a set of sections, which afterward, with slight modifications, were agreed on at a joint meeting with the Track Committee. The sections are given herewith.
As may be seen by referring to the section shown on pp. 739, 742, 743 and 744 of Vol. 6 of the Proceedings, these sections are in the nature
BALLASTING.
Single Track Use above Section for Cementing Grave/ and Chert.
s'a- ^2[.77>
2"
:2~^
-Sod
"*^-*4^g5^^
Single Track
w
lO'o" ^>t<f
-13'0
Select Coarse Material for end of Drain
Soc
^6"
Provide Drains where needed
Double Track
Use above Sections for Crushed Rock, Slag, Gravel, Burnt Clay, Chats, Cinders, Disintegrated Granite and Sand.
88 BALLASTING.
of a compromise between the different sets of sections proposed last year. It was the general opinion that some surface drainage was desirable, if not absolutely necessary, even with such material as crushed rock and slag. This requirement is met by the slight rounding of the surface between ties, the distance to top of ballast at end of tie being one inch lower than at center and space being left under the rail to allow passage of water. It was also the general opinion that a large body of ballast is necessary around the end of the tie to give support to that part of the material which is directly under the tie. Without this support, the ballast works out and allows the tie to drop. This requirement is met by allowing the ballast to come well up on the end of tie and providing a flat slope from there to the foot. It was thought that a steep slope, equal to the natural angle of repose of the material, had practically no resistance to a disturbing force and that the ballast should, therefore, be put at such an angle as would resist a disturbing force from the start.
Where the ballast contains clay, or material which makes it prac- tically impervious to water, the latter must be carried away on the surface entirely. The importance of a steep slope, in this case, is greater than that of suj)port at the ends of the ties, and a section is provided accordingly. This is shown for cementing gravel and chert. Ballast sections shown are for first-class track only. It was not thought proper for this Committee to attempt to provide for different classes of track until the Association had taken some action on classification.
A double track section for cementing gravel was not shown for the reason that it seemed probable that a double-tracked road would use a better ballast.
CONCLUSIONS.
(i) Your Committee recommends that the definitions for "Cin- ders" and "Disintegrated Granite," as given in this report, be approved.
(2) That the recommended principles of practice for Gravel Bal- last be formally approved by the Association.
(3) That the Ballast Cross-sections submitted be approved as good
practice.
Respectfully submitted,
John V. Hanna, Assistant Engineer Maintenance of Way, St. Louis &
San Francisco Railway, St. Loui*, Mo., Chairman. C. A. Paquette, Superintendent, Cleveland, Cincinnati, Chicago & St.
Louis Railway, Indianapolis, Ind., Vice-Chairman. C. H. Byers, Assistant Engineer, Pacific Railway, Seattle, Wash.
BALLASTING. 89
A. Q. Campbell, President Hogansville Quarry Company, Hogansville, Ga.
M. P. Cotton, Assistant Engineer. Canadian Pacific Railway, Winnipeg, Man.
L. F. GooDALE, Engineer Maintenance of Way, Chicago, Burlington & Quincy Railroad, St. Louis, Mo.
G. D. Hicks, Superintendent, Nashville, Chattanooga & St. Louis Rail- way, Tullahoma, Tenn.
B. C. MiLNER, Superintendent, Southern Railway, Louisville, Ky.
J. O. Osgood, Chief Engineer, Central Railroad of New Jersey, Jersey City, N. J.
F. W. Ranno, Manchester, N. H.
Samuel Rockwell, Chief Engineer, Lake Shore & Michigan Southern
Railway, Cleveland, O. A. F. Rust, Resident Engineer, Kansas City Southern Railway, Kansas
City, Mo.
G. M. Walker, Jr., Assistant Engineer, Kansas City Belt Railway, Kansas
City, Mo.
Comniiftee.
AMENDMENT. Change last paragraph under Burnt Clay Ballast to read : "Absorp- tion of water should not exceed fifteen per cent, by weight."
DISCUSSION.
Mr. John V. Hanna (St. Louis & San Francisco) : — The principal thing the Committee has to offer at this time is the ballast cross-sections. We had some cross-sections prepared for last year's report, but on ac- count of being one of the last* committees to report, we scarcely got before the convention at all. We did have a few minutes, but so short a time that it was not practicable to get any discussion or consideration that was of real value. The members of the Committee disagreed among themselves at that time, and we were instructed to take up the sections again. We did, and this time we have compromised our differ- ences and offer just a single set of sections. This is in the nature of a compromise. The members of the Committee, of course, held some- what different views, but we believe that we have offered a good prac- ticable section and one that can be adopted with good results. Discussion will of course be of a great deal of value. We are not beyond criticism, and with the benefit of discussion we can put the sections in good shape to be embodied in the Manual.
The President : — At the last convention the Association adopted the recommendations of the Committee for stone ballast specifications ; also for cinder ballast. The specifications for gravel and burnt clay ballast have not yet been formally approved. Information has also been added of a new form of ballast — disintegrated granite — which is used by one of our Western roads.
Mr. Hanna: — The last-mentioned are recommended principles of practice rather than specifications. The Committee concluded that it was not worth while to attempt to draw a specification for gravel, as we were really held down to what we could get.
The President : — The Secretary will read the paragraph in regar^l to gravel ballast.
The Secretary : — "Gravel. — Gravel should be screened or washed where prevention of dust is an object, but this need not be done where the character of traffic is such that dust is not particularly objectionable. It is recommended that gravel be screened or washed where the pro- portion of sand or clay exceeds fifty per cent. The minimum size should be such as is retained on screens of 12 meshes per in. By this is meant the size pebble that would be retained in a thorough careful test."
Mr. E. E. R. Tratman (Engineering News) : — Would it not be well to make some mention of the minimum size of pebble that shall be
90
BALLASTING. 91
allowed in gravel ballast? Some "gravel" ballast has numerous pebbles as large as a man's two fists. These should be crushed, Init very few roads crush gravel ballast.
The President : — That point is open for discussion.
Mr. Hanna : — The Committee, in arriving at this recommendation, had obtained information on the practice in handling gravel from quite a number of roads. All of that is really old; that is, the information we obtained in regard to gravel was contained in letters that were before the Committee for two or three years, and I do not recall much of the detail. I do not think, however, that it was brought out in any of the communications that there was any necessity or desirability of taking care of the larger stones that occur in gravel. I can under- stand, of course, that it might be desirable in some cases, but apparently, with the information before us, that did not occur often enough to make it advisable to cover with a general recommendation on the practice. The important point that was dwelt on most was how small s stone should be taken out? The principal idea is to get rid of the dust, and aside from the dust-producing feature of gravel, it would really be advisable to leave the sand in. That seemed to be the consensus of opinion of the roads that had experience in that line.
The President: — If there is no further discussion, the paragraph will stand approved as read. There seems to be some doubt as to whether the requirements for burnt clay ballast were formally adopted, last year, and I would ask the Secretary to read the items pertaining to burnt clay ballast, and if there is no objection, it will be considered adopted.
The Secretary : — "Burnt Clay. — The material should be black gumbo or other suitable clay free from sand or silt. The suitability of the material should be determined by thorough testing in small test kilns before establishing a ballast kiln. The material should be burned hard and thoroughly. The fuel used must 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. Ballast should be allowed to cool before it is loaded out of the pit. Absorption of water should not exceed fifteen per cent."
Mr. F. S. Stevens (Philadelphia & Reading) : — I would like to ask if the absorption of water is by weight or by volume.
Mr. Hanna : — I am obliged to say that I will have to consult our records about that. This is one of the things that is about two years old. It has not come up in our Committee meetings since then.
Mr. A. W. Johnston (New York, Chicago & St. Louis) : — Is it really of great importance to include the third paragraph from the last — "Burning should be done under the supervision of an experienced and competent burner?" It is presumed in the railroad service that we get the best talent that we can.
The President: — Your idea would be to omit the paragraph?
92 BALLASTING.
Mr. Hanna : — I would like to hear discussion on that.
Mr. Johnston: — My only reason for asking that is because we generally get the best talent we can for any particular work; we gen- erally get the best talent obtainable for specific purposes.
The President : — Do you make that in the form of a motion, Mr. Johnston ?
Mr. Johnston : — 1 make that in the form of a motion.
The President : — A motion has been made and seconded that the paragraph requiring that the burning be done under the supervision of an experienced burner be omitted.
(The motion was lost.)
The President: — Mr. Stevens, do you desire to make a motion rela- tive to the percentage, whether it be by volume or weight, in order to bring it before the convention?
Mr. Stevens : — I think it should be by weight, and I will make a motion that it be by weight.
The President: — It has been moved and seconded that the last line in this article be made to read, "Absorption of water should not exceed fifteen per cent, by weight," that the words "by weight" be added.
(The motion was carried.)
Mr. Hanna:— The first cross-section shown is for cementing gravel and chert. I might say that that was intended also to apply to any •ballast where the necessity for carrying the water off from the surface rather than allowing it to pass through was the principal consideration, and in order to attain that end it is necessary to give a good sharp slope to the surface of the ballast. The only way to accomplish that seems to be by giving it a pretty good height in the center and sloping down to the end of the tie. From the end of the tie to the top of the roadbed, the slope, as you will notice, is rather flat. My recollection is that in figuring the distance out we thought that should be about three to one, that such a slope is stable and will stay where it is put. At the foot of the ballast slope you will notice a space is provided of ten inches. The idea of that is that the foot of the ballast should be lined up ; as the stones composing the ballast are displaced they will roll down ajid the flat space, without sod, will facilitate the work of picking this up with a shovel and dressing up the ballast again. Following that is a space for sod between this shovel width and the shoulder of the bank, and as shown it is simply with the idea that a sodded bank will be more permanent than one without this protection, and that the sod should come as close up to the foot of the ballast as is practicable, and allow the ballast to be worked with ease. There was some question in the Committee as to the width of that small space — ten inches is about the width of the shovel. I do not think that it is a very vital matter, but the width should be such as to make it easy for the trackmen to work and handle their shovels. It is plain that shoveling in the grass is a very difficult thing. The width of road-
BALLASTING. 93
bed shown, as will be noticed, is twenty feet and has a triangular ditch. In that case we were following the recommendations of the Roadway Committee. We did not prepare any sections for the different classes of track. While I think it probably W'Ould be entirely proper, now that the track is to be classified, to follow- that up and apply it to ballast cross-sections as w^ell, in advance of a definite report by the Committee on Classification of Track and action of the convention on their recom- mendations, we concluded to adhere to first-class track only and that modifications could be made afterwards. There have been some sug- gestions made with regard to the shape of the ballast section from the end of the tie to the point where it meets the roadbed. It will be noticed that we have shown that as a straight line, the idea being that such a slope would stand well of itself, and that a sharp slope of that kind would shed the water faster. It has been suggested that instead of making this a straight line, the slope should be flatter, immediately out from the end of the tie, and then rounded off with a sharper slope just before leaving the roadbed.
Mr. R. C. Barnard ( Pennsylvania Lines) : — I believe that this Asso- ciation has adopted a roadbed without a crown. If such is the case — • and I think I am right about it — I do not think the Ballasting Committee should publish sections not in accord with those already adopted.
Mr. Hanna: — My understanding is that the roadbeds adopted were adapted for new work, and w^e did not consider that we were limited in preparing the ballast cross-sections or prevented by that from show- ing a little crown. It is hardly practicable in a new roadbed — I believe that was the sense of the convention — to finish with a crown. It is practicable, at least in some cases, to make a crown of that sort in preparing your track for ballast. I think there are some cases where that would not apply. That point came up in the Committee, and the members held different view's about it, but the final conclusion was that it was practicable under certain circumstances to prepare the road- bed with a crown, and that it was a desirable thing, when it could be done, and that we w'ould show it on that account.
Mr. Robert Trimble (Pennsylvania Lines) : — I think the crowning of the roadbed is an unnecessary refinement. I saw a report not long ago in which the construction department was somewhat criticized for not crowning the roadbed, and as my line of work is more in the line of construction than maintenance. I was interested in the criticism. For a number of years I believed in crowning the roadbed, but as a result of my observation I concluded that you may make very nicely crowned roadbed construction, but if you make an examination a year or so after the road is in operation, you will not find any well-defined crow-n there, and you will find the ballast hammered down into the roadbed. About a month ago, in order to get some information in regard to this question, we went to a place where we had abandoned the track on an old roadbed and made an examination of a trench right across from the roadbed with a view to securing a profile of the bottom
94 BALLASTING.
line of the ballast, and found it to be very irregular, varying six or eight inches from the level line at which it was originally put in. There is another point that occurs to me in regard to the proposed cross-section. I doubt very much the advisability of having a uniform cross-section for gravel ballast and stone ballast. Stone ballast is much more expensive in our country than gravel ballast, and it will stand at the end of the ties at a somewhat steeper slope than gravel, and it does not seem to me desirable or necessary to use as flat a slope for stone ballast as we do for gravel ballast. You must have a fiat slope for gravel ballast in order to have easy maintenance, but it is not necessary with stone, and I think that it is rather a wasteful use of stone on the lines recommended by the Committee.
Mr. Hanna : — In that connection, I think the opinion of all the members of the Committee and of the Track Committee, which con- ferred with us, was that it was desirable to flatten the slope, even with stone ballast as it is ordinarily used. There was, of course, some dif- ference of opinion among the members on the slope desirable for dififerent classes of material. I will say in that line that personally the chairman was in favor of showing the sections with different slopes for rock and gravel. Personally I believe that to be the thing, and if I were doing the ballasting, I should certainly arrange for different slopes for rock and gravel, but following what appeared to be the desire of the convention last year — that we try to harmonize our dif- ferences— we put the section in here according to a majority vote, and the chairman on that point was out-voted by the rest of the Committee.
Mr. C. H. Ewing (Philadelphia & Reading) : — I note on the cross- section for stone and other kinds of ballast, the top of the ballast is at a point one inch below the top of the tie, and the minimum depth of ballast under the tie is six inches. On the other cross-sections the depth under the tie is twelve inches. It seems to me that six inches under the tie for a standard cross-section is not sufficient. I would like to see that increased.
Mr. Hanna : — That was an error in making the drawing. It was intended to be twelve inches.
The President : — It is hoped that there will be a free discussion of this cross-section. The Committee have presented an expression of opinion, for which we have been waiting a long time. If the cross- sections are adopted as presented, they will represent the unanimous opinion of this Association. There are many important features in them, and I am sure that the Association at large and the Committee want the matter fully discussed.
Mr. F. S. Stevens (Philadelphia & Reading) : — I would be glad to hear from the chairman of the Committee as to the advantages that they have discovered by banking in the ends of the ties in any class of ballast. The principal use of ballast, I think we will all agree, is to afford drainage. If water accumulates under the ties, the only way it can escape is out at the ends. We must also have a free circulation of air
BALLASTING. 95
under the ties, otherwise, during moderately wet weather, we will have water. If we do not get air freely circulating, each tie becomes a pump and it will draw water there, which is a very bad condition. My opinion is that the ballast cross-section shown at the top, as a general proposition, is better for all classes of ballast than the section recom- mended for stone, gravel, etc. There is nothing to be made by banking the ends of the ties with any class of ballast, for the reason that a track that is in surface will remain in line and no amount of banking in with ashes, gravel or crushed stone will hold it in line, if it is not in surface ; therefore, the matter of surface is the whole thing, and there is nothing gained by banking in the end of the ties at all. If the end of the tie is banked in and it makes a pit for the accumulation of water, it is impossible to retain the surface. The work required to keep the track in condition is multiplied many times, and nothing is gained.
"Sir. Hanna : — The Committee can hardly agree with Mr. Stevens on that proposition. We believe there is something definite to be gained by banking in the ends of the ties with a gravel which allows the water to pass through it freely. The intention was that that section would be applied with such ballast. We will say that it is true that if the track is maintained in surface, once being in line, it will stay in line with such work, but we believe that the additional material around the ends of the ties or between the ties near the end would tend to maintain the track in surface; that having that additional body of material, there would be more resistance to displacement in any direc- tion. The ballast, say, that is under the tie, once it is compact, can get away only by moving either laterally or longitudinally as regards the tie, and there will certainly be a resistance to any such motion of the ballast immediately under the tie if there is, so to speak, a weight on the ballast that surrounds it ; and I believe there is quite a decided advantage in having that material there. The slope for drainage in ballast of that kind is not necessary. What the water actually does when it falls on ballast of that kind is to go through to the roadbed under it, and then it gets away either by soaking into the roadbed or finding its way out to the side. We know that w-e do not always have perfect track, and there is some advantage of having material that does tend in itself to prevent a lateral displacement — that is, lateral with respect to the track or longitudinal with respect to the tie. The tie must be held in place by the friction between it and the ballast that is under and along the sides, and you will certainly increase the sur- face which creates that friction when you extend the ballast out to the end of the tie. The ballast that is immediately against the end of the tie possibly ' does not serve any very marked purpose, but you cannot carry the ballast out to the end of the tie, between the ties, without having it around the end also. It must have some slight effect, anyway, in preventing displacement.
Mr. Barnard :— I would like to ask, whether, in the first diagram, the
96 BALLASTING.
Committee intends to leave any space between the inside of the base of the rail and the gravel?
Mr. Hanna : — Yes ; at least an inch.
Mr. Barnard : — I think it should be shown here in figures.
Mr. Hanna : — It was the intention to have at least one inch of space between the base of the rail and the gravel.
The President : — We would like to hear from Mr. Hickey, of the Michigan Central.
Mr. T. H. Hickey (Michigan Central) : — It is my experience that in trimming track in gravel ballast, it is best to carry it within three inches of the top end of the ties, and have an opening of about one inch under the rail to the height of the top of the tie in the center, and the slope to be carried out in that way to about five feet outside of the rail. I trim broken stone in the same way, but I would not carry that ballast out quite so far. Instead of five feet I would make it four, keep- ing it down the same distance from the top of the tie at the end and under the rail, and I believe that ballast between the ties of that height would require the ends to keep the ties in place, as well as keeping the tie in good surface and line. I believe the track will stand up and remain in surface better where the tie is the same — I am speaking of gravel and stone — three inches above the bottom of the 'tie at the ends, as, if the ballast is taken down to the bottom of the tie at that point, it will work away lower, and consequently the track cannot be main- tained as in good surface or line as if supported by the ballast three inches above the bottom of the tie at the ends.
The President : — We would like to hear from Past-President Mc- Donald upon this subject.
Mr. Hunter McDonald (Nashville, Chattanooga & St. Louis) : — I had not expected to say anything on this subject. I am in such a state of mind regarding ballast cross-sections that I hardly know exactly what to think. Taking these sections up in the order that they come, I should certainly not approve of any gravel ballast being raised up above the top of the tie ; I should not approve of any attempt to show a crown in the roadbed. My experience is that if put there it will not remain twelve months under traffic. If the earth is thoroughly tamped and a hammered paving placed on it to receive the ballast, it might hold the crown for some j'ears. I think there is little cause for difference in cross-section between cementing gravel and chert, and any other kmd of gravel, as far as shedding water is concerned. While these gravels are apparently cementing and there is a certain amount of clay in the chert which might act temporarily to shed the water, it soon disappears and the difference in the end is apparent only. My reason for stating that 1 did not know exactly where I stood on the ballast cross-sections is that while the rock ballast is fresh, and is of course porous, the water passes off freely, but it is only a matter of two or three years until the ballast becomes foul either by pushing the mud up from below, or from dust and cinders from above. When that condition is brought
BALLASTING. 97
about, the shoulder at the end of tlie tie is very destruetive to the condi- tion of the track. I have found tliat under those conditions it was much better not to have a shoulder on account of the churning of the tie. I think the common practice under those conditions is to continue to raise the track and put new ballast under it at the rate of about two inches every two years. The final result is that all structures affected must be raised. I should say, therefore, that under these conditions the cross-section of the ballast which shows no shoulder above the bottom of the tie is the best. I would like to know the prevailing practice in treating ballast that is foul. I have sought information upon this point for a long time. I have been told by a Roadmaster of the Pennsylvania road that they were in the habit of taking it out and forking it; but when I asked him how he conducted his traffic while that was being done, the answer was not satisfactory. In riding over the various lines of this country I have seen no forking going on except of the ballast in the shoulders and between the ties. The ballast under the ties, I think, is never forked.
Prof. C. Frank Allen (Massachusetts Institute of Technology): — It has been suggested to my mind, especially from what the last speaker said with relation to the fouling of the ballast, that perhaps another precaution might be taken that would prevent, to a considerable extent, this fouling, and that is by putting some fine gravel or sand or cinders between the broken stone ballast and the original surface of the roadbed, when this is clayey material or any material that will readily soften with water. That is a practice that prevails, the acknowledged, accepted practice with the best highway engineers for the construction of macadam roads, and the same practice has been followed by railroad engineers in many cases to great advantage. If it should be recommended here not only to provide drains where needed, but also to provide sand or gravel or cinders where needed, I believe very much better results might be reached than are obtained when the water has a chance to get into the soft material directly underneath, and so work itself up and out as a lubricant, and to a considerable extent disturb the stone and prevent its performing its proper functions. I am not sure but that a practice of that sort, if consistently followed, would in many cases allow a slight slope in the roadbed to be used, and even maintained — I am not sure but that the slope might persi.st if it had a chance.
Mr. G. B. Woodworth (Chicago, Milwaukee & St. Paul) :— I believe there is no uniform shape of cross-section, but that we have all kinds of gravel as well as stone. If the gravel is free, it would be necessary to have a poor roadbed, and on one of our lines it is the practice to put the gravel further out in order to keep the track in proper surface under the jar and high speed of trains. If the gravel is of a free sandy nature, the chairman states the water runs through and it is not neces- sary to make any slope. If the gravel is of a cementing nature, it is necessary to slope even down to the ends of the ties ; but there is another matter that comes up, and that is, it is always necessary to have a little 7
98 BALLASTING.
surplus gravel on tlic line. If the track is put down in what might be called an ideal shape, the attempt to raise the track or work it into better shape without making the crown bed would destroy this cross- section, and I think that the cross-sections would then be a good deal different from what might be termed an ideal shape. So far as the crowning of the roadbed is concerned, while this is not common practice and is not necessarily done in new construction, it is always the practice in my experience to do so in regraveling the road. The old material is taken out at the slope at the crown before putting the new ballast on.
Mr. A. K. Shurtleff (Chicago, Rock Island & Pacific) :— Regarding the crowning of the section, I can hardly see how they can place a crown in the center where a track is already laid. In digging out the track I do not see how they can place that crowning in the center. I think that any foreman who would attempt it would lose his position.
Mr. Hanna : — The way to accomplish the crowning is this — you have probably been running your tracks on dirt before beginning to ballast, and in cutting that dirt out from between the ties, if you will cut it down so that the dirt at the center of the track is even with the bottom of the tie, and, as you go down toward the end, get a little deeper, you will have a slope about such as is shown here, and by cutting that deeper than the bottom of the tie, when you get to the end, so that you are a couple of inches below the bottom of the tie, and you then have a kind of trough between the ties that gives an opportunity for '.he water to get away from under the tie, and the tendency of it is to carry it out to the edge of the roadbed. I know that that can be done, because I have taken hold of the shovel and done it myself.
Mr. Stevens : — The great point in this question was touched upon by Mr. McDonald when he referred to the temporary character of tht ballast. Sparks from the locomotive and a few ashes from the ashpan soon destroj'- the form of all kinds of ballast. It will soon draw more or less dirt and mud from the bottom, no matter how far it may be down. This bed becomes impervious to water, and unless there is an opening at the end the water simply lies there and causes more trouble. The only way is to drain the tie at the end, even though the end of the tie is banked three inches, as suggested, to leave the ditch open leading to the end of the tie, at the bottom, even though it may be only two or three inches wide, so that the tie may be drained at the end. That is the main point.
Mr. Hanna : — There is one point in connection with the advantage of having the ballast up to the end of the tie, as the President suggested, which I think is a very good one, and that is it very greatly increases the resistance to motion of the tie as a whole in the direction of the length of the rail. For instance, wherever there is a tendency to creep- ing, you want to take some means to stop the rail from creeping, and you want to put on an anti-creeper. You must prevent the tie from moving in order to get any effect from it. The additional ballast will certainly have a very beneficial effect in that case. It is a condition
BALLASTING. 99
which frequently arises, particularly on double track, where the traffic is all in one direction.
Mr. Stevens: — It may be a little foreign to the subject, but I would like to speak a word in relation to a statement made by the chairman of the Committee as to the assistance gained in retarding the longi- tudinal movement of the rail by this small amount of ballast placed outside of the rail, which, I suppose, on a double track railroad it would be necessary to place only in one direction. I have had a good deal of trouble of that kind, but I find that the only thing that is neces- sary to prevent the creeping of the rail is to keep the joints tight; keep the ties tamped ; keep a good surface and prevent che undulating movement of the rail. If that is done, the addition of the ballast here or there would cut no figure. That is the whole thing. We have a piece of track to a grade of 175 feet to the mile, maintained in excel- lent surface, traffic in one direction down that grade carried year in and year out — a very large volume — without any great creeping of rails — very little, indeed. Surface is all that is necessary to prevent that.
Mr. Edwin F. Wendt (Pittsburg & Lake Erie) : — Theoretically, crowning the roadbed is all right, but practically I think that it is use- less. Experience goes to show that in building railroads, a single track is originally constructed; then, after a lapse of j^ears, a second track is constructed ; subsequently, a third track, and, finally, a fourth track ; so that practically the subgrade in cross-sections is local. I therefore favor the modification of this section accordingly, because that is the way railroads are practically built. The section submitted is all right in many of its features. In mj^ judgment it should show first six inches of ballast under the ties; secondly, a cross-section which is level, that is, the subgrade being level transversely. The height of the ballast, it seems to me, is all right as shown in the double track section. I do not think, however, that four feet of ballast is necessary outside of the ties. In this case, our limit to the ballast is eight feet three inches from the center line. If the tie is eight feet six inches long, there will be four feet of ballast outside of the end of the tie. With stone ballast this amount is not necessary. Furthermore, in my experience, it has not been possible to buy stone ballast at times as rapidly as it would be needed. When new track w'as being constructed, and v.dien a third track is being built on embankment through a valley, along a river, it is good practice and common practice to make the subgrade thirty inches below the top of rail, to lay the track and ballast it with ashes, using six inches of m.aterial. Then the traffic — slow traffic, such as freight-5-may be turned over this track, and as the ballast is received the track is brought up to final grade, thus getting the six inches of stone under the ties. In this way I think the point with respect to drainage is solved. I mention that merely to show that that is the way the track is actually built, and when it can be done th.at way there is excellent drainage. Experience of this character shows that the subgrade is always in track level transversely.
100 BALLASTING.
Mr. Ewing: — I am not inclined to favor very much the idea of dispensing with the crgwn. It is undoubtedly true that roadbeds hereto- fore have been made with a level surface. That, however, is because the rule covered that method. The height of an embankment is greatest in the center of the roadbed and will, of course, settle more at that point than it will on the outside edge, so that the