Now, if these brasses are exchanged, we have the conditions as shown
in Figs. 29 and 30, and we must expect they will heat. The remedy was
simply to keep each brass upon its own journal. To do this the brasses
were fastened to the axle by a piece of small wire, and went with it
to the lathe and press. When its truck was reached, the brass was
there with its journal. Worn-out brasses, of course, could not be put
in, and new ones were substituted. The little trouble from that source
that followed the change showed the efficacy of the remedy.
[Illustration: FIG. 29 and FIG. 30]
The manner in which the tires of engines were to be changed, when the
final day came, was a serious question. The old-fashioned fire upon
the ground could not be thought of. The M. & O. had used a fire of
pine under the wheel, which was covered by a box of sheet iron, so
arranged that the flame and heat would be conveyed around the tire,
and out at an aperture at the top. (Fig. 31.) Many thought this
perfect, while others were not satisfied, and began experiments for
something better. A device for using gas had been patented, but it was
somewhat complicated, as well as expensive, and did not meet with
general favor. A very simple device was soon hit upon. A two inch pipe
was bent around in a circle a little larger than the outer rim of the
wheel. Holes 1/10 in. in diameter and 3 or 4 in. apart were drilled
through the pipe on the inside of the circle. To this pipe was
fastened another with a branch or fork upon it. To one branch or fork
was connected a gas pipe from the meter, while to the other was
connected a pipe from an air pump. With the ordinary pressure of city
gas upon this pipe it was found that the air pump must keep an air
pressure of 40 pounds, that the air and gas might mix properly at the
branch or fork, so we could get the best combustion and most heat from
our "blowpipe," for such it was. (Fig. 32.)
[Illustration: FIG. 31 and FIG. 32]
We were able to heat a tire so it could be moved in ten to twenty
minutes, and the machine may be said to have been satisfactory.
Gas, however, was not to be had at all places where it would be
necessary to change tires, and the item of cost was considerable.
To reach a result as good, if possible, experiments were begun with
coal oil (headlight oil). They were crude and unsatisfactory at first,
but soon success was reached.
A pipe was bent to fit the lower half of a wheel pretty closely and
then turned back under itself about the diameter of the pipe distant
from it. This under part had holes 1/10 in. diameter and 3 or 4 in.
apart drilled upon its upper side or under the upper pipe. Connected
with the upper pipe at its center was a pipe which ran to one side and
up to the can containing the kerosene. Between the can and the pipe
under the wheel was a stop cock, by which the flow of oil could be
controlled.
[Illustration: FIG. 33]
To use the device, open the cock and let a small amount of oil flow;
apply fire to the pipe under the wheel, and the oil in the upper pipe
is converted into gas, which flows out of the small holes in the lower
pipe, takes fire, and heats not only the tire, but the upper pipe,
thus converting more oil into gas. We had here a lot of blue flame
jets and the same result as with gas, but at less cost. We had also a
machine that was inexpensive and easily handled anywhere. Boxes were
placed over the upper parts of the wheels, that the heat might pass
closely to the tire. This device was extensively used by our people,
and with great satisfaction. In one way care had to be taken, viz.:
That in starting the fire it did not smoke and cover the tire with
carbon or "lampblack," which is a non-conductor of heat.
Experiments were made with air forced through gasoline, and with oil
heated in a can to form gas. There was more danger in either of these
than with our blowpipe device, and no better results were obtained,
though the cost was greater.
With the change of the wheels, the brakes had to be changed the same
amount, that is, each one set in 1½ in. This it was thought would
either require new hangers or a change in the head or shoe in some
way. We found that the hangers could easily be bent without removal.
Fig. 34 shows three hangers after passing through the bending process.
A short lever arranged to clasp the hanger just below the point, A,
was the instrument; a forked "shore" is now placed, with the fork,
against the point, A, and the other end against the car sill; press
down on the lever and you bend the hanger at A; lower the lever to a
point just below B, reverse the process, and you have the bend at B;
the whole thing taking less than two minutes per hanger. A new bolt
hole, of course, has been bored in the brake beam 1½ in. inside the
old hole. It takes but a short time after this to change the position
of the head and shoe.
[Illustration: FIG. 34]
Before the day of change, a portion of the spikes were drawn from the
inside of the rail to be moved, and spike set 3 in. inside of the
rail. As a rule two spikes were drawn and the third left. At least
every third spike was set for the new gauge, and in some cases every
other one.
There were several devices with which to set the spike. A small piece
of iron 3 in. wide was common, and answered the purpose well. This had
a handle, sometimes small, just large enough for the hand to clasp,
while others had a handle long enough for a man to use it without
stooping down. (See Figs. 35 and 36.) Another device is shown in Fig.
37, so arranged that the measurements were made from the head of the
other rail. This was liked best, and, it is thought, gave the best
results, as the moved rail was more likely to be in good line than
when the measurements were taken from the flange.
[Illustration: FIG. 35, FIG. 36 and FIG. 37]
It was intended that great care should be taken in driving the spikes,
that they were in the proper place, square with the rail, and left
sticking up about an inch.
The ties, of course, were all adzed down before the day of change.
"Handspikes" were originally used to throw the rails, as were lining
bars.
We found, however, that small "cant hooks" were more easily handled
and did better work. The first were made like Fig. 38, with a spike in
the end of a stick, while the hook was fastened with a bolt about 10
or 12 inches above the foot.
[Illustration: FIG. 38 and FIG. 39]
We afterward made them of a 1¼ in. rod, 3½ ft. long, pointed at one
end, with a ring shrunk on 1 ft. from the bottom. Then the hook was
made with an eye, as shown in Fig. 39, which slipped down over the top
of the main rod. This was simple and cheap, and the iron was to be
used for repair purposes when this work was done.
Upon the system with which the writer was connected we had some
branches where we could experiment upon the moving of the rail.
Between Selma and Lauderdale the traffic was light, and at Lauderdale
it connected with the Mobile & Ohio Railroad, which was narrow, and to
which all freight had to be transferred, either by hoisting the cars
or by handling through the house. By changing our gauge we would
simply change the point of transfer to Selma. Here was a chance to
experiment upon one hundred miles and cause little trouble to traffic.
We could see the practical workings of our plans, and, at the same
time, leave less to do on the final day. Upon the 20th of April we did
this work. It had been our plan to do it somewhat earlier, but floods
prevented.
Most of the rail was old chair iron, short, and consequently more time
was used in making the change than would have been required had our
work been on fishplate rail. Our sections here were about eight miles
long, and we arranged our men on the basis blocked out by the
committee, viz., 24 to 26 men to the section, consisting of 6 spike
pullers, 4 throwing rails, 12 spikers, 2 to push the cars and carry
water.
We soon found 5 ft. cars useless, and threw them into the ditch to be
picked up at some future time.
The men were spread out so as not to be in each other's way, and when
the organization was understood and conformed to, it worked well. One
gang changed 5 miles in 5 hours and 10 minutes, including a number of
switches. We found, however, and it was demonstrated still more
strongly on later work, that after 5 or 6 miles the men began to lag.
We believed we had the best results when we had sections of about that
length.
It was arranged that two sections, alternately, commenced work
together at one point, working from each other and continuing until
the force of another section was met, working from the opposite
direction.
The foreman in charge was expected to examine the work and know that
all was right. The push car which followed was a good test as to
gauge.
A work train was started from each end with a small force (20 or 25
men) to run over the changed track. This train, of course, had been
changed on a previous day to be ready for this work.
If a force was overtaken by this train with its work not done, the men
on the train were at once spread out to aid in its completion. This
done, the train ran on.
Not until this was done was a traffic train allowed to pass over the
track. The same rule was followed upon all the work.
Upon the final day it was required that upon all high trestles and in
tunnels the track should be full-spiked before being left or a train
let over. This took extra time and labor, and possibly was not
necessary; but it was a precaution on the side of safety.
Upon the day of the change of the Alabama Central Division (Selma to
Lauderdale), superintendents of other divisions, with their road
masters, supervisors, master mechanics and many section foremen, were
sent over to see the organization and work and the preparations that
had been made. Many of them lent a helping hand in the work. They saw
here in practice what had only been theory before.
About a week before the general change that portion of the road
between Rome, Ga., and Selma, Ala., about 200 miles, was changed, and
again men from other divisions were sent to see and aid in the work.
So when the final day came, the largest possible number of men were
able to work understandingly.
On the last day of May the Memphis & Charleston, Knoxville & Ohio, and
North Carolina branch were changed, and on June 1 the line from
Bristol to Chattanooga and Brunswick.
Other roads changed their branch lines a day or two before the 1st of
June; but the main lines, as a rule, were changed on that day.
It was a small matter to take care of the cars and arrange the train
service so there should be no hitches. It was not expected that
connections would move freight during the 48 hours prior to the
change, and these days were spent in clearing the road of everything,
and taking the cars to the points of rendezvous. All scheduled freight
trains were abandoned on the day prior to the change, and only trains
run _to_ such points.
Upon the East Tennessee system these points were Knoxville, Rome,
Atlanta, Macon, Huntsville, and Memphis, and to these points all cars
must go, loaded or empty, and there they were parked upon the tracks
prepared for the purpose. Passenger trains were run to points where it
had been arranged to change them, generally to the general changing
point.
Most of the Southern roads have double daily passenger service. Upon
all roads one of these trains, upon the day of change, was abandoned,
and upon some all. Some, even, did not run till next day.
We were able to start the day trains out by 10 or 11 o'clock A.M., and
put them through in fair time. Of course, no freights were run that
day, and the next day was used in getting the cars which had been
changed out of the parks and into line. So our freight traffic over
the entire South was suspended practically three days.
The work of changing was to commence at 3:30 A.M., but many of the men
were in position at an earlier hour, and did commence work as soon as
the last train was over, or an hour or so before the fixed time.
Half-past three A.M., however, can be set down as the general hour of
commencement.
For five or six hours in the cool morning the work went on briskly,
the men working with much more than ordinary enthusiasm. But the day
was warm, and after 9 or 10 A.M. it began to lag. All was done,
however, before the day was over, and safe, so that trains could pass
at full speed.
The men all received $1.50 for the work, whether it was finished early
or late in the day, and were paid that afternoon as soon as the work
was done. Tickets were given the men, which the nearest agent paid,
remitting as cash to the treasurer.
On some lines it was deemed best to offer prizes to those who got
through first.
Reports showed some very early finishes. But the facts seem to have
been that under such encouragement the men were apt to pull _too many_
spikes before the change and put _too few_ in while changing. They
were thus reported through early, but their work was not done, and
they took great chances.
It was by most considered unwise to offer such prizes, preferring to
have a little more time taken and be sure that all was safe. Such
lines seemed to get their trains in motion with as much promptness as
others. This, with freedom from accident, was the end sought.
It was found after the work had been done that there had been little
inaccuracies in driving the gauge spike, to which the rail was thrown,
probably from various causes. The rail to be moved may not always have
been exactly in its proper place, and then the template in the hurry
may not have been accurately placed, or the spike may have turned or
twisted.
Whatever was the cause, it was found that frequently the line on the
moved side was not perfect, and, of course, many spikes had to be
drawn and the rail lined up and respiked. The more careful the work
had been done, the less of this there was to do afterward. With rough
track this was least seen. The nearer perfect, the more noticeable it
was.
Of course, we all planned to get foreign cars home and have ours sent
to us. But when the interchange stopped, we found we had many foreign
cars, which, of course, had to be changed. This subject had come up in
convention and it had been voted to charge three dollars per car when
axles did not need turning, and five dollars where they did. By
comparison with the cost of changing, as shown in this paper, it will
be seen that to our company, at least, there was no loss at these
figures.
The following tables will explain the work done upon the Louisville &
Nashville and East Tennessee, Virginia & Georgia systems.
It is to be regretted that the writer has not at hand information
regarding other roads, that fuller statements and comparisons might be
made and the showings be of greater value.
The figures of the Mobile & Ohio are added, having been compiled from
the annual report of that road.
MOBILE & OHIO RAILROAD.
(_Compiled from Annual Report._)
________________________________________________________________________
| | | | | |
| Number | Cost of | Cost of | Total |Average|
|Changed.| Labor. | Material | Cost. | Cost. |
|________|__________|__________|__________|_______|
| | | | | |
Engines and tenders. | 47 |$ 8,031.42|$ 7,276.86|$15,308.28|$325.70|
Pass., bag., ex. cars.| 55 | 439.37| 104.25| 542.62| 9.87|
Freight cars, 1,361. }|1,468½ | 5,719.03| 739.57| 6,458.60| 4.40|
Freight trucks, 107½.}| | | | | |
Lever and push cars. | 143 | 1,427.55| 476.93| 1,904.48| 13.32|
| | | | | |
| Miles. | | | | |
Track (inc. sidings). | 583.5 | 17,109.53| 7,275.14| 24,384.87| 41.79|
Bridges. | 583.5 | 1,896.60| 190.00| 2,086.60| 3.58|
Track tools. | 583.5 | 170.72| 1,405.74| 1,576.46| 2.70|
Shop tools. | 583.5 | 419.70| 2,982.90| 3,402.60| 5.83|
Temp. side tracks. | 12.09| 1,958.94| 372.37| 2,331.31| 192.83|
Switching cars. | | 1,398.18| 16.50| 1,414.68| |
Car hoists. | | 2,499.38| 4,419.34| 6,918.72| |
|________|__________|__________|__________|_______|
| | | | | |
Total cost. | |$41,069.42|$25,259.60|$66,329.02| |
Total average cost | | | | | |
per mile. | | | | |$113.68|
______________________|________|__________|__________|__________|_______|
LOUISVILLE & NASHVILLE RAILROAD.
(_Compiled from Annual Report._)
Miles of track--Main line 1,893.7
--Side track 196.3
------- 2,090.0
Cost
Track. Total. per Mile.
Section labor--Before day of change $28,106.60
--On day of change 20,090.42
--After day of change 19,713.19
---------- $67,910.21 $32.49
Carpenter labor 3,799.19 1.82
Spikes 20,873.70 9.99
Switches 6,331.85 3.03
Tools 2,749.50 1.31
Hand cars and sundries 5,691.39 2.72
----------- ------
Total $107,855.84 $51.36
_Equipment._
Average
Number. Total. Cost.
Locomotives 264 $53,480.98 $202.58
Cars (300 of these passenger--3.5%) 8,537 49,577.20 5.81
----------- --------
Total cost $210,414.02
Total average cost per mile $100.67