254 



TRACKWORK 



It is common practice to fasten the switch stand to the 

 head-block with track spikes, but a better fastening is made 

 with bolts. The stand is first properly placed, the holes are 

 marked and bored, and the bolts passed through from the 

 under side of the head-block. This obviates all danger of 

 movement of the switch stand in fastening, which is liable to 

 occur when spikes are used, and insures a perfect throw. 



The use of track spikes is admissible when holes are bored 

 to receive them, in which case a J-in. auger should be used for 

 standard track spikes. The switch stand should, when pos- 

 sible, be placed facing the switch, so as to be seen from the 

 engineer's side of the engine the right-hand side. 



Next stretch a cord from the heel a, 

 Fig. 11, to the point b, of the frog. This 

 cord will take the position of the chord 

 of the arc of the outer rail of the turn- 

 out curve. Mark the middle point c and 

 the quarter points d and e, and at these 

 points lay off the offsets dd', cc', and ee'. 

 Add to these offsets the distance from the 

 gauge line to the outside of the rail flange, 

 and mark the points on the switch ties. 

 Spike the rail to these marks and place 

 the other at easy track gauge from it. 

 Spike the rails of the turnout, as far as the 

 point of frog, to exact gauge, unless the 

 gauge has been widened owing to the sharp- 

 ness of the curve. Beyond the point of 

 frog, the curve may be allowed to vary a little in gauge to pre- 

 vent a kink from showing opposite the frog. In case the gauge 

 is widened at the frog, increase the guard-rail distance an equal 

 amount. For a gauge 4 ft. 8} in., place the side of the guard- 

 rail that comes in contact with the car wheels at 4 ft. 6f in. 

 from the gauge line of the frog. This gives a space of 1 j in. 

 between the main rail and the guard-rail. In case the gauge 

 is widened i or J in., increase the guard-rail distance an equal 

 amount. 



When the turnout curve is very sharp, it will be necessary 

 to curve the switch rails, to avoid an angle at the head-block. 



FIG. 11 



