35 



The question of rail fastenings is one almost as iuiportaufcas that of tlie type of tic, 

 and many diiforeut plans liave boon tried, some simple, but the majority very com- 

 plicated. All riveting causes an extra expense, hut a very favorite plan is to have a 

 " clamp" or '' crab" rivetad to the tie to hold one side of the rail flange, the other 

 side being held by a bolted clamp. Mr. Post, realizing that all extra shop-work is 

 necessarily expensive, has adopted bolts exclusively, with entirely satisfactory re- 

 sults. It will be noted that the first type of metal tie experimented with had wooden 

 blocks for the rails to rest upon, the idea being that the rail required an elastic seat. 

 This seriously impaired the general efficiency of the tic, for the wood rotted and gave 

 constant trouble, so that this form of tie was soon abandoned. It has been conclu- 

 sively proved by experience with various types of ties in different countries that 

 such a wood-bearing is not only unnecessary, but a positive disadvantage, and that 

 the track is satisfactory to railroad men and travelers when the rail is fastened di-~ 

 rectly on the metal tie, and therefore no wood should be used at all, but a metal track 

 should bo entirely of metal. The introduction of metal ties has been hampered by 

 the attempt to secure a '' cheap " tie. The objects in using metal are to obtain econ- 

 omy in maintenance and efficiency in operation, and neither of these objects can be 

 obtained by using a tie which is " cheap." Every desirable feature can not be com- 

 bined in one piece of steel, and if the tie is to make the track safer, reduce the main- 

 tenance expenses, keep the road in better condition, and far outlast the wooden tie, 

 it must have sufficient metal to insure these advantages. You need to have, and to 

 pay for, enough metal to make an efficient tie ; but you need not have, and need not 

 pay for, extra metal that is mere dead weight. With ties, as with rails, the design 

 and manufacture are equally as important points as the weight, and the rail fasten- 

 ings no less important. 



Two points need to bo considered in designing or adopting a metal track, viz, 

 economy and simplicity. Cheapness is very far from being economy, being in fact 

 directly opposed to it. Simplicity is necessary, both for economy and efficiency, as 

 the track which, while possessing ample strength, is the most simple in its construc- 

 tion, will give the least trouble, and consequently involve the least expense for main- 

 tenance. A good metal track, once well laid, is in itself a source of economy in main- 

 tenance and operation, and it is to be hoped that this type of track will soon be a 

 feature of first- class American railroads. 



In nearly every large country but America, and in many of the smaller countries, 

 metal ties have been experimented with, and I would strongly urge that more prac- 

 tical attention should be paid to so important a matter by American engineers, rail- 

 road men, and steel manufacturers. 



At the International Congress of Railroads, September 17 to 24, 1887, 

 the following resolutions were the outcome of its discussions : 



(a) The opinion of the Brussels Congress that iron ties are of equal value to 

 wooden, has not been negatived during the last two years; the application of iron 

 ties is rather on the increase. 



(&) The question whether the use of wood or metal ties is cheaper depends on the 

 local conditions and the state of the iron market. 



(c) Eegarding cost of maintenance and renewal, not yet sufficient data are on hand 

 for lines with large and rapid traffic ; for medium traffic and slow trains the iron ties 

 offer advantages, especially when after some time the track has consolidated and the 

 fastening has settled well. 



(fZ) For the " Vautheriu " form the use of a homogeneous metal is desirable. 



