Chapter 3

If the work was done where they had a lathe large enough to swing a pair of wheels, they were pressed off but half an inch, the wheels swung in the lathe, the axles turned back 1½ in., and the wheels then pressed on 2 in. or 1½ in. inside of their first position.

Where no large lathe was in use, the wheels came entirely off before the axles could be turned back. The work in the former case was both the quicker and the cheaper. Where the large lathes were used they were either set down into the floor, so a pair of wheels would easily roll into place, or a raised platform was put before the lathe, with an incline up which the wheels were rolled and then taken to the lathe. These arrangements were found much quicker and cheaper than to hoist the wheels up, as is usually done.

In pressing the wheels on, where the axles had previously been turned back, much trouble was at first experienced because of the rust that had gathered upon the turned part behind the wheel, forming a ridge over or upon which the wheel must be pushed. Some of the roads, at the start, burst 10 or 15 per cent. of the wheels so pressed on. By saturating this surface with coal oil, however, it was found that the rust was easily removed and little trouble was had. It was found, sometimes, that upon axles newly turned back a careless workman would leave a ridge at the starting point of the turning. Frequently also the axles were a little sprung, so that the new turning would be a little scant upon one side when compared with the old surface, and upon the opposite side a little full. As an indication that these difficulties were overcome as they appeared, I will say that upon our line only 202 wheels burst out of nearly 27,000 pressed on--an exceedingly small percentage.

After the change upon the early roads they were troubled for weeks with hot boxes, caused, as we believed, by the changing of brasses. A brass once fitted to a journal will work upon it without trouble, but when placed upon some other journal will probably not fit. If the journal had been worn hollow (and it was surprising to see how many were so worn), the brass would be found worn down to fit it. (See Fig. 27. Exaggerated, of course.)

The next wheel may have an axle worn little or none. (See Fig. 28)

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.

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.)

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.

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.

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.

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.

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

EAST TENNESSEE, VIRGINIA & GEORGIA SYSTEM.

__________________________________________________________________________ | | | | | | | Number | Cost of | Cost of | Total |Average| | Changed.| Labor. | Material | Cost. | Cost. | |_________|__________|__________|___________|_______| | | | | | | Engines and tenders. | 180 |$ 8,227.47|$ 2,904.30|$ 11,131.77|$ 61.82| Pass., bag., and mail | | | | | | cars. | 168 | 734.93| 59.67| 794.60| 4.73| Freight cars and | | | | | | cabooses. | 5,175 | 17,425.57| 1,224.08| 18,649.65| 3.60| M. of W. cars. | 439 | 2,038.44| 549.47| 2,587.91| 5.89| | Miles | | | | | | Track. | | | | | Track (inc. sidings). | 1,532.7 | 27,718.17| 40,912.09| 68,630.26| 44.78| Bridges. | 1,532.7 | 1,808.57| 200.00| 2,008.57| 1.31| Track tools. | 1,532.7 | 194.48| 2,573.83| 2,768.31| 1.80| Storage tracks, inc. | | | | | | taking up. | 37.02| 9,825.41| 1,481.59| 11,307.00| 305.44| Shop tools. | | 472.20| 2,728.30| 3,200.50| | |_________|__________|__________|___________|_______| | | | | | | Total cost. | |$68,445.24|$52.633.33|$121,078.57| | Total average cost | | | | | | per mile. | | | | |$ 79.06| ______________________|_________|__________|__________|___________|_______|

Axles condemned 577 Wheels condemned 754 Wheels burst 202 New axles used 1,102 New wheels used 2,783 Axles turned back 8,316 Wheels pressed on without turning axle 23,952 New brasses used 10,723 Cars narrowed (not including lever or push cars) 5,343 Engines narrowed 180 Average cost of new centers and crank pins, etc $264.46 Average cost of cutting off hub and pressing wheels and new pins 130.67 Average cost of pressing old tires on old centers 29.08 Average cost of pressing old tires on broad centers 31.83 Average cost of labor putting on new tires 22.94