OHIO STATE UNIVERSITY _ PRESENTED BY 0 7p e Ad - Dept. Fa te ty Ibs GOVERNMENT OF EMPLOYEES ROADWAY DEPARTMENT OF THE Columbus, Hocking Valley © Toledo RAILWAY. WRITTEN AND COMPILED BY me 4 WY W, H. JENNINGS, Engineer. ¢\ LS i Sh” APPROVED ?: G. R. CARR, General Superintendent... COLUMBUS, O.: boa WY BS CHAS, M. COTT & CO., PRINTERS.©\ Ph», 1883. - - and symmetry in all the work entrusted to them. a of theemployees of Roadway Department of the Columbus, a strict compliance with the rules. PREFACE. The following Rules and Tables, etc, published for the guidaul ; ‘Hocking Valley & Toledo Railway, are issued to secure uniformity Employees are enjoined to study and make themselves familiar ‘ with the instructions. : Road Masters and Bridge Masters will be held responsible iol G. R. CARR, tg General Superintendent. GENERAL RULES. 1. The Road and Bridge Masters will be held responsible for the men under their charge, and must be satisfied of the compe- tency of each man for the work in his charge, and must see that each gang of working men are furnished with the proper signals, tools and materials. 2. Foremen of Track or Bridge Repairers must have a copy of the Time Table for the movement of trains always with them when on duty, and must understand its use, and know the time all trains are due at the point of their work. 3. Track or Bridge Repairers must watch every train as it passes and observe whether notices are thrown off or whether red flags or red lamps are exhibited on the engine. Under the present system of running trains by telegraph, Track or Bridge Repairers must be on the lookout for trains at any time, even in an opposite direction from which a train may be due, and must protect them- selves by proper signals when using the track with truck cars or otherwise. 4, The Signals to be used by Track or Bridge Repairers are Red Flags by day and Red Lamps by night. Torpedoes must also be carried by the track and bridge men, and when the track is obstructed during fogs or storms by night or day, in addition to all other signals, two torpedoes must be placed upon the rails” in each direction, and far enough from such obstruction to give a train time to stop easily before reaching it. ‘5. When track is bein track or bridge men, enda used or repairs are being made by the passage of trains, men must mages be sent in both directions from the obstruction with the proper day or night signal, far enough to give the train ample time to stop before reaching such obstruction, the state of the rail and the grade taken into consideration, it should be no less than one-half a mile, and at a point where the view of the track is unobstructed for a quarter of a mile in direction from which train is approach- ing. When track is being repaired, which would not endanger the passage of the train, but be in such condition as to endanger a train in passing at full schedule speed, then the proper day or night signal may be placed on the side of the track, one-half mile from such place of repairs. 6. In no case, except when absolutely necessary, must any repairs of track or bridges, which will obstruct the movement of trains, be commenced without first giving notice to the Train Dispatcher and receiving the assent of the Superintendent. “7. Foremen of Track or Bridge Repairers must report the failure to respect any signal on the part of trainmen, at once, to the Road Master,who should forward the same to the Superintend- ent, giving the number of the train and the name of Engineer and Conductor, when known, also the number of the engine. 8. During heavy storms of wind, rain or snow, whether by night or day, by which injury may be done to the track or bridges, Section Foremen must at once go over their sections, with danger signals, to ascertain if the track be safe for the passage of trains; and points most likely to be injured must be visited first, and” especial care must be given road crossings, frogs, switches and water tanks, that they be clear of ice and snow. 7 9. Section Foremen must see that highway and"farm crossings © are kept in good and passable repair and not obstructed by any material, and must in no case leave hand or repair cars on highway crossings or unnecessarily interfere with the proper use of any crossing. The Road crossing plank must be securely spiked ; Wf Sa they should never be allowed to come above the rail, nor nearer than two and one-half (24) inches from the gauge line; the ends and inside edges of the plank must be beveled off. 10. Whenever wood, cross-ties, lumber or other material is piled along the track, notice must be taken by trackmen that it is at least seven feet from the rail, and should any such mate- rial be found nearer, they must at once remove it to the proper distance. 11. When hand or repair cars are not in actual use, they must be lifted off the track and placed entirely clear of passing trains, and when not under the immediate eye of the men, must be locked, and no hand or repair car should be used on the track without orders from the Section Foreman. 12. When necessary to use a hand or repair car during a fog, snow storm or in the night, great care must be exercised, and the - Section Foreman must be with the ear. In no case must a hand or repair car be attached to a train. 13. Section Foremen will be held responsible for the safe con-— dition of the fences joining the railroad grounds, and in case of a temporary break, should at once repair it. They should also use due diligence to keep all farm or other gates closed, and should instruct their men to see this always attended to. The Road Master should see that each section is supplied with material, such as nails boards, wire and staples, to make all temporary repairs. 14, Section Foremen will have care of and be_ responsible for all loose property of the Company on their respective sections, such as wood, ties, lumber, scrap iron, etc., and must notice that none of it is Jost or stolen. Any material dropped from engines and cars, such as draw-bars, car doors, brakes, bolts, nuts, links, pins, etc., must be gathered up and taken to the tool house, from whence it will be shipped as directed. 15. All scrap rails should be piled up at side of track for Ghar shipment, all other scrap should be taken to the tool house, as- sorted and neatly piled up ready for use again if fit, or shipped as directed, All material, new or old, must be kept locked up in tool house, as far as possible, or under the eye of the Section Foreman. 16. Section Foremen must report to the Road Master and Superintendent, ‘at once, any trainman who has broken a switch or switch lock, or has left a switch unlocked, giving the number of the train and any names or dates important. 17. Trackmen should notice any temporary injury to telegraph line (poles or wire), and should report the same at once to the near- est Station Agent to be forwarded to the proper officer; and when the injury can be substantially or temporarily repaired by them- selves, must make such repairs without delay. _18. Section Foremen should be with their men while at work, when not passing over the track for inspection. 19. Section Foremen should in all cases be civil and respectful to the farmers and patrons of the road along the line, and should instruct their men to be obliging and accommodating in all cases. 20. Trackmen will hold themselves in readiness at all times to render any assistance required of them for the protection and efficiency of the line. INSTRUCTIONS TO TRACK FOREMEN. 21. No Rails must be unloaded from cars in motion; they should be slid off the car on skids, or else dropped square in a soft place, each rail being moved to give room for the next, no one falling on another, Steel rails should be unloaded more care- fully than iron. 22. All crooked or bent rails must be carefully steaighbelied before being laid. Pay particular attention to rails which are my, oe Wy Spe ~ slightly bent near the ends and see that they are straightened, so that the two rails at the joint will be in perfect line. Curving or straightening rails should be done with a lever or crow, and not by sledging. 23. The track must be in perfect line,and surface, and on straight lines the rails must be exactly on the same level. In - leveling track, or putting up curves, use the track levels provided for that purpose. Before laying any new iron or steel, the track must be surfaced, so that the new rails will not be battered and bent. All old, decayed ties must be removed and new ones sub- stituted. Bhs se 24, Standard ties will be nine (9) inches face, seven (7) inches thick and eight (8) feet long, of white oak or chestnut oak, per- fectly sound and straight, hewed to exact thickness, with parallel faces throughout and the bark removed. 25. In all new work the cross-ties must be unitormly spaced and while surfacing old work, any previous improper spacing must be corrected. The largest and best ties, if there is any variation in width, are to be placed at the joints, Joint-ties, and the ties next to the joints, should be as nearly as possible of the same size. Use sixteen (16) ties to a thirty (30) feet rail. 26. Where track is laid with fish plates or angle bars, the ties must be placed so that the angle bar or fish plate will extend fully across both of the joint ties, with the joint suspended midway between. 27. The joint ties must not be allowed to remain under the joint till they become decayed, but shall be removed every three (3) years, and replaced with new ones, the ties removed, if not worn out, may be used in place of other than joint ties, Plug the holes of all ties used again, | a apes es 28. Place ties at right angles to the track and widest end of ties on the inside of curve. On double track and sidings, be par- ticular to line ties on the outside parallel to the rail. 29. Rails must be spiked full four (4) spikes to each tie, every spike to be carefully driven home with a full hold on the rail, use — great care not to strike the head of the rail in driving. 30. Ties must never be notched, but should be adzed to obtain a true and uniform bearing for the base of the rail. JOINTS. 31. The joints of the rails in suspended joints must be exactly midway between the joint ties, and the joint on the line of one rail should be opposite the middle of the rail on the other line of the same track. 32. On main track use the standard double angle bar at every joint with the full number of bolts, nuts and nut locks. Spikes must be driven in the slots in both the outside and the in- side bars to prevent the track from creeping. 33. Iron shims to separate the rails at the joints must be used in laying track. Wooden chips will not answer and must not be used. The proper thickness for coldest weather is five-six- teenths (3°;) of an inch, during Spring and Fall, use one-eighth ($) of an inch, and in the very hottest weather one-sixteenth (5) of an inch should be allowed. GAUGE. - 34. On straight lines the gauge of the track must be four (4) feet and nine (9) inches, and the same on curves when the elevation is tose’ ae three (3) inches or less ; when the elevation is over three (3) inches and less than five (5) inches, spread gauge one-fourth (}) of an inch, if over five (5) inches, it should be spread one-half (4) inch. On all sidings and Y’s when the distance from the center of the string (used in determining the elevation) tothe rail is over two (2) inches and less than four (4) inches, spread the gauge one- fourth (+) of aninch. Where the distance is over four (4) inches and less than six (6) inches, spread the gauge one-half (4) of an inch, and when the distance is six (6) inches or over, spread three- fourths (#) of an inch. ELEVATION. 35. To determine practically the elevation of the outer rail on ' curves, stretch a line between two points in the running or inside of the outer rail, then the distance from the center of this line to the rail will be the elevation required. Care should be taken to use a fine line and have it well stretched in a curve in good align- ment, and to measure the distance at the center of the line. On the Toledo division (for speed of forty-five (45) miles per hour), use a line seventy (70) feet long. On the Hocking Valley main line (for speed of thirty-five (35) miles per hour) use a line fifty-five (55) feet long. On the Hocking Valley branches (for speed of twenty-five (25) miles per hour), usea line forty (40) feet Iong. And on the Ohio River division (for speed of twenty-five (25) miles per hour) use a line forty (40) feet long. On sidings and Y’s give the outer rail one-fourth (+) as much elevation as _ the main track. _ Within one thousand (1000) feet on either side of all Railroad _ Crossings, on account of all trains coming to full stop, reduce the elevation in main track to the same elevation required for sidings ; that is, one-fourth (4) of main track. aoe Ty ee 36. The elevation at the beginning of a curve should be as great as at any other part of it. To insure smooth running, espe- cially for trains at fast speed, the elevation must commence back on the straight line and increase gradually until the curve is reached, and the full elevation carried uniformly around the entire length of the curve. In changing from one elevation to another in compound curves, Foreman must be particular that it is done gradually, so as not to cause any unnecessary jar to trains. In reverse curves, the track must be level at the point of re- verse, and the elevation must be gradual for one hundred (100) feet in each direction. Begin back on the straight line fifty (50) feet for each inch of elevation, and raise the outer rail gradually until the point of curve is reached, when the full elevation must be attained as above. 37. Rail Braces must be placed on all curves, where the eleva- tion is over three (3) inches; where elevation is between three (3) and four (4) inches, use three (3) rail braces per rail; where over four (4) inches, use five (5) braces; use the braces on the inner rail only. BALLAST. 38. The object of ballast is to distribute the applied load over a large surface, to hold the cross-ties firmly in a horizontal posi- tion, to prevent freezing in winter, to carry off water during rains and to give elasticity to the road-bed. The material in all cases should be clean and hard, so as not to pack in a solid mass, and thus prevent the passage of water away from the track. The aim should be to get a good solid bear- ing for the cross-ties on a hed of fiuely-broken furnace slag or stone uniform throughout, er yee A a P. nal - a | ees 39, Slag or stone ballast must be broken fine enough to pass through a ring two and one-half (23) inches in diameter; it should be of uniform depth of twelve inches under the ties, filled up level with but never above the tops of the ties. It should be extended (full height) to four (4) inches beyond the ends of the ties, and then sloped off at the rate of one to one. On double track, and between main track and sidings, where slag or stone ballast is used for both tracks, the space between the tracks should be filled up level with the tops of the ties. No earth must be thrown up in making embankment higher than the bottom of the ballast under the tie, to insure good drainage. 40. In putting ballast under, it should be tamped as uniformly as possible, a little slack in the middle. The joint-ties should always be the last ones tamped. DITCHES. 41. The ditches must be graded so as to pass all water freely during the heaviest rains, and to thoroughly drain the road-bed, they must be sloped away from the track, so that the water will at once run from under the ballast. Cross-drains must be put in wherever they are necessary, and slope ditches made, where possible, to keep the surface water out of the cuts. 42. Earth from the ditches must not be thrown on the slopes of the cuts, where it will be washed back by the rain, but must be dumped over the banks and leveled off, so as to allow complete drainage of water from under the ties. 43. Ditches, Box-drains and Culverts must be often inspected and cleared of all obstructions. Masonry which has been washed or undermined must receive prompt attention, and serious cases reported at once to the Road Master and Superintendent. 44. Channels and streams for a considerable distance to the right and left of the road must also be frequently examined and cleared of brush, drift and other movable obstructions. 45. It is.expected that all new ditches will be dug and all old ones cleaned for the winter season by the first day of November of each year. POLICING. 46. Bushes, Trees, Grass and Weeds before going to seed, growing on the right of way, must be cut down close to the ground over the entire section; they must be collected and burned, and care taken that the adjoining fences are not injured by fire. All the old ties which are removed from the track must be gathered up and such as are fit for fuel piled convenient to be loaded on cars, and the refuse piled up and burned as soon as dry. 47, All side tracks must be maintained in good order, and the platforms and station grounds should always present a cleanly appearance. All accumulations of dirt around the Depots and sidings, such as ashes and the sweepings from platforms and cars, and the droppings from coal cars, &c., shall be gathered up and hauled away at least twice a year, during the months of April and October. SWITCHES. 48, In putting in the Standard switch, the split switch-rail in the main track must be in perfect line and fit up closely and accu- rately to the bent rail. The switch-rail will have a throw of five (5) inches. The switch rods will all be of the same length. 49. The full number of slides and braces must be used, and , a fo - switch-ties tamped up, so the rails will have a full bearing on the slides. 50. The distance from the end of the bent rail in the main, track to point of split switch rail should be seven (7) feet, and two rails, making fifty (50) feet and nine (9) inches, used in the main track between the heel of the split switch (or the center of the Head Block of the Stub switch), and the Standard Number Hight (8) Frog. 51. Ina three (3) throw stub switch use rails twenty-nine (29) feet long between the center of the Head Block and the Crotch Frog. [Number five and one-half (53) ]. : 52. Where it becomes necessary to make a single turnout, requiring the use of a number five and one-half (53) Frog, use between the center of the Head Block (stub switch) and the frog, rails to make thirty-four (34) feet and ten (10) inches. 53. All guard rails at frogs must be braced with three (3) cast- iron braces, carefully spiked; the wings of the frogs must also be braced with cast-iron braces, two (2) to each frog. Be particular that the frogs are in line with the main track. The distance be- tween the head of the guard rail and main rail should be two and one-fourth (2+) inches. All switches and frogs must be put in according to the plans and dimensions given. Pay particular _ attention to cross-over switches on double tracks, and see that the specified distance of thirteen (13) feet between the centers of tracks be maintained. 54. The Standard Frogs are number eight (8) and number five and one-half (53) (crotch) steel rail frogs, with reversible wings. The steel frogs and switches are made from standard patterns, and duplicate parts are always kept on hand; in case any part should give out, apply at once to the Road Master for a duplicate. Instead of removing an entire frog or switch from the track, replace worn-out parts, when practicable. Before the wings of ah Tye frogs are too badly worn, they must be changed to opposite side. - 55. In order to prevent foul joints at switches, and to protect switch rods in case of derailment, all the rods of stub switches must, in every case, be confined between two cross-ties laid three (3) inches apart. Switches and frogs must be kept well in line and free from ice and snow. During severe winter weather they must be inspected every day; they must work easily and have no lost motion. 56. In stub switches the switch chairs should be placed on Head Block, so as to line truly with a line drawn at Right Angles with the track. All rails should come close to the Partition in switch chairs, leaving only sufficient space for moving rail to move ~ freely. Be careful to have the switch stand placed on Head Block in such position that the Switch Rod will work at Right Angle with the track, when attached to the moving Rail. 57. Do not cut steel rails unless absolutely necessary, except in leads of switches. In case a rail should be cut or broken in the track, the full number of bolt-holes must be drilled with the drill provided for that purpose, and no joint permanently remain without the full number of four (4) bolts to each joint. No cut rail less than six (6) feet long should be used, and in case a rail in the track breaks at a point less than six (6) feet from a joint, it must be entirely removed. 58. It shall be the duty of the section men’ to keep the lamps on switches in order and lighted, except when other provision is made. TRACK WALKER. 59. Each section Gang must have a regular track-walker, who must pass over the entire section both ways daily (Sundays e~° — 4 cepted), whose duty it shall be to tighten bolts and replace any broken or defective bolts or nuts. He will carry with him tools and materials for that purpose. He must observe the general conditions of the track, culverts, cattle-guards, bridges, telegraph line, fencing and gates. When he can make, repairs he must do so. He must close all gates found open, calling attention to the persons owning the land to keeping the gates shut. In case there is any defect in any of the above-named structures, to notify his foreman or call the attention of the head of the Department to the same, by letter or telegram, as the case may demand, and to take all necessary precautions to prevent acci- dents from any cause. 60. When there is any stock within the right of way, he must drive the stock out and see that the place where the stock got in is fixed up, and report to persons in charge of repairs of fence ; and also notify the owner of the stock to prevent the stock from getting on the Road, if possible. 61. He must notice, as trains pass him, any unusual deflection the track, caused by the ties not}being properly tamped to place, in especially at culverts, cattle guards, ends of Bridges and at Road Crossings, and notify his foreman. A 62. It shall be the foreman’s duty, or the head of any of the departments in charge of structures, to give immediate attention to any matter reported by the track walker. 63. Itshall also be the duty of the track walker to observe, as far as practicable, when trains pass him, whether there is any _ train brakes down or any of the lading of cars in danger of falling off, or in danger of striking bridges or persons who might be on platforms where trains pass, and call the train mens’ attention to the same. 64. He must give special attention to the inspection of switches and frogs, and see that all the fastenings of every kind connected Sod Te iad : with the switches are in proper and safe condition, and if any switches are broken or left unlocked, report to his foreman. 65. He must also observe the condition of sidings, as well as main track, and see that there is nothing left near the track that might be struck by passing trains, and to report to his foreman anything that ke has found which has fallen from the train, whether part of the equipment or freight, and to report any other matter of importance to the proper officer, to which attention has not been called by these rules. 66. Incase he discovers anything to endanger the passage of trains, he must take the necessary precautions to prevent acci- dents. INSTRUCTIONS TO BRIDGE MASTERS. - 67, It shall be the duty of the Bridge Master to see that all the materials used in Bridges and Trestles are of proper quality and of dimensions furnished by the Engineer, and he must see person- ally, as far as practicable, that the construction of all structures is done in a neat and workmanlike manner, 68. He must see that all precautions practicable are used to. prevent wooden structures from taking fire. 69. He must have all structures inspected every month, or oftener, if necessary, the most important, in person, and the others as far as practicable, and keep a record of the condition of struc- ture at the time the inspection was made, and a record of all new material used, the quantity and kind, and the date put in the structures, that he may be able to make a report to the proper officer as often as required. 70. A sufficient quantity of material must be kept on hand, or a requisition made on the proper officer, in order to obtain it by the time it is needed. eae 71. He will see that the fences are kept in a sound and sub- stantial condition. He will furnish material to the section fore- man to make temporary repairs. FROG AND SWITCH RULES. To find the distance from Origin of Curve to Point of Frog: 72. Multiply double the gauge by the number of the frog. To find Radius, square this distance and divide by double the gauge. To find length of Switch Rail, square Radius ; also square Ra- dius, minus the throw of the switch, subtract the latter and extract the Square Root. (Frogs derive their number from the distance they require, measured along the center of tongue, to spread one inch or one foot. Thus, a number eight (8) frog spreads one (1) inch in eight (8) inches, or one (1) foot in eight (8) feet.) To find the position of the frogs in a cross-over, where the tracks are straight and parallel: RuLte—To find the distance from A to B: Subtract twice the gauge from the distance between centers of Baie 18-— tracks, and multiply the remainder by the number or proportion of the frog. ExampLe—Distance between track centers 13 feet, less (twice the gauge 4’ 9’), 9 feet 6 inches, leaving 3 feet 6 inches, which, multiplied by 8 for No. 8 frog, equals 28 feet. el mw RU Ly *le e S Gauge, 4 ft. 9 in. Evga pees No. of iy Sd Angle. carve to Frog. Point ag 5 |ue26’| 47.5 54 10° 24’) 52.3 6 | 9°32! 57.0 7 |8°10 66.5 8 | 7°10’! 76.0 9 | 6°22/| 85.5 10 | 5°44’! 95.0. Distance Switch | from;Head Rail, lock to 5” throw.| Point of 14.1 15.5 98.2 66.8 rog. 33.4 36.8 40.1 46.6 53.4 es 6°02/| 950.0| 47.6 Curve. Ra- | Tan-. dius. | gent. - 24° 18’) 237.5) 23.8 20°02’ 287.4) 26.1 16° 49’| 342.0) 28.5 12° 20’ 465.5] 33.2 9°26’; 608.0; 38.1 Tar ———— 769.5 42.8 ~ Will (: peta TABLE OF ORDINATES FOR RAILS. Showing Distance the Center of Rails for Curves should ~ be bent from the Straight Line, joining the Ends of the Rails. Desree of | o4 tect Rail. Degrees. Inches. =o ; Bree | aN aa ree Sea : ages oe See ae aE ae oe ae oe 2 kon | — . mae ao re 2S eae 26-feet Rail. Inches. 28 -feet Rail. —— Inches. t 30-feet Rail Inchese ‘TABLE FOR THE ELEVATION OF THE OUTER RAIL ON CURVES. Gauge, 4 ft. 9 in. Degree RATE OF SPEED IN MILEs PER Hour. Waryeture| 16 |-,20 | 05 | 9 | as. /- 40° bas 3 eee so | “116 pe "3.16 Tide Toy e Tite) 13216 p,” 1° 00’ % Y4) 7-16 | 1-16 21-16] 15-1615, [ase 1° 30’ 3-16 % % %| 1 8-16 19-16 2 2% (|3% . 200 | 516 x I3-l6 my | a | 2% [21ay lage | 2° 30’ % ule a | ay | 2 | 211-165-164 1-16 \5 546 3° 30’ Y4| 15-16] 17-16) 21-16 213-16 Si-1645% [53% | 516 a oo | 9-16 11-16, 1% | 2% | 3% | 4 3-16155-16 |6 4416/9 746 aso | 11-16] 23-16 1% | 25 | 35% | 411-166 73% 1109-16 soo | % 15-16 21-16 3 |a |ou% lex 8 3.16 |n% 6° 00 % 19-16 27-16, 3% | 413-16 6 5-16/8 9% |141-16 2 00 1|% | 2% | 4% 15% 17% lou [aay [16% $° Oo | 13-16) 2% | 315-16] 411-16] 67-16 | 8% |105% |13% |18% 2* OO 15-16; 2% 311-16) 5 5-16) 714 97-16 |1115-161434 |2x 5-16 10° 00’ | 2% 4% | 5% |s 10% |18% [16% |as% 12° 00 1%| 3% | 415-16] 71-16 ; 15° OO 24) 315-16] 6% | 91-16 18° OO | 2 11-16) 411-16) 734 10 9-16 (20° 60’ | 2 15-16) 514 8§ 3-16 | 114 _———a 25° 00’ | 3 13-16) 6 3-16) 10% | 15 5-16 3° 00 7-16] 13-16, 1% | 134, |.27-16,3% |4 A. 15-16|7 30° 00’ 434) '7 13-16) U2 3-16) 1774 _ 35° 20/ 5 1-16) 9 1-16) 144% |20 5-16 : fs de Sel Ye gle pe i cA } H i th ee | wi 3 2435