. Armour engineer. Fig. 17. View of Slab Erecting Train. pled to the train, one at each end, and the lines supportingthe two of the slab were controlled by the respectivederrick-car engineers. The procedure in placing the slab withthis device was as follows: The slab was jacked up and placedon girder carriages mounted on rails. After the erecting trainhad been properly placed, the girder carriage track was ex-tended across the main track, and the slabs were rolled under-neath the girders, connected, lifted, and carried to the bridgesite. The train was spotted in a position which would b
. Armour engineer. Fig. 17. View of Slab Erecting Train. pled to the train, one at each end, and the lines supportingthe two of the slab were controlled by the respectivederrick-car engineers. The procedure in placing the slab withthis device was as follows: The slab was jacked up and placedon girder carriages mounted on rails. After the erecting trainhad been properly placed, the girder carriage track was ex-tended across the main track, and the slabs were rolled under-neath the girders, connected, lifted, and carried to the bridgesite. The train was spotted in a position which would bringthe slab directly above its final bearings, the track was re-moved, the falsework was torn out, and the bridge seats were. Fig. IS. Three Views Taken During Erection of a Roadway Slab. Jan. 1910] GREIFENHAGEN : EVANSTON TRACK ELEVATION 39 prepared with a stiff cement mortar. When all was in readi-ness the slab was carefully lowered into place. By makingthe mortar of the right consistency and thickness, and by rais-ing and lowering the slab a few times, it was found possibleto bring the thickness of the bed to the required dimensionand to line up the adjacent slabs in a very satisfactory 18 shows three views taken during the erection of thenorthwest roadway slab at Washington right of way of the C. M. & St. P. Ry. through Evan-ston varies in width from about 40 feet to about 115 feet. Thetwo tracks were elevated to an average height of about 17 feetabove the natural ground surface, and, as ^mentioned before,provision was made throughout the work for the probablefuture addition of a third track. With these conditions exist-ing, it would have been necessary to build
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