. Electric railway journal . because the ballast is confinedin a trench, often well drained, at a somewhat greaterdepth below the surface of the subgrade soil, which ismore compact than on the regular roadbed in the openand protected as a rule by pavement which should anddoes prevent most of the surface water from reaching Winter Track Construction atSharon, Pa. Some Details of Work Done Under Difficult Cli-matic Conditions to Provide Transportationfor Workers in War Industries Plants By A. B. Stitzer Chief Engineer Republic Engineers, Inc., New York City SHARON, PA., is one of the rapidly gro
. Electric railway journal . because the ballast is confinedin a trench, often well drained, at a somewhat greaterdepth below the surface of the subgrade soil, which ismore compact than on the regular roadbed in the openand protected as a rule by pavement which should anddoes prevent most of the surface water from reaching Winter Track Construction atSharon, Pa. Some Details of Work Done Under Difficult Cli-matic Conditions to Provide Transportationfor Workers in War Industries Plants By A. B. Stitzer Chief Engineer Republic Engineers, Inc., New York City SHARON, PA., is one of the rapidly growing steelcities of western Pennsylvania, its industries nowincluding the Sharon Steel Hoop Company, CarnegieSteel Company, American Steel .& Wire Company, Amer-ican Steel Foundry Company, National Malleable SteelCasting Company and Savage Arms Company, all oper-ating at capacity to meet war-time needs. The expan-sion of the city, which has been consequent upon thewar activity, necessitated the extension of the lines of. TRACK CONSTRUCTION AT SHARON, PA., BEFORE AND AFTER PAVING IN the subgrade. Under the latter condition the subsoil isbound to remain more stable and a lesser amount ofballast may be used. Cost of Ballast Varies WidelyWith Conditions The cost of ballast varies greatly, being dependentupon its kind, depth and availability. The quantities incommon use will vary from 2000 to 3000 per milesingle track, and L. E. Fischer stated in the Journalfor Sept. 6, 1913, that the costs found for ten interurbanroads ranged from 75 cents to $ per cubic yard un-loaded along the track, giving approximate costs offrom $1500 to $4500 per mile of single track. Quite afew electric railway companies operate their own quar-ries or gravel plants for the production of ballast, butlittle information is available as to their productioncosts. The Michigan Central Railroads crushed stoneballast plant in 1913 produced ballast at a cost of$0,759 per cubic yard in place in the track, w
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