. Cross tie forms and rail fastenings with special reference to treated timbers . Fig. 31.—Screw-spike used bythe French Eastern Railway in1880. Fig. 32. —Screw-spikeadopted by the FrenchNorthern Railway in 1880. Fig. 33.—Screw-spikeused by the Belgian rail-ways in 1880. fig. 31. In 1889 further experiments were undertaken by this com-pany to determine whether it would be possible to increase the pitch ofthe thread so as to facilitate its entrance into the wood without dimin-ishing its resistance to a vertical pull. As a result of a series of teststhe spike shown in fig. 35 was adopted. It has
. Cross tie forms and rail fastenings with special reference to treated timbers . Fig. 31.—Screw-spike used bythe French Eastern Railway in1880. Fig. 32. —Screw-spikeadopted by the FrenchNorthern Railway in 1880. Fig. 33.—Screw-spikeused by the Belgian rail-ways in 1880. fig. 31. In 1889 further experiments were undertaken by this com-pany to determine whether it would be possible to increase the pitch ofthe thread so as to facilitate its entrance into the wood without dimin-ishing its resistance to a vertical pull. As a result of a series of teststhe spike shown in fig. 35 was adopted. It has 9 spirals with a pitch mm. ( inch). The height of the thread is 3 mm. ( inch), aswith the older tj^pes. This screw weighs about kg. ( pound). The conclusion arrived at by the French engineers is that the screw-spike of the .type just described [fig. 35] insures the stability of the road and prolongs the dura-bility of the rails and of the ties. It is a very striking fact, moreover, that it neveroccurs to the section-men at work on the track t
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Keywords: ., bookcentury1900, bookdecade1900, booksubjectwoodpre, bookyear1904
