. Railroad construction : theory and practice : a textbook for the use of students in colleges and technical schools . Fia. 134.—Ground Lever for ThrowinqA Switch. Fia. 135. illustrated in Fig. 1»35. When the road is equipped with inter-locking signals, the switch-throw mechanism forms a part of thedesign 260. Tie-rods. These are fastened to the webs of the rails bymeans of lugs which are bolted on, there being usually a hinge-joint between the rod and the lug. Four such tie-rods are 296 RAILROAD CONSTRUCTION. § 260. generally necessary. The first rod is sometimes made with-out hinges, which g
. Railroad construction : theory and practice : a textbook for the use of students in colleges and technical schools . Fia. 134.—Ground Lever for ThrowinqA Switch. Fia. 135. illustrated in Fig. 1»35. When the road is equipped with inter-locking signals, the switch-throw mechanism forms a part of thedesign 260. Tie-rods. These are fastened to the webs of the rails bymeans of lugs which are bolted on, there being usually a hinge-joint between the rod and the lug. Four such tie-rods are 296 RAILROAD CONSTRUCTION. § 260. generally necessary. The first rod is sometimes made with-out hinges, which gives additional stiffness to the comparativelyweak rail-points. The old-fashioned tie-rod, having jawsfitting the base of the rail, was almost universally used in thedays of stub switches. One great inconvenience in their usehes in the fact that they must be slipped on, one by one, overthe jree ends of the switch-rails. Sometimes the lugs arefastened to the rail-webs by rivets instead of bolts. 3. SL ,T7 Tf. O s 261. Guard-rails. As shown in Figs. 131 and 132, guard-railsare used on both the main and switch tracks opposite the frog-point. Their function is not only to prevent the possibility of § 262. SWITCHES AND CROSSINGS. 297 the wheel-flanges passing on the wrong side of the frog-point,bnt also to save the side of the frog-tongue from excessive necessity for their use may be realized by noting the apparentwear usually found on the side of the head of the flange-way space between the heads of the guard-rail andwheel-rail therefore becomes a definite quantity and should equalabout two inches. Since this is less than the space betweenthe heads of ordinary (say 80-pound) rails when placed base tobase, to sa} nothing of the f necessary for spikes, it becomesnecessary to cut the flange of the guard-rail. The length of therail is made from 10 to 15 feet, the ends being bent as shownin Fig. 132, so as to prevent the possibility of the end of therail bei
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