. Electric railway journal . ouble unit of twopairs of tampers, operated from a similar compressor oflarge size, was placed in operation (Fig. 4). At Minneapolis the Twin City Rapid Transit Com-pany prepares the roadbed for new track by gradingwith a steam shovel, dumping in stone ballast and roll-ing it smooth with a steam roller. A layer of gravel isthen added, the ties and track are laid and sand gravelballast dumped in for tamping. Observations show thaton this work two men (Fig. 6) with pneumatic tampersdo the work of eight men (Fig. 5) who formerly didtamping by hand. The average time re
. Electric railway journal . ouble unit of twopairs of tampers, operated from a similar compressor oflarge size, was placed in operation (Fig. 4). At Minneapolis the Twin City Rapid Transit Com-pany prepares the roadbed for new track by gradingwith a steam shovel, dumping in stone ballast and roll-ing it smooth with a steam roller. A layer of gravel isthen added, the ties and track are laid and sand gravelballast dumped in for tamping. Observations show thaton this work two men (Fig. 6) with pneumatic tampersdo the work of eight men (Fig. 5) who formerly didtamping by hand. The average time required to tampthe full length of a tie on both sides is one and one-quarter minutes. When the operatorsnoticed that theirwork was being timed they made a record of three-quar-ters of a minute. One of the most striking featuresof the work done here was a demonstration (Fig. 7)that a tamper could be operated by a one-armed discovery was gratifying, not only to the individualbut to the company on which he was PNEUMATIC TIE TAMPING FIG. 11—COMPRESSOR FOR ROAD TRANSPORTATION IN ADVANCE OF TRACK LAYING Thomas Crimmins & Sons, contractors for the layingand ballasting of the track on the concrete viaduct ofthe rapid transit system extension in Queens Borough,New York City, used four pneumatic tampers operatedfrom a gasoline driven compressor (Fig. 8). The con-ditions here were rather unusual. The concrete struc-ture had been filled between the sidewalls with stone, the depth varying from 5 to 10 ft. Thiswas covered with a 3-in. layer of 2-in. stone, the trackthen laid and 2-in. stone ballast of an average depth of12 in. dumped on for tamping. This constructionnecessitated very thorough work on the part of thetamping machines, to secure a permanently stable road-bed. An average of 550 ft. of track or about 367 tiesper day were pneumatically tamped by a gang consist-ing of four men operating the tampers, two menshoveling ballast and four jacking up and
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