. The railroad and engineering journal . UJIJ afterward ; moreover, the spans being independent, suchan arrangement would have required the making of a con-nection between them so as to form a continuous girder,which would have increased the weight considerably. When the spans were completed they were raised byhydraulic presses and the seat-plates on the piers put inposition under them. Lead plates 3 mm. in thicknesswere placed between the masonry and the cast-iron platesupon which the spans rest. The material for the bridge was carried to the placewhere it was needed by a spur track laid from
. The railroad and engineering journal . UJIJ afterward ; moreover, the spans being independent, suchan arrangement would have required the making of a con-nection between them so as to form a continuous girder,which would have increased the weight considerably. When the spans were completed they were raised byhydraulic presses and the seat-plates on the piers put inposition under them. Lead plates 3 mm. in thicknesswere placed between the masonry and the cast-iron platesupon which the spans rest. The material for the bridge was carried to the placewhere it was needed by a spur track laid from the maintrack of the railroad, at the level of the top of the abut-ment. The different conditions governing the adjustment of theplates, the drilling of the holes, and the heating of the. rivets at the place of erection were the same as those givenabove for the work done in the shop. The work was done by the Socitte des Forges deFranche-Comte, the price for the superstructure, includ-ing transportation, erection, and painting, being per 100 kilogrammes (3 05 cents per lb.). The plates, angles, and channel bars used in the super-structure were ol mdd steel and the rivets of iron. In testing the bridge a train was used consisting of twolocomotives, each weighing 72 tons, and four cars loadedwith rails, weighing tons, the total weight of the trainbeing tons. As, however, this train was slightlylonger than the span, it was necessary to deduct the weight In both cases the deflection was reduced to zero after theload was removed. These results being in accordance with the provisions ofthe contract, the bridge was accepted, and trains com-menced to run over it m February of the present year. THE USE OF WOOD IN RAILROAD STRUC-TURES. By Charles Davis Jame
Size: 1600px × 1561px
Photo credit: © Reading Room 2020 / Alamy / Afripics
License: Licensed
Model Released: No
Keywords: ., bookcentury1800, bookdecade1880, booksubjectrailroa, bookyear1887
