A Weekly Journal of [,3.00 a Year

Total Page:16

File Type:pdf, Size:1020Kb

A Weekly Journal of [,3.00 a Year [Entered at the Post Office of New York, N. Y., flS Second Class Matter. Copyrighted. lA88. by Munn & Co.J A WEEKLY JOURNAL OF PRACTICAL INFORMATION, ART, SCIENCE, MECHANICS, CHEMISTRY, AND MANUFACTURES. A YEAR. [,3.00WEEKLY. THE NEBRASKA CITY PONTOON BRIDGE. bridge begins, and reaches across the main river, with increase the strength of the steel anchoring cables. The We illustrate in the present issue a new bridge re- a length of 1,074 feet. As will be seen from the cut,thE' bows of the boats are to be sheathed with iron and cently completed, which crosses the Missouri River at bridge is angular or V-shaped. The point or apex of the bottoms are to receive an extra planking of oak. Nebraska City, Neb. The bridge is of a type that has the angle points down stream. When it is necessary It is considered certain that the rapid current will but little d for military th draw, the connections under p ed to been use , except purposes. It to open e at the apex are loos­ sweep all obstacles the boats. It is pro os consists of a flooring carried by a !lubstructure which ened and the current at once swings the two members remove the bridge when ice forms on the river. floats upon the river. A similar bridge across the Rhine, apart, leaving an unobstructed channel of 528 feet in The object of arranging the draw in the peculiar between Coblentz and Ehrenbreitstein, will be rernem- width. In this feature it is the largest drawbridge in shape shown was to facilitate closing. The govern­ bered by our readers, where the floor is carried by a the world. When it is desired to close it, the ends of ment, in granting the charter, had stipulated for so series of boats or pontoons. A pontoon bridge is also the draw members are brought together, the current wide an opening that it seemed doubtful if a pontoon THE GREAT PONTOON DRAW BRIDGE OVER THE mISSOURI RIVER, AT NEBRASKA CITY. in. use across the MiSSissippi River at Prairie du Chien. being made to do most of the work. The eutire opera­ could be closed at right angles to the axis of the In military operations pontoon bridges,from their port­ tion can be managed by one man. stream. ability, and on account of the rapidity with which This is in strong contrast to other structures of the Both the pontoon and crib bridges were built within can be ut tog t have acquired much they p e her, import­ same character. The draw in the Prairie du Chien the short space of twenty-eight days, at a cost of about e rly all the important structure alluded to above requires Col. S. ance, and have figured in n a a powerful en­ $18,000. N. Stewart, of Philadelphia, was the wars of modern times. gine to close it. constructing engineer. franchise for tw lv The bridge is divided into dw v c In the ckgr u d is shown a second bridge, built Nebraska City had held a e e years a roa ay for ehi les ba o n for the construction of a pontoon bridge. All move­ and two side paths for foot travelers. The roadway is for the use of the railroads. This also is a recently ments in the direction of carrying on the work met sixteen feet wide. On one side is a three-foot sidewalk. completed structure. It was built by the Union Bridge with the inevitable objections of those interested in and on the other side one of five and one-half feet Works. It is of steel throughout. Thecaissons were steamboats in T i ot l width of twenty-four and sunk in ec nd January nd of ply g on the river. Many predicted that width. h s giyes a t a D ember, 1887, a a February it would be impossible to construct it. The Missouri one-half feet. this year. The first piece of metal was put in position River, noted for its swift current, at this point at­ The floats . are anchored by a very perfect system, February 13, and on June 8 the last piece was in place. The river and one which, it is believed, will stand every condi­ et 325 feet tains about its highest velocity. carries The through spans are 400 fe . the deck span with it n and trees, tion the ·structure is likely to t long. length t ma y floatinglogs which alone would be exposed o. When it The entire of the bridge is 1,128 fee Iwd seem to make the maintenance of snch ­ in uild n the water was within two its g tons. The stone piers are 85 feet a structure im was process of b i g, wei ht is 1,489 possible. feet of high water mark, and the river swept dowp high and are 18 by 46 feet area at their bases. The river l g and at this point has two arms. Over one of many o s trees of great size. Numbers were car­ The pontoon bridge has proved so successful that it having by the current under boats wit t p them a permanent cribwork bridge passes, a ried the hou any bad has been proposed to form a com any for the construc­ of feet. it on is of ntoo the toW length 1.050 Where stops the p toon effects. For t4e spripg tl99<1/1 it proposed to greatly tic;m po n bridges across Missouri River, © 1888 SCIENTIFIC AMERICAN, INC. JCltutific �mtri.cau. ("NOVEMBER 10, 1888. considerations of cheapness and prac­ TO. LONG LIFE. Certainly, from FACTS AS ticability, they would seem to leave little to be desired. What tends to long life is a study with more profit The multiplication of bridges across the great rivers of as facts are used for data. The editor of a Boston the West is a movement in the direction of advanced paper, unread in theory, sent blanks ESTABLISHED 1845. through Massa· civilization. The sim ple and cheap pontoon bridges, chusetts to men and women of eighty years and more, by their number, may be made to do better work in inquiring as to habits, stat.e of eyes, teeth, hearing, facilit.ating intercourse than would be effected by a MUNN & CO., Editors and Proprietors. and the like, getting over 3,500 replies, and if in these slllaller number of more pretentiQus structures. For PUBLISHED WEEKLY AT there is nothing to refute the assertions of the theorists, some years their service may be all that will be desired, there is yet not anything to sustain them. aOll, as they prove inadequate, one by one they can be No. 361 BROADWAY, NEW YORK. They ate meat, save in a few cases, ad lib., and replaced by more permanent works. though none of them, if we take their own word for it, .. ,e,. O. D. MUNN. A. E. BEACH. have drunk freely of spirits, all, or nearly all, have Solidification oC PoW'dered Me tals. taken of them on occasion. These old people are from Professor Chandler Roberts Austen dealt with the 'rERMS POR 'rHE SCIEN'rIPIC AMEIUCAN. cities, towns, agricultural and maritime districts, in formation of solid metals by compressing strongly the une copy. one year. for the V. S. or Canada ........ ..... ....... ... .. ..S3 00 nearly all cases leading active lives, eating three meals copy, for V. or Canada . 1 :iO powders of the constituent metals. Since 1878, the One .lx mooths. the S. ..... ... .... .... .. a day, the dinner being, as is the custom in New Eng· One copy, one year, to any foreig-ncountry belonging to Postal Union, 4 00 labors of Professor Walthere Spring, of the University ltemitby postal or express money order. land, in the middle of the day, of meat and vegetable8, of Liege, have been mainly devoted to the study of A u8tralia. and New Zealand.-Those who desire to receive the and pie, and very hearty. Curiously enough, though the effect of compression on various bodies. Tbe par­ SCIENTIFJC AMERICAN, for a little over one year. may remit.£1in current the women are of medium height, Colonial bank notes. Address the men are mostly lic powder left to itself at the ordinary tall, above the average; ticles of a metal MUNN & CO., 3til Broadwuy. corner of Franklin Street. New York. and so greatly do blue and atmospheric pressure will not unite, but by augmenting gray eyes prevail that other shades 'rile Sclelltlfic Amerlcall SnpI'iemell' are notable excep­ the points of contact in a powder, the result may he is a distinct paper from the SCIENTIFIC AMItRICAN.THE SV PPLII:�lIl:N'l' tions. Baldness is rare, the hair being usually brown very different. Professor Austen's experiments were is issued weekly. Every number contains 16 octavo pages.uniform in size and thick, but the teeth are very poor or entirely gone. with SCIEN'rIFIC AMERICAN. 'l'erms of subscription for SUPPLEMENT, The made with the aid of a compression apparatus, in $6.00 report says : M.OOa year, for V. S. and Canada. a year to foreign countries belong­ which the metallic powder is placed under a short cyl- Inll( to the Postal Vnion. Sinll(le copies,lU cents. Sold by all newsdealers " These old people, men and women alike, are early inder of steel in a cavity in a steel block divided ver- throughcut tbe country. risers almost without exception, and fully nineteen out SCIENTIFIC AMERICAN and SUPPLEMENT tically, held together by a co ar.
Recommended publications
  • Chapter 23 the Railways Through the Parishes
    Chapter 23 The Railways Through the Parishes Part I: The London & Birmingham Railway The first known reference to a railway in the Peterborough area was in 1825, when the poet John Clare encountered surveyors in woods at Helpston. They were preparing for a speculative London and Manchester railroad. Clare viewed them with disapproval and suspicion. Plans for a Branch to Peterborough On 17th September 1838, the London & Birmingham Railway Company opened its 112-mile main line, linking the country’s two largest cities. It was engineered by George Stephenson’s son, Robert. The 1 journey took 5 /2 hours, at a stately average of 20mph – still twice the speed of a competing stagecoach. The final cost of the line was £5.5m, as against an estimate of £2.5m. Magnificent achievement as the L&BR was, it did not really benefit Northampton, since the line passed five miles to the West of the Fig 23a. Castor: Station Master’s House. town. The first positive steps to put Northampton and the Nene valley in touch with the new mode of travel were taken in Autumn 1842, after local influential people approached the L&BR Board with plans for a branch railway from Blisworth to Peterborough. Traffic on the L&BR was healthy. On 16th January 1843, a meeting of shareholders was called at the Euston Hotel. They were told that the company had now done its own research and was able to recommend a line to Peterborough. There was some opposition from landed interests along the Nene valley. On 26th January 1843 at the White Hart Inn, Thrapston a meeting, chaired by Earl Fitzwilliam, expressed implacable opposition to the whole scheme on six main counts, from increased flooding to the danger of 26 road crossings, rather than bridges.
    [Show full text]
  • BC Safety Authority (BCSA) Receives Its Injury Reports and Descriptions from Operators Or First Responders at the Time Of, Or Immediately Following, the Incident
    BC Safety Authority State of Safety Report Incident Summaries 2 016 Table 1 Electrical Incidents 2 Table 2 Boilers, Pressure Vessels and Refrigeration Incidents 5 Table 3 Gas Incidents 7 Table 4 Elevating Devices Incidents 10 Table 5 Railways Accidents and Incidents 14 Table 6 Passenger Ropeways Incidents 23 Table 7 Amusement Devices Incidents 27 1 | British Columbia Safety Authority | State of Safety Report 2016 | Incident Summaries 2016 Electrical Incidents Incidents that are UNDER INVESTIGATION are excluded from these listings. Tables are sorted by Incident Rating and Date except where noted. BC Safety Authority (BCSA) receives its injury reports and descriptions from operators or first responders at the time of, or immediately following, the incident. Injuries may develop after the initial reports were made to BC Safety Authority and the long term effects of a resultant injury may not be recorded as part of the BCSA investigation. TABLE 1: ELECTRICAL INCIDENTS INJURY DAMAGE INCIDENT QTY. INJURY INJURY DAMAGE DAMAGE INCIDENT DATE CITY RATING INJURED DESCRIPTION RATING DESCRIPTION RATING INCIDENT DESCRIPTION 3-Jan-2016 Golden Severe 0 N/A None Components (switch, Moderate A high voltage switch failed. insulating plates) damaged The fault was contained within the high voltage enclosure. 14-Jan-2016 Central Severe 1 Injuries from Fatal Fire/thermal, water damage Major A fire occurred at a residence. Although Saanich fire the cause of the fire was undetermined, electrical equipment was suspected to be involved. 10-Apr-2016 Kamloops Severe 0 N/A None Fire, smoke damage Severe A fire occurred at a residence. A malfunctioned internal component (capacitor) located in a motor circuit was believed to be the cause.
    [Show full text]
  • INDEX to CLASSIFICATION - D Debris Control Class Subclass Class Subclass Class Subclass D D T, in Drug
    D D T, in Drug INDEX TO CLASSIFICATION - D Debris Control Class Subclass Class Subclass Class Subclass D D T, in Drug................................... 514 748 Cabinet photography...................... 396 589+ Radio communication................. 705 73 D D V P, in Drug ............................... 514 136 Lantern with shutter or screens ...... 362 167+ Secure transactions ................... 705 64 D N A................................................. 536 23.1+ Room Able to use multiple cards ...... 705 73 D N A Mimics .................................... 536 24.1 Illuminators .............................. 362 293 Anonymous user.................... 705 74 Dacron Insulated Cable ................... 174 100 Ventilators ................................ 454 49+ Authorization to proceed ........ 705 76 Dacron T M (See Also Synthetic Resin Darning Charge determination at ........ 705 77 Or Natural Rubber) .................... 528 308.1 Knitting........................................... 66 2 remote site ........................... 705 77 Dado Last.............................................. 223 100 Communication between two . 705 79 Cutter........................................... 144 222 Sewing machines........................... 112 121 financial networks ................. 705 79 Lapped multiplanar surfacing............ 52 536 Design..................................... D15 66+ With third party..................... 705 78 Machine........................................ 144 133.1+ Elements .................................. 112
    [Show full text]
  • Steamtown: Scranton PA National Historic Site Steam Engines and Pennsylvania Played a Critical Role in America’S Growth and Expansion
    Steamtown: Scranton PA National Historic Site Steam engines and Pennsylvania played a critical role in America’s growth and expansion. The Pennsylvania Railroad’s Altoona operations and the Baldwin Locomotive Works outside of Philadelphia, made Pennsylvania a key contributor to developing the railroads of America, the commerce it provided, and its impact on moving people. Steamtown National Historic Site had a different history for its location. At one time during the 19th century, five railroad companies had major yards that passed through Scranton, Pennsylvania. Penn State University’s “pabook2,” has an excellent account of how Steamtown came to Scranton, Pennsylvania. HISTORY OF STEAMTOWN ACQUISITION Steamtown USA had its start in North Walpole, New Hampshire and later Bellows Falls, Vermont. Millionaire F. Nelson Blount loved to ride steam engines on the New Haven Railroad in his youth. During the late 1950s, Blount’s love of steam trains eventually led him to create a museum billed, “world’s largest operating rail museum.” The museum included over 100 pieces of rolling stock from US and Canada, 35 locomotives, and more than 30 other types of equipment. Mr. Blount’s museum faced several problems. One had to do with a personal tragedy when Mr. Blount died in a plane crash on August 31, 1967. His Steamtown Foundation, which he created in 1964, moved his collection to Bellows Falls, Vermont. Vermont signage laws made it difficult to advertise the Bellows Falls museum and it did not have onsite outdoor shelters for the trains. Over the years, attendance dropped nearly 75% causing eventual bankruptcy in 1984.
    [Show full text]
  • The Singing Wire August 15, 2018
    Volume 28, No. 3 The Singing Wire August 15, 2018 The Newsletter of the Pikes Peak Historical Street Railway Foundation Remembering the Rock Island – in Roswell Our restoration shop is in what remains of the 1888 Chicago Our Purpose Rock Island and Pacific (CRIP) Railroad roundhouse. In the The Pikes Peak Historical days before diesel, roundhouses and turntables were extremely Street Railway Foundation exists to restore and operate important for the operation of steam locomotives. Compared to historical street and electric diesels, steam locomotives required significantly more railways in the Colorado Springs area. Our goal is to maintenance. And, they required turning on a turntable provide a cultural, historical, wherever they were serviced and at the end of their journeys. and educational experience for the citizens of the Pikes Peak How the Rock Island got to Colorado Springs region and southern Colorado. Our story begins in 1882, when the CRIP drafted expansion plans that included lines from Chicago into Nebraska, Kansas, Colorado, and beyond. For this expansion, the CRIP advanced the Chicago, Kansas and Nebraska (CK&N) Railway about $25 million to begin Inside this issue: construction. (The CRIP would eventually take over the CK&N in 1891 after foreclosure.) In 1887, the CK&N began building west from Chicago through Kansas and Nebraska with the ultimate goal being Colorado. Remembering the Rock Island – Many of Colorado's railroads in the late 1880s were narrow gauge. in Roswell 1 The Colorado Midland, however, had built standard gauge into Letter from the President 2 Denver and Colorado Springs, and the CRIP ultimately wanted to connect with the Midland and the tourist attractions along the Front John’s History Corner 3 Range.
    [Show full text]
  • Historic Environment Audit the Croft Branch Line of the Stockton & Darlington Railway
    HISTORIC ENVIRONMENT AUDIT THE CROFT BRANCH LINE OF THE STOCKTON & DARLINGTON RAILWAY Archaeo-Environment for The Stockton & Darlington Railway Heritage Action Zone June 2019 !An'U.-tt.u-l!lniroo.u. "1:tl lid ,?.J~&.~,.Er.·:ror.nier.t u e >/:.10.nCQIJ;,i,;ti l.;:rli':.gh n 8Mlil'<l C9.tE •::O.n1;011d-.:m IX.121SP Ttil'=:v:: f!> IO,,:,OO)sn ~/!1&11: ,rot&.ff::ttr.n·enl « •.Jk ,'i~: ~.•.~•::EEl'l\lfOfl M~rrl.C<:.~t □Archaeo -Environment Ltd for the Stockton & Darlington Railway Heritage Action Zone SUMMARY This report looks at the history of the Croft branch line of the Stockton & Darlington Railway and provides an audit of what survives of the original 1829 line and its condition. It also assesses the significance of the line and any remaining structures associated with it. It then goes on to assess the potential for future enhanced access, conservation and interpretation of the branch line in advance of the Stockton & Darlington Railway’s 200th anniversary in 2025. The Stockton & Darlington Railway’s Croft branch line was opened on the 27th October 1829. It was 3 ½ miles long and ran from north of Hill House east of Skerne Bridge in Darlington to the north side of Hurworth Place where it terminated at the S&DR’s newly built Croft Depot. It was built as a single-track railway designed to haul coals to the depot largely for a domestic market. It also hauled limestone for agricultural use and building materials as required, and passengers made use of the line too.
    [Show full text]
  • Volume 03.01
    Volume 03.01 Stratford upon Avon local history J R Jennings Railway Archive An essay entitled Down Memory Lane “Tempus Fugit” by W H Pettifer Introduction and comment by J R Jennings In 1965 Mr Pettifer presented me with a copy of his essay and the sequel to it (which is catalogue ref 03.03). The documents were not good copies being “carbons” from originals produced on an old typewriter by the author. They have been in my collection ever since. Mr Pettifer told me that he had deposited copies of the documents with several museums but I do not recall which ones. When I reviewed my Stratford area documentation in 2003 for the purpose of placing important items into the public domain I revisited the essays and realised that with the passing of nearly fifty years since they were written and many more since the events described in them the contents are significant. It is the comment of a normal workman on his life and times and his efforts in producing it are to be commended. If only more of the old employees had deposited similar documents we would have a richer knowledge of past times. The original documents would not reproduce easily even with modern scanning and copying equipment so rather than attach a poor copy of my original carbon copy I have completely re printed the material verbatim. I have kept to the author’s original layout and all errors except basic spelling mistakes have been left exactly as they were. No attempt has been made to correct content even where I know it is wrong.
    [Show full text]
  • New York $ Chicago, August. 5
    £06 Vol. X NEW YORK $ CHICAGO, AUGUST. 5. paten"? °W r A Model Car House. cars. An especially interestingre"aTuTe of this floor is a flush transfer table of special design which was built for In the engraving on this page is presented a view of the Union Railway Company by the White Manufactur- the capacious car house recently completed by the Union ing Company, of New York. With it the cars can be Railway Company, of New York. The engravings on quickly and easily moved to any part of the room by one the following page are from photographs of the first and man. second floors. This transfer table, which is shown in the engraving The house is located at the junction of Boston and and which was fully described in the May, 1894, number of Woodruff Avenues, and has a frontage of about 150 ft. on the Street Railway Journal, runs on rails laid on the floor Boston Avenue, and extends back on Woodruff Avenue a itself, and avoids the necessity of cutting the floor. The distance of about 260 ft. As shown in the exterior view, transverse rails upon which the car rests when on the table FIG. 1— EXTERIOR OF CAR HOUSE—UNION RAILWAY COMPANY, NEW YORK CITY. the building is of brick with stone trimmings, and pre- are slightly bent down at the ends, so as to make con- sents a very handsome appearance. The architectural nection with the floor rails. feature of the structure is the square tower of attractive The company will perform its own armature wind- design eighty-two feet in height and twenty-five feet ing, and a space of about 40 X 50 ft.
    [Show full text]
  • A. Nominated Place
    To help your nomination be successful, please fill out this form with as much information as possible. Feel free to expand the answer fi elds as much as you require or append information to the form. It is important that you attach images and a map of what you are nominating by email or by fax. Please note that places which have been nominated during past three years will not be reconsidered by the South Australian Heritage Council unless you can provide significant new information not provided through the previous nomination and assessment. For assistance with this form you may contact: Your local historical society or heritage adviser may be of assistance OR you may telephone an assessment officer in Heritage South Australia on (08) 8124 4960. A. Nominated Place 1. Name Name of Place I Object : Wallaroo railway turntable and roundhouse; yard office building Any other or former name(s): Wallaroo rail siding and works, engine roundhouse and workshop Is the place already on another not to my knowledge heritage list? 2. Location Street Address: 109 Chatfield Terrace Suburb I Town: Wallaroo Post Code: 5556 Local Council Name: Copper Coast Council Land Description: Title: Volume: Folio: Parcel Type: Parcel No: (if known) CT 6170 418 A D90525 A30 Plan Type: Plan No: Section: Hundred: D 90525 Wallaroo GPS Location/s : Longitude I Easting I X I Latitude I Northing I Y (Datum GDA94 Z53) (If known) 137° 36"42"; 741405E -33° 56' 02"; 6242092N 3. ownership Name of Owner(s): Contact person: (if different from owner explain relationship) Postal Address: Phone Number: Ownership History: none 4.
    [Show full text]
  • Upgrade of “Vld Kauno Cechas” Turntable
    KAUNAS UNIVERSITY OF TECHNOLOGY FACULTY OF MECHANICAL ENGINEERING AND DESIGN Andrius Saulevičius UPGRADE OF “VLD KAUNO CECHAS” TURNTABLE Master’s Thesis Supervisor: doc. dr. R. Keršys KAUNAS * 2015 KAUNAS UNIVERSITY OF TECHNOLOGY FACULTY OF MECHANICAL ENGINEERING AND DESIGN DEPARTMENT OF MANUFACTURING ENGINEERING CONFIRM Head of the Department doc. dr. K. Juzėnas (date, signature) UPGRADE OF “VLD KAUNO CECHAS” TURNTABLE Master’s Thesis INDUSTRIAL ENGINEERING AND MANAGEMENT (M5106L21) Supervisor: doc. dr. R. Keršys (date, signature) Reviewer: (date, signature) Author: A. Saulevičius (date, signature) KAUNAS * 2015 2 KAUANS UNIVERSITY OF TECHNOLOGY FACULTY OF MECHANICAL ENGINEERING AND DESIGN Andrius Saulevičius INDUSTRIAL ENGINEERING AND MANAGEMENT (M5106L21) UPGRADE OF “VLD KAUNO CECHAS” TURNTABLE DECLARATION OF ACADEMIC HONESTY 2015-05-25 KAUNAS I Andrius Saulevičius confirm that mine master’s thesis, the theme of which “UPGRADE OF “VLD KAUNO CECHAS” TURNTABLE”, is written completely independently, all of the data or results are correct and were honestly worked out. Not a single part of this paper is copied from any printed or online sources, all other sources of direct or indirect quotes are specified in the references list. I have not paid any sum of money for this paper that law does not provide. I understand that in case this paper will turned out to be unfair, I will be penalised on the basis of regulations applicable in the Kaunas University of Technology. (name, surname) (signature) 3 TABLE OF CONTENTS INTRODUCTION .........................................................................................................................................
    [Show full text]
  • INDEX to CLASSIFICATION - T Tank Class Subclass Class Subclass Class Subclass T Squares
    T Squares INDEX TO CLASSIFICATION - T Tank Class Subclass Class Subclass Class Subclass T Squares............................................ 33 474+ With structural installation.......... 108 72+ Trolley rope slack........................... 191 93 Design.......................................... D10 65+ Work (see also table machine part) Twine holder ................................. 242 129.1+ Tab Abrading................................... 451 411+ Weaving fabric............................... 139 304+ Bolt or nut, side lock, tab Butter working ............................ 99 452+ Weaving warp feeding.................... 139 99 deformable in situ ...................... 411 122+ Cloth inspecting........................... 26 70 Winding and reeling Exhibitor type.................................. 40 662+ Illuminated operating table ........ 362 33 Coil holder ................................ 242 570+ Protrusion to receive Ironing textiles............................ 38 103+ Convolute winding ..................... 242 324+ identification ................................ 40 359+ Ironing with work catcher ............ 38 111 Recording tape or Suspender ends ................................ 2 340 Leather working .......................... 69 19 motion picture film ............... 242 324+ Tabernacle........................................ D99 25 Milling planing or gear cutting .... 409 219+ Talcum Powders ............................... 424 69 Tables ............................................... 108 17 X ray .......................................
    [Show full text]
  • A. Inspection of Rail Ends B. Rail Cutting and Set the Required Gap C. Loosening of Rail Fastenings D. Rail End Preparation and Alignment E
    a. Inspection of rail ends b. Rail cutting and set the required gap c. Loosening of rail fastenings d. Rail end preparation and alignment e. Preheating and welding f. Finishing and alignment g. Weld testing h. Replacement of defective welds i. Records of thermit welding Each procedure shall be in accordance with the AREA Manual for Railway Engineering, the products or welding kit specifications itself and other applicable standards. 13.1.3.10.2 Quality Assurance This section shall conform to requirement in 2.1.3.1.1 Quality Assurance Program. 13.1.3.10.3 Weld Testing All weld testing and submittals shall be performed by a duly accredited independent testing laboratory in accordance with quality control requirements and applicable standards. In order to qualify the welding kits, welding crews, and production welds; the following test shall be carried out: a. Radiographic testing b. Ultrasonic testing c. Slow bend testing d. Hardness test e. Rolling load test f. Magnetic particle test g. Visual test 13.1.3.10.4 Tolerances All alumino-thermic welds will be in the suspended portion of rail between supports. The weld shall not encroach 150mm from tie ends or baseplate support. Finished weld using 1 meter straight edge shall have the following tolerances: a. Rail head surface +0.3 / 0.0 mm b. Rail gauge face +0.3 / 0.0 mm 13.1.3.10.5 Submittals The Contractor shall submit the following: a. Detailed specifications, proposed materials, methods and procedures to be used for the thermit welding process, b. Certification from the supplier or manufacturer that the materials delivered to site conforms to the specifications, 125 c.
    [Show full text]