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Page 12
Before the day of change, a portion of the spikes were drawn from the
inside of the rail to be moved, and spike set 3 in. inside of the
rail. As a rule two spikes were drawn and the third left. At least
every third spike was set for the new gauge, and in some cases every
other one.
There were several devices with which to set the spike. A small piece
of iron 3 in. wide was common, and answered the purpose well. This had
a handle, sometimes small, just large enough for the hand to clasp,
while others had a handle long enough for a man to use it without
stooping down. (See Figs. 35 and 36.) Another device is shown in Fig.
37, so arranged that the measurements were made from the head of the
other rail. This was liked best, and, it is thought, gave the best
results, as the moved rail was more likely to be in good line than
when the measurements were taken from the flange.
[Illustration: FIG. 35, FIG. 36 and FIG. 37]
It was intended that great care should be taken in driving the spikes,
that they were in the proper place, square with the rail, and left
sticking up about an inch.
The ties, of course, were all adzed down before the day of change.
"Handspikes" were originally used to throw the rails, as were lining
bars.
We found, however, that small "cant hooks" were more easily handled
and did better work. The first were made like Fig. 38, with a spike in
the end of a stick, while the hook was fastened with a bolt about 10
or 12 inches above the foot.
[Illustration: FIG. 38 and FIG. 39]
We afterward made them of a 1� in. rod, 3� ft. long, pointed at one
end, with a ring shrunk on 1 ft. from the bottom. Then the hook was
made with an eye, as shown in Fig. 39, which slipped down over the top
of the main rod. This was simple and cheap, and the iron was to be
used for repair purposes when this work was done.
Upon the system with which the writer was connected we had some
branches where we could experiment upon the moving of the rail.
Between Selma and Lauderdale the traffic was light, and at Lauderdale
it connected with the Mobile & Ohio Railroad, which was narrow, and to
which all freight had to be transferred, either by hoisting the cars
or by handling through the house. By changing our gauge we would
simply change the point of transfer to Selma. Here was a chance to
experiment upon one hundred miles and cause little trouble to traffic.
We could see the practical workings of our plans, and, at the same
time, leave less to do on the final day. Upon the 20th of April we did
this work. It had been our plan to do it somewhat earlier, but floods
prevented.
Most of the rail was old chair iron, short, and consequently more time
was used in making the change than would have been required had our
work been on fishplate rail. Our sections here were about eight miles
long, and we arranged our men on the basis blocked out by the
committee, viz., 24 to 26 men to the section, consisting of 6 spike
pullers, 4 throwing rails, 12 spikers, 2 to push the cars and carry
water.
We soon found 5 ft. cars useless, and threw them into the ditch to be
picked up at some future time.
The men were spread out so as not to be in each other's way, and when
the organization was understood and conformed to, it worked well. One
gang changed 5 miles in 5 hours and 10 minutes, including a number of
switches. We found, however, and it was demonstrated still more
strongly on later work, that after 5 or 6 miles the men began to lag.
We believed we had the best results when we had sections of about that
length.
It was arranged that two sections, alternately, commenced work
together at one point, working from each other and continuing until
the force of another section was met, working from the opposite
direction.
The foreman in charge was expected to examine the work and know that
all was right. The push car which followed was a good test as to
gauge.
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