CHAPTER V.
Sorting-sidings—Turn-tables—Traversers—Water-Tanks and Water-Columns.
Sorting-sidings.—On many important long main lines it is necessary to establish special independent sidings for sorting or arranging waggons of merchandise and minerals. Where there are only two lines of rails to serve for the UP and DOWN service of a heavy passenger and goods traffic, it is imperative to restrict those lines as much as possible to the actual transit of trains, and not to block them by unnecessary occupation for shunting purposes. A goods train running a long distance collects waggons from many roadside stations, and at some of them several waggons will be taken on, to be forwarded to various and widely distant destinations. The accumulated train comprises waggons which must be divided out into groups, to be passed on either to distant sections of the same railway system, or on to neighbouring lines. To avoid interruption to the train-working, and the delay of complicated shunting operations at the roadside stations, the waggons are attached just as they are dicked up, and the work of sorting is allowed to stand over until the train arrives at the place assigned for the purpose. A site for sorting-sidings is generally selected where the ground and gradient are favourable, and where ample room can be obtained for a large number of short parallel lines, with space for future extensions. The arrangement that naturally suggests itself is that of a series of fan-shaped sidings leading out of main shunting lines, separate from the main-traffic lines. In some cases the sorting-sidings are laid down with dead-ends, as in [Fig. 434], and in others they are made as through sidings, connecting at both ends with shunting lines and main-traffic lines, as in [Fig. 435]. Each of the sidings is usually made sufficiently long to hold a complete train of sorted waggons, and the number of
them will depend upon the number of sections to be served, and the amount of waggons to be sorted. Sometimes the sidings are laid with a slight falling gradient leading away from the main shunting lines, to facilitate the running out of the waggons into the respective sidings.
An arriving goods train is first drawn out of the main-traffic lines into one of the shunting lines, and then handed over to the staff of men in charge of the sorting operations, who at once mark the waggons according to the number or designation of the particular siding into which they have to be placed. A suitable engine is generally set apart for this work, and in a very short time the entire train is divided out by one or more waggons at a time, and distributed into the various sidings, representing different sections of the line, or groups to be handed over to neighbouring railways. When one of these sorting-sidings contains a full complement of waggons, an engine is attached, and the train despatched to its destination, leaving the siding clear for another set of waggons. Where the trains to be sorted are very numerous, two or more shunting-engines may be engaged working at the same time on distinct sets of shunting lines and sidings. Sometimes it may be expedient to have one lot of sorting-sidings leading off the UP line, and another lot leading off the DOWN line, to meet the requirements of trains coming and going in both directions. With sidings well laid out, and fitted with ample facilities, a well-organized staff can carry out a very large amount of work both expeditiously and economically. There are several of these sorting-sidings stations in operation, where from one thousand to two thousand waggons are sorted and marshalled into trains every twenty-four hours.
The above diagram sketches merely illustrate the general principle of the sorting-sidings, and may be modified and enlarged in many ways to suit the traffic requirements and local surroundings.
Turn-tables.—Turn-tables revolving on fixed centres are made of various sizes according to their use for engines, carriages, or waggons. The carrying-beams may be made of cast-iron, wrought-iron, or steel, but the latter material is the most suitable for tables of more than 20 feet diameter. For small turn-tables, cast-iron beams will serve very well, for although more liable to fracture, they will not suffer so much from rust and oxidization as wrought-iron or steel.
Opinions as to the most convenient position and use of turn-tables have undergone a considerable modification during the past twenty or twenty-five years. Circular and semi-circular running-sheds for engines, as in [Figs. 436 and 437], are not so often adopted now as formerly. Although compact and accessible in theory, they possess the one great drawback that when the turn-table in the centre becomes deranged by wear or accident, none of the engines on the standing-lines inside the building can be taken out until the turn-table is again put into working order. A stock of from twenty to thirty engines might thus be put entirely out of the service for a day or more. This objection is considered to be of so serious a nature that running-sheds are now almost always constructed of rectangular form, of which [Fig. 438] is a type.
With this description of shed, the lines of rails are laid down parallel to one another, and the engine turn-table is placed on a line separate and distinct from those lines forming connections with the shed.
Where there is a large goods traffic, an endeavour is generally made to so lay down the goods-sheds and approach lines and sidings, that the full complement of waggons may be shunted in or out of the shed at one operation. This arrangement, which dispenses with turn-tables altogether, admits of the ready removal of a central or far-end waggon, without the necessity of taking out so many others in front one by one over the turn-table. At the same time, there are large numbers of these waggon turn-tables in use, and there are many cases where access to side sheds or detached stores can only be obtained by turn-tables.
A goods-shed and lines laid down with turn-tables, as in [Fig. 439], will always be more tedious and costly to work than one laid down with direct through lines, as in [Fig. 440]. Should either of the turn-tables shown on [Fig. 439] get out of order and become incapable of turning, then the entire side of the shed controlled by that table will be rendered useless until the defect be remedied.
Engine turn-tables are rarely made with more than one road on the top. The most modern types generally consist of two strong wrought-iron or steel-plate girders well braced together and securely attached to a middle framework which rests on and revolves round a centre-piece fixed on a solid foundation
To the ends of the girders are attached large roller wheels which travel round a solid iron or steel roller-path laid down along the circumference. These modern turn-tables are generally worked on the balancing principle, by bringing the engine and tender to a stand in such a position on the rails that the greater portion of the weight is thrown on to the cup-shaped steel centre, so that a small force applied to the long outrigged hand-levers at the ends is sufficient to turn one of the heaviest locomotives. [Figs. 441 and 442] give sketch plan and section of one of these steel-plate girder turn-tables, which has few parts, and very little to get out of order. The end rollers guide the table when making any portion of a revolution, and carry such part of the weight as may not be taken up by the centre. A recess is shown in side wall to facilitate the inspection of end rollers. In the earlier forms of engine turn-tables, the revolving movement was effected by attaching to the upper portion of the girders a strong winch, which acted upon gearing fixed either to the end rollers, or direct on to a toothed ring forming part of the roller-path. In cases where the engine turn-table was in constant use, as in connection with a large running-shed, the winch was sometimes driven by a small steam-engine to expedite the movement.
The great increase in the lengths and weights of modern locomotives has necessitated the removal of many of the old small turn-tables, and replacing them with others of 45 or 50 feet, or more, in diameter.
An engine turn-table is a costly item in railway requirements, not only in the girder-work, but in the large amount of building in the side walls and centre pier, and an effort is always made to avoid the outlay unless the table can be placed where it may be of permanent use. In the construction of foreign railways, and in our colonies, where the lines are opened in sections as the work goes forward, the temporary arrangement shown in [Fig. 443] is frequently used instead of an engine turn-table. The sketch will almost explain itself. On the main line, A, B, C, D, switches are placed at B and C, from which turn out curved lines, uniting at the switches E. An engine proceeding from A, and passing round the curve B, E, G, then round curve G, E, C, and back along main line, D, C, B, A, will be turned round as efficiently as on a turn-table. The writer has used this arrangement abroad with great advantage. It involves very little work or expense beyond laying down the permanent way, and so soon as the
temporary terminus of the line has been advanced further ahead, the rails and sleepers can be lifted and used again elsewhere.
[Figs. 444 and 445] give sketch plan and section of a waggon turn-table which has been largely adopted. The centre should be securely fixed on a solid foundation of masonry, brickwork, or concrete. The deep outer cast-iron ring is made in segments, properly fitted and bolted together, and fastened down to the foundation course. The stop-checks are cast on to this outer ring. Two roads, at right angles to each other, are laid on the turn-table, so that waggons to or from the goods-shed have only to make one quarter turn of the table. The top is generally covered with either chequered iron plates or timber to give good foothold for the men and horses which have to pass over in moving the waggons. If properly balanced, the table is easily turned by men pushing at the opposite corners of the waggon, or by a horse and tail-rope, or by hydraulic power through a capstan. In many cases of bad or soft foundations these small turn-tables are erected on a strong framework of creosoted timber.
Carriage turn-tables are now very rarely used. With the old short four-wheeled carriages the moderate-size turn-table was convenient for transferring an extra carriage to or from a spare carriage-line alongside the making-up train at a platform, but modern carriages are now so much longer, some of them twice the length, or more, than formerly, that nothing less than an engine turn-table would be large enough for them. Sometimes a carriage traverser is used for this station work, but much more frequently these long carriages are shunted on or off the making-up train by simply running them in or out through the nearest switches and cross-over road.
[Fig. 446] is a sketch of a carriage-traverser, of length to suit an ordinary six-wheeled carriage. The length, however, may be extended to take on a bogie carriage or any other long carriage. The framing is made of wrought-iron or steel, well braced together. The carrying wheels, W, W, run upon rails laid at right angles to the running-line or siding, and the carriage is moved on to or off the traverser by means of the hinged ramps shown at R, R. A carriage, once on the traverser, may be moved across one or several lines of running road, according to the extent of traverser line laid down; and this appliance is very suitable for large terminal stations and carriage-repair shops. It
will be observed that the operations of the turn-table and the traverser are quite distinct. With the former a vehicle can be transferred from one line to another, and also turned completely round; but with the traverser the vehicles are simply moved in a parallel direction, from one line to another, and when it is necessary to turn or change a vehicle end for end, as in the case of a mail-bag-catching apparatus van or a special saloon, then resort must be had to a turn-table.
Cranes.—A large portion of the merchandise conveyed on railways must be lifted into or out of the trucks by cranes. The position, description, and capacity of these will depend upon the materials to be handled. Large slow-working powerful cranes will be necessary for raising heavy castings, large logs of timber, or massive blocks of stone; while the small quick-acting cranes will be more suitable for dealing with the lighter packages, casks, and bales.
[Fig. 44]7 shows a gantry or overhead crane, used for lifting heavy weights out of an ordinary road-waggon, carrying them a short distance, and then depositing them in a railway truck, or vice versâ. Double-flanged rollers, attached to the ends of the platform C, C, run upon the rails R, R, which are fixed on the top of the beams B, B, secured to the verticals A, A. The working length of the gantry is only limited by the number of the verticals, and this, being the fixed portion of the work, may be extended out to any distance required. The travelling or carrying girders of the platform C, C may be made of wrought-iron, steel, or timber. They must be strongly framed and braced together as a platform to carry the lifting machinery and weight lifted, and have convenient gearing for effecting the transverse or side-to-side movement, as well as a horizontal movement along the line of rails on top of the verticals. Where the fixed portion of the gantry is of considerable length, two or more travelling platforms can be used. In the sketch given above, the entire gantry is shown as made of timber, but iron or steel can be equally well adopted, and continuous masonry or brickwork walls may be built to serve as verticals.
[Fig. 448] is a sketch of a small handy crane for warehouse work; it is quick in action, and restricted to weights not exceeding twelve hundredweight. This form of crane may be strengthened to lift still greater loads, but in doing so the additional size of the parts, and the corresponding extra labour
in working, detract from its efficiency as a quick-acting crane for light weights.
[Fig. 449] shows an ordinary fixed three-ton jib crane, a very convenient size for general station work. The centre pillar is fixed into a bed of masonry or a solid block of concrete. The jib is of wrought-iron or steel, those materials being so much more reliable than timber, and very little more expensive. This crane must be fixed so that in one direction the jib may command the centre of a railway truck, while in the other it can conveniently raise the packages to or from the carts or loading-bank alongside. In the sketch the crane is shown as placed on the loading-bank, but it may be placed on the same level as the rails if preferred. Cranes of this type and strength are frequently found necessary for the inside work of goods-sheds, where packages of considerable weight have to be handled. A very similar class of jib-crane is constantly made for lifting weights of five or ten tons or more, the different parts being made stronger and heavier to correspond to the weights to be raised.
[Fig. 450] shows a five-ton travelling crane. Although more costly, it has the advantage over a fixed crane that it can be moved about from place to place. It is mounted on a very strong waggon framework, and provided with springs and spring buffers. Instead of moving round a long deep centre, the jib of the travelling-crane is arranged to work round a bevelled metal roller-path laid down on the platform of the waggon, and has a heavy counterweight loaded to correspond to its capacity. Before commencing to lift any weight strong oak blocks or filling pieces are inserted between the tops of the axle-boxes and the under side of main beams of waggon, to relieve the springs of the pressure which would arise from the weight lifted. From the four corners of the waggon are suspended chains carrying gripping-hooks to be attached or clipped round the rails. These gripping-hooks, when firmly secured to the rails, prevent the crane from tilting over, as the weight of the waggon and also of the rails and sleepers are brought into play to counteract any tendency to throw the crane off its proper balance. With the larger size travelling cranes, capable of lifting ten or fifteen tons or more, outriggers of joist or I-iron, moving in slides, are run out at right angles on either side, and can be loaded with bars of iron or other weights to form a counterpoise.
A medium-sized travelling-crane is a most useful appliance about a railway station; it has a much greater range of utility than a fixed crane, but it is not always appreciated as it should be. It merely requires a line of rails laid down parallel to the rails of siding, and may be placed either on the same level as the siding, or on the level of the loading-bank. Being laid flush with the roadway, the rails do not present any obstacle to the passage of carts or movement of merchandise. As one waggon on the siding is loaded or unloaded, the crane can be moved along its own line of rails, and be put to work at another without the necessity of moving or drawing out any of the railway waggons on the siding. Five, ten, or twenty, or more railway waggons can be dealt with in this way, according to the length of crane-line laid down. The crane can also be readily removed to another part of the station-yard, or to another station along the line. For stations with an intermittent or spasmodic traffic in heavy timber, large blocks of stone, or other unwieldy articles, a travelling-crane is particularly suitable, as it will meet all the wants so far as the lifting is concerned, and when the rush of traffic is over, it can be easily transferred to some other sphere of usefulness. The crane-siding itself is never very costly, as the rails are generally old rails taken out of the main line, and laid on good second-hand sleepers. They have little to do, and merely form a track for the moving crane.
[Fig. 451] is a sketch of an ordinary Goliath crane constructed of timber. The general arrangement and capabilities of this crane are somewhat similar to those of the gantry shown in [Fig. 447]. Both of them are designed to lift heavy weights, and move them sideways into, or out of, ordinary road waggons, but the methods of application are different. In the gantry the verticals are permanently fixed, whereas in the Goliath the verticals and overhead girders are all attached and braced together, forming a complete framework which is carried by double flanged rollers running on the lines of rails R, R. The winches or gearing for lifting the weights, or slinging them sideways, or for propelling the crane forward on the rails, are attached to the verticals as shown, and are worked from the ground-level instead of the overhead platform, as indicated in the gantry. As each Goliath crane is complete in itself, there is nothing to prevent two or three of them working at the same time on a long length of crane-line.
[Fig. 452] shows an ordinary derrick crane, which, on account of the large and varying sweep of the jib, is found very convenient for certain classes of work. It occupies a considerable amount of room, and its adoption is therefore limited to situations where space is of secondary importance.
All the cranes described above are shown as worked by hand-power, but they may be worked by steam, hydraulic machinery, or electricity. Manual power will be the most economical where the use of a crane is only occasional, but it would be too slow and costly where there is constant heavy work.
Water-tanks.—A supply of good water forms an important item in railway working, and ample provision must be made at all principal stations for the requirements of engines and general station purposes. According to the locality, the water may either be procured from the main of some established waterworks company, or be pumped from a well, or forced up from a stream by a ram, or brought down by gravitation in pipes from a spring or stream at a distance. Water thus obtained is conducted into tanks placed at a height of 18 or 20 feet, or more, above the level of the rails, and forms a storage supply from which deliveries can be made at a fair pressure and in large volume. The tanks may be made of cast-iron, wrought-iron, or steel, or even of wood. In the great timber-producing countries abroad, water-tanks, some of them of large capacity, are very frequently made of wood, the circular or half-cask form being preferred; but at home, and on European lines generally, wooden tanks are rarely used except for temporary purposes. Cast-iron being less liable to deterioration from rust than wrought-iron or steel, is much used for water-tanks.
[Figs. 453 to 457] are sketches of a medium-sized cast-iron water-tank, to hold about 7800 gallons. The size may be varied both in length, width, and depth, without in any great measure altering the type. The lower portion, or tank-house, may be of stone, brick, wood, or iron framework, and may be utilized as a pump-room, store, or lamp-room. In the sketch given a row of cast-iron girders are placed across the top of the walls of the tank-house, to carry the tank, the plate-joints of the latter being made to coincide with the centre lines of the girders. The lower and upper edges of the tank-plates are shown curved in section, the former for appearance and facility of cleaning, and the latter to check the tendency of the water rippling or
splashing over the sides when disturbed during high winds. The large pipe, A, is securely bolted at the bottom of the tank, and forms a shield or funnel through which the supply pipe, B, passes upwards into the tank. C is an overflow, or waste pipe, to carry away any surplus which may find its way into the tank after the water has risen to its fixed maximum height. All the contact surfaces of the cast-iron tank-plates must be accurately chipped or planed, and fitted to ensure water-tight joints. Stay-rods must be placed at frequent intervals, connecting the vertical or outer plates to the horizontal or floor plates. When required to hold more than 20,000 gallons, it is better to make the tank in two parts, by placing a permanent plate partition across the middle, in reality making two separate tanks, which can be connected or disconnected at will. The double tank arrangement gives additional strength, and possesses the advantage that the one tank can be emptied and cleaned out while the other remains in service.
Water-tanks constructed of wrought-iron or steel plates are usually made circular in form, with vertical sides. The floor-plates must be either carried on small girders, as in the cast-iron tank, or be strengthened internally with angle-irons, tee-irons, and tie-rods. The rivetting must be well done, all joints sound and watertight. This class of tank must be kept well painted, or oxidization will take place very rapidly. The arrangement of inlet, waste-pipe, and delivery pipe may be the same as for the cast-iron tank. Although frequently seen abroad, these circular wrought-iron tanks are not often adopted at home. By many the appearance of the circular tank is considered inferior to one of neat rectangular shape, and the form of the round tower does not lend itself so conveniently for use as a pump-room or store.
There may be no practical difficulty in constructing a large circular wooden vat or water-tank, but there cannot be any great actual economy, except in those countries where suitable timber is very cheap, and iron very dear. The wooden tank must be made of selected materials, and by skilled workmen; but however carefully constructed it cannot be expected to last so long as an iron tank. In many parts of the United States of America there are excellent examples of the circular wooden tank, strongly put together, and covered with a light ornamental roof. Numbers of these wooden tanks have been erected there in places where the cost of carriage alone of an iron tank would
have been a serious item, and where suitable timber was fortunately close at hand.
In cases where engines are watered direct from a water-tank, a simple delivery-valve, as shown in the sketch (Fig. 458), will answer the purpose. This valve has to be pulled open by the chain and lever, D, and when released falls with its own weight, and is kept closed by the pressure of the water above. The delivery-pipe should not be less than 7 or 8 inches in diameter, to accelerate the filling of the tenders. Where water has to be delivered to engines at two or more places in a station-yard, and the supply derived from the same principal tank, the result may be obtained either by laying down 7 or 8-inch main pipes from the principal tank to separate water-columns, or by erecting two or more pedestal water-tanks, similar to Figs. 459 to 462, each of which holds a little more than the average quantity for one tender, and can be fed from the principal tank by a comparatively small pipe of 3 or 4 inches in diameter. It is simply a question of expense—whether it is cheaper to lay down a long length of 7 or 8-inch main pipe and ordinary water-columns, or to adopt the small pipes and pedestal tanks.
[Figs. 459 to 462] are sketches of a medium-sized pedestal water-tank to hold 1200 gallons. The supporting column must have a very wide base, bolted down to a solid foundation. The tank itself, made circular in plan, is generally constructed of light plates of wrought-iron or steel, the lower portion or floor of tank being very securely attached to the vertical column. Notwithstanding their top-heavy appearance, these pedestal tanks can be made very firm and steady if enough width be given to the base-plate, and the tank properly fixed to the column. Water is led into these pedestal tanks by a small pipe passing up inside the supporting column, and the delivery may be effected by a simple valve, as explained for [Fig. 458].
Fig 463 shows one type of water column for watering engines. The wide base-plate is bolted down on to a foundation of stonework, brickwork, or concrete, and the main supply pipe (not less than 7 or 8 inches in diameter) is carried up inside the column, and connected with the screw valve, A, which regulates the delivery to the tenders. The curved top, which forms the outlet, and carries a leather hose, works on a swivel joint, and can be swung round, either to the right or left, for convenience of supplying engines on one or two standing-lines. The delivery
valve can be opened or closed by the small hand-wheel B, which is conveniently accessible to the man on the tender. On the above sketch (Fig. 463) the water column is shown placed at an ordinary normal distance from the rails; but in cases where there is considerable space between the two lines of rails, or where a platform intervenes, the swinging arm may be extended out to the necessary length, and counterbalanced as shown in [Fig. 464].