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by the Pennsylvania Steel Company, of Steelton, Pa. An important and interesting feature of the draw-bridge is the lift rail, and new rail-locking device. Mitered rails are used, with sufficient opening between the ends to prevent binding at times of expansion. It was deemed advisable that the mitered joint should occur on the abutment, or fixed span, instead of at the opening at the end of the draw. The lift rail, therefore, was a necessity; and the design, as shown on Plate XX, was perfected. It consists of lift-rails, 8 ft. 4 in. long, moving vertically 8 in. at the free end, reinforced on both sides by sliding steel castings, which are lifted with the rail; when the latter is dropped in place, the wedges on the castings engage at the abutment and heel joints and at one intermediate point in dove-tailed wedge seats, insuring tight contact with the rail, and absolute fastening to the deck of the bridge. The objection to the ordinary lift-rail, which in lowering must make its own joint by seating in tight boxes, has been that any slight deviation from a true line would prevent the rail from seating itself properly. This objection has been entirely overcome in this design, by allowing liberal clearance on all seats, and securing rigidity by the sliding bars and wedges which are connected with the inter-locking system, so that it is impossible for a clear signal to be given unless the lift-rails and wedges are in their proper positions. This device has been operated successfully on the New York and Long Branch Railroad bridge over Raritan Bay for the last 18 months. Each of the two main tracks on the Meadows Division, and all the main tracks in the Harrison Transfer Yard, are of standard construction, with Pennsylvania Section, 1909, 100-lb., open-hearth steel rails, and stone ballast. Every fifth tie is made 9 ft. 5 in. long, to carry the third rail for the electric current, and all joints of the running rails are bonded for the same purpose. Track-laying on the Meadows, and in Harrison Transfer Yard, has been done under contract dated April 26th, 1909, with Henry Steers, Incorporated, of New York City. Samuel Rea, M. Am. Soc. C. E., Second Vice-President, Pennsylvania Railroad Company, is the executive officer under whose direction the work has been carried on. Mr. William H. Brown, Chief Engineer, Pennsylvania Railroad Company, and Chief Engineer of the Meadows Division, also a Member of the Board of Consulting Eng
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