gauge changing procedures

[NW Mailing List]

Jim Nichols and the turnip pastor both pose a couple of intriguing
thoughts, at least one of which I have seen some details from other gauge
changing railroads in the years prior to the 1885 big one.

Specifically I am referring to the Lackawanna changing from 6' to 4' 8.5"
or 4' 9" in 1876. In this one, which apparently served as a model for the
later such similar events, some weeks ahead of the big day of the
change-over, spikes were driven on one side, so that when the time came, it
would just be a matter of removing one side of spikes and sliding the rail
into its new location, obviously inside the older and wider gauge. As
special work such as switches and frogs was encountered, those changes
didn't always occur on one side or the other but depending upon where the
new track was to be located/relocated.

Just think about the many miles of mainlines, sidings, roundhouses, etc.
and you can imagine the degree of planning and implementation that had to
go into it. I don't recall ever reading anything specifically about the N&W
1885 change but considering the success of the Lackawanna and others
afterwards, it served as the model board for changing.

In addition I recall also reading details about the suspension of all
trains at a specific hour and obviously because they would no longer fit on
the new gauge, into various terminals. Section crew were spaced out in
5-mile increments in Lackawanna history and worked from one end of their
section to the next and so forth until completed.

In addition, a certain number of spikes on the side of the rail to be slid
over were also removed as the day got closer so as to make it easier to
just remove a few spikes, unbolt rails, slide and then respike inside. I
think there is a similar historical account on the Erie's change in 1883.

As previously stated, special work entailed a great amount shifting and
depended upon how extensive.

Also, a certain amount of equipment was also modified to work on the new
gauge/alignments as the older equipment, everything from locomotives, to
work and freight and passenger cars would need to be re-gauged as well.

Look up one of those DL&W histories that exist for how they did it as it
apparently provided a blue print for how to do it. At the time of the 1876
changes, it was supposedly a remarkably smooth transition with minimal
discrepancies and screw ups..

Bob Cohen



Obviously points and frogs would need some adjustment, depending on which
rail was shifted. I don't think any historian has ever made reference to
this.
Jim Nichols

 Amongst the Old Wise Men on this List, is there a professional track
person who might be able to help with a connundrum ??

Did the N&W's 1885 conversion from 5' gauge to the present standard gauge
require any adjustments other than the shifting of one rail inwardly?
Specifically, would any adjustment at the frogs have been required by that
change? Would the adjustments have differed with stub switches vs pointed
switches? I profess almost total ignorance with respect to track geometry.
Shucks, I even struggled with the concept of under-balance in curve
calculations. My greatest professional accomplish in the realm of
railroading was pushing boxcars around in the darkness.
 Think Spring !
 abram burnett Our New Business Model : Turnip Vending Machines
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