I’m hoping that some of you might be able to help me out with something.
I was at Grafton tower (Grafton, OH) this past weekend getting some dimensions for a kitbashing project. As with some NYC interlocking towers, the mechanics for this particular tower were exposed underneath, as pictured below:
What I’m trying to determine is what weight rail did the NYC use for supporting the structure.
The base of the rail measures 4" wide, is 4" tall, and the railhead is 2-1/4" wide. One source stated that the NYC commonly used 105 lb. and 127 lb. rail for mainline railing. The weight was probably embossed on the side of the rail but I forgot to check that when I was getting all of the other dimensions. [D)]
Anyhow, any input you all might have is appreciated. Thanks for the help, guys…
I have several specification sheets for various types of rail from the L.B. Foster Company, and the smallest one is 75-lb A.S.C.E. It’s shown as being 4 13/16" high, with the base 4 13/16" wide, and the railhead 2 15/16" wide.
This website shows that diagram, but you can click on the arrow in the lower left-hand corner of the page to check out smaller sizes.
The size closest to your stated sizes, but still a bit larger, is 60-lb., so I’d guess yours would be around 50- or 55-lb.
The NYC didn’t use mainline rail to support that tower. According to my table of rail dimensions, four and a sixteenth high and wide, with a 2 1/4 inch head width, matches the specs for ASCE 55 pound rail. That’s as close as anything comes to four inches high and wide. In comparison, 105 pound rail is six inches high and 127 pound rail is seven inches high, with correspondingly wider head dimensions.
55 pound rail scales to Code 46 in HO. I guess you could get away with Code 55. Code 40 would be a bit light, and a tad flimsy. OTOH, I can get away with code 40 for guard rails on my deck girder bridges, spiked every fifth tie. I have the poster to prove it.
Chuck (Ex NYC fan modeling Central Japan in September, 1964)
The question is not “what” but “when”. Weights such as 56 and 60 lb. rail was quite common around the 1880s, and frequently survived on lightly used branch lines and sidings for years afterwards. When the rail on CN’s recently abandoned Oyen Sub in Alberta was being pulled up in August 2011, one of the backtracks still had 60# rail. As main lines with heavy traffic were upgraded in the early years of the 20th century, decent relay rail frequently found its way to new locations such as this.
I have also seen it used as guard rails on bridges, as solid fence posts and rails between parking areas and the tracks, as pile posts for retaining walls, and as rebar in bridge abutments, just to name a few. Old time railroads tended to be quite clever about finding new uses for older material.
One use of older rail on the JNR - welded into trusses for the pedestrian overbridges at suburban stations with frequent MU service. The rail must have dated from the earliest construction on the lines and became available when replaced by heavier rail. The trusses looked like lighter versions of outside-frame box cars with windows.
Back on the NYC - actually the West Shore north of West Point. In 1954 I traced an industrial spur through overgrown grass to a rural lumber yard. Big sign at the turnout listed the classes of locomotives that weren’t to enter the spur (about 90% of the NYC steam roster.) A hundred yards or so short of the gate to the lumber yard was another sign - NO LOCOMOTIVES BEYOND THIS POINT. Just beyond was a transition joint from 75# rail to well-used 60# rail. It was still in use - there were cars inside the lumber yard fence.
Here are the Standard Plans for PRR 85, 100, and 115 pound per yard rail. The plans include all rail dimensions, including radii of the curves on the edges. If you back out to the index, there are plans for rail sizes up to 152 pounds per yard, as well as diagrams for spikes, turnouts, signs, bridges, etc.
The PRR? That was the greatest railroad in the world until the central came in and ruined it. [}:)]
Couldn’t resist the dig. Sorry didn’t mean to kick when down.
Anyway back to the rail in question. Our overhead crane at work runs on 40lb rail welded to I beams. 20 to 50lb rail is common on industrial crane trollies and bridges. The rail is a wear item and can be turned and or replaced or reground just like the railroads do.I am not saying that the tower is supported by old recycled crane rails but there is a use for small rails. Next time your there you can spy the date code and rolling mill that rolled it. It should be stamped or raised lettered on the web of the rail. Another thing to look at is if it is steel or rolled iron. A grinder should tell that but I think they would not let you do that.
I have seen very old (and small) rail used in a variety of ways. the Chicago & North Western used such rail to make the posts for train order signals at stations – back to back if I recall correctly. Sometimes if you were lucky you could find a rolling date.
I have also seen small rail pounded into the ground to protect things such as fire hydrants and the corners of key structures to avoid being hit by trucks. The Santa Fe used small rail to create a sort of protective fence around crossing gates – I have seen that in Illinois near Galesburg.
Some railroads would make grade crossings with small rails laid between the actual running rails to create the surface.
Fencing – where the posts are embedded lengths of small rail with other rail welded on to make the actual fence.
Along certain roads in Jamaica I saw old and small rail embedded along the sides of the roads leading to Negril. Our cab driver, who when not driving his cab was a high school principal (!) told us that the government had put in the roads to prevent small aircraft from using the roads as runways in the drug traffic.
