rtant
points to be attended to are the proper spacing of the ties and
driving the spikes in such a manner that the ties shall be held in
place at right angles to the track and the rails in true gauge; to
insure the latter, the track gauge should always be used when spiking
the gauge side, the rail being held to proper position by a lining
bar. The gauge should be kept about 6 or 8 in. ahead of the tie being
spiked and should not be lifted until the spikes are driven home;
gauges should be tested regularly and every morning when they are to
be used all day, so as to insure a true gauge all the time. The two
inner spikes should be set on one side of the tie and the two outer
spikes on the other, as indicated in the accompanying sketch. This
prevents the tie from slewing around, and thus deranging the gauge of
the track, as well as interfering with the proper spacing of the ties.
The joints and centers should be spiked first, which will bring the
rails to their proper position on the ties, which in turn will assist
intermediate spiking. Each tie should be carefully gauged as spiked
and, as before indicated, the ties with the broadest faces being
selected for the joints.

In gauging ties it is very convenient to have measured off on the
handles of the mauls in the hands of the forward spikers the distance
from the outside of the rail to the end of the tie. This distance will
then be gauged on the tie, when it will be lifted to the rail and
securely spiked; the gauge is then used, and the loose rail held in
place with the lining bar as previously indicated, loose gauge being
given on curves, in accordance with directions of the engineer, the
allowance for which is about 1/8 in. on a 2 deg. curve, up to about 3/4 in.
on a 12 deg. curve.

This widening of the gauge should begin on the tangent, back of the
P.C., the full amount of excess over true gauge being reached by the
time the P.C. is reached and continue all the way around the curve,
running from the P.T. in the same manner as back of the P.C.

The spikes should always be driven home straight and at right angles
with the face of the ties. When the foreman in charge of the
track-laying work sees a spiker, when the spike is nearly home, strike
the spike head laterally, which is done to make it lie snugly to the
rail, he should at once check such imperfect work and put the man who
does it at other work. The foreman in charge of gang of spikers should
be experienced in t