Below the kilometer-post numbers appears the track diagram. On it, all the tracks appear as if they were
tangent; curves are not shown. Also on it are the location of tracks, turnouts, major terrain features, and
structures. In addition, the weight and section of main-line and passing-siding rail are shown. Horizontal parallel
lines represent the track, and short vertical lines mark the location of compromise joints. On either side of the
track lines, the weight and section of the rail of that track are given. On some charts, these parallel lines do not
appear; instead the rail description is given by a color or a broken-line code on the track diagram. The description
of ballast material is given in the same way as for the rail.
Since curves are not shown on the track diagram, there is a separate drawing for curvature. This is given
in the next to the last line on annex C. The location, direction, length, and degree of curvature of each curve are
given.
At the bottom of the track chart, a profile or gradient of the track is shown. It gives the exact location,
direction, and percent of all grades. The signs of grades are arbitrarily assigned by the following convention: plus
grades, uphill to westbound trains; minus grades, downhill to westbound trains.
To illustrate how the chart can be used, refer to annex C and note that the highest point between kilometer
posts 70 and 80 occurs at kilometer post 73, on a curve of 0 degrees 26 minutes, where the main line is ballasted
with crushed slag. Note also that near this point the eastbound main is laid with 115-pound RE-section rail while
the westbound is laid with 133-pound.
5.18.
DISTRIBUTION OF FORCES
Successfully accomplishing any task and maintaining good morale among the men doing the job depend
on distributing the workload fairly. A simple but by no means always satisfactory distribution of the workload is
to divide a railroad into equal portions and to assign an equal number of men to maintain each portion. Such an
arrangement does not take into account the varying degrees of effort and skill required in maintaining turnouts,
crossings, sidings, and curves. A kilometer of main-line track with frequent turnouts, highway grade crossings,
and several curves presents a far greater maintenance problem than an uninterrupted kilometer of branch-line
track. Therefore, tables of equivalents have been made to simplify the problem of equitably dividing work forces
for railroad maintenance
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