Western Cullen Hayes Page 6

For more information, call Western Safety Products at 206-264-0808 or email sales@westernsafety.com.

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Reflectorized Switch Targets
Reflectorized Switch Targets

Reflectorized Switch Targets
• Highly Visible
• Exclusive Design
• Durable
• Theft Resistant
• Low Cost
• Modular Construction
• Fits A.R.E.A. Standard Lamp Tip
The Western-Cullen-Hayes Reflectorized Switch Targets have an established record of performance in the demanding environment of the railroad industry. The exclusive, wide angle "M" - shaped reflector plate ( U.S. Patent No. 3,458,245), offers unmatched visibility and the added safety of a "Cocked Switch" indication. Our Reflectorized Switch Targets give a two color indication if the switch is in neither the "normal" or "reverse" position.
Our targets and lamps are made of durable polycarbonate plastic, and come in any combination of red, yellow, green, white and blue color choices. Please specify colors when ordering. Modular design permits you to convert single units to double or triple units for increased visibility. Internal mounting feature discourages theft.

Description Part No.
Single Unit 38-0080-1
Double Unit 38-0080-2
Triple Unit 38-0080-3
Lamp Tip Adapter Kit (for tips other than AREA Type 251-64). 38-0080-20
Please specify all colors required for housings and reflectors. List the "through" or "normal" position color first.

Aluminum Switch Lamps Type 1880
Aluminum Switch Lamps
Lamp Type Lens Description Color Choices
1880 5-3/8" Dia., 30° Horizontal Spread 10° Up Deflection red
purple
green
yellow
blue
clear
lunar white

Aluminum Switch Lamps Type 1880
Low-maintenance, cast aluminum switch lamps are configured to satisfy all operating requirements. Many lenses available - see chart below. Lexan lenses resist breakage. Targets are porcelain coated metal.

  • Provide brilliant, steady light
  • Allow safer yard operation with independent source of light for switch position indication
  • Increase night operating efficiencies
  • For both battery and commercial current

Light bulbs are single contact bayonet base. Can be furnished with or without targets. Targets available in several colors - red, green, yellow, white, blue.

How to order
Specify color oflens and targets. Also indicate whether or not light bulbs are to be furnished with lamps.

38-0080-20 Lamp tip adaptor kit (for tips other than AREA type 251-64)
1832-51 110V, 10W Lamp
1832-53 10V, 18W Lamp

Switch Lamps - Both a Lamp & a Reflectorized Target
Switch Lamps

Switch Lamps - Both a lamp and a reflectorized target
Designed for high visibility - night and day - this "Polycarbonate Plastic" model has established a record of reliable performance. It functions as an Electrified Lamp with fast, convenient bulb replacement, and as a "Fail-Safe" Reflectorized Target, should the bulb burn out. An exclusive (U.S. Patent No. 3,458,245) "M" shaped lens doubles as a wide angle reflector, providing the "Fail Safe" indication.
Unique "Cocked Switch" design
A special indicator which signals DANGER: COCKED SWITCH! in addition to the traditional normal and reverse indications. Due to the shape of the lens, a double-color indication is displayed to the train crew if the switch point is gapping.
Additional features
Designed to fit A.R.E.A. Lamp Tip Stan­dard 251-64. Tip adapter kits are avail­able to convert other lamp tips. Equipped with a standard single contact bayonet base light socket and cable entrance fit­ting. Housings and lenses are available in five colors: red, blue, yellow,white and green.
Modular construction
This Western-Cullen-Hayes Electric Switch Lamp is modular in design to permit you to convert single units, ample for yards, into double or triple units for yard outer limits or main line uses. All you have to do is insert one or two center modules. A fast, simple job.

How To Order

Item Ordering Reference
Single Unit 38-0080-4
Doube Unit 38-0080-5
Triple Unit 38-0080-6
10 Tip Adapter Kit 38-0080-20

Specify all colors required for housing and lens. List "Through" or "Normal" position colors first.

Position Indicator Light Assembly
Position Indicator Light Assembly

The Western-Cullen-Hayes Model 1236-70, cast aluminum position indicator is not only a economical alternative to expresive dwarf signals, but doubles as a terminal housing. The Model 1236-70 is used in conjunction with switch circuit controllers, or external control logic, to give train crew a positive read-back of the position of switch points or derails. The two aspect signal lights on the Model 1236-70 are specially modified four inch diameter lights which use a standard 10 volt, 18 watt signal lamp. Lenses are available in red, green, amber, blue and clear. Consult Western Safety Products with your indicator light, cable entrance and terminal configuration requirements.

Model 1236-70 Position Indicator Parts

Reference

Description

Part No.

1

Two-way Cover

1236-70-21-2

I-A

One-way Cover

1236-70-21-1

2

Case and Riser Assembly

Consult Factory

3

Light Assembly. Specify Color

70-0170

4

Two-way Shade

70-0182

4-A

One-way Shade

70-0190

5

Foot Casting

1233-2

Position Indicator Parts


Electro-Hydraulic Switch Machine Model WCHT-72
Electro-Hydraulic Switch Machine

Model WCHT-72
Description
The Western-Cullen-Hayes Switch Machine is a simplified, compact, electro­hydraulic machine utilizing a quad-coil spring package to ensure switch point pressure. It is a trailable switch machine designed to operate effectively in most switching areas, such as: car classification yards, receiving and departure yards, rail transit system yards, industrial facilities, and flat switching and rail storage yards.
Fast operation; approximately 1 - 1.5 second duty cycle depending on the stroke. The machine was designed to accommodate practically any yard switch configurations, and the operating stroke can be easily adjusted from 4-1/2 to 6 inches.
Dual control operation - either electric power or manual pump. Electrically the machine can be operated locally or remotely. Manually, via a hydraulic hand pump. The pump handle can be padlocked directly to the machine case and is used for machine lockout.
The switch machine is completely trailable. It has adequate power for throwing switches of all rail sections and is reliable under all weather conditions.
An internal programmable controller performs all control logic such as auto restoration after trail through and auto reverse due to obstructed switch points.
All electrical controls are mounted in an enclosure located inside the switch machine.
The hydraulic cylinder is used as the operating ram and the switch points are held in position by a quad-coil spring package. The spring and lever kinetics provide the energy to hold the switch point against the stock rail.
The hydraulic system consists of the driving motor, the hydraulic pump and reservoir, two electro-mechanical spool valves, pressure relief and check valves, the hydraulic cylinder, and a hand pump for manual operation.

  • No mechanical gears - clutches or chains
  • Completely trailable at any speed
  • Automatic restore after trailed when track circuit present
  • Fast duty cycle - approximately 1.2 seconds at 4-1/2 inch stroke
  • Easily adjustable stroke, 4-1/2 to 6 inches
  • Programmable controller logic operated
  • Local or remote power operation
  • Dual control - power or manual pump
  • Unique quad-coil spring package ensures switch point pressure
  • Automatic reverse
  • Machine easily maintained from the top
  • Sheet steel case
  • Hydraulic hand pump lever can be padlocked to machine case and is used for machine lockout
Electro-Hydraulic Switch Mechanism

Electrical Specifications

Required service: 120 VAC, 20 amp
Control voltage: 120 VAC, 12 VDC, 24 VDC
Motor: 1 HP, 14 FLA
Motor protection: Auto resetting, ambient compensated thermal overload
Control: From any momentary or maintained contact closure
Readback: Isolated contact for normal and reverse position
Power disconnect recommendations: Customer supplied 2 pole safety switch disconnect within sight of the machine. Non-fused, fused or circuit breaker per customer requirements
Interlock: 1. Fouling circuit interlock terminals provided
2. Control power is disconnected if pump handle is removed from holder or placed in lockout position

Technical Specifications

Overall case dimensions: 27" x 42" x 17"
Height with indicators: 23 inches
Height with indicators and local switch: 26 inches
Weight: 434 pounds
Duty cycle: Approximately 1.2 seconds at 4-1/2 inch stroke
Cylinder stroke: 4-1/2 to 6 inches
Holding force: Factory set at 1000 pounds
Pump pressure: 900 - 1100 PSI operating 1400 PSI by-pass
Pump capacity: .33 GPM
Hydraulic oil reservoir: 5.75 pints
Oil type: Shell - Aero 4 or Mobil - Aero HF A
Temperature range: -40 degrees C to 80 degrees C

WCHT Switch Machine Ordering Information

Model

Control Relay  Voltage

Control Option

WCHT-72-1011

120 VAC

Without Local Control

WCHT-72-1021

12 VDC

WCHT-72-1031

24VDC

WCHT-72-1211

120 VAC

With Local Selector Switch

WCHT-72-1221

12VDC

WCHT-72-1231

24VDC

Note: The above model numbers are for machines with indicator lights. To specify without indicator lights, drop the first "1" in the four digit reference number and add a "0".
Example: WCHT-72-1011 - with lights WCHT-72-0011- without lights
Optional: Development software and interface cable kit to connect computer to programmable controller. Part Number 70-0159

Model WCHT-72 Parts List
Switch Machine Schematics

ITEM

PART NO.

DESCRIPTION

1

70-0400

Machine Case

2

70-0428

Front Pivot Bushing

3

70-0407

Ram Bushing

4

70-0409

Snap Ring

5

70-0410

Wiping Seal

6

70-0411

Front Arm Pivot Pin

7

70-0412

Pivot Pin

8

70-0413

Pivot Pin

9

70-0423

Front Travel Stop Bolt

10

70-0424

Rear Travel Stop Bol t

11

70-0417

Spring

12

70-0418

Eye Bolt Spring Holder

13

70-0419

Adj Bolt Spring Holder

14

70-0421-1

Spring Adj Screw Assy

15

70-0426

Eye Bolt

16

70-0431

Hydraulic Cylinder

17

70-0432-2L

Left Lever Arm

18

70-0435

Lever Arm Swivel Bearing

19

70-0414

Shoulder Bolt

20

70-0434

Half Dog Set Screw

21

70-0432-2R

Right Lever Arm

22

70-0433-2

Short Lever Arm

23

70-0404

Cylinder Mtg Block

24

70-0422

Set Screw

25

 

Wire Harness Consult WCH

26

70-0305

Travel Limit Switch (Not Shown)

26

70-0305-P

Travel Proximity Switch

27

70-0307

Limit Switch Plate Heater (Not Shown)

28

70-0430

Limit Switch Mtg . Plate (Not Shown)

28

70-0430-P

Proximity Switch Mtg. Plate

29

70-0306

Limit Switch Nut Plate (Not Shown)

29

70-0306-P

Proximity Switch Nut Plate

30

70-0308

Heater Clamp (Not Shown)

31

ST-150

Straight Connector

32

70-0441

Ram Boot

33

400-03-00

Boot Clamp

34

400-03-01

Boot Clamp

35

1265-40

Hasp

36

70-0650

Hydraulic Power Pack

37

70-0600

Straight Adapter

38

70-0613

90 Deg Swivel Adapter

39

70-0617

Straight Adapter

40

70-0601

90 Deg Adapter

41

70-0444

Short Hose Assy

42

70-0445

Long Hose Assy

43

70-0429

Motor Mtg Plate

44

70-0161

Terminal Stand

45

70-0651

Hyd. Fluid (Not Shown)

46

70-0121

Machine Cover

47

70-1020

Door Latch

48

70-0440

Limit Switch Pump Handle

48

70-0440-M

Reed Switch Pump Handle

49

50-3058-1

Limit Switch

49

50-3059

Reed Switch

50

1143-16-A

Ventilator Assy

51

70-0181

Shade WlLocal Switch

52

70-0182

Shade W/O Local Switch

53

70-0170

Amber Light Assy

54

70-0171

Green Light Assy

55

70-0172

Red Light Assy

56

70-0173

Blue Light Assy

57

70-0174

Rubber Washer

58

70-0183-1

Local Switch Enclosure

59

70-0180-1

Pipe Riser

60

 

Control Enclosure Consult WCH

61

60-3072

Centering Tool (Not Shown)

62

70-0437

Hinge Bracket

63

70-0650-HB

Relief Valve & Block (As Equipped)

64

70-0650-N1

Fluid Label

65

70-0650-N2

Pump Label

66

70-0650-N3

Pump Label

67

70-0650-N4

Lube Label

Typical Switch Machine Layout

Connecting Rods
WCHT-72 to HB Sliding Derail.
70" rod with 4" offset for far rail application.
PN: 70-1050
70" rod without offset for far rail application.
PN: 70-1051
55" rod with 4" offset for near rail application.
PN: 70-1052
55" rod without offset for near rail application.
PN: 70-1053
WCHT-72, Basket Type, to switch point.
Forged rod with clevis pin and 2 basket nuts only. Rods are 1-3/8" diameter with 30" of 1-1/4" thread.
84" straight rod.
PN: 70-2100
84" insulated straight rod.
PN: 70-2100-1
84" rod with 4" offset.
PN: 70-2101
84" insulated rod with 4" offset PN: 70-2101-1


Rail Tongs - Burro Rail Tongs
Rail Tongs
  • A.R.E.A. Type Design
  • Lifting Capacity - maximum 5 tons
  • Anti-Slip Feature
  • Easy Operation

The illustration indicates the operation of Burro® Rail Tongs. The jaw handles have a comparatively small spread whether the tongs are opened or closed. This facilitates lifting rail close to car sides and is due to the sliding link design. Jaws will open sufficiently to grip rail by the base.
Burro® Rail Tong Features Balanced To Promote Easy Application
Burro® Tongs are balanced to promote easy application to the rail and very quick release from the rail. This helps to increase the speed of laying rail. Gripping Power of the Tongs is practically the same whether the jaws are fully closed or fully open. The handles are so designed as to leave working room for the operator.
Specifications and Ordering Reference
Material - Heat Treated Alloy Steel. Weight - 52 lbs. For ordering purposes specify Burro® Rail Tongs.
General Information
Burro® Rail Tongs are used on cranes for rail handling projects. They will lift any 39 foot Standard "T" rail section up to and including 155 lb. rail by either the head or base. Not recommended for girder or crane rail. No adjustments are necessary to handle various sizes of rail. Tongs are designed for lifting, not dragging. The anti­slip feature of the tongs is due to the sliding toggle action of the links when a rail is lifted. In this way the angularity of the toggle links is never less than 90 degrees with respect to each other.

Rail Tong Specification Diagram

Model P, Power Track Drill

Model P, Power Track Drill
This highly productive drill is light and dependable. Carefully engineered to meet railroad requirements in:

  1. Economy -- low purchase price, low fuel consumption rate (less than one quart for average eight hour shift).
  2. Safety -- on approach of trains drill can be removed from rail in 10 seconds.
  3. Reliability -- all weather operation, simple adjustments.

Hand crank controls feed of bit which results in less bit wear.

  1. Portability -- only one man is needed to start, operate and release the drill from the track. Compact unit weighs only 130 lbs. Optional locator rods are telescopic.
  2. Versatility -- drill can be set up quickly and located either from the top of the rail or be positioned on the ties and bal­last. Will drill any weight "T" rail.

Tested by time, the Model P Power Track Drill is a respected maintenance of way tool. A worthy investment to help you meet today's track maintenance needs

Power Track Drill

Jack Type Rail Benders
Rail Bender

Series 150 - 50 Ton Bender
Series 130 - 25 and 35 Ton Bender

  • Make stock rail and guard rail bends conveniently.
  • Fifty ton bender will reliably generate 100,000 pounds of bending force.
  • Especially well-suited to bending newer high­Brinell rail.
  • Safer -- safety cable prohibits jack from slipping out of place.
  • Rugged, but lighter weight than similar benders of same capacity
  • Built-in-scale assures accurate duplication of bends.

Bender Assemblies

Model

Lever Bar Inches

Rail Capacity Pounds

Maximum Bend Inches

Jack & Cable Wt. Pounds

Frame Weight Pounds

Part Number

50 Ton (T Rail)

1-1/8x56

136

6

100

250

J-5694

50 Ton (Undercut)

1-1/8x56

136

6

100

250

J-5696

35 Ton

1 x 38

132

5-1/2

60

130

J-767

25 Ton

1x 38

110

5-1/2

50

130

J-657

Jack - Type Rail Benders
The Western-Cullen-Hayes Jack Type Bender consists of a steel frame, (one end of which fits over the ball ofthe rail, the other end seating on the top of the jack), a safety cable, a jack, and a lever bar. The base of the jack is seated against the side of the rail. With the frame firmly holding a section of rail, the force applied to the jack by power on the lever bar bends the rail.
The curved base of the jack compensates for the required angle when bending rail. The base is deeply slotted, with flanges to hold jack on the rail. A specially shaped cap on the top of the jack fits into a cylindrical bearing in the end ofthe frame, free to move as the rail is bent. The cap is flanged on one side to hold it securely in place during operation. A graduated scale is mounted on the side of the ram to show the actual amount of bend being exerted in the particular section of rail.
The safety cable is used to protect the operator and should be fastened through the jack and connected to the hook before the bending operation is performed.
The Western-Cullen-Hayes Rail Bender can be supplied with 25, 35 or 50 ton special journal jack. A 25 ton jack is suitable for bending up to 110 lb. rail. The 35 ton jack enables one man to bend any size rail up to 132 lbs. The 50 ton Rail Bender is suitable for bending up to 136. lb. high-strength rail. Bending capacity to 100,000 lbs.
The Model 150 Rail Bender accommodates standard "T" rail. A special Model 151 Rail Bender is designed for use with undercut rail.

Rail Bender Safety -- Six Rules That Must Be Followed

  1. Do not use bender without having safety cable properly in place.
  2. Do not raise the jack standard beyond the stop line. (second line).
  3. Do not unscrew the jack base to increase lift.
  4. Do not attempt to bend rail that requires a force greater than rated capacity of jack.
  5. Do not use a Lever bar longer than that furnished with the jack.
  6. Do not use a rail bender jack for routine jacking projects.

Jack Type Rail Benders, Continued
Rail Bender Jack
Bender Sub-Assemblies        

Model

Jack & Cable

Frame

Cable Assembly

50 Ton (T Rajl)

J-5565

J-5567

J-3271

50 Ton (Undercut)

J-5699

J-5567

J-3271

35 Ton

J-5501

J-768-HT

J-3271

25 Ton

J-5483

J-768-HT

J-3271

Rail Bender Parts Diagram

Rail Bender Repair Parts

Ref.

Description

25 Ton PN: J-5483

35 Ton PN: J -5501

50 Ton PN: J-5565

1

Shell Assembly

J-3501

J-4914

J-1403

2

Shell

J-3500

J-50-A

J-1399

3

Bushing, Stem Gear

J-72

J-63

J-90

4

Pin, Bushing

J-2346

J-2346

251741

5

Oiler

250389

250389

250389

6

Stem Gear

J-1665

J-4879

J-4881

7

Key, Standard

J-2354

J-2354

J-4643

8

Lever Bar

J-5300

J-5300

J-5302

9

Standard Assembly

J-5470

J-5487

J-5564

10

Nut Ring, Main Screw

J-68

J-55

NA

11

Nut Pin, Main Screw

J-215

J-215

J-215

12

Standard

J-5369

J-5486

J-5562

14

Main Screw Nut

J-5375

J-5380

J-5381

15

Cap

J-5462

J-769

J-5557

16

Main Screw Assembly

J-5383

J-5441

J-5483

17

Key Main Screw Gear

J-845

J-845

117977

18

Gear

J-1661-1

J-4880

J-4882

19

Main Screw

J-5376

J-5393

J-5396

20

Base Plate Assembly

J-5480

J-5490

J-5563

21

Bushing

J-60

J-60

J-4020

22

Base Plate

J-5420

J-5502

J-5560

24

Socket Assembly

J-5592

J-5592

J-253

25

Wing Nut

J-97

J-97

J-149

26

Pawl Pin

J-98

J-98

J-256

27

Pawl

J-I00

J-I00

J-257

28

Ratchet

J-101

J-I01

J-258

29

Screw, Ball Spring

J-102

J-102

J-I02

30

Spring, Steel Ball

J-143

J-143

J-259

31

Key

J-144

J-144

J-260

32

Socket Lever

J-5513

J-5513

J-254

33

Socket Cover

J-5591

J-5591

NA

34

Steel Ball

104922

104922

104922

35

Pin, Wing Nut

251740

251740

251741

36

#6 Lockwasher

SS-00-AF-3

SS-00-AF-3

NA

37

6/32 x 1/4 Round Head

AA-10-AA-3-0025

AA-10-AA-3-0025

NA

39

3/8 - 16 x 1/2 Set Screw

DD-12-GG-3-0037

DD-12-GG-3-0037

DD-28-JJ-3-005

40

Cotter Pin Ratchet

VV-00-BB-3

VV-00-BB-3

VV-00-AJ-3-0125

41

Bearing

253477

253477

253727

42

Base Plate Screw

DD-49-JJ-3-005

DD-40-JJ-3-005

DD-47-JJ-3-0063

Track Linining Scope & Accessories
Track Lining Scope   Track Lining Scope Tools

Track Lining Scope
The lower telescope, in precise parallel alignment with the upper, allows instantaneous back-sighting without adjustment. Give accurate sighting up to 600 feet. All aluminum; total weight is only 12 pounds. Positive Tilt Control enables the operator to set the horizontal crosshair on spot board or target point ahead and keep it there. Available with vise-like rail clamp. Accessory MirrorlReflector assists operator in watching for unwarned train movements. Carrying Case is also available as an option.

Spot, line and smooth track effectively
Use a Western-Cullen-Hayes Track Lining Scope to help assure the accuracy of spot lining and surfacing. Line and smooth track anywhere with this low cost, easily portable, instrument. May be extended to eye level for stand-up sighting.

Ref.

Description

Part No.

1

Track Lining Scope with positive tilt control.

T-8011

2

Carrying case. (Not Shown)

T-8000

3

Mirror/Reflector accessory.

T-8005

Track Lining Tools
Track Liner (top); Track Drill Bits (bottom)

TRACK LINER
The Western-Cullen-Hayes Track Liner is a husky, low-cost maintenance tool. Together with a lining bar, this device is used to align tangent and curved track. Years of satisfactory service to the industry have identified these desirable features:

  1. Liners do not hump track.
  2. No digging at end of ties is necessary.
  3. Light, compact -- liner weighs only 28 lbs.
  4. Built for heavy duty and long life.
  5. Forward movement comes from lift on lining bar - safer and more effective than a downward pull.

Track Drill Bits
These Western-Cullen-Hayes drill bits are competitively priced. Yet their top quality means they will continue to provide clean, easy boring long after "economy" bits are replaced. Constructed of long-life M-10 Moly Vanadium steel. They are available in sizes from 13/16" up to 1-1/2", in 1/16" graduations.


Switch Point Guard Model FM
Switch Point Guard Model FM

Switch Point Guard ModelFM
U.S. Patent No. 4,386,751 Canadian Patent No. 396,864

  • Innovative Design
  • More Service Life
  • Easier to Maintain
  • Available for All Rail Sections, and Most Gauge Plates
  • Adjustable
  • Less Costly to Use

General Information
Properly installed, well maintained, switch point guards are valuable maintenance aids and safety accessories. They extend the service life of costly switch points by deflecting the train wheels away from the vulnerable switch point tip. This same deflecting action enhances safety by helping to prevent a worn wheel flange from "picking the point" and causing a derailment. The reinforcement of the track structure that is achieved with the use of a switch point guard both lengthens the service life of the switch components and re- duces the possibility of track spreading, or roll-over of the rail. Our Model FM Switch Point Guard provides all ofthese basics, plus an array of unique features that gives it longer sevice life, enhanced maintainability and an installation that is stronger and more reliable in-track.

Wear Bar for FM Switch Point Guard

Fig. 2
Unique, reversible adjusting insert moves wear bar toward stock rail for
40% additional service life.

Manganese steel is well established as the best material to be used in applications where wear from abrasion is a principle factor. The wear
surface on our replaceable Wear Bar (FIG. 3) is 11-14% manganese steel, providing the maxi- mum possible service life. When the Wear Bar is worn to the point where wheels are again abrading the switch point tip,
our unique adjusting insert feature (FIG. 2) permits the Wear Bar to be moved toward the rail far enough to allow service life to be in-
creased by an additional 40 percent. This feature is not available on any other switch point guard.

Basic Model FM Switch Point Guard

Fig. 4
Basic Model FM offers rugged integral construction. The basic Model FM Switch Point Guard superstructure is a single unit (FIG. 4), complete with slide plates. This design allows the stock rail to be clamped by the Model FM, helping to prevent the switch point guard from being forced away from its protective position by wheel action (see FIG. 10). Wear Bar and stock rail work as one.

Top View of basic model FM

Fig. 5
Top view of basic Model FM with key dimensions shown.

Replaceable Wear Bar for FM Switch Point Guard

Fig. 3
Replaceable Wear Bar is adjustable and universal.

Easier To Maintain
The wear bar is universal and accommodates all base units regardless of rail section to which they were built. Inventory and parts co-ordination is minimal.

FM Switch Point Guard Details, Ordering Information and Installation Instructions
FM Point Guard Options

Will Match Your Track Conditions
A Model FM Switch Point Guard is available for every rail section. The basic design is complete with three slide plates, and will work on either right-hand or left-hand turnouts.
Model FM Switch Point Guards are available to mount on customer-furnished gage plate, as shown below. (See "How To Order")
#2 #3 #4 #5 #6A #6B #7A
In addition to building units for the existing center plate (No. 1G Plate) at the switch to be accommodated, we can also build units to fit all three locations
(Plate 0, 1G & 1A) but no other combination (see Fig. 6). This eliminates having right or left hand ordering and inventory problems.

How To Order Model FM Switch Point Guards

Superstructure

SPECIFY Tie Spacing (In Inches)

SPECIFY Rail Section

1- Basic Unit (3 fixed slide plates)
See Plates Above
19, 20 or 21 Specify
#2 - Middle support to match Pettibone-adj. rail brace. 20 (standard) Preferred format
#3 - Middle support to match AREA-fixed rail brace 21 Weight and designator
#4 - Bethlehem type adjustable Example: 90RA or 9020
#5 - Middle support to match AREA-adj. rail brace
#6A - ABEXIRACOR adj. rail brace

Ordering Reference for a Model FM Switch Point Guard with middle support to match a Pettibone adjustable rail brace on ties with 21 inch centers, for 136 RE rail would be as follows: Model FM-2-21-136 RE Shipping Weight: Approximately 450 pounds

#6B - ABEXIRACOR (slanted block) adj. rail brace
#7 A - Middle support to match Pandrol clip gage/plate
#7B - Other

Replacement Wear Bar

Specify: "Wear Bar for Model FM Switch Point Guard" (shipped with six new mounting bolts, security locknuts, 12 ea., A325 washers and 3 ea. adjusting inserts). Refer to Fig. 2 for installation. Shipping Weight: 90 pounds.

Illustrations and Installation Diagrams

Installation Instructions
General
Track accessories are dependent on the track structure to which they are secured. Worn, small or weak ties flex under traffic. Untamped ties can cause excessive vertical torquing. Any switch point guard attached to an inadequate track structure will give poor service and may be subject to premature failure. Be sure the track is in sound condition before installing the Model FM, or any, switch point guard.
Installation Without Bolting To Rail - Basic Units Only

  1. Be certain section of stock rail corresponds to that identified on the manufacturer's plate attached to the Model FM. Each unit is made to accommodate one rail section only.
  2. Check to see that track gage is not tight.
  3. Be certain stock rail has full head width at the point. Excessive railhead side wear can cause derailments.
  4. At switch, jack the rail sufficiently to remove existing slide plates.
  5. With rail elevated, position Model FM in appropriate location.
  6. Adjust ties for proper spacing and insure that ties are at right angles to stock rail.
  7. Lower the rail, insuring that stock rail base rests ("beds") in seats on Model FM Slide Plates. No portion of stock rail base should be on top of Model FM Riser (See Fig. 10).
  8. Tighten all Wear Bar retaining bolts.
  9. Spike Model FM securely.

Installation With Bolting To The Rail

  1. Perform Steps 1, 2 and 3, listed above.
  2. Referencing guidelines provided by Fig. 8 and Fig. 9, locate and mark on the stock rail, the horizontal center lines of the optional mounting bolt holes.
  3. Locate and mark the vertical hole centers using the scribe furnished with the unit. Drill two 1-1/8" diameter holes (Oversize holes can result in bolt head failure).
  4. Perform Steps 4, 5, 6 and 7, listed above.
  5. With the Wear Bar removed, install the two 1" dia. thin-head track bolts - head toward gage (Refer to Fig. 10) and tighten.
  6. Replace the Wear Bar (See Fig. 2 for proper assembly). Tighten all Wear Bar retaining bolts.
  7. Spike securely.

Grinding-
Manganese steel is a work-hardening material. In its original condition it tests about 230-250 bhn. After "wearing in", it will achieve a surface hardness of up to 550 bhn. During this process, the material will have a tendency to flow. Depending upon service, sometimes a ridge or groove will develop. The Wear Bar should be ground carefully to remove only the flowed material, but not the already hardened portion. More than one grinding may be required before the material is set and hardened to capacity. Lighter initial service lessens the need for grinding. Heavy impact from long cars on tight curves will result in a requirement for more frequent grinding.

Maintenance Inspection/Adjustment
Occasional inspection for wear and bolt tightness are the only regular maintenance requirements. When Dimension "A" shown in Fig. 10 measures 4-3/16" to 4-5/16", the Adjusting Inserts should be unbolted and turned (see Fig. 2). Doing so will provide an additional 1/4" wear capacity. Do not turn Adjusting inserts until Dimension "A" measures at least 4-3/16", or the Wear Bar may cause train wheels to bind against the opposite rail from point.


Bumping Posts
Bumping Posts

Western-Cullen-Hayes Bumping Posts Feature:

  • Exclusive "H" beam compression members for unmatched strength
  • Special designs for every application
  • Easy to install
  • Noon site assembly
  • Long life, with minimum maintenance
  • Proven - effective design
  • Modern Design Rugged All Steel

Hayco® Shock-Free® Cushion Head. Use the Hayco® Shock-Free® Cushion Head to:

  • Extend the life of a Bumping Post.
  • Reduce damage claims to equipment.

Clamp bolt design, installs quickly and easily. Applies to a variety of commercially produced bumpers. Use Hayco® attaching fixture for mounting Shock Free® Head to flat vertical surfaces.

Facts about ”Hayes® “ bumping posts


Western-Cullen-Hayes Bumping Posts are designed to stop unauthorized movement of a railroad car beyond the rail end and to protect property, personnel, lading and equipment from damage. They also improve operating efficiencies by providing a positive stop against which train crews can switch while operating under standard procedure. The bumping posts, when properly installed at track ends, engage the coupler and draft gear of a moving car and transfer the force of impact to ties, rail and ballast, bringing the car to a safe, sure stop. They are designed to accommodate normal switching speed.
Bumping posts are especially valuable in areas needing extra protection such as chemical storage areas, work yards, assembly lines, plant loading and unloading areas, etc.
Theory of Design
Rugged, All-Steel Construction
Designed Like A Bridge: Post Head And Members Transfer Impact From Coupler To The Ballast
Engineered For Easy Installation
The W-C-H design employs two triangular units to make a complete post. A one-piece front (tension) unit (Figure 1) and one-piece rear (compression) unit (Figure 2) are combined to absorb and carry the stresses of the coupler impact to the track. Each unit has a strong angle cross member below the rails
which helps prevent distortion of the post and track.
How it works:
When a coupler strikes the Bumping Post the impact is taken in three directions: (See Figure 3)

  1. Horizontal thrust along the track
  2. Upward push at the front
  3. Downward load at the rear

In all W-C-H Posts the horizontal thrust is carried to the track rails by alloy steel bolts having double the strength of ordinary bolts. There is a W-C-H Bumping Post to meet most every requirement. Use the convenient chart to determine the type best suited to your particular needs. A point to remember is that a bumping post is no stronger than the track on which it is mounted. For maximum track end security, proper installation is a must. Be sure to read the pertinent section of this brochure. Western-Cullen-Hayes Bumping Posts are established as world-wide standards. A rating earned by superior design and quality of workmanship. The following sections of this brochure detail both Hayes® and Buda bumping posts, now all part of the Western-Cullen- Hayes family of renowned, reliable track appliances.

Bumping Post Components

Bumping Posts - Types and Designs
Bumping Post Anatomy

Design Parameters
Components have been carefully selected to provide maximum strength at minimum weight. Posts are listed in order of strength rating. Generally speaking, Western-Cullen-Hayes Bumping Posts are designed to accommodate normal switching speeds.

Type

Weight In

Tension Units

Compression Units

Post

Pounds

In Inches Area- Sq. Inches Steel Symbol

Least I*

WCT

850

2 dia.

3.14

C10 25 lb.

3

WCTS

1160

2 dia.

3.14

C10 25 lb.

3

WK

705

lx4

4

W6 20 lb.

13.3

WD

800

lx4

4

W6 25 lb.

17.1

WDC

825

lx4

4

W6 25 lb.

17.1

WG

1250

1-1/2 x 4

6

W8 31 lb.

37.0

WGC

1280

1-1/2 x 4

6

W8 31 lb.

37.0

WA

1655

1-1/2 x 6

9

W8 40 lb.

49.0

WAC

1705

1-1/2 x 6

9

W8 40 lb.

49.0

*NOTE: "Least I" refers to resistance to compression or bending. The full term is "Least Moment of Inertia". It is the most accurate way to determine bumping post strength.

How to select the bumping posts you need
Using the chart below, and the Design Parameters chart on the chart above, choose the type bumping post that matches your application requirements and conditions.
Bumping posts can be made to meet special situations. Designs are available for all components above rail base. Special requirements for steel mill and mining cars, a typical rail heights wide and narrow gauges and unique track configurations are also available. *
* Consult factory for information
** Not provided with bumping post; (use locally available relay rail).

Type Bumping Post Application
WK Recommended for industry stub end track with three car capacity or less, without descending grades to track end.
WD General service. Long industrial tracks outside of buildings, flat switching yards, no descending grades or hazards at track end. Installation-strengthening "middle rails"** can be used with this post.
WDC Same as WD but with a curved striking face for passenger car couplers.
WG For active track, where frequent striking face contact demands greater car stopping ability. Also, for active track within buildings; metropolitan, flat switching yards and TOFC track-ends. Installation-strengthening" middle rails"** can be used with this post.
WGC Same as WG but with a curved striking face for passenger car couplers.
WA The strongest post ever built as a standard product. For track-end service where greatest car-stopping ability is needed. Lay track with heaviest rail available, full-spike ties, use plenty of good ballast and tamp thoroughly. Installation- strengthening" middle rails"** can be used with this post.
WAC Same as WA but with a curved striking face for passenger car couplers.
WCT General service post. Clamp to rail design. No holes to drill in rail.
WCTS Same as WCT but with spring-loaded striking face and anti-climb ribs. For use in rapid transit service.
WP* Portable one-piece cushion post.
WR Special design post-heavy service for special gauge and cars. Standard or modified gauge.

All standard Bumping Posts are made in one size which will fit any rail from 5 to 7-1/2 inches high (except Type WA which fits any rail from 5-3/8 to 8 inches high). For rail smaller than 5 inches, or larger than 7-1/2 inches please give height of rail.
NOTE: All bumping posts are sold without the HAYCO ® SHOCK- FREE® CUSHION HEAD. If you are interested in this addition see tables below for further information. The SHOCK-FREE® HEAD slips on the contact face and assists in prolonging the life of the bumping post, providing additional cushioning and reducing lading damage.

General Dimensions for Bumping Posts

General dimensions for the bumping posts you order
You know which types of bumping posts you need. The next step is to determine the dimensions and other requirements for installation. The following drawings will give you the data you need.
Please note that all bumping post heads except on the Type WCTS and WCT are buil t 2-112 inches to the right of centerline of track. This accommodates standard car coupler position.

Bumping Post Dimensions

Installing Bumping Posts
Bumping Post Installation

Installing W-C-H " Hayes" Bumping Posts
Specific installation instructions are included with each unit. However, time and experience have established several measures that must be taken to insure a maximum service life from your bumping post investment. Much of the car-stopping effectiveness of any bumping post depends upon the track to which it is secured. This is the post's "foundation" and it should be as adequate to the job as the foundation for any other type of structure.
Generally, the heavier the rail, the better the foundation. Use sound ties, fully spiked, and fully-bolted rail joints ahead of the post. Be sure you have good,
well-tamped ballast.
A special feature (rail clips on rear crossmember) furnished with types WD, WG and WA Bumping Posts allows the use of "middle rails". These "helper" rails are supplied by the customer and should be spiked between the running rails to increase track strength. Two pieces of heavy rail not less than 18 feet long should be used. These pieces of rail should extend about three feet beyond the post toward the rear and should be spiked for their entire length. A drawing displaying a typical installation with "middle rails" is shown above.
The Shock-Free ® Head option (shown at right) will extend the life of any bumping post installation. It is described in detail in a following section.
Experience insures dependability. For maximum dependability, Western-Cullen-Hayes recommends that all bumping post installations be made by experienced trackmen. Where industries are concerned, local railroad contractors or the serving railroad have experienced personnel who can provide competent, reliable guidance and installation.
Special Bumping Posts
Western-Cullen-Hayes produces a wide variety of special use stopping devices.

  • Hydraulic units with over 1,000,000 ft. lbs. capacity for high demand locations.
  • Two-way bumpers for limiting movement from two directons.
  • Special rolling equipment or moving material such as Cranes, Transfer Cars - ingots.
  • Hinged units for fast clearance, both manual and powered, to allow through movement of equipment.

Hyco Shock-Free Head for Bumping Posts

Hayco® Shock-Free® Head prolongs bumping post life - cuts equipment damage and protects lading

The W-C-H Hayco® Shock-Free® Head (U.S. Patent No. 2,860,582) pays for itself at every installation by prolonging bumping post life, cutting equipment damage at track-ends, and doing its share to decrease claims. This rugged unit takes only about thirty minutes to install, but it can mean the difference between a troublesome and trouble-free track-end. Thousands are proving it every day, around the world. Our Shock-Free® Head is a 435 pound cushioning unit which is applied to a raIlroad bumping post after it is in track.
It slips over the regular bumping post head and is made a part of the post by tightening the six cap screws provided. Train impact is absorbed by compressing eight heavy springs which "float" between laminated rubber and fiber shock pads. As the Head compresses 1-5/8" from first coupler contact, the draft gear mechanism in the car comes into operation. At normal switching speed, the result is a shock-free final impact, protecting the bumping post, the car and the lading.
The 12-1/2" extension of the bumping post provided by the Shock-Free® Head, provides ample air hose clearance for Piggy-Back cars and Buck Unloaders.

Bumping Post Shocks

Weight

435 lbs

Striking Face

15" x 17"

Extension, Open

12-1/2"

Extension, Closed

10-7/8"

Compression

80,000 lb

Springs

8, nested in twos

Shock Pads

8, each 5/8" thick

Ordering Reference

Hayco® Shock-Free® Head

Shock-Free Head

Attaching Fixture gives added dimension to Hayco® Shock-Free® Head

There is no substitute for a properly designed steel bumping post at a track end. Expensive concrete posts shift and crack. Wooden ramps quickly become deformed under impact. Retaining walls are usually too light to function as a car stop. However, if conditions do not permit the use of a steel bumping post, the Shock-Free Head can be mounted on a flat vertical surface. Consult local civil engineer regarding capacity of the vertical surface you intend to use.
The W-C-H Attaching Fixture, a 145 pound steel weldment, is first secured to the vertical surface with bolts or lag screws. (Please refer to drawing, above right, showing bolt hole spacing.) The Shock - Free® Head is then slipped onto the Fixture and the cap screws tightened. In this application, the Shock- Free® Head permits car couplers to come within 19-1/4" of the end of track.

Weight

145 lb

Material

3/4" hot rolled steel

Extension

6-3/4"

Extension with Head Mounted

19-1/4"

Back Plate

16" x 18"

Ordering Reference

W-C-H Attaching Fixture

Special Application - WR Bumping Post with Hayco® Shock-Free® Cushion Head (Optional).
This special design bumper can be made to accommodate track gauges from 36" to standard (4' 8-1/2"). A variety of contact surface heights are available. The "Model WR" Bumping Post has been used for special application in mining and steel mills.

Special Bumping Posts
Hydraulic Bumping Post Diagram

Special Bumping Posts
Most manufacturers would like to make only standard products. Western-Cullen-Hayes is no exception. However, regardless of how standardized an
industry is, there are always unusual problems that need solutions. Railroad track-end protection is no exception. Because Western-Cullen-Hayes has dealt with side track security since 1903, and because we are the recognized leader in the field, we have been requested to address a wide range of unusual Bumping Post problems. In the process of successfully meeting these needs, we have acquired a level of experience and engineering knowledge second to
none. Displayed on these tables are ten different Bumping Posts we have manufactured in response to customer requests for special application products.
The accompanying captions explain the problems solved by Western-Cullen-Hayes know-how.
Whether your need can be met by one of our standard Bumping Posts or requires the use of our extensive background to develop a design that accommodates unique circumstances, Western-Cullen-Hayes is at your service. We invite your further inquiry.

Special Bumping Posts
Left column, top: Two-faced bumping post
Left column, bottom; Energy transfer bumping post
Center column: Single rail spring loaded bumping post
Right column: Below-grade installation bumping post (pre-installation)

One railroad served the North end of the plant, another railroad the South end. Both railroads used the same track. How do you keep the cars separate and also stop them? There was not enough room to use twenty feet of track space for back-to-back, conventional bumpers. Solution: A two-faced Bumping Post requiring only two and one-half feet of track space.

W-C-H recognized many years ago that a cushioning effect was achieved if a railroad car-stopping device was allowed to dissipate car momentum by shoving ties and ballast. Transferring impact into the ties and ballast reduces damage to lading, car, rail and bumper. Our Type WP Bumping Post, pictured here, employs this principle and has been in use since the late 1950's.

Single-rail, spring-loaded Bumping Post originally designed to stop a coal stacker-reclaimer traveling at low speeds. The stacker-reclaimer weighs approximately two million pounds.

The building was not long enough to accommodate railroad cars and a Bumping Post, too. To solve this problem, we designed a unit with a below-ground super-structure and an extended face. Installed outside, stability is provided by the below-ground portion ofthe Bumping Post and the extended face reaches through the wall to contact railroad car couplers.

Special Bumping Posts
Above, top left: Transit car bumping post
Above, top right: Auto unloading bumping post
Above, middle left: Steel mill bumping post
Above, middle right: Nuclear plant bumping post
Above, bottom left: Crane bumping post
Above, bottom right: Transit system bumping post (Italy)

Transit cars pose special problems. Structural strength, coupling mechanisms, appurtenances and car-end configuration are varied and usually quite unlike freight car design. This transit car Bumping Post has an extra-length, spring-loaded face that will clear car equipment. The face is also equipped with
anti-climber ribs to help prevent the car from riding up if the bumper is hit too hard.


Designed in 1939 for use in steel mills. Accommodates special gauge, special height, high tonnage cars. This bumper is still used for this application and similar ones in other industries.


Cranes and other devices that use rails to guide and facilitate movement don't always have coupler-level areas for contact points. This giant Bumping Post was designed for a non-railroad application, in response to a request from an engineering firm.

An auto unloading facility required a Bumping Post with special strength and clearances. A provision for securing the bumper to a "dead man" ahead and under the track helps to reduce stress on the running rails when railroad cars impact the Bumping Post. Also, the special shape ofthe striking face allows clearance for the oil pans of automobiles being loaded on the lower deck of the railroad cars.


A nuclear power plant is served by 500,000 pound fuel rod cars. Loading and unloading occurs inside. This special multi-spring bumper was designed to
dissipate the momentum of slow moving cars and prevent structural damage to the reactor.


We have been building transit system Bumping Posts since 1934 for customers the world over. This unit was designed with a special face and spring cushioning for the Milan, Italy, Transit System.

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