Philadelphia; and the steelwork was furnished and erected by the
Pennsylvania Steel Company, of Steelton, Pa. An important and
interesting feature of the draw-bridge is the lift rail, and new
rail-locking device. Mitered rails are used, with sufficient opening
between the ends to prevent binding at times of expansion. It was deemed
advisable that the mitered joint should occur on the abutment, or fixed
span, instead of at the opening at the end of the draw. The lift rail,
therefore, was a necessity; and the design, as shown on Plate XX, was
perfected. It consists of lift-rails, 8 ft. 4 in. long, moving
vertically 8 in. at the free end, reinforced on both sides by sliding
steel castings, which are lifted with the rail; when the latter is
dropped in place, the wedges on the castings engage at the abutment and
heel joints and at one intermediate point in dove-tailed wedge seats,
insuring tight contact with the rail, and absolute fastening to the deck
of the bridge. The objection to the ordinary lift-rail, which in
lowering must make its own joint by seating in tight boxes, has been
that any slight deviation from a true line would prevent the rail from
seating itself properly. This objection has been entirely overcome in
this design, by allowing liberal clearance on all seats, and securing
rigidity by the sliding bars and wedges which are connected with the
inter-locking system, so that it is impossible for a clear signal to be
given unless the lift-rails and wedges are in their proper positions.
This device has been operated successfully on the New York and Long
Branch Railroad bridge over Raritan Bay for the last 18 months.

Each of the two main tracks on the Meadows Division, and all the main
tracks in the Harrison Transfer Yard, are of standard construction, with
Pennsylvania Section, 1909, 100-lb., open-hearth steel rails, and stone
ballast. Every fifth tie is made 9 ft. 5 in. long, to carry the third
rail for the electric current, and all joints of the running rails are