On numerous occasions Dad said that he never had enough tie budget to cover the ties that he needed. He contended that the 132lbs CWR kept the Frisco rolling. Before the tie gang arrived, my dad, both on motorcar and afoot, marked the ties that wouldn’t last until the next tie renewal cycle. He used bucket of white paint and a brush on a stick to mark the bad ties. As he marked the ties, he recorded the number of new ties needed per each pole length. The ties were delivered on the company’s 104045-104091 class, bulkhead-flat, chain cars. As the work train rolled slowly, the appropriate number of ties per pole length was kicked from the car. The tie gang first removed the spikes from the defective ties. At this time, the Frisco used a tie shear to cut the tie into 3 pieces. The first images shows the lobster-claw like shears that cut through the tie. The second image shows the white dab of paint that was used to mark the tie. The tie handler followed the shear, and it removed the tie butts from the crib. The butts were collected and burned. A ballast scarifier followed the tie handler to create clean crib for the new tie. With a fresh crib for the new tie, a second tie handler grabbed a tie from the dump, and placed it into the crib. The tie handler did not inset the tie all the way into place. A cable, tie inserter (an M90, I think) was used to pull the tie into the crib. The tamper nipped-up the tie, and then tamped ballast under it. A rail lifter lifted the rail, and the tie plate was replaced under the rail. A spiker completed the replacement job. A gang member with a push car followed the parade, and finished-off any spike that wasn't driven home. The following month, June 1975, the surfacing gang arrived, and finished the work.