How To Extend The Rip Capacity of a Table Saw. Table saw extension wing

Table saw extension wing

The Empire State Building took one year and 45 days from construction state to opening, beginning March 17, 1930, and having its official open May 1, 1931. We used to build things in this country. In many parts of the world, they still do.

While the concept of the D.C. metro’s “Silver line” which reaches Washington Dulles began in the 1960s, it wasn’t until 2002 that a funding agreement was approved. However it took 7 years for construction to begin, and Metro to Dulles didn’t actually start until November 2022 – two full decades later.

Beijing Capital airport took four years to build. The airport’s terminal 3 expansion took four years, opening prior to the 2008 Olympics. Meanwhile the new Beijing Daxing airport took five years to build. Here in the U.S., though?

  • Adding just three gates to the existing main terminal at Austin’s airport is a four year project.
  • When we really fast-track something, we get New York LaGuardia’s renovations. Then-Vice President Biden kickstarted the project with Комментарии и мнения владельцев about the existing facility being “third world” in February 2014. A year and a half later there were plans to renovate, and it became a legacy project for then-Governor Andrew Cuomo. Delta’s renovated terminal opened in June 2022. The project was supposed to include an Airtran, connecting Manhattan to the airport, but no current plans are in place to do that. One of the criticisms of a previous plan for this was that environmental review took only two years and therefore it necessarily had to have been improper.
  • They’ve revised the plan to reduce parking because opponents felt they had too much, even though exactly what you want is for people to be able to show up at the station and take the train instead of drive. But mostly there’s this, the project isn’t even expected to be complete until 2040 and of course expect that to get pushed off.

    Although plans call for station upgrades to be finished in about 18 years, much of the timetable is unclear. The federal environmental review of the project, which began in 2015, is at least three years behind schedule. Once the federal approval process is complete, a design phase is likely to take several years, project officials said, possibly followed by 13 years of construction.

    Ironically, supporting this project which will take into the 2040s, D.C.’s Congressional Delegate Eleanor Holmes Norton says “We cannot delay the project indefinitely and ensure the station continues to function.” As is likely clear, renovating Union Station in D.C. is far from alone in suffering from too much citizen participation and too much delay. California high speed rail is a 20-year, 100 billion boondoggle that will probably never be built as-intended. There are just too many veto points along the way, most of them created by the well-meaning National Environmental Policy Act. Environmental review created too much ‘citizen participation’. Large-scale projects drag on for years and cost far more than their counterparts in Europe. Federal agencies signing off on projects add too many costs, too (so do local governments extracting concessions from developers, which limits how much housing gets built and raises the cost of housing). You have Environmental Impact Statements, Public Review and Comment Periods (followed by supplemental Environmental Impact Statements), and then Legal Challenges. An insufficient National Environmental Policy Act analysis alone is reason for courts to start the process over. And multiple agencies must coordinate and work through disagreements and communication issues.

    Комментарии и мнения владельцев

    Yes, the government gets in the way. In those 13 months 5 workers fell and died. Yes, the government gets in the way of expendable help.

    Reducing parking is a good thing to encourage people to use public transportation or ride share to arrive/depart the station; also a good thing for the environment. Otherwise, yes, the forecast is not good.

    No, you don’t want more people driving into Union Station in the middle of the crowded city and parking. Want you want is those people taking public transit to Union Station. Or driving to one of the suburban stations (New Carrollton for example) and parking there, where there are lots designed for just this.

    Keep parking to a minimum around a train station will just encourage many folks to simply drive the entire trip and bypass the train. That’s what I would do.

    Urban planner here! Some good points in this criticism but disagree with the parking. Replacing the planned chunk of parking with 500,000 sq. ft. of mixed development is an excellent decision. Parking rarely pays for itself (airports are sometimes the exception) because drivers usually don’t pay the full cost. To say nothing of all the externalities of driving – pollution, congestion, and a ton of dead space. Parking is often mis-planned for. People will use the facility as it’s designed. It you plan for cars, you can’t easily repurpose that space. If you plan for all uses, you get more people, especially because the capacity is so much higher for other modes- mass transit, biking, walking.

    As a naturalized US citizen since 2005, and from Europe (The Netherlands) I can only say that while some of your criticism is fair, it can take equally (frustratingly) long across the pond, with equal amounts of (frustratingly) red tape and citizen and “pork” reviews. Look at the high speed train line being built between London and Birmingham. The endless and super costly Amsterdam subway, both the original plan now the extension. Bridges to nowhere in France and Italy. The grass simply isn’t greener. We’ve uber-democratized some processes to a point where regulation and approvals have all become linked to political and financial benefit. That’s just the model we’ve chosen “in the west”. The comparison to China or the middle east is unfair, because yes they move fast but they also break things and seem to care less about human cost.

    Extend Rip Capacity from 12″ to 40″ Extension Wing Build 2 OF 2 diy step by step table saw build

    I get it. People don’t like cars. But that… limits access to trains, which is the point of the thing.

    Check the Boston main South Station, it’s a disgrace for Amtrak along for USA. It’s like back in 1905 over there: same look, more dirt, homeless, all in the dark age w/out much of modern tech. Just terrible experience. DC terminal looks like a palace to compare.

    I recall meeting with the people from France’s SNCF and Alstom, developers of the TGV. They had been planning to bid on building US high speed rail but eventually withdrew because the costs and Nimbyism just made it too much of a bother. They literally couldn’t believe how inefficient we are here!

    Gary you should install the Grammarly chrome extension. It will automatically catch all the spelling mistakes for you.

    The DC station is a destination. London Underground in the City has no parking in the City that I have seen. Interesting article, but misses a bunch of points, I think.

    @ Gary, I think you are still missing the point. Cars are NOT needed in most cases to get to the station. That IS the purpose of Metro, to bring people to the station, not cars. Here is an example of creative thinking that does not require a car. Wife and I were in Helsinki for our normal month and a half stay. Living in Malta for four years, we missed (seriously) going to Costco. So, we took a Metro in Helsinki, outlying part, to the train station. Then crossed the street and took tram to ferry. Took ferry to Stockholm. Walked one klick to Stockholm metro. Got off at stop to connect to light rail. It’s what most people in Europe do. They will avoid the car if mass transit is available. Why is that so hard for Americans to understand. Or are their butts stuck in their car seat.

    Things get built under dictatorships or laissez-faire capitalism (essentially industrial corporativism). What to say? Want things built – pick you poison. The modern manager-class driven system is already unstable and will soon fail under external and internal pressure. If we are “lucky”, we fall back to wartime-like dictatorship and things start get built again

    Dewalt 745 saw rip extension

    Remember the old statement “Leaps and Bounds”? Well I have started to think that we now operate under the statement “Leaps and Stops”. We built the finest aviation industry in the world and then we stopped! We sent men to the moon and then we stopped! We built an excellent national highway system and then we stopped! We built some of the best ships the world has ever seen and then we stopped! We used to work together in Congress to get grand plans accomplished and then we stopped! I could go on but you get the point! Picard

    There is TOO MUCH government in this country. TOO MANY gov’t agencies with TOO MANY people telling other people what to do, or what not to do. Until gov’t at all levels gets scaled back, and I mean WAY back, things will only get worse.

    Look at the new Penn Station in NYC. Don’t know the price or timeline, but since I didn’t hear about overruns and delays, I assume it was relatively on time…and it’s beautiful!! Flipside, we think of world-class German Engineering but look at Berlin Brandenburg airport. A master-class in ineptitude…so not just limited to the U.S.

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    As a neighbor of Union Station I’ve followed the project for years and appreciate the time in the planning that now simply reduces the number of parking. Lord everything is not black and white or clicks on a blog. The residents of DC are much less car centric than average and pedestrian safety is important Although I admit I hope the car rentals remain. Our 29 year old Ford Ranger doesn’t leave the beltway Please recognize Union Station sits next to not only The Capitol Grounds eastern end of the downtown. but the historic neighborhood of Capitol Hill and especially the adjacent Stanton Park and Swamp Poodle sub neighborhoods. The current plan better addresses intermodal transportation issues from access points to scooters, bikes Car Share and Street Car. An autocratic ruling class can move mountains usually over people. Not happening in my back yard. Plus I’m old and any delay is welcome. Although the central Hall shown will stay the same beautiful space that it is! It’s what I see the most walking to and from Metro Plus, I’d be more focused on the new United concourse at Dulles

    Parking does not equal accessibility! Reducing parking is exactly what you want for an urban core transit center connecting 3 train networks, metro, regional local bus, and streetcar with urban neighborhoods. Replacing excess parking with businesses will bring in far more customers, and encouraging suburban users to drive into the station defeats the purpose of a good multimodal transportation hub.

    extend, capacity, table, extension, wing

    Reducing parking is insanely stupid. I drive in and park there all of the time. The anti-parking zealots have no clue how infrastructure works or is used. That they have enough influence to affect this project is an indicator of failure before it starts. 9 billion to make the station less accessible for frequent train users, insane levels of mendacity

    Reducing parking will also keep people from driving to work in the Capitol Hill area of D.C. by providing fewer spaces for them to park. People who drive to that area for the most part need to drive on several miles of city streets which causes tremendous traffic congestion. I worked in that area for over thirty years before retiring. When I moved there in 1987, I chose Maryland suburbs because of good schools and commuter trains. I told the real estate agent, “Don’t show me ANYTHING more than ten minutes away from a commuter train station.” The cost of the monthly MARC ticket was far less than the monthly cost of parking downtown, and that doesn’t even take into account the cost to operate, maintain, and replace the car that would have otherwise been used – not to mention the hour-plus of intolerable driving needed (it’s work to drive, why drive to work). On the train I could relax and read the paper. In the 30 plus years I commuted from suburban Maryland to Union Station for work, I drove to work exactly ZERO times. No one is going to drive to downtown D.C., park, then get a train to go elsewhere. People will either take local subway or bus, or commuter trains, or get dropped off. The cost to park for several days would be astronomical, as it should be. There are suburban stations where Amtrak stops where one can park and get trains. The issue of why things cost so much and take forever to build is valid, however. China of course does not have that problem. “We’re building this, get out of the way, and no arguing.”

    “I get it. People don’t like cars. But that… limits access to trains, which is the point of the thing.” Land is too valuable downtown to be used for property storage. Parking is appropriate at suburban stations, like Metropark in NJ or Route 128 outside Boston. I guess the DC equivalent would be the BWI station. Land is cheaper, they are adjacent to major highways, and drivers arenn’t clogging up a busy downtown to reach the station. Not every station needs to cater to every traveler.

    One aspect that should be considered is demographics. Europe has unions. Even with unions holding things back, most workers take pride in getting a project done because it helps their people, their families, and themselves. It’s source of national pride to build something used by people who look like them and share genetic heritage. In the U.S. one worker doesn’t care about some random project because he probably doesn’t use it, doesn’t benefit from it, and doesn’t care about national pride. A black guy doesn’t care about trains that benefit White people and vice versa. They just extract as much as possible from the job. America is too big. China is slightly bigger but has basically one type of people with some minor differences and a government that has one aim. 2680 miles coast to coast makes things difficult when the federal, state, and local bureaucratic layer get in the way.

    I remember reading in 2017 or 2018 an article in an English printed paper in China about the proposed additional runway in Heathrow airport. The journalist (obviously a Chinese Govt. pawn) wrote something like “While they discuss it for 5 years, in 5 years we (China) have built 50 new airports.” I am not saying I agree with this but it is clear that using democracy and rights to its extreme leads to the opposite of what is reasonably necessary for our welfare.

    DC resident here, you don’t need extra parking at Union Station because the people that are riding the trains are coming into the city for work. No one is driving into the city and parking at Union Station for a train. And the locals like myself take the metro (subway) to Union Station and then jump on a train (or bus) if necessary. Additional parking is not needed at Union Station. It would make an already congested city even worse.

    Not all US projects are bad, just look at the new SLC. Ground was broken in 2014, 2020 phase 1 was completed. Covid hit and they saw a chance to speed construction, shaving years and hundreds of millions of dollars off the total cost. I won’t stand for everything in the project, while functional I think they built an incredibly plain airport, but they did it pretty quickly.

    Liberals won’t care, but the inability of gov’t to complete construction projects in a timely manner is an excellent reason to elect DeSantis president. He actually “gets this.” After Hurricane Ian, some major islands (including Sanibel) were completely cut off from the mainland by severe bridge damage. Major repairs that would have taken months or years in most states were completed almost immediately in Florida. It was a truly heroic achievement. This is competent government that we almost never see in America. Competency is good.

    I don’t think reducing parking at Washington Union is the mistake the author claims. Reducing car trips is (one of) the point(s) of trains….not offering parking decks in urban centers. If someone’s willing to drive to the train station to take Amtrak, New Carlton is a pretty similar travel time to most people in the area, and a number of other options exist for getting to washington union, including simply getting on an NE Regional at a station in Virginia instead of in the middle of DC.

    It’s kind of disingenuous to talk about DC-area projects – like the Silver Line and Union Depot – and not note the complicated funding issues surrounding them. It’s not your standard “citizen participation” issue (whatever that means). WMATA (aka DC Metro) is funded by an interstate compact comprised of DC, Virginia, and Maryland – it has to pull money from its own ridership and the monies provided by the two states and DC (which are Federal monies, to boot, so there are separate Federal representatives in the mix). It has never been uncommon for the state houses of either state to play political football with Metro funding. Either a “Why should people in [far-corner-of-state] pay for DC commuters?” if a special tax is suggested, or just general bipartisan bargaining. Throw in the fact that DC’s budget is controlled by Congress on top of the Federal representatives in management? There’s a reason it started falling apart so badly – the money and cohesive management just wasn’t there. Planning something like the Silver Line had to go through many more hoops than a transit system that’s overseen by a single state (or in the case of NYC, a somewhat more cooperative set of states). Here’s a solid overview from 2016 (Gifted WaPo article – ) Basically, until MetroRail really started to fail visibly and very dangerously a decade or so ago that its issues started to be taken seriously. Union Station also falls under the whole Federal funding umbrella – the building is owned by the Department of Transportation and managed by a non-profit entity. But at the end of the day, it’s funding still falls prey to the whims of Congress…which have been less than actually whimsical over the past decade. As for the parking? I used to live in the DC suburbs and took Amtrak up to New England to visit family, or to visit Philly or NYC several times a year. I never parked at Union Depot, because I didn’t think it was necessary. I mostly used transit, took the occasional cab if I was going from my workplace when I worked downtown, or had a friend or family member give me rides to and from the station. I don’t think I know anyone who actually drove there, parked their car, and left it for the duration of their trip. It’s just not necessary, considering the fact it’s a major transit hub. MetroRail, MetroBus – with all the regional buses under that umbrella – VRE, and MARC all service Union Station along with Amtrak. (Admittedly, VRE and MARC are inbound in the AM and outbound in the PM, but still, they’re an option.) With the Silver Line finally up and running all the way to Dulles? There’s even less reason to have parking. As long as there is a well-designed area for private pick-ups and drop-offs and a taxi/rideshare/limo area, I don’t think a lack of a huge parking structure is a huge problem. And to be clear: I used to be an accessibility professional, and I’m the first one to pipe up if I think too much parking has been eliminated from a project – some people just need to come and go via private vehicles, or public transit is not actually up to the task of transporting as many people as the project indicates. But if your absolute hard line to taking Amtrak is “There isn’t abundant parking at Union Station”, I don’t think you’re deeply committed to taking Amtrak anyway.

    Big Govt and too much red tape. Recently rebuilt a new boathouse and dock in S FL, 5 different govt agencies had to sign off on it, such a hassle.

    This is such a tired topic, Gary. The current situation exists very much on purpose – in large part as a reaction of American society to the Urban Renewal of the 60s and 70s and epitomized in the persona of Robert Moses. After seeing at just how much power Moses held in NYC and how he was able to radically reshape it, communities and cities around the country vowed to erect every possible obstacle to prevent something of that scale to ever happen again. It was an understandable over-reaction that has persisted to this day but there should not really be any shock or surprise about why it exists. The diffusion of responsibility, countless bureaucratic obstacles, and local zoning boards that can be held hostage by a small numbers of NIMBYs is very much the entire point and successfully do what they were intended to: prevent any large or medium scale projects (and propagate single home over mixed zoning contributing to the home affordability crises). Add to this the growth of federal regulations and you get the debacles that you cite. The question should, thus, NOT be why such a situation exists but how and who is able to start addressing it!

    Cmon Gary, you should have spent more time simmering on this. You’ve been in Texas too long (this coming from a Texpat)… Federalism and respect for property rights is a huge obstacle that simply reduces friction in China and Europe. Environmental review in Europe is also very extensive. The difference is the number of levels of government that need to be pleased in the United States. You want to ignore people’s property rights, sure you can build a national highway network through eminent domain. You want to build a high speed rail line, of course you can if you seize private freight companies’ rails. I know it’s popular, but you cannot blame the EPA for issues that arise from federalism, the rule of law, respect for property rights, and politically jockeying.

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    Consider the success of Brightline here in Florida. In July it will open its connection to Orlando Airport from Miami. A trip from Miami to Orlando will take about 3-1/2 hours. Announced fare is 79 each way. Seats are comfortable, attendants are friendly and train speeds will reach 130 mph. I rode Brightline from West Palm Beach to Miami and back (that part is already open with trains every 30 minutes or so). It is a complete pleasure, especially when considering the nightmare of driving I-95 into or out of Miami. It uses existing (but upgraded) track from Florida East Coast Ry as far as Cocoa Beach before turning into newly built track into Orlando. Plans are to extend it to Tampa by 2028 and Jacksonville by 2030 or so. Why existing right of way in the Northeast Corridor can’t be upgraded for medium speed rail (130 mph) like Brightline is completely beyond me. Oh, wait – because it’s government owned.

    How To Extend The Rip Capacity of a Table Saw

    In past pieces here on Obsessed Woodworking, we’ve written extensively about table saws. Whether it was distinguishing the different types of table saws, or table saw riving knives, table saws vs miter saws, or how to prevent table saw kickback, we’ve offered a number of helpful and practical tips for their use. If you’ve followed our site, you’ve likely incorporated some of those tips in your woodworking projects.

    In many instances when we’ve written about table saws, we’ve also mentioned ripping plywood on them. But, what exactly is ripping? And what does rip capacity on a table saw mean?

    What Does Rip Capacity Mean On a Table Saw?

    Rip capacity refers to the distance between the edge of the saw blade to the greatest distance the rip fence can be moved from it. In short, it defines the longest length of wood that can be ripped on your table saw.

    For instance, if you are making a new cabinet, you likely will need rip cuts of 30 inches. You must be able to move the fence on your table saw 30 inches from the edge of the blade. It’s the rip capacity you’ll need.

    What Are The Common Rip Capacities on Table Saws?

    There are basically three common rip capacities for table saws:

    • 28 inches: the most common capacity for inexpensive and mid-priced table saws. You can rip a 48” piece of plywood in half with this capacity.
    • 30 inches: the most common capacity for most woodworkers and can handle most of your ripping needs. Cabinets, for instance, as we mentioned above, will call for 30” dimensions.
    • 50 inches: the largest rip capacity, and only with the best and most expensive table saws. Again, though, it’s likely much more than most woodworkers will need.

    To put this into practical perspective, plywood sheets, irrespective of grade, are 48” x 9 irrespective of grade. Both a 28” and a 30” rip capacity table saw will be able to give you two 24” x 96” pieces of plywood. Most woodworkers will want to spend up just a little for the larger rip capacity table saw, although that will depend, too, on the types of projects you are most likely to tackle.

    As you can see, rip capacity has nothing to do with blade size. Table saw specs for rip capacity are most responsible for determining a table saw’s cost.

    Blade size will determine how thick a piece of wood your table saw can cut. A 10” blade will be able to cut a 3’-thick piece of wood, but a 12” blade will be needed to cut a 4”-thick piece. And, obviously, manufacturers are not going to use a larger/stronger motor on a smaller table saw.

    Portable table saws, because of their small size, are going to have a smaller rip capacity; usually, 28”, than a table or cabinet saw.

    How To Extend Your Table Saw’s Rip Capacity

    Now that we know what rip capacity is and why it is important, what if your table saw’s rip capacity isn’t enough for your needs anymore? You started out small in both size and investment to get your woodworking shop started. But you’re not a noob anymore and are tackling more sophisticated projects that require greater rip capacity from your table saw.

    There are three primary options available to you. Some of them might require a little imagination from you in using readily available materials already in your shop.

    • Add a larger table to the side of your saw;
    • Adjust the fence-sliding rails of your saw; or
    • Purchase a table saw fence extension kit made specifically for your table saw make and model

    Larger Table

    This can be a cheap option if you have material available already in your shop. Some MDF and 2 x 4s, glue and screws, clamps, and some careful measurements to the height of your table saw, and you can build a table extension adjoining your saw.

    A fence from the same materials can complete the DIY project. Clamps tightly applied will hold your homemade fence in place to your measurement needs. Again, the rip capacity is measured from the side of the saw blade facing the fence to the fence.

    The careful measurements are for the height of the homemade extension table. You could even add some castors to the extension table if you won’t be using it all the time. Depending on its height and the height of any other workbench in your shop, you might be able to fit it beneath the workbench to save floor space.

    This separate table may even have other uses to which it could be put. It’s a table surface with wheels on it, so moving heavy things around your shop might be one of those uses.

    Here is a video to show just one example of a table extension. The DIY project is a bit extensive, but it’s also an example of what can be done with a bit of homemade imagination.

    And here’s a second example, a little less complicated but nonetheless effective.

    There is one other consideration. Many table saw manufacturers will also sell you extension tables specifically built for particular table saws. You can spend up for this option if you aren’t the DIY type. But, table extensions are not especially difficult projects, and with careful measurements, will work quite well.

    Adjust Fence-Sliding rails

    Many table saws have adjustable rails, and the process is actually pretty simple. Moving the rails to the next bolt or two bolts down along the table will extend the rails out wider than the factory set width, thus increasing the rip capacity of your table saw.

    No new materials are needed for this option, and the tools necessary to make the adjustment are likely already in your shop. Remove nuts and washers, move the rails down a bolt or two, and attach the rails again with the same nuts and washers.

    It may not sound like much, but if your 28” rip capacity table saw can be extended to 30” capacity, you’ve moved up in the world of ripping. Of course, your table saw rails must be adjustable to accomplish this, but if they are, just a little bit of your time and labor will give you the greater rip capacity you want.

    Here’s a video to show you what we mean.

    Table Saw Fence Extension Kits

    Yes, there are such things. They can be purchased from both the large DIY stores and even online at Amazon.

    They come with instructions matched to your particular table saw brand and are relatively easy to install. However, they do not prevent the necessity or the advisability of a table extension. Since homemade table extensions can include a homemade fence clamped tightly to the table, spending money for an extension kit might not be necessary.

    Additionally, you’re in a woodworking shop to make things from wood. You’ve invested in power and hand tools and have created the space for a table saw. Shame on you if you then choose to spend up for an extension kit when you likely have the wherewithal and the materials necessary to build your own.

    Pinion Fences

    One fly in the ointment of the homemade table extensions, extension wings, and adjustable rails projects is the rack and pinion fence. We’ll offer just a brief word about them as it relates to increasing rip capacity.

    This is not a loose, removable fence; instead, it sits on a toothed rail and is adjusted using a gear. There is no tap-tap-tap to move a pinion fence into place as there is with the more common removable fences. The gear is more accurate and more secure in moving and holding the fence in place.

    Extending it, however, is not an option. It is what it is, as the common expression these days goes. DeWALT table saws use rack and pinion fences, and they will be happy to sell you extensions for them. It’s a project to install, though.

    As a final word, we will remind you again that you are in a woodworking shop where you make things with wood. If you are an active woodworker, you likely have materials leftover from previous projects.

    Why not be inspired by this piece, and the videos we’ve suggested, to build your own extension wing or table extension to increase rip capacity? Have fun with it. After all, that’s why you have a shop in the first place.

    Matt Hagens

    Matt is an experienced woodworker and a devoted family man. Matt’s passion for woodworking began at a young age when he would watch his grandfather in his woodworking shop. He has spent over 20 years honing his skills, learning new techniques, and perfecting his designs. When he’s not in his workshop, Matt loves spending time with his family.

    Table Saw Router Table Tops

    All INCRA Router Tables are shipped with a 3/8″ solid aluminum router mounting plate, pre-drilled for your router, featuring the exclusive MagnaLOCK Magnetic Reducing Ring System. Changing any of the included throat plates is a snap with the MagnaLOCK System. Just drop in the selected ring and the high energy, rare-earth magnets hold it securely and perfectly flush every time. The rings have their own leveling system within the plate. All of our router mounting plates include 3 laser cut rings with 1″, 2-1/8″ and 3-5/8″ openings.

    Rather than the typical router plate leveling set screws that dig into the table’s recess requiring constant re-adjustment, INCRA’s plate leveling system puts 10 large flat head levelers into the table itself for excellent support. Convenient access to these levelers is through the 10 access holes located around the perimeter of the mounting plate, and after leveling, a simple quarter turn of the corner mounted Cam-Lock securely holds the plate in the router table’s recess.

    Available in 4 models designed specifically for the INCRA TS-LS and TS-III table saw fence systems. All table saw based router tables include the TS Router Table Support Kit with 4 brackets and 2 table stiffeners. The brackets can be positioned anywhere along the INCRA TS System’s rail length and are vertically adjustable.

    INCRA 28″ x 21″ TS Router Table Top with Router Mounting Plate Hardware

    INCRA 28″ x 21″ TS Router Table Top with TSRTHW Part Number: TSRT2821L more info

    This 28″ x 21″ router table replaces the left-side extension wing on the saw. Its size is appropriate for saws measuring 27″-28″ deep along the miter slot, and it allows working at the more open left end of the saw for plenty of routing capacity and easy access around the router table.

    Requires the use of an INCRA TS-LS or TS-III table saw fence system. Not compatible with cabinet saws that have motor housings on the left side of the saw. check the Compatibility Chart for more info.

    Note. This table is not compatible with the unique Mast-R-Lift-II-R sold by Rockler, which uses a narrower 8-1/4″-wide top plate.

    Router plate size: 9-1/4″ x 11-3/4″ x 3/8″

    INCRA 28″ x 32″ TS Router Table Top with Router Mounting Plate Hardware

    INCRA 28″ x 32″ TS Router Table Top with TSRTHW Part Number: TSRT2832R more info

    The 28″ x 32″ Right-hand table serves double duty as a work surface extension and includes a full size 3/8″ x 3/4″ T-Slot Miter Channel. This table is for use with saws measuring 27″-28″ deep along the miter slot. This table allows 5″. 7″ of routing capacity without moving the TS system’s base assembly on the rails, and the fence system can be reversed if more capacity is needed.

    Requires the use of an INCRA TS-LS or TS-III table saw fence system. Not compatible with cabinet saws that have motor housings on the right side of the saw when used with 72″ INCRA rail sets. check the Compatibility Chart for more info. TS Rail Support Legs highly recommended.

    Note. This table is not compatible with the unique Mast-R-Lift-II-R sold by Rockler, which uses a narrower 8-1/4″-wide top plate.

    Router plate size: 9-1/4″ x 11-3/4″ x 3/8″

    INCRA 32″ x 21″ TS Router Table Top with Router Mounting Plate Hardware

    INCRA 32″ x 21″ TS Router Table Top with TSRTHW Part Number: TSRT3221L more info

    The 32″ x 21″ Left-side router table permits maximum fence system range and offers open access from the end of the table saw by sliding the INCRA positioner assembly down the rails. This table replaces the saw’s left side extension wing and is sized for saws with oversize cast iron tops measuring 30″. 31″ deep along the miter slot.

    Requires the use of an INCRA TS-LS or TS-III table saw fence system. Not compatible with cabinet saws that have motor housings on the left side of the saw. check the Compatibility Chart for more info.

    Note. This table is not compatible with the unique Mast-R-Lift-II-R sold by Rockler, which uses a narrower 8-1/4″-wide top plate.

    Router plate size: 9-1/4″ x 11-3/4″ x 3/8″

    INCRA 32″ x 32″ TS Router Table Top with Router Mounting Plate Hardware

    INCRA 32″ x 32″ TS Router Table Top with TSRTHW Part Number: TSRT3232R more info

    The 32″ x 32″ Right-hand table serves double duty as a work surface extension and includes a full size 3/8″ x 3/4″ T-Slot Miter Channel. This table is for use with saws measuring 27″-28″ deep along the miter slot. This table allows 5″. 7″ of routing capacity without moving the TS system’s base assembly on the rails, and the fence system can be reversed if more capacity is needed.

    Requires the use of an INCRA TS-LS or TS-III table saw fence system. Not compatible with cabinet saws that have motor housings on the right side of the saw when used with 72″ INCRA rail sets. check the Compatibility Chart for more info. TS Rail Support Legs highly recommended.

    Note. This table is not compatible with the unique Mast-R-Lift-II-R sold by Rockler, which uses a narrower 8-1/4″-wide top plate.

    Router plate size: 9-1/4″ x 11-3/4″ x 3/8″

    Note: Specify your router preference when placing an order with your INCRA dealer. (See PDF for compatibility chart).