■iiifr^fWfai'ilJ^ii^" The original of this book is in the Cornell University Library. There are no known copyright restrictions in the United States on the use of the text. http://www.archive.org/details/cu31924032183208 Cornell University Library arY889 Car builders' dictionary 3 1924 032 183 208 olin.anx GAR BUILDERS' DICTIONARY DEFINITIONS AND ILLUSTRATIONS OF AMERICAN RAILWAY CARS, THEIR PARTS AND EQUIPMENT COMPILED AND EDITED FOR THE MASTER CAR BUILDERS' ASSOCIATION BY Roy V. Wright Managing Editor of the Railzcay Age Gazette and Editor of the American Engineer assisted by Andrew C. Loudon under the supervision of the following committee: R. B. Kendig^ Chief Mechanical Engineer, New York Central & Hudson River Railroad C. B. Young, Mechanical Engineer, Chicago, Burlington & Quincy Railroad R. L. Ettingee, Consulting Mechanical Engineer, Southern Railway 1912 (Seventh) EDITION PUBLISHED BY: SIMMONS-BOARDMAN PUBLISHING COMPANY NEW YORK: Woolworth Building CHICAGO: Transportation Building SOLE SELLING AGENTS: McGRAW-HILL BOOK COMPANY NEW YORK: LONDON: BERLIN: 239 West 39th Street 6 Bouverie Street, E. C. ' 31 Unter der Linden Copyright SIMMONS-BOARDMAN PUBLISHING COMPANY; 1913 PREFACE A number of important improvements have been made in this, the seventh edition of The Car Builders' Dictionary. The definition section has been thoroughly revised to cover the new details and de- signs that have come into use during recent years and to eliminate references to those parts which were used on the older types of equipment, but have become obsolete. In the Illustrated Section only a very few of the photographs and drawings which were used in the previous edition have been retained. Progress in passenger car con- struction, including the development of all-steel designs, has been ex- ceedingly rapid and is fully covered up to date. Necessarily the awakening of the railroads to the importance of building freight cars so as to more fully protect the lading from damage has emphasized the importance of better construction and improved details. This development has been thoroughly covered. The captions accompany- ing the general views have been made more comprehensive and com- plete. An attempt has been made to balance the Illustrated Section to better advantage by eliminating a considerable number of more or less unimportant details and utilizing the space for more important mat- ters. This has required 11 more pages than in the 1909 edition. Among the important additions are the complete details and specifi- cations for postal cars as required by the United States government; also a considerable addition to the section on electric motor cars and an entirely new section on wrecking equipment and tools. The draw- ings for the M. C. B. Standards and Recommended Practice have been entirely redrawn, thus not only greatly improving their appear- ance but making them much more legible. This feature will undoubt- edly be appreciated by those who have reason to refer to these stand- ards and recommended practices.. New York, December, 1912. A DICTIONARY OF AMERICAN RAILWAY CAR PRACTICE "A" Car Roof. A car roof with straight carlines, meet- ing at a point like rafters in the center of the upper deck. "A" Frame. A strut in the form of the sides of the letter A, to which the boom guys of a steam shovel are fastened. "A" Frame Step. The supports of the bottom ends of the "A" Frame of a steam shovel. Accelerator. Fig. 1968. A special fitting used in con- nection with the hot water circulation heating sys- tem to quicken the circulation of hot water. Accordion Hood. 124, Figs. S52-S55. A term sometimes appHed to the top transverse portion of a vestibule diaphragm. Acetone. A colorless liquid, obtained from the destruc- tive distillation of wood, which resembles alcohol and which has the property of absorbing acetylene gas under pressure in a high degree. It is used in the storage tanks of the system of acetylene gas lighting shown in Figs. 2227-2239. Acetylene Gas. A colorless gas, CHj, produced when water is brought in contact with calcium carbide. It has a distinctive odor and burns with a bright, luminous flame. It is used in car lighting with suc- cess. It may be generated in the car, as in the system shown in Figs. 2240-2263; under the car, as in the system shown in Figs. 2264-2269; or carried in tanks filled with acetone and asbestos under pressure, as in the sj^stem shown in Figs. 2227-2239. Acetylene Gas Lamps and Fixtures. Figs. 2216-2269. Acetylene Gas Lighting Systems. Figs. 2227-2239. This system uses acetylene gas stored in tanks filled with asbestos and charged with 4/10 of a volume of acetone, a colorless liquid obtained from the dry distillation of wood which absorbs large quantities of acetylene under pressure. When the pressure is relieved the acetylene is given off and the acetone remains in the tank and may be used over again on recharging; 2,000 cubic feet of acetylene may be stored under a pressure of ISO lbs. in a tank 114 in. by 20 in. and may not be exploded by any known means when in the tanks filled with asbestos bricks. Such a supply is sufficient for more than one month's lighting of an ordinary car. The gas is generated in stations at terminals, and the tanks, when empty, are replaced by full tanks supplied from the charging stations or charged from yard lines. The lamps and piping for the car are similar to those used with the Pintsch gas system. Figs. 2240-2263. In this system the gas is gen- erated in the apparatus shown in Figs. 2244-46, which is enclosed in one end of a car. The carbide is contained in cartridges, pockets or baskets. The water flowing down and coming into contact with the carbide generates acetylene gas, which is stored in the receiving tank under the car as shown in Fig. 2253. The piping and arrangements through the car are similar to those of the Pintsch system. The form of the lamp is shown in Fig. 2251. Figs. 2264-69. This system employs a gas generator mounted under the car. The carbide is put in a cartridge which is put in or removed from the generator as shown in Figs. 2268-69. Adjustable Foot Rest. A sliding foot rest, supported by various mechanical devices — as by a ratchet arc or on rabbet pieces. A foot rest or rail under a seat, which can be adjusted to suit the passenger using it. See Foot Rest. Admission Valve. (Car Heating). Figs. 2006, 2009-10. Used in connection with steam heat system. Advertising Rack Rail (Street Cars). A strip of wood to which the frames for advertising cards are screwed or otherwise fastened. Agasote. A substitute for wood; used extensively in place of wood for headlinings, side panels, floors and outside roofs. Its composition is secret, but it does not contain rosin or any acid compound in- jurious to paint or steel. Panels made from this material can be scraped, planed, molded or sawed on any wood working machine and will not split under various changes of temperature and humid- ity. Used extensively for interior finish of steel cars, owing to its insulating and sound-deadening properties. The material used in steel cars is fire resisting. Air Brake. Any brake operated by air pressure, but usually restricted to systems of continuous brakes operated by compressed air, in distinction from Vacuum Brakes, which see, which are operated by creating a vacuum. The air is compressed by some form of pump on the locomotive, or a motor com- pressor on electric cars, and is conveyed by pipes and flexible hose between the cars to cylinders and pistons under each car, by which the pressure is transmitted to the brake levers, and thence to the brake shoes. This system is what is now termed the straight-air brake. It is now obsolete in steam road practice, having been replaced by the Auto- matic Air Brake. See also Electro-Pneumatic Brake, Traction Air Brake, Vacuum Brake, Empty and Load Brake Equipment, Higpi Speed Brake, Quick Action Automatic Air Brake. Air Brake (General arrangement and details). Figs. 1262-1376; M. C. B. Standards, Fig. 2702. The general arrangement and details of brake gear for air-brake cars, as shown, are standard. The following standards have also been adopted in this connection: 1. Maximum train-pipe pressure, 70 pounds per square inch. 2. IMaximura brake power on freight cars, 70 per cent, of the light weight of car. 3. All levers 1 inch in thickness; all pins to be 13-32 AIR CAR BUILDERS' DICTIONARY AIR inches in diameter; all jaws or clevises made of j4-inch by 2^2-inch iron; all rods J4 inch diameter. 4. Angle of brake beam lever, 40 degrees with vertical. The revision made in 1896 consisted in the omission of such detail dimensions as could not be used in all cases, such as the length and proportions of main levers, and the omission of some of the smaller parts from the draw- ing, such as the pipe clamps, staples, etc. The dimen- sions of the cross-section of the malleable iron truck lever connection were increased, and the letters W. I., M. I., C. I., etc., indicating the material of which the parts were to be made, were omitted from the drawing. In 1898 the following changes were made : Diameter of truck lever connection for outside hung brakes changed from ^ inch to % inch, and a note to this effect was added under title on the drawing. Diameter of hole for cotter in air-brake pin was first indicated as 7-16 inch. Addition was made to note under drawing of truck lever connection for inside hung brakes, as follows : "If made of round iron or steel, must not be less than Ij^ inches diameter." Dummy coupling was omitted from drawing and air hose was shown as hanging down. The words "33 inches or" were omitted from height shown for air-brake pipe above rail. Diameter of release-valve rod was changed from j^ inch to f^ inch. In 1900 a standard brake pipe nipple, 10 inches long, was ordered shown located directly back of the angle cock. In 1904 the location of the main air pipe and angle cock was changed from Recommended Practice to Standard. In 1911 the following specifications were adopted : Brake chain shall be of not less than %-inch, prefera- bly 7-16-inch, wrought iron or steel, with a link on the brake-rod end of not less than 7-16-inch, preferably ^- inch, wrought iron or steel, and shall be secured to brake- shaft drum by not less than J^-inch hexagon or square head bolt. Nut on said bolt shall be secured by riveting end of bolt over nut. In 1908 the diameter of the holes in the different lev- ers, guides, brackets and connections were omitted, and a note added to drawing reading as follows : "All holes for brake pins not less than 1 3-32 inches diameter nor more than IVs inches diameter." In 1909, in order to suit the different types of air- brake equipment and particularly to provide for the 10- inch brake cylinder, a note was added to the drawing, as follows : For brake cylinders larger than 8 inches or for brake- cylinder pressures above 50 pounds per square inch, the size of brake rods and levers should be increased, if necessary, so that the fiber stress shall not exceed 15,000 pounds per square inch for rods and 23,000 pounds per square inch for levers. In 1909 the use of malleable-iron construction was dis- continued, and provision made that the truck connections be made of round iron or steel not less than If^ inches diameter. In 1911 the use of cast steel for truck-lever connec- tions was permitted. In 1911 a standard bottom rod for use with all steel or steel-tired wheels with inside hung brakes was adopted as shown on the drawing. In 1912 the drawing was revised to show an additional lever, in order that the hand brake and air brake will work in harmony on double hand-brake cars. Air Brake Appliances (M. C. B. Recommended Prac- tice). Figs 2764, 2768. In 1899 a Recommended Practice for the location of air-brake parts on different classes of cars was adopted, as follows : 1. Location of air-brake cylinders and triple valves on box cars and other clear bottom cars. 2. Location of air-brake cylinders and triple valves on hopper gondola cars and drop bottom gondola cars. 3. Arrangement of piping for clear bottom cars, or cars of the box car type. 4. Location of main air pipe at ends of cars. 5. As to the manner of fastening air-cylinder reser- voirs, retaining valves, etc., to the framework of cars, the bolts fastening the cylinders and reservoirs should be either double-nutted or cottered, so as to prevent the same from working loose. The air pipes should be fas- tened to the framework of the car with a liberal num- ber of clamps. One elbow should be applied to the retaining valve pipe, it being located at the end sill of the car, where pipe turns upward. One union should be applied as close to the triple valve as practicable to permit the easy removal of same, the pipe to be carried along under side of the intermediate sill when practicable, from the triple valve to end of car, and be supported by either staples or clamps, not to ex- ceed six feet apart. 6. In 1902 the label for air-brake hose to show dates of application and removal, manufacturer's name and name of railroad company was advanced to standard. In 1904 the location of main air pipe and angle cock was changed to standard. Air Brake, Cleaning and Testing (M. C. B. Standard). In 1902 the following method for cleaning air brakes was adopted as Recommended Practice. Revised and advanced to Standard in 1911. ANNUAL REPAIRS TO FREIGHT-CAR AIR BRAKES. TRIPLE VALVE. Inspection, Cleaning and Lubrication. The triple valve should be removed from the car for cleaning in the shop, and should be replaced by a triple in good condition. It should be dismantled and all the internal parts, except those with rubber seats and gas- kets, cleaned with gasoline, then blown oft' with com- pressed air and wiped dry with a cloth. The slide valve and graduating valve must be re- moved from the triple piston and retarded-release parts from the body in order that the service ports in the slide valve and other parts may be properly cleaned. No hard metals should be used to remove gum or dirt or to loosen the piston-packing ring in its groove. The feed groove should be cleaned with a piece of wood, pointed similar to a lead pencil. Rags or cloth should be used for cleaning purposes rather than waste, as waste invariably leaves lint on the parts on which it is used. In removing the emergency-valve seat, care must be exercised not to bruise or distort it. Particular attention should be given the triple-piston packing ring. It should have a neat fit in its groove in the piston, and also in the triple-piston bushing; once removed from the piston, or distorted in any manner, it should be scraped. The fit of the packing ring in its groove and bushing and the condition of the bushing should be such as to pass the prescribed tests. The graduating stem should work freely in the guide nut. The graduating spring and the retarded-release spring in retarded-release triple valves must conform to standard dimensions and be free from corrosion. The thread portion of the graduating-stem guide should be AIR CAR BUILDERS' DICTIONARY AIR coated with oil and graphite before reapplying it to the triple cap. The triple-valve piston and the emergency valve must be tested on centers provided for the purpose to insure same being straight. The emergency-valve rubber seat should invariably be renewed unless it can plainly be seen to be in first-class condition, which is seldom the case. A check-valve case having cast-iron seat should be replaced with a case having a brass seat. The cylinder-cap gasket and check-valve case gasket to be carefully examined and cleaned with a cloth, but should not be scraped. All hard or cracked gaskets to be replaced with new ones. Standard gaskets as furnished by the air-brake manu- facturers should be used. The use of home-made gaskets should be avoided, as the irregular thickness results in leakage and causes triple-piston stem to bend or break. The tension of the slide-valve spring should be regu- The triple-valve piston-packing ring and its cyUnder should be lubricated with either a light anti-friction oil or a suitable graphite grease, as follows : Apply a light coating to the packing ring and insert the piston and its valves in the body, leaving them in release position, then lubricate the piston cylinder and move the piston back and forth several times, after which remove the surplus from the outer edge of the cylin- der to avoid leaving sufficient lubricant to run on the slide valve or seat while the valve is being handled or stored ready for use. No lubrication to be applied to the emergency pis- ton, emergency valve or check valve. All triple valves, after being cleaned or repaired, must be tested, preferably on a rack conforming to the accom- panying drawing, and pass the test prescribed under the subject of "Triple Valve Tests" before being placed in service. jjcjar/z-Tjo" (x- coats /teaz/jtrp. , £. i' OfTtX/TOKr ■7 i ■s { ■3 { ■£ ( r i' • X i' TVjfrf-mrr, • r i' car iHir cocr ■ z.f ■ ■ ■ TTIOi li^jvcoc/rs :axmmmifsix(m£a. Auxjui/rt' /9Ksrfmf SMir/f/ir tmifts /irwrm/x V M/i//^ /ri.ssffm/1 rfwcr oflf/ms HKtr-^ Assmm ms/fM. mpu valv£ rar/fAc/c lated so that the contour of same is such as will bring the outer end % inch higher than the bore of the bush- ing when the outside end of the spring touches bushing when entering. Before assembling the parts after cleaning, the cast- ings and ports in the body of the triple valve should be thoroughly blown out with compressed air, and all parts of the triple, not elsewhere provided, known to be in good condition. Lubricate the seat and face of the slide valve and slide-valve graduating valve with high-grade very fine dry graphite, rubbing it onto the surface and the upper portion of the bushing where the slide-valve spring bears, so as to make as much as possible adhere to and fill up the pores of the brass, leaving a very thin coating of free graphite. The parts to be lubricated with graphite must be free from oil or grease. Rub in the graphite with a flat-pointed stick, over the end of which a piece of chamois skin has been glued. At completion of the rubbing operation, a few light blows on the side valve will leave the desired light coating of loose graphite. Should any of the triple-valve bushings require re- newing, such work should be done by the air-brake manufacturers. Triples in which packing rings are to be renewed, slide valve or graduating valves renewed or faced, if the lat- ter are of slide type, should be sent to a central point or general repair station for repairs. When applying the triple valve to the auxiliary reser- voir, the gasket should be placed on the triple valve, not the reservoir. br.m<:e cylinders. Cleaning, Lubricating and Inspecting. First, secure the piston rod firmly to the cylinder head, then, after removing the non-pressure head, piston rod, piston head and release spring, scrape off all deposits of gum and dirt with a putty knife or its equivalent, and thoroughly clean the removed parts and the interior of the cylinder with waste saturated with kerosene. Packing leathers must not be soaked in kerosene oil, as it destroys the oil filler placed in the leather by the manufacturers, opening the pores of the leather and caus- ing them to become hard. AIR CAR BUILDERS' DICTIONARY AIR Particular attention to be paid to cleaning the leak- age groove and the auxiliary tube. Triple valve must be removed when the auxiliary tube is being cleaned. The expanding ring when applied in the packing leath- er should be a true circle and fit the entire circumfer- ence, and have an opening of from 3-16 to ^ inch ; when removed from the cylinder the ring opening should be 1/4 to 1 9-16 inches, and with this opening, of course, will not be a true circle. A packing leather which is worn more on one side than the other should be replaced with a new one of uniform thickness, or turned so as to bring the thin side away from the bottom of the cylinder. The piston should be turned each time the cylinder is cleaned. In putting a packing leather on piston, it should be so placed as to bring the flesh side of the leather next to the cylinder walls. Follower studs to be firmly screwed into the piston heads, and nuts on same to be drawn up tight before replacing the piston. The inside of the cylinder and packing leather to be lightly coated with a suitable lubricant, using not more than 4 ounces nor less than 3 ounces per cylinder. Part of the lubricant should be placed on the expander ring and the adjacent side of the packing leather, thus permitting the air pressure to force the lubricant into the leather at each application of the brake. No sharp tools should be used in placing the packing leather in the cylinder. After the piston is entered, and before the cylinder head is replaced, the piston rod should be slightly rotated in all directions, about 3 inches from the center line of the cylinder, in order to be certain that the expanding ring is not out of place. In forcing the piston to its proper position in the cylin- der, the packing leather will skim from the inner walls of the cylinder any surplus lubricant that may have been applied. It has been found good practice to again ex- tract the piston and remove the surplus lubricant. All stencil marks to be scraped off or painted over with black paint. The place of cleaning, day, month and year to be stenciled with white paint, preferably on both sides of the cylinder or auxiliary reservoir, or if same is not readily visible, in a convenient location near the handle of the release rod. The bolts and nuts holding the cylinder and reservoir to their respective plates and the latter to the car, to be securely tightened. The brake cylinder to be tested for leakage after cleaning, preferably with an air gauge, which can be done by attaching the gauge to the exhaust port of the triple valve before connecting the retainer pipe, or where the latest type retainers are used the gauge can be connected to the exhaust port of the retaining valve. In either case, the gauge will indicate cylinder leakage on releas- ing the triple valve after making an application, and when attached to the retainer valve it will also test the retainer and retaining-valve pipe. Brake-cylinder leakage should not exceed five pounds per minute, from an initial pressure of fifty pounds. Each time the triple valve and the brake cylinder are cleaned, the brake pipe, brake-pipe strainer and branch pipe should be thoroughly blown out and the triple-valve strainer cleaned before recoupling the branch pipe to the triple valve. If a dirt collector is used, the plug should be removed, the accumulation blown out and the threaded portion of the plug coated with oil and graphite before replacing. All imion gaskets should be made of oil-tanned leather. The use of rubber in unions should not be permitted. Piston travel should be adjusted to not less than S>4 nor more than 7 inches. ADDITIONAL INSPECTION AND REPAIRS TO C.^RS. When the brake cylinder and triple valve are cleaned, the following additional work should be done to the car: Retaining valve cleaned by removing the cap, wiping or blowing out all dirt and seeing that the valve and its seat are in good condition, the retaining position ex- haust port open and that the valve proper is well secured to the car in a vertical position, pipe clamps applied where missing and tightened where loose, hose and angle cocks turned to their proper position. Pipe joints, air hose, release valves, angle and stop cocks should be tested by painting the parts with soapsuds while under an air pressure of not less than 70 pounds, preferably 80 pounds, and defective parts repaired or removed. See that there are no broken or missing brake shoes, brake beams or foundation brake gear, and if the car belongs to a foreign road, a repair card should be made out covering all work that has been done and attached to the car, as per M. C. B. Rules. The inspection and repairs which have been men- tioned should be made to all cars at least once in twelve months. TRIPLE-VALVE TESTS AND INSTRUCTIONS FOR OPERATING TRIPLE-VALVE TEST RACK. Mounting Triple Valves for Testing. With the triple-valve gasket applied to the face of the triple-valve flange, place the latter against the face of the stand in a vertical position and open cock "X," as shown on the piping diagram. Connect the brake pipe to the triple, then open cock "Z." Before attaching triple valves suitable for use with 8-inch brake cylinders, insert in the auxiliary reservoir end of the valve the friction-increaser extension piece, suitable for the valve under test. Two triple-valve stand face plates are required for each test rack to permit the testing of all types of freight triple valves. If it is found necessary to repeat any test which has necessitated a reduction of auxiliary reservoir pressure, valve "B" may be moved to position No. 2, which pro- vides a by-pass around the triple valve from the brake pipe to the auxiliary reservoir, thereby permitting a quick recharge. Test No. I. — Charging Test for Triple Valves. Commencing the tests with cocks 2, 3, 7 and 9 open, all other numbered cocks closed, valve "B" in position No. 3 (lap), valve "A" in position No. 1, auxiliary reser- voir empty and main reservoir pressure 80 pounds pres- sure, proceed as follows : Close cock No. 7 and open No. 1, and with 80 pounds pressure in the brake pipe note the time required to charge the auxihary reservoir to specified pressure, as given in the following table : (Note.— If, during this test or Test No. 2 (Leakage Test), any considerable leakage is discovered, the charg- ing test must be repeated.) With brake-pipe pressure maintained at 80 pounds, the triple valves should charge the auxiliary reservoir as follows : Charging An.riliary Reservoir. From to 30 Lbs. From to 70 Lbs. Seconds. Seconds. Westinghouse Triple Valve. S-inch non-quick service.... 10-inch non-quick service.... 8-inch quick service 10-inch quick service Min. Max. Min. Max. ^ 21 28 58 78 13 17 34 44 32 42 100 120 19 24 60 72 AIR CAR BUILDERS' DICTIONARY AIR New York Triple Valye. 18-inch non-quick service. 80-inch non-quick service. 1-inch quick service 0-inch quick service From to 30 Lbs. Seconds. Mi From to 70 Lbs. Seconds. Min. 61 46 100 65 Max. 82 61 120 These tests give practically the same results, and the time of charging from to 30 pounds is given simply to save time in making the test. Test No. 2. — Leakage Test. Commencing each of the sections of Test No. 2 with cocks 1, 2, 3 and 9 open, all other numbered cocks closed, valve "B" in position No. 3 (lap), valve "A" in position No. 1 and auxiliary reservoir charged to 80 pounds, pro- ceed as follows : Sec. "A," Test No. 2. — Westinghouse Triple Valves and New York Quick-service Triple Valves. Leakage at Exhaust in Emergency. Check Valve and Cylinder-cap Gasket Leakage. Operate the triple valve two or three times in quick action by closing and opening cock No. 1 ; finally leav- ing it closed. Coat the exhaust port of triple valve with soapsuds to ascertain if leakage exists past the slide valve or bushing to the exhaust with the piston and slide valve in emergency position. Close cocks 2 and 3 and note the rate of fall of pres- sure indicated by the brake-cylinder gauge hand, which is now connected only with the small volume between cocks 2 and 3 and the triple valve. A leakage greater than 5 pounds in 10 seconds indicates either excessive check-valve leakage or that the piston does not seal against the cylinder-cap gasket. At the completion of this test, open cocks 2 and 3 in the order given. Sec. "B," Test No. 2. — Leakage at Exhaust in Release Slide Valve of Emergency-valve Leaking. Open cock 1, and after the brake-cylinder pressure is exhausted close cock 3 and again coat the exhaust port with soapsuds to determine if there is any leakage from the auxiliary reservoir to the brake cylinder past the slide valve when the triple valve is in release position, or from the brake pipe to the brake cylinder past the emer- gency valve or its seat, when the differential on the emergency valve is high. Open cock 3, then paint the body of the triple valve with soapsuds to determine if leakage exists direct to the atmosphere through castings or gaskets. If leakage is discovered at the triple exhaust in release position, determine if it is from the auxiliary reservoir or brake pipe in the following manner: Move valve "A" to position No. 8 and open cock 7 until the brake pipe and auxiliary reservoir are empty; then with the valve "J" in position No. 3, place a soap bubble on the exhaust port and place valve "A" in posi- tion No. 2. If no leakage is found at the exhaust, ad- vance valve "J" by stages from position to position until a brake-pipe pressure of 10 pounds is obtained. Any leakage from the exhaust while the auxiliary reservoir is without pressure must be from the brake pipe, past the emergency valve. Therefore, if no exhaust leakage is found and leakage did exist while the auxiliary reservoir was charged, it indicates defective slide valve. At the completion of this test, close cock No. 7 and move valve "A" to position No. 1, recharging auxiliary reservoir. Sec. "C," Test No. 2. — Graduating-valve Leakage. Move valve "A" to position No. 7 until a brake-cylin- der pressure of from 20 to 30 pounds is obtained. Then return valve "A" to position No. 3 and close cock 3. If the brake-cylinder pressure then increases without leak- age at the exhaust port, it is proper to assume that the graduating valve is leaking, providing it has been deter- mined by the preceding tests that the emergency valve is tight. If leakage at the exhaust occurs during this test, which will be determined by placing a soap bubble on the exhaust, the leakage may be either from slide valve or graduating valve. The rate of rise of pressure on the brake-cylinder gauge, resulting from graduating-valve leakage, must not exceed 5 pounds in 20 seconds. This comparatively rapid rate of rise is permissible owing to the extremely small volume of the section of brake-cyl- inder pipe into which the leakage is occurring. At the completion of test, open cock 3 and move valve "A" to position No. 1. Sec. "A," Test No. 2. — Non-quick Service. New York Triple Valve Leakage at Exhaust in Emergency. Check-valve, Quick-action Valve and Cyl- inder-cap Gasket Leakage. Operate the triple valve two or three times in quick action by closing and opening cock 1, finally leaving it closed. Coat the exhaust port of triple valve with soapsuds to ascertain if leakage exists past the exhaust valve or bushing, with the piston and slide valve in emergency position. Close cocks 2 and 3. If the brake-cyUnder gauge now indicates leakage greater than S pounds in 10 seconds the leakage is excessive, and is usually due to imperfect seating of the check valve or quick-action valve, or to the main piston not making a tight joint on the main cylinder gasket. To locate the defect, place soap bubbles on the vent ports. No leakage at these points indicates that the leakage is past the main cylinder gas- ket. If leakage is found at the vent ports, open cocks 1; 2 and 3 and recharge the auxiliary reservoir to 80 pounds, then move valve "A" to position No. 7 until the brake-pipe pressure is reduced 10 pounds and return valve "A" to position No. 3. Close cock 2, and if the quick-action valve is leaking the brake will immediately release. If it does not, the leakage is past the check valve. At the completion of this test, if no leakage is found, open cocks 1, 2 and 3, and if leakage is discovered open cock 2 and move valve "A" to position No. 1. Sec. "B," Test No. 2. — Exhaust-valve Leakage in Release ; also Vent-valve and Quick-action Valve Leakage. Close cock 3 and coat the exhaust port with soapsuds to determine if there is any leakage from the auxiliary reservoir past the exhaust valve, or graduating valve or triples having this valve tandem with the exhaust valve, when the triple is in release position. If exhaust leakage is found, and the triple under test has tandem ex- haust and graduating valves, determine which valve is leaking by making graduating-valve leakage test. Sec. "C," Test No. 2. — Graduating-valve Leakage. Move valve "A" to position No. 7 until a brake-cylinder pressure of from 20 to 30 pounds is obtained. Tlien re- turn valve "A" to position No. 3 and close cock 3. If the brake-cylinder pressure then increases without leak- age at the exhaust port, it is proper to assume that the graduating valve is leaking. The rate of rise of pres- sure on the brake-cylinder gauge, resulting from graduat- ing-valve leakage, must not exceed S pounds in 20 sec- onds. This comparatively rapid rise is permissible ow- ing to the extremely small volume of the section of brake- cylinder pipe into which the leakage is occurring. If leakage at the exhaust occurs during this test, which will be determined by placing a soap bubble on the ex- haust, the leakage is by the exhaust valve instead of the graduating valve. AIR CAR BUILDERS' DICTIONARY AIR At the completion of the test open cock 3 and move valve "A" to position No. 1. Test No. 3.— Test of Type "K" Triple Valves for Retarded- release Feature; for Both Westinghouse and New York Triple Valves. Commencing the test with cocks 1, 2, 3 and 9 open, all other numbered cocks closed, auxiliary reservoir changed to 80 pounds, valve "B" in position No. 3 (lap), lever "D" in position No. 2 and valve "A" in position No. 3 (lap), proceed as follows: Move valve "A" to position No. 7 until brake-pipe pressure is reduced 20 pounds, then return it to position No. 3; place valve "J" in position No. 4; valve "B" in position No. 1 and valve "A" in position No. 2. This should move the triple-valve parts to normal (full re- lease) position. If the triple valve moves to retarded-release position, which is indicated by a contracted exhaust and slow re- lease of brake-cylinder pressure, it indicates a weak or broken retarded-release spring, or undue friction in the retarding device. Following this test, recharge the system to 80 pounds by moving valve "A" to position No. 1 and valve "B" to position No. 2. When the brake pipe and auxiliary reservoir are charged to 80 pounds move valve "A" to position No. 7 until brake-pipe pressure is reduced 20 pounds, then re- turn it to position No. 3. Place valve "J" in notch No. 8, lever "D" in notch No. 4, valve "B" in position No. 1 and valve "A" in position No. 2. Under these conditions the triple-valve piston and slide valve should be forced to retarded-release position. If this does not occur it indicates that the retarded-release spring is not standard, or the retarding devices have ex- cessive friction. Completing test, place valve "B" in po- sition 3 and valve "A" in position 1. Sec. "A," Test No. 4.— Application Test for Both West- inghouse and Neiv York Triple Valves. If for any reason it is desired to make this test fol- lowing an application and release produced by closing and opening cock 1, or the auxiliary reservoir has just been charged by opening cock 1, this test should be pre- ceded by an application and release with valve "A," for the purpose of insuring the slide valve being in its nor- mal position. Commencing the test with cocks 1, 2, 3 and 9 open, all other numbered cocks closed, valve "A" in position No. 1, valve "B" in position No. 2 and lever "D" in notch 3, then with the auxiliary reservoir charged to 80 pounds, proceed as follows : To test triple valves for 8-inch cylinder, place valve "B" in position No. 4 and valve "A" in position No. S. To test triple valves for 10-inch cylinder, place valve "B" in position No. 4 and valve "A" in position No. 6. In all of these tests the triple valve should move to application position without causing a discharge of air from the vent port of valve "B," A failure to apply under the conditions specified indi- cates either excessive friction, which will be shown by an exhaust from the vent port or valve "B" ; a leaky packing ring, which will be discovered later by the packing-ring leakage test; too large a feed groove in the cylinder, or a combination of two or more of these de- fects. Should the triple valve fail to apply and no ex- haust occur from valve "B," the indications are that the back flow of air from the auxiliary reservoir to the brake-pipe is too rapid to permit the required differential. At the completion of this test move valve "B" to posi- tion No. 3 and valve "A" to position No. 1. Sec. "B."— Quick-service Test (for Quick-service Triple Valves Only) for Both Westinghouse and New York Triple Valves. Commencing the test with cocks 1, 2, 3 and 9 open, all other numbered cocks closed, valve "A" in position No. 1, valve "B" in position No. 3 and auxiliary reser- voir charged to 80 pounds, proceed as follows : Close cock 9 and move valve "A" to position No. 7 for all 8-inch and 10-inch triple valves. The brake-cyl- inder pressure obtained should not be less than 5 pounds greater than that which will be obtained by subjecting to the same test triple valves which do not contain the quick-service features. At the completion of this test move valve "A" to posi- tion No. 1 and open cock 9. Test No. 5. — Packing-ring Leakage Test for Both West- inghouse and New York Triples. Release Test, Sec. 1. — Commencing with cocks 1, 2, 3 and 9 open, all other numbered cocks closed, valve "A" in position No. 1, valve "B" in position No. 3 and the auxiliary reservoir charged to 80 pounds, proceed as follows : Place the valve "A" in position No. 7 until the brake- pipe pressure is reduced IS pounds, then return to posi- tion No. 3 (lap). Place valve "J" 'n position No. 2, lever "D" in notch No. 1 and valve "B" in position No. 1 ; close cocks 2 and 3 and move valve "A" to position No. 2. If the discharge does not occur promptly from the vent port of valve "B," advance valve "J" from posi- tion to position until the discharge begins, then note the rate of increase of pressure on the auxiliary reservoir gauge, which must not exceed S pounds in 30 seconds. During this test there must be a steady exhaust of air from the vent port of valve "B" to insure the Droper differential being maintained on the triple-valve piston. If, in making this test, the triple valve for the 8-inch cylinder releases or indicates excessive ring leakage, make another test, beginning with moving handle "R" to the right after making the proper brake-pipe reduction and before starting to increase the brake-pipe pressure. Im- mediately after the test is completed, handle "R" should return to its normal left position. Should it occur that the friction of the triple valves for the 10-inch brake cylinder is so low as to continue to permit the triple to release, the reduction for the appli- cation may be changed from 15 to 10 pounds. When this is done, special attention should be given to determine if the graduating valve is right, as it must be, to permit an accurate test. At the completion of this test place valve "B" in posi- tion No. 3, open cocks 2 and 3 and place valve "A" in position No. 1. Test No. 6, Sec. 2. — Friction Test. Release Test for Both Westinghouse and New York Valves. Commencing the test with cocks 1, 2, 3 and 9 open and all other numbered cocks closed, valve "A" in posi- tion No. 1, valve "B" in position No. 3, auxiliary reser- voir charged to 80 pounds. Place lever "D" in notch 3 for all triple valves under- going the test ; proceed as follows : Place valve "A" in position No. 7 until the brake-pipe pressure is reduced 10 pounds, then return it to position No. 3. Place valve "J" in position No. 1, valve "B" in position No. 1, and move valve "A" to position No. 2. Under these conditions the triple valve should release. A failure to release should be accompanied by a discharge at the vent port of valve "B," which indicates that the frictional resistance to the movement of the packing ring and slide valve is excessive. AIR CAR BUILDERS' DICTIONARY AIR If the triple valve does not release and valve "B" fails to open its exhaust, leakage is occurring from the brake pipe, which will necessitate advancing valve "J" from position to position, remaining in each position 30 sec- onds, until the triple valve releases or the exhaust in valve "B" opens. At the completion of the test place valve "B" in posi- tion No. 3 and valve "A" in position No. 1. Test No. 7, Sec. "A." — Service-port Capacity Test for Westinghouse Triple Valves and Quick-service New York Triple Valves. Commencing with cocks 1, 2, 3, 4 and 9 open, valve "A" in position No. 1, valve "B" in position No. 3, place valve "C" in position required for the triple valve under test, as indicated: Notch No. 1. — For 8-inch triple valves. Notch No. 2, — For 10-inch triple valves. During this test the brake-pipe pressure should not drop, except that in the case of the quick-service triple valves there will, of necessity, be a slight drop, which must not exceed 2 pounds. Place valve "B" in position No. 2 and move valve "A" to position No. 3, open cock 7 until brake-pipe and auxili- ary-reservoir pressures are reduced to SO pounds, then close cock 7. Move valve "B" to position No. 3 and open combination cock 6 and quick-opening valve, leaving it open 3 seconds. This test should not produce quick Test No. 7, Sec. "A." — Service-port Capacity Test for New York Non-quick Service Triple Valves. Commencing with cocks 1, 2, 3, 4 and 9 open, valve "A" in position No. 1, valve "B" in position No. 3, place valve "C" in position required for the triple valve under test, as indicated. Notch No. 1. — For 8-inch triple valves. Notch No. 2. — For 10-inch triple valves. Place valve "B" in position No. 2 and move valve "A" to position No. 3. Open cock 7 until brake pipe and auxiliary reservoir pressure are reduced to 50 pounds, then move valve "B" to position No. 3 and open cock 6 quickly. Note, — During this test the triple valve should move to service position, the brake-pipe pressure mbst not drop and there must be no discharge of air from the vent ports. Should the triple valve move to emergency position, it indicates a restriction in the service ports or a weak vent- valve spring. Sec. E. — Duplicate the test specified under Sec. A, placing the wheel of valve "C" in the position as indi- cated for the triple valve under test. Notch No. 3. — For 8-inch triple valves. Notch No. S.— For 10-inch triple valves. This should result in the triple valve moving to emer- gency position, causing a strong blast of air from the vent ports and a brake-pipe reduction of at least 3 pounds. Failure to do so indicates a too loose fit of the vent-valve piston packing. B 8 ^ ^ ® P P ' "DTfTCTI VI "a I FBk AKZ. ' i 3'''5Sr f^ CAR No. INITIALS DATE-.. ^ CARD AfPLIB) AT. TRAIN Nol._., •=3 ...• ' BY. REPAIRED AT Br. DATE. GOING.. .CONDUCTOR 19.... .INSPECTOR il i So I 13 ! s! SI DETECTS A-simtnn. F-MOJioftR pipr l-jmiemck B-BKtkEwuiieT/vnr 6-BiUKcmiiiDn «-iirr«iiiEii\«iv(nre C-BltAKEWIUIOTIIHIASC H- UAKC KAKS Off N-liaCiUCIIUyt o-TmmiuKiATnwsr j-mirirircoiuin E-UntSIUBlfteKK«IION K-BUKEIUHIU mfma NOTE:-niiai(iuiim mia »i»AtiniiMMBnQnrnMtEiKiiTiitnN«n JEM rin msurr.H.p. nr... IF CM CM « rucEO inna «ii buk mis, tie nu: uiio mm inim run mm aanKmmsvLH. IF UR mS! Ntr BE PIACCD BEmCEN AIR BRARE CAR}. TIE A URB IB THE BRAKE PIPE lEAA THE AWIE COCK AT EACH EHD OF CAR. FDitWAn TNIi CARD TO SVP'T MOTIVE POWER A{ ICON AS BRAKES HAVE BEEN RCPAIRfO. 3r3i I — I r "**• 1 Op 1 action. If it does, it indicates a restriction in the service port, or a weak or graduating spring. Sec. B. — DupHcate the tests specified under Sec. A, placing the wheel of valve "C" in the position as indicated. Notch No. 3. — For 8-inch triple valves. Notch No. 5. — For 10-inch triple valves, excepting Westinghouse non-quick service, with which use notch 7. This should result in the triple valve moving to emer- gency position. Failure to do so indicates too close a fit of the emergency piston. At the completion of the test close cock 4 and combi- nation cock 6 and quick-opening valve, move valve "A" to position No. 1. Air Brake Cut-Out and Defect Card (M. C. B. Recom- mended Practice). See Air Brake Defect Card. Air Brake Defect Card (M. C. B. Standard). In 1894 a Recommended Practice was adopted to use an air-brake repair card to report to division terminals such defects as are found by trainmen which re- quire brake to be cut out. This was revised in 1898, and is now, as shown in the illustration, to be attached as near to the car number as possible. In 1902 this was made a Standard of the Associa- tion. In 1903 letters were substituted for figures to in- dicate the various defects. AIR CAR BUILDERS' DICTIONARY AIR In 1911 a revised defective air brake card was adopted and the use of the card defined as follows: If car can be placed between air brake cars, wire this card near triple valve where it can be readily seen. If car must not be placed between air brake cars, wire card to brake-pipe near angle cock at each end of car. The color of defective air brake card to be red. The size of defective air brake card to be 3}i by 9 inches, including the stub, which is 3^ by 2^4 inches. Card to be fitted with eyelet, as shown, and each card supplied with suitable wire for attaching to car. Air Brake Hose. Laminated rubber and canvas tubing which is attached to a nipple that screws in the angle cock at the end of the brake pipe. The other end of the hose is fitted with a coupling which engages with a similar coupling on the adjoining car and thus forms a flexible connection between the brake pipes of the two cars through which the compressed air for operating the brakes is conducted. See Armored Brake Hose. Air Brake Hose Clamp. See Hose Clamp. Air Brake Hose Coupling. Figs. 1306-1311, 1344. A contrivance for coupling or connecting the ends of a pair of brake hose together, so that the air by which the brakes are operated can pass from one vehicle in a train to another. The couplings for train air signal apparatus are similar to brake hose couplings, but are arranged so that . they will' not couple to the latter. Air Brake Hose Coupling Case. A hollow casting which joins the main part of a coupling to which the hose is attached. Air Brake Hose Coupling and Ring (M. C. B. Stand- ard). Fig. 2704. In 1911 standard dimensions and contour for air brake hose couplings and packing rings were adopted. Air Brake Hose Label (M. C. B. Standard). Fig. 2704. In 1902 the label for hose, as shown, was made a standard. Revised in 1903, 1911 and 1912. The specification for its use is as follows : Each length of hose must have vulcanized to it •a standard air brake hose label of white or red rubber as shown. The following information must be branded on the label: On the top of the badge the initials or name of road or purchaser and the size, l3/s inches; on the bottom the name of manu- facturer ; on the left-hand end the month and year of manufacture; on the right-hand end the serial number and 2 inches removed therefrom a separate badge consisting of a band 1 inch wide encircling the hose and bearing in triplicate the letters "M. C. B. Std."; in the center field the letters "A" and "R" and the numerals for the month to show the date of application and re- moval. These letters must be clear and distinct, not less than }i inch in height, excepting name of manufacturer, which must not be less than ]4, inch in height and stand in relief not less than 1/32 inch. Letters and figures covering the application and removal of the hose must be so applied that they can be removed by cutting without endangering the cover. Dimensions of label to be 3 9/16 by 2]^ inches, as shown on the ilkistration, also a band 1 inch wide encircling the hose 2 inches to the right. Exten- sions may be made on right-hand end. Air Brake Hose Label, Location of (M. C. B. Recom- mended Practice). In 1911 a recommended prac- tice that air-brake hose should be so mounted that the label will show toward the side of car in such a position that the car inspector can readily read it. In 1912 the drawing showing position of air brake hose label on mounted hose was altered to cor- respond with the new design of hose label. See Fig 2764. Air Brake Hose Nipple. Figs. 1307, 1341. A short metal tube fitting into the end of the brake hose and fastened by a suitable clamp and screws. One end is threaded and screws into the angle cock. Air Brake Hose Specifications (M. C. B. Standard). In 1901 specifications and tests for air brake hose were adopted as Recommended Practice. Advanced to Standard in 1903. Revised 1905. In 1911 detailed specifications of label were placed under the heading "Label for Air Brake Hose." 1. All air brake hose must be soft and pliable, and not less than two-ply nor more than four-ply. They must be made of rubber and cotton fabric, each of the best of its kind made for the purpose. No rubber sub- stitutes or short-fiber cotton to be used. 2. The tube must be hand-niade, composed of three calendars of rubber. It must be free from holes and imperfections, and in joining must be so firmly united to the cotton fabric that it can not be separated with- out breaking or splitting the tube. The tube must be of such composition and so cured as to successfully meet the requirements of the stretching test given below; the tube to be not less than 3/32 inch thick at any point. 3. The canvas or woven fabric used as wrapping for the: hose to be made of long-fiber cotton, loosely woven, and to be from 38 to 40 inches wide, and to weigh not less than 20 and 22 ounces per yard, respectively. The wrapping must be frictioned on both sides, and must have, in addition, a distinct coating or layer of gum betwieen each ply of wrapping. The canvas wrapping must be applied on the bias. Woven or braided cover- ing should be so loose in texture that the rubber on either side will be firmly united. 4. The cover must be of the same quality of gum as the tube, and must not be less than 1/16 inch thick. 5. Hose is to be furnished in 22-inch lengths. Varia- tions exceeding J4 iri'^h in length will not be permitted. Rubber caps not less than 1/16 inch nor more than }i inch must be vulcanized on each end. 6. The inside diameter of hose must not be less than IH inches nor more than 1 7/16 inches, nor must the outside diameter exceed 2% inches. Hose must be smooth and regular in size throughout its entire length, except at a point 2^4 inches from either end, where the inside calendar of rubber may be increased 1/16 inch for the distance of ^ inch toward either end and then tapering to the regular diameter. 7. Each length of hose must have vulcanized on it the label for air brake hose of white or red rubber, as shown under the specifications for "Label for Air Brake Hose." Each lot of two hundred or less must bear the manufacturer's serial number, commercing at one on the first of the year and continuing consecutively until the end of the year. For each lot of two hundred, one extra hose must be furnished free of cost. 8. Test hose will be subject to the following tests : AIR CAR BUILDERS' DICTIONARY AIR BURSTING TEST. The hose selected for test will have a section five (5) inches long cut from one end and the remaining seven- teen (17) inches will then be subjected to a hydraulic pressure of 100 pounds per square inch, under which pressure it must not expand more than j^ inch nor develop any small leaks or defects. The section will then be subjected to a hydraulic pressure of 400 pounds per square inch for ten minutes, without bursting. FRICTION TEST. A section one (1) inch long will be taken from the five (5) inch piece previously cut off, and the quality determined by suspending a 20-pound weight to the separated end, the force being applied radiallj', and the time of unwinding must not exceed eight (8) inches in ten minutes. STRETCHING TEST. Another section one (1) inch long will be cut from the balance of the five (5) inch piece, and the rubber tube or lining will be separated from the ply and cut at the lap. Marks two inches apart will be placed on this section, and then the section will be quickly stretched until the marks are eight (8) inches apart and immediately released. The section will then be remarked as at first and stretched to eight (8) inches and will remain so stretched ten (10) minutes. It will then be released, and ten (10) minutes later the dis- tance between the marks last applied will be measured. In no case must the test piece break or show a perma- nent elongation of more than % inch between the marks last applied. Small strips taken from the cover or friction will be subjected to the same tests. 9. If the test hose fails to meet the required tests, the lot from which it was taken may be rejected with- out further examination and returned to the manufac- turer, who shall pay the freight charges in both direc- tions. If the test hose is satisfactory the entire lot will be examined, and those complying with the speci- fications will be accepted. SPECIFICATIONS AND TESTS FOR WOVEN AND COMBINATION WOVEN AND WRAPPED AIR BRAKE HOSE. In 1907 the following specifications were adopted for Woven and Combination Woven and Wrapped Air Brake Hose, as Recommended Practice. In 1908 they were advanced to Standard. In 1911 detailed specifica- tions for label were placed under the heading "Label for Air Brake Hose." All air-brake hose under this specification is to con- sist of not less than three plies of woven, braided or knitted fabric, or of two or more plies of canvas wrapping surrounded by at least one ply of woven, knitted or braided fabric. The hose should be flexible without kinking easily. The rubber, fabric or duck should be the best of its kind made for the purpose, and no rubber substitute or short fiber fabric will be allowed. The inner tubes should be composed of three calendars of rubber and not less than 3/32 inch thick at any point. Should a machine-made tube be used, it must not be less than % inch thick at any point. It must be free from holes and imperfections, and in join- ing it must be so firmly united to the cotton fabric that it can not be separated without breaking or splitting the tube. Each ply of the hose should be separated by a distinct layer of rubber, and over this is to be a cover 1/16 inch thick, and at each end a 1/16 inch cap should be vulcanized on, the cover and the cap to be of the same material as the inner tube. The hose is to be furnished in 22-inch lengths, and variations exceeding 3-4 inch from this length will not be permitted. The rubber caps at each end are not to be less than 1/16 inch nor more than % inch thick. The inside diameter of the hose must not be less than IJ'g inches nor more than 1 7/16 inches, nor must the out- side diameter be less than 2 1/32 inches nor greater than 2 3/32 inches. The hose must be smooth and regular in size throughout its entire length. Each length of hose must have vulcanized on it the label for air-brake hose of white or red rubber, as shown under the specifications entitled "Label for Air Brake Hose." Each lot of 200 or less must bear the manufacturer's serial number, commencing at "1" on the first of the year and continuing consecutively until the end of the year, and the serial number should not be duplicated, even though the hose bearing the original numbers be rejected. For each lot of 200, one extra hose must be furnished free of cost. TESTS TO WHICH SAMPLES WILL BE SUBJECTED. Bursting Test. — All hose selected for test will have a section S inches long cut from one end and the re- maining 17 inches will then be subjected to a hydraulic bursting pressure of 400 pounds per square inch fof^jten., minutes, which it must stand without failure. At a, , pressure of 100 pounds per square inch it must not ex- pand more than j4 inch in diameter or change in length more than % inch, nor develop any small leaks or defects. Friction Test. — A section 1 inch long will be taken from the S-inch piece previously cut off, and the quality determined by suspending a 20-pound weight to the separated end, the force being applied radially, and the time of unwinding must not exceed 8 inches in ten minutes. Stretching Test. — Another section 1 inch long will be cut from the balance of the S-inch piece and the inner tube or lining will be separated from the ply and cut at the lap. Marks two inches apart will be placed on this section, and then the section will be quickly stretched until the marks are 8 inches apart and im- mediately released. The section will then be remarked as at first and stretched to 8 inches and will remain so stretched ten minutes. It will then be released and ten minutes later the distance between the marks last applied will be measured. In no case must the test piece break or show a permanent elongation of more than % inch between the marks last applied. One-inch strips will also be taken from the cover and will be subjected to the same test. Tensile Test. — Another section 1 inch long will be cut from the remainder of the S-inch piece and the rubber tube or lining will be separated from the ply and cut at the lap. It will then be reduced in the middle for a distance of 2 inches by J^ inch wide parallel. The parallel section shall be spread to the full width of 1 inch at the end by curves of Yi inch radius. This speci- men shall be stretched uniformly by gripping the enlarged ends, and in no case should the tensile strength per square inch be less than 400 pounds, nor the elongation at the time of failure less than 8 inches, measured by marks placed originally 2 inches apart before breaking. If the test hose fails to meet the required tests the lot from which it was taken may be rejected without further examination and returned to the manufacturer, who shall pay the freight charge in both directions. If the test hose is satisfactory the entire lot will be AIR CAR BUILDERS' DICTIONARY ALC examined and those complying with the specifications will be accepted. Air Brake Inspection. See Air Brake, Cleaning and Testing. Air Brake Instruction Car. Figs. 214, 215 and 252. A car, usually a passenger equipment car, in which is mounted the apparatus necessary to illustrate and explain the construction and operation of the air brake. It is used for the instruction of railroad employees and is stationed at different points along the line for a week or two at a time. Regu- lar classes are conducted and lectures given by the instructor in charge, who is usually provided with living quarters in the car. See Car, M. C. B., Class I. Air Brakes for Street Cars. See Traction Air Brake. Air Brake, Testing. See Air Brake, Cleaning and Testing. Air Compressor. Figs. 1321-2; 1370-1. A motor driven air pump which supplies compressed air for oper- ating the air brakes on electrically operated cars. Air Compressor Cylinder (Motor Compressor). Fig. 1321. A hollow cast iron cylinder with a piston, which piston compresses the air required to oper- ate the brakes. The pistons in the air cylinders are connected with connecting rods to a crank shaft geared to a small motor. Air Compressor Cylinder Head (Motor Compressor). The cover for the lower end of the air cylinder of a motor driven air pump for an air brake. Air Compressor Governor. Figs. 1330-32; 1335, 1368-9. An adjunct to the electrically driven air com- pressor, designed to open or close automatically the motor circuit when the air pressure in the reservoir exceeds or falls below certain predeter- mined limits; these limits are usually 95 and 80 pounds for automatic brake service and 65 and 50 pounds for straight-air brake equipments. Air Compressor Governor Synchronizing System. Figs. 1318-1319. An arrangement for insuring an equal division of work of furnishing compressed air for braking and other purposes among all the motor-driven air com- pressors in a train. The current supply to the motor of the motor-driven air compressor is controlled by a compressor switch operated by air pressure, as in the ordinary form of compressor governors, except that the cutting-in and cutting-out of this switch is con- trolled by the operation of a magnet valve. In addi- tion, a master governor is used on each motor car or locomotive, similar in all respects to a compressor governor except that instead of controlling the current supplied to the motors of the motor-driven air com- pressors, it acts simply as a pilot or master switch to control the current to the magnets which operate the compressor switches. The magnets of the compressor switches are connected in parallel between the trolley (or positive battery terminal) and the synchronizing wire which runs the entire length of the train. The cutting-in of any master governor connects the syn- chronizing wire to ground (or negative battery ter- minal) and thereby operates all the compressor switch magnets. With all the compressors cut out and the pressures in the main reservoir line equalized, as soon as this pressure is decreased to a point at which any one of the master governor controlling mechanisms operates, the closing of this master governor switch supplies current to the magnets of each compressor switch in the train, causing them to operate so as to cut-in these switches and start all the compressors simultaneously. Whether one or more of the master governors cut-in at the same time is immaterial since the compressor will continue to operate and raise the pressure in the main reservoirs on each vehicle and in the main reservoir line throughout the train, until the controlHng portion of the last master governor remaining cut-in operates to open the circuit to the compressor switch magnets, which causes all the compressor switches to cut out and stop the operation of all the compressors simultaneously. In this manner, all the compressors operate the same length of time, thus avoiding a condi- tion in which some compressors are overworked while others are not working up to their full capacity. Air Compressor Switch. See Electro-Pneumatic Com- pressor Switch. Air Connections. See Steam and Air Connections for Passenger Equipment Cars. Air Gage (Air Brake). Fig. 1338. A gage to register the pressure of air in the reservoirs, brake pipe or brake cylinders, similar to an ordinary steam pres- sure gage. They are made either with a single pointer, or with two pointers, to indicate on one dial both the reservoir pressure and the brake pipe pressure. The latter type is called a duplex gage. Air Gaps (Generators). The clearance between the body or iron core of the rotating armature and the stationary field poles or pieces of a generator. Small air gaps are beneficial in that they permit of smaller, lighter, slower speed and cheaper ma- chines than is the case with large air gaps. On the other hand, the bearings of machines with small air gaps require closer attention and more frequent renewals and are more apt to give trouble at the commutators and brushes than machines with large air gaps. Air Inlet. An opening for the admission of air to an air compressor or to a refrigerator car. The term includes both the air strainer and air pipe. Air Pipe (Air Brake.) More properly brake pipe. Often called train pipe. Air Pipe Strainer. See Brake Pipe Air Strainer. Air Pump. See Air Compressor. Air Pump Governor. See Air Compressor Governor. Air Signal. See Back-Up Air Signal, Train Air Signal. Air Signal Reducing Valve. See Reducing Valve. Air Space (Refrigerator Cars). C, Figs. 374-75. A space left between the linings to aid in insulation. It is sometimes called dead air space in distinction from the ventilating passages, as the air in it is confined or dead and is not being constantly changed. Unless air is confined so that it does not continually change it is a poor insulator. Air Strainer. See Brake Pipe Air Strainer. Air Valve (Steam Heating). A small outlet valve which will pass air but not water, applied to the ends of storage heaters to allow the air to escape when the steam or hot water is turned on. Aisle. The longitudinal passageway through a passen- ger car, between the seats. Aisle Seat End. The end or arm of a transverse car seat next the aisle. See also Wall Seat End. Alcohol Burner. Fig. 849. Used for heating refrigera- tor or produce cars when transporting perishable products during cold weather. 10 ALC CAR BUILDERS' DICTIONARY ARG Alcohol Stove. See Stove. Alcove. A recess. See Water Alcove. Alcove Faucet. A faucet in a water alcove connected with a water cooler to supply drinking water. Alcove Lamp. A lamp placed in a recess in the side of a car. Also called Panel Lamp, as it is usually covered by a panel. Alley Apartment. Fig. 256. A compartment in a passenger equipment car, reserved for mail, and serving the same purpose as a postal car on runs where an entire car is not required for mail. It occupies only a part of the width of the car and has an alley or passageway at one side. Alleyway. More properly a corridor. A narrow pas- sage at the side of staterooms or compartments in parlor or sleeping cars. American Continuous Draft and Buffing Apparatus. An apparatus by which the drawbars at both ends of the car are connected by two rods with loops at the ends, that hook over the ends of a bar or key passing through the shank of each drawbar. Each car is in this manner pushed from the rear end and all the pull is transmitted through the train by the draft rods. It has two buffer springs and two follower plates at each end of the car. Not now used in new construction. Ammeter. An instrument for measuring electric cur- rent in amperes. Ampere. The unit of electric current. Angle Cock (Air Brakes). Figs. 1301, 1341, 13SS-6. A cock placed in the brake pipe under each end of the car just back of the hose connection. This must always be open except at the rear end of the last car, where it must always be closed to prevent escape of air from the brake line and setting of the brakes. Angle Cock Holder. Figs. 1393, 1399, 1400. A clamp or bracket for securing the angle cock at the end of a car. Angle Iron or Angle. A general term applied by makers to iron or steel rolled in the form of an L. Angle Manifold (Car Heating). See Fig. 2086 for typical example. Angle Valve. See Fig. 2039 for a special type used in car heating. Anti-Friction Car Door Hanger. See Door Hanger. Anti-Friction Center Plate. Devised to reduce the friction between the body and truck in curving. See Roller Center Plate and Ball Bearing Center Plate. Anti-Friction Side Bearing. Devised to reduce the friction between body and truck in curving. See Roller Side Bearings, Ball Bearing Side Bearings, Gravity Side Bearings and Rocker Side Bearing. Anti-Slip Surface. See Safety Tread. Anti-Telescoping Device. Fig. 526. A type of end framing in which the end sill is greatly strength- ened by an end sill stiffening plate, an end sill stiffening angle bar, corner angle posts, and end plate strengthening angles or knee irons. Its ob- ject is to prevent one car from entering or tele- scoping another in a collision. An anti-telescop- ing plate is intended for the same purpose. A device in use for this purpose on the New York subways has a corrugated face, into which the corresponding corrugations on the next car are forced. Anti-Telescoping Plate. Fig, 526. See Anii-Telescop- iNG Device. Anvil (of Track Torpedoes). Interior pieces of iron placed directly over the fulminating powder to in- sure its ignition. Some track torpedoes have three anvils. Arbor. "A spindle or axle for a wheel or pinion; a mandrel on which a ring or wheel is turned in a lathe."— Knight. Arch (Elliptic Spring). The height from the center of the scrolls at the ends of the elliptics to the under side of the main leaf of the spring. Twice the arch of an elliptic spring, less the thickness of the spring bands, is the set and is the maximum amount which an elliptic spring can be compressed. In a half elliptic spring the arch and set differ only in the thickness of the spring band. Arch Bars. 14 and IS, Fig. 945; Fig. 1086. The wrought iron or steel bars which form the top and bottom members of a diamond arch bar truck side frame. They are attached to the bolster guides or truck columns by column bolts and to the journal boxes by the journal box bolts. See also Center Bearing Arch Bar. Arch Bars, Column and Journal Box Bolts (M. C. B, Standard). Fig. 2703. 80,000-PouND Capacity Cars. — In 1897 a committee on this subject reported designs which were subse- quently adopted by letter ballot as Recommended Practice. In 1901 these were, by letter ballot, changed from Recommended Practice to Standard. Modified 1907. In 1907 the following changes were made : The journal bearing centers spaced to S feet 6 inches, the additional four inches being added to the total length. The spacing of bends increased to 20-inch centers, and the horizontal distance between bends increased to 17j^ inches. The turned up lip on the ends of the tie bar was eliminated, the total length of tie bar remaining the same as arch bar, as follows : 78 inches over all. The addition to the drawing of the following note : A single nut with nut-lock or cotter may be used instead of double nuts. Modified 1909. 100,000-Pound Capacity Cars.— In 1909 a design for arch bars, column and journal-box bolts for 100,(XX)- pound capacity cars was adopted as standard. Arch Plate (Wide Vestibule). 46 and 91, Figs. 552-555. Arch Plate Band (Wide Vestibule). 49, Figs. 552-555. Arch Rail (British). See End Arch Rail. Arched Roof. Figs. 896, 908. A roof, the surface of which is curved, and which has no upper deck or clear story. It is sometimes used for passenger cars. See Turtle Back Roof. Argand Lamp. A lamp invented by Argand, a native of Geneva, about the year 1784. The burner con- sists of two concentric cylindrical tubes in which is the annular wick. The tube inclosing the wick is closed at the bottom and communicates by a pipe with the oil reservoir. The interior tube be- ing open, free access of air is allowed to the in- terior and exterior of the flame, insuring more perfect and equal combustion. Some gas lamps are constructed on this principle. 11 ARM CAR BUILDERS' DICTIONARY AUT Arm Cap. A metal plate, wooden cap, or piece of up- holstery with which the top of a seat end, arm rest or chair arm is covered. Arm Holder (British). See Arm Sling. Arm Pivot. See Se.vt Arm Pivot. Arm Rest. A wooden or metal bar or ledge attached to the side of a car, and not, like an ann cap, to the top of a seat end, for passengers to rest their arms on. Arm Rest Bracket. See Arm Rest. A bracket support- ing the arm rest. Armature. Fig, 2313. The rotating part of a motor or dj'namo. It consists of a laminated iron cylinder or core kej^ed to a shaft, and iii the slots of which are wound the armature coils of insulated copper wire or ribbon. At one end of the core on the shaft is mounted the commutator, a copper cylin- der composed of insulated segments, which are connected to corresponding armature coils. Armature Spider (Electric Motor). Fig. 2S34. A skeleton center fastened to the armature shaft and surrounded by the laminated iron core in which the armature coils are imbedded. Armored Brake Hose. Fig. 1390. Brake hose covered with a woven wire fabric, steel, or other material, to protect it from injury or abrasion. Vacuum brake hose, for vacuum brakes, is usually lined with coiled wires on the inside to prevent collaps- ing, but such is not properly termed an armored brake hose. The M. C. B. standard brake hose is not armored. Asbestos Felt. A preparation of asbestos in loose sheets similar to felt, for use as a non-conductor. It is largely used in refrigerator cars and is manu- factured for that purpose in rolls about 42 in. wide, and weighs about 1 lb. per square yard. It must be handled with care to prevent tearing. Asbestos Protected Metal. A material for use as roof- ing, side walls, partitions and ceilings in buildings; also for inside bo.x car roofs, passenger car and locomotive cab roofs, head linings and interior finish for passenger cars. . ■ Ash Receiver. Figs. 1880-1. Asphalt Car Roofing. A saturated and coated felt ap- plied in sheets. Atmospheric Brake. See Air Brake, Vacuum Brake. This term, but little used, includes both the air brake and the vacuum brake. Automatic Air Brake. An air brake system with which the brake will be applied automatically in case of an accident which permits air to escape from the system. To accomplish this there is added to each vehicle equipped with the Straight Air Brake (1) a reservoir called an au.xiliary reservoir, in which a supply of compressed air is stored sufficient to operate the brake on that vehicle ; (2) a device called a triple valve to which the brake pipe, auxiliary reservoir and brake cylinder are all connected. The brake is applied by reducing the pressure in the brake pipe below that in the auxiliary reservoirs. Such a reduction is caused by an opening made from the brake pipe, or its con- nections, to the atmosphere, and may be intentional, as when the engineer opens the brake pipe to the at- mosphere through the brake valve, or accidental, as in case of a burst hose or broken pipe. The reduction in brake pipe pressure thus made destroys the equality, of brake pipe and auxiliary reservoir pressures, which existed when the brake system was fully charged, and the auxiliary reservoir pressure, which is then higher than that in the brake pipe, causes the triple valve on each car to operate so as to apply the brakes by ad- mitting compressed air from the auxiliary reservoir to the brake cylinder, where it exerts its pressure on a piston, pushing it outward and thus applying the brakes. The brake is released by admitting compressed air from the main reservoir on the locomotive through the brake valve into the brake pipe, thus increasing its pressure above that remaining in the auxiliary reser- voir. This causes the triple valve parts to return to their original positions, again opening communication from the brake pipe to the auxiliary reservoir to re- charge the latter and making a connection through which the compressed air in the brake cylinder escapes to the atmosphere, thus permitting the release spring in the brake cylinder to return the piston to its former position, thereby releasing the brakes. Automatic Car Coupler (M. C. B. Standard). Fig. 2713. A form adopted as standard in 1887. Fur- ther details adopted in 1889 and 1893. Action of the Association in 1889 permits the use of a coupler 28 inches long instead of 30 inches, for use only on cars already in service and requiring such length coupler. In 1909 a note was added that "The dimensions from the back of butt to inside face of knuckle be 30j4 inches." Automatic Car Coupler (M. C. B. Recommended Practice). Area of Lock-Bearing Surface on Tail of Coupler Knuckle. In 1910 a recommended prac- tice was adopted that the minimum effective area of lock-bearing surface on knuckle tail shall not be less than 4 square inches. Area of Bearing Surface of Lock on Coupler Wall. In 1910 a recommended practice was adopted that the effective area of bearing surface between the lock block and coupler wall shall be equal to or greater than the effective area of lock-block bear- ing on knuckle tail. Automatic Car Coupler (Miscellaneous M. C. B. Stand- ards). Figs. 2711, 2713. Side Clearance. — In 1889 the Association decided that the opening in carrier iron, where coupler enters, should be 554 inches vertically and Syi' inches horizontally. Drawing revised in 1896. The revision made in 1896 consisted in the elimina- tion of the carrier iron from the drawing. In 1899 the play of the shank of the .coupler in the carry arm was changed to not less than 14 inch on each side. In 1905 the total coupler side clearance was increased to 21/2 inches. In 1907 was modified to read : "That the total side clearance of the coupler be not less than 2>4 inches," and adopted as standard. In 1909 was modified to read: "Total side clearance of coupler to be lyi inches." Coupler Yokes. — In 1905 coupler yokes were adopted as Recommended Practice. In 1907 the opening between the gibs of the yoke for 9^-inch butt coupler was made 6^4 inches instead of 73^ inches, in order to increase the bearing of the present yoke on the coupler butt. 12 AUT CAR BUILDERS' DICTIONARY AUT In 1909 a J^-inch radius was added to the inside of yolce lip. Advanced to Standard 1911. Yoke Rivets. — In 1905 tlie use of lJ;J-incli rivets for attacliing yolces to coupler butts was adopted as Rec- ommended Practice. Advanced to Standard in 1908. In 1908 the diameter of rivet holes in coupler butts was changed from 1 3-16 inches to 1 5-16 inches. Lock Set. — In 1903 a recommendation was made that for new equipment purchased after January 1, 1904, only such couplers as have a lock set on or within the head and which do not depend upon the uncoupling lever to hold up the lock should be specified. By letter ballot this was adopted as a standard. Coupler Sh.ank. — In 1901 a design of shank 5 by 7 inches back of the head was adopted as standard. In 1905 an additional dimension "Not less than 2054 inches'' was added to plan view of 5 by 7 inch coupler to definitely locate the point at which shank shall measure 7 inches. Also the note, "Tail end for Con- tinuous Draft," under the drawing of slotted-tail coupler, was omitted as being unsuited for present approved practice. In 1907 a note was added to the effect that there should be no projections on the bottom of the shank from the line of the horn back for 12 inches, to provide for proper movement of shank on carrier iron. In 1911 the clear surface without projection on bot- tom of coupler shank was increased lA inch forward toward head of coupler. Coupler Butt. — In 1905 a butt 5 by 5j^ by 9)4, inches for friction draft gear was adopted as recommended practice. Advanced to standard in 1907. In 1907 the back wall of butt was changed to 54 inch thick, owing to the fact that the tail pin had fallen into disuse. The width of butt was changed to 5 inches on both sizes of coupler shanks to properly provide for secur- ing yokes. A dimension of not less than 1^ inches was shown for the yoke gib shoulder of the 9>^-inch butt to pro- vide for the increased length of gib. In 1909 a radius of 3-16 inch on the yoke gib shoulder of- coupler butt was adopted. Key Slot. — In 1910 the key-slot dimensions in the coupler butt were modified, making it available for use on all standard sizes of coupler butts. In 1910 a recommendation was adopted that coupler manufacturers use a key 5 by Ij^ inches as a gage in order to secure correctness and uniformity in the size of the key slot. In 1911 design of key slot in coupler shank was changed. Front and Back Stop. — In 1905, that front and back stops with rivet holes 15-16 inch in diameter be spaced, ® — iy -^5 — (H-<> ? o — (M-<> <> O B <>— <> O ?5* '4 _L Mo/es corei^ jl' Holes coreel }^" as shown herewith, was adopted as recommended prac- tice Ad\fanced to standard in 1907. Spacing Between Coltler Horn and Buffer Beam. — In 1905, that the spacing between coupler horn and buffer beam be 1-14 inches for all spring gear, and 2^4 inches for all friction gear, was adopted as recom- mended practice. Advanced to standard in 1907. Automatic Car Coupler Contour Line and Limit Gages (M. C. E. Standard). Figs. 2712-13. Standard con- tour line was announced by E.xecutive Committee under instructions from the Association, April S, 1888. Limit gages for preserving standard contour line adopted in 1891. These gages, properly proven by master gages, may be procured from Pratt & Whitney Company, of Hartford, Conn. A duplicate set of master gages is held in the office of the Secretary for reference when desired. In 1899 the contour line showing the length of the guard arm was extended about 1 inch. In 1899 the M. C. B. standard limit gage for new couplers was changed by moving the screw to a new position. In 1902 the contour gage was strengthened by the use of a solid web in the weak part of the frame, and part of the outside flange increased to >4 inch m thickness. The handhold was also reduced in size to give greater strength. In 1903 the contour line of the M. C. B. coupler was changed as now shown on the drawing. In 1904 the coupler and knuckle limit gages were changed to conform to the contour lines adopted in 1903 and to have raised figures "1904" cast on them. Automatic Car Coupler Guard Arm (M. C. B. Stand- ard.) In 1899 the vertical dimensions of the end of guard arm was fixed at 7^4 inches as a minimum. Automatic Car Coupler Head (IVl. C. B. Standard). In 1899 the recommendation of the coupler com- mittee that the horizontal plane containing the axis of the shank of the coupler bisect the vertical dimensions of the knuckle and end of guard arm was adopted as a standard of the Association. In 1908 the following note was added : That all new types of couplers put on the mar- ket after January 1, 1909, have a dimension of 9J4 inches from back of coupler horn to inside face of knuckle, and that the face or front wall of coupler have a minimum thickness of 1^ inches. Temporary Standard Coupler — Head. In 1911, by special letter ballot, the length of coupler head from back of striking horn to coupling face of closed knuckle was fixed at YIVa, inches for the IVI. C. B. Temporary Standard Coupler for exist- ing cars. Automatic Car Coupler, Height of (M. C. B. Stand- ard). The standard height of couplers for passenger equipment cars is 35 inches from top of rail when car is light. Adopted in 1890. In 1911 the order of the Interstate Commerce Com- mission, dated October 10, 1910, regarding the standard height of couplers, was adopted, reading as follows : The maximum height of drawbars for freight cars measured perpendicularly from the level of top of rails to the center of drawbars for standard-gage rail- roads shall be 34j4 inches and the minimum height of drawbars for freight cars on such standard-gage railroads measured in the same manner, shall be 3l!/j inches, and on narrow-gage railroads the maximum height of drawbars for freight cars measured from the level of tops of rails to the center of drawbars 13 AUT CAR BUILDERS' DICTIONARY AUT shall be 26 inches, and the minimum height of draw- bars for freight cars on such narrow-gage railroads, measured in the same manner, shall be 23 inches, and on 2-foot gage railroads the maximum height of drawbars for freight cars measured from the level of the tops of rails to center of drawbars shall be 17;-4 inches, and the minimum height of drawbars for freight cars on such 2-foot gage railroads, meas- ured in the same manner, shall be 145^2 inches. Adjusting Height of Couplers. — (M. C. B. Standard). In 1896 it was decided that in adjusting the height of couplers to meet the requirements of the United States law fixing the height from the top of rail to center of coupler for standard gage cars in inter- state traffic, cars should be adjusted when empty, as far as possible. In order to justify a bill for work done under the Rules of Interchange, an empty car should be adjusted to 34^ inches, or within J4 inch thereof, and when it is necessary to alter a loaded car it should be adjusted to SSyi inches or within 54 inch thereof, or as near as possible to such height as will bring it to 34^4 inches when the car is unloaded. In 1901 this was changed from Recommended Prac- tice to Standard, as a result of letter ballot. This standard conforms to the order of the Inter- state Commerce Commission dated October 10, 1910. Automatic Car Coupler Knuckle. See Knuckle. Automatic Car Coupler Knuckle Lock Lift. See Coupler Lock Lifter. Automatic Car Coupler, M. C. B. Standard Specification. In 1899 specifications and tests for M. C. B. auto- matic couplers were adopted as Recommended Prac- tice. In 1903 they were revised. In 190S they were revised and adopted as Standard. Revised 1909. In 1911 the word "coupler" was defined to include the bar and contained parts within the head. In 1911 the manufacturer's mark was required on head of knuckle pin. In 1912 the specifications were changed to permit of an underneath unlocking device operating with an up- ward movement. For drop testing machine and details, see Figs. 2731- 2744. The couplers furnished under this specification must be made of steel in accordance with the best foundry methods and must not be painted. The word "coup- lers," as here used, includes the bar itself and- the contained parts within the head, such as locks, knuckle throws, etc. 1. Couplers will be subject to the inspection and test of the above named company as to their mechan- ical workings, general condition and strength. The tests and inspection will be made at the place of manu- facture, where assistance and labor necessary to make satisfactory and prompt inspection and shipment must be furnished free by the manufacturer. The testing machine and gauges approved by the M. C. B. Asso- ciation must be used in the test and inspection of couplers. 2. Couplers will be ordered as far as practicable in lots of one thousand; for each one thousand ordered the manufacturer shall furnish 1,014 and six additional knuckle pivot pins, and in the event of additional couplers or knuckle pivot pins being required to carry out the prescribed tests, they shall be furnished free of cost by the manufacturers. 3. Bars, knuckles, locking pins or blocks and knuckle pivot pins must be accurately made to gauges furnished by the manufacturer. These gauges must govern all dimensions representing fitting surfaces, thereby insuring absolute interchangeability and free- dom of motion between the assembled parts without further adjustment or machining. When assembled, knuckles and locking pins or blocks must work freely, but the lost motion between knuckles and bars must not permit more than }i inch vertical play, or between knuckles and locks must not permit the knuckle to drop forward beyond the proper contour line, but J4 or ^ of an inch lost motion in opposite direction is desirable. 4. Couplers must conform to M. C. B. standard drawings and contour lines and must have a lock set within the head of the coupler; they must be so de- signed as not to part when the knuckle pin is removed or broken. They must couple and uncouple with each other (with either or both knuckles open) and also with the master or sample coupler; they should lock easily when the knuckle is pushed in by hand. They must have steel pivot pins 1^ inches in diameter of sufficient length to permit applying a f^-inch cotter pin through the pin below the coupler lug, and in every way conforming to the requirements as stated in the specifications for knuckle pivot pins. The lock lift must be in the central longitudinal ver- tical plane of the coupler, located between the vertical plane of the striking horn and contour lines, and must operate either from the top or bottom by an upward movement. The total lift of locking pin shall not be more than 6 inches. 5. Bars and knuckles shall not be accepted if dis- torted by improperly matched flasks or any other de- fects due to molding. They must be free from injuri- ous shrinkage cracks, flaws, checks, sand, sand holes or blow holes. The holes for pivot pins in lugs of bars and knuckles should be drilled or, if cored, must be broached out, and must not be more than 1-32 inch larger than pin, and the rivet holes in the butts must be drilled, or if cored, must be broached out. The holes must be parallel to the face of the bar or knuckle and at right angles to the axis of bar or knuckle. As many bars and knuckles as possible must be cast from the same heat of steel. All parts must be well an- nealed throughout. 6. The pulling and contact faces of coupler and knuckle must be clean, smooth and at right angles to axis of the bar. The dimensions, of butt and shank must be within the limits of variation shown by the M. C. B. Standard drawings and inspectors' gauges. 7. The name of coupler must be legibly cast on the top side of head of the bar. Each knuckle and each drawbar must bear a serial number legibly stamped or cast upon it. The knuckle must also bear the name of the coupler and the manufacturer's name or identi- fication mark legibly cast or stamped at some point where it will not be worn off. Knuckle pins must bear the manufacturer's mark on head of pin. 8. Every coupler and knuckle made to comply with these specifications must have a slightly raised plate or flat surface cast upon the head in plain view, where it will not be subject to wear. After a lot of complete couplers have successfully passed the inspection and tests prescribed below, the letters M. C. B. must be legibly stamped upon the plate on each coupler and knuckle; this mark to be evidence that the complete coupler is an M. C. B. standard. 14 AUT CAR BUILDERS' DICTIONARY AUT INSPECTION. 1. The couplers, after having been thoroughly in- spected by the manufacturer to see that they meet the requirements as to interchangeability, soundness and dimensions of parts, etc., herein specified, should be arranged in lots of 101 and 102, so as to provide for the necessary 1,014 couplers and, where possible, care should be taken to put all couplers of the same heat number or numbers in the same lot or lots. The in- spector shall then inspect and gauge each -coupler as to its compliance with drawing sizes, and for surface defects and proper contour lines. Any irregularities or swollen parts on the working or bearing faces must be ground or chipped off before the couplers are ac- cepted. Standard M. C. B. gauges must be used in gauging all parts for which gauges are provided. After this inspection the inspector shall select one complete coupler taken at random from each of the lots as provided for above and subject them to test No. 1, hereafter specified. If the coupler fails to stand the prescribed tests but, before failing, stands a suffi- cient number of blows to make a retest admissible, a second coupler shall be taken from the same lot from which the first coupler was taken. If it stands the test, that lot of couplers shall be accepted as far as test No. 1 is concerned; otherwise that lot of couplers shall be rejected and another lot substituted and tested in the same way. If the lot of 1,000 couplers is accepted on previous test, the inspector shall take at random from the ac- cepted couplers, five pivot pins, and from the extra six pivot pins, one, making a total of six, which shall be subjected to the requirements of the specifications for knuckle pivot pins. If these pins pass the required inspection and tests, the couplers complete may be accepted. If the pins do not pass the inspection and tests prescribed in the specifications for knuckle pivot pins, the manufacturer will be required to present a new lot of 1,000 pivot pins, which shall be tested in accordance with the requirements of the specifications for knuckle pivot pins. If these are accepted, then the manufacturer will be required to remove all of the former lots of pins in the couplers otherwise accept- able, and substitute the lot of pins which has been accepted. 2. From each 1,004 couplers accepted by test No. 1, four complete couplers shall be selected by thij in- spector, two of which shall be subjected to test No. 2, one to test No. 3 and one to test No. 4 hereafter speci- fied. If any coupler fails to stand the prescribed test, but before failing stands a sufficient number of blows to make a retest admissible, a second coupler shall be taken from the same lot or lots from which the first was taken. For instance, if the coupler selected for test No. 3 has been taken from the fourth 100 couplers and the failure allows a retest, a second coupler shall be taken from the fourth 100 couplers. If it stands the test, that lot of 1,000 couplers shall be accepted as far as that test is concerned, otherwise that lot shall be rejected and another lot of 1,000 couplers substi- tuted. Any part of any coupler which has been sub- jected to test is condemned for service. physical tests. Test No. 1. — Striking Test on Closed Knuckle of Complete Coupler. — As a preliminary, the coupler must be marked on bottom of butt with a center-punched line parallel to axis of shank, this line to extend to the inner face of knuckle (see Fig. 1); the coupler must then be rigidly fixed in the machine in a vertical posi- tion, with the axis of coupler in the center line of drop, the pivot pin hole parallel to line through center of legs of the machine and the butt blocked solidly on the anvil to prevent lateral motion by means of steel fillers and wedges, the latter sledged down tight and this sledging repeated after each blow. The heights of support from bottom of butt end should not be greater than 19^ inches. Blows to be struck directly on knuckle. Three blows of 1,640 pounds falling five (5) feet. Three blows of 1,640 pounds falling ten (10) feet. The coupler shall be considered as having failed to stand this test if it is broken before it has received three blows at S feet and three blows at 10 feet, or if any cracks appear more than one inch long or open more than 1-16 inch, or the center-punched line meas- ured at contour is distorted more than 1% inches after having received three blows at 10 feet, or if the knuckle is closed more than }i of an inch from its original position when pulled out against the lock by hand after receiving three blows at S feet, or if the knuckle will not open, or if the locking device is inoperative after test. For measuring axial distortion and knuckle closure, see Figs. 1 and 2. Should the coupler before failing stand three blows at S feet and one blow at 10 feet, another complete coupler shall be provided and tested as per Section 2 under "inspection" gov- erning retest. Test No. 2. — Face Test. — As a preliminary, pivot pin, knuckle and locking device having been removed, the coupler must be marked on bottom with a center- punched line (see points 1, 2 and 3 in Figs. 3 and 4) parallel to axis of shank and extending to the contour face. Center-punched marks must also be placed at the end of guard arm and on the lug (see Fig. 3). The base-block casting having been placed in the drop-test machine, the coupler must be set in the casting in a vertical position. The bolts must be drawn tight against the sides of the coupler shank and must be so adjusted that the central vertical plane of coupler shank parallel to the axis is 2 1-16 inches from line through centers of legs of machine. Wedges and fillers must be placed between bottom of coupler shank and sloping wall of hole in base-block casting and sledged down tight, the top of coupler shank to bear directly on vertical wall of hole in base-block casting. The striking horn of coupler must rest firmly on top of base-block and the butt end must be so lined up as to have a solid bearing on the anvil. The bolts must be tightened and the sledging repeated after each blow. The wedging block, after having been gauged to see that its contour line is correct, must be so placed in the coupler head as to have a bearing on lugs and guard arm, and must be readjusted after each blow. Blows to be struck on wedging block: Three blows of 1,640 pounds falling five (S) feet. Two blows of 1,640 pounds falling ten (10) feet. The coupler shall be considered as having failed to stand this test if it is broken before it has received three blows at 5 feet and two blows at 10 feet, or if any crack appears more than one inch long or open more than 1-16 inch, or if the center-punched line is distorted more than 7-16 inch for 5 by 7 inch shank or 9-16 inch for S by 5 inch shank coupler, or if the distance between center-punched marks on bottom of head has widened more than 54 inch. For method of measuring these distortions see Figs. 3 and 4. Should the coupler, before failing, stand three blows at 5 feet another coupler shall be provided and tested as per Section 2 under "inspection" governing retest. Test No. 3. — Jerk Test of Complete Couplers. — One 15 AUT CAR BUILDERS' DICTIONARY AUT coupler shall be placed in an inverted position in the yoke forging of test machine and equalizer bar placed so as to rest level, one end in the closed knuckle, the other resting central on the spring follower cap. The weight must strike the equalizer bar midway between the center line of coupler and the center line of the spring follower cap. Three blows of 1,640 pounds falling five (S) feet. Three blows of 1,640 pounds falling ten (10) feet. A coupler shall be considered as having failed to stand this test if it is broken before it has received three blows at S feet and three blows at 10 feet, or if cracks appear more than one inch long or open more than 1-16 inch, or if the knuckle is open more than ^ inch from its original position after third blow at 10 feet, or if the equalizer bar will not stay in place when struck, or if the knuckle will not open, or if the lock- ing device is inoperative after receiving the full test. Should the coupler fail to stand the prescribed test, but stand three blows at 5 feet and one blow at 10 feet, another complete coupler shall be provided and tested knuckle will not open, or if the locking device is in- operative after the test. Should the coupler fail to stand the prescribed test, but before failing stand a pull of 100,000 pounds, another complete coupler shall be provided and tested as per Section 2 under "inspec- tion" governing retest. 10. The final failure of any part to meet test shall not condemn the complete coupler but only that part which fails, and such part in all couplers presented shall be replaced, after which the test shall be pro- ceeded with, using new couplers, as if no part of the test had been made. SPECIFICATIONS FOR SEPARATE KNUCKLES STANDARD. In 1904, specifications were adopted as Recom- mended Practice for separate knuckles, and in 1907 advanced to standard, as follows : The knuckles furnished under this specification must be made of steel in accordance with the best foundry methods and must not be painted. 1. Knuckles will be subject to the inspection and \ ~~ W}§) acAiJ^ om\mul« c > ?:;> \-v 1 \l I < ft 6 2 3 BEF-ORC TEST AFTER TEST FIC.3 QEFORE TEST FIG. 4. AFTER TEST MCTHOO or MCA30WINC OCri-CCTlOW IM TEST MO _- O" C* MC*BUHCS AKIAl. DCFLCCTieW* AND "liSr MOT CXCCCO IJ . MCTHOO Or MCAaUNINC OCrLfCTlON IN TrST NO£- A B' wtASURCO AXIAU DCin-ECTIOM AN0 MUST NOT CICCCD t^ ron cou^i-cns WITH ax r'suAHK OH t^" roi* couHbcns w.th a'x«' omanm , C'D-CD MCASuitca OVAAO ARM OlATOnnoM AMD MUST HOT «CCCOj^ as per Section 2 under "inspection" governing retest. Test No. 4. — Pulling Test of Complete Coupler. — One complete coupler shall be supported in the ma- chine by yoke forgings and locked as in running posi- tion to a dummy, the axes of the coupler and dummy to be in the same straight line. The dummy must have the contour lines of an M. C. B. coupler, with the exception of the guard arm, which may be omitted. The coupler must stand a steady pull of 150,000 pounds. A coupler shall be considered as having failed to stand this test if it is broken before it has been pulled the prescribed number of pounds, or if any cracks appear more than one inch long or open more than 1-16 inch, or if the knuckle has opened more than -^ inch from the original position when pulled out against the lock. The measurement of the knuckle opening must be ob- tained after the pressure is released. The coupler shall be considered as having failed to stand this test if it slips apart from the dummy in the machine, or if the test of the above named company as to their general condition and strength. The tests and inspection will be made at the place of manufacture, where assistance and labor necessary to make satisfactory and prompt inspection and shipment must be furnished free by the manufacturer. The testing machine and gauges ap- proved by the M. C. B. Association must be used in the test and inspection of knuckles. 2. Knuckles will be ordered as far as practicable in lots of 100; for each 100 ordered the manufacturer shall furnish 102, and in the event of additional knuckles being required to carry out the prescribed tests, they shall be furnished free of cost by the manufacturers. 3. Knuckles must be accurately made to gages fur- nished by the manufacturer. These gauges must gov- ern all dimensions representing fitting surfaces, thereby insuring absolute interchangeability without machining. 4. Knuckles shall not be accepted if distorted by improperly matched flasks or any other defects due to 16 AUT CAR BUILDERS' DICTIONARY AUT molding. They must be free from injurious shrinkage cracks, flaws, checks, sand, sand holes or blow holes. The holes for pivot pins in knuckles should be drilled or, if cored, must be broached out, and must not be more than 1-32 inch larger than l-J/^-inch diameter pivot pin. The holes must be parallel to the face of • the knuckle, and at right angles to the axis of knuckle. As many knuckles as possible must be cast from the same heat of steel. All parts must be well annealed throughout. 5. The pulling and contact faces of knuckle must be clean and smooth. 6. Each knuckle must bear the name of the coupler, a serial number and the manufacturer's name or iden- tification mark legibly cast at some point where it will not be subject to wear. 7. Every knuckle made to comply with these speci- fications must have a slightly raised plate or flat sur- face cast upon the head in plain view, where it will not be subject to wear. After a lot of knuckles have successfully passed the inspection and tests prescribed below, the letters M. C. B. must be legibly stamped upon the plate on each knuckle; this mark to be evi- dence that the knuckle is an M. C. B. standard. INSPECTION. The knuckles, after having been thoroughly in- spected by the manufacturer to see that they meet the requirements as , to interchangeability, soundness and dimensions of parts, etc., herein specified, should be arranged in lots of 102 and, where possible, care should be taken to put all knuckles of the same heat number or numbers in the same lot or lots. The inspector shall then inspect and gauge each knuckle as to its compliance with drawing sizes, and for surface defects and proper contour lines. Any irregularities or swollen parts on the working or bearing faces must be ground or chipped ofif before the knuckles are accepted. After this inspection the inspector shall select two knuckles taken at random from the lot or lots as pro- vided for above, and subject one of them to Test No. 1 and the other to Test No. 2, hereafter specified. If one of these knuckles fails to stand prescribed Test No. 1, but before failing, stands a sufficient number of blows to make retest admissible, another knuckle shall be taken from the same lot from which the first knuckles were taken. If it stands the test, that lot of knuckles shall be accepted as far as Test No. 1 is concerned; otherwise that lot of knuckles shall be re- jected and another .lot substituted and tested in the same way. The other knuckle selected by the inspector shall be subjected to Test No. 2. If this knuckle fails to stand prescribed Test No. 2, hereafter specified, but before failing, stands a sufficient number of blows to make a retest admissible, another knuckle shall be taken from the same lot from which the first knuckles were taken. If it stands the test, that lot of knuckles shall be accepted; otherwise that lot of knuckles shall be rejected and another lot substituted and tested in the same way. PHYSICAL TEST. Test No. 1. Striking Test. The striking test back block and knuckle supports are placed in the housing against the back and sides, the knuckle dropped in between the supports and held by inserting the pin through the holes in the knuckle supports. The knuckle is then adjusted by means of liners between the back block and the knuckle sup- ports, and between the knuckle supports and the hous- ing. The striking block is then placed in the housing casting resting upon the knuckle. A fitting piece made to suit the type of knuckle is slipped in position be- tween the tail and housing casting so that the striking face of the knuckle is in a horizontal position. Blows to be struck on striking block through which they are transmitted to knuckle. Three blows of 1,640 pounds falling four (4) feet. Three blows of 1,640 pounds falling eight (8) feet. The knuckle shall be considered as having failed to stand this test if it is broken before it has received three blows at 4 feet and three blows at 8 feet, or if any cracks appear more than 1 inch long or open more than 1-16 inch. Should the knuckle before failing stand three blows at 4 feet and one blow at 8 feet, another knuckle shall be provided and tested as per Section 7 governing retest. Test No. 2. Jerk Test. The jerk test back block and knuckle supports are placed in the housing against the back and sides, the knuckle dropped in between the supports and held by inserting the pin through the hole in the knuckle sup- ports. The knuckle is then adjusted by means of liners between the back block and the knuckle supports, and between the knuckle supports and the housing. The striking block is then inserted resting on the inner face of the knuckle, and a block of suitable size in- serted between the tail of the knuckle and striking block so that the striking face of the knuckle is in a horizontal position. If preferred by manufacturers, an old coupler and lock of the same kind, in which the knuckle fits prop- erly, and which may be suitably reinforced in order to endure as many tests as possible, may be used in place of the supporting casting for this test. Blows to be struck on the striking block through which they are transmitted to the knuckle. Three blows of 1,640 pounds falling three (3) feet. Two blows of 1,640 pounds falling six (6) feet. The knuckle shall be considered as having failed to stand this test if it is broken before it has received three blows at 3 feet and two blows at 6 feet, or if any cracks appear more than 1 inch long or open more than 1-16 inch. Should the knuckle before failing stand three blows at 3 feet, another knuckle shall be provided and tested as per Section 7 governing retest. SPECIFICATIONS FOR KNUCKLE PIVOT PINS — STANDARD. In 1907 the following specifications for Knuckle Pivot Pins were adopted as Recommended Practice, and made Standard 1909: In 1911 the manufacturer's mark was required on head of knuckle pin. "All knuckle pivot pins ordered under these specifi- cations must be made from open-hearth steel properly forged and then annealed, must not be painted and must have manufacturer's mark on head of pin. "1. Knuckle pivot pins will be subject to the inspec- tion and test of the above-named company as to their general condition and strength. The test and inspec- tion will be preferably made at the place of manu- facture, where assistance and labor necessary to make satisfactory and prompt inspection and shipment must be furnished free by the manufacturer. The testing machine, approved by the M. C. B. Association, must be used in the test of knuckle pivot pins. "2. Knuckle pivot pins will be ordered as far as practicable in lots of SOO; for each lot ordered the manufacturer shall furnish three extra pins, and in the event of additional pins being required to carry out 17 AUT CAR BUILDERS' DICTIONARY AUX the prescribed tests, they shall be furnished free of cost by the manufacturer. "3. All pins must not be more than 1 41-64 inches or less than 1 39-64 inches in diameter, determined by a suitable gauge, and must not vary more than J^ inch above or below the proper length. The lower end of the pin must be cut off square and have at least 54"!"'^^ bevel or chamfer. The cotter-pin hole to be properly drilled for 5^8-inch cotter. The head must be well formed, and pins which are not straight and true and those which have blisters or surface defects of any kind will be rejected. INSPECTION. "Knuckle pivot pins, after having been thoroughly inspected by the manufacturer to see that they meet the requirements as to interchangeability, soundness, dimensions of parts, etc., herein specified, should be arranged in lots of 503. The inspector shall then in- spect and gauge each pin as to its compliance with drawing sizes and for surface defects. "After this inspection the inspector shall select three pins taken at random from each lot or lots, as pro- vided for above, and subject them to the cross-bending drop test as hereafter specified. If one of the pins fails to stand the test as prescribed below, and the other two pass, three more pins shall be selected at random from the same lot from which the first pins were taken; if all three of these pins stand the pre- scribed test, that lot of pins shall be accepted, other- wise that lot of pins shall be rejected, and another lot substituted and tested in the same way. If two or more pins fail to stand the test, originally, the lot represented will be rejected without further consid- eration. PHYSICAL TEST. "The cross-bending test will be made in a standard M. C. B. drop-testing machine, the pins resting on rounded supports, held rigidly 10 inches center to cen- ter, to be subjected to a blow by the standard weight of 1,640 pounds falling a height of three feet. The blow of the weight should be transmitted to the speci- men by a block having a round lower edge resting on the specimen. The radius of all these round edges is to be ^ inch. All pins are to be tested cold, and must not show any cracks or fractures. The bend must be directly under the nose of the plunger. Pins will be rejected if they break, or crack, or show a deflection less than 15 degrees or greater than 35 degrees." Automatic Car Coupler Striking Horn (M. C. B. Standard). In 1899 the vertical height of the stop shoulder, or horn of coupler was fixed at not less than Syi inches. In 1899 the recommendation of the Coupler Com- mittee that the horn of the coupler be arranged to touch the striking plate before the back of the head of the coupler strikes the ends of the draft timbers, was adopted as a standard of the Association. Automatic Car Coupler, Uncoupling Arrangements for. See Uncoupling Arrangements. Automatic Car Coupler and Yoke Gages (M C. B. Standard). Figs. 2695, 2714. In 1909 gages to in- sure proper fitting were adopted for both the coupler and yoke. Gage No. 1 is used on 6^-inch butt couplers to gage rivet holes and lug for yoke fitting, also length and height of butt. Gage No. 2 is used" on 9^-inch butt couplers. Gage No. 3 gages the width and height of shank and width of butt on both 5 by 5 in. and 5 by 7 in. shank couplers. Gage No. 4 gages the length of shank from back of striking horn to back of butt on both 5 by S in. and 5 by 7 in. shank couplers. Gage No. 5 gages the rivet holes and the lips on all yokes. Gage for Worn Couplers.— In 1899 the Coupler Committee recommended a form of gage to define the contour lines more fully when worn. This gage was adopted as Recommended Practice. In 1904 the committee on M. C. B. couplers recom- mended a modification of the wheel defect gage, which would make a more satisfactory worn limit coupler gage, which was adopted by letter ballot. Modified and adopted as Standard in 1905. Modified 1907. Automatic Connector (Steam and Air Pipes). Figs. 1377-82. A device by means of which the steam, air brake and signal pipes are automatically coupled by impact. Allowance is made for vertical and lateral movement, and arrangement is pro- vided for interchange with cars not equipped with the device. See Emergency Head Back-up Connec- tion. Automatic Lubricator. A device for feeding at regular intervals a certain quantity of oil or lubricant to a cylinder or some mechanism requiring lubrication. See Lubricator. Automatic Reducing Valve. See Reducing Valve, Automatic. Automatic Slack Adjuster. See Slack Adjuster. Automatic Switch (Electric Lighting). Figs. 2274, 75, etc. A device connected to the armature of the generator, by which the current is automatically turned onto the lights and batteries when the arm- ature has reached a predetermined speed of rota- tion and consequent voltage output. Automatic Ventilator. Figs. 893-919. A ventilator which is self-adjusting, so as to exhaust air from a car if the train runs in either direction. See Ventilator. Automatic Window Catch. A device to hold a win- dow sash from being shoved up or down. See Sash Lock. Automobile Car. Figs. 12-15, 272, 280-284. A box car for carrying automobiles and having exceptionally large side or end doors. See Car, M. C. B. Class XA. Auxiliary Belt Rail. 65a, Figs. 423-425. A strip of wood nailed to the Belt Rail as a reinforcement. Auxiliary Brake Equalizing Lever (Six-Wheel Truck). A short lever to which the brake lever connecting rod is fastened, and which divides the power equally between the center pair of wheels and the outside pair of wheels. Auxiliary Compression Beam Brace. 164b, Figs. 423-25. The same as a Center Compression Beam Brace. Auxiliary Contactor (Motor Cars). Fig. 2545. A Contractor applied to a control system to open and close the main motor circuits at a point remote from the platform controller, thus eliminating heavy arcing in the controller. See Fig 2549 for a single jaw line switch of the unit-switch type for use with auxiliary contactor equipments. Auxiliary Reservoir. A, Figs. 281-288, 1270, 1294, etc. A cylindrical reservoir attached to the under side of a car or tender. It serves to hold a supply of compressed air to operate the brakes of each car, and is supplied from the main reservoir on the engine through the brake pipe. 18 AUX CAR BUILDERS' DICTIONARY AXL Auxiliary Reservoir Hanger. A support for the reservoir. Axle. See below and also Car Axle. Axle (M. C. B. Standard). Fig. 2693. In 1899 it was decided that the standard axles should be known by letters. In 1901 a designation was given the standard axles, whereby each shall be known to carry a definite weight in- stead of for cars of particular capacity. Axle. — A. With journals, 3J4 by 7 inches. Designed to carry 15,000 pounds. This axle is the standard of the Association for cars of 40,000 pounds capacity. In 1873 a standard for car axle was recommended, the form and dimensions of which, excepting the diameter in the middle, were substantially the same as shown in this sheet. In 1884 the diameter at the middle was increased from 3% inches to 4J4 inches, by letter ballot. In 1901 the diameter of wheel seat was changed from 474 to Sys inches. In 1901 a notation was added to the drawing of this axle showing a straight taper between certain points on the axle; also a diagram showing location of borings to be taken from steel axles for analysis. In 1902 further changes were made in the diameter of the tapered portion where it joins the fillet next to the rough collar; also in the diameter of the rough collar. In 1907 the radius between the wheel seat and the rough collar on the inside of the hub of the wheel was changed to J4 inch, with the center from which the radius is struck coincident with the inside face of the hub of the wheel. The radius between the dust guard and wheel seat was changed to % inch. Axle — B. With journals, 4^4 by 8 inches. Designed to carry 22,000 pounds. This axle was adopted as a standard of the Association for cars of 60,000 pounds capacity, by letter ballot, in 1889. In 1901 the diameter of wheel seat was changed from 5}i inches to 5}i inches. In 1901 a notation was added to the drawing of this axle, showing a straight taper between certain points on the axle ; also a diagram showing location of borings to be taken from steel axles for analysis. In 1901 the diameter of the middle was increased from 45^ inches to 4^4 inches. In 1902 changes were made in the diameter of the tapered portion of the axle where it joins the fillet next to collar. In 1907 the radius between the wheel seat and the rough collar on the inside of the hub of the wheel was changed to 54 inch, with the center from which the radius is struck coincident with the inside face of the hub of the wheel. The radius between the dust guard and wheel seat was changed to J4 inch. In 1910 the radius of dust-guard fillet was increased from 14 inch to y^ inch, and the wheel seat fillet from }i inch to ^ inch. Axle. — C. With journals, S by 9 inches. Designed to carry 31,000 pounds. This axle was adopted as recommended practice in 1896, and was made a standard of the Association in 1898. In 1901 the diameter of wheel seat was changed from 6}i inches to 6^ inches. In 1901 a notation was added to the drawing of this axle showing a straight taper between certain points on the axle; also a diagram showing the location of borings to be taken from steel axles for analysis. In 1902 changes were made in the diameter of the tapered portion of the axle where it joins the fillet next to collar ; also in the diameter of the rough collar. In 1907 the radius between the wheel seat and the rough collar on the inside of the hub of the wheel was changed to J4 inch, with the center from which the radius is struck coincident with the inside face of the hub of the wheel. The radius between the dust guard and wheel seat was changed to J4 inch. In 1910 the radius of the dust-guard fillet was increased from J4 inch to 54 inch. Axle. — D. With journals, Syi by 10 inches. Designed to carry 38,000 pounds. This axle was adopted as a standard of the Association in 1899. In 1901 the diameter of wheel seat was changed from 6% inches to 7 inches. In 1901 a notation was added to the drawing of this axle showing a straight taper between certain points on the axle ; also a diagram showing the location of borings to be taken from steel axles for analysis. In 1902 changes were made in the diameter of the tapered portion of the axle where it joins the fillet next to collar ; also in the diameter of the rough collar. In 1906 a 54-inch radius was adopted between the wheel fit and the rough collar adjoining the inside hub of the wheel ; also the radius between the dust guard and wheel fit was increased to J4 inch. In 1907 the center from which the radius of 54 inch is struck was made coincident with the inside face of the hub of the wheel. In 1910 the radius of the dust-guard fillet was increased from % inch to 54 inch. Axle (M. C. B. Recommended Practice). Fig. 2750. Axle E. With journals 6 by 11 inches. Designed to carry 50,000 pounds. In 1910 an axle of the design and carrying capacity shown in the drawing was adopted as Recommended Practice. Axle Collar. A rim or enlargement on the end of a car axle, which takes the end thrust of the journal bearing. Axle Gages. Gages for fixing the lengths and diameters of an axle. Were at one time standards of the M. C. B. Association. Axle Generator (Electric Lighting). Figs. 2270-72, 83, 86-89, 92, 93, 96-98; 2302-06, 11-13, 21, 23 and 24. A small direct current generator usually mounted on a car or tender truck and driven by a belt, gear, or chain from the axle. These generators are always pro- vided with some automatic device, forming either a part of the machine itself or being in the form of an auxiliary device mounted inside the car, for preserving the polarity of the terminals or leads of the generator. The fact that a car may run in either direction and thereby cause rotation in either direction of the arma- ture of the generator renders an automatic device of this kind absolutely necessary. Axle Guard. 51 and 60, Figs. 947, 966; Figs. 974 and 976. A beam or bar supported by a truck frame and ex- tending over the axles. Iron straps attached to this beam form a support for the axle in case of breakage. See End Axle Guard. Axle Guard Truss. Fig. 977. A wrought iron forged bar connecting the iron transoms of a six-wheel truck, and carrying the middle axle guard. Axle Lighting. See Electric Lighting. Axle Pulley. Fig. 2320. The belt pulley mounted upon the car axle for driving the axle generator. When a chain is used the pulley is commonly termed a sprocket wheel. 19 AXL CAR BUILDERS' DICTIONARY AXL Axle Pulley Bushing. A bushing or sleeve, split longi- tudinally and bored conically inside to fit the tapering car axle and turned cylindrically outside to fit the hub of the axle pulley. Axle Safety Bearing (Passenger Car Trucks). The axle guard of a truck above the axle and the axle safety hanger below it, together forming a circle around the axle, are sometimes called axle safety bearing. Axle Safety Hanger. 55 Figs. 947 and 966. A strap connected to an axle guard and passing under the axle to support it in case of breakage. See Axle Guard. Axle Seat. The inside surface of the hole in a car wheel which comes in contact with the axle, and not the hole itself. The corresponding part of an axle is called the wheel seat or wheel fit. Axle Specifications (M. C. B. Recommended Prac- tice). Figs. 2750, 2766, 2767. SPECIFICATIONS FOR IRON AXLES. In 1899 the following specifications, including tests for iron axles, were adopted as Recommended Practice : Car axles for the use of this company will be ordered subject to the following conditions : 1. All axles must conform in shape and size to the dimensions shown on the blue-prints, which will be fur- nished by the R. R, Co. 2. All axles must be cut ofi^ and faced to exact lengths, and be centered with 60 degree centers in the manner indi- cated in blue-prints, so as to prevent lathe centers from bottoming. Axles must tbe made of double-work fagoted scrap, 16 per cent of new bar iron worked into the center of the axles being allowed if desired. Axles must be well hammered and free from any clearly defined open seams. They must finish in the lathe with journal free from flaws in the shape of holes, pieces shelled out, or open seams large enough, so that with a knife blade scale or dirt can be removed from such seams, or open seams showing a clear opening of 1-32 inch or over, and being more than 1 inch long. The maker's name or initials must be stamped plainly on each axle. 3. All axles are to be inspected and tested at the works where they are made. The shall be notified when they are ready for inspection. Under no circum- stances shall car axles be shipped from the works where they are made until they have been tested, inspected and accepted by a proper representative of the company. 4. For each one hundred axles or fraction thereof or- dered, one additional axle must be furnished for test. This axle will be selected at random from the pile, and sub- jected to the prescribed drop test for iron axles of its class. If it stands the test the one hundred axles, or fractional part thereof that it represents, will be inspected, and only those accepted that are made in a workmanlike manner and are free from defects mentioned in these specifications. All axles received are subject to rejection if they do not finish in the lathe in accordance with the requirements herein given. The manufacturer must furnish, free of charge, the axles that are to be tested, the testing apparatus, and the assistance necessary to enable the inspector to make a satisfactory inspection test. A.xles will not be ac- cepted if the diameters fall below the dimensions for forged sizes given in the blue-prints, or if exceeding those dimen- sions by more than Vs inch. Car axles in the rough must not have less than the prescribed minimum weight, nor more than the prescribed maximum weight for axles of their class. AXLE DROP TEST. 5. All axles will be tested physically by drop test. The testing machine must conform in its essential parts to the drawings adopted by the Master Car Builders' Association. These essential parts are : The points of supports on which the axle rests during tests must be three (3) feet apart from center to center; the tup must weigh 1,640 pounds; the anvil, which is supported on springs, must weigh 17,500 pounds ; it must be free to move in a vertical direction ; the springs upon which it rests must be twelve in number, of the kind described on drawing, and the radius of the sup- ports and of the striking face on the tup in the direction of the axis of the axle must be five (5) inches. When an axle is tested it must be so placed in the machine that the tup will strike it midway between the ends, and it must be turned over after the first and third blows, and when re- quired after the fifth blow. After the first blow the de- flection of the axle under test will be measured in the man- ner specified below. 6. It is desired that the axles when tested as specified above shall stand the number of blows at the heights speci- fied in the following table without rupture, and without exceeding, as the result of the first blow, the deflections given : No. Height Axle. Blows, of Drop. Deflection. M. C. B. 4'A by 8 inch journals... 5 21>^ feet 7% inches - M. C. B. 5 by 9 inch journals 5 29 feet 6-h inches M. C. B. 554 by 10 inch journals... S 36 feet 5A inches 7. Axles will be considered as having failed on drop test and will be rejected if they rupture or fracture in any way, or if the deflection resulting from the first blow exceeds the following : M. C. B. axle, 4}i by 8 inch journals. -..81 inches. M. C. B. axles, 5 by 9 inch journals 8^^^ inches. M. C. B. axle, 5j4 by 10 inch journals 6y'jl6 inches. In order to measure the deflection, prepare a straight- edge as long as the axle by reinforcing it on one side, equally at each end, so that when it is laid on the axles the reinforced parts will rest on the collars of the axle, and the balance of the straight-edge not touch the axle at any place. Next place the axle in position for test, lay the straight-edge on it, and measure the distance from the straight-edge to the axle at the middle point of the latter. Then after the first blow, place the straight-edge on the now bent axle in the same manner as before, and measure the distance from it to that side of the axle next to the straight-edge at the point farthest away from the latter. The diff^erence of the two measurements is the deflection. SPECIFICATIONS FOR STEEL AXLES. In 1899 the following specifications, including tests for steel axles, were adopted as Recommended Practice : 1. Axles will be ordered not less than 100 on one order. All axles must be made and finished in a workmanlike manner, and must be free from cracks, or seams, or flaws which can be detected by the eye. All parts must be rough turned, except at point "A" on the accompanying diagram. 2. All axles must be made of steel, and the material desired have the following composition : Carbon 0.40 per cent. Manganese, not above 0.50 per cent. Silicon 0.05 per cent. Phosphorus, not above 0.05 per cent. Sulphur, not above 0.04 per cent. 3. All axles must conform in sizes, shapes and limiting weights to the requirements given on the order or print sent with it. The rough turning must be done with a tool so shaped as to leave the surface free from ridges ; and in centering them 60-degree centers must be used with proper clearance for lathe centers. All axles must be legibly stamped when offered for test, on the unfinished 20 AXL CAR BUILDERS' DICTIONARY AXL portion, "A" on the diagram, with the blow or heat number and the date, and on the cylindrical portion at center they must be stamped with the name of the maker. Portions marked "A" to be unfinished and to have stamped upon cither of them blozv number and date. 4. Manufacturers must notify when they are ready to ship not less than 100 axles ; must have all the axles made from each heat, and no others, in a pile by themselves ; must furnish the testing machine referred to in Section 6, and the proper appliances for checking the dimensions and weights ; must have a car or cars ready to receive shipment; must furnish the labor and power necessary to enable the inspector to promptly inspect and test ; and ship or store the axles when tests are finished. Axles which, when offered for test, are so rusty as to hide defects will not be considered. 5. A shipment of axles being ready for test, the inspec- tor will first make a list of the heat numbers in the various piles of axles offered, and the number of axles bearing the same heat number in each pile. If he finds in any pile a.xles bearing different heat numbers he must, before going further, have the pile rearranged, so that only those axles having the same heat number will be in the same pile. Also, if he finds in any pile any axles having evidence of changed or defaced heat numbers, or any axles having heat numbers not clearly ligible, or any bearing heat numbers previously rejected, he will exclude such axles from further consideration. He will then examine the axles in each pile or heat, as to workmanship and defects visible to the eye, and as to whether they conform to dimensions and directions on the order, or tracing, or in these specifications. All axles not satisfactory in these respects must be laid aside and will not be further consid- ered. This being done, if less than thirty axles in any heat are left, he will refuse to consider that heat further. If in this inspection defects are found which the manu- facturer can remedy while the inspector is at the works, he may allow such defects to be cured and may count the axles which are successfully treated in this way as a part of the thirty above mentioned. Not less than thirty axles from any one heat having passed the foregoing inspection, the inspector will select from each pile or heat, one axle at random, and subject it to the physical test prescribed for such axles as may be under consideration. If the test axle fails to fill the physical requirements, all the axles from that heat of steel will be regarded as rejected, and none of them will at any time be considered again. If the test axle passes physical test, the inspector will draw a straight line parallel with the axis of this test axle ten dO) inches long, starting from one end of it, and prick-punch this line at several points. He will then have a piece about six (6) inches long cut off from the same axle, so as to leave some of the prick-punch marks on each piece of the axle. The 6-inch piece must be sent at once, properly tagged, to The piles of axles which have passed physical test will be allowed to remain as the inspector leaves them, until the results of the chemical test are known. The 6-inch piece being received at the labor- atory, a line will be drawn from the prick-punch line above described, through the center of the axle across the cut-off end, and a prick-punch mark made on this line, 40 per cent of the distance from the center to the circumference of the axle. Borings for analysis will be taken by means of a 5^-inch diameter drill, acting parallel to the axis of the axle, and starting with its center in the last described prick-punch mark. The borings will be analyzed in ac- cordance with standard methods, and the results of analysis will be communicated to the inspector, who will at once proceed to the works, and reject, or accept and ship, or mark and store, as the case may be, the axles in question. If the analysis of any test axle shows that the steel does not meet the chemical requirements, all of the axles of that heat will be regarded as rejected, and none of them will at any time be considered again. If the analysis of any test axle shows that the steel meets the chemical requirements, all of the axles of that heat which have passed inspection and physical test will be regarded as accepted. The in- spector will proceed to load and ship from the accepted axles as many as may be required to fill the order. If, as the result of inspection and the physical and chemical tests, more axles are accepted than the order calls for, such accepted axles in excess will be stamped by the inspector with his own name, and will then be piled and allowed to remain at the works, subject to further orders from the purchasing agent. On receipt of further orders, axles once accepted will, of course, not be subject to further test, but in no case will even accepted axles be loaded and shipped except in the presence of the inspector. In all cases the inspector will keep an accurate record of the heat numbers, of the number of axles in each heat which are rejected, or stored, and will transmit this information with each report. 6. All axles will be tested physically by drop test. The testing machine must conform in its essential parts to the drawings adopted by the Master Car Builders' Association. These essential parts are: The points of supports on which the axle rests during tests must be three feet apart from center to center; the tup must weigh 1,640 pounds; the anvil, which is supported on springs, must weigh 17,500 pounds; it must be free to move in a vertical direction; the springs upon which it rests must be twelve in number, of the kind described on the drawing; and the radius of supports and of the striking face on the tup in the direction of the a.xis of the axle must be five (S) inches. When an a.xle is tested it must be so placed in the machine that the tup will strike it midway between the ends, and it must be turned over after the first and third blows, and when required, after the fifth blow. After the first blow, the deflection of the axle under test will be measured in the manner specified below. 7. It is desired that the axles, when tested under the drop test as specified above, shall stand the number of blows at the height specified in the following table without rupture and without exceeding as the result of the first blow the deflections given : No. Height Axle. Blows, of Drop. Deflection. M. C. V>. 4]4 by 8 inch journals for 60.000-ponnd cars 5 34 feet 7 inches M. C. B. 5 bv 9 inch journals for SO.OOO-ponnd cars 5 43 " 5'4 M. C. B. 5"i bv 10 inch journals for 100,000 pound cars 7 43 " 4 " 8. Axles will be considered as having failed on physical test and will be rejected if they rupture or fracture in any way. or if the deflection resulting from the first blow ex- ceeds the following : M. C. B. axle, 4'.4 by 8 inch journals. . 7]4 inches. M. C. B. axle, S by 9 inch journals. . . . 614 inches. M. C. B. axle, 5'/^ by 10 inch journals. 4]4 inches. 9. Axles will he considered to have failed on chemical test and will be rejected if the analysis of the borings taken as above described gives figures for the various constitu- ents below, outside the following limits, namely: Carbon, .below 0.35 per cent, or above O.SO per cent. Manganese above 0.60 per cent. Phosphorus above 0.07 per cent. In order to measure the deflection, prepare a straight- edge as long as the a.xle, by reinforcing it on one side. 21 AXL CAR BUILDERS' DICTIONARY BAR equally at each end, so that when it is laid on the axle, the reinforced parts will rest on the collars of the axle, and the balance of the straight-edge not touch the axle at any- place. Next place the axle in position for test, lay the straight-edge on it and measure the distance from the straight-edge to the axle at the middle point of the latter. Then, after the first blow, place the straight-edge on the now bent axle in the same manner as before, and measure the distance from it to that side of the axle next to the straight-edge at the point farthest away from the latter. The difference in the two measurements is the deflection. Axle System of Lighting. See Electric Lighting. B Babbitt Metal. "An alloy, consisting of 9 parts of tin and 1 of copper, used for journal boxes; so called from its inventor, Isaac Babbitt, of Boston. Some variations have been made, and among the pub- lished formulae are : Copper 1 1 Antimony 1 S Tin 10 50 Another formula substitutes zinc for antimony. The term is commonly applied to any white alloy for bearings, as distinguished from the box metals or brasses in which copper predominates." — Knight. Babbitt Metal Bearings. A style of bearing of which a great variety of forms exist, which in effect substi- tutes Babbitt metal in some of its many forms for brass as a bearing surface. Lead lined bearings are different in that they merely use a thin sheet of lead over the brass, to correct slight irregularities and give an even bearing surface. Back Cylinder Head (Air Brake Cylinder). See Non- Pressure Head. Back Face Plate (Steel Tired Wheels). The inner one of the two plates connecting the tire with the hub. Back Guy (Steam Shovel). An iron rod running from the top of the "A" frame to an anchor over the body bolster under the boiler. Back Seat Bottom Rail (Longitudinal Seat). A hori- zontal wooden strip at the back edge, to which a wooden seat bottom is attached. Back Stop Timber. See Buffing Sub-Sill. Back-Up Air Brake. Fig. 1385. A device on the rear end of the train by which the brakeman can blow a warning whistle or apply the brakes when backing up. Back-Up Air Brake Cock. Fig. 1386. A cock which is operated by the brakeman in applying the back-up air brake. Back-Up Air Signal. Fig. 1385. A warning signal which can be operated at the rear of the train when . backing up. Baggage Car. Figs. 126-27, 133-34, 170, 231-32 and 387. See Car, M. C. B. Class B. A car run in passenger service, having wide side doors for the admittance of baggage and with or without windows and end doors. Baggage Car Generator. See Electric Lighting. Baggage and Express Car. Fig. 133. See Car, M. C. B. Class BE. A car similar to a baggage car, used for either baggage or express matter. Baggage Rack. See Basket Rack. Baggage Truck. A vehicle with a frame or rack for carrying baggage, used to move the latter by hand about railway stations. Bail. A curved handle of a more or less semi-circular form for a pail, bucket, lantern or other utensil. Baker Car Heater. Figs. 1937-47. A heater arranged to heat water in a coil of pipe in the inside of the stove, and cause it to circulate through a series of pipes laid near the floor of the car. The fireproof heater has a single coil, 30 feet in length, or a double coil, in a flexible steel, jointless, fireproof safe, with no apertures large enough to permit the escape of live coals. This inner fire pot or safe is enclosed in a flexible steel outside casing, with asbestos sheets be- tween the safe and casing, and between the ash pit bottom and sheet iron bottom; a safety plate covers the feed chute at the top, and a cinder-proof door ef- fectually closes the ash pit at the bottom. The smoke pipe and smoke flue base may be destroyed and leave the fire pot practically fireproof. Balance Hanger. Fig. 975. See Brake Beam Adjust- ing Hanger. Balance Spring (Passenger Truck Brake Gear). Figs. 975-77. A flat spring from which the brake beam adjusting hanger is suspended and which keeps the brake head balanced in its proper position. Balance Valve Pressure Regulator. A valve for auto- matically regulating the pressure in the steam pipes in a car-heating system. Balanced Side Bearing Truck. See Side Bearing Truck. Bali-Bearing Butt Hinge. A butt hinge, the washer of which is a ball-bearing. Bail-Bearing Center Plate. Figs. 1026, 1028. A center plate fitted with ball-bearings to reduce the friction in turning. Bali-Bearing Side Bearing. A side bearing fitted with ball-bearings to reduce the friction in curving. See Side Bearing. Ballast Car. Figs. 35, 37-40. See Car, M. C. B. Class M. W. B. A car for carrying ballast for repair and construction work, usually of either the flat or gondola type. Ballast Plow. Figs. 221, 225-6. See also Ballast Spreader. A plow for removing ballast either from cars or from the track. The plows shown in Figs. 221 and 225 are used on the tops of flat cars or gondola cars which have side doors and are hauled over the cars either by a locomotive and cable or a special winding engine which takes steam from the locomo- tive. The plow shown in Fig. 226 is for plowing and spreading ballast from the center of the track and is drawn by a locomotive. The plows are raised or lowered by hand adjustment. Ballast Spreader. Fig. 220. A flat car equipped with wings, usually operated by compressed air, for spread- ing ballast over the right of way after it is dumped from the cars. Band (for Seat Backs). More properly Seat Back Molding. Bar Sash Lift. A sash lift having a short horizontal metal bar attached to two flanged studs or stanchions ; used for the large sashes of sleeping and parlor cars. Bar Shackle (of a Padlock). A rectangular, instead of U-shaped, shackle. Barrel Car. A flat car, racked so as to carry many empty barrels. They are made long, and the racks are very high in order to make up a carload weight. Barrel Door Bolt. Fig. 1662. A door bolt made of a round metal bar and held in a round tube or "barrel." 22 BAR CAR BUILDERS' DICTIONARY BEL It is constructed so that when it is either engaged or disengaged from its keeper it can be turned by a short lever or knob and held in either position by suitable stops. Barrow Truck. A term sometimes used to designate a two-wheel baggage truck. Base Board Corner Molding. A light molding at the junction of the base board and the floor. Base Plate (of a Derrick or Crane). A large plate placed on the floor of the car for supporting the mast. Another method of support is by mast pocket. Base Washer (Passenger Equipment Car Platform Posts). A metal ring or plate, which forms a bearing for the post on the platform end timber. Basin. Figs. 1614-16, 1619, 1622-3. A hollow vessel made of porcelain or metal, and in cars usually fixed in a suitable stand with pipes and other attachments for filling it with water and emptying it. Such basins are used as lavatories in sleeping and other passenger cars. They are emptied at the bottom through a pipe connected to the basin by a basin coupling, or basin bushing, which is closed by a basin plug. The basin plug is attached to a basin chain, which again is fast- ened to a stanchion called the basin chain holder. For standard postal car basin see Fig. 1712. See also Folding Lavatory. Basin Bushing and Plug. Figs. 1587, 1589. See Basin. Basin Plug. Figs. 1587-88. See Basin. Basin Pump. Figs. 1611, 1612. A pump of peculiar construction for supplying the basin of sleeping and parlor cars from the tank carried under the slab. It is called single or double acting, according as the upward stroke only, or both the upward and downward strokes, eject water. Double acting is most used. The use of basin pumps has been practically discontinued on standard sleeping cars, the water being carried in tanks under the car and forced through the pipes by compressed air. They are still in general use, how- ever, on tourist sleeping cars, chair cars and many day coaches. Basin Valve. 5, Fig. 1616. See Basin. The valve which allows the water to escape from the basin is usually in the form of a plug or Waste Cock. Basket Rack (British, Parcel Net). 17, Fig. 1450; Figs. 1700-10. A receptacle made of metal ends and rods, or a combination of rods and wire netting for holding parcels and hand baggage. They are attached to the sides of passenger cars, above the heads of the pas- sengers, so as to be out of the way. Continuous basket racks extend the full length of the car, and are increasing in favor. Basket Rack Bracket. 18, Fig. 1450. A light metal support for the end or center of a basket rack. Basket Rack Netting. Wire netting with very large meshes, which forms the bottom or back of a basket rack. Basket Rack Rod. Small round metal bars which form the main portion of a basket rack, and to which the netting, when used, is fastened. Batten. "A piece of board or scantling of a few inches in breadth." — Webster. Battery. See Storage Battery. Bayonet Catch. A general term derived from the man- ner of fastening on a bayonet to a gun, applied to the mode used in many forms of hardware and mechanical construction for connecting separate parts so as to be firmly united and yet easily removable. Many lamps are held in place by a form of bayonet catch. Bead. "A small salient molding of semi-circular sec- tion. Also the strips on the sash frame which form a guide for the sash. These beads are known as the inside bead, outside bead and parting bead." — Knight. The terra is frequently applied to any form of small, light molding of simple outline. Beam. "The term beam is generally applied to any piece of material of considerable scantling, whether subject to transverse strain or not; as, for example, 'collar beam,' 'tie beam,' 'Brestsummer beam,' the two former being subject to longitudinal strains of com- pression and tension, respectively, and the latter to transverse strain." — Stoney. "Any large piece of timber, large in proportion to its thickness and squared or hewed for use." — Webster. A bar of metal of similar proportions is also called a beam. "A bar supported at two points and loaded in a direction perpendicular or oblique to its length is called a beam." — Rankine. By analogy the term has of late years come to be applied to similar pieces or bars of iron and steel. Thus we have iron I-Beams and Deck Beams to take the place of wooden beams in structures. The term is also used to designate such things as the beam of a balance or scales, a plow beam, the walking-beam of a steam engine, brake beam, etc. Bearing. That which supports or rests on something, and is in contact with it. Thus a block or stone on which the end of a timber rests is called a bearing. The metal block or bushing in contact with a jour- nal is called a bearing. For M. C. B. Standard journal bearing see Figs. 2678, 2682, 2685, 2688. Bearing Casting (Tip Cars). A casting, one of a pair, attached to either the car body or to the truck which supports the car body and its loads. In tip cars it is pivoted or hinged so as to permit the body to tip or rock laterally and to thus discharge its load. Bearings, Journal. See Journal Boxes and Details. Bell Cord. See Signal Cord. Bell Crank. An L-shaped rectangular lever, often with the two extremities connected so as to be of trian- gular form, for changing the direction of motion by 90 degrees, more or less. (Hand Car.) A crank attached to the propelling lever shaft, giving more favorable direction to the power applied to the levers. Bell Rope. See Signal Cord. Belt Aligning Device (Electric Lighting). Mechanism consisting of screws and slip collars for adjusting the alignment of the belt, by shifting the generator so that its pulley shall be in the same vertical plane with the axle pulley. Belt Molding. A molding passing entirely around the interior of a passenger car directly above the windows. Belt Rail. 49 and 50, Figs. 285-88; 49, Fig. 368; 49a and 49c, Figs. 374-375; 30, Fig. 410; 65, Figs. 423-25; Fig. 495. A part of a passenger or street car frame below the windows on the outside, extending the whole length of the car body and attached to each post. It is usually framed into the posts and, sup- ports the window sills. The Upper Belt Rail is a similar strip directly above the window. See Auxil- iary Belt Rail. 23 BEL CAR BUILDERS' DICTIONARY BER Belt Rail Cap. 81, Figs. 423-425. A strip of wood nailed to the top of a belt rail, and forming a seat for the window sill. Belt Rail Stiflener. Fig. 495. A reinforcing member riveted to a belt rail in steel passenger cars. Belt Tension. Mechanism consisting of springs, rods and nuts for adjusting and maintaining the tension of a belt used for driving an axle generator. Bench Cap. Transverse timbers resting upon the side sills of a coal or ore car, to tie the sills together and prevent spreading, and also to support the doors or winding shaft about which the winding shaft chain is wound. Berth. Fig. 1456; 1, 2, Figs. 1458 and 1459. A bed in a sleeping car; also, the shelf or support on which the bed rests. There are two such beds in the space occupied by two double seats, which is called a section. The lower berth is made up on the seats and the upper one on a shelf, which can be raised or folded up out of the way in daytime. Berth Arm. A Berth Brace. Berth Brace. A metal rod, chain, or wire rope some- times attached to the side and near the top of a sleeping car, and at the other end to the outer edge of a berth, which is supported by the brace. In the later designs it is done away with, the berth being supported by the berth chain. Berth Brace Eye. A metal plate with suitable lugs for fastening the brace to the top of the car or to the berth. Berth Bracket. A bracket on which an upper berth of a sleeping car rests when lowered. Berth Chain. 25, Figs. 1458, 1459; C, Fig. 1472. A chain passing from the berth spring through the overhead pulley and to the corner of the upper berth to support it. The berth spring is attached to the chain to counteract the weight of the berth. The berth chain does the service of the berth spring rope and berth brace. Berth Chain Pulley. 24, Figs. 1458, 1459, Fig. 1472. A pulley attached to the roof of a sleeping car, over which a berth chain runs. Berth Curtain. 17, Figs. 1458, 1459. A curtain hung in front of a sleeping car section to afiford privacy to occupants. A single curtain covers both berths, and is hung from the berth curtain rod. Berth Curtain Hook. Figs. 1467, 1469. A metal hook attached to a berth curtain, and by which the latter is hung on a rod above the berths; usually covered with leather to prevent rattling. Berth Curtain Pole. See Berth Curtain Rod. Berth Curtain Rod. 16, Figs. 1458, 1459. A rod usually made of metal tubing, fastened above a section of a sleeping car to support the berth curtains. They are now made in sections, supported by folding brackets, and swing into the upper-berth out of sight, except when berths are made up. See Berth Cur- tain Rod Bracket. Berth Curtain Rod Bolt. A small vertical bolt, usually tipped with an ornament fastening the curtain rod in the coupling on the bracket. Berth Curtain Rod Bracket. IS, Figs. 1458, 1459; Fig. 1474. A metal bracket attached to the deck of a sleeping car, which forms a support for a berth curtain rod. Such brackets usually have a coat and hat hook attached to them. A hanger is some- times used as a substitute for a bracket at certain points. The stationary bracket has been replaced by the folding curtain rod bracket, which folds, with the rod attached, into the upper berth and out of sight when the curtains are not m use. See Curtain Rod Folding Bracket. Berth Curtain Rod Coupling. A fastening by which a berth curtain rod of a sleeping car is secured to a bracket. It usually consists of a bolt or screw. Berth Curtain Rod Socket. A metal flanged ring which supports the berth curtain rod. Also called berth curtain rod bushing. Berth Front. 4, 5 and 6, Figs. 1458-59. The bottom or front of an upper berth. Berth Headboard. See Headboard. Berth Hinge. Fig. 1462. A hinge or joint by which the back edge of an upper berth of a sleeping car is attached to the side of a car. Berth Hinge Bushing. A hollow metal socket in which the spindle of a loose berth hinge works. Berth Hinge Plate. A plate which takes the place of a berth hinge bushing. Berth Lamp. Figs. 2451-53, 2504, 2507, 2516, 2523. A lamp for lighting a sleeping car berth. Berth Latch. 47 and 48, Figs. 1458-59; Figs. 1457. 11. A device for holding the upper berth of a sleeping car up in its place when not in use. To obviate the danger of the berth shutting up in case of overturning of the car, the safety berth rope and attachments, 26, Figs. 1458-59, are used. Safety berth latches have also been used to obviate the necessity of using a safety rope. See Safety Berth Latch. Berth Latch Bolt. 48, Figs. 1458-59; Fig. 1472. A bar or pin of an upper berth latch which engages in a corresponding strike plate or keeper to hold the berth up. Berth Latch Keeper. Also called Strike Plate. See Berth Latch Bolt. Berth Latch Lever. The part by which the berth latch handle operates the berth latch bolt; also called a berth latch rocker plate. Berth Latch Rocker Plate. See Berth Latch Lever. Berth Lock. See Berth Latch. Berth Lock or Latch Handle. Figs. 1457 and 1465. Berth Lock or Latch Rods. Figs. 1457 and 1465. Berth Mattress. The mattresses which cover the seat cushions of the lower berth and the springs of the upper berth. When the berths are made up for day travel the mattresses are stored in the upper berth. Berth Numbers. Figs. 1473. Figures or numbers, usually made of metal or porcelain, for numbering the berths or sections of sleeping cars. They are frequently sewed to plush panels and hung from the berth curtain rods. Berth Partition. 8, Figs. 1458, 1459. The partition between the upper berths of two adjacent sleeping car sections. It is of the same outline as the upper berth's cross-section. Berth Safety Rope. 26, Figs. 1458-59. A wire rope fastening the upper berth of a sleeping car to the fixed arms of the lower berth, to pfevent accidental closing up of the upper berth in case of overturning of the car. The rope is fastened to the upper berth by a berth safety rope fastener and to the lower 24 BER CAR BUILDERS' DICTIONARY BOD berth by inserting a knob into a berth safety rope holder. See Safety Berth Latch. Berth Safety Rope Hook. Fig. 1468. A hook for hold- ing a berth safety rope. Berth Spring. 23, Figs. 1458-59; Fig. 1472. A spring usually made in a spiral form, like a watch spring, coiled within a device called the berth spring fusee and attached to the upper berth of a sleeping car by a berth chain so as to counteract the weight of the latter and make it easy to raise and lower. Berth Spring Frame. 23, Figs. 1458-59; Fig.. 1472. A metal support which holds a berth spring and fusee. Berth Spring Fusee. See Fusee. Berth Spring Lug or Clip. M, Fig. 1472. The means by which the end of a berth chain is fastened to the upper berth, sometimes called a berth chain end plate. Berth Striker Plate. A Berth Latch Keeper. Beveled Washer. A washer vised to give an even bearing for rods which stand at an acute angle to the surface on which the nut or bolt head bears. Sometimes two such washers which come near together are cast in one piece, and are then called double beveled washers. See Triangular Washer. Bezel. "A term applied by watchmakers and jewelers to the groove and projecting flange or lip by which the crystal of a watch is retained in its setting. An ouch." — Knight. Bibb Cock. Fig. 1602. Literally, a cock with a curved nozzle or spout, but commonly restricted to a cock with a plain valve without springs, moved by the hand only. Billet Car. A low side gondola car, built of steel throughout for transportation of hot steel billets or other heavy material. Bit (oi a Key). The part of a key which enters the lock and acts upon the bolt and tumblers. The bit consists of the web and wards. The web is the portion left after the wards are cut out. The wards (of a key) consequently are those spaces which fit over the wards of a lock. Some bits have no wards. Bleeding Valve or Bleeding Cock. Another term for Release Valve or Release Cock. The operation of releasing the brakes when applied upon a car de- tached from the locomotive is sometimes called bleed- ing. The bleeding valve is located on the auxiliary reservoir, and the brakes may be released by opening it and allowing the air in the brake cylinder and auxiliary reservoir to escape. Blind. A Window Blind. They are sometimes single, but usually double, distinguished as lower and upper. Flexible window blinds are rarely used now, having been displaced by window shades. Blind Ceiling (Refrigerator Car). L, Figs. 374, 375. -A layer of light boards next above the inside ceiling in the roof of the car. Blind End Car (Passenger Equipment). Figs. 100 and 102. A term sometimes used to designate non-vesti- buled cars, but more properly a car without end doors, either non-vestibuled (dummy) or with open platforms. Blind Floor (Refrigerator Cars). I, Figs. 374 and 375 A layer of boards under the sub-floor and fastened to nailing strips secured to the bottom of the sills. Blind Lining (Refrigerator Cars). E, Figs. 374 and 375. A thin layer of boards between the outside sheathing and the inside lining; also sometimes called inter- mediate lining. Block. "A heavy piece of timber or wood, usually with one plane surface; or it is rectangular and rather thick than long." — Webster. A pulley or. system of pulleys mounted on its frame or shell, with its band or strap. A block consists of one or more pulleys or sheaves, in a groove of which the rope runs, fastened in a shell or frame by pins, on which they revolve. The interior wheels are termed sheaves, which lat- ter term is often used to designate the whole block or pulley. A snatch block is a block with only one sheave, and with an opening at the side for the ready insertion and removal of the rope. Blocks without this opening, however, are also sometimes termed snatch blocks. Block and Tackle. A general term applied to a pair or more of pulleys and accompanying rope. Also termed fall and tackle, or simply tackle. Blocking. A mode of fastening together the vertical angles of woodwork by blocks of wood glued or nailed in the inside angle. The method is largely used in every form of carpentry, where great strength is not required in the joint. In car work, generally known as furring blocks. Blocking, Continuous (Passenger Equipment Car Framing). 67, Figs. 423-25. A term used to desig- nate planks or blocking used to strengthen the side frame. ' Board. "A piece of timber sawed thin, and of consid- erable length and breadth, compared with the thick- ness, used for building and other purposes." — Webster. Boarding Car. Fig. 2673. A term commonly applied to a car used as a place of lodging for workmen. In the case of wreck trains they are more often called dining and sleeping cars. Body (Of a Car). The main or principal part in or on which the load is placed. American cars usually consist of a body carried on two trucks. (Of a Valve, Cylinder, etc.) The main or prin- cipal part, to which the other parts are attached, as cylinder body, etc. Body Bolster. 12, Figs. 285-88, 320, 355, 368, 374-5; Fig. 297; 4, Fig. 342; 5, Fig. 383; Figs. 417, 498-523, 1067. The transverse members of the underframe over the trucks which transmit the loads carried by the longitudinal sills to the trucks through the cen- ter plates. A double body bolster is a wide bolster with two transverse members, and is used on cars equipped with six-wheel trucks. Body Bolster Bottom Cover Plate. 12b, Figs. 285-88; 7, Fig. 410; Fig. 490; 2, Fig. 505. The bottom cover plate used on a bolster of the built-up type. Also known as the Body Bolster Compression Bar and Body Bolster Tie Plate. Body Bolster Compression Bar. 12b, Figs. 285-88. The lower or compression member of a built-up body bolster. Also designated as the Body Bolster Bot- tom Cover Plate. Body Bolster Cover Plate. Fig. 490. See Body Bolster Top Cover Plate and Body Bolster Bottom Cover Plate. Body Bolster End Pocket Casting. A cast cap that fits over the end of a combined wood and steel body bolster, through which the truss rods pass, and on which the truss rod nuts bear. It is a body bolster truss rod washer enlarged so as to cover the entire end of the bolster. 25 BOD CAR BUILDERS' DICTIONARY BOL Body Bolster Filler. Fig. 490; 19, Fig. SOS. A plate or casting forming the filling piece between the cover plates of a built-up body bolster. The term also ap- plies to Truck Bolsters. Also frequently called Dia- phragm and sometimes Spider. Body Bolster Flitch Plates. Plates of iron or steel sandwiched between pieces of wood and bolted to- gether to give a wooden bolster greater strength. Frequently called body bolster sandwich plates. Body Bolster Sandwich Plates. See Body Bolster Flitch Plates. Body Bolster Tension Bar. 12a, Figs. 285-88, etc. The upper or tension member of a built-up body bolster. Also designated as the Body Bolster Top Cover Plate. Body Bolster Tie Plate. 7, Fig. 410; Fig. 490. See Body Bolster Bottom Cover Plate. Body Bolster Top Cover Plate. 12a, Figs. 28S-88; Fig. 490; Fig. SOS. The top cover plate used on a body bolster of the built-up type. Also known as the Body Bolster Tension Bar. Body Bolster Truss Block. A block of wood or dis- tance piece on the top of a wooden body bolster be- tween the center floor timbers and underneath the bolster truss rods. Body Bolster Truss Rod. A metal rod, used on some built-up body bolsters, which is tied to the ends and passes above the center of the bolster over the truss rod bearing, so as to form a truss ; generally two are used for each bolster. Body Bolster Truss Rod Bearing. See Body Bolster Truss Rod. Body Bolster Truss Rod Washer. An iron bearing plate on the end of a body bolster ; often made to take two or more rods. Body Brace. 33, Figs. 28S-88; 33, 35 and 37, Figs. 374 and 375 ; 12 and 13, Fig. 383. An inclined member ot the body side or end framing. In the usual form of side framing for freight cars the braces are inserted in the panels between the bolster and the center of the car, inclining toward the center of the car, while the counter braces are framed in the panel between the bolster and the end of the car, inclining toward the end of the car. See Brace and Counterbrace. Body Brace Rod. An inclined iron rod in the side or end of a car body frame, which acts as a brace. They are distinguished as end and side body brace rods. A brace straining rod is a short vertical rod in the side of a passenger car under the window. Body Center Plate. 6, Fig. 297; 17, Figs. 285-88; 31, Fig. 383; Fig. 490; 11, Fig, 505. The center plate attached to the under side of the body bolster. See Center Plate. Body Check or Safety Chain Eye. An eye bolt or clevis for fastening a truck check chain or safety chain to the car body. Body Check or Safety Chain Hook. An iron hook on the check chain, which enters into the check chain eye. Body Counter Brace Rod. Usually an inclined iron rod in the side frame of a car body, between the bolster and the end of the car. It may be a diagonal brace rod in a Pratt truss, which runs counterwise with those rods which carry the load. It may then be between the bolsters. Body Cross Tie. 31, Fig. 297. A metal bar extending across a hopper or other form of open-top freight car and fastened to the sides to prevent their bulging. Body End Furring. Furring in the end of a car. See Furring. Body End Plate. A transverse member in the end of a car connecting the side plates. See End Plate. Body End Rail See End Rail. Body Framing. Figs. 465-75 and General Drawings. The framework of that part of a car above the un- derframe, so called to distinguish it from the under- frame. It is commonly subdivided into side, end and roof framing. Body Post (Freight Car Bodies). An upright timber which is framed into the sill and plate of a freight car. The body posts and corner posts form the ver- tical members of the side frame of a car body. See Post and Side Post. Body Queen Post. See Queen Post. Body Side Bearing. 16, Figs. 285-88; 8, Fig. 410; Fig. 493; 9, Fig. SOS. The upper one of the two side bearings, which is attached to the body bolster. See Side Bearings. Body Transom. A name sometimes given to a Needle- beam or Cross Tie. Body Truss Rod. 19, Figs. 285-88 ; 355, 368, 374-75 ; 33, Fig. 383 ; 20, Figs, 423-25 ; IS, Fig. 505. A rod extend- ing from end sill to end sill, passing over the body bolsters on truss rod saddles and under the truss rod queen posts hung from the cross tie timbers. With the sills they form a truss and support the car body, preventing the sills from sagging between the bolsters. In passenger cars truss rod anchor irons are sometimes used, which are fastened to the sills near the bolsters. The truss rods are then attached to these anchors and are not brought out through the end sills. Truss rods are distinguished as center, in- termediate and side or outside truss rods. Body Truss Rod Bearing. See Queen Post. Body Truss Rod Hopper Strap. A term applied to a strap passing under and supporting the hopper of a gondola car, the ends of which are fastened to the body truss rods, which carry the stress to the end sills. Body Truss Rod Saddle. 20, Figs. 285-88, 374-75; 14, Fig. 505. A block of wood or a casting which forms a distance piece on top of a bolster, and on which a continuous body truss rod bears. Properly speak- ing, a saddle means a common bearing for a pair of rods with a central support, but it is not restricted to such use. Body Truss Rod Washer. A heavy iron washer on the outside face of the end sill, on which the nut on the end of the body truss rod bears. Bogie (British). A swiveling car truck. American eight-wheel cars are what are termed in Great Britain bogie carriages, or wagons. Bogus Plate (Refrigerator Cars). A horizontal tim- ber attached to the posts on the inside of the car, a short distance below the plate. The bogus plates support horizontal cross timbers, called meat tim- bers, or hanging bars, to which hooks are attached for hanging meat. Bolster. A cross timber or beam on the under side of a car body and in the center of a truck, through which the weight is transmitted. The bolsters carry the body and truck center plates, the body bolster resting on the truck bolster. Truck bolsters are either swing bolsters, admit- ting of lateral motion to mitigate shocks, or rigid 26 BOL CAR BUILDERS' DICTIONARY BOL bolsters, which permit no lateral motion. All passen- ger trucks have swing bolsters. In freiglit car serv- ice the rigid Ixilster has the preference, and rigid bolster trucks are the more numerous. See Body Bolster, Double Body Bolster, Swing Bolster and Truck Bolster, Bolster Bridge (Six-Wheel Truck), See Side Bearing Arch, Bolster Center Casting. 16, Fig, 410; Fig, 491, A hollow rectangular-shaped casting placed between the center sills and body bolster plates ; the king bolt passes through it. Sometimes called a bolster cen- ter filler. Bolster Center Filler. See Bolster Center Casting. Bolster Chafing Plate. Figs, 974 and 977, An iron plate attached to the side of the transom to prevent wear from abrasion by movement of the bolster. More properly, transom chafing plate. The corresponding casting on the side of the bolster, which is, strictly speaking, the bolster chafing plate, is commonly called friction block or friction plate. Bolster Diaphragm. Fig. 490. See Body Bolster Filler, Bolster Flitch Plate. The iron or steel plates of a built-up bolster, sandwiched between wood pieces. Rarely used now. Bolster Guide Bars (Diamond Arch Bar Trucks). 37, Fig. 945, ^lore commonly called columns. Posts between the arch bars, held in place by column bolts, which form a guide for the end of the bolster. These columns are sometimes also reciuired to per- form the office of a brake hanger carrier. An off- set shoulder is then cast on the column near the top and on the inside with a jaw, to which the brake hanger is fastened by a pin. They are also often combined in one casting with the spring seats, (See Figs, 1100 and 1101,) Bolster Hanger. See Swing Hanger, Bolster Hanger Carrier. A Swing Hanger Pin Bearing. Bolster Jack Screw (Wreck Cranes). A jack screw attached to the spring plank for the purpose of tak- ing the load ofif the springs and making the entire truck and car body one rigid structure when the der- rick of the crane is in use. Bolster Plate CPassenger Equipment Trucks), Fig. 978. Wrought iron plates bolted to the sides of wood- en bolsters to strengthen them. Bolster Sandwich Plate. See Bolster Flitch Plate, Bolster, Specifications for Cast Steel (M, C, B. Recom- mended Practice). In 1912 the following specifications were adopted for cast-steel bolsters : manufacture, 1. Castings furnished under these specifications must be made of open-hearth steel in accordance with the best foundry methods. They must conform to the dimensions shown on drawings and must be free from rust, scale, blow holes and shrinkage cracks. 2. Each casting must have the following markings cast upon it in raised figures and letters : a — Initials of the railway company. b — Month and year in which cast, thus: 6-12. c — Manufacturer's serial number and trade mark (or other designation). d— M. C. B. S. 3. The manufacturer shall have cast upon each bolster two test coupons having a cross section of 1% inch by 1% inch and 6 inches long. These coupons are to be used for the physical and chemical tests, and their loca- tion upon the casting shall be as specified by the pur- chaser. There shall be two additional coupons of a cross section not less than the average cross section of the casting, which coupons are to be used to determine the character of the annealing as specified in Section 7. 4, The manufacturer shall protect all castings so that they do not become covered with rust. They must not be painted before inspection unless so specified. 5, Bolsters shall not vary more than 3 per cent, above nor 2 per cent, below what has been determined upon as the normal weight of the casting, except that in case the casting has met all requirements save that of over- weight, it may be accepted as of the maximum allowable weight here specified. For the purposes of this require- ment, the normal weight shall be previously agreed upon between the purchaser and the manufacturer. 6, When the manufacturer is ready to make shipment of the material he shall notify the purchaser of that fact and await the arrival of the purchaser's inspector, to whom he must furnish free ' any assistance and labor needed to make satisfactory inspection, tests and prompt shipment, 7, All castings shall be thoroughly annealed. Test coupons shall be annealed with the casting before they are detached. To determine the quality of the annealing, the inspector will have one of the test coupons, mentioned in Section 3, cut half-way through and broken ofl^ from the casting for examination of the fracture. If, in his opinion, the annealing has not been properly done, he may require the castings to be reannealed, using the sec- ond test coupon for examination in this case. If, after annealing or reannealing, any casting is so much out of gage as to require heating in order to bring it within the gage, it shall again be annealed before it may be accepted, CHEMICAL properties, 8, The chemical composition of the steel shall con- form to the following requirements : Carbon from 0,20 per cent to 0,30 per cent. Manganese not over 0,70 per cent. Phosphorus not over 0,05 per cent. Sulphur not over 0,05 per cent. PHYSICAL PROPERTIES. 9, The physical properties of the steel shall be as follows : Ultimate tensile strength, pounds per square inch not under 60,000 Yield point (by "drop of the beam") not under 50 per cent, of the ultimate strength Elongation in 2 ins., per cent. . . .not less than the quotient of 1,400,000 divided by the ultimate strength 10, For the purpose of determining whether the phy- sical and chemical requirements are complied with, the inspector shall select at random one casting from each heat. From this casting, the two physical and chemical test coupons (referred to in Section 3) shall be removed by the inspector. One of them shall be subjected to phy- sical tests, but if the coupon casting proves unsound, the other coupon shall be used in its stead for this purpose. From the coupon which has satisfactorily passed the physical requirements, borings shall be made for chemical analysis. In case the test pieces selected do not meet the specifications, all castings from the entire heat represented shall be rejected, 11, At his option, the inspector may require that any or all castings be subjected to sand blast in order to make an examination of the surface for checks or cracks. 12, From each casting rejected by the inspector under 27 BOL CAR BUILDERS' DICTIONARY BOX these specifications he shall cause to be chipped the "S" of the letters M. C. B. S. which are specified in paragraph 2. • Bolster Spring. 80, Figs. 945, 947, 966; Figs. 1102-09; 1111-14. The main spring of a car, carried on the spring plank and supporting the truck bolster, on which the weight of the car body rests. Bolster Spring Cap. See Spring Cap and Spring Seat. Bolster Spring Seat. See Spring Seat. Bolster Thimble. 4, Fig. SOS. A small filler sometimes used between the cover plates of a bolster when the main filler or web does not extend clear to the end of the bolster. Bolt. A pin, rod or bar of metal used to hold or fasten anything in its place; ordinarily a bolt has a head on one end and a screw and nut on the other, while a rod has a nut on both ends. Bolt Heads and Nuts. See Screw Threads, Bolt Heads AND Nuts. Bolt Heads, Square. In 1899 the following dimensions for square bolt heads were adopted as Recom- mended Practice: The side of the head shall be one and one-half times the diameter of the bolt, and the thickness of the head shall be one-half the side of the head. In 1900 these dimensions were adopted as a Standard. Bolted Commutator (Motor Cars). Fig. 2S3S. A motor commutator in which the segments and mica insu- lation are held in place between two retaining rings by bolts. Bonnet (Passenger Cars). A Platform Hood. Boom (Steam Shovel). The heavy swinging arm which carries the boom engine and ratchet beam. It is stepped at the foot of the "A" frame and held in its inclined position by boom guys. Boom Cap Clevis (of a Derrick, Steam Shovel or Crane). A clevis sometimes attached to the upper end of the boom, to which the fixed end of the hoist- ing rope is attached. In other cases the clevis for this purpose is carried on the hoisting block. Boom Engine (Steam Shovel). An engine mounted on the boom to operate the ratchet beam. Boom Foot Sheave (Steam Shovel). A fixed sheave or pulley at the bottom of the boom over which the hoisting chain is passed. Boom Guys (Steam Shovel). Iron rods from the point of the boom to the top of the "A" frame, holding the boom in its inclined position. Boom Idler Sheave (Steam Shovel). A fixed sheave mounted on the boom, the purpose of which is to slightly change the direction of the hoisting chain. Boom Point Sheave (Steam Shovel). The pulley at the outer end of the boom over which the hoisting chain runs. See Boom Sheave. Boom Sheave (of a Derrick, Steam Shovel or Crane). A sheave carried at the upper extremity of the boom, over which the hoisting chain passes. Boom Shoe (of a Derrick or Crane). A casting carried at the foot of the mast and constructed so as to be able to revolve against the boom base. It is sup- ported by boom shoe rods. Boom Shoe Rods (of a Derrick or Crane). Iron rods attached to the head block or cap at the top of the mast and supporting the boom shoe. Boom Shoe Rollers (of a Derrick or Crane). Rollers at the foot of the mast upon which the boom shoe revolves. Boom Step and Trunnion (Steam Shovel). The socket in which the boom is seated and about which it turns. Booster. A direct electro-motive force generator ar- ranged to add its E. M. F. to that of another circuit, or "boost" the same. Direct opposite of bucker. Boss or Hub (of a Steel Tired Wheel). The central portion, through which the axle passes. Boss is the usual British term, but little used in the United States. Bottom Arch Bar. See Arch Bars. Bottom Chord (of Trusses). See Lower Chord. Neither term is regularly used to designate any part of car trusses, but the side sills are bottom chords in trussed side frames. Bottom Connecting Rod. '^1 , Figs. 94S, 947, 966. The brake rod connecting the bottom ends of the live and dead truck brake levers. Bottom Door Rail. S, Figs. 805 and 809. The lower transverse piece of a door frame. Bottom Door Track. 66, Figs. 285-88. A door track below a sliding door. Usually a metal bar. Sliding doors are often provided with rollers or slides, which rest on the track. Freight car doors usually slide on a Top Door Track. Bottom Rod. See Brake Rod and Bottom Connecting Rod. Bottom Truck Connection. See Bottom Connecting Rod. Bow. See Platform Hood Bow. Bowl. Figs. 2386, etc. A glass bowl used on center and vestibule gas lamps. See, also Basin. Box. See Journal Box. Box Car. Figs. 1-15, 261-89 and 489-94. A car with sides enclosed and with a roof; doors are placed in the sides or sides and ends. Used for general service and especially for lading which should be protected from the weather. See Car, M. C. B. Class XM. Box Car Details. Figs. 489-94. Box Car Door. Figs. 764-97. See Door. Used on both the sides and ends of the car. See End Door. Box Car Side and End Door Fixtures. See Door Fixtures. Box Car, Ventilated. See Ventilated Box Car. Box Cars, Framing for (M. C. B. Recommended Prac- tice). Fig. 2762. In 1904 the style of framing shown on the drawing for cars of 60,000 pounds capacity was adopted as Recommended Practice. In 1904 the style of framing shown on the drawing for cars of 80,000 pounds and 100,000 pounds capacity was adopted as Recommended Practice. In 1904 the style of end framing shown on the drawing for cars of 60,000 pounds, 80,000 pounds and 100,000 pounds capacity, was adopted as Recom- mended Practice. In 1904 the use of a plank lining 1^ inches thick, on the inside of the ends of cars, extending from the floor to the underside of the carline, was adopted as a Recommended Practice. Box Cars, Height and Width of (M. C. B. Recom- mended Practice). In 1904 the following dimensions for box cars built on low trucks (3 feet 6 inches to top of floor) were adopted as Recommended Practice : Height from top of rail to upper edge of eaves, 12 28 BOX CAR BUILDERS' DICTIONARY BRA feet 54 inch; width at eaves at above height, maxi- mum, 9 feet 7 inches. Box Cars, Inside Dimensions of (M. C. B. Recom- mended Practice). In 1904 the inside dimensions of box cars approved by the American Railway Association, namely, 36 feet long, 8 feet 6 inches wide and 8 feet high, were adopted as a Recommended Practice. Box Cover. See Journal Box Lid. Box Cushion. A cushion for passenger car seats made on a wooden frame. In distinction from a squab cushion, now little used, which is a loose pad on the seat. Box cushions are sometimes stuffed with hair or other elastic material alone, but usually steel springs are used in addition. Box Fruit Car. See Ventilated Box Car. Box Guide. See Pedestal. Box Lid. See Journal Box Cover or Lid. Box Packing. Journal Packing. Box Section Bolster. Fig. 498. A bolster whose cross- section has a box or rectangular shape. Box Steps. A term sometimes used to distinguish platform steps made with wooden stringers or sides from open steps. Box Stock Car. An ordinary box car with large grated openings for ventilation, but excluding rain. Little used except for horses. See Stock Car. Boxes, Journal and Details. See Journal Boxes and Details. Brace. 33, Figs. 285-88; 33 and 37, Fig. 368; 33, 35 and 37; Figs. 374-75; 12 and 13, Fig. 383; 51, Figs. 423-25. An inclined beam, rod, or bar of a frame, truss, gir- der, etc., which unites two or more of the points where other members of the structure are connected together, and which prevents them from turning about their joints. A brace thus makes the structure in- capable of altering its form from this cause, and it also distributes or transmits part of the strain at one or more of the joints toward the point or points of support, or resistance to that strain. A brace may be subjected to either a strain of compression or ten- sion. In the former case, in car construction it is called simply a brace ; in the latter it is called a brace rod. They are called right or left handed, accord- ing to the inclination of their top to a person stand- ing facing the car. See Berth Brace, Body Brace, Brake Lever Bracket Brace, Brake Shaft Step Brace, Compression Beam Brace, Door Brace, End Brace, Roof Brace, Side Brace, Side Body Brace, Side Lamp Brace. Brace Pocket. A casting which forms a socket for holding the ends of the braces in the car body fram- ing. See Post Pocket. Brace Rod. 34 and 37a, Figs. 285-88, 374-75. An in- clined iron rod which acts as a brace. A vertical rod acting in conjunction with a brace is called a sill and plate-tie rod, or, in passenger cars, for short rods be- low the window, brace straining rod. See Body Brace Rod, Counterbrace Rod. Brace Rod Washer. 38, Figs. 285-88; 374-75; Fig. 494. A bearing plate for the nut or head of a brace rod, sometimes made in a triangular or beveled shape, and sometimes a flat bar of iron bent to fit into a notch cut in the timber. Brace Straining Rod (Passenger Car Framing). A ver- tical iron rod in the side or end frame of a car body by which the upper end of a brace is connected or tied to the sill of the car. The brace rods are mem- bers of the truss, of which the sill, braces, posts or plates, etc., form parts. Such rods often have hook heads at the upper ends, against which the braces bear, and nuts at the lower ends by which they are screwed up, and are thus brought into a state of tension and the braces into compression. An equiva- lent in freight service is the sill and plate-tie rod. Brace and Tie Rod Washer. Fig. 494. See Brace Rod Washer. Bracket. "An angular stay in the form of a knee to support shelves and the like." — Webster. (Framing for Bridges or Cars.) An L-shaped angle plate riveted to each of two members which it is desired to connect at right angles to each other, as an end sill bracket or sill knee iron. A stronger form, now used in car construction, is called a gusset plate. (Cast Iron Wheels). The stiffening ribs cast on the plate. Bracket Gas Burner. A gas burner attached to the side of a car. See Bracket Lamp. Bracket Lamp. Figs. 2118, 2124, 2132, 2166, 2228, 2250, etc. A lamp attached to a wall by a suspension in the form of a bracket. Bracket Steps (Hopper Cars). Steps secured to the side of the car on the inside to serve as a substitute for a running board. Brake or Brake Gear. The whole combination of parts by which the motion of a car is retarded or arrested. The foundation brake gear includes all the parts by which the pressure of the air in the brake cylinder is transmitted to the wheels. See High Speed Air Brake, Quick Action Brake, Straight-Air Brake, Founda- tion Brake Gear, Traction Air Brake, Vacuum Brake. Brake Beam. Figs. 1154-1222; 84, Figs. 945, 947, 966. Transverse members to which the brake heads and shoes are attached. They are either inside hung or outside hung, and are often trussed, especially in passenger service. Brake Beam Adjusting Hanger. A link sometimes at- tached to a brake beam to cause the latter and the brake head and shoe to maintain the same relative positions when the brakes are released, so as to pre- vent the ends of the brake shoes from coming in con- tact with the wheel when the brakes are released. It is attached to the truck frame or truck bolster by a projecting brake beam adjusting hanger carrier, and to the brake beam by an eye or clip. Sometimes called a parallel brake hanger. Brake Beam Chafing Plate. A plate attached to a brake beam against which a brake spring bears, designed to resist the wear due to the action of the spring. Brake Beam Details (M. C. B. Recommended Prac- tice). In 1907 the following details regarding brake beams were adopted as Recommended Practice : That brake hangers shall have an angle as near as possible to 90 degrees from a line drawn from the center of the brake shoe to the center of the axle when the shoes are half worn. In 1910 a Recommended Practice was adopted that all beams be inside hung beams. In 1912 the practice was adopted that, in order to designate an M. C. B. brake beam, the letters "M. C. B." and the numerals "No. 1'" or "No. 2," as the case may 29 BRA CAR BUILDERS' DICTIONARY BRA be, be cast, forged or stamped on the fulcrum, and that after January 1, 1913, this be cast on the fulcrum if the fulcrum be a casting, or forged on the fulcrum if the fulcrum be a forging. Brake Beam, Details and Capacities (M. C. B. Stand- ard). Fig. 2701. Certain dimensions and capacities of brake beams were adopted as standard of the association, by letter ballot, in 1889, and these standards, as modified by subsequent action, are shown on the drawing for iron brake beams. Standard heights of brake beams, when measured from the tops of the rails to the center of the face of new shoes, were adopted in 1894, as follows ; For inside hung beams, 13 inches. For outside hung beams, 14^ inches. In 1907 the following details for brake beams and .•gages were adopted as standard : All brake beams shall be 60j4 inches in length from center to center of brake head, with an allowable varia- tion of '-8 inch in either direction. All brake beams shall be proven by gage shown on the drawing, which shall be the standard gage for that purpose. Attachments for safety hangers shall be 51 inches from center to center. The angle of the lever fulcrum shall be 40 degrees from the vertical. The lever pin hole shall be either 2 inches or 3 inches in front of the top of the brake-head lugs. The varia- tions in either direction from above measurements shall not exceed 1-16 inch. Holes should be made straight and true by drilling, reaming or broaching, and shall be not less than 1 3-32 inches nor more than Ij/g inches in diameter. All lever pin holes shall be proven by gage shown on the drawing, which shall be the standard gage for that purpose. In 1908 the following detail regarding brake beams was advanced from Recommended Practice to Standard: Brake beam hangers shall be % inch in diameter. In 1908 two brake beams were adopted as standard, as follows : Brake beam No. 1 to be suitable for cars weighing not over 35,000 pounds light weight. Brake beam No. 2 to be suitable for cars exceeding 35,000 pounds light weight. In 1909 the following was adopted to establish a uni- form practice for designating right and left-hand brake beams : When facing back of brake beam with center strut pointing away from observer, where the top of lever slot inclines toward the right it shall be known as right-hand beam, and where top of lever inclines toward the left it shall be known as left-hand beam. On cars- built after September 1, 1909, it will not be permissible to hang brake beams from any portion of the body of the car. In 1910 the drawing of the brake head was modified as regards the size and shape of the hanger hole. In 1910 the following Recommended Practice was ad- vanced to Standard : The brake beam hanger bracket shall be attached to some rigid portion of the truck. In 1911 the use of brake beam No. 2 was extended as follows : Beam No. 2 must be used on cars of more than 35,000 pounds light, weight, and it may be used on cars of 35,000 pounds light weight or less. Brake Beam Eye Bolt. An eye bolt in the brake beam to which the safety hanger is attached. Brake Beam Fulcrum. See Brake Lever Fulcrum. Brake Beam Gage. A metal templet for ascertaining or regulating the several dimensions of brake beams. Brake Beam Gage (M. C. B. Recommended Practice). Fig. 2757. In 1907 a brake beam gage was adopted as standard. In 1912 this gage was redesigned and adopted as Recommended Practice. It determines the following dimensions and adjustments: (1) Limiting outline of brake beam ; (2) length of beam; (3) proper alignment of the heads in relation to each other; (4) proper location of pin hole and center of strut; (5) angle of lever fulcrum. Brake Beam Gage Limiting Outlines (M. C. B. Stand- ard). Fig. 2700. In 1911 a limiting outline gage shown for No. 2 brake beams used on cars built after January 1, 1908, was adopted as standard. Brake Beam Hanger. Figs. 975 and 978. A link or bar used in suspending a brake beam from a truck frame. Brake Beam King Post. See Brake Beam Strut. Brake Beam Release Spring. See Release Spring. Brake Beam Safety Chain. A chain sometimes attached by eye bolts to a brake beam to act as a safety de- vice in the same manner as a brake beam safety hanger. Brake Beam Safety Chain Eye Bolt. An eye bolt at- tached to a truck or car body to hold a brake beam safety chain. Brake Beam Safety Hanger. 90, Figs. 945, 947 and 966. A metal strap suspended from a truck frame and surrounding a brake beam, so that in case of a broken brake beam hanger the beam will not drop to the track. Brake Beam Specifications and Tests (M. C. B. Stand- ard). For each 500 brake beams or less, which pass inspection and are ready for shipment, one representative beam shall be taken at random and subjected by the company man- ufacturing the beams, and in the presence of the railroad company's inspector, to the following test in a suitable machine : The beams shall be equipped with suitable heads and shoes, and the shoes placed in contact with castings repre- senting the tread of the wheel; when mounted in this manner the load shall be applied to the fulcrum in the normal line of pull. a. Beam No. i: Apply an initial load of 4,000 pounds, then reduce it to zero. Apply a test load of 6,500 pounds and under this load measure the deflection which is desired to be 1-16 inch or .0625, but shall not exceed 0.07 inch. If desired, the beam may then be loaded until fail- ure occurs. Under this test the maximum load borne by the beam shall not be less than 20,000 pounds. b. Beam No. 2: Apply an initial load of 6,000 pounds, then reduce it to zero. Apply a test load of 12,000 pounds and under this load measure the deflection which is desired to be 1-16 inch or .0625, but shall not exceed 0.07 in. If desired, the beam may then be loaded until fail- ure occurs. Under this test the maximum load borne by the beam shall not be less than 38,000 pounds. 30 BRA CAR BUILDERS' DICTIONARY BRA In case a beam shall fail in this test, then a second beam shall be taken from the same lot and similarly tested. If the second beam stands the test it shall be optional with the inspector whether he shall test a third beam or not. If he does not do so, or if he does, and the third beam stands the test, the 500 beams or less shall be ac- cepted as filling the requirements of this test. Individual beams will not be accepted which (1) do not conform to standard dimensions, and (2) those that have physical defects. Any lot of SOO beams, or less, sub- mitted for test that fail to meet the prescribed test will not be accepted. Brake Beam Strut. A post or distance piece which forms a bearing for the truss rods of a brake beam. In metal brake beams the brake lever is attached to it, and it then becomes a brake lever fulcrum. For application to brake beams, see Fig. 1158, etc. Brake Beam Truss Rod. A rod used to truss or strengthen a brake beam. Brake Block. Another name for a Be.vke He.«.d. Brake Carrier. See Br.\ke Hanger Carrier. Brake Chain. See Brake Shaft Chain. Brake Chain (M. C. B. Standard). Fig. 2709. In 1909 dimensions for brake chains were adopted as Recom- mended Practice. Advanced to Standard in 1911. See Hand Brake Chain. Brake Chain Connecting Rod. An iron rod connecting the hand brake chain to one of the brake levers, usually the floating lever. Brake Chain Sheave. An iron wheel or pulley around which the brake chain passes. Brake Chain Worm. A conical casting attached to the brake shaft with a screw-shaped groove for the brake chain. Its object is to produce a rapid motion at first and increase the power when the brake shoes are brought to a bearing. A cylindrical casting with a screw-shaped groove, intended only to make the chain wind evenly. Brake Clevis. A Brake Lever Fulcrum. Brake Connection. See Brake Rod. Brake Connection Pin. Fig. 911. A pin used for con- necting fcrake rods and levers. Brake Cord Guide. A guide similar to a signal cord guide for the air-brake cord, which passes through cars fitted with automatic air brake apparatus, and operates the conductor's valve. Brake Cut-out Cock. Figs. 1300, 1339, 1359. A valve in- serted in the branch pipe from the brake pipe to the triple valve, which can be closed and the brakes on that one car put out of action in case they are not work- ing properly. The closing of this valve does not interfere with the operation of the brakes under any other car in the train. Brake Cylinder CAir Brake). C, Figs. 285-88; Figs. 1286-98, 1337. A cast-iron cylinder attached to the frame of the car, containing a piston which is forced outwardly by the compressed air to apply the brakes, and when the air pressure is released is returned to its normal position by a release spring coiled about the piston rod inside the cylinder. On passenger cars the brake cylinder is fitted with two heads, the pres- sure head and the non-pressure head. For freight cars the brake cylinder and the auxiliary reservoir are usually combined, the reservoir being bolted to one end of the cylinder and forming one of the cylin- der heads. The piston rod of the passenger brake cylinder, Fig 1286, has a crosshead at its outer end. to which is attached the c)'linder lever. The piston rod of the freight brake cylinder. Fig. 1289, is hol- low and loosely encloses a push rod, which is at- tached to the cylinder lever. In the vacuum brake a somewhat similar cylinder is used. Brake Cylinder Block. A block of wood shaped to fit over the curved surface of a brake cylinder and act as a filler between the cylinder and the sill to which it is attached. Brake Cylinder Lever. Fig. 489. See Cylinder Lever. Brake Cylinder Lubricator. Fig. 1398. A device for lubricating the brake cylinder. Brake Cylinder Pipe (Air Brake). The pipe which connects the brake cyUnder with the triple valve. Brake Cylinder Plate. The steel plate to which a brake cylinder is bolted and by which it is attached to the sills. Brake Cylinders, Cleaning and Lubricating. See Air Brakes, Cleaning and Testing of. Brake Dog. A Brake Pawl. Brake Foot Board. A Brake Step. Brake Gear. See Air Brakes, General Arrangements AND Details ; Foundation Brake Gear. Brake Gear, Foundation. See Foundation Brake Gear. Brake Guard Rail. 190, Fig. 368. A rail sometimes placed around the hand brake wheel on box and other house cars to prevent the brakeman falling off in case he misses his footing while applying the hand brakes. Brake Hanger. 144, Figs. 285-88; 86, Figs. 945, 947 and 966; Fig. 975. A link or bar by which brake beams and attachments are suspended from a truck frame or car body. It is attached to the truck or car body by a brake hanger carrier. Brake Hanger Carrier. 87, Figs. 947 and 966; Figs. 975 and 977. An eye or L^-bolt, a casting or other fasten- ing by which a brake hanger is attached to the truck or body of a car. Brake Hanger Pin or Bolt. Fig. 975. A pin passing through the brake hanger carrier and brake hanger and supporting the hanger. Brake Head. 142, Figs. 285-88; 83, Figs. 945, 947, 966, 1223-1227 ; 1229. A casting attached to a brake beam which carries the detachable brake shoe. For appli- cation to brake beams see Fig. 1154, etc. Brake Head Gage (M. C. B. Standard). Fig. 2697. In 1907 a brake-head gage was adopted as standard. In 1912 a brake-head gage was adopted for gaging the top and bottom slot in the head. Brake Head and Shoe (M. C. B. Standard). Figs. 2698-99. The brake head and shoe shown on this drawing, known as the Christie brake head and shoe, were adopted as a standard of the Association, by letter ballot, in 1886, with the exception of some slight modification in details made since that date. Drawing revised in 1896, 1898 and 1907. The revision made in 1896 consisted in the modification of the designs of brake head and shoe so as to secure increased clearance at the ends of shoe and equal clear- ance both above and below the central lug on the back of the shoe; also, the addition of brackets to support the lower bridge lug of brake head similar to the brackets fornierl}' used to support the upper bridge lug. The taper of the shoe was altered so that it would correspond with the taper of the standard wheel tread, by increasing the thickness of the inner edge of the shoe from 1 3-16 inches to 1 5-16 inches. 31 BRA CAR BUILDERS' DICTIONARY BRA The revision made in 1898 consisted in reducing the clearance allowed on either side (above and below) the central lug of brake shoe and adjacent lugs of brake head from Ys inch to 1-16 inch — the change being made wholly in the head and no change in the shoe. In 1907 the drawing was further revised to show only the standard dimensions of the brake head, and also in the combined drawing of the brake head and shoe. The drawing showing the shoe was also revised in part, as well as the drawing showing the relation of ends of head and shoe. In 1908 the projection, top and bottom, at back of brake shoe, which forms spacer between lugs of brake head, was increased to 9-16 inch in depth. In 1909 the center lug, and recess for same, in brake head was changed so that the width of lug comes flush with side face of shoe to provide better bearing for cen- ter lug of brake shoe and also to prevent twisting of head. In 1910 a standard was adopted that all inserts in brake shoes must extend in new shoes to a depth equal to at least one-half of the total shoe depth. In 1912 the drawing was redrawn. Brake Hose. See Air Brake Hose. Brake Jaw. Fig. 1240, etc. Jaws which may be fastened to standard rods to form brake rods. Brake Lever (Air Brakes). Fig. 489, 92, Figs. 945, 947, 966, 975, 1237, 1243, 1254. A general term designating all the levers in the Foundation Brake Gear. Also a lever used for applying the hand brake in vestibuled passenger-equipment cars where there is not room for the use of a brake wheel. See also Dead Lever, Live Lever, Floating Lever, Cylinder Lever. Brake Lever Bracket. A wrought iron knee on the under side of a car, to which the fulcrum of a brake lever is sometimes attached. Brake Lever Bracket Brace. A diagonal wrought iron brace to stiffen the brake lever bracket. Brake Lever Clevis. A Brake Lever Fulcrum. Brake Lever Coupling Bar (Inside Hung Brakes). See Bottom Connecting Rod. Brake Lever, Designation of. See Foundation Brake Gear, Brake Lever Fulcrum. Fig, 490; 93 Figs, 945, 947, 966; • Figs. 977, 1255. A forked iron attached to a brake beam, by means of which a brake lever is con- nected to the. beam. The form shown in Fig. 977 forms a fulcrum for and also connects the two center levers of a six-wheel truck. In a trussed metal brake beam the king post of the brake beam becomes the brake lever fulcrum. For application of brake lever fulcrums, see Fig, 1154, etc. Also a bracket attached to an underframe to sup- port a brake lever, and to which the lever is held by a pin in such a manner that it moves about the pin. Brake Lever Fulcrum Tie Plate. Fig. 490. A U-shaped plate, riveted at both ends to a plate which acts as a bracket. The brake lever is inserted in the open- ing between the two and held in place by a pin pass- ing through all three. See Brake Lever Fulcrum. Brake Lever Guide. An iron bar which guides the upper end of a brake lever. Further distinguished as live lever and dead lever guides, the latter provided with pins for readjustment as the brake shoes wear, and also called a brake lever stop. See Dead Lever Guide, Brake Lever Jaw. A Brake Lever Fulcrum. Brake Lever, Marking of. See Foundation Brake Gear. Brake Lever Pin Hole Gage (M. C. B. Standard). Fig. 2700. In 1907 the lever pin hole gage shown on the drawing was adopted as standard. Brake Lever Stop. See Dead Lever Guide. Brake Lever Strut. A brake lever coupling bar or bot- tom rod connection. ; . Brake Mast. 14, Fig. 297. See Brake Shaft. Brake Pawl (Hand Brake). Fig. 494. A small pivoted iron bar for engaging in the teeth of a brake ratchet wheel to prevent the wheel turning backward, and thus releasing the brakes. It is placed in such a position as to be worked into engagement by the foot or a brake pawl weight, and out by the foot. Brake Pawl Carrier. See Brake Pawl and Brake Ratchet Wheel. Brake Pawl Weight. Fig. 494. A pivoted casting serv- ing as a weight to throw up the brake pawl so that it will engage with the ratchet when the latter is located on the under side of the brake ratchet wheel. Also sometimes applied to an eccentric which holds a pawl against a ratchet wheel. Brake Pin or Brake Lever Pin. A small metal pin used in the brake lever connections. Brake Pipe (Air Brake). P, Figs. 285-88. A pipe ex- tending from one end of the car to the other under the car body and connected to the pipes on adjoin- ing cars by flexible brake hose. The air from the air pump or compressor is conveyed through the brake pipe to the auxiliary reservoir under each car. The brake pipe is normally filled with compressed air at 70 pounds pressure and the auxiliary reservoirs with air at the same pressure. A reduction of this pressure in the brake pipe of from 5 to 20 pounds causes the triple valves to open communication be- tween the auxiliary reservoir and the brake cylinder, so that the compressed air stored in the reservoir acts on the piston and brake levers and applies the brakes. This is called a service application. In case the train parts or a hose bursts, the air is suddenly and com- pletely released from the brake pipe and the triple valves automatically apply the brakes as before, only with more speed and greater power at first. In an emergency application the full main reservoir pres- sure of 90 to 110 pounds is turned into the brake pipe and this increase of pressure causes the triple valves to open communication from the brake pipe direct to the brake cylinder, applying the brakes, with great force and very suddenly. To release the brakes the brake pipe pressure is restored to normal and the triple valves equahze the pressures in the auxiliary reservoirs and the brake pipe, at the same time open- ing the brake cylinder to the atmosphere and re- leasing the brakes. This pipe is sometimes called train pipe, train line, or train brake pipe, but its proper name is brake pipe to distinguish it from the signal and steam heating pipes. Brake Pipe Air Strainer. Figs, 1303, 1358. A wire strainer inserted in the brake pipe to prevent foreign matter from entering the brake apparatus under the car. See also Centrifugal Dirt Collector. Brake Ratchet Wheel (Hand Brake). 103, Figs. 285-88; 26, Fig, 297; Figs. 494, 1405-7, 1409-10, 1420-21. A wheel attached to a brake shaft, having teeth shaped somewhat like saw teeth, into which a pawl engages, thus preventing the wheel and shaft from running 32 BRA CAR BUILDERS' DICTIONARY BRA backward. In some forms the ratchet wheel has the ratchet on the under side, instead of on the edge, the brake pawl being automatically pressed upward against the teeth by a Brake Pawl Weight, and with- out being adjusted by the foot of the brakeman. The brake pawl is pivoted in the Brake Pawl Carrier, the latter being bolted to the roof of the car. In 1879 the M. C. B. Convention recommended that the practice of placing the ratchet gear on a small platform or brake step be discontinued, and that it be fastened to a suitable casting on the roof. Their recommendation has not been universally adopt- ed, though it is a very common practice. Brake Rod. Fig. 490; 97, Figs. 94S, 947, 966; Figs. 977, 1251. A rod connecting brake levers and through which the braking force is transmitted. Brake Rod Guide. Fig. 492. A wrought iron bracket attached to an underframe as a support for a brake rod. Brake Rods and Levers, Designation of. See Founda- tion Brake Gear. Brake Safety Strap. See Brake Beam Safety Hanger. Brake Shaft. 94 and 95, Figs. 285-88; 14, Fig. 297; 94, Figs. 320, 368, 374 and 375; Fig. 489. An iron shaft, usually vertical, and having a hand wheel on one end, by means of which a chain connected to the brake levers may be wound on the shaft and the brakes ap- plied. It is sometimes made horizontal. See also Safety Appliances, Drop Brake Shaft, and Brake Staff Height. Brake Shaft Bearing. 96, Figs. 285-88; Fig. 493. A metal eye by which a brake shaft is held in its place, and in which it turns. Sometimes called brake shaft guide. See Brake Shaft Step, Lower Brake Shaft Be.aring, Upper Brake Shaft Bearing. Brake Shaft Bevel Gear Wheel. A bevel gear on the lower end of the brake shaft engaging with a similar gear on the horizontal brake chain worm. Brake Shaft Bracket. Fig. 1411. A support for holding a brake shaft in its place. Brake Shaft Chain. 104, Figs. 285-88; Fig. 489. A chain connecting the brake shaft with the brake levers through the brake shaft connecting rods, to the end of which it is attached. The force exerted on the shaft is transmitted by this chain. Brake Shaft Chain Sheave. 105, Figs. 285-88. A roller over which a brake shaft chain passes. A sheave attached to the end sill for the chain of a horizontal brake shaft to work in. A sheave or pulley is sometimes attached to the end of the hand brake connection and the brake chain, secured at one end- to the end sill of the car, is passed around this sheave and back to the brake shaft winding drum. It thus doubles the power of the hand brake, but also doubles the amount of chain to be wrapped and is objectionable from this stand- point. Brake Shaft Connecting Rod. A rod which is attached at one end to a brake chain and at the other to one of the levers in the foundation brake gear. Brake Shaft Gear Wheel. A bevel gear wheel attached to the brake shaft, by which the power applied to the brake hand wheel is conveyed to a horizontal winding shaft or worm, called a brake chain guide casting. Brake Shaft Guide. See Brake Shaft Bearing. Brake Shaft Holder. See Brake Shaft Bearing. Brake Shaft Sleeve. Figs. 1408, 1414-5. That part of a brake shaft on which the brake chain is wound. Brake Shaft Step. 98, Figs. 285-88; 97, Figs. 374 and 375; Figs. 492, 1408, 1414. A bearing which holds the lower end of a brake shaft. It usually consists of a U-shaped bar of iron, the upper ends of which are fastened to the car body, with a hole in the bar which receives the end of the shaft. The brake shaft step should not be confounded with a brake step, which latter is a shelf on which the brakeman may step when applying brakes. Brake Shaft Step Brace. A wrought iron brace some- times attached to the brake shaft step to resist the pull of the brake chain. Brake Shaft Thimble. An iron bushing attached to the end of the car to form a bearing for a brake shaft. Brake Shoe. 98, Figs. 947, 966; Figs. 1258-61. A piece of metal shaped to &t the tread of a car wheel and attached by a key or otherwise to a brake block or brake head. The brake shoe rubs against the tread of the wheel when the brakes are applied. See also Wheel Truing Brake Shoe. Brake Shoe Back. Figs. 1259, etc. Steel backs are often used for cast shoes to reinforce and strengthen them. Brake Shoe Gage (M. C. B. Standard). Fig. 2697. In 1910 a brake shoe gage shown on the drawing was adopted as standard. Brake Shoe Key. A key or wedge by which a brake shoe is fastened to a brake head. Brake Shoe, Specifications for (M. C. B. Standard). In 1901 specifications for brake shoes were adopted as standard as a result of letter ballot. In 1910 they were replaced by the following; a. Shoes shall be tested for coefficient of friction and for wear upon the Master Car Builders' Asso- ciation testing machine, or upon a machine with equivalent characteristics. Coefficient of Friction. b. Shoes shall develop upon the cast-iron- wheel, in ef- fecting stops from an initial speed of 40 miles per hour, a mean coefficient of friction of not less than 22 per cent, when the brake-shoe pressure is 2,808 lbs. 16 per cent when the brake-shoe pressure is 6,840 lbs. c. Shoes shall develop upon the steel or steel-tired wheel, in effecting stops from an initial speed of 65 miles per hour, a mean coefficient of friction of not less than 12j4 per cent when the lirake-shoe pressure is 6,840 pounds. 11 per cent when the br;ike-shoc pressure is 12,000 pounds. d. No limitation is placed upon the rise in coefficient of friction at the end of the stop. Shoe Wear. e. Shoe wear shall be determined upon the cast-iron wheel by making not less than 100 applications of the shoe to the wheel, under a pressure of 2,808 pounds, and at a constant peripheral speed of the wheel of twenty miles per hour. At each application the shoe shall remain in contact with the wheel during 190 revolutions of the latter, and between applications the shoe shall remain out of contact during 610 revolutions of the wheel. Under these conditions, the shoe shall lose in weight not more than 0.8 of a pound for each 100,000,000 foot-pounds of work done. 33 1 BRA CAR BUILDERS' DICTIONARY BUF f. Shoe wear shall he determined upon the steel or stccl-tircd ivheel hy making not less than ten stops from an initial speed of sixty-five miles per hour and under a pressure of 12,000 pounds. Teh minutes shall intervene between successive ap- . . plications of the shoe. Under these conditions, the shoe shall lose in weight not more than 4.0 pounds for each 100,- 000,000 foot-pounds of work done. g. When a shoe not entirely metallic in its composi- tion is tested for wear, its actual loss in weight shall be increased in the ratio which the density of cast iron bears to the mean density of the abraded parts of the shoe, in order to determine the weight which is to be compared with the specifications. 2. That the back of the shoe be made to conform to the gage shown in Fig. 2697. In 1912 the drawing of the brake head was changed to show the hanger hole straight with a radius of Yz inch at each end, to accommodate the straight hanger with filleted corners. Brake Slack Adjusters. A device to take up any slack in the brake gear between the air brake cylinder and the brake shoe, so that the piston travel shall not be too great. See Slack Adjuster. Brake Spool. See Brake Shaft Sleeve. Brake Spool Step (Logging Cars). A U-shaped strap inclosing the brake spool, and equivalent to a brake shaft step. Brake Spring. See Release Spring. Brake Staff. See Brake Shaft. Brake Staff Carrier Iron (M. C. B. Standard), In 1908 a Recommended Practice was adopted to use a "U"-shaped carrier iron for brake shaft bow for new cars, so that the half yoke now largely used would not be extended to new cars. Advanced to Standard in 1910. Brake Staff, Height of (M. C. B. Standard). In 1907 a standard maximum height of brake staff, for stand- ard box cars, from top of rail to top of brake staff of 14 feet was adopted. Brake Step. 100, Figs. 285-88; 25, Fig. 297; Fig. 320. A small shelf or ledge on the end of a freight car near the top, on which the brakeman stands when applying the brake from the top of a car. Also called a brake footboard. A brake step should not be confounded with a Brake Shaft Step, which is a bearing for the lower end of a brake shaft. Brake Step Bracket. 101, Figs. 285-88; Fig. 492. An iron- bracket to support a brake step. Brake Strut. Fig. 1238. A compression bar or strut between the live and dead levers of a truck with inside hung brakes. Probably the term brake strut is more cfimmou than brake lever coupling bar. Brake strut should not be confused with brake beam strut. A bottom connection rod. Brake Treadle (Hand Cars). A lever for applying brakes with the foot. Brake Valve (Air Brakes). Figs. 1323-28; 1372-3. The valve operated by the motornian to apply and release the brakes. Also called operating valve and motor- , man's brake valve. Brake Van (British). American equivalent, caboose, or baggage car. A covered vehicle in which the guard (conductor) of a train travels, and which is fitted with a powerful screw hand brake. On passenger trains it carries the passengers' luggage (baggage), etc. On goods (freight) trains it is weighted with pig iron, and is primarily used as a source of brake power. Also called guard's van. Brake Wheel. See Hand Brake Wheel. Brake Windlass. A term sometimes used to designate the brake shaft, with all its attached parts. Brakeman's Step. Fig. 599. A step on the inside of a wide vestibule for the use of trainmen in applying hand brakes. Branch Pipe (Air Brake). Fig. 1264. A pipe extend- ing from the triple valve to the brake or train pipe. Branch Pipe Strainer. Figs. 1358, 1363. A strainer used in the branch pipe. Branch Pipe Tee (Air Brake). Fig. 1304. A tee used to connect the branch pipe to the brake or train pipe. Branding Steel Wheels. See Wheels, Steel; Branding OF. Brass. An alloy of copper and zinc. A term commonly used to designate a Journal Bearing. Bridge. In car construction the term bridge means a timber, bar or beam which is supported at each end. Bridging (Passenger Equipment Car Framing). Short transverse distance blocks between the sills of an un- derframe to keep the sills from displacement or buck- ling. A sill tie rod is usually employed to keep the sills drawn tightly against the bridging. It is toe- nailed and sometimes tenoned into the sills with small tenons. Broad Gage. A term applied to a gage when the dis- tance between the head of the rails is greater than 4 ft. 9 in. See Narrow Gage, Standard Gage. Broiler and Oven. Figs. 1575-6, 1579. Those illustrated are adapted for use in parlor and buffet cars and use gas as a fuel. Bronze. An alloy composed of copper and tin, some- times with a little zinc and lead. Brush. A device bearing on an armature, and through which current is supplied to an electric motor and received from an electric dynamo or generator. Brush Holder. A support for the brushes of an electric motor, providing by means of springs for a constant pressure of the brushes on the commutator. Brush Rigging. Figs. 2305-06. The apparatus pertain- ing to the brushes of a motor or generator. Bucker (Electric Lighting). A machine somewhat like a small dynamo which has a field and a revolving armature and which is used for automatically main- taining a constant predetermined voltage in the lamp circuit regardless of the speed of the dynamo or the demand for lights. Buffer. Figs. 524-535. An elastic apparatus or cushion attached to the end of a car to receive and absorb the shocks caused by other cars running against it. The term is generally applied to those attachments in which springs are used to give the apparatus elasticity. Buffer Beam (Freight Cars). See De,\d Wood. (Passenger Cars.) See Platform End Sill. Buffer Beam Extension. 22, Fig. 410. A buffer block on the platform' end sill of a passenger car. Buffer Block. 32, Figs. 320, 374, 375. Usually one of a pair of buffing devices placed on either side of the coupler to receive severe shocks and prevent damage to the car. It also acts in the same capacity as a Dead Wood, the latter sometimes being termed Buffer Block. See Dead Wood. 34 BUF CAR BUILDERS' DICTIONARY CAM Buffer Block Face Plate. A metal plate bolted to the face of a wooden buffer block or dead wood to pro- tect the wood from wear. Usually called striking plate. Buffer Plate (Passenger Equipment Cars). An iron or steel plate (usually bolted to the end of the buffer stems) which bears and rubs against the opposing plate of the next car of the train. The vestibule face plate is bolted or riveted to, and carried by, the buffer plate. Buffer Safety Lug. A projecting horn cast on top of freight couplers to bear against a buffer block and relieve the draw gear from excessive compressive strains. Coupler Horn is the more common name. Buffer Shank. The square part between the buft'er head and buffer stem. Buffer Sill. Figs. 524-526. See Buffer and Platform End Sill. Buffer Spring (Passenger Equipment Cars). The springs that resist the compression of a train or the impact when they come together as in coupling. In passenger equipment this thrust is not taken by the drawbar alone, but by the buffers, which transmit it to the buft'er springs, which absorb or transmit it to the car body. (Freight Cars.) A draft spring. Buffer Stem (Three-Steni Couplers). The round bar which passes through the buffer springs. The term is sometimes applied to the buffer bar, which includes the round stem and the square shank. Buffer Stem Guides. Iron bushings inserted in the platform end sill, in which the buffer stems work. They are to protect the wood from aljrasion and wear. Buffet Car. Figs. 174, ISS, 187. See Car, M. C. B. Class , D. B. The cars in which a buft'et is most used are parlor, sleeping, observation, library and smoking cars, and in such cases the cars are termed buffet-sleeping, buffet-observation, or observation-buffet, buffet-library and buffet-smoking cars. Buffing Sub-Sill. A sub-sill bolted to the center sills on the underside and formin,g a continuous buffing sill in conjunction with the draft timbers. They are bolted and keyed to the center sills with key blocks and bolts. Also called back stop timber. Bulkhead (Refrigerator Car). Fig. 837. A partition which separates the ice chamber from the part of the car in which the lading is placed. Passenger Equipment Cars. Figs. 1451 and 1455. A partition which divides the car into rooms or com- partments. Bull's-Eye. A convex .glass lens, which is placed in front of a lamp to concentrate the light so as to make it more conspicuous for a signal. Bumper. A term sometimes used to desi,gnate a buffer. Bunk. A rough form of sleeping berth permanently built against the side of a car. (Logging Cars.) Fig. 1080. A cross piece similar to a body bolster, on which timber is loaded. Bunk Apron. A board attached to the deck sill of a sleeping car and projecting below it to cover the edge of the upper berth when it is closed. In the later sleeping cars it is not used. Bunk Panel. 21, Figs. 1458 and 1459. /\ panel below the cornice and behind the upper berth in sleeping cars, shutting off the upper part of the side windows. Bunk Truss (Logging Cars). An iron strap to stiffen the bunk. Burlap. A coarse canvas used in upholstery. Burner. "That part of a lighting apparatus at which combustion takes place." — Knight. Fig. 2239. See Lamp Burner. Burner Cock (Pintsch System of Gas Lighting). Fig. 2111. A cock used for wall lamps. It is opened and closed with a key. Bushing. Usually a metal cylindrical ring which is inserted in an opening and forms a bearing for some other object, as a shaft or valve. Often contracted to bush. (Pipe Fitting.) A short tube with a screw cut inside and outside, used to screw into a pipe to reduce its diameter. Generally, a bushing has a hexagonal head by which it is turned, and is more commonly termed reducer. Business Car. Figs. 152, 155, 251. A term frequently applied to a car used by railway officials while travel- ling. See also Car, M. C. B., Classes CB and PV, and Private Car. Butt Hinge. Figs. 1828, 1829, etc. A hinge for banging doors, etc., wliich is fastened with screws to the edge of a door, so that when the latter is closed the hinge is folded up between the door and its frame. A hinge the two parts of which are so fastened together that they cannot readily be detached is called a fast joint butt hinge. A loose pin butt hinge (Fig, 1828) is one having a removable hinge pin, and a loose joint butt hinge (Fig. 1829) is one with which the doors may be lifted off of the hinges when desired. By-Pass Piston (Triple Valve). 25, Fig. 1275. By-Pass Valve. Fig. 1936. A valve which, either through manual control or automatically, will pass a gas or fluid through a direct route or an alternate route, as maj' become necessary in connection with the operation of the particular apparatus to which it is applied. (Triple Valve.) 27, Fig. 1275. c Cabin Car. Figs. 119-25, 382-86. A term sometimes ap- plied to Caboose Cars, but more particularly to the four-wheel type. See Caboose. Cabin Door Hooks. Fig. 1669. See Door Hook. Cabinet Lock. Figs. 1657-1659. It may be applied either to the inner edge of the door or drawer or be set into a mortise. Cabinet locks vary from the cheapest type to the pin-tumbler type which gives the highest pos- sible securit}-. Caboose or Caboose Car. Figs. 119-125 and 382-386. A car which is attached to the rear of freight trains for the accommodation of the conductor and trainmen, and for carrying the various stores, tools, etc., required on freight trains. Sometimes called conductor's car, cabin car, train car, way car or van. See C.\k, m. C. B. Class N, and Way Car. Caboose Deck or Cupola Lamp. Figs. 1890, 1898, 1905, 1908. A signal lamp used in a caboose cupola. Cafe Car. Figs. 178. 179, 245, 24(j. A passenger equip- ment car having a kitchen, usually in the center, and one end arranged as a cafe or dining room, the other being generally fitted for use as a parlor or smoking room. See Car, M. C. B. Class DC. Cafe Coach. A combined day coach and cafe car. See Kitchen Car. Cafe-Parlor Car or Parlor-Cafe Car. A combined cafe and parlor car. Cam. A device used to cr.n\-ert rcitary into reciprocat- ing motion; conmionlv an eccentric disc. 35 CAM CAR BUILDERS' DICTIONARY CAR Camber. The upward deflection or bend of a beam, girder, or truss. Candelabra. Figs. 2499, 2503. A term applied to an ornamental lamp; sometimes shaped like a candle stick. Candle. A special candle of large diameter called car candle was at one time used for lighting passenger cars and burned in Candle Lamps. Candle Bracket Lamp (Pintsch System). Fig. 2121. For use in emergency, as in case gas gives out. May be attached to wall or to any center lamp at will. Candle Lamp. A lamp for burning candles, sometimes elaborated into a chandelier with two or three burners. Candles, however, are now almost never used except in emergency bracket lamps, to be used when the gas or electric lights fail. Canopy. See Lamp Canopy. A term sometimes applied to the Smoke Bell of a lamp. A platform hood is sometimes called a canopy. Cant Rail (British). American equivalent, plate. A horizontal timber running along the top of the up- right pieces in the sides of the body, and supporting the roof and roof timbers. Its upper edge is cut to Cantilever. Fig. 495. A term sometimes, but not desirably, applied to a Cross Bearer. See Cross the bevel of the roof; hence its name. Bearer. Cantilever Cover Plate. Fig. 495. See Cross Bearer or Cross Tie Cover Plate. Cantilever Diaphragm. Fig. 496. See Cross Bearer Diaphragm. Cantilever Truss (Overhang of Underframe). An in- verted truss which bears upon the side sill directly over the body bolster. The inner end is connected by a tie rod to the inner end of the truss at the other end of the car body, while the outer end sup- ports the overhang of the underframe by a vertical tie rod and by a diagonal brace rod similar to the overhang truss rod of the old Pullman wooden fram- ing. Canvas. A coarse cloth, made of cotton, used for up- holstering seats, and sometimes for the finish of the ceiling of passenger cars when it is painted or other- wise decorated. Roofing canvas is also used for cover- ing passenger equipment cars. Car. A vehicle used on railways for the transportation of passengers or material. M. C. B. Recommended Classification of Cars. In 1910 a committee considered the question of harmonizing the terms used in designating the different kinds of cars in each class according to their physical requirements and submitted the following definitions, which were adopted by letter ballot as Recommended Practice. In 1912 the designations RS, RA, RB, VS and VA were adopted. DEFINITIONS AND DESIGNATING LETTERS OF GENERAL SERVICE PASSENGER EQUIPMENT CARS. CLASS B. "BA" — Baggage Car. A car run in passenger service, having wide side doors for the admittance of baggage, with or without windows or end doors. "BE" — Baggage Express. A car similar to baggage, used for either baggage or express matter. "BH" — Horse or Horse and Carriage Express. A car run in passenger service for the transporting of fine stock, fitted with stalls (movable or stationary) and space left for carriage or horse equipment. "BR" — Refrigerator Express. A car run exclusively in passenger service and fitted with ice bunkers or boxes, and suitable to carry produce, oysters, fish or any commodity requiring icing in transit. "BX"— Express Car. Exclusively for express matter, having suitable side doors, with or without end doors or windows. CLASS c. "CA"— Combined Car, Baggage and Passenger. A car having two compartments, one suitable for transporting baggage, the other fitted with seats for passengers, the two compartments separated by bulkheads. "CS" — Combined Smoking and Baggage Car (Club Car). A car having two compartments, separated by bulkheads, one compartment suitable for transporting baggage, the other fitted with seats or chairs and used as smoking car; at times equipped with buffet or bar. "CO" — Combined car having three separate compart- ments, separated by bulkheads, one compartment suitable for transporting baggage, one for mail fitted with suitable apparatus for sorting and classifying mail, and the other fitted with seats for the transportation of passengers. "CB" — Business Car. A special type of car for the con- venience of business men, used as smoker and fitted with tables or desks, carrying stationery and fitted with type- writers and carrying regular stenographers. CLASS D. "DA" — Dining Car. Regular dining car, for the use of passengers in transit, fitted with regular kitchen, tables, chairs or seats, with or without bar, carrying cooks and waiters. "DB" — Buffet Car. Car for the transportation of pas- sengers and fitted with small broiler or buffet to serve simple meals to passengers ; cooking and serving done on removable tables by regular porter in charge of car. With or without facilities for serving liquor. "DC" — Cafe Car. A car fitted with kitchen, usually in center of car, one end used as cafe where meals are served, also liquor and smoking allowed, the other end of car fitted with either regular dining room or smoking and card room ; carrying cooks and waiters. "DG" — Grill Room Car. Very similar to cafe car. "DO" — Cafe Observation Car, Car fitted with cafe at one end, kitchen in center or extreme end, having obser- vation compartment fitted with stationary or movable tables and observation platform at rear. "DP"— Dining and Parlor Car. A car fitted with dining compartment, kitchen and compartment for passengers, fitted with chairs, stationary or otherwise, carrying regular cooks and waiters. CLASS E. "EA"— Electric Street Railway Service Car, direct cur- rent, for transportation of passengers; without automatic couplings. "EP"— Electric Passenger Car, for long hauls or sub- urban service, multiple unit and fitted with automatic couplings and air brakes. Third rail, trolley or pantagraph contact. "EB"— Electric Baggage Car, for long hauls or suburban service, multiple unit with automatic couplings and air brakes and suitable for the transportation of baggage. Third rail, trolley or pantagraph contact. "EM"— Electric Mail Car, for use in United States Mail Service, fitted with side doors, with or without mail hook, and suitable apparatus for the sorting and classifying of mail en route. With or without end doors or windows. "EC"— Electric Combined. A car for long hauls or suburban service, multiple unit with automatic couplings and air brakes. This car is made up of two compart- 36 CAR CAR BUILDERS' DICTIONARY CAR ments, separated by bulkhead, one suitable for the trans- portation of baggage and the other fitted with seats or chairs for the use of passengers. Third rail, trolley or pantagraph contact. "EG" — Gasoline Motor Propelled Car, for inspection or private use, or use in suburban service, hauling one or more trailers. "ED" — Gasoline Motor Car. Gasoline engine or engine serving to run dynamo to furnish electricity for axle motors. Car to be used for inspection, private use, or as motive power to haul trailer or trailers ; fitted with storage cells and with or without booster. CLASS M. "MA"— Postal Car. For use of United States Mail Service, fitted with side doors, with or without mail-bag hook, and having suitable apparatus for the sorting and classifying of mail in transit, with or without end doors or windows. "MB" — Baggage and Mail. A car having two compart- ments, one for baggage and one for mail, separated by bulkheads ; the mail end fitted with suitable apparatus for sorting and classifying mail, and with or without mail-bag catchers, with or without end doors or windows, and having suitable side doors. "MP" — Postal Car. Suitable for transporting news- papers or large mail packages for United States Mail Ser- vice, having side doors and fitted with stanchions, with or without end doors or windows. "MR" — Postal Storage Cars. For United States Mail Service, suitable to carry mail in bulk, without appliances for sorting or classifying, fitted with side doors and stan- chions and with or without end doors or windows. "MS" — Mail and Smoker. A combined car having two separate compartments, separated by bulkheads, one com- partment suitable for the transportation, sorting and classi- fying of mail, the other fitted with seats or chairs to be used by passengers as smoking cars. CLASS p. "PA" — Passenger Car. A car for ordinary short haul suburban service, with seats and open platforms. "PB" — Passenger Car. A vestibule (wide or narrow) car for through service, fitted with seats or reclining seats, and having toilet rooms for men and women, also wash basins. "PE" — Emigrant or Colonist Car. A second-class pas- senger car, with floors either bare or fitted with matting, used expressly for emigrant trade on trains where low rate of fare is charged. "PS" — Sleeping Car. A car for passenger service having seats that can be made up into berths, and usually having one or more separate stateroom compartments, also toilet and washroom facilities for men and women, and smoking compartment for men. Some cars of this class are all compartments, and some compartment and observation combined. "PN" — Passenger car used exclusively as smoking car, with seats or chairs and fitted with cuspidors or having matting or bare floor. "PO" — Observation Car. A car having observation com- partment at one end and fitted with either berth facilities, parlor chairs or compartments, usually run in first-class service. "PV" — Private cars used as officers' or private individu- al's car and railroad pay car — usually composed of sleeping compartments, dining corpartments, observation end and with kitchen, servant's quarters and toilet and bathroom. "PT" — Tourist Car. A second-class sleeping car, fitted usually with cane seats convertible into berths and used mostly on trans-continental trains ; cars fitted with smoking compartment, toilet and washroom. "PC" — Passenger, Parlor or Chair Car. A car fitted with individual stationary or movable chairs, used on trains for dayUght runs and having toilet and washrooms. CLASS I. "lA" — Instruction Cars for use of employees, usually run from one point to another in passenger trains. Note. — If it is so desired, a small letter "E" can be placed after the larger designating letters to indicate elec- tric lighting, and small "G" for gas lighting, also figures showing approximate length of car or length of baggage or mail compartment. GENERAL SERVICE FREIGHT EQUIPMENT CARS. CLASS X. "XM" — Box Car. General service, suitable to lading which should be kept from the weather. A box car is a closed car having side and end housings and roof, with doors in sides or sides and ends. "XA" — Automobile Car. Box car of similar design to general service car, having exceptionally large side doors or end doors. "XF" — Furniture Car. Box car of similar design to general service car, except usually greater capacity in cubic feet. "XV" — Box Car, Ventilated. Similar to ordinary box, only having ventilation, and suitable for the transportation of produce or other foodstuffs not needing refrigeration. CLASS R. "RA" — Meat and Provision Refrigerator. A car equipped with insulation and brine ice tanks without ventilating devices. "RB" — Beer and Ice Refrigerator. A car with body and doors equipped with insulation, having no ice tanks or ventilating devices. "RM" — Refrigerator or Produce Car. A car suitable for carrying commodities that need icing in transit. This car is equipped with two or more ice bunkers or baskets and suitable means for draining off melted ice or briny water. This car has side and end housings, roof and side doors, usually insulated, with trap doors in roof for admit- tance of ice and salt; also water seals inside of car. "RS" — Standard Refrigerator. A car equipped with in- sulation, ice tanks and ventilating devices. CLASS V. "VA" — Vegetable Ventilator. A car equipped with in- sulation, but having common box car end and side doors which afford no protection against heat or cold. "VS" — Standard Ventilator. A car equipped with in- sulation, including insulated side, end and top openings, and ventilating devices without ice tanks. CLASS s. "SM" — Stock Car. This car is for transportation of stock on the hoof, and is equipped with roof, slatted sides and side doors, and single or double deck. With or with- out feed or feed and water troughs. "SD" — Stock Car. Composite having drop doors in floor and means of housing in sides and making drop- bottom box car. "SP" — Stock Car. Used in poultry trade, fitted with roof and sides usually of wire netting, fitted with shelves for storing crates of poultry and leaving space for poultry- men, feed bag and watering facilities. CLASS G. "GA" — Gondola Car. This car has sides and ends ; open at top, and drop bottom ; suitable for general coal or ore trade, stone or general trade. 37 CAR CAR BUILDERS' DICTIONARY CAR "GE" — Gondola car having drop bottoms and drop ends ; suitable for general coal or ore or mill trade. "GC" — Gondola Coke Car. Gondola car fitted with coke racks and having drop bottoms. "GD" — Gondola car having side-dump arrangement. "GM" — Gondola Car. Suited to mill trade, having solid bottom, low sides and drop ends to facilitate twin ship- ments. CLASS H. "HM" — Hopper Car. Similar in general design to gon- dola car, having sides and bottom ends and open at top, equipped with hopper bottom and self-cleaning. "HT" — Hopper (Twin). Similar to ordinary hopper, only equipped with two or more hopper doors instead of one. "HD" — Hopper car equipped with side-dump hoppers. "HC" — Hopper car equipped with coke racks. CL.\SS F. ''Fj\I" — Ordinary flat car for general service. This car has flooring laid over sills and without sides or ends. "FG"' — I'lat or gun truck car for special transportation of heavy ordnance "FW" — Flat well-hole car for special transportation of plate glass, etc. This car is a flat car with hole in middle to enable lading to be dropped down on account of clearance limits. "FB" — Flat car having skeleton superstructure, suitable for carrying barrels, known as "Barrel Rack Car." "FL" — Flat logging car or logging truck. This is either an ordinary flat car, or car consisting of two trucks fitted with cross supports over truck bolsters ; the trucks con- nected by a skeleton of flexible frame and logs loaded lengthwise on cross supports. "TM" — Tank car for general service. This car is for general oil or liquid service, and consists of a steel tank mounted on frame or mounted directly on cradles over truck bolsters. It is equipped with one or two safety release valves, and is emptied by valves or valve at bot- tom. At the top is a dome, with or without manhole, and openings through which the tank may be filled. "TA" — Acid Tank. Of same general construction as oil tanks. "TG" — Tank car having glass or glass-lined tanks, for use in hauling mineral waters and other special products. "TS" — Tanks for special commercial service. ■'TW" — Tank car having wooden tank, instead of steel, and used for water, pickles, etc. CLASS N. "NM" — Frei.ght train service caboose for convenience of trainmen. This caboose is mounted on four wheels and has lookout at top over roof. It is fitted with hunks or benches and a stove for cooking and heating purposes, also tank for storage of drinking and washing water, and small tool storage bo.xes. "NE" — Caboose mounted on eight wheels and longer than four-wheel caboose, but of the same general design. CLASS y. "YM" — Yard Poling Car. This car used in hump classi- fication and flat-yard classification. This car is usually fitted with small house or protection and benches, tool box and stove, a counterweighted pole on each side and running board or step near the ground for convenience of yardmen. It is protected with safety appliances and, when in use, coupled to an engine. "YA" — Yard pick-up car for use of car droppers and yardmen in performance of their duty. It might be termed a "Car Dropper's Car." It is protected by house, around which runs a platform and railing, a long running board on sides near ground and is fitted with benches, tool box and stove. Note.— The capacity of car can be shown by affixing two figures after designating letter: for instance, "80" would mean 80,000 pounds capacity; "10" would mean 100,000 pounds capacity; "60" would mean 60,000 pounds capacity. Where tanks are in question the capacity numbers should indicate capacity in gallons instead of pounds. GENERAL SERVICE MAINTENANCE OF WAY EQUIPMENT CARS. "MWB"— Ballast Cars. All descriptions of cars used for the purpose of carrying ballast for the laying of new right of way and repairs. The car used generally for this work is of the gondola type, with side or center dump. "MWD"— Dump Cars. On the type of contractors' car used for building up fills ; the body of the car dumps, being raised by means of counterweight, air or hand power. "MWF" — Flat Car. Used for transporting rails, ties or ballast and for storage of wrecking trucks, or gathering scraps along right of way. These cars are at times equipped with low sides, about 10 or 12 inches high. "MWS" — Steam Shovel. Car equipped with donkey en- gine housed in. Having a boom of wood or steel and the end of which is a shovel or scoop. It may be propelled by its own power or by means of a locomotive and run as a car in freight trains, being equipped with safety appli- ances. The cubic capacity of shovels, in yards, can be in- dicated by figures after classification letters. "MWW" — Wrecking Derrick. A derrick used for wrecking purposes, having donkey engine to raise and lower booms and hoists ; engine housed in and on separate platform with boom, is pivoted in center of car frame in order that it can be worked on either sides or ends; usually fitted with anchor beams to be used tor heavy lifting. Fitted with safety appliances and propelled by means of locomotive. Lifting capacity in tons shown by means of figures. "}>IWU" — Wrecking Derrick. This derrick has boom and hoist fitted to frame of flat car and lifting done by means of hand power ; propelled by locomotive. "MWV" — Wrecking Derrick. This derrick has boom and hoist fitted to flat car and drum at one end to furnish means of hoisting; steam furnished to donkey engine, running drum, by means of flexible steam line from attached locomotive; propelled by locomotive. "MWT" — Tool and Block Car. A car used for carrying all descriptions of tool equipment and blocking. This car has side and end housings and roof, also end platforms. There arc doors in sides and ends and usually windows. It is fitted inside with proper racks and boxes for storage of tools. "MWC" — Caboose and Tool Car. Similar to tool car, but having one end fitted up as a caljoose, with bunks, stove and water storage, with or without lookout, and is used in either work or wrecking trains. "MWH"— Hand Car. This car is flat and mounted on four wheels and propelled by means of pushing; known as "Push Car." "MWL" — Hand Car. This is a small flat car, with or without seats, mounted on four wheels and propelled by means of cranks or hand levers. "MWG"— Section Gang or Track Inspection Car. Flat car, with or without seats or tool boxes, and equipped with single or double cylinder gasolene engine serving as motive power. Car Axle. 2, Figs. 947, 966. A shaft made of wrought iron or steel to which a pair of car wheels is attached. 38 CAR CAR BUILDERS' DICTIONARY CAR The wheels are usually rigidly fastened to the axle by making a hydraulic press fit. The following are the names of the parts of an axle : Center of Axle, Neck of Axle, Wheel Seat or Fit, Dust Guard Bearing, Col- lar, Journal. In a few cases in steam railroad service where roller bearings have been used the axle does not rotate but is fixed and the wheels turn on the roller bearings, Figs. 1022-1024. See also Axle. Car Box. A Journ.al Box. Car Closet. See Dry Closet and W.vter Closet. Car Discharge Valve (Train Air Signal Apparatus). Fig. 1320. A valve placed in the end of the car and connected with the signal cord. When the cord is pulled the car discharge valve is opened and air escapes, resulting, through the construction of the apparatus, in the blowing of the signal whistle in the locomotive or motorman's cab. See Train Air Sign \l App-\r.\tus. Car Door Sheave. See Door She.we. Car Drain Cup (Air Brake). An attachment to the brake pipe of a car to collect the water of condensa- tion, which is drawn off from time to time through a hole at the bottom closed by a plug ; it is usually com- bined with an air strainer and so called. Car Filler's Lantern (Pintsch Gas Lighting). Fig. 2372. Car Heater. Figs. 2044, 2096, 2104. Any apparatus for heating cars by convection ; that is, by conveying hot water, steam or warmed air into, or through, the car. It generally refers to any arrangement for warming cars other than stoves. With most steam heating sys- tems the steam is taken from the locomotive, but in many cases a heater is supplied to the car to take care of emergencies. See B.\ker C.-vr He.ater. Car Inspectors, Rules for Examination of. See Ex- amix.\tion of Car Inspectuks. Car, Lettering. See Lettering C.xr.s. Car Moldings. See Moldings. Car Receptacle. Fig. 2369. A device placed on a car for use in charging storage batteries. The connector shown in Fig. 2374 carries the current from the charging plug. Fig. 2370, to the car receptacle, from which it enters the batteries. Car Replacer. Figs. 2644-48; 26-SO. A device for getting a derailed truck back on the track. It usually consists of an inclined plane or a curved surface, by which the wheels are raised when the car is pulled so that the flange of the outside wheel can ride upon and over the rail. Car Roof. 86, Figs. 285-88; 35, Fig. 383; Figs. 405, 490, 859-887. A covering for a car supported by carlines and purlins. Several types of roofs are used on freight cars. A double board roof may be built, with or with- out felt or other material between the boards. Inside metal roofs are formed of metal protected by a cover- ing of roughly matched boards. Outside metal roofs have a metal covering over a single layer of roof boards. Metallic or all-metal roofs use metal only in their construction. See Plastic Car Roof. Passenger car roofs are usually covered with can- vas, tin, galvanized iron or steel sheets. See Arched RooF, "A" Car Roof. Car Seal. A device to secure freight car doors against opening by making it impossible without destroying the seal. Car Seat. Figs. 1510, 1512-64. The complete set of fix- tures on which passengers sit in a car. It ordinarily consists of a seat frame, seat cushions, seat back, arm rest, foot rest, and their attachments. Ordmarily, the seats in American cars are placed crosswise of the car, and are made for two passengers. The backs of the seats are generally made reversible. The seats of par- lor cars are commonly called chairs, and are usually revolving. In private and parlor cars, sofas, placed longitudnially against the side of the car, are some- times used. In order to give an inclination to the seats which makes them more comfortable, various devices have been introduced. See Glideover Se.\t, Parlir Car Ch.mr. Reclining Chair. Reversible Car Seat, Rocker C-\r Seat, Walkover Seat. Car Seat Moldings. j\Ietal bands, usually used to finish seat backs. See Moldings. Car Signal Valve (Train Air Signal Apparatus). A Car Discharge Valve. Car Sills, Uniformity for Section of. See Sills, Uni- formity for Section of. Car Spring. A general term applied to springs on which the weight of a car rests. See Bolster Spring, Ellip- tic Spring, Spiral Spring, Spring. Car Steps. See Platform Steps. Car Washer. .-V brush made for washing the outside of passenger cars. Car Wheel. 28, Fig. 297; Figs. 1115-1153. See AVheel. Carburetor. Fig, 2208. See Vapor System. Card Rack. A small receptacle on the outside of a freight car to receive cards giving shipping directions. Carline. 81, Figs. 285-88. 368; 18, Fig. 383; 82, Figs. 374-75; 35 and 36. Fig. 410; Fig. 495; 2. Fig. 859; Figs. 861, 877, 881, 883-86. A bar of wood or iron which extends across the top of a car or from one side to the other, and which supports the roof. In passenger cars carlines are divided into main carlines, passing entirely across the car ; short carlines or deck carlines, which are confined to the upper deck, and rafters, which are confined to the lower deck. The main carlines are usually compound, i. e., built up of wood and iron. They sometimes pass directly from side to side of the car across and under the upper deck, when they are termed continuous or straight carlines, but usually they are bent to the outline of the clear story and are termed profile carlines. Other car- lines having special names are : Compound Carline, End Carline, Platform Hood Carline, Platform Roof Carline. Platform Roof End Carline. Carline Knee Iron. An angle iron which connects the end carline to the plate. Also termed inside corner iron. Carpet Eyelet. Figs. 1570, 1571. See Eyelet. Carpet Knob. An Eyelet Nail. Carriage Bolt. A bolt made square under the head so as to prevent it from turning when in its place. They have button-shaped heads and are used for fastening wooden pieces together. Carrier Iron, Brake Staff. See Brake Staff Carrier Iron. Carry Iron. See Drawbar Carry Iron, Draft Gear Carry Iron. Carrying Case (Fusees and Torpedoes). Fig. 1915. A metal receptacle sometimes kept in cabooses for the use of flagmen. Cartridge (Acetylene Gas Lighting). Fig. 2244. A cylinder used for holding carbide in the generation of the gas. 39 AS CAR BUILDERS' DICTIONARY CEN asing. See Window Casing. ast Steel Bolsters, M. C. B. Specifications for. Bolster Specifications. See :aster. Fig. 1493. A small wheel on a swivel attached to furniture and on which it is rolled on the floor., aster Holder (Dining Cars). A shelf or tray for holding bottles of condiments. :asting. Any piece of metal which has been cast in a mold. atch. A device to prevent a gate, door or window from opening. atch Lever (Three-Stem Coupler). A crank lever passing vertically through the catch, by means of which it is caused to release the knuckle for un- coupling. Jatch Spring (Three-Stem Coupler). A coiled spring on the catch spring bolt operating the catch. battle Car. More properly Stock Car. Veiling. The inside or under surface of the roof or covering of a car. This term is sometimes used to mean Sheathing. The ceiling of a passenger car is generally termed Head Lining. Deafening Ceiling is boarding under the sills of a car, the space between it and the floor being either left empty or filled with shavings or some similar substance to deaden the noise of the wheels. See Agasote, Head Lining, Lignomur. ileiling Furring. Strips or pieces fastened to the car- lines overhead, to which the paneUng or veneering of the ceiling is applied. Veiling Hook. Fig. 1853. filing Veneers. Thin boards with which the ceilings of passenger cars are covered. The term is also misapplied to the thin preparations of papier mache etc., in imitation of natural wood veneers. See Veneer. ^ell. Figs. 2326, etc. An electro-chemical device for producing electrical energy, consisting of two metaloid elements immersed in a liquid electrolyte. When the two plates are connected by an exterior conductor a current of electricity is caused to flow from one ele- ment to the other through the liquid electrolyte and the exterior circuit. Such a device is called a voltaic or primary cell. A group of such cells connected is called a battery and a single cell is also commonly referred to as a battery. The parts of the elements are referred to as a plate or electrode. See Storage Battery. >nter Axle Guard. Fig. 976. The axle guard for the center axle of a six-wheel truck. See Axle Guard. >nter Bearing. The place in the center of a truck where the weight of the body rests. A body center plate attached to the car body here rests on a truck center plate attached to the truck. The general term center bearing is used to designate the whole arrange- ment and the functions which it performs, in distinction from Side Bearing. See also Center Plate. Center Bearing Arch Bar. 66 and 67, Fig. 966. See Center Bearing Bridge. Center Bearing Beam. See Center Bearing Bridge. >nter Bearing Bridge (Six-Wheel Trucks). 66 and 67, Fig. 966. A structure formed by the top and bot- tom center bearing arch bars to support the center plate block or center bearing beam and transmit the weight of the car to the bolsters, on which its ex- tremities rest. !)enter Block Column. A column placed on top of the center plate block or bearing beam, and between it and the center bearing arch bar. Center Buffer Spring. A spiral spring situated above the draft springs in some forms of passenger draft gear and intended for buffing purposes only. Center Buffer Stem. See Buffer Stem. Center Compression Beam Brace. In wooden passenger equipment car framing, a brace for the compression beam in the center of the side truss. Center Counterbrace. A counterbrace in the body of the car between the trucks, to stiffen a compression beam brace. See also Counterbrace. Center Cross Beam. A cross timber framed into the two intermediate sills of a coal or ore car, to which the center doors are hung. Center Cross Beam Cap. A cap piece to cover the center cross beam. Center Cross Tie Timber. A cross tie timber in the middle of a car, generally placed between the double drop doors of a gondola car. Center Door Rail. See Middle Door Rail. Center Draft Drawbar. A drawbar which is connected directly with the king bolt of a truck. It is a style specially designed for use on the very sharp curves (of 90 and 100 ft. radius) of elevated railroads and subways, and is confined to those lines. Sometimes termed radial draw gear. Center Draft Tube (Argand Lamp). The hollow pas- sage for air in the center of the burner. Center Dump Car. Figs. 32-34, 36, 39, 309, 311, 312, 314, 326, 327. A car which will discharge its entire load between the rails. See also Convertible Car. Center Floor Timbers. The Center Sills. Center Frame. Figs. 1096 and 1097. See Truck Center Frame. Center Girth. See Door Center Girth. Center Lamp. Figs. 2526, etc. Center Pin or King Bolt. 18, Figs. 285-88, 374, 375; 32, Fig. 383. A large bolt which passes through the center plates on the body bolster and truck bolster. The truck turns about the bolt, but the stress is taken hy the center plates. It is, therefore, a mere pin and not a bolt in the usual sense. The name king bolt is derived from the name of the corresponding part for the front wheels of a wagon. Center pin, however, is the more common term. Center Pin Floor Plate. An ornamental casting set into the floor of a passenger equipment car to cover the head of the center pin. Center Plate. 17, Figs. 285-88; 6, Fig. 297; 5, Fig. 342; 31, Fig. 383; 63, Figs, 947, 966; Figs. 974, 1026-33. One of a pair of plates which fit one into the other and which support the car body on the trucks, allowing them to turn freely under the car. The center pin or king bolt passes through both, but does not really serve as a pivot. The body center plate or male center plate is attached to the under side of the body bolster or in cast steel bolsters is made an integral part of the casting. The female or truck center plate is attached to the top side of, or cast integral with, the truck bolster. When the car is tilted, as on a curve, part of the weight is carried on the Side Bearings. See Anti Friction, Ball Bearing and Roller Center Plates. Center Plate (M. C. B. Standard). Fig. 2706. In 1903 40 CEN CAR BUILDERS' DICTIONARY CHE the center plate shown in the drawing was adopted as a standard. Center Plate Block. 64, Fig. 966. The member sup- porting the center plate of a six-wheel truck. It is in turn supported by the center bearing arch bars. Center Rod (Postal Car). Fig. 1717. A device which fits in a socket at the top of the pedestals, and to which the ends of the two rods, which support the distribut- ing trays, etc., near the center of the car, are fastened. Center Sill. 4, Figs. 285-88; 2, Fig. 297, 320, 342, 355, 368, 374, 375, 383, 423-425. The central main longi- tudinal members of the underframe of a car which are usually close together in the center of the car. They form as it were the back-bone of the underframe and transmit most of the buffing shocks from end to end of the car. In steel underframe cars the center sills are usually heavy I-beams, channels, deep built-up fish- belly girders or pressed steel fish-belly girders, often with reinforcing flange angles. See Center Sill Web PlatEj Center Sill Bottom Angle, Center Sill Top Angle, and Center Sill Cover Plate. (Hand Car.) The corresponding member in tlie floor framing of a hand car. Center Sill Bottom Angle. 2, Fig. 410. The angle at the bottom of a center sill of the built-up type. Center Sill Bottom Cover Plate. See Center Sill Cover Plate. Center Sill Cover Plate. 3, Fig. 297; 121, Fig. 320; 13, Fig. 342; 4, Fig. 410. A flat plate riveted across steel center sills, either above or below, to give additional strength. Center Sill, Splicing of. See Sill, Splicing of. Center Sill Stiffener. Fig. 492. A filling piece riveted between the center sills to act as a brace tor holding them rigid. Center Sill Top Angle. 3, Fig. 410. The angle at the top of a center sill of the built-up type. Center Sill Top Cover Plate. See Center Sill Cover Plate. Center Sill Web Plate. 1, Fig. 410. The plate which forms the web of a center sill of the built-up type. Center Sills, Spacing Between (M. C. B. Standard). In 1905, the spacin.g between steel center sills of 12% inches was adopted as recommended practice. Ad- vanced to standard in 1907. Center Stay (of a Chandelier). The central support around which the lamps are grouped. In some cases it is the only method of attaching the chandelier to the ceiling, and in others there are several inclined roof braces or vertical lamp arms in addition. Center Stop (Tip Car). A bracket or block attached to a draw timber to restrain the body from moving longitudinally. Centering Devices. See Drawbar Centering Device. Centering Gage. A gage to fix the middle point of an axle. Central Filling Piece (Steel Tired Wheels). The part surrounding the hub and connecting it with the tire. Also termed the skeleton. A wheel center is a hub and central filing piece combined. Centrifugal Dirt Collector. Figs. 1302, 1358. A device connected in the branch pipe between the brake pipe and distributing valve, or triple valve, and so constructed that due to the combined action of centrifugal force and gravity, all dirt and foreign material is automatically eliminated from the air flowing through the collector chamber and by means of a plug may be removed without breaking any pipe connections whatever. When this device is used, the brake pipe air strainer may be omitted. Chafing Plate. A metal plate to resist wear, used on truck transoms, etc. Chain. "A series of links or rings connected, or fitted into one another, usually made of some kind of metal." — Webster. See Berth Chain, Brake Chain, Hand Brake Chain, Safety Chain, etc. Electric Lighting. See Fig. 2371. Chain Holder (for Basin Plug). A stanchion provided with a screw thread and nut for passing through the marble slab. Also called a chain post, or chain stay. Chain Post or Stay. Fig. 1591. See Chain Holder. Chair. The usual designation for the seats of parlor cars. Ordinary chairs are used in dining cars. See Reclining Chair, Revolving Chair. Chair Arm Plate. A metal plate for the top of a chair arm. If for passenger car seats, it is called an arm cap. Chair Car. Figs. 148, 151, 153, 240. A day coach or passenger car equipped with reclining chairs, providing more comforts than a day coach for passengers travel- ling at night who do not desire to use a sleeping car. See Passenger Car. Chandelier. Figs. 2258-61, 2264-65. A lamp or lamps having an elaborate form of suspension from a root or ceiling. Channel. A rolled steel commercial bar shaped like a trough or channel. It is commonly used in steel car construction. Channel Section Bolster. Fig. 502. A bolster whose cross section has the shape like that of a trough or channel. Chaplet. A piece of iron used in a- mold for casting, to hold a core in its place. Charging Plug. Fig. 2370. An electric fitting or con- nection device to which wires leading to a yard charg- ing plant or electric-light circuit are attached. The plug is made to fit the receptacle in such a manner that the positive wire from the charging plant will in- variably be connected to the positive battery wire. By inserting the plug in the receptacle the battery on the car may be connected with and charged from the stationary charging plant. These devices are used principally in straight storage work where no generat- ing plant is carried on the car. Charging Receptacle. Fig. 2369. An electric fitting or connection device attached to the under side of the car body from which wires lead to the storage battery. There is generally one on each side of a car. Check Chain or Safety Chain. 68, Figs. 947, 966; Figs. 975, 977. A chain attached to a truck and the body of a car to prevent the former from swinging crosswise on the track in case of derailment. Such chains are usually attached either to two or to each of the four corners of a truck and to the sills of the cars. At the eighth Annual M. C. B. Convention, Cincin- nati, 1874, it was "Resolved, That truck and car body check chains are, when properly applied, a valuable acquisition on pas- senger equipment, and your committee recommend their general use." In 1893 the use of truck and car body check chains, properly applied, was adopted as a Recommended Practice. In 1896 it was agreed that 41 CHE CAR BUILDERS' DICTIONARY Ci-i this recommendation referred to passenger equipment only. A diiTiculty with check chains has been that the eyes by which they are attached to the body and truck were not strong enough to resist the strain, and that the chains themselves have been too long to come to a bearing soon enough to have the trucks controllable. Check Chain Chafing Plate. A plate attached to a truck timber to resist the wear of a Check Chain. Check Valve (Triple Valve). IS. Figs. 1273-'2;5. The valve under the emergency valve which prevents the escape of brake cylinder pressure back into the train line when a hose bursts or the train parts. In an emergency application the emergency valve opens and allows the brake pipe pressure to enter the brake cylinder through the check valve which is raised off its seat. Check Valve Case (Triple Valve). 13, Figs. 1273-1275. See Check Valve. Check Valve Case Gasket (Triple Valve). 14, Figs. 1273-1275. Check Valve Spring (Triple Valve). 12, Fig. 1273-1275. Cheek Casting. 5, Fig. 297; Figs. 693, 714, 724, 742. One of a pair of castings riveted or bolted to the draft sills and transmitting to them the stresses received from the draft gear. The draft gear lies between the cheek castings and the ends of its follower plates rest against shoulders on the castings. Chill. A kind of crystallization produced when melted cast iron is cooled suddenly. It is usually accom- plished by bringing the molten iron in contact with a cold metal (usually iron) mold. The hardened part of a cast iron car wheel is called the chill. The mold in which a chill is produced is sometimes called a chill, but the name chill mold has been given to this. See Wheels, Specifications for. Chill Crack. An irregular crack developed in casting upon the chilled surface of the tread of car wheels. See Wheels^ Specifications for. Chimney (Gas Lamps). Figs. 2373, 2377, etc. See Mica Chimney. Chipping (of Chilled Car Wheels). A scaling off of small portions of the chilled metal, due to imperfect or irregular crystallization. See Wheels, Specifica- tions FOR. Chock or Chock Piece. "In shipbuilding a wedge or triangular-shaped block or timber used to unite the head and heel of consecutive timbers." — Century. Also intended as a filling piece to give form or shape. Hence in a snow plow a timber which joins successive timbers, and fills out to give shape. Chock Block. Fig. 944. A triangular piece used on the bunk of a logging truck to hold the logs in place. Chord (of a Truss). The long horizontal members at the top and bottom of a truss. The side sills and plates of a car body are top and bottom chords of the side trusses, but the terms are not used in car building. In Great Britain the chords are sometimes termed booms. Cinder Deflector. See Dust Deflector. Circuit Breaker. Figs. 2552-4; 2286, 2290, 2294. A device for automatically opening the circuit from the trolley or third rail shoe to the controller when the current exceeds a predetermined amount. Circulating Drum (Baker Heater). Fig. 1939. A cast iron vessel with hemispherical ends, on top or inside of the car, filled with water, and connected by two pipes with the coil in the stove and with the pipes which extend through the car. As the water in the coil be- comes heated it ascends to the drum, and from there it descends through the other pipe to the radiating pipes in the car. After passing through them it is brought back by return pipes to the coil, when it is again heated. Thus a continuous circulation is kept up. It is also called the expansion drum. Circulating Pipes (Car Heaters). A general name for the pipes which carry the steam or heated water through the car and return it again to the heater. The term radiating pipes is also used. Circumference Measure (M. C. B. Standard). See Wheel Circumference' Measure. Clam Shell Bucket. Fig. 213. A form of digging or shovelhng apparatus, operated by power, and taking its name from its similarity to a clam shell. Clamp. A device for holding or binding two or more parts together. See Pipe Clamp, Hose Clamp. (Carpentry.) "A frame with two tigiitenin.g screws, by which two portions of an article aie tightly com- pressed together, either while being formed or while their glue joint is drying." — Knight. Clamp Lock (Steam Couplers). A Coupler Latch. Clasp Brake. Figs. 954-956, 972 and 1236. An applica- tion of brakes in which two brake shoes are used on each wheel, and opposite to each other, instead of one brake shoe per wheel as is the ordinary practice. The brake pressure per square inch of bearing service is thus greatly reduced. Used on heavy high speed pas- senger train cars. Claw Jack. A jack having a step or projection at the bottom of the movable column, used when a bearing close to the ground is required. A foot lift jack. Cleaning Air Brakes. See Air Brake, Cleaning and Testing of. Clearance or Clearance Limit. British equivalent, loading gage. The limiting dimensions of height and width for cars in order that they may safely clear all bridges, tunnels, station platforms and other structures. Clearance Car. A car with a light frame built out on all sides to the extreme width and height required for any car that is to pass over the road. It is run over the road first to ascertain if the car can with safety be sent over the read. The clearance car may also be used to ascertain what is the maximum cross-section of tunnels, bridges, etc., over a road so that cars -.an be built within the limits determined by the clearance car. Clearance, Couplers, Side. See Automatic Car Couplers. Cleat. A strip of wood or iron fastened across other material. Clere-Story. See Deck. Clevis. '-A srirrup-shaped metallic strap used in con- nection with a pin to connect a draft chain or tree to a plow or other tool."— Knight. The term is applied to various kinds of irons resembling a plow clevis in shape, and also to bolts with forked ends. Clinch Nail. A wrought iron forged nail, so named because it can be bent or clinched without breaking. Cut nails, the common and cheapest kind, although of wrought iron, will not clinch. Clip. A U-shaped strap for attaching any body, more particularly a pipe, to the side of a partition. Sf:e Pipe Clip. More broadly a device permanently at- tached to one part, whose function it is to hold another 42 m CLO CAR BUILDERS' DICTIONARY COM part in place which can readily he shpped into position. See Release Spring Clip. Close Return Bend. A short cast iron tube made of a U shape, for uniting the ends of two pipes. It differs from an open return bend in having the two branches in contact with each other. Closet. A small room, usually for storage. A retiring room for sanitary purposes, more com- monly called a Saloon. See also Dry Closet and Water Closet. Closet Hopper. See Hopper. Club Car. Figs. 188, 255. See Lounging Car. Coach. A term commonly used to designate passenger cars which are used for day travel. See Passenger Car. Coach Screw (British). American equivalent, lag screw, but coach screw is also used. A square-headed screw with a pointed end used to screw into wood. Coal Car. A car for carrying coal; usually a hopper or gondola car, but box and stock cars are freciuently used for this purpose. See also Car. Coat Hook. Fig. 1850-55. Cock. "A spout; an instrument to draw out or dis- charge liquor from a cask, vat or pipe." — Webster. See Bibb Cock^ Main Cock, etc. Coil. See Fig. 1960 for coils used with hot water cir- culation heating system. Coil Spring. See Helical Spring. Coke Car. Figs. 26-30, 294, 296, 297, 301-307, 309. A car of large cubic capacity for carrying coke. Modified forms of hopper cars with doors which discharge the load to one or both sides of the track are commonly used. Frequently a coke rack is applied to the sides of gondola cars. Box and stock cars are often used for carrying coke. See Car, and Coke Rack, Coke Quenching Car. Fig. 207. A car with an inclined floor, into which coke is discharged from the furnace and quenched with water. Coke Rack. A slatted frame or box applied above the sides and ends of gondola cars to increase the cubic capacity for the purpose of carrying coke or other freight in which the bulk is large relative to the weight. Coke Rack Angle. 27 and 32, Fig. 297. A commercial angle used in forming the coke rack on a steel coke car. Commonly termed end and side coke rack angles, and further designated top, center, intermediate or bottom, as the case may be. Coke Rack Stake Pocket. A metal socket fastened to the sides and ends of a gondola car to receive the stakes of a coke rack. Cold Shot. Small globules of iron resembling ordinary gun shot, which are found in the chilled portion of cast iron wheels. Collar. "A ring or round flange upon or against an object." — Knight. (Of a Journal.) A rim or enlargement on the end of the car axle which takes the end thrust of the journal bearing. Colonist Sleeping Car. See Emigrant Sleeping Car, Sleeping Car, and Car, M. C. B., Class PE. Color Coat (Painting). The coat or coats which fol- lows the rough stuff or scraping filling coat in painting passenger car bodies. See Finishing Varnish and Painting. Column (Diamond and Other Trucks). Figs. 1100-1101. Another name for a B(jlster Gujue Bar. (Of Crane.) Another name for the mast, par- ticularly when entirely supported from below. Column Bolt. 109, Fig. 945, A bolt passing through the arch bars and holding the truck column or bolster guide bar in place and the truck frame together. Column Bolt (M. C. B. Standard). See Akch Bars, Column and Journal Box Bolts. (M. C. B. Stan- dard). Comb and Brush Rack or Case. Fig. 1609. Combination Baggage Car. A baggage car having compartments for express or mail, or both, as well as for bag See Combination Car. Combination Car or Combined Car. Figs. 133, 134, 141, 170, 197, 200, 202, 234-36, 394. A passenger train car divided into two or more compartments for the accom- modation of different classes of traffic. See Car, M. C. B., Classes B, C, D, E and M. Combination Cock (Baker Heater). A cock with fun- nel attached, used at the top of the water tank for filling. When opened with the key it allows the inward passage of the water, and at the same time the outward passage of air through a separate channel, hence the name. Combination Lamp. Figs. 2118, 2127, etc. A lamp ar- ranged for two lighting systems, as gas and electricity. Combination Valve (Steam Heating). Figs. 2050, 2092. Combined Platform and Double Body Bolster. Figs. 504, 507, 520-523. A passenger equipment car plat- form frame and double body bolster made in one piece. Combined Stop and Lock. Fig. 494, See Door Stop. Combined Triple Valve, Reservoir and Brake Cylinder (Freight Air Brake). Fig. 1288, etc. To lessen the complication and reduce the cost of freight brake gear these three parts, which are separate in passenger brake gear, are combined. Commutator. See Armatlire, Bolteb Commutator. Commutating Pole Motor. Figs. 2535, 2537, 2541, 2548. A railway motor in which four auxiliary coils and pole pieces, called commutating poles, are mounted between the four main field poles. The windings of these poles are connected in series with each other and with the armature. The commutation is improved and the poles perform their functions equally well regardless of the direction in which the motor is run. Compartment. A subdivision of a passenger car. In British carriages it usually runs entirely- across the car. In American parlor and sleeping cars, when used, it runs only partially across, leaving room for a pas- sage or corridor at the side. Often called Stateroom. Compartment Sleeping Car. Figs. 184, 186, 250, 255, A sleeping car which is divided into staterooms all open- ing into a common corridor which runs the whole length of the car. See Sleeping Car. Compensating Valve. Fig. 1351. Designed for use on high speed trains to regulate the brake cylinder pres- sure so that the maximum retarding power may be obtained without injury to the wheels. In service applications, with both plain and quick action triple valves, it acts as a safety valve, to relieve the cylinder of surplus pressure. In emergency ap- plications part of the vented brake pipe air passes from the side cap of the triple into the spring box of the compensating valve and, exerting a pressure on the diaphragm in addition to the spring, prevents the valve from opening. After a few seconds the pressure 43 :oM CAR BUILDERS' DICTIONARY CON of air in the spring box has become so reduced by back leakage through the small hole in the check valve that the brake cylinder pressure is able to force the piston down, permitting brake cylinder air to es- cape until the pressure becomes reduced to that at which the valve is adjusted, when the spring moves the piston back and closes the exhaust. With this valve the maximum brake cylinder pressure in emer- gencies is gradually reduced to that at which the valve is adjusted. Composite Car. Another name for Combination Car. A freight car with a combination steel and wood frame. Composite Framing. A type of framing which com- bines iron and wood, in the sills, posts, plates, etc. The sills and plates of the body and deck con- sist of two pieces of wood with an iron or steel flitch plate between, the three pieces being bolted to- gether as one. Compound Carline. 100, Figs. 423-25. A carline hav- ing the main or central portion of wrought iron, with a piece of wood on each side. Commonly used for wooden cars with clere stories, and sometimes called profile carline, owing to their following the shape of the clere-story. Compressed Air Jack. See Pneumatic Jack. Compression Beam. 163, Figs. 423-25. A horizontal timber in the side framing of a wooden passenger- equipment car body, which acts as the compression member of a truss. The compression beam brace abuts it. The compression beam is sometimes made double, one piece above the other, with separate braces (main compression brace and center com- pression brace) acting upon each. See End Compres- sion Beam. Compression Beam Brace. 164, Figs. 423-25. A tim- ber used in connection with a compression beam to form a truss in the side framing of a wooden passen- ger-equipment car. It is sometimes stiffened by a center counter brace, and sometimes two or more braces are used. It is then termed main compression brace. Compression Faucet. A spring faucet with a flat disk on top. The valve is opened by pressing this disc and closed by a spring when the pressure is removed. Compression Member. Any bar, beam, brace, etc., which is subjected to strains of compression, and forms part of a frame truss, beam, girder, etc. Struts, body braces, etc., are compression members. Similarly a tension member is used for tensile strains. Concealing Water Closet. A form of closet covered with a small seat and sometimes placed in the corner of compartments or staterooms in private and sleep- ing cars. Condensation Meter (Car Heating). Fig. 2105. A device for measuring the steam consumption of car heating systems. Conductor (Refrigerator Car). The drip pipe from the ice pan. Conductor's Car. A Caboose Car. Conductor's Lantern. One with an extra-sized bail attached to it by which it can be held on the arm, leaving the hands free. Conductor's Valve. Figs. 1299, 1340, 1367. A valve for applying the train brakes and placed at some con- venient point in each passenger car, usually in the saloon. Conductor's Valve Discharge Pipe. A pipe leading from the conductor's valve down through the floor of the car to carry off the escaping air. Conductor's Valve Pipe. Connects the brake pipe with the conductor's valve. Connecting Chain (Steam Shovel). A pitch chain, con- necting the pitch gear on the two axles of a truck, used for making the car self-propelling. Connecting Rod. A rod which connects, two or more parts or objects. (Hand Car.) The iron rod which connects the bell crank and the crank shaft. Connection Angle. Figs. 491, 492. A piece of com- mercial angle or a bent plate riveted to two mem- bers of a steel frame to hold them rigidly together. Connection Clip. Fig. 492. See Connection Angle. Construction Car. A car used in building a new line of railroad or making repairs to roadbed and struc- tures. The cars used as eating and sleeping cars for the men employed on construction work are fre- quently placed under this heading, as well as bal- last cars, etc. See Ballast Car and Contractor's Car. Contactor. Figs. 1764, 2589. A magnetic switch used to make or break a circuit in a motor control system. See Auxiliary Contactor and Control System. Continuous Basket Rack. 17, Fig. 1450. See Basket Rack. Continuous Brake. A system of brakes so arranged that by connecting the brake apparatus on the dif- ferent cars forming a train it can be operated on all of them from the engine or from any of the cars. See Air Brake, Vacuum Brake. Continuous Carline. A carline, which passes directly from side to side of the car, across and under the clere story or upper deck, in distinction from a pro- file carline, which is bent to follow the outline of the clere story. Continuous Draft Gear. A draft gear, having a con- tinuous rod or rods extending throughout the length of the car from the drawbar at one end to the draw- bar at the other end, whose office is to transmit the tractive stresses and relieve the draft timbers. See American Continuous Draft and Buffing Appa- ratus. Continuous Truck Frame. An iron bar which is welded together in a rectangular shape so as to form the sides and ends of a truck frame. Contour Line. See Automatic Car Coupler. Contractor's Car. Figs. 58-67. A car used by con- tractors in construction work; usually a dump car. Control. See Multiple Unit Control, Unit Switch System. Control Valve. Fig. 1276. A device which performs all the functions of the triple valve and, in addition, pro- vides a maintained brake cylinder pressure; automatic emergency should the brake pipe pressure be de- pleted below a predetermined point; full emergency braking power at any time during or following a service application, and maximum braking power more quickly than by the use of the triple valve. Controller (Electric Motor Car). Fig. 2542-43, 2527, 2575, 2579, 2580. A device for regulating the speed and direction of rotation of the electric motors. Convertible Car. Figs. 35, 37-40, 92, 93, 356-59. A car so built that it may be converted, without recon- struction, from one type to another, as stock to box 44 CON CAR BUILDERS' DICTIONARY COU or center dump gondola to side dump gondola. See also Car, M. C. B. Class SD. This term is also applied to a type of street cars which may be used either as open or closed cars. Conveyor Car. Fig. 308. A freight car equipped with motors for moving freight under special conditions, as on a coal wharf. Cooking Utensils. Figs. 1574-83. For use on dining, cafe-parlor, buffet cars, etc. Cope. The upper portion of a mold or flash used in making metal castings. Coping (British). A bar of iron secured to the top of the sides and ends of a gondola car (open wagon), and protecting them from local distortion. Corner Angle Post. A corner post in the body fram- ing of a car which consists of an angle bar, some- times in combination with a wooden post. Comer Brace. A diagonal member in the underframe between the end sill and transverse floor member or bolster. See End Sill Diagonal Brace. Corner Brace or Comer Plate (Freight Car Bodies). 55, 56, 57, Figs. 285-288, Fig. 489. A wrought or cast iron angle plate or knee on the outside corner, to strenghten and protect the frame. There are usually three corner plates, upper, lower and mid- dle. Very commonly a push pole pocket is com- bined with lower corner plate. (Passenger Equipment Car End Framing.) An angle iron applied to the corner of the deck end plate to keep it from abrasion and strengtlien it. Comer Casting. Usually a Corner Plate or Push Pole Pocket. Corner Handle. More commonly a Hand Hold or Grab Iron. Corner Plate. Fig. 489. See Corner Brace Plate. Corner Post. 43, Figs. 285-88, 374-375; 29, Fig. 297; 36, Fig. 383; 23, Figs. 410; 61, Figs. 423-25. The ver- tical member which forms the corner of the frame of a car body. Corner Post Grab Iron. 23, Fig. 297. See Grab Irons. Corner Post Knee Iron (Passenger Equipment Car End Framing.) A metal angle brace used to connect the foot of the corner post to the side sill. (Vestibule.) An iron angle brace for the out- side corner post of a vestibule resting upon the platform end sill. Corner Post Pocket. The pocket for the corner post. See Post Pocket. Corner Seat. A seat for the corner of a car, the back of which is not reversible. Corner Seat End. A seat end bracket secured to the wall of a passenger car for supporting the outer end of a Corner Seat. Cornice. 36, Fig. 1450. The moldings where the ceiling or headlining joins the sides and ends of the car inside. Cornice Sub-Fascia or Panel. 37, Fig. 1450. A board or panel directly below a cornice. Corridor (Sleeping and Compartment Cars). A pas- sage running at one side of a car affording access to the compartments. All sleeping, dining and private cars have corridors to pass the staterooms, smoking compartments, etc. Corridor Carriage (British). A passenger vehicle hav- ing a passage from end to end along one side, the various compartments having doors which open into this passage. Corrugated Metal Car Roof (Freight Cars). A roof consisting of iron, steel or zinc plates usually cov- ered with boards, and resting on roof strips on top of the rafters and carlines. Corticine. A form of floor covering much like Lino- leum. Cotter Pin. See Split Key. Counter Bore. An enlargement, for a certain portion of its length, of a hole bored in any substance. Counterbrace. 165, Figs. 423-25. In passenger equip- ment car framing, the timber framed into the top of the side sill near the needle beam and supporting the compression beam brace into which it is also framed. Counterbrace Rod. An inclined rod which acts as a counterbrace. Counterbrace Rod Plate Washers. Washers that rest upon the plate and receive the end of the counter- brace rod. Coupler. 13, Fig. 297; 23, Figs. 320, 355, 625-664. The term applied to the modern drawbar. The coupler proper is the head of the drawbar, which is so constructed as to automatically connect with or couple to the drawbar head on another car. The drawbar and its head, together with its knuckle and locking devices, is commonly termed coupler. See Automatic Car Coupler. Coupler or coupling is also commonly applied to the connector which is used on air brake and steam heat hose. See also Automatic Connector. Coupler, Automatic. For M. C. B. Rules for Inter- change of Traffic with regard to couplers see Inter- change OF Traffic. Coupler Carrier. 22, Fig. 297; Fig. 493. See Drawbar Carry Iron. Coupler Carry Iron. 22, Fig. 297; Fig. 493. See Draw- bar Carry Iron. Coupler Centering Device. See Drawbar Centering Device. Coupler, Electric. Figs. 2581-82. A device attached to the end of a car including insulated metallic con- tacts for the connection of electric circuits between cars, generally used for connection of trail car lighting, heating or signal circuits to the motor car. See Control System. Coupler, Emergency. See Emergency- Coupling Device. Coupler Gage. See Automatic Car Coupler. Coupler Horn. The projecting lug cast on the head of the coupler which bears on the face of the end sill or dead wood when the draft gear is closed solid. See Automatic Car Coupler. Coupler Jumper. Two coupler plugs connected by an insulated flexible cable. See Control System. Coupler Latch (Steam Coupler). A catch to lock the steam hose couplers together and prevent acciden- tal parting in rounding sharp curves. Coupler Knuckle. See Knuckle. Coupler Knuckle Kicker. Figs. 636, 651. A knuckle opener. Coupler Knuckle Lock (Automatic Couplers). Figs. 628-664. The block which drops into position when the knuckle closes and holds it in place, preventing uncoupling. 45 cou CAR BUILDERS' DICTIONARY CUP Coupler Knuckler Opener (Automatic Couplers). The device which throws the knuckle open when the lock is lifted so that a coupling can be made. With couplers not having a knuckle opener it is neces- sary to go in between the cars and pull the knuckle open by hand after the lock has been lifted. Coupler Knuckle Pin. See Knuckle Pin. Coupler Lock Lifter. (Automatic Coupler.) Figs. 628- 664. The part of the mechanism inside the coupler head in some types of M. C. B. couplers which is moved by the uncoupling rod and in moving lifts the knuckle lock so that the knuckle can open. Also designated as Coupler Lock Lift. Coupler Lock Set (Automatic Couplers). Fig. 645. A feature of most M. C. B. couplers whereby the knuckle lock when lifted is held in a raised position until the knuckle is opened, when it allows the lock to drop back into position for automatically coupling when the cars are brought together. Coupler Plug. A movable coupler designed to engage and connect to a coupler socket. See Control System. Coupler Socket. A fixed electric coupler. See Control System. Coupler Yoke. Figs. 494, 663, 679-82, 689-91, 696, 700, 703, 714. The yoke or strap that surrounds the draft gear and is riveted or keyed to the end of the coupler shank or drawbar. See Autom.\tic Car Couplers (Miscellaneous ]\L C. B. Standards). Couplet (of Springs). Two Elliptic Springs placed side by side, to act as one spring. Three springs unitejd in this way form a triplet, four a quadruplet, five a quintuplet, six a sextuplet. Coupling. That which couples or connects, as a hook, chain or bar. Coupling Link. A wrought iron link or open bar by which freight cars are coupled together by coup- ling pins. Chain coupling links are used with draw hooks. In consequence of the danger to trainmen attending the use of coupling links, and legislation forbidding their use in Interstate traffic after Janu- ary 1, 1898, automatic car couplers have almost entirely replaced them. See Automatic Car Coupler. Coupling Pin. A round bar of iron with which a coup- ling link is connected to a drawbar. Now almost obsolete because of the use of automatic couplers. Coupling Pin Chain. A small chain attached to the car by a suitable eye to prevent the coupling pin from being lost. Cover. See Journal Box Cover, Manhole Co\TiR, etc. Cover Plate. In metal underframes for cars a plate which is riveted to the flanges of the center sills to give them additional vertical strength as a box girder. The plate riveted to the top flanges is called a top cover plate and one riveted to the bottom flanges a bottom cover plate. See Center Sill Bottom Cover Plate and Center Sill Top Cover Plate. Cover Strip (Refrigerator Car). iNIetal plates covering a gutter in the floor. A strip of metal, or sometimes wood, to cover a joint in the roof sheets. Crabs or Tongs (Pile Driver and Wreck Crane). See Tongs. Also called rail clips or rail clamps. A pair of loose bent iron bars fastened at the top with a ring and intended to firmly clamp to the under side of the rail head when an upward pull is applied to the ring. They are used to anchor a pile driver car, steam shovel or wreck crane to the rails and prevent them from overturning when a heavy load is being lifted. Crane. See Wrecking Crane. Crane Post. The post of a crane, which corresponds to the mast of a derrick. Crank. "A device for causing rotation of an axis, or for converting rotary into reciprocating motion, or vice versa." — Standard Diet. Crank Shaft (Hand Cars). A short wrought iron shaft to which a crank of a hand car is attached, which is turned by suitable levers and is connected by gear wheels with one of the axles of the car. Cricket Iron. A seat stand. Cross Bar (Swing Link Hanger). The iron bar sup- porting the. cross bar casting which carries the spring plank. Also called mandrel pin and lower swing hanger pin. Cross Beam. A transverse floor member placed upon the sills to support the inclined floor of a coal or ore car. Cross Bearer. 196, Figs. 285-88; 8, Fig. 297; 6, Fig. 342; 22, Fig. 355; 28, Fig. 383; 26, Figs. 423-25; Figs., 495, 496, 497. A transverse member of the underframe, placed between the bolsters, acting as a tie between the various sills and helping to distribute the weight of the car. Cross bearers on steel cars are some- times termed Needle Beams, but the term Cross Bearer is preferable. In steel car construction the term Cross Tie is commonly applied only to those members which tie the center and side' sills to- gether, the Cross Bearer usually having a filler be- tween the center sills and thus extending across the car. Cross Bearer or Cross Tie Cover Plate. Fig. 490. 492. The member which forms the top or bottom flange, to which the diaphragms are riveted in a built-up cross tie. The bottom cover plate is sometimes called Tie Plate. Cross Bearer Diaphragm or Cross Tie Diaphragm. Fig. 490. The web plate or filling piece, outside the center sills, to which the cover or tie plates are riveted in a built-up Cross Tie. Cross Tie. Fig. 497. See Cross Bearer. Cross Tie Timber. See Cross Be.\rer. Cross Tie Timber Truss Rod. An iron truss rod under the cross tie timber, serving to strengthen it. See Needle Beam Truss Rod. Cross Tie Timber Truss Rod Bearing. 26p, Figs. 423- 425. A Queen Post for the cross tie timber truss rod of a built-up Needle Beam. Cross Timber Hopper Ends. In a wooden hopper car, a transverse floor timber framed between the inter- mediate sills, to which the low-er end of ,the inclined floor is spiked and to which the outer hopper doors are hung. The ends of the draft timbers are bolted to it, and the short center sills abut it. Crosshead (Air Brake Cylinder). A forked casting or forgmg attached to the end of a piston rod, to which the brake levers are connected. Cup Holder or Tumbler Holder. A stand or rack for holdmg a drinking cup. Cup Washer. A Socket Washer. Cupboard Bolt. See Door Bolt. 46 CUP CAR BUILDERS' DICTIONARY DEA Cupboard Catch. An indifinite term for a light spring catch nearly or quite flush with the surface to which it is attached. It has a beveled bolt which snaps shut. See Flush Bolt. Cupola. 22, Fig. 383. A small cabin built on the roof of a caboose to afiford a means of lookout for the train crew and also to facilitate passage from the caboose to the top of the train. Cupolas are also commonljr used on dynamometer cars. Cupola Hand Rail. 19, Fig. 383. A rail attached to a cupola to prevent trainmen from falling when en- tering" or leaving through the cupola windows. Cupola Inside Step. 25. Fig. 383. A step attached to the inside of a caboose to enable trainmen to enter and leave the cupola. Cupola Marker Lamp. See Cupola Sign.\l Lamp. Cupola Signal Lamp. 21, Fig. 383. A signal lamp mounted on the cupola of a caboose. Current Director (Car Heating). B"ig. 1997. A device for controlling the flow of steam or hot water in the pipes, working on the principle of an injector. Curtain. A piece of cloth or other material hung in front of or around any space or object, as a window or sleeping-car berth, and which may be contracted or spread at will. The term, however, is usually restricted to loosely hung drapery, suspended on a curtain rod by curtain hooks or rings, in distinc- tion from a shade, «-hich is flat and rolls up. Cur- tains in cars are chiefly used for sleeping-car berths (Berth Curt.\ins). Window curtains are used in dining, parlor and private cars. Except in the saloons, blinds have been abandoned, and win- dow shades are in almost universal use on steam railroads. Blinds are still in general use in street cars. Tire protecting shield used over vestibule diaphragms is called a curtain. Curtain Fixtures. Fig. 1808-1826. Curtain Hook (Sleeping Berths). See Berth Curtain Hook. Curtain Rod. A bar to carry a curtain hung upon rings and sliding freely along the rod. Curtain Rod Bracket. Figs. 1857-1858, etc. Curtain Rod Bushing. Fi.g. 1862. A socket or bushing for the end of a curtain rod where it abuts a wall or partition. Curtain Rod Folding Bracket (Sleeping Car). 15, Figs. 1458-59. .\ bracket for a curtain rod in a sleeping car whicli may be folded into the upper berth in such a manner that it is out of sight when the upper berth is shut up. 'See Berth Curtain Rod Bracket. Cushion. Fi.g. 1507. Cushions used in passenger car upholstery are of the box type, being built upon and connected with a wooden framework (cushion frame). Cushion Frame. A wooden frame to which the scat springs and upholstery of a car seat are attached. Cuspidor. Figs. 1873-4. A vessel to receive discharges of spittle, and having a wide rim so that if it is upset its contents will not be spilled. Cut-Out. A switch or fuse in a branch electric circuit or loop, used to disconnect the branch circuit from the main circuit. Cut-Out Cock. Figs. 1300, 1339, 1359. See. Brake Cut- OuT Cock. Cut-Out Valve (Car Heating). Figs. 2079, 2081, 2093. Used for controlling admission of steam to radiator pipes. Cylinder. A chamber or vessel whose ends are cir- cular, and with straight parallel sides, as the cyl- inder of a steam engine. See Brake Cylinder. A name sometimes given to the Are pot of a stove or heater. A type of lock is called a cylinder lock. Fig. 1655. Cylinder Cap (Triple Valve). 19, Figs. 1273-74; 18, Fig. 1275. Cylinder Cap Gasket (Triple Valves). 23, Figs. 1273-74. Cylinder Head. A metal cover for the end of a cjdin- der, held on by cylinder bolts or cylinder studs. The cylinder head through which the piston passes is commonly termed the back cylinder head, and the other the front cylinder head, corresponding to loco- motive practice. Brake cylinder heads are called Pressure and Non-Pressure Heads. Cylinder Levers. Fig. 489. In passenger brake equip- ment, two levers wdiicli are connected by a rod attached near their centers. One end of one lever is attached to the crosshead of the brake cylinder, and the corresponding end of the other is attached to a bracket on the brake c^dinder head at the opposite end of the cylinder. The other ends of the levers are connected with the floating levers by rods. In freight brake equipment there is no second cylinder lever, the term applying only to the lever which receives the braking force direct from the push rod. Cylinder Lever Bracket (.\ir Brakes). A T-shaped piece of iron bolted to the front cylinder head, to which one of the brake le\'ers is attached. Cylinder Lever Guide. A guide or support for the cylinder le\er. Cylinder Lever Support (Air Brakes). A wrought iron bar bolted to one of the center sills, on which the ends of the cjdinder levers rest. Cylinder Support. Fig. 490. A bracket attached to a brake cylinder for holding it in place on a car. Cylindrical Gages. Gages made for measuring the size of cylinders and cylindrical holes, often called Whit- worth gages. They consist of steel cylinders and rings hardened and .ground very accurately to standard sizes. These fit into each other. The former is used for measuring the size of holes, and the latter for measuring the outside of cylin- drical objects, and they are called internal and external cylindrical g"a,ges. They are generally used as standards alone, from wliich other tools and gages are made of the proper size. D Dairy Car. Fig. 117. .\ refrigerator car used for carry- ing butter, cheese, milk and other dairy products. Damper. A val\-e in the stove pipe or in the bottom of a stove for re,gulating the draft. Day Coach. See Passenger Car. Dead Air Space (Insulation of Refrigerator Cars). Air spaces which have no Cdinmunication with the atmospheric air outside, so there can 1)e no free circulation or change of air as there is in a free air space. Dead Block. See Dead Wood. Dead Lever (of Brake Gear). Fi,g. 489. The one of a pair of truck brake levers to which the brake con- 47 DEA CAR BUILDERS' DICTIONARY DEC necting rod is not attached. The upper end of the dead lever is confined within a dead lever guide, or brake lever stop, which is provided with pins to adjust the end of the brake lever, and con- sequently the slack in the brakes, as the brake shoes wear. The lever to which the power is first applied through the brake connecting rod is termed the live lever. Dead Lever Guide. Fig. 491; 95, Figs. 947, 966; Figs. 975, 1244, 12S0. An iron bar or loop attached to a truck or car frame which holds the upper end of a fixed or dead brake lever. It usually has holes in it in which a fulcrum pin is inserted. By mov- ing the pin from one hole to another the lever is adjusted so as to take up the wear of the brake shoes. Also called Brake Lever Stop. Dead Lever Guide Lug. Fig. 493. A lug or bracket attached to a truck bolster to support the dead lever guide. Dead Lock. A lock in which the bolt is thrown each way by the key, and not in one direction by a spring, as with a spring lock or night latch. Dead Padlock. A padlock in which neither the lock, bolt, nor hasp has a spring, but the former is thrown each way by the key, and the hasp must be opened by the hand. Dead Wood. 32, Figs. 285-88, 355, 368, 374, 375, 22, Fig. 410. 11, Fig. 342. A single wooden block or stick of timber attached to the end sill of freight cars to protect persons between the cars from injury, by preventing the cars from coming together in case the drawbar or its attachments should give way. See Buffer Block. Deadening or Deafening. The filling placed between the floor and the deafening ceiling of a passenger car to serve as a non-conductor of heat and noise. Mineral wool, is sometimes used for deadening, but commonly shavings, when anything at all is used. An intermediate floor (between the sills) and deafen- ing ceiling (under the sills) is used in refrigerator cars. Deafening Ceiling. Boarding on the under side of the sills of a passenger car to exclude or deaden the noise of the car. Deafening Floor. See Deafening Ceiling. Deck. A term applied to the roof of a car which has a clere-story. The deck or upper deck is properly the clere-story, but the entire roof is commonly called the deck and subdivided into lower deck or main roof, and upper deck. Deck Beam. A beam in the form of an inverted T with a round knob on the upper end, used in some forms of steel car construction. Deck Bottom Rail. Ill, Figs. 423-425. See Deck Sill, Deck Bridging. Bridging or blocking used in the up- per deck or clere story. Deck Caboose Lamp. See Cupola Signal Lamp. Deck Carline. See Upper Deck Carline. Deck Collar (Heaters). A sheet metal ring to line the smoke pipe opening through the roof. Deck Eaves Molding or Upper Deck Eaves Molding. A molding under the outside edge of the upper deck. Deck End Panel. A narrow panel in the end of the upper deck. Deck End Plate. A member that fulfills the same office for a clere-story that the body end plate does for the body. See End Plate. Deck End Sill. A horizontal timber connecting the ends of the deck sills, and forming the base for the end of the upper deck. Deck Inside Cornice. A molding which fills the in- terior angle where the upper deck joins the deck side. Deck Lamp. Figs. 2128, 2131, 2139, 2144, 2212, 2236, 2254, 2432, etc. A lamp which is fastened to the deck or ceiling of a car. Deck Plate. Fig. 496. A plate used in constructing the roof or deck of a steel passenger equipment car. 117 Figs. 423-25. A longitudinal member of the roof frame at the top of the deck posts and upon which the ends of the upper deck carlines rest. It has the same relation to the deck sill as the side plate has to the side sill. Deck Post. 115, Figs. 423-25. An upright member which connects the deck plate with the deck sill. Deck Roof. 102, Figs. 423-25. The roof of the upper deck or clere-story, itself sometimes called the deck or upper deck. See Deck. Deck Sash. Fig. 1793, etc. A glazed sash in the sides of the upper deck. See Sash. Deck Sash Catch. See Deck Sash Latch. Deck Sash Flush Catch. A deck sash latch mortised into the sash rail flush with the sash. Deck Sash Latch. Fig. 1804. A spring bolt attached to a deck sash, which engages with a deck sash latcb keeper or strike plate. Deck Sash Opener. Figs. 1797-1799, 1807. A lever at- tached to a revolving rod by which a deck sash is opened and held in any desired position. A great vari- ety of forms exist. The pull hook, a rod with a hook at one end, which is used for opening the deck sash, is also called a deck sash opener. Deck Sash, Outer. ■ A deck sash which carries the screen, and prevents the admission of dust and cinders. Deck Sash Pivot. Figs. 1791, 1795, 1801-1803, 1806. Roughly a metal stud or spindle attached to a suit- able flange by which it is fastened to a deck sash, an on which the latter turns. See Deck Sash Ratchet Catch. Deck Sash Pivot Plate. A plate attached to the window casing, with a hole or eye in which a deck sash pivot works. Sometimes they are provided with springs to prevent the sash from rattling. Deck Sash Pull. Fig. 1800. A ring attached to a deck sash to open and close it. Deck Sash Quadrant. A curved bar or plate of metal used as a guide or stop to control the movement of a deck sash. See Deck Sash Ratchet Catch. Deck Sash Ratchet Catch. Figs. 1791-1796, 1801, 1805. Usually combined with a deck sash pivot and stop. A ratchet makes it possible to hold the window open in any one of several positions. Deck Sash Ratchet Plate. A part usually attached to the side of the car, but sometimes to the sash, carry- ing a ratchet in which the ratchet catch engages. Deck Sash Spring Pivot. A Deck Sash Pivot provided with a spring to make the sash removable. Deck Screen Bottom Rail. A rail running the entire length of the clere-story, and closing the space be- tween the bottom of the screen and the roof. 48 DEC CAR BUILDERS' DICTIONARY DIS Deck Screen Post. An upright stick forming the side pieces of a frame to hold a wire screen put on out- side of the deck windows to exclude dust and cinders. Deck Side. The entire part, consisting of a plate, rail, posts, and panels, or sashes, which forms the side which occupies the vertical space between the lower and upper deck. Deck Side Ventilator. This term is used to designate the sash or valves and their attachments for opening and closing the aperture. Deck Sill. Ill, Figs. 423-25. A longitudinal member of the roof frame at the top of the lower deck or main roof carlines and forming the lower sill of the deck or clere-story. Deck Sill Facing. 7, Figs. 1458-59. The facing or finishing material applied to the inner side of the deck sill. Deck Sill Sub-Facing. A thin board sometimes used below the Deck Sill Facing. Deck Soffit Board. A board on the under side of the overhanging cornice of an upper deck. Deck Top Rail. A Deck Plate. Deck Ventilator. See Deck Side Ventilator. The deck sash are frequently hung and operated as deck side ventilators. Deck Window. 41, Figs. 1458-59; Fig. 1730. A window in the upper deck or clere-story. More commonly a deck sash. Deck Window Screen. An outside sash with a screen over it to exclude dust and cinders. Defect Card. See Air Brake Defect Card. Deflector. See Dust Deflector. Deflector Springs (of Ventilators). Springs controlling the movement of the deflectors. Dental Lavatory. Fig. 1606. A basin with the neces- sary faucet, tumbler holder, etc., used in connection with cleansing the teeth. Derrick Car. A strong platform car which carries a derrick crane which is used for removing wrecked cars and engines, erecting bridges, or handling any heavy objects. Also called wrecking car. Designation of Brake Rods and Levers. See Founda- tion Brake Gear. Detective Wire (for Car Seals). A flat twisted wire or other equivalent device to prevent the seal being stripped from the wire without destroying one or both. Diagonal Brace. 9, Fig. 297; Fig. 491. See End Sill Diagonal Brace. Diagonal Floor Timber. A floor timber which is placed in a position diagonal to the sills. Diameter Testing Gage (for Car Wheels). A gage for testing the diameter of wheels and axles. See Wheels. Diameter of Wheels. See Wheels, Diameter of. Diamond Arch Bar Truck. Figs. 923, 928, 929, 934, 940, 943 and 94S. A car truck with iron side frames con- sisting of two or more Arch Bars, and a pedestal tie bar. The spaces between the arch bars are diamond shaped, hence the name. The journal boxes are rigidly bolted to the side frames. The cross mem- bers of the truck, bolster, spring plank, etc., are either of wood or metal, or of both wood and metal com- bined, but the modern truck is almost always of metal throughout. At the Master Car Builders' Convention (1884) it was voted that this form should be the type used in preparing designs for a standard freight car truck, to have a 5-ft. wheel base, channel bar transoms, and either Swing or Rigid Bolster. For many years it was the type almost universally used, but latterly trucks with cast steel side frames have come into common use for freight service. Diaphragm. Usually a thin wall or partition. (Valves.) Some valves are regulated by dia- phragms or diaphragm plates, to which are attached springs, nuts, stems, etc., whose names explain them- selves. These diaphragms are commonly spring plates, which guide the rod and, assisted by spiral springs, cause the attached valves to seat or unseat at a fixed pressure. (Of a Vestibule.) Figs. 556-561. A device usually of some combination of rubber and canvas, arranged in folds and connecting the vestibule face plate with the vestibule to exclude the dust and cinders, and at the same time to allow the face plate free movement to adjust itself to the motion of the cars. Diaphragm Face Plate. See Vestibule Face Plate. Dining Car. Figs. 156, 158-169, 241-44, 406 and 407. A car operated in passenger trains and equipped with kitchen and utensils, dining tables, etc., for serving meals to passengers. See Car, M. C. B. Class D. Dining Car Chair. Figs. 1540, 1542. Dipper (Steam Shovel). Also called bucket or shovel. The heavy iron scoop or bucket which removes the earth or rock and transfers it to the cars. Dipper Bail (Steam Shovel). The link fastened to the top of the dipper and to the dipper block. Dipper Block (Steam Shovel). The block at the point of the boom around which the hoisting chain passes. Dipper Teeth (Steam Shovel). Heavy iron cutters or teeth projecting from the dipper to break the earth. Direct Steam Heating System. Figs. 1949, etc., 1986- 1990, 2021, 2062, 2097-8. A system of car heating in which the steam from the locomotive is carried directly to the radiators or heating pipes. The tenn is used to distinguish the system from those in which the steam is employed to heat the water which circu- lates in the radiators or heating pipes. Dirt Collector. See Centrifugal Dirt Collector. Discharge Pipe (Air Compressor). Also called reser- voir pipe. A pipe by which the compressed air is conveyed from the air compressor to the main air reservoir. Discharge Valve. (Of Car Signal Valve). The valve in the attachment called the car signal valve. The whole device is also sometimes so called. (Of Air Compressor) The valve through which the air as compressed passes to the main reservoir. Distance Block. A short, thick piece of wood placed between two or more objects to keep them apart, or to preserve an interval of space between them, as floor timber distance block, truck bolster distance block, etc. Distributing Table (Postal Car). Fig. 1714. A table upon which the mail bags are emptied of their con- tents, and from which they are distributed to the various boxes or pouches. Distributing Table Hinge. Fig. 1714. A strap hinge for the table on which mail is sorted in postal cars. 49 DIT CAR BUILDERS' DICTIONARY DOO Ditcher. A small steam shovel, usually mounted on a flat car, for digging the ditches in railroad cuts. Dividing Attachment (Vacuum Brake). A device to regulate the application of the brakes to the loco- motive or train, or both. See Ejector. Division Arm (Twin Seats). The middle seat arm be- tween the two seats. Dog. A general term in mechanics for all devices which bite or take hold of or give motion to other parts. (For Pawl of Winding Shaft.) A disk or button eccentrically pivoted in such a way as to hold the ratchet wheel pawd of a winding shaft in its place. The pawl itself of a ratchet gear is also sometimes termed the dog in other forms of ratchet gear where no dog to hold the pawl is necessary. A brake pawl- dog is similar. Dome. A spherical roof or covering. A vertical cylinder attached to the top of the tank on tank cars and to the top of steam boilers. See Tank Dome. Dome Head (Tank Car). 109, Fig. 355. The top of a T.\NK Dome. Dome Lamp Shade. A Lamp Shade of curved or spherical outline. Door. Fig. 752. A frame of boards or plates of metal for closing a doorway, as Box C.^R Door, Drop Door, Platform Trap Door, etc. See Door Frame for names of parts. Door Bolt or Bar. 74b, Figs. 374-75. An iron bar, ac- tuated by a handle, wdiich slides into a bracket or eye and locks the door. Used chiefly on the swing doors of refrigerator cars. Figs. 1660-1662, etc. A metal bar attached to a slide and fastened to a door so as to hold it shut from the inside. They are either round, or barrel, or square. A square neck door bolt is one with an angle or shoulder in it. Flush door bolts are gained in so as to be flush with the surface. A cupboard catch is a form of door bolt having a beveled latch and actuated by a spring; but bolts so formed are commonly termed latches. See also Barrel Door Bolt, Flush Bolt, Squ-^re Door Bolt. Door Bolt Bracket. 72, Figs. 374-75. An iron eye at- tached to the body of the car into wdiich the door bolt or bar is forced, to hold the door in a closed position. Used chiefly on freight cars which are equipped with swing side doors. Door Bolt Keeper. See Keeper. Door Bottom Rail. See Door Frame. Door Brace (Freight Car Doors). A diagonal piece of timber framed into the door frame to stifi^en the door. Door Butt. -\ Butt IIikge. Door Button. "A small piece of wood or metal swiv- eled by a screw through the middle, and used as a fastening for a door or gate." — Knight. Door Cap (Freight Car Doors). A horizontal board across the top of the door. Door Case. The frame which incloses or surrounds the sides and top of a door. The separate parts are the door jambs or door posts, door sill and door lintel. Door Case Top Rail. A timber parallel with the Door Lintel. Door Center Girth (Freight Car Doors). A horizontal board across the middle of the door. A middle door rail, except that it is not framed into the door, but simply nailed on. Door Chain Bolt. A device which permits a door to be opened a short distance, yet not far enough to gain admission. Door Check. Fig. 815, 816. A pneumatic or hydraulic dash pot and spring attached with suitable levers to the top of a swinging door and to the door lintel. The spring tends to close the door, and the dash pot checks its motion sufficiently to prevent the door slamming shut. Door, Door Jamb and All Other Inside Exposed Cor- ners of Stock Cars, Rounding Corners (JVI. C. B. Recommended Practice). Fig. 2756. In 1910 a Recommended Practice was adopted that doors, door jambs and all other inside exposed corners of stock cars be rounded to prevent injury to cattle. Door Fastener. Figs. 788, 789. The common term for the device by wdiich a car door is locked with the aid of a seal. Door Fixtures, Box Car (;\I. C. B. Standard). Figs. 2745-49. Side door fixtures. In 1897 a committee on this subject reported with details which were after- ward adopted by letter ballot as Recommended Prac- tice of the Association. In 1910 an outside hung side door and a flush side door were adopted as Recommended Practice as rep- resenting the minimum requirements in door con- struction. Also that the door hood coverings be omitted from new cars, and as much as possible in repairs to old cars. In 1911 the location of center of hasp or sealing eye was made preferably 5 feet from top of rail and not more than S feet 9 inches from top of rail. In 1912 the door hasp staple was increased from 55^ inches to 16 inches and provided with four bolt holes. In 1912 the drawings and details were advanced to standard. Door Fixtures, End (M. C. B. Recommended Practice). Fig. 2755. In 1912 the box car side door fixtures were trans- ferred to standard, the end door fixtures remaining as a recommended practice. Door Frame. Figs. 805-809. The structure in which the panels of a door are fitted. It is composed, as is also a window sash, of the stiles, or upright pieces at the sides ; the mullions, or central upright pieces ; the bottom rail; the lock, or central rail, and the top rail. The Door Case surrounds it. Door Friction Roller. See Sliding Door Friction Roller. ' Door Guards (Ba.ggage and Freight Car Sliding Doors). 23, Figs. 805, 809. Strips of wood which inclose the space occupied by the door when open to keep the freight from interfering with its movement. Door Guide. Fig. 494. See Side Door Bottom Guide. Door Handle. Figs. 494, 1865. A handle, commonly of a D-shape, attached to a door as a means of opening and closing it. Door Hanger. Fig. 797; 21, Figs. 805-809; 819, 820, 832, 835. A device by which a sliding door is suspended at its top, and which slides on a track. Most modern freight car door hangers are fitted with rollers which run on a door track. 50 DOO CAR BUILDERS' DICTIONARY DOO Door Hanger Sheave. See Sheave. Door Hasp. 73, Figs. 374, 375; Figs. 494, 787, 1663, 1716. A metal clasp attached to a door, by which it is fastened to a staple on the body of the car. A pin or a car seal is passed through the staple after the hasp is placed over it. Used chiefly on freight car doors. Generally made of malleable iron and the pin attached so that it cannot be lost. Padlocks are rarely used on freight cars. Door Hasp Holder. Fig. 494. A metal strap, usually malleable iron, bolted to a freight car side door, and having a hook or eye to which the hasp is attached. Door Hasp Staple. Fig. 1663. A ring or U-shaped staple over which the slotted part of the door hasp fits and through which the door pin is passed. Door Head. Figs. 495 and 497. A steel plate or com- bination of steel plates placed across the top of a door opening. Door Hinge. See Hinge. Door Holder. Figs. 830, 831, 833. A device for holding a door open or shut. Also called door stop, as it is also intended to check the momentum of the door when swung open violently. Door Holder Catch or Door Holder Stop. A metal bracket attached to the floor (floor stop) or side (parti- tion stop) of a car, with which a door holder engages, to hold a door open. Door Hook. 11, Figs. 374, 375; 22, Figs. 805, 809; Fig. 1664. A hook for holding a door open or shut. Door Jamb. The side piece or post of a door case. Also called door post. Xot to be confused with the stiles of the door itself. See Door, Door Jam, etc. Door Knob. Fig. 1676. A ball attached to the end of the spindle of a door latch to take hold of in moving the latch or opening the door. The knob is often made in various peculiar forms. Door Latch. Fig. 769. An attachment to hold the door shut. See L.^tch. A door latch is often made in combination with a lock, having a separate bolt and key to secure or fasten the door from the outside. Door Latch Bolt. See Latch. Door Latch Keeper. See Keeper. Door Latch Rose or Escutcheon. Fig. 1679. A plate fastened to a door as a guard or bearing for the latch spindle. A rose is frequently called a rosette. See EsCUTCHEOX. Door Latch Spindle. B, Fig. 1676. A small metal shaft to which the door handle or knob is attached, and by which the latch is turned. Door Latch Spring. A spring which acts on the latch hook or bolt and causes it to engage with its keeper; usually made of a flat piece of steel. Door Lintel. 99, Figs. 423-25. The horizontal part of a door casing above the door. See Door Frame. Door Lock. Figs. 785, 792, 796. See Lock., A L.\tch is usually combined with a passenger car door lock. Door Lock Bolt. See Lock. Door Lock Keeper or Nosing. See Keeper. Door Mullion. 2, Figs. 80S, 809. A vertical bar of wood between the panels of a door. See Door Frame, Door Window Mullion. Door Name Plate. A metal plate on the inside of a passenger car door with the name of the builder inscribed on it. The name is now more commonly painted on. Door Notice Plate. See Notice Plate. Door Operating Apparatus. 17, Fig. 297. The mechan- ism used to open and close the type of doors, com- monly known as drop doors, which are used on hop- per, gondola and other types of drop-bottom cars. Figs. 826-829. A power arrangement for controlling the opening and closing of sliding doors on suburban or street railway cars. Door Panel. 10 and 11, Figs. 805, 809. "A piece of board whose edges are inserted into the groove of a thicker surrounding frame of a door." — Webster. They are distinguished as lower, middle and upper. Any panel, but especially the lower, is sometimes cut up into two twin panels by a door mullion. Door Pin (Freight Car Doors). A pin used to fasten a hasp to a staple. Door Pin Chain. A metal chain by which a door pin is attached to a car. Door Plate. A notice plate. See Door Name Plate. Door Post or Door Jamb. 44, Figs. 285-88, 374, 375; 37, Fig. 383; Fig. 409; 62, Figs. 423-25; Figs. 486, 487; 1, Figs. 80S, 809. A vertical post w-hich forms the side of a doorway. Door Post Plate. A metal plate laid over the door post to protect it from damage. Door Post Pocket. 44, Figs. 285-88. The pocket for the door post. See Post Pocket. Door Protection Plate. Fig. 496. A plate placed at the side of a door way to act as a reinforcing member in case of shocks, as when trunks, etc., are thrown against the frame. Door Pull. See Door Handle. Door Rail. Figs. 805, 809. A horizontal member or bar of tlie framing of a door. The upper one, 4, is called the top rail ; the lower one, 5, the bottom rail; 6, the middle or lock rail; 7, the parting rail. Door Rail Bracket (Car Doors). A bracket to carry a top door rail, serving as a guide for the door. See Door Track Bracket. Door Roller. Fig. 822. Also called a door sheave. The term door roller is applied to a flat tread wheel pivoted in a bracket and attached to the bottom of a door to roll upon a flat surface rather than a narrow track. Door Sash. 12 and 13, Figs. 805, 809. A wooden frame containing one or more panes of glass, placed in a door. In some cases one of these sashes is made to slide, so that it can be opened for ventilation. They are distinguished as lower and upper door sash. Door Sash Bolt. A metal pin attached to a sliding door sash to hold it in any desired position. Door Sheave or Sliding Door Sheave. A small wheel on which a sliding door rolls. It is usually placed at the top of the door, and sometimes at the bottom also. It is carried in a door sheave holder. A grooved casting called a door shoe or door slide is sometimes used as a substitute on freight car doors, especially when the load does not rest upon the lower door track. See also Door Roller. Door Shoe. Sec Dcor Sheave. Door Sill. A cross piece attached to the floor on the under side of a door opening. Door Slide. See Door She.we. Door, Sliding. See .Sliding Door. 51 DOO CAR BUILDERS' DICTIONARY DRA Door Spindle. The bar passing througli the door which carries the door knobs. Door Spring. An attachment to make doors self- closing. Door Stile. 8, Figs. 805, 809. One of the two upright pieces on the outer edges of a Door Frame. Door Stop. Fig, 830. A peg or block against which a passenger car door strikes when opened, often pro- vided with a rubber cushion, especially for swinging doors. Door holders, which both stop the door and retain it, are often called door stops, as Figs. 830, 831, 833. Freight Car Sliding Doors. 42, Fig. 368; Figs. 494, 776, I'll . A block of wood or an iron casting placed on the side of the car to limit the distance that the door can be moved. A Combined Stop and Lock is a door stop with an attachment for locking the door. Door Threshold Plate. A plate on the threshold of the door. Door Track. 65, d^, Figs. 285-88; Fig. 489. A guide .which supports a sliding door, and upon which it moves, or by which it is held in its place. They are either top door tracks or bottom door tracks. The former usually carry the weight of freight car doors, which are hung thereon by door hangers. The lower track serves only as a guide for the door shoes. Door Track Bracket. A bracket for securing a side- door track to the car. See also. Door Rail Bracket. Door Track Support. Fig. 492. See Door Track Bracket, Door Window Mullion. A middle upright bar in the door window frame. See Door Frame. Doorway. The passage or opening formed by a door casing, which is closed by a door. Dope. A mixture of waste and oil, placed in journal boxes to lubricate the journals. Double Board Roof. The upper layer of grooved boards is sometimes laid with the grooves under, so as to form a kind of tube between the two layers See Roof. Double Body Bolster. Figs. 504, 507, 519-523. See Body Bolster. Double Chair. Fig. 1541. A twin car seat. Double Coil Draft Spring. See Draft Spring. Double Coil Jet System (Car Heating). A system of car heating which combines the drum or jacket fea- tures with the jet or Commingler system of injecting steam into the hot water circulation. The steam is first sent through the inner or steam coil of the dou- ble coil in the heater, and then through an annulus, into the circulating pipe. The jet is so directed as to aid the circulation in the pipes. It is claimed to be noiseless. Double Coil Nest Spring. A spiral spring with another inside of it. Double Deck (Stock Car). 28, Fig. 368. A second floor in a stock car half way between the ordinary floor and the roof, to increase the carrying capacity of the car for small live stock, such as pigs, etc. See Upper Floor, and Car, M. C. B., Class S. (Automobile Car.) Fig. 283. A similar arrange- ment fitted in an automobile car. Double Door. A door made in two parts. These are sometimes fastened together by hinges, so as to fold back on each other, and sometimes each part is hinged to one of the door posts. Sliding doors are also some- times made in two parts. (Fruit Car.) Doors in pairs, one inside the other, as in refrigerator cars, etc., are also called double doors. Double Lip Retaining Ring (Steel Tired Wheels). One of the common methods of attaching a steel tire to the body of the wheel. Double Pipe Clip. An iron band made with two bends for holding two pipes (as heater pipes) in their place. See Clip. Double Pressure Retaining Valve. See Pressure Re- taining Valve. Double Track Snow Plow. Fig. 228. A snow plow for use on railroads having two or more tracks, and so constructed that it throws the snow to one side only. Double Transom Truck. A four-wheel passenger truck with two bolsters, designed to give the same easy-riding qualities as the six-wheel truck. Double Washer. A washer that serves two bolts. Double Web Bolster. Fig, 515. A single bolster con- sisting of two beams. The term is not a desirable one, as it is likely to be confused with Double Body Bolster. Dovetail. "A flaring tenon adapted to fit into a mor- tise having receding sides so as to prevent the with- drawal of the tenon in the directions to which it will be exposed to strain." — Knight. Draft Arm. Fig. 677, 678. See Draft Sill. Draft Beam. Fig. 676. A substitute for draft timbers and stops, being cast in one piece and bolted on the inside of the center sills. Draft Door (Baker Heater). A door in the smoke flue base, automatically opened and closed by the fire regulator, by which the fire is regulated. Draft Gear. 24, Fig. 320; Figs. 682-746. A term used to designate the apparatus which connects the coupler or drawbar with the car sills. It receives and dissi- pates the shocks received by the coupler, thus tend- ing to prevent their damaging the car. See Friction Draft Gear, Tandem Spring Draft Gear, Twin Spring Draft Gear. (Passenger Equipment Car). See Three-Stem Equipment. Draft Gear Carry Iron. Figs. 699, 702, 724. A plate which extends underneath the draft sills and sup- ports the draft gear. Draft Gear Cheek Casting. See Cheek Casting. Draft Gear Followers. See Followers. Draft Gear Tie Rod. A rod which connects an end sill or platform end sill with a body bolster or other cross timber to tie them together. The term is sometimes applied to the draft rods of continuous draft gear. Draft Key. Figs. 693, 699, 702, A key used with some forms of draft gear. Draft Lug Angle. 44, Fig. 410. An angle riveted to the bottom of the center sill at the draft gear, to which the lower part of the cheek casting is fastened. Draft Plate. See Cheek Casting. Draft Regulator. See Fire Regulator. Draff Rod (Continuous Draft Gear). A rod which unites two drawbars at opposite ends of a car, and reUeves the draft timber attachments from tensile stress. 52 CAK BUllvDEKS' DICTIONARY UKU raft Sill. 26, Figs. 285-88; 1, Fig. 297; 26, Figs. 355, 368, 374, 375 ; Figs. 673, 674, 677, 678. More commonly designated as Draft Timber. The center sills which transmit the draft stresses from end to end of the car are sometimes termed the draft sills. When metal draft members are used the term draft sill is almost universally applied. See SiLLSj Splicing of (Wooden Sills). iraft Sill Tie Plate. Fig. 492. A plate riveted to the draft sills to help in holding them rigid. 'raft Spring. A spring attached to a coupler or draw- bar to give elasticity. They are usually so arranged by means of follower plates at each end as to resist either tension or compression. Iraft Spring Pocket. A Drawb-^ve Spring Pocket. iraft Spring Stop. A metal sleeve or thimble in the center of a spiral draft spring to resist excessive com- pression. Not to be confused with a drawbar stop. iraft Spring Thimble. A projection riveted to the follower plates and fitting inside the draft spring to hold it in place. iraft Timber. 26, Figs. 285-88. A pair of timbers, carrying the drawbar attachments, placed below the center sills, and usually extending from the platform end timber of passenger-equipment cars, or the end sill of freight cars, to the body bolster. 'raft Timber Bolt. A bolt used to secure a draft sill to a center sill. Taft Timber Pocket. A casting attached to the body bolster or center sills of a car to receive the end of a draft timber. raft Timber Tie Bar. A transverse iron bar attached to the under sides of a pair of draft timbers to tie them together. Tain Cock. See Reservoir Dr.^in Cock. rain Cup or Drip Cup (Air Brake). A globular recep- tacle under a triple valve to collect water of con- densation. rain Valve (Car Heating). Fig. 2041. A valve for draining off the water condensed in the steam pipes where an automatic trap is not used. raw Head. The head of an M. C. B. automatic coupler, exclusive of the knuckle, knuckle pin and lock. ravy Spring. See Dr.\ft Spring. rav7 Timbers. See Dr.aft Timbers. rawbar. Used synonymously with Coupler. It has been used indiscriminately to designate both the old link and pin drawbar and the modern automatic car coupler. There has been in the past an effort to confine the name drawbar to the old link and pin type, but in the proceedings of the M. C. B. Asso- ciation, in speaking of the height of drawbars, the term is applied to the M. C. B. standard automatic coupler. See Automatic Car Coupler. rawbar Carry Iron. 25, Figs. 285-88; 22, Fig. 297; 28, Fig. 410; Figs. 493, 665-68. A U-shaped strap fastened to the under side of the end sill and sup- porting the outer end of the drawbar. Often con- tracted to carry iron or carrier iron. Also called stirrup. rawbar Centering Device. Figs. 669-672, 675. A device for maintaining the drawbar normally in the center line of draft, but allowing it to move to either side when the car is rounding a curve and is coupled to another car. Drawbar Safety Lug. See Coupler Horn. Drawbar Stirrup. See Drawbar Carry Iron. Drawbar Stop. See Cheek Casting. Drawer Pull. A wooden or metal attachment on a drawer to take hold of in pulling it out. Drawing Room. A small room or compartment in a drawing-room car. See Stateroom. Drawing Room Car. See Parlor Car. A term at one time applied to parlor cars, but now usually restricted to certain types of sleeping cars which have one or more separate compartments or drawing rooms con- taining a double-berth section and a sofa or lounge, in addition to which they are usually supplied with a private toilet. Such a car is termed a Drawing Room Sleeping Car. Draw-Off Cock (Baker Heater). A cock for emptying the pipes. Dressing Room. Another name for a saloon, particu- larly one provided with wash bowl and toilet facil- ities. Drip Coupling or Basin Coupling (Wash Basin). The connection of the waste pipe or drip pipe with the basin. Drip Cup (Air Brake). A receptacle inserted in the brake pipe to receive water condensing therein. A drain cup. Drip Pan (Refrigerator Car). A dish or pan at one corner or end of the car for receiving the water from the melting ice, usually permitting it to escape by a trap. Drip Tray. An enameled piece of iron placed directly under the seat of a closet, and over the bowl. Drip Valve. See Reservoir Drain Cock. Drip Valve, Automatic. Fig. 1381. Used in connec- tion with an automatic connector. Driving Chain (Steam Shovel). A pitch chain, used to make the steam shovel self-propelling, by engaging with the pitch gear attached to one of the a.xles. Drop fof Lamp). The drop of a center lamp is its extreme length, measured from the ceiling to the lowest part of the lamp. Drop Bottom. See Drop Door. Drop Bottom Car. Figs. 41-43, 45-51, 92, 93, 316-325, 328-333, 335-340, 356-359. A car with a level floor or bottom, equipped with a number of drop doors, for discharging the load. See also Car and Hopper Bot- tom Gondola Car. Drop Brake Shaft. Fig. 1419. A brake shaft which is normally in a vertical position, but can be dropped to a horizontal position and still remain operative should conditirms of lading require this to be done. Drop Door. 61. Fig. 3.?0; Figs. 752-763. A door at the bottom of a drop bottom or hopper bottom car for unloading it quickly by allowing the load to fall through the opening. Drop doors are usually in pairs, and are supported by a chain wound upon a winding shaft or by a lever arrangement. Frequently a drop door beam extends across the car above the winding shaft to assist in supporting it and to stiffen the car. Drop Door Beam. See Drop Door. Drop Door Chain. 64, Fig. 320; Fig. 752. A chain at- tached to a drop door, and usually connecting it with a winding shaft, for the purpose of controlling the door. Also sometimes termed hopper chain. 53 DRO CAR BUILDERS' DICTIONARY DYN Drop Door Chain Ring. An iron ring to wliich are fastened tiie single chain passing around the door winding shaft and the two chains which are attached to eye bolts in each of the double drop doors. Drop Door Eye Bolt. An iron bolt with an eye in the upper end which is fastened to a drop door near the edge away from the hinge and to which is se- cured the drop door chain. Drop Door Gear. See Door Operating Apparatus. Drop Door Hinge. 62, Fig. 320. A hinge on which a drop door swings ; usually made of iiat bar iron, bent to form an eye, through which a hinge pin passes. Drop End Door. Fig. 791. Used on gondola cars. The entire end is arranged to swing down at right angles to its normal position, for loading long material. Drop End Gondola Car. Figs. 52, 54. A gondola car with the ends in the form of doors, which can be dropped when the car is used for shipping long ma- terial which extends over more than one car. See also Car. Drop Forging. One made by a die under a power hammer. Drop Suspension (Electric Lighting). Fig. 2324. A drop or bent frame is used, attached to the truck frame. As the belt or chain is adjusted by sliding the generator, this is of the sliding type of suspen- sion. See Suspension. Drop Table. A table hinged to the wall so as to drop against it out of the way when desired. Drop Test Machine (M. C. B. Standard). Fig. 2736. A machine for testing couplers, etc., by means of a heavy weight being dropped on them. In 1900 the drop-testing machine was modified and a further modification made in 1901. Further modification in 1903. Modified in 1911 and advanced to standard. Drop Testing Machine. See Figs. 2731-44. Dropper Bar. Fig. 414. A special rolled steel bar. Drum. A cylinder over which a belt or band passes. "A chamber of a cylindrical form used in heaters, stoves and flues. It is hollow and thin, and gener- ally forms a mere casing, but in some cases, as steam drums, is adapted to stand considerable pressure." — Knight. See Steam Drum. (Hoisting Gear.) The main cylinder upon which the hoisting rope is coiled. The spur wheel is car- ried on the same shaft. Drum Cover (Baker Heater). A sheet iron covering for the circulating drum on the outside of the car. Drum Shaft (of a Derrick or Crane). The shaft on which the winding drum is carried. Drum Support (Baker Heater). A bracket on the roof to hold the circulating drum. Drum System of Car Heating. This method of heat- ing employs a hot water circulation within the car, to which a Baker or other similar heater is attached. To provide a means for maintaining heat in the car when steam from the locomotive is used, a drum is employed to transfer the heat of the steam to the water of circulation. Simple forms of drums con- sist simply of a cylinder or pipe within another pipe of larger cross section, provision being made for the unequal expansion of the pipes, and outlet and inlet orifices being provided for the circulation of the steam and water. Another type is the coil drum or coil jacket, which generally consists of a large sized pipe or casting capped at both ends. In this drum is placed a coil of copper pipe, which coil is made a part of the hot water circuit within the car. Steam from the loco- motive is admitted to this drum around the copper coil, through which heat is imparted to the water of circulation. That part of the circuit above this drum, becoming relatively lighter than the water of the cir- cuit, a movement of the circulating medium is pro- duced, creating a steady flow up through the coil. The amount of heat communicated to the circulat- ing medium depends upon the surface of the coil and upon its conductive power to heat. A pressure of from 10 to 20 pounds of steam is carried in the drum. Dry Closet. Figs. 1638, 1647, 1648, 1652-1654. A closet, so called in distinction from a water closet, which is not flushed with water. Duck. A cotton fabric, lighter and finer than canvas, for use in car upholstery. Dummy End (Passenger Equipment). Figs. 134, 137, 138, 411, etc. A term applied to the end construction commonly used on baggage, express and postal cars, which have no external platform or vestibule. Dummy Hose Coupling. Fig. 1309. A casting of the same shape as a hose coupling, into which the coupling may be hooked and prevent dirt and debris getting in the brake pipe, as well as to prevent the coupling being damaged when hanging down. Dump Car. Figs. 56-67. A car from which the load is discharged either through doors or by tipping the car body. See also Car, Center Dump Car and Side Dump Car. Dumping Tray (Postal Car). Fig. 1714. A tray used in a postal car for handling mail. Duplex Air Gage ("Air Brake). Fig. 1338. A gage to register simultaneously on the same dial the main reservoir pressure and brake pipe pressure. For this purpose a red hand for the reservoir and black hand for brake pipe pressures are provided. Dust Arrester (of Pintsch Gas Pressure Regulator). A cavity closed at each end by a perforated plate to prevent dust entering to clog the regulating valve. Dust Deflector (Windows). Figs. 1734, 1735, 1739. A device for deflecting dust and cinders and preventing them from entering the car, particularly through the windows. Dust Guard. Figs. 979, 991, 995, 1000, 1016. A thin piece of wood, leather, felt, asbestos or other ma- terial inserted in the dust guard chamber at the back of a journal box, and fitting closely around the dust guard bearing of the axle. It is to exclude dust and prevent the escape of oil and waste. Sometimes called axle packing or box packing. See also Dust Deflector, Journal Box and Details. Dust Guard (M. C. B. Standard). Fig. 2694. In 1909 standard dimensions for dust guards were adopted for the four standard journal bo-xes. Dutchman. A block or wedge of wood driven into a crevice to hide the consequences of bad fitting in con- struction. A kind of shim. Also a piece of metal placed under the opening in a pipe clamp to prevent the cutting of the hose when the clamp is tightened. Dynamo (Electric Lighting). A generator of electric current. See Generator. Dynamometer. A machine for measuring the drawbar pull of locomotives. See Dynamometer Car. Dynamometer Car. Figs. 217, 254, 426-430. A car equipped with apparatus for measuring and recording 54 EAR CAR BUILDERS' DICTIONARY ELE drawbar pull and such other data as may be desired in connection therewith. Used for the testing of locomotives. E Ear Bail (Lanterns). An attachment formed of wire connected with the wire guard, to which the bail is attached, instead of to the body of the lantern. Eaves Molding (Freight Cars). A plain strip some- times used outside the fascia. (Passenger Equipment Cars.) 93, Figs, 423-425. An ornamental finish to the lower edge, of the lower deck or main roof outside of and above the fascia. A similar deck eaves molding is used for the upper deck. Eccentric Pivot Plate (for Seat Arms). A seat arm pivot plate, made eccentric only to get room for screw holes. Egg Poacher. Fig. 1577. For use on parlor and buffet cars. Egg-Shaped Stove. A stove resembling an egg in form. It is commonly known simply as a cast iron stove, and is very largely used for cabooses, etc., where appearance is not important. Ejector. An appliance for operating a vacuum brake by exhausting or "ejecting" air. It consists essentially of a pipe placed in the center of a surrounding shell or casing, with an annular opening between the pipe and the casing. When the current of steam is ad- mitted at the lower end and escapes at the upper end, the air in the casing is drawn out through the annular opening by the current of the escaping steam. The space is connected by a pipe with the appliances on the cars for operating the brakes. Suitable valves are also used in connection with the ejector to shut off and admit steam and air. A muffler is used to render noiseless the escaping steam. It consists simply of a box of small round balls, like shot, through which the steam must pass to escape. In the latest type a combination ejector is used having two ejector pipes, one a small one, which is kept in action continuously to maintain the vacuum in the brake pipe, and a large one for use in quickly releasing the brakes after a stop. Elbow. Fig. 1946. A short L-shaped tube for uniting the ends of two pipes, generally at right angles to each other. Electric Car. An Electric Motor Car. Electric Cell Filler. Fig. 2364. A device for supply- ing storage battery cells with water. Electric Compressor Governor. See Air Compressor Governor. Electric Heater. Figs. 1977-85, 2016, 2019. Heaters used on electrically operated cars, where electric cur- rent is available for their operation. Usually placed under the seats. Heat is developed by passing cur- rent through resistance coils and is controlled by regulating switches. (Fig. 1976.) Electric Lamps. Figs. 2432-2524. Electric Lighting. Figs. 2270-2371, 2374, 2432-2524. Storage System. Figs. 2326, etc. In this system each car is provided with a storage battery, which must be charged at terminals during the layover period. Head-End System. Figs. 2290-91. The head-end system consists essentially of a steam-driven gener- ator located in the baggage car or on the locomotive. Proper controlling apparatus is provided and train lines are run from the generator through the entire length of the train, flexible connections being used between cars. It comprises the following apparatus ; A generator, usually steam turbine-driven, placed in the baggage car or on the locomotive, and furnished with steam from the locomotive; the necessary indi- cating, regulating and controlling apparatus placed near the generator and in an accessible position; train line wires of the proper size on each car and running the entire length of the train, flexible con- nections being made between cars, in the vestibule; batteries, consisting of a suitable number of cells con- nected in series and placed in battery boxes attached to the under side of the cars; lamp regulators are sometimes installed in the cars to compensate for the line drop and to maintain constant voltage at the lamps. Axle Generator System. Figs. 2270-73; 2383, 2386, 2389, 2392-2305, 2311, etc. The axle generator sys- tems used in this country comprise the following principal parts : An axle-driven generator mounted on the car truck. (Abroad where rigid trucks are used the axle generator is frequently secured to the under side of the car body.) A suspension by which the axle generator is supported from the truck frame. A drive, connecting the armature shaft to the axle. A regulator for controlling the voltage and output of the generator at all train speeds. An automatic switch designed to open on reverse current for the purpose of preventing discharge of the battery through the generator. A regulator for controlling the volt- age impressed on the lamp circuits. A battery of a suitable number of cells to supply current when gen- erator current is not available. For the successful operation of the system, the fol- lowing requirements must be met : The polarity of the generator terminals must remain unchanged with a movement of the car in either direction. At all train speeds, from the cutting-in speed of the gen- erator to the maximum, the generator output and voltage must be maintained within the desired work- ing limits. The generator must be automatically connected and disconnected from the battery circuit as the train speed rises above or falls below the critical speed. The lights may be burned at any time and the transfer of this load from the battery to the generator and vice versa must result in no appreciable change in the candle power of the lamps. The volt- age impressed on the lamp circuit must be maintained within such limits as will give satisfactory illumina- tion and reasonable life of lamps. Electric Lighting (M. C. B. Recommended Practice). Figs. 2775-82. In 1912 the following specifications were adopted for electric lighting of passenger equipment cars : GENERAL. 1. That in electrically lighted cars the following voltages should be used: 60 volts (nominal) for straight storage, head-end and axle-dynamo systems. 30 volts (nominal) for straight storage and axle- dynamo systems. 2. That each electrically lighted car be provided with a notice giving the followin,g information, and that this notice shall be posted in the switchboard locker: *System. Type of generator *State whether axle dynamo, straight storage, and if used on head-end system. 55 ELE CAR BUILDERS' DICTIONARY ELE Type of regulator. Voltage of system. Ampere hours capacity of battery at 8-hour rate. Number of sets of battery in parallel. Nominal charging rate amps max. amps. Size of train line wires — B. & S. Number of train line wires — (2 or 3). Capacity of generator amps. Axle pulley in. diam. Generator pulley in. diam. Length of belt ft in. Wiring diagram (show location and capacity of fuses). 3. That the rules of fire underwriters shall cover all car wiring. 4. That all wiring under car to the switchboard shall be run in conduits. 5. Standard lamps for car-lighting service should la ij]d"i | fbs. Baffsry and Dynamo ^ I Neg. Dynamo. LocaHon of Connsc-for af/d Arrangement of Termina/s IVhen Facing Can ng.i. Pos. Hi|i|i|.h|i|i|ilt-n Neg "^ -v < 1 /Z. i 1 Neg -i|i|i|il'|i|ililil- Jumpery^ Pos. Ne^^Pos. Dunamo CoHnecfion of BaHeri/ To Tram line. Fis.S. be in accordance with dimensions as shown on the drawings. 6. That where train-line connectors are used, a con- nector having dimensions as shown on the drawings shall be used and located as shown on Fig. 1, with connections to dynamo, battery and jumper as shown on Fig. 2. If only two wires are used they shall be connected to the outside terminals and the female connector on each end of the car shall be stenciled: "Not for use on head-end system." 7. That each electrically lighted car equipped with batteries shall be provided with two charging recep- tacles with swivel supports, as shown in detail on the drawings, installed on each side of the car as shown, the outside annular ring to be the positive. CONTROL AND PROTECTION OF PARTS. 8. That each electrically lighted car shall be pro- vided with a switchboard upon which shall be mounted switches, fused switches or terminals. The switches, fuses or terminals to protect and completely discon- nect the following parts: (a) Train line. (b) Battery. (c) Axle dynamo. (d) Circuits for lamps, fans, etc. The axle-dynamo terminals to control the positive and negative armatures and the positive field of the dynamo. Each of the above switches, fuses or ter- minals to be plainly marked, designating the part con- trolled, the positive terminal to be on the right side facing the board. 9. Where a main lamp switch is used, or where fuses controlling all lamps are used, they shall be so stenciled in plain letters. 10. The switchboard or regulator panels of elec- trically lighted cars shall be provided with fuses for the protection of the parts given below and with the type of terminal as specified. (A) Train Line. — Terminals for reception of flat fuses shall be provided 25^2 inches be- tween centers; stud or screw to be J4 inch diameter with 20 threads per inch. (B) Battery. — Optional. Fuse terminals, if used, shall be same as for train line. (C) Main Line Switch. — Optional. Fuse ter- minals, if used, shall be same as for train line. (D) Circuits. — For lamps, fans, etc., fuse shall be of the Edison screw-shell type for both positive and negative. (E) Axle Generator. — Positive armature fuse terminal; terminals to have N. E. C. code standard 150 amperes knife-blade contact clips mounted with 4-inch clearance be- tween clips. (a) Axle Generator. — Negative armature fuse terminal optional. If used, terminal shall be same as positive. (b) Axle Generator. — Positive field optional. If used, to have ferrule type clip mounted with 1-inch clear space between clips and and to take N. E. C. code standard, to 30 amperes. Note. — Capacity of fuses, as designated above, to be such as to properly protect the parts in question. 11. That each electrically Ughted car equipped with battery box or boxes shall have provided a fuse block, mounted in a suitable metal box at the positive and negative terminals of each set of batteries, and that the fuse block shall be in accordance with the detail as shown and installed on the car substantially as shown on the drawing. Knife-blade fuses shall be provided with a capacity of between 101 and 200 amperes. 12. That where axle dynamos are used, negative, positive and dynamo field shall be fused as close as pos- sible to the dynamo and prior to the said leads either entering the conduits or being secured to the bottom of the car. The above fuses to be used for emergency service only and to be at least one hundred per cent, above the capacity of the fuses on the switchboards protecting the same leads. 13. All wires or terminals must be marked for identification. batteries. 14. That batteries as a set shall be connected up with a positive pole to the right, facing the car as shown in Fig. 2. 15. Where lead storage batteries are used they shall be preferably installed in double compartment tanks substantially as shown. 16. That where double compartment tanks are used, the connections and arrangements of battery terminals are to be as shown on Fig. 3. 17. Battery boxes shall have provided in each door a vent, substantially as shown on the drawing. 56 ELE CAR BUILDERS' DICTIONARY END AXLE DYNAMO. 18. That a straight pulley seat be provided for the axle pulley. That if a bushing or sleeve be used it should preferably be secured to the axle, independent of the pulley. Bushing to have an external diameter of IVi inches and to be 8I/2 inches long, turned straight. That the pulley hub have a uniform internal Front of Double Csmporfmcrjf Trqu- Nofe-iVhen Wiring House Hand Connecfions Ant Used Mo/e Head To Se Used for/hs lermind/ rcmd/e Head fbrNea Terminal "'9. ^ l^'S^, Pos connection ond Arrongemerrt or leriTiinah in Dou6/e Comport'm'tTroi^. diameter of 7H inches, the length of the hub to be 6J^ inches, the face of the pulley to be 9 inches or wider if flangeless, and 8 inches if flanged. That the gen- erator pulley be flanged, crowned and perforated, and have a 7-inch face. 19. That when facing the end of the trucl< on which axle generator is mounted, the pulley or sprocket shall be on the right-hand side. Electric Motor. Figs. 2533-35, 2541, 2548, 2561-7. See Motor, Electric. Electric Motor Car. Figs. 189-197, 204, 308, 419, 421, 422. A car which is propelled by electric motors. See Motor Car and Car. Electric Motor Car Equipment. See Fig. 2536 for ar- rangement of apparatus. Electric Motor Truck. Figs. 948, 952-954, 960, 962, 963. Electric Shovel. A power shovel operated by electric power. Electric Train Line Coupler (Electric Lighting). Figs. 2284-85. A device somewhat like a steam or air brake hose coupler which is used to connect the elec- tric light circuits on adjoining cars. Electro-Pneumatic Brake. For long high speed electric trains, such as used in subway service. In addition to the functions performed by a quick action auto- matic air brake means are provided for applying and releasing the brakes on each car through the action of electro-pneumatic valves energized by current taken from contacts on the motorraan's brake valve and continuous train wires. Brakes on long trains can be apphed instantaneously and simultaneously with this device, eliminating any tendency to surging. Electro-Pneumatic Compressor Switch. Fig. 1333. A device used in conjunction with the electric com- pressor governor in the governor synchronizing sys- tem for insuring uniform compressor labor. Its oper- ation is controlled by the governor and its function is to automatically open or close the circuit to the motor-driven air compressor when the pressure in the main reservoir line falls below a predetermined mini- mum or rises to a predetermined maximum, respect- ively, which pressures are determined by the setting of the governor. Electrode. Figs. 2347, etc. A term sometimes used to designate the individual elements or plates of a storage battery. Electrolier. A chandelier of electric lights. Elevated Car. An electric motor car for use on ele- vated railways in large cities. Ell. A short term for elbow. Elliptic Spring. Figs. 1104-1109, 1111. A spring of elliptical form made of two sets of parallel steel plates of constantly decreasing length. Such springs are generally used for bolster springs for passenger cars. The set of elHptic springs is the total amount of bend or compression of which the spring is capable. Elliptic springs in service are termed double or dupli- cate, triplets or triplicate, quadruple, quintuple, sex- tuple, etc., according to the number of springs used side by side and connected by a single eye bolt, so as to constitute practically one spring. Emergency Coupler Knuckle. Figs. 642 and 643. A knuckle which is designed for use in case of dam- age to the knuckle of automatic couplers. Emergency Coupling Device. Fig. 746. A short shank coupler which can be chained in place if the stand- ard coupler is pulled out or broken. Emergency Head Back-Up Connection. Fig. 1383. A device for application to an automatic connector in order that a back-up cock, brake or signal hose may be coupled to it. Emergency Valve (Air Brake). 10, Figs. 1273-1275. Fig. 1375. A valve used for making emergency appli- cations of the brakes with the straight air system. See Triple Valve. Emergency Valve Nut (Triple Valve). 28, Fig. 1273. Emergency Valve Piston (Triple Valve). 8, Figs. 1273-1275. Emergency Valve Piston Packing Ring (Triple Valve). 30, Fig. 1273. Emergency Valve Seat (Triple Valve). 9, Figs. 1273- 1275. Emigrant Sleeping Car. A plainly finished sleeping car for the use of emigrants. See Sleeping Car. Empire Deck. A form of roof used in passenger car construction in which both the lower deck and upper deck are curved. Double deck sash, usually half elliptic, are used and the upper deck is vaulted over each deck window. See Vaulted Deck Window. Empty and Load Brake Equipment (Freight). Fig. 1268. This equipment not only operates to materially increase the total braking power controlling train units on grades, but gives a practically uniform brak- ing power on car units — whether empty or loaded — in any service. In addition to the standard brake cylin- der, auxiliary reservoir, and other details now used with the standard freight brake, this equipment com- prises : (1) An extra brake cylinder, called the "load" cylinder (Fig. 1297), with notched push rod and enclosed locking mechanism, which operates when the equipment is set in load position; (2) suit- able connections, levers, etc., to form the connection and required multiplication of power from the "load" cylinder to the "empty" cylinder lever system; (3) a triple valve, slightly modified, to handle the extra volumes and cylinder; (4) a change-over valve, whereby the equipment may be placed in either the empty or load position, as desired; (5) additional reservoir capacity to furnish the air supply for the "load" brake. End Axle Guard. Fig. 976. The axle guard at the end 57 END CAR BUILDERS' DICTIONARY END of a six-wheel truck, to support the outer axle in case of breakage. See Axle Guard. End Belt Rail. See Belt Rail. End Brace. 35, Figs. 285-88, 374, 375. See Brace. End Brace Pocket. See Post Pocket. End Brace Rod. See Brace Rod. End Carline. A carline at the end of a car body. See Carline. End Chute Plank. The planking of an inclined floor of a car which discharges its load longitudinally from the end toward the middle of a car. End Compression Beam (Passenger Equipment Car Framing). A timber directly above the sills over the body bolster against which the compression beam brace and the end counterbrace abut. The compres- sion beam proper is situated at the middle of the car, directly under the window sills. The end com- pression beam is sometimes omitted. End Counterbrace ( Passenger Equipment Car Fram- ing). More commonly counterbrace. A brace in the side of a car body, between its ends and the body bolster. See Counterbrace. End Door. 38, Fig. 383; Figs. 474, 773, 793. 804, 805. A door in the end of a car. In box cars this door, when used, is small and generally about half way up to the roof. It is used for loading and unloading long material, which can- not be handled through the side doors. See Door Fixtures, End. On some classes of automobile cars one end of the car is arranged in the form of a double swing door. The term is used in connection with passenger cars to differentiate from the vestibule side door. End Fascia. A plain board on the end of a car cover- ing the upper ends of the sheathing boards and ex- tending to the roof line. End Frame. Figs. 479, 480, 482, 483. The frame which forms the end of a car body. It includes the posts, braces, belt rail and end plate. See Body Framing and Frame. End Girth. See Belt Rail. End Girth Tie Rod. An end belt rail tie rod. End Grab Iron. See Grab Iron. End Hook ("Signal Cord). A hook sometimes used on the ends of passenger equipment cars, high up under the platform roof, for fastening the end of the signal cord. End Panel. A panel at the end and on the outside of a passenger equipment car below the window. End Piece (Wooden Truck Frame). 17, Figs. 947, 966; Figs. 974-976. A transverse timber or bar by which the ends of the two-wheel pieces of a truck frame are tied together. A crooked end piece is one cut away on top to clear the draft gear. The inside end piece is the one nearest the center of the car, in distinction from the outside end piece. They are frequently designated as the front and back end pieces. End Piece Corner Plate (Passenger Equipment Trucks). Figs. 947, 966, 974, 976. A plate or casting used to connect the wheel and end pieces and stiffen the truck frame. End Piece Plate. Figs. 974, 975, 976, 978. A plate used to stiffen the end piece of a wooden passenger equip- ment truck. End Plank (Gondola Car). The planks in the end of the car body. They often form a door, which is hinged to the car floor so as to drop down upon it, and is called a drop end or drop end door. End Plate. 48, Figs. 285-88, 368, 374, 375; 37, Fig. 410; 260, Figs. 423-425 and 887. A member across the end and connecting the tops of the end posts of a car body and fastened at the ends to the two side plates. It is usually made of the proper form to serve as an end carline. End Play (Of an Axle). The movement, or space left for movement, endwise. (Of a Truck Bolster.) Usually called lateral mo- tion. See Swing Bolster. End Post. 42b, Figs. 285-88; 37. Fig. 383; 24 and 25, F'ig. 410. The vertical members in the end body framing between the corner posts. (Hopper Cars.) A vertical support for the over- hang of the hopper floor, resting on the end sill. Ladder rounds are usually secured to the two end posts in the center. End Post Pocket. 35a, Figs. 285-288. A pocket for the end posts. See Post Pocket. End Rafter. A term sometimes erroneously applied to an end carline. End Rail. See Wainscot Rail (Lower and Upper). End Sheet. 19, Fig. 297. A plate used in closing in the end of a steel car. End Sill. 2, Figs. 285-88; 4, Fig. 297; Fig. 320; 8, Fig. 342; Figs. 355, 368, 374, 375; 42, 43 and 45, Fig. 410; Figs. 478, 481. The transverse member of the under- frame of a car framed across the ends of all the longi- tudinal sills. In wooden underframe cars a heavy tim- ber, approximately square in cross-section and in steel underframe cars a rolled or cast section, or a pressed plate. In passenger cars the end sill comes directly under the end door, the platform (which see), with its various parts, usually being a separate construction. The British equivalent is head stock. End Sill Angle. Figs. 489. 491. A commercial angle used on an end sill which is built up of several members. End Sill Brackets (of Steel Frame Cars). Angle plates used to connect the longitudinal sills and the end sill. In bridge building such plates are termed brackets. When of triangular section they are termed gussets. End Sill Diagonal Brace. 195, Figs. 285-88; 9, Fig. 297; Fig. 491. A horizontal brace extending from the end sill diagonally back to or beyond the bolster. End Sill Flitch Plates. The iron or steel plates sand- wiched between the wood members of a composite end sill. End Sill Plate. Fig. 491. A plate extending the full length and width of a built-up end sill, and riveted to the other members. An iron or steel plate bolted on the face of the end sill of some passenger cars to give added strength. End Sill and Plate Tie Rod. Tie rod joining the end sill with the end plate. End Sill Stiffening Angle (Anti-Telescoping Device). An angle riveted or bolted to the end sill stiffening plate and to the end sill on tHe inside. The inner body truss rods pass through it, the end sill and the truss rod washer plate. End Sill Tie Rod. An iron rod passing through the end sill and the bolster to tie the two together. 58 END CAR BUILDERS' DICTIONARY EXA End Slope. The sloping floor from the end of a hopper car to the hopper door. See Hopper Slope Sheet. End Stiffener. Fig. 888. A reinforcing member ex- tending across the end of a freight car to prevent it from bulging or breaking out due to shifting of the load or end shocks. An end tie band is a mem- ber of this kind, but with the ends bent and fastened to the side of the car, thus tying the end of the car securely together. End Stud. See Stud. End Tie Band. Fig. 888. See End Stiffener. End Timber. See Buffer Be,\m, End Sill, Pl.mforii End Sill. End Train Pipe Valve (Steam Heating). Figs. 1975, 1992-3, 1995, 2011, 2051-4, 2060, 2068, 2087, 2089, 2094, 2102. x-\ valve in the train steam pipe at the end of the car by which the entire car may be cut out. Usually operated by an extension handle extending up to the platform or out to the side of the car. For an extension handle for operating this valve see Figs. 2052 and 2094. End Truss Plank. See Truss Pl.\nk. End Ventilator. .\n aperture for the admission or escape of air at the end of a car. End Window Panel. A panel at the end and on the outside of a passenger car along side the window, in distinction from the end panel proper, which is be- low the window. See Panel. Equalizer. .\ sliort term for an EguALiziNr; P,ar. (Vestibule.) A bar in the hood of a platform which equalizes the pressure of the two upper face plate springs and keeps the opposing face plates in contact, so as to maintain frictional contact and exclude dust and smoke. Equalizer Connecting Chain (Vestibule). Three links of a chain connecting the upper ends of the vertical equalizing levers with the ends of the horizontal equalizing lever. Equalizer Spring. 79, Figs. 947. 966. A spring which rests on an equalizing bar and carries part of the weight of a car. .Single or double coil spiral or helical springs are generally used for this purpose. Equalizer Spring Block (Passenger Equipment Trucks). 76, Fig. 966. A casting bolted to the wheel piece and resting on the equalizer spring cap. Equalizer Spring Cap. 72, Figs. 947, 966; Figs. 974, 976. A casting which fits over the top of the equalizer spring and transmits to it the weight received from the wheel piece. Equalizer Spring Seat. 73, Figs. 947, 966; Figs. 974, 976. A casting which rests on an equalizing bar and sup- ports the spring. Equalizing Bar (Passenger Equipment Trucks). 71, Figs. 947, 966; Figs. 975, 978. Commonly abbrevi- ated into equalizer. A wrought iron bar which bears on top of the journal boxes and extends longitudi- nally from one to the other. Equalizer springs rest on it between the two boxes. It is used to trans- fer part of the weight on one axle to the other, and thus equalize it on both ; hence its name. Equalizing Bar Pedestal (Four-Whccl Caboose Cars). A casting serving to give a fulcrum to the center of a lever, called an equalizing lever, which distributes the weight of the car evenly on the two axles. Equalizing Bar Seat. The surface on top of a journal box on which an equalizer rests. See Equalizing Bar. Equalizing Brake Lever. Fig. 1345. A floating brake lever is also called an equalizing lever. Escutcheon. Fig. 1679. A plate or guard for a keyhole of a lock. Examination of Car Inspectors, Rules for (M. C. B. Recommended Practice). In 1902 the following rules for examination of car in- spectors were adopted as a Recommended Practice of the Association : requirements. One year at oiling cars. Two years at car repairing. Age limit for new men, thirty years. Age limit for promoted men, forty years. Vision, 20-20 in one eye and not less than 20-40 in the other, without glasses. Method of Testing. — Acuity of Vision. — The test card should be hung in a good light and the party to be examined should, if possible, be seated with his back to the window. Each eye should be examined separately, using, for the purpose of excluding one eye, a folded handkerchief. The lowest line that can be read should be determined by exposing only one letter at a time through a hole cut in a strip of cardboard. In making out the report in each case, the visual acuity of each eye should be denoted by a fraction of which the numerator represents the number of feet at which the applicant is seated from the card, while the denominator represents the number of feet at which the lowest line which he can read should be read. Thus, if at 20 feet he reads the line marked 20 feet, his vision — 20-20 or 1, which is the normal standard. If at the same distance he only can read the line marked 70 feet, his vision — 20-70. If at 20 feet he reads the IS-foot line, the vision — 20-15, or more than normal. If a room 20 feet long can not be used, a testing distance of IS or 10 feet should be em- ployed, in which case normal vision would be represented by 15-15 or 10-10 respectively, and lower grades of vision by such fractions as 15-20, 10-70 and so on. Field of Tision. — Test should be made by having the applicant and examiner stand about three feet apart, each with one eye shut, looking each other steadily in the eye. The examiner should then bring his hand in from the edge of the field toward the center of the space between them, until the applicant sees it coming. This should be done from different directions, up. down and from each side. The applicant should see the hand coming about as soon as the examiner does. If not. this should be noted on the report. Hearing. — Test should be made in a quiet room. First, the examiner should hold the watch opposite the ear to be examined not less than 48 inches distant, then gradually approach the ear until the applicant hears the tick, the stop being used to satisfy the examiner that the applicant is not deceiving. The distance at which the applicant hears the watch should be noted in inches. The normal ear should bear the tick of the watch at 48 inches. Then the hearing power will be denoted by a fraction whose numerator represents the number of inches at which the watch is heard. Thus, if he hears the watch at 48 inches, his hearing — 48-48, or normal. If he hears it at only 10 inches distant, his hearing — 10-48, and so on. Cnlnr. — The committee does not think it essential that inspectors should be rejected on account of imperfect color sense. It is, however, believed that inspectors should be tested as to their color sense so that they, as well as their employer, may know their condition in this respect. Educational. — The applicant should be able to write a EXH CAR BUILDERS' DICTIONARY legible hand in English, and also to read manuscript mat- ter as well as printed matter. Car Knowledge. — The inspectors should be able to name each part of the cars in general use, in preference using M. C. B. dictionary terms. M. C. B. Rules. — Inspectors must pass a satisfactory ex- amination on M. C. B. Rules, answering 75 per cent, of the questions submitted. These questions should be of about the following character : 1. What are the Master Car Builders' Rules? 2. What is the object of the M. C. B. Rules? 3. What is the underlying idea or principle of these rules ? 4. When is a company, operating the cars of another company, responsible for defects of such cars? 5. When a company is thus responsible, what should it do? 6. What care should be given to foreign cars by the company hauling them ? 7. What cars must be accepted in interchange? 8. What is a defect card and how is it used? 9. Under what conditions is a road obliged to accept a car which is carded for defects for which the owner is not responsible? 10. What are the defects of wheels and axles for which owners and delivering companies are responsible? 11. Describe the form and use of the M. C. B. wheel gage. 12. What are the rules which apply to the cleaning of triple valves and cylinders? 13. What does the limit of height of drawbars mean? 14. When a company is obliged to make improper repairs, what must it do to call attention to such repairs? 15. What does the term unfair usage mean? 16. What are the rules regarding splicing sills? 17. What is the purpose of the repair card? 18. How do these rules apply to switching roads? 19. Are switching roads allowed to render bills against owners direct for repairs of any other than those named in Section 23 of Rule S? Exhaust Muffler (Traction Air Brake). A device for subduing the sound of air discharging to the atmos- phere during operation of the brakes. Expanded Metal. A perforated metal screen which is made by slotting a sheet of iron or steel and then drawing it out so that the slots form diamond-shaped holes in the plate. It is largely used in composite concrete construction as a binder and for lockers and window guards. Express Car. Figs. 112, 113, 128, 129, 133, 198, 200 and 202. A car operated in passenger trains for carry- ing express freight. See Car, M. C. B. Classes B and C. Extension Bracket. See Running Board Bracket. Extension Reach (Logging Cars). The reach is a long bar connecting the two trucks. The extension reach is adjustable. Extension Reach End (Logging Cars). A strap for the end of the extension reach. External Cylinder Gage. A steel ring with a cylindri- cal hole, which is very accurately made of a precise size, and used as a standard of measurement for the diameters of solid cylindrical objects. External Screw Gage. A steel ring with a very ac- curate screw thread in the inside for testing screw threads. See Internal Screw Gage. Extra Transom (Passenger Equipment Trucks). 20a, Figs. 947, 976; Fig. 974. An extra or auxiliary member placed alongside the transom to further strengthen the truck frame. Extra Transom Tie Rod. 23a, Figs. 947, 966. See Sill Tie Rod. Eye. "A small hole or aperture." — Webster. See Eye Bolt. Eye Bolt. Fig. 977. "A bolt having an eye or loop at one end for the reception of a ring, hook or rope, as may be required." — Knight. Eye Bolt Link Hanger. A special form of Swing FIanger having a very short link attached to an eye bolt passing through the transoms. Eyelet. Fig. 1S70, 1571. A short metallic tube, the ends of which are flanged over against the object through which it passes. Used as a bushing or reinforce- ment for holes. In metallic eyelets of the usual form the two halves which when compressed to- gether form the eyelet are known as grommets. See Carpet Eyelets. (Window Shade.) A slot in the window shade leather to fit over the sash hft to hold the shade fast. Eyelet Nail. A wire nail with turned knob for use with carpet eyelets. F Fabrikoid. An artificial leather made by coating a cloth fabric with a secret compound which gives it the texture and appearance of leather. Face (of Rim of Car Wheel). The vertical surface of the outside of the rim. Face Plate. (Steel Tired Wheels). Figs. 1115, etc. The plates connecting the tire and hub. They are distinguished as front and back face plates. See Vestibule Face Plate. Face Plate Buffer. A buffer plate to which a vestibule face plate is attached. See Vestibule Face Plate. Face Plate Buffing Stem (Vestibule). See Face Plate Piston. Face Plate Piston (Vestibule). A face plate buffing stem corresponding to the side buffer stem, beneath the platform floor. The end is contained in a face plate piston guide. Fall (Hoisting Tackle). That part of the rope to which power is applied. Fall and Tackle. Another name for Block and Tackle. Fascia. 90 and 91, Figs. 285-88; 91, Figs. 374, 375; 11, Fig. 383. A plain board running the length or width of the car, directly under the roof. Is designated as side fascia and end fascia, depending on location. In passenger equipment cars the eaves molding is placed on the upper edge of the fascia. Fastener. That which fastens or secures one thing to another. Faucet. Figs. 1590, etc. A synonymous term with Cock, which see for fuller definition. See Push But- ton Faucet, Bibb Cock, Telegraph Cock. Faucet Alcove. A Water Alcove, Feed Door (Baker Heater). A door for closing the aperture, giving access to the fire pot or (in base burners) the magazine. Feed Tube (Oil Lamp). The tube connecting the reservoir with the burner. The standard by which the entire lamp is supported passes through it. Feed Valve. Also called slide valve feed valve. (Traction Air Brake.) A valve which automatically maintains the pressure of air supplied through the 60 FEL CAR BUILDERS' DICTIONARY FLA brake valve to the automatic brake system. It may be attached either to the brake valve or placed in the piping between the main reservoir and the brake valve. (Train Air Signal.) See Reducing Valve, Felt Edge (Car Seats). A device for building up the edges of car seat cushions. It is simply a roll of felt stitched in such a manner as to fit over a cleat ; and when tacked down it forms an even elastic face to the cushion. Female Center Plate. The body and truck center plates are som.etimes called male and female plates, re- spectively. See Center Plate. Female Gage. An external gage. See Extern.\l Cyl- inder Gage. Fender Board. A board at the end of passenger car steps to prevent mud and dirt from being thrown on them by the wheels. More commonly, string board. The splash board, if used, goes on the back side of the steps. Feralun. Figs. 610, 621. A metal cast with one or more incorporated wear, heat and acid-resistant strata, ex- posed as one or several faces, or embodied at a desired depth. A stratum may be so exposed as to give a gritty surface of extreme durability and any desired degree of roughness for an anti-slip surface. See Safety Tread. Ferry Push Car. A very long platform car used for pushing or pulling other cars on or off a ferry boat when the latter is approached by an incline too steep for locomotives, so that the latter can push or pull the cars without running on the incline. Field Coils. Coils of insulated copper wire or ribbon surrounding the iron poles of a motor field magnet. Standard motors have four poles. Current passing through these coils produces the magnetic flux in which the armature rotates. Filler Block. E, Fig. 355. A block fitted into the space between the tank head and the end sill of a tank car to prevent the tanks moving on the frame. See Tank Head Block. Filler Cover. Fig. 1595. The cover for the opening to the water tank supply on cars. Fillet. A small light molding, more generally termed a bead. A rounded corner left on the inside of the angle where two surfaces join. Filling Cock (Car Heating). Figs. 1961, 1996. A cock used for supplying water to the hot water circulation heating system. In some cases has a funnel attach- ment, as in Fig. 1961. Filling Device (Car Heating). Figs. 1963, 2091. Used in connection with hot water heating systems. Filling Funnel (Baker Heater). A funnel attached to the coniljination cock for filling the circulating drum with brine. Filling Piece. Any piece of timber or metal used to close a gap. Filling Spider. See Body Bolster Filler. Filling Valve (Acetylene Gas Storage System). Fig. 2239. Filling Valve (Pintsch System). Figs. 2108, 2115. This valve is a soft metallic seated valve of pecular con- struction. Is handled with key, and is a left-handed valve. One is placed on each side of a car, bolted to an iron bracket. The pipe connection (1]4 in.) is made to a connection piece which is slipped through the bracket from the outside and screwed to the pipe. The filling valve is then bolted back against this flange connection piece, a lead and rubber gasket forming the tight joint. The valve has a sheet iron cover se- cured to it by four screws. Finger Guard (Brake Beams). Fig. 1201. A projecting rod or finger which prevents the brake beam from being excessively displaced laterally by bearing on the inside of the wheel. A wheel guard. Finishing Varnish (Painting). An elastic (oily) var- nish applied in two coats. See Painting. Fire Extinguisher. Fig. 1914. Usually a small re- ceptacle carried in a corner of passenger cars, and containing some chemical which will extinguish fire. Fire Regulator and Pressure Indicator (Baker Heater). Fig. 1938. This device is attached to the hot water circulating pipes at a point a little above the coils, and is somewhat like the old ball and lever safety valve, the ball or weight in this case being the draft door. The fire regulator bowl consists of two con- cave plates bolted together, with a corrugated steel diaphragm and two copper duplicates, top and bottom, between (for preservation). On this set of dia- phragms rests a piston connected with a lever, on one end of which hangs the counter draft damper in the base of the smoke flue. On the front end of this lever is the spiral adjusting spring, and the figures denoting the pressure within the heater. The "ad- justing spring" is to be hooked into the hole at the figures denoting the pressure and consequent tempera- ture desired. First Class Car. The ordinary American day coach used by the great bulk of short trip passengers. So called to distinguish it, on the one hand, from those of an inferior grade, as emigrant and (rarely) second- class cars, and on the other hand from sleeping and parlor cars, in which an extra charge, in addition to the ordinary fare, is made. Second-class cars are used in Canada. First Class Carriage (British). Nearest American equivalent, parlor or drawing-room car. A coach for passengers paying the highest rate of fare. It is divided into four or more compartments. Fixed Brake Lever. More commonly. Dead Lever. Flag Holder (for Corner Post of Passenger Car). Fig. 1883, etc. A cast or malleable iron receptacle for a signal flag staff. Flag and Lamp Socket. See Signal Lamp Socket. Flange. A projecting rim for attaching a part to any surface by screws or bolts. (Of a Car Wheel.) A projecting edge or rim on the periphery for keeping it on the rail. See Wheels, and Interchange of Traffic. Flange Brake Shoes. Figs. 1256, 1257, 1261. Brake Shoes so constructed that they bear on both the trcarl and flange of a wheel. Flange Fittings (Pintsch System). Figs. 2108 and 2110. Special fittings required for the Pintsch system are all flanged and made of brass, the flanges held to- gether by screws. The joints are made tight by the use of special lead and rubber washers. Flange for Steel and Steel-Tired Wheels. See Wheel Tread and Flange for Steel and Steel-Tired Wheels. Flange Thickness Gages. See Wheel Flange Thick- ness Gages. 61 FLA CAR BUILDERS' DICTIONARY FOO Flange and Wheel Tread, Form of. See Wheel Tread AND Flange, Form of. Flanges, Wheel, Distance Between the Backs of. See Wheel Flanges, distance between backs of. Flanger. Fig. 224. A form of plow, sometimes placed under a special car, called a flanger car, but usually under a snow plow, for clearing ice and snow from tbe inside of the rails to provide a clear passage for the wheel flanges. Flanges are also frequently attached to locomotives, cither on or just behind the pilot. Flashing (Plumbing). "A lap joint used in sheet metal roofing, where the edges of the sheets meet on a projecting ridge. A strip of lead leading the drip of a wall into a gutter." — Knight. Hence, extended [ to mean any strip of sheet metal of an L section used to make a water-tight joint. Flat Car. Figs. 68-81, 342-348. A freight car having a floor laid over the sills, and without any housing or Ijody above. See Car, M. C. B. Class F. Flexible Joint. See Flexible Metallic Joint. Flexible Metallic Joint. Figs. 1926, 1928-1929. A metallic joint so designed as to provide for flexibility. For a swing joint, see Fig. 1931. Flexible Truck. Fig. 920. A truck with a more or less flexible connection between bolster and side frame. Flitch Plate. An iron or steel plale sandwiched be- tween pieces of wood and bolted together to give the member which they comprise greater strength. Also called sandwich plates. Floating Connecting Rod (Foundation Brake Gear). A rod which connects a cylinder lever with a floating lever. Floating Lever. A le\'er, one end of which is fastened to the fulcrum bracket, the other end connected to the live truck lever, and the middle to the cylinder lever, to which latter is connected the push rod. Floating Lever Bracket. A bracket bolted to the under- frame of a car to carry the floating lever of the brake gear. Floating Lever Hanger. A scjuare bracket or hanger supporting the I^loating Lever. Floor. 27, Figs. 285-88, 320; 12, Fig. 342; 39, Fig. 368; G, H, and I, Figs. 374, 375. Fig. 404; 12 and 13, Fig, 410; Fig. 450, The boards, plates, or other material which cover the sills of a car. In passenger cars the floor consists of two, and sometimes three, courses of boards, called respectively the flooring, intermediate floor and deafening ceiling, the latter being on the under side of tlie sills. With the introduction of steel passenger cars has come the use of floors of concrete and other mixtures (see Figs. 1565-1569). An inter- mediate or upper floor, 28, Fig. 368; Fig. 416; 27, Figs. 423-425, more conunonly called the double deck, is used in stock cars for carrying sheep and hogs. See Floor Nailing Strip, Floor Support. Floor Beam. 7, Fig. 342. A beam for supporting the nailing strips or floor stringer in a steel car, and also acting to a certain extent as a tie between the side and center sills. Floor Chute. See Hopper Tube. Floor Mat. Fig. 1572. A texture or structure of hemp, cocoa fiber, rattan, India rubber, wood or other ma- terial, laid on the floor of a car for passengers to clean their shoes on. Floor Nailing Strip. 14, Fig. 342; J, Figs. 374, 375; 21, Fig. 383; 9, 10 and 11, Fig. 410; 6, Figs. 423-425. A strip of wood placed between the sills, to which the floor boards are nailed. See Xailing Strip. Floor Nailing Strip Stiffener. 17 and 18, Fig. 410. A metal reinforcing strip on a floor railmg strip. Floor Pipe. See Hopi'ER Tube. Floor Plate. See Center Pin Floor Plate. Floor, Refrigerator Cars, Height of. See Refrigera- tor Cars, I'loors and Ice Tanks. Floor Stop (for Door Holder). A catch for a door holder attached to the floor, in distinction from a partition stop attached to the w^all or partition. See Door Holder. Floor Stringer. See Stringer. Floor Strip. The strips that make the grated floor of a street car. Floor Support. 14, Fig. 410. See Floor Beam. Flooring. See Siding, Flooring, Roofing and Lining. Flush Bolt. Fig. 1661. A bolt attached to a slide which is let into a door, sash or window, so as to be flush with its surface. A spring flush bolt is com- monly called a cupboard catch. Fig. 1666. Flush Bolt Keeper. A plate which is attached to a door, sash or window frame, and has a suitable hole, in which a flush bolt engages. Flush Handle. A handle for a lock or latch which is placed in a recess, as of a door, sash or berth, and wdiich does not project beyond the surface of the ob- ject to which it is attached. Flush Sash Lift. A metal sash lift with a recess which is let into a sash so as to be flush with its surface. Folding Door. Fig. 800. A door made in two or more sections hinged together to close by folding up. Folding Lavatory. Figs. 1614, 1618, 1619. A wash stand for the staterooms of sleeping, private and busi- ness cars, which can be folded out of the way and out of sight. Folding Platform Tail Gate. See Tail Gate. Folding Table Leg. 28, Figs. 1458, 1459. See Table. Folding Wash Stand. See Folding Lavatory. Follower Block. Fig. 693. A special form of draft gear follower plate. Follower Bolt. A piston follower bolt. See Piston. Follower, Draft Gear (^I. C. B. Standard). Decided in 1905 that flat followers made of wrought iron or open-hearth steel \% in. thick for tandem spring gear and 2;/[ inclies thick for twin spring and friction gea'' be adopted as recommended practice. Advanced to Standard in 1907. Follower Lug. See Cheek Casting. Follower Plate. Figs. 702, 703, 714, 724, 742. Plates which bear against each end of a draft spring and transmit the tension and compression on the drawbar to tbe draft springs and to the draft timbers. See also Followers. Follower Plate Support. Fig. 496. A support or guide placed across the center or draft sills, for the draft gear followers. Follower Stop. See Cheek Casting. Foot Board (Freight Cars.) See Brake Step. Foot Plate (Three Stem Coupler). A cast iron wear- ing plate on the upper side of the passenger platform end sill. In platforms with vestibules a sliding foot plate is attached to the buffer plate and works or slides back and forth in a foot plate housing. 62 FOO CAR BUILDERS' DICTIONARY FOU Foot Plate Housing. See Foot Plate. Foot Rail. A horizontal wooden bar underneatli a car seat for the passengers who occupy the next seat to rest their feet on. A foot rest. Foot Rest. A movable support for the feet of pas- sengers, commonly two horizontal wooden bars under- neath a car seat, and attached to two iron rockers, called foot rest carriers, pivoted in the center so that it can be adjusted to a comfortable position for the passengers occupying the next seat, or mo\'cd out of the way if desired. Another style is an adjustable foot rest sliding in a grooved channel. A |)orlable stuffed carpet foot rest is usually termed an ottunian or hassock. Forefoot Sheave (Steam Sho\el). A li.Kod puiiey located below the floor under the boom foot shca\'C about which the hoisting chain runs before lieing car- ried to the hoisting drum. Foreign Car. Any car not belonging to the particular railway on which it is running. Sec Interchanoe of Traffic. Foundation Brake Gear. The levers, rods, brake lieams, etc., by which the piston rod of the brake cylinder is connected to the brake shoes in such a manner that when air pressure forces the piston out the brake shoes are forced against the wheels. Foundation Brake Gear, High Speed, for Passenger Service (M. C. B. Recommended Practice). Figs. 2761-63. In 1903 the schedules for high speed founda- tion brake gear, as shown on the drawings were adopted as Reconnuended Practice. Modified in 1907, In 1912 the drawings were re\'ised to permit the hand and power brake to work in harmony. In preparing these schedules the following fundamentals of design were adopted : FUNDAMENTALS. i^raking power to be 90 per cent, of the light weight of the car. Equalized pressure in brake cylinder, sixty pounds per square inch. Maximum pressure in brake cylinder, eighty-five pounds per square inch. Maximum stress in levers, 23,000 pounds per square inch. Maximum stress in rods, except jaws, 15,000 pounds per square inch ; no rod to be less than Ji inch in diameter. Maximum stress in jaws, 10,000 pounds per square inch. Maximum shear on pins, 10,000 pounds per square inch. Diameter of pins to provide a bearing value not to ex- ceed 23,000 pounds per square inch. The reduction of stresses m rods, levers and jaws due to friction of the foundation brake, and the reduction of braking power due to the same cause and to the action of release springs should be neglected, because it is consid- ered to be too difficult to determine their value even with a fair degree of accuracy. SIX-WHEEL TRUCKS. The committee submits schedule "A-1" herewith for cars weighing 80,000 to 100,000 pounds and having six-wheel trucks, and schedule "A" for cars weighing 100,000 to 137,000 pounds and having six-wheel trucks; the difference between these schedules is that a sixteen-inch brake cylin- der is to be used for schedule "A" and a iourteen-inch brake cylinder is to be used for sched.de "A-1," otherwise they are the same. The location of the fulcrum hole in the cylinder lever is made to vary by quarters of the inch to suit the weight of the cars, but only one fulcrum hole shall be drilled in each lever. With fchtdu'.e ".V" there shnuld be used a liral-e beam suitable for a l'.:.d of -.S (JJO pnupAls, and uitb scliedule "A-1" there shuul 1 1 c rsed a brake beam suitalde l"r a load of 22,000 pdUU'ls imposed at the iniddle (if the lieam. FIIUR-WHEEL TRUCKS. Schedule "B-1," submitted herewith, is for cars weighing 50,000 to 70',000 pounds and having four-wheel irucks, and schedule "B" is for cars weighing from 70,000 to 90,000 pounds and having fnur-wheel trucks, the dift'erences be- tween the t\vo being that a fourteen-inch brake cylinder is to be used with schedule "B," cars weighing 70,0(X) to 9X3,000 pounds, and a twcl\-e-inch brake cylinder is to be used with schedule "B-1," cars weighing 50,000 to 70,000 pounds; also that with schedule "B" there should be used a brake beam suitable for a load at the middle of 28,000 pounds, the same as for schedule "A," and with schedule "B-1" there should lie used a brake lieam suitable for a load at the middle of 22,000 pounds, the same as for schedule "A-1." The proper braking power for the weight of car is ob- tained by the location of fulcrum hole in the cylinder lever. Schedule "C" was designed for cars weighing 50,000 pounds and less and equipped with four-\vheel trucks. A ten-inch brake cylinder is to be used with this schedule and a brake beam suitable for a load at the middle of 15,200 pounds. DESIGNATION OF RODS AND LEVERS. On the drawings, the location of levers and rods arc designated by letters ; the first letter in the designation distinguishes l:etween liody and truck. The second letter distinguishes between the levers and the connections. The figure following the second letter is the distinctive number for the lever or connection ; and following this figure is the schedule letter to which the lever or connection be- longs. Thus B-C2-B means body connection number two (second from cylinder piston rod), of schedule "R" ; also T-L2-B would mean truck lc\er number two for sclied- ule "B." STENCILING LIGHT WEIGHT OF CAR. The committee recommends that the light weight of car be stenciled on each car. The cross frame tie, when ex- posed, furnishes a convenient place on which to show the weight, but when this place is not available some other means should be provided. In addition to this the length of the cylinder end of the cylinder lever should be shown so that no calculation would be necessary to determine the proper cylinder lever for the car. MARKING LEVERS. It may be found desirable by some railroad companies to mark each lever in a manner to indicate tli ; schedule to which each belongs and the location of each in the Ijrake rigging, and if this is done it is suggested that the mark- ing be the same as indicated on the drawings. TABLE I. Light Maximum Weights Size Load Schedule of Cars. Type of of Brake at Middle of Designation. (Lbs.) Truck. Cylinder. Brake Beam, f 100,000 1 A. -| to }- 6-wheel 16 inches 28,000 lbs. [ 137,000 J f 80,000 1 A-1. ■{ to |- 6-wdieel 14 inches 22,000 lbs. [ 100,000 I f 70,000 1 B. i to |- 4-wbecl Winches 28,000 lbs. I. 90,000 J 63 FOU CAR BUILDERS' DICTIONARY GAG f 50,000 ] B-1. -I to j- 4-wheel 12 inches 22,000 lbs. [ 70,000 J C. 5 50,000 1 4-wheel 10 inches 15,200 lbs. I and less. J Three have been brought together in Table 1 the distinctive data of each schedule so that by refer- ring to the table there can be found quickly the correct schedule for any particular car. Fount. The oil receptacle of a lamp. Frame. A structure composed of a number of mem- bers designed and arranged to withstand the stresses set up in the particular part of a car for which it is intended. See Undeefeame, Etc. Free Air Space (Refrigerator Car Insulation). An air space which has free communication with the outside air so that the air can circulate through it. Freight Car. Figs. 1-118, 203-207, 261-381. A general term used to designate all kinds of cars which carry goods, merchandise, produce, minerals, etc., to dis- tinguish them from those which carry passengers. British term, wagon. See also Car. Freight Car Lock. Figs. 764-803. A lock for fastening the doors of freight cars. Freight Equipment Car. See Car and Freight Train Car. Freight Equipment Cars, Marking on. See Maeking on Freight Equipment Cars. Freight Train Car. A car ordinarily operated in freight trains. See Car. Freight Truck. Figs. 920-945. A freight car truck. Fresnel Lens. A lens formed of concentric rings of glass or other transparent substances, one or both sides of which are bounded by spherical surfaces. Friction Block. 27, Fig. 966; Fig. 977. A casting at- tached to the truck bolster as a guide and to prevent wear between the bolster and transom. Friction Buffer. Figs. 527, S28, 530, 531. A buffer in which shocks are absorbed by friction. Friction Draft Gear. Figs. 689, 695, 696, 699-710, 712-720, 723-727, 730-744. Any form of Draft Gear which makes use of friction for absorbing and dissipating the energy of buffing and tension shocks transmitted through the couplers. Friction Draft Spring. Fig. 687. A special spring, the design of which is such as to increase its capacity by friction between the coils. See Spring Dampener. Friction Plate. A place to prevent wear, as a plate screwed to the wall to protect the wood work from ' chafing by the seat back arms when the seat back is tilted. Fiff. 974. See Bolster Chafing Plate. Friction Roller. A wheel or pulley interposed between a sliding object and the surface on which it slides to diminish the friction. Frieze. A kind of plush or cloth used in upholstering. Commonly used for covering car seats. Frog Wing Gage. See Gu.ard Rail and Frog Wing Gage. Fruit Car. Fig. 116. A box car equipped with some means of ventilation, for carrying produce which does not require refrigeration. Used commonly for fruit. See Ventilated Box Car. Frying Pan. Fig. 1581. For use on parlor and buffet cars. Fulcrum. "In mechanics, that by which a lever is sus- tained, or the point about which it moves."— Web- ster. See Brake Lever Fulcrum. Fulcrum Hanger Bar. Fig. 978. A support for the brake lever fulcrum of a six-wheel truck. Funnel. "A vessel for conveying fluids into close vessels; a kind of inverted hollow cone with a pipe; a tunnel." — Webster. See Filling Funnel. Furniture Car. A large box car, particularly designed for carrying furniture or other light freight which is bulky. See Cae. Furring. 59, 59b, 59e and 66, Figs. 423-425. Pieces of wood placed in a wall or between sills to which to nail sheathing or flooring. The term is also applied to angle blocks glued or nailed in the inside angles of wood work, where strength and stiffness are re- quired. See Blocking and Nailing Strip. Furring Brace Blocks. Blocks of triangular cross sec- tion glued in the angles between the sheathing and furring to give it greater stiffness. Fuse. A wire strip or bar of fusible metal or alloy placed in series with an electric circuit and designed to melt and open the circuit when the current exceeds a predetermined value. It performs a function sim- ilar to that of a circuit breaker. Fuse Box. A support for fuses, containing contacts for readily attaching the same, and usually provided with magnetic blow-out. Fusee. The cone or conical part of a watch or clock, round which is wound the chain or cord. It is a very ancient mechanical contrivance, and is made of a cone form in order to equalize the power of the spring, the leverage of the cord increasing as the re- sistance of the spring increases and vice versa. See Berth Spring Fusee. Also a term applied to a signaling device used after being lighted, to drop from the rear of trains to warn following trains and prevent rear end collisions. Gage. A tool or instrument used as a standard of measurement of pressure or size. See Cylindrical Gage, Duplex Air Gage, Pressure Gage, Steam Gage, etc. (Back-Up Air Brake). Fig. 1385. An air gage to guide the brakeman in setting the brakes with the back-up brake apparatus. (Of Track.) The distance in the clear between the heads of the rails of a railway; 4 ft. 8^ in. is the standard gage ; if greater than this by more than Y:: in., a broad gage; if smaller, a narrow gage. Wide gage usually means a minor and irregular or excep- tional enlargement of a given fixed gage, in distinction from tight gage, a corresponding contraction. See Wheels and Track, etc. Gage, Guard-Rail and Frog Wing. See Guard-Rail and Frog Wing Gage. Gages, Journal Bearing and Wedge. See Journal Bearing and Wedge Gages. Gages, Limit, for Inspecting Second-Hand Wheels. See Wheels, Limit Gages for Inspecting. Gage for Measuring Thickness of Rim of Steel Wheels. See Wheels, Steel, G.\ge for Measuring Thickness OF Rim. Gage, Plane, for Solid Steel Wheels. See Wheels, Solid Steel, Plane Gage for. 64 'S GAG CAR BUILDERS' DICTIONARY GLA Gages for Round Iron. See Limit Gages for Round Iron. Gage, Rotundity. See Wheels, Solid Steel, Rotundity Gage for. Gage, Wheel-Check. See Wheel-Check Gage. Gage, Wheel Defect. See Wheel Defect Gage. Gages, Wheel Flange Thickness. See Wheel Flange Thickness Gages. Gain. "In architecture, a beveling shoulder, a lapping of timbers, or the cut that is made for receiving a timber." — Webster. In car work the term generally means a notching of one piece of timber into another. Galvanized Iron. Sheet iron covered with sal ammo- niac, after first being cleaned in a bath of dilute acid and then coated with zinc by immersing it in a bath of the liquid metal. An amalgam of 11.5 zinc and 1 mercury is sometimes used. It is usually made in sheets about 2 feet wide by 6 to 9 feet long, and its thickness is measured by its number, wire gage (W. G.). See Kalamined Iron. Gas Arm. A Gas Way Tube. Gas Broiler and Utensils. Figs. 1S7S-1S81. A small cook stove heated by gas for use on parlor and sleep- ing cars in preparing Ught meals. Gas Burner. Fig. 2111. "The jet piece of a gas light- ing apparatus, at which the gas issues and combustion takes place." — Knight. Gas Lamps. Figs. 2118-2266. Gas Pipe. See Pipe. Gas Pipe Fittings. Fig. 2110. Gas Plate. See Fig. 1712 and U. S. Postal Car spec- ification for standard gas plate for postaJ car use. Gas-Way (Pintsch Lamp). 327, Figs. 2131-2141. Gas-Way Tube (Pintsch Lamp). 309, Figs. 2131-2141. Gasket. A thin sheet of rubber, cloth or sheet metal put in a joint between two pieces of metal to prevent leakage. For a special form of gasket used with a car heating apparatus, see Figs. 1955, 2057, 2059, 2080, 2082, 2100; see Fig. 2065 for steam hose gasket re- mover. Gasolene Motor Car and Gas-Electric Motor Car. See Motor Car. Gate. See Platform Gate. ("Of a Casting Mold.) The opening through which the meltfd metal is poured. Gauze. See Wire Gauze. Gear. In mechanics the term is used to designate a combination of appliances for efi^ecting some result, as valve gear. See Brake Gear, Draft Gear, etc. Wheels are said to be in gear when they have cogs interlocking or intermeshed. Gear Case (Electric Motor). Fig. 2539. A case en- closing the gear and pinion of a railway motor to exclude dirt and water. Gear Wheel. A cogged or toothed wheel. A spur wheel. General Service Car. Figs. 92, 93, 356-359. A car suit- able for carrying a variety of classes of freight. See also Car, M. C. B. Classes X M and S D, and Con- vertible Car. Generator (Electric Lighting). Figs. 2271, 2283, 2286, 2288,2290-92,2297-98,2303-4,2311. A machine for gen- erating an electric current, driven by a belt, chain or e'ear frnm an axle or bv an eneine or steam turbine mounted in a baggage car or on a locomotive. See Electric Lighting, Axle Generator. Generator Apartment. Fig. 231. An apartment in a passenger equipment car in which the electric lighting generator is located. Generator Coils (Heaters). Figs. 1937, etc.; 1960. Wrought iron pipe coiled into a spiral shape and put into the fire pot of a heater, to heat the water they contain and create a circulation through the hot water pipes of the car. Among the different types is the expanding generator coil in which the diameter of the pipe increases as the heated water ascends in it. Generator Regulator. Figs. 2273-4, etc.; 2307, 2309, 2316, 2994-5. An automatic device for controlling the action or output of the axle driven generator. As it is de- sirable to arrange the generator to become operative or generate its full voltage at a low speed, provision must be made for taking care of the output of the generator when it runs at very high speed. Generator regulators are generally designed to control the field of the axle generator, weakening it at high speeds and strengthening it at low speeds. They are made in various ways, the three principal types being rheo- static type, contacting type and counter electro motive force type. The rheostatic type consists of a rheostat of some form in the shunt field circuit of the gen- erator. The resistance of this rheostat is generally varied by means of some motive power device, such as a solenoid or small motor. The action of the mo- tive power device is controlled by the electrical condi- tions that obtain in the system. The contacting type employs a fixed resistance in the field circuit of the generator, which is intermittently cut in and out, de- pending upon the conditions. In fact, such a regulator acts substantially like a rheostatic device and accom- plishes the same purpose. The counter electro mo- tive force type consists of a small motor-driven gen- erator which generates counter electro motive force or back pressure in the field circuit of the main gen- erator. The counter electro motive force is controlled in the same manner as the operating device of the rheostatic or contacting types of regulator and it ac- complishes the same end. See Electric Lighting. Gib and Key. A fastening to connect a bar and strap together by a slot common to both, in which a gib with a beveled back is first inserted and then driven fast by a taper key. Gimlet Pointed Screw. A common wood screw, which has its screw cut to a point like a gimlet, so that it can force its own way into wood. Girder. "The term girder is restricted to beams subject to transverse strain, and exerting a vertical pressure merely on their points of support." — Stoney. The term is almost synonymous with truss. Thus engi- neers speak of a "Howe truss," a "Pratt truss," a "Warren girder" and a "lattice girder." The distinc- tion is that a truss consists of separate parts held to- gether by pins, or even simply by pressure, which may be taken down and re-erected; whereas a girder is a single solid structure, either all one solid piece (rolled girder), or of plates riveted together (plate girder), or of combined plates and riveted lattice work (lat- tice girder). Girth. See Belt Rail. Girth Tie Rod. A Belt Rail Tie Rod. Gland. A stuffing box, as of a piston rod, valve rod, etc. 65 GLA CAR BUILDERS' DICTIONARY GRO Glass Water Gage. A gage consisting essentially of a vertical glass tube connected at the top and bottom with a boiler so as to indicate the height of water therein. Glassware (Car Lighting). Figs. 2377, 2378, etc. Glideover Seat. Fig. 1554. See W.alkover Seat. Globe (of Pintsch Gas Lamp). Figs. 2128, etc.; 2386, etc. A globe of hemispherical form, admitting air only from the top. It is almost a universal type of car lamp globe in Europe. A glass bowl. Globe Holder. A device for holding a globe on a lamp. Usually it consists of a metal ring at the base of the globe, on which the latter rests, and to which it is fas- tened with springs, screws, or by the pressure of the globe chimney on top, when the latter is adjustable. Globe Valve. See Fig. 2038 for type used in car heating. Glue Size. One pound of glue in a gallon of water. Double size has about twice this cjuantity of glue. Patent size is a kind of gelatine. Gondola Car. Figs. 35, 37-55, 316-341. A car with sides and ends, but without a top covering, for the trans- portation of freight in bulk. Gondola cars are some- times distinguished as high side, low side, drop bottom and hopper bottom. The floor or bottom is level. See also Car, Hopper Bottom Gondola Car and Drop Bottom Car. Goods Wagon (British). American equivalent, freight car. The general name for vehicles used in transport- ing merchandise, as distinguished from a passenger carriage. Governor (Air Brake). See Air Compressor Governor. Grab Irons. 60, Figs. 285-88, 374. 375; 22, Fig._ 297; 102, Fig. 320; 9 and 10, Fig. 3?3 ; 607, 611, 612-614, 619, 620, 623. ,'\lso termed hand holds and grali handles. They are attached to freight cars for the use of trainmen in boarding the cars, and are often more definitely specified as roof, side or end grab irons. They are attached to the ends of passenger equipment cars, both for the use of trainmen and for passengers while boarding a train. See Safety Appliances. Similar parts on passenger cars are called Hand Rails. Graduated Spring. A form of compound spring in which only a certain number of the individual spirals come into action with a light load, and the others only under a heavy load. Another method of accomplish- ing the same end, graduating the resistance of the spring to the load placed upon it, is the use of the keg-shaped or spool-shaped spring. Under a load the part of larger diameter closes first and that of smaller diameter is much stiffer. Graduated springs have been constructed by combining rubber and spiral springs, but they are now out of use. Graduated springs have been superseded by single and double nest coil springs of equal length, and few, if any, are being applied. Graduating Spring (Triple Valve). 22, Fig. 1273, 1274; 21, Fig. 1275. A spiral spring which acts against a col- lar on the graduating stem to restrain the triple valve piston from moving beyond service position when a gradual brake pipe reduction is made, but which is compressed by the piston when a sudden brake pipe reduction is made. Graduating Stem (Triple Valve). 21, Figs. 1273, 1274. See Gradu.\ting Spring. Graduating Stem Nut (Triple Valve). 20, Figs. 1273, 1274. Graduating Valve (Triple Valve). 7, Figs. 1273-1275. A device attached to the piston stem by a pin and whose movements are controlled by the piston. Its office is to open and close the service port in the slide valve, feeding air from the auxihary reservoir to the brake cylinder when a service application of the brakes is made. (Car I-Ieating) Figs. 1991, 1994, 2042-3. Used for regulating the steam supply. Graduating Valve Spring (Triple Valve). 35, Fig. 1274; 17, Fig. 1275. Grain Door. Fig. 781. A close fitting movable door on the inside of a box car by which the lower part of the door opening is closed when the car is loaded with grain, to prevent the latter from leaking out. Such doors are usually made so that they can be thrown over on one side of the doorway or be sus- pended from the roof, and thus be out of the way when they are not used. Very few cars, however, are fitted with such doors, and ordinarily a temporary arrangement is used which is nailed in place. On the . Frisco a burlap covering is used to insure the grain from leaking out at the joints. Grain Door Rod. An iron rod attached to the door posts on the inside of a box car, to which a grain door is fastened or hinged. The door and rod are generally arranged so that the former can be moved to one side and out of the way when the car is not loaded with grain. Grated Door. A door consisting of a wooden frame with iron or wooden bars, used on cars for carrying fruit, live stock, etc. Grating. A perforated or slatted covering for an opening. Gravel Car. A car for carrying gravel; usually either a dump car or a flat car, the latter n-,.jst used. See Ballast Car, Contractor's Car. Gravity Relief Trap (Steam Coupler). Figs. i956. 1957. An auxiliary trap, automatic in its action, which is closed by the escape of steam and held closed by the steam pressure. When the pressure is retnoved the weight of the valve stem tips the valve and allows the escape of the water of condensation. The pressure under which it closes is dependent on the weight of the valve stem. Gravity Side Bearing. Figs. 1046, 1049. A side bearing which is returned to its normal position by gravity. Grease Box. A Journal Box. Grille (Interior Decoration). Figs. 1866, 1869. Fret work for decoration. Used in the place of panels, over doorways and in bulkheads and sometimes era- ployed as brackets. Grommet. Fig. 1571. The separate parts of any me- tallic eyelet are known as grommets. The two grom- mets. when compressed together (with a setting die), form the eyelet. Ground Glass. Glass the surface of which has been roughened by mechanical or chemical process so as to break up the light passing through it and destroy its transparency. Several processes exist; by the wheel, sand blast, rotating with pebbles, or by fluoric acid. Group Spring. A spiral car spring formed of a number of separate springs, single or nested, united by a com- mon pair of spring plates. GUA CAR BUILDERS' DICTIONARY HEA Guard. See Dust Guard, etc. (British.) American equivalent, conductor. A rail- way official traveling with and having charge of a railway train. (For Lanterns.) The exterior wire cover surround- ing the globe and protecting it from accident. Guard Lining Strips. Horizontal bars or strips placed in a car to keep freight from a door, ice box, venti- lator, etc. Guard Posts (Fruit Car). A row of posts standing in- side of the ventilators and serving as a fender for the load packed within so as to prevent obstruction to the ventilators. Guard-Rail and Frog Wing Gage (M. C. B. Standard). Fig. 2695. The guard-rail and frog wing gage was adopted as standard in 1894, to define the dimen- sions of track to which M. C. B. standard wheel and flange gages have been made to conform. Modified 1907. Modified 1909. Gudgeon. The bearing portion of a shaft, particularly an upright wooden shaft. The crosshead or wrist pin of a steam engine is sometimes called a gudgeon pin. Guide. See De.\d Lever Guide, etc. Guide Bar. See ISolster Guide Bar or Column. Guide Casting. A strip or plate of metal screwed to the wall or arm rest of a seat for the striker arms to rub against to save the wood. Also called Fric- Tiox Pl.vte. Guide Rail. A door track. Gurring Piece (Snow Plow). Probably from gurr, a fort, hence a piece built out to protect or fortify a structure. In a snow plow, timbers bolted to the posts to build out and give shape to the sides. Gusset Plate. 192, Figs. 285-88; 30, Fig. 297; 38 and 40, Fig. 410; Figs. 492, 497. A flat plate used to fas- ten two parts of a metal underframe together by rivet- ing through each member and the plate, or to stiffen a joint between two pieces which are fastened together by angle plates, in which case the gusset plate is riv- eted to the flanges of the adjoining pieces. Guy. A rope used as a stay. Guy Rings (of a Derrick or Crane). Rings attached to the head block at the top of the mast to which guy ropes may be attached. H Hair Felt (Refrigerator Car Insulation.) A heavy non- conductor of heat made of hair, placed between the inner and outer linings to prevent absorption of heat. Half Elliptic Spring. See Elliptic Si'RIXg. Hammer (Pile Driver). Tlie heavy weight by which piles are driven. It falls between the leaders and is provided with a hammer eye or clevis, to which the shears of the hoisting rope or hammer rope are at- tached. Also called a Tup. Hammock (Sleeping Car Berth). 52, Figs. 1458, 1459. A light hammock of twine hung lengthwise across a sleeping car berth to hold day wearing apparel. Hand Brake. Figs. 1405-1407. The name applied to the brake apparatus with which all cars are equipped, which permits of the brakes being applied by hand. When cars are being switched in yards they are frequently in motion when no locomotive is coupled to them and a hand brake is necessary so that the trainmen may control them. See Safety Appliances. Hand Brake Chain. Fig. 489. One of the hand lirake connections. See Brake Chain, Brake Shaft Chain. Hand Brake Chain Carrier. Fig. 497. A guide for the hand brake chain, riveted to the underframe. Hand Brake Connections. Fig. 489. The rods and chains connecting the hand brake shaft with the brake levers. Hand Brake Guide. Fig. 492. See Brake Rod Guide. Hand Brake Pawl. Fig. 494. See Brake Pawl. Hand Brake Rod Guide. Fig. 489. See Lower Brake Shaft Bearing. Hand Brake Shaft. Fig. 489. See Brake Shaft. Hand Brake Wheel. 93, Figs. 285-288, 374 and 375; 15, Fig. 297; 8, Fig. 383; Figs. 493, 1412, 1416, 1418. A wheel attached to the upper end of the brake shaft, by which the latter is turned to apply the brakes by hand. Hand Car. Figs. 2612, etc. A small and light car ar- ranged with cranks or levers and gearing so that it can be propelled by hand by persons riding on the car. They are commonly used by section or track repair gangs. Hand Car Truss Rod. A transverse or longitudinal rod by which the floor frame of a hand car is trussed. Hand Holds (Interstate Commerce Commission and \I. C. B. Standard). See Safety Appliances. Hand Raih 121. Fig. 355; Figs. 607, 611, 612, 614, 619, 623. A bar or rail to be grasped with the hand as a help in boarding and alighting from cars, and also to prevent trainmen from being thrown from cars, due to their motion or sudden shocks. Hand Rail Post (Tank Car). 122, Fig. 355. A support for the Hand Rail. Handle Latch Spring (Motorman's Air Brake Valve). A spring carrying a latch or dog to hold the handle in any desired position. Hanger. "That by which a thing is suspended."^ \"\^ebster. "A means for supporting shafting of machinery." — Knight. See Berth Curtain Rod Hanger, Brake Beam Adjusting H.vnger, etc. Hanger Link. A Swing Hanger. Hanging Boards or Meat Timbers (Refrigerator Car). Transverse bars, resting usually on bogus plates, to which the load of meat is suspended from hooks. Hard Hair. A quality of curled hair which is very stiff or rigid. Hash Browner. Fig. 1580. For use on parlor and buffet cars. Hasp. A bar which fits over a staple and is fastened thereon by passing the shackle of a padlock through the staple, or by a pin. The other end of the hasp is attached by a pin or another staple to the door. See Door Hasp. Hat Hook. 55, Figs. 1458, and 1459; 1474, 1850-1852. A metal hook on which to hang hats. Hat Rack. A basket rack. Head Block (Of a Derrick or Crane). The casting carried at the top of the mast to which the boom rods, tension rods, guy rings, etc., are attached. It usuallv re\-i;)l\"es upon a head block pin. See also Tank Head Block. Head Board. 9, Figs. 1458, 1459. A light partition which separates one berth in a sleeping car from that next to it. It is stowed away by day in the pocket be- tween the upper berth, when closed up, and the roof. It is secured in place at the back and front 67 V^/it^ 15UiJ_.JJIliK.iS JJH^11VJ1N/\XV 1 by head board bolts entering at the back into a bushing, fixed to the stop of the stationary seat back; and along the upper inside edge by a head board coupling, entering into a head board coupling keeper. The head board bolt for the front corner of the head board is of peculiar construction, designed to avoid all interruption of a flush surface by day, while still giving a secure attachment. 3ead Board Bolt. Fig. 1460; 54, Figs. 1458, 1459. See Head Board. 3ead Board Bolt Bushing. Figs. 1460, 1461, 1463. See Head Board. 3ead Board Coupling. A metal hasp and keeper by which a head board is fastened to the side of the car. Head Board Fastener. Figs. 1460, 1461, 1463. Head Board Plates. Fig. 1464. Reinforcing plates for a head board. Head Board Pocket. 32, Figs. 1458, 1459. A pocket formed at the bottom of the head board by pulling out the head rest of a sleeping car seat. It is used for holding wearing apparel while the lower berth is in use. Head End System. A system of electrically lighting a complete railway train from a single generating plant, located either on the locomotive, tender or on one of the cars of the train. Head end generators may be steam or axle-driven. If located on the locomo- tive, they are driven by steam. If located on the tender or on one of the cars, they may be axle-driven or steam-driven. The head end generator is connected to the train line system of the train by a suitable set of connections, and current is supplied to each car through the taps to the train Unes. In this system it is not essential to equip each car with a storage battery, although it is generally advisable, for when SO" equipped the train can be broken up and separated into its units without destroying the continuity of the light on any car. See Electric Lighting. Head Lining. A lining with which the ceilings of passenger cars are covered. Head Lining Nail. A nail with a large button-shaped head especially made for fastening head linings to the ceilings of wooden passenger cars. Head Rest. 32, Figs. 1458, 1459. The padded upper part of a seat back, against which the passenger's head rests. Also called Head Roll. Head Roll (of a Seat). See Head Rest. Headlight (Motor Cars). Figs. 2583, 2597. Headstock (British). American equivalent, end sill. Heat Guard. A sheet metal covering for the woodwork of a passenger car, to protect it from the heat of a stove. Heater. Figs. 849-858. Any apparatus for warming a car, room, or building by convection; that is, by conveying hot water, steam, or warmed air into or through the apartments. The term generally refers to any arrangements for warming apartments other than stoves, which heat by direct radiation. See Car Heater. Heaters of various types are often applied to re- frigerator cars during cold weather, when it is desired to transport perishable products. See Heater Car. (For Lamps or Lanterns.) A metallic attachment passing around and above the flame or otherwise immediately adjacent to it, by which heat is conveyed to the oil in the reservoir below, to prevent freezing, or, in some cases to assist combustion by heating or volatilizing the oil. Heater Box. Fig. 850. A box applied to refrigerator cars and containing the burners for heating during cold weather while transporting perishable products. Heater Car. Figs. 109, 114, 118, 848-858. A car, equipped with heating apparatus, for carrying fruits, vegetables, and other perishable products during cold weather. Refrigerator cars are frequently converted to heater cars by adding heating apparatus. Heater Coil. A Generator Coil. Heater Pipe Casing. A wooden or iron shelf over a heater pipe in a passenger car to prevent the feet of passengers from coming in contact with the hot pipes. The casing also forms a foot rest. Heater Room. A small closet, cased with sheet metal interior heat guards, to contain the heater and pre- vent all direct radiation. Heater Switch. See Electric Heater. Heating Apparatus (Passenger Train Cars). See Figs. 1937-2107. See Direct Steam Heating System ; Drum System of Car Heating; Pressure and Vapor Heating System ; Hot Water Circulation Heating System. Helical Spring. Figs. 1102, 1103, 1113, 1114. A spring made of bar steel bent in the form of a helix. A coil or spiral spring. High Back Seat. A class of seats with extra high back and frequently a head roll or head rest. See Seat. High Side Gondola Car. A gondola car with extra high sides and ends, for carrying coal or minerals. High Speed Brake. Fig. 1269, etc. The principles in- volved in the high speed brake were demonstrated by a series of experiments known as the Westing- house-Galton tests. These showed that a greater pressure not only could be safely applied to the wheels by the brake shoes at high speeds, but also that such considerably greater brake shoe pressure must be ap- plied to the wheels at high speeds in order to then resist the motion of the train as effectively as it is resisted with a more moderate brake shoe pressure at low speeds. This was accomplished by the use of a higher brake pipe air pressure with the standard quick action apparatus, with only the addition of a high speed reducing valve attached directly to the brake cylinders. The purpose of this device was to limit the brake cylinder pressure obtainable during a service application of the brakes to what was con- sidered safe and necessary, but when an emergency application of the brakes was made, to permit the brake cylinder pressure to rise to a considerably higher value than the maximum permitted in a service application, and then to cause a gradual reduction of brake cylinder pressure so as to proportion, as far as possible, the blow-down of brake cylinder pressure to the reduction in speed as the stopping point is approached. High Speed Foundation Brake Gear. See Foundation Brake Gear (IVI. C. B. Recommended Practice). High V/indow. Fig. 1454. A term sometimes applied to the small windows, located high in the side of a car, commonly used in saloons and dining car kitchens. Hinge. Figs. 1827-1841. A hook or joint on which a door, gate, etc., turns. It is provided with a tube-like knuckle through which the Hinge Pin passes. See Drop Door Hinge, Sofa Hinge, etc. The common door hinge is usually a butt or butt 68 HIN CAR BUILDERS' DICTIONARY HOP hinge, the varieties of which are the acorn butt, a large ornamental hinge, the Blake butt and the hopper butt, so called from its pointed form. The parliament hinge is a sort of T-shaped butt hinge to afford more room for screws. It is little used except for ornamental purposes. The strap hinge is a common form of rough hinge for heavy doors, but it is sometimes made very elaborate and ornamental. A T-hinge is a com- bination of the butt and strap hinge, one-half being of each form. Butt hinges are either fast joint, loose joint or loose pin. A double acting hinge is one which permits the door to swing either way. Hinge Pin. The pin passing through the knuckle of a hinge and holding the two parts together. Hog Chain "(Shipbuilding). A chain in the nature of a tension rod passing from the stern of a vessel, and over posts nearer amidships; designed to prevent the vessel from dropping at the ends." — Knight. Hence applied to a certain form of trusses in car construction. A hog chain is an inverted truss rod, and usually so called when applied in connection with and in similar form to a body truss rod, the object of a truss rod being to prevent a beam from sinking in the middle, and of a hog chain to prevent sinking at the ends when supported at the middle. Also called an overhang truss rod. Hog Chain Queen Post. A strut over which a hog chain passes. Hog Chain Rod (of a Passenger Equipment Car). More properly a continuous counterbrace rod or an overhang truss rod. Hoisting Block (of a Derrick or Crane). The main block at the lower end of the hoisting chains carry- ing the sheave hook, or hoisting hook, to which the load is attached. Hoisting Block Clevis. A clevis carried at the top of a hoisting block to which the fixed end of the hoist- ing chain is attached. In some cases it is attached to a clevis at the upper end of the boom. See Clevis, Hoisting Chain (of a Derrick, Steam Shovel or Crane). The chain attached to the hoisting drum at one end and to the hoisting block or boom clevis at the other, by which the loads are raised. Hoisting Chain Sheave. A pulley placed in some wreck- ing cars at the foot of the mast, when the hoisting gear is at some distance from it. The term is equally applicable to the mast sheave and boom sheave at the top of those parts of a derrick, but the latter are generally otherwise distinguished. Hoisting Drum (Steam Shovel). The barrel about which is wound the chain cable attached to the dipper block. Hoisting Engine (Steam Shovel). The engine geared to the hoisting drum. Hoisting Gear (Steam Shovel). The gear wheel on the hoisting drum. Hoisting Hook. See Hoisting Block. Holder (Pintsch Gas). Fig. 2108. A tank, hung below a passenger equipment car, to hold a supply of gas for lighting. Holder Valve (Pintsch System). Figs. 2108, 2116. A valve which controls the supply of gas from the holders to the pipes. Hollow Piston Rod (Freight Brakes). A brake cyl- inder piston rod which is hollow to receive the Push Rod. Hood. See Pl.\tform Hood, Ventil.'itoe Hood. (Heater.) More properly a ventilator or wind scoop. A horizontal tube or covering on the out- side of a car, and on top of the cold air pipe, so as to give the latter a T-shape. The air is admitted to the pipe through the ends of the hood, which are covered with wire -netting to exclude cinders. It has a valve which is moved by the current of air so as to admit it whichever way the car runs. Hook Bolt. Fig. 1159. A bolt havin.g a hook at one end. Hoop (for Oil Lamps). A ferrule with an interior thread into which the burner screws. Hopper. (Passenger Cars). Fig. 1637, etc. A closet hopper, water, or soil hopper. (Freight Cars.) See Hopper Bottom Car. Hopper-Bottom Gondola Car. Figs. 47, 320, 332, 333, 337-339. A gondola car having a level floor or bottom and one or more hoppers equipped with drop doors for discharging the load. See also Drop Bottom Car. Hopper Car. Figs. 16-34, 36, 290-315. A car with the floor sloping from the ends and sides to one or more hoppers, which will discharge its entire load by gravity through the hopper doors. See Car. Hopper Carry Iron. A Hopper Supporting Strap. Hopper Chain. See Drop Ch.\in. Hopper Deflector. See Hopper Ventilator. Hopper Door. 16, Fig. 297. A door at the bottom of the slope or hopper of a hopper car which when opened permits the load to discharge. See also Drop Door. Hooper Door Locking Pawl. In a hopper door gear, the catch which when thrown into engagement with the toggle arms, prevents the arms from moving from the closed position and opening the hopper doors. Hopper Door Toggle Arm (Hopper Cars). A link in drop door mechanism which is fastened to the door and forces it shut when the toggle link is forced down. Hopper Door Toggle Link (Hopper Cars). The arm in drop door mechanism which forces down the toggle arms when the winding shaft is revolved and closes the doors. Hopper Ore Car. See Ore Car. Hopper Plates. The metal sheets constituting the bot- tom of a hopper bottom car. Also termed inclined floor or hopper slope. The term hopper plate is generally confined to the metal lining plate used in wooden hopper cars. See Hopper Slope Sheet. Hopper Siding. The planking that forms the side of a box hopper. Hopper Slope Sheet. IS, Fig. 297; 27c, Fig. 320, A metal sheet used in the sloped floor of a hopper car. Hopper Stayrods. Inclined rods passing through the center sill of a wooden car and to the hopper support- ing strap at the hinged end of the doors to prevent the hopper from sagging in the middle. Hopper Support (Hopper Cars). An angle riveted to the ridge of the hopper at the center and the top of the side sheet, fornfing a support for the hopper. It serves the same purpose as the Hopper Supporting Strap in a wooden car. Hopper Supporting Strap. A heavy U-shaped iron strap bent to the shape of the hopper of a wooden gondola car, and with the ends bolted to the side sills. Its ofiice is to support the hopper, and it is usually applied at the end of the inclined floor, and in the middle of the hopper at which point the dijors are hinged. 69 HOP CAR BUILDERS' DICTIONARY Hopper Tube. Figs. 1649-1650. The tube or chute leading from the hopper of a closet. Hopper Ventilator. A device for exhausting air from the closet hopper to the outside of the car. For postal cars, see Fig. 1715, where it is designated as hopper deflector. Horizontal Brake Shaft. 95, Figs. 285-288. See Br,\ke Sh.m-t. Horse Car. Figs. 99-105. A car, usually of the pas- senger equipment type, fitted with stalls, and water and feed facilities, for carrying horses. See Car M. C. B. Class B. H., Horse Car Door. Fig. 800. Specially designed to suit tile conditions, and larger than standard side doors. Hose. Flexildc tubing for conveying water, air, or other fluids. For metal hose see Figs. 1925, 1927. See also Air Brake and Metal FIose. Hose Bracket. See Brake Hose Bracket. Hose Chain. A light chain to hold up the steam hose when uncoupled and prevent its dropping to the track. Hose Clamp. Figs. 1312, 1388, 1389, 1391, 1392, 1967, 2058, 2078. A clamp to bind the hose to the hose nipple and coupling. ■ Sometimes called a Iiose band. Hose Couplings. See Air Braxce Hose Couplings. Hose Nipple. See Brake Hose Niptle. Hose Protector. Figs. 1384, 1387. A device to protect the air brake, signal or steam heat hose from injury. See also Armored Brake Hose. Hospital Car. Fig. 253. A car fitted with hospital ap- pliances for use in treating injuries caused by rail- road accidents. Such cars are usually run to the scene of accidents with the wreck train. Hot Water Circulation Heating System. Figs. 1951, 2022-24, 2097-8. A system by which the car is heated by the circulation of hot water, the water being heated either by fire in a heater, or by steam from the loco- motive, or 1)v a combination of both. Hot Water Heater. See Baker Heater. Hot Water Pipes. Pipes running alongside of a car under the seats, which contain hot water, and by which the car is lieated. Between the seats the pipes on the side of the car have a hot water pipe guard rail running o\er and above them. House Car. :\n enclosed freight car. Housing. A. Fig. 531; 100, Figs. 552-555. A term frequently api)lied to any part of a device which en- cases some or all of the working parts. Housing Box. A Journal Box. Hub (of a Car W'liecl). The central portion into which the axle is fitted. Hub Bolts (Steel-Tired Wheels). Bolts fastening the face plates to the hub. Hydraulic Jack. bigs. 2626, 2628, 2630-1, 2634. A ma- chine in which the power is exerted by means of the pressure of some liquid acting against a piston or plunger, for raising hea\'y weights, as a car. [-Beam. A rolled steel commercial bar whose cross section has the form of the letter 1. [-Beam Type Bolster. Figs. 499, 500, 510. A bolster whose cross section has the shape of the letter F [-Section Bolster. See I-Beam Type Bolster. [ce Bunker (Refrigerator Car). Fig. 844. The recep- tacle in which the ice is placed in a refrigerator car. Ice Car. Figs. 376, 'ill, 379. A car for transporting ice, usually constructed with insulation similar to a re- frigerator car, but without ice tanks or ventilators. Ice Pan (Refrigerator Cars J. A receptacle for carry- ing ice in cars which do not have end ice bunkers. Ice Tanks, Refrigerator Car. See Refrigerator Cars, hToi rs .\nd Ice Tanks. Icing Door. 61r, Figs. 374, 375. A door in the roof of a refrigerator car through wdiose opening ice and salt are placed in the ice tanks. Imperial Gallon. An Imperial gallon contains 277.274 cubic inches and an Imperial gallon of water weighs 10 lbs. Inclined Floor Timbers (Flopper Car). The wooden sills to which the sloped floor of a hopper car is nailed. Indicator (Car Heating). Figs. 2029, 2047-8. Used in connection with the regulation of the hot water cir- culation heating system. Indirect Lighting. Figs. 2456-57. A system of lighting in which the light is not thrown directly on an object but thrown up and reflected. Injector (Car Heating). Fig. 2029, 2046-48. LIsed in connection with the regulation of the hot water cir- culation heating system. Inlet Valve (Steam Fleating). Fig. 2040. The valve controlling the inflow of steam to the heater pipes. Inside Casing (Baker Heater). Sheet iron or steel plate bent and riveted into the shape of a frustum of a cone, wdiich forms the top of the In^e pot. Inside Ceiling (^ Refrigerator Car). K, Figs. 374, 375. The inside layer of light boards in the roof of the car. More properly, Ceiling. Inside Corner Brace Plate. 222, Figs. 285-288. See Corner Brace Plate. Inside Cornice (Passenger Car Interiors). A molding filling the angle where the roof joins the side of the car. Inside Cornice Fascia. A projecting board which forms a molding or ornament under the inside cornice- Inside End Piece (Passenger Truck Frame). The end piece which is nearest to the center of the car. It is usually straight, while the outer one is cut away on top so as to make room for the draft rigging. Inside Hung Brakes. Brake attachments for trucks in which the brake shoes and beams are between the wheels. When attached on the outside they are ouT- siPE HiTNG Brake. Inside Lining. 53, Figs. 285-288, 368; 27, Fig. 383; Fig. 490 A; Figs. 374, 375. The lining which is nailed to the insides of the posts of freight, baggage and other ears. In box cars it extends half way up only, to the girth. Inside lining becomes sometimes inside sheath- ing when it is carried up to the roof, and is the only sheathing for the car, the frame being left exposed. See Siding, Flooring, Roofing and Lining. Inside Lining Stud. A vertical strip or post extending from the side sill to the girth to serve as a nailing strip for the inside lining. Inside Roof. 86c, Figs. 285-288. A light board roof or ceiling under the main roof and separated from it by the purlins. Inside Window Panel. 10, Figs. 1458, 1459. A panel inside of a passenger car between the windows. Inside Window Sill. A horizontal piece of wood or metal under the window on the inside. 70 INS CAR BUILDERS' DICTIONARY INT Inside Window Stop. A wooden or metal striij attached to a window post on the inside of a window bhnd or an inner sash of a double window. It forms a groove in which the blind or window sash slides. Also called window casing. Sometimes the window molding forms a stop on the inside. Inspection Car. Figs. 2599-2611; 2619-25. A car used for inspecting track and right-of-way. Sec H.and Car^ \'elocipi;de Cak. Instruction Car. Fi.gs. 214, 215, 252. A car used for the instruction of railway employees in matters pertaining to their work. See Am Brake Instruction Car. Insulating Paper (Refrigerator Cars). B, Figs. 374, 375. A heavy paper specially prepared to make it a poor conductor of heat, placed between the linings as part of the insulation of the car. Insulation (Refrigerator and Heater Cars). A-P, Figs. 374, 375; Figs. 837-839, 841, 843. A system of walls, and dead air-space used in the construction of the Send bit; and ihfa check card Ic c t3 a. Z a D •< z .J •a c u. O o (— a z UJ o S X !— := Q ■< o a: T> O e£ L " n C E § a: z a: Ob. o t— u. a2 0£ O o u != n u. £ L >- (—1 < 2 § C V '!i OS o r S 3: < *; => Ss ■< •a 01 j( = z s« o i— < ■< c u •o ^ o a a f cyn .-) s| «C o ea V Z tj t ^ s: S u - 1 5 c 1 fl h *^ O sides, ends, roof and floor to make them poor con- ductors of heat, thus facilitating the keeping of the contents of the car cool or warm, as may be desired. The proper insulation of all-steel passenger cars is also an important matter. Interchange of Traffic, M. C. B. Rules for. The following code of rules governing the condi- tion of, and repairs to, freight cars has been revised to agree with the result of the special letter ballot of September 28, 1912, which resulted in the abrogation of penalty defects and the addition of 10 per cent, to car repair bills in the Rules of Interchange. It took efifect November 1, 1912. Where numbers are va- cant the rules ha\e been dropped from time to time as the Code has Ijccn revised. Preface. — These rules make car owners responsible for, and therefore chargealile with, the repairs to their cars necessitated by nrdiuar)- wear and tear in fair service, so that defect cards will not be required for any defects thus arising. Pailn.iad companies handling cars are responsible for damage done to any car by unfair usage, derailment or accident, and for improper repairs made by them, and they must make projier repairs at their own expense, or issue defect card covering all such damage or improper repairs. Inspection of freight cars for interchange and method of li.iading will be in accijrdance with this Code of Rules, the Specifications for Tank Cars, and the Rules for Load- ing Materials, issued by this Association, Care of Ivireign Freigfit Cars. Rule 1. Each railway company shall give to foreign cars, while on its line, the same care as to oiling, packing, inspection and adjusting brakes, that it gives to its own cars. Intercfiaxxinc Freight Cars. Rule 2. Cars having defects for which delivering conv- pany is responsible must be properly carded when offered in interchange. Empty cars offered in interchange must be accepted if in safe and serviceable condition, the receiving road to be the judge in cases not provided for in Rules 3 and 4, and 32 to 88, inclusive. Owners must receive their own RETURN CARD. Ry, Ry. for the following defects: Inspector. cars when offered home for repairs, subject to the pro- visions of these rules. Loaded, cars offered in interchange must be accepted, with the following exceptions : (a) Cars (whether loaded or empty) having defects in violation of the Safety Appliance Acts, should not be offered in interchange. (b) Leaking tank cars containing inflammable licjuid must be repaired or transferred without any unnecessary movement, or at nearest available point with least possible risk. Also, cars loaded with explosives shall be handled in accordance with the Regulations of the Interstate Com- merce Commission. (c) Cars improperly loaded, when not complying with the Rules for Loading Material. (d) Lading of open cars when dimensions of lading are in excess of published clearances of roads over which the shipment is destined. (e) When cars cannot pass approved third rail clear- ances of American Railway Association. A. R. A. Car Service Rule 15 to apply when transfer or rearrangement of lading is necessary. The car transfer check authorizing transfer or rearrange- ment of lading to be of the form shown herewith. 71 NT CAR BUILDERS' DICTIONARY INT When the lading is transferred by the receiving Hne, the ar, when empty, may be returned to the dehvering line. In case cars are rejected by the receiving road and re- urned to the delivering company, all of the defects ob- scted to must be designated on a return card of the Drm shown herewith, filled with ink or black indelible encil, and placed on car adjacent to the destination card. Use of Defect, Repair and Joint Evidence Cards. (Use of Defect Card — Rules 3-6.) Rule 3. If a car has defects for which the owners are ot responsible, the receiving line shall require that a de- ■a o 'O '« Q w - J! B.i)E - A in ^ s -2 a i ^a-a « .s „ • " M C. B. DEFECT CARD {Name of Road.) Date. Car specified below will be received at any point on this company's line with the following defects; Car No. .. .\ iDitials. laspector at . . ect card be securely attached to the car, as per Rule 14. Defect cards shall not be required for any damage that i so slight that no repairs are necessary. Rule 4. Defect cards shall not be required for mate- TO BE SECURELY ATTACHED To CAR. « E >> jq > ^ S _fl -§ a s < iSopiIS ^ o i9qniRi oc 2. areqQ k U Q ^ ^ f s s _ ? (C a ^ ii ^ •- ^ u < o — u U s o < '5 (0 < 03 •0 O S • c\ s "3 fei ■a a U Q cj •= s ial missing from cars offered in interchange, except as rovided for in Rules 33, 46, 55 and 57 ; neither shall they e required of the delivering company for improper re- pairs that were not made by it, with the exception of cases provided for in Rules 35, 58, 66 and 70. Rule 5. Defect cards shall be of the form shown here- with. They should be of cardboard, printed in red ink on both sides, and shall be filled in on both sides with ink or black indelible pencil. The cards must plainly specify in full each item for which charges are author- ized, indicating the location of defects, as provided for in Rule 14. Rule 6. Any road making partial repairs of defects on a car which are covered by defect cards will have the defects repaired crossed off the original card with ink or indelible pencil and card replaced on car. A copy of the TO BC ATTACHED TO BILL •1 s * ' Q < O 4^ "en s^oijdg g ^ 2 u QC laqtuni 018113 ASSOCIATION-BILLING (NAME OF RAILROAD) _ Retiaired nt Uitpprtrir Initial or Name e u *« S u •0 a 00 d B U * a CI 4 a A rs. card accompanying the bill with the defects which were not repaired crossed off will be sufficient authority to bill. (XJse of Repair Card — Rules 7-11.) Rule 7. When repairs of any kind are made to for- eign cars a repair card must be securely attached to car, as per Rule 14. This card must specify fully the repairs made, and reason for same, the date and place where made, and name of road making repairs; also show lo- cation of parts repaired or renewed, as per Rule 14. If no bill is to be rendered, the billing repair card must be attached to the monthly bill, with the words "no bill" written across the face of the card. In case no bill is to be rendered, the words "no bill" shall be written across the face of the repair card. Rule 8. The Repair Card shall Jse of the forms shown herewith, made in triplicate, to be known as Repair Card, Billing Repair Card and Record Repair Card. The Re- pair Card, to be securely attached to car, shall be of cardboard, printed on both sides in black ink, and shall 72 INT CAR BUILDERS' DICTIONARY INT be filled in on both sides, one side of which must be filled in with ink or black indelible pencil. The items of repairs must be in writing. The Billing Repair Card shall be printed on one side and show the same infor- mation as the Repair Card, and shall be attached to bill as authority for charge. The Record Repair Card shall be retained by party making repairs. Rule 9. The following information must be specified on repair cards : New or secondhand. Steel or malleable body, applied and removed. Size of shank. Size of butt. Open or solid knuckle. Yoke, stem or key attachment. Cast-iron, cast-steel, rolled or forged steel or steel-tired wheels. New or secondhand. Cause of removal (see Rule 10). I Trucks: Solid pedestal or arch-bar L type. r Solid, filled or other kind. -| Length of bearings. L Box number (.see Rule 14). f Make or name of beam. ,, 1 t_ t i_ New or secondhand. Metal brake beams or parts J Complete, or part or parts. thereof, R. and R Cause of renewal. ^ Part or parts scrapped. Brake shoes, applied Cast or reinforced back. Triple valve, R. and R Kind. When triple valve or cylinder is cleaned, the initial of road and date of last previous cleaning must be shown. M. C. B. couplers, or parts ^ thereof, R. and R Wheels and axles, R. and R. Journal bearings, R. and R. . TO BE RCTflir ED BY PAP-"- V MAKING REPAIRS a O a. < o ^3: g BSnpds a < Q. isqajn-] E o o 5 Dp 2 oicqo e u E o - 1 u. Z o u o " (0 (0 < 1 -C: 1 S •B a 2 d ■ ■ s a a si -i ^ cS <3 ing off, measured from base line of tread to the condemn- ing limit of tread, which is ]4 inch above the witness groove; also show actual thickness of tread on other wheels applied. This information must be reported to car owners regardless of whether repairs are chargeable or not. Rule 11. Journal bearings having a babbitt lining J^ inch thick or thicker, shall be charged as filled journal bearings, and not as solid journal bearings. {Use of Joint Evidence Card — Rules 12-13.) Rule 12. The evidence of a joint inspector, or the joint evidence of two inspectors, one representing the owner of the car and the other representing a railroad company, that the repairs are not proper, shall be final; the evidence to be signed only after an actual inspection has been made. A joint evidence card shall be used for this purpose, which shall describe and show location of parts repaired or renewed, as per Rule 14. This card shall be of the form shown herewith. If repairs are not corrected at time of the inspection, the joint evidence card shall be attached to the car, as per Rule 14. Rule 13. The joint evidence card, accompanied by a proper repair card, upon wdiich a bill has been made, shall be used as authority for rendering bill, but if un- accompanied by such repair card, the joint evidence card shall be sent to the company against which the evidence has been presented, and it shall furnish a defect card covering the wrong repairs if it made them. •«.s a ,■• 00 P u to If necessary to remove load to make repairs, as speci- fied in Rule 107, it must be plainly stated. Rule 10. In noting the cause of removal of wheels and axles, the terms used in Rules 68 to 86, inclusive, shall be used. In all cases of forged or rolled steel wheels, the actual tro;^i„„„„ „f <.„„„j „..„<• u„ „!,„„,„ u^fr,,-^ r'"d after turn- RuLE 14. The end of car toward which the cylinder push rod travels shall be known as B end, and the oppo- site end shall be known as A end. Facing the B end of car, in their order on the right side of car, the journal boxes and contained parts shall be known as Rl, R2, R3 and R4, and similarly those on the left side of car shall be known as LI, L2, L3 and L4. Defect and repair cards (and joint evidence cards, as per Rule 12) must be securely attached to the car, pref- erably on the outside face of intermediate sill between cross-tie timbers on wooden cars, and on steel cars to cardboard located either on cross-tie under car or on in- side of side sill at the end of car. Rule IS. Duplicate defect or repair cards must be fur- nished promptly on request for lost or illegible cards. General Instructions. Rule 16. Any car having defects which render it un- safe to run, unsafe to trainmen, or to any lading suitable to the car, may be repaired. Repairs to foreign cars shall be promptly made, and the work shall conform in detail to the original construction, and with the quality of material originally used, except as provided for in Rules 17 and 18. Rule 17. In repairing foreign cars, M. C. B. Stand- ards may be used when of dimensions that do not impair the strength of cars, in lieu of the parts forming their original construction. When using materials for repairs to foreign cars for which the Master Car Builders' Association has adopted specifications as a standard, the materials must comply with the requirements of these specifications. Malleable iron M. C. B. Standards may be substituted for gray iron M, C. B. Standards, but the net cost to the car owner in such cases must be no greater than if the original kind and weight of luaterial had been applied. Gray iron M. C. B. Standards may be substituted for malleable M. C. B. Standards, but in such cases the debits 73 INT CAR BUILDERS' DICTIONARY INT and credits must be for what is actually applied and re- moved. Repair card must state kind of material applied and removed. When necessary to renew brake beams, any metal brake beam meeting M. C. B. specitications may be used, pro- vided that the beam applied is as strong as the beam standard to the car and does not require any change in hangers or other details. Cast-iron brake shoes may be replaced with brake shoes with reinforced back, in repairs to foreign cars. White pine, yellow pine, fir or cypress may be used when repairing siding on foreign cars when of equal grade or quality to the material standard to the car. Fir or oak may be substituted for pine when splicing longi- tudinal sills. Rule 18. Couplers of the vertical plane type, other than M. C. B. Standard, when replaced with M. C. B. Standard, the expense of alteration thus necessitated shall be chargeable to car owners. Couplers with stem attachments may be replaced with pocket attachment. Cars having couplers with stem or spindle attachments or American continuous draft rods will not be accepted in interchange after September 1, 1914. Couplers that exceed the distance of 5ji inches between O O ?■ < < a. ■a. U X (3 tS point of knuckle and guard arm, measured perpendicu- larly to guard arm, must have the defective part or parts renewed to bring coupler within gage, in which case owners are responsible. (See drawing.) When M. C. B. couplers of another make are applied to a car, the uncoupling arrangement shall be made oper- ative at the expense of the company making the repairs. Rule 19. In making repairs to foreign cars, the fol- lowing materials shall not be used: Malleable iron coup- lers, open knuckles, malleable or steel-backed journal bearings. Rule 20. Any company finding cars not within the limits of standard height for couplers, may make repairs and charge to owners. Cars must be maintained within the limits of standard height for couplers, measured from the top of the rails to the center line of coupler head. Any company finding cars not within the hmits of standard height for couplers O > CC »< 6 8. ■5, •a <; (J w w Q > w E- ■z ltd g X S o " I may repair and charge to owners. As far as possible, cars should be adjusted when empty. Empty cars measuring 32^ inches or less shall be ad- justed to 34J^ inches, or as near as practicable thereto, but not exceeding 34^4 inches. Loaded cars measuring 31^ inches or less shall be adjusted to 33^ inches, or as near as practicable thereto, but not exceeding 33^4 inches. When bill is to be rendered, the height of car before and after altering must be shown on repair cards. 74 INT CAR BUILDERS' DICTIONARY INT Rule 21. Bills may be rendered against car owners for the cost of applying temporary running boards and hand rails to cars originally equipped with roofs or run- ning boards to make such cars safe for trainmen. Rule 22. Draft timbers must not be spliced. Longi- tudinal sills may be spliced at both ends, except that not more than two adjacent sills may be spliced at same end of car. The splicing of any siH between cross-tie timbers will not be allowed. The splice may be located cither side of body bolster, but the nearest point of any splice musf not be within 12 inches of the same, excepting center sills, which must be spliced between body bolster and cross-tie timber, but not within 24 inches of body bolster. In splicing longitudinal sills other than center sills, if Fi6 8 same are less than 12 inches in depth, the plan shown in either Fig. 8 or 9C shall be followed. If the sills are 12 inches or more in depth, the plan shown in either Fig. 9 or 9C sbaU be followed. In spbcing center sills the sary in order to bring tlie car to the proper height, the cost of so doing shall also be chargeable to the car owner. Rule 24. Wheels on the same axle must be of the same circumference. In no case should two wheels be mounted on the same axle when tlie thickness of the two flanges together will exceed the tliickness of one normal and one maximum flange, or 2 17/32 inches. Rule 25. Xew wliccls must not be mated with second- hand wheels. Rule 26. Prick punching or shimming the wheel fit must not be allowed. Rule 27. The wheel seats of foreign axles must not Fi6. 9 be reduced more than 1/16 inch to fit the wheels, and in no case must they be reduced below the limits given in Rule 86. Rule 28. Any company repairing foreign cars with Li|t ^^- 3A. The size of hoiizontal or cioss bolls to be H inches. plan shown in Fig. 9B shall be followed. (9C is shown in Fig. 2728.) The size of horizontal or cross bolts should be % inch. Sills of foreign cars shall be spliced as above provided. Cars delivered in interchange with center sills spliced in accordance with Fig. 9A will be accepted. Steel sills may be spliced in the most convenient loca- FIG. 9b. — ALL BOLTS -J^-INCH DIAMETER tion, in accordance with A, B and C, Fig. 2728. Adjacent steel sills may be spliced. The thickness of each splice must not be less than the thickness of the web of the section spliced. Rule 23. In making repairs for which owners are re- sponsible, wheels other than 33-inch may be replaced with 33-inch wheels, if practicable. If changes are neces- wrong material, and not in compliance with the Rules 17 to 27, inclusive, shall be liable to the owners for the cost of changing such car to the original standard, or to the rectuirements of these rules, except that companies apply- ing axles smaller than the Umits given in Rule 86 shall not be held responsible for improper repairs if the car is not stenciled sliowing the capacity, maximum or minimum weight. Rule 29. When secondhand axles are applied undei conditions which make them chargeable to the owners, the diameters of the wheel seats and center must not be less than, and the diameter of the journal must be % inch greater than the limiting diameters given in Rule 86. If cars are marked with the word "Capacity," the first set of limits must be followed. If cars are marked "Maxi- mum Weight," the second set of limits must be followed. If tank cars are marked limit weight I or II, the corre- sponding limits must be followed. Rule 30. (a) The date (month and year), also weight and capacity, should be stenciled on each new car as it comes from the car works, under the supervision of the owner's inspector. The scales used for this purpose should be tested by the railroad company's inspector, pro- vision to this effect to be incorporated in the contract covering purchase of the equipment. (b) Wooden and steel underframe cars one year old should be reweighed and restenciled, the weight to be fol- 75 INT CAR BUILDERS' DICTIONARY INT lowed by one star ; cars two years old should be again weighed and stenciled, the weight to be followed by two stars ; cars three or more years old shoul'd be again weighed and stenciled, the weight to be followed by three stars, which will indicate final weight. (c) Steel cars should be reweighed and restenciled after they have been in service twelve months, the weight to be followed by three stars, indicating final weight. (d) If cars are materially changed by reason of new apphances or general repairs, they should be reweighed and restenciled without change in the number of stars. (e) Unless the owner instructs otherwise, any car without stenciling, or with a variation of 500 pounds, should be immediately reweighed and restenciled and car owner notified of old and new weights. The Official Railway Equipment Register will designate the proper officer to whom these special reports should be made. (f) The date (month and year) of each reweighing should be stenciled the same as provided for new cars in paragraph (a). Rule 31. The relightweighing of cars, as provided above, to be charged to car owners in accordance with Rule No. 107, except when the weight of the car is changed on account of repairs due to unfair usage; when such repairs are made on authority of defect card, charge for relightweighing may be included on same authority. Cars must be cleaned before reweighing. PARTS OF CARS WHICH JUSTIFY REPAIRS IF OWNERS ARE RESPONSIBLE, OR REPAIRS OR CARDING IF DELIVERING COM- PANY IS RESPONSIBLE. Bodies. (Delivering Company Responsible, Rule 32.) Rule 32, Damage of any kind to the body of the car due to unfair ' usage, derailment or accident. Defect cards shall not be required for any damage so slight that no repairs are necessary, the receiving line to be the judge. Rule 33. Cars offered in interchange with missing couplers, including yokes, springs and followers, when missing with the couplers, delivering company responsible for material only; car owner responsible for labor. (Delivering Company Responsible, Rule 35.) Rule 35. Cars equipped with M. C. B. couplers having pocket rear-end attachments and so stenciled, if found with stem or spindle attachments instead of pocket. After September 1, 1914, cars equipped with couplers having stem or spindle attachments, or American con- tinuous draft rods, will not be accepted in interchange. COMBINATIONS OF D.\MAGES TO CARS WITH WOODEN UNDER- FRAMES OR COMPOSITE WOOD AND METAL UNDERFRAMES WHICH DENOTE UNFAIR USAGE, IF EXISTING AT THE SAME END OF CAR AND REQUIRING REPAIRS OR RENEWALS. (Rules 37 to 42, inclusive.) {Delivering Company Responsible, Rule 37, to and Includ- ing First Paragraph Rule 43.) Rule 37. Damaged coupler body accompanied by dam- age to draft timber (or its substitute), and end sill. Rule 38. Damaged coupler pocket, accompanied by damage to draft timber (or its substitute), and end sill. Rule 39. Damaged end sill, accompanied by damage to draft timber (or its substitute) or longitudinal sill, and damage to either coupler body or pocket. Rule 40. Damaged end sill, accompanied by damage to two longitudinal sills. Rule 41. Damaged longitudinal sills, if necessitating replacement or splicing of more than two sills. Rule 42. Damaged corner and end posts, if necessi- tating the renewal of more than three posts. This will include damage to upper structure of cars with metal underframes. An American continuous draft key and rod shall not enter into a combination of defects denoting unfair usage. It will be assumed that a missing coupler and attachments are damaged unless shown to the contrary. This only refers to cases where the coupler if brolien would enter into the combination of defects. Damage, as used in the above combinations, is understood to mean injury so serious as to render renewal or repairs necessary to the part or parts mentioned. All-steel or All-steel Underframe Cars. Rule 43. Damage to bodies of all-steel cars, or dam- age to underframe of all-steel underframe cars, when necessary to repair, if caused by unfair usage. (Owners Responsible.) Longitudinal sills, end sills and other steel parts of cars which become defective due to corrosion and which were not damaged in accident or by unfair usage. When repairs exceed the combinations as covered by Rules 27 to 42, inclusive, owner's authority must be ob- tained before repairs are made. (Delivering Company Responsible, Rules 44-45.) Rule 44. Improperly loaded or overloaded cars. (See "Rules for Loading Materials.") The transfer or rearrangement of lading, as prescribed in American Railway Association Car Service, Rule IS, which reads as follows : Unless otherwise agreed, the cost of transferring the lading of freight cars or rearrangement of lading at junction points shall be settled as follows: First — The delivering road shall pay cost of transfer or re- arrangement — (o) When transfer is due to defective equipment that is not safe to run according to M. C. B. Rules. (i?) When transfer or rearrangement of load is due to contents being improperly loaded or overloaded, according to M. C. B. Rules, or the Interstate Commerce Commission Regulations for the Trans- portation of Explosives and Other Dangerous Articles by Freight and by Express, or when dimensions of the lading of open cars are in excess of the published clearances of any of the roads covered by the routing. (c) When transfer is due to delivering line not desiring its equip- ment to go beyond junction points. ((i) When cars can not pass approved third rail clearances of The American Railway Association. Second — The receiving road shall pay cost of transfer or re- arrangement — (e) When cars can not pass clearances, except as provided in paragraph (J), or when cars and lading exceed load limit or can not be moved through on account of any other disability of re- ceiving line.* *NoTE TO Rule 15 (e). — The word "cars" covers both closed and open cars, but not lading on open cars. The words "load limit" refer to the limits placed on bridges, tracks, etc., and not to car capacity. (/) When receiving road desires transfer to save cost of mileage or Per Diem. Rule 45. Temporary advertisements tacked, glued, pasted or varnished on cars. The size and character of cards which may be used on freight cars may be divided into four classes, viz. : 1. Routing Cards. Cards bearing information required by the railroads, such as initial and number of cars, con- signee, consignor, destination, contents, point of shipment, route, etc. These cards may be issued by consignor. To be of cardboard size, vertical dimension maximum S inches, horizontal dimension maximum 8 inches. To be permitted on all loaded cars. No picture or trade-mark to be permitted. Space for railroad infonnation to occupy lower three- fifths of card. 76 INT CAR BUILDERS' DICTIONARY INT Any printing on the upper two-fifths to be limited to letters not exceeding one-half inch in any dimension. All printing to be in black ink. A copy of card, in reduced form, is shown herewith. 2. Special Cards : Required by the Regulations for the Transportation of Explosives formulated by the Inter- state Commerce Commission and the Regulations for the Transportation of Inflammable Articles and Acids pre- scribed by the American Railway Association. They shall (Name of Consignor, etc.) (Name of Consignor, etc., in letters vpf more than one-liatf inch in any dimension ) iDltlat and No Conients Point ol Shipment R. R. Consignee and Destination Via Date be used, be of the text and size described, and be at- tached to cars as prescribed by said regulations. 3. Symbol (e. g., fast freight line, manifest freight, etc.) and various M. C. B. cards : Cards prescribed by individual roads for special purposes. Their size, use, text and method of application will be prescribed by each individual road to suit its requirements. These cards may only be issued by railroads and may include same information as routing cards except name of consignor. 4. Special Cards : Cards required by United States Customs Regulations or by State authorities, such, for example, as quarantine regulations, and must be used as prescribed by the United States Customs Regulations. Rule 46. If the car has air-signal or train-hne steam pipes, the hose, pipes and couplings are at owner's risk, unless the car is stenciled that it is so equipped. Rule 47. When two or more cars chained together, or any cars which require switch chains to handle them, are dehvered at an interchange point, the receiving road shall dehver to the delivering road at the time an equivalent number of switch chains of the same size as the chains so used on the cars delivered, or, in heu thereof, furnish a defect card for such chains. (Owners Responsible, Rules 48-52.) Rule 48. Failure or loss under fair usage of any part of the body of the car; inside parts or concealed parts at owner's risk. Rule 49. Steel cars not equipped with cardboards for repair and defect cards. Rule 50. Cars not within the limits of standard height for couplers, SlJ^ inches minimum to 34^ inches maxi- mum for standard gage cars, as provided for in Rule 20. Rule 51. Couplers that exceed the distance of Sji inches between point of knuckle and guard arm, as described in Rule 18. Rltle 52. Running boards in bad order or insecurely fastened. Sill steps, ladders, grabirons, bent, broken, missing or insecurely fastened, except when car has been wrecked, cornered or raked. Handholds or grabirons must be of wrought iron or steel and secured by bolts, rivets or lag screws. On cars stenciled "United States Safety Appliances Standard," or on cars stenciled "United States Safety Appliances," lag screws must not be used where bolts or rivets are required by law. Brakes. (Delivering Company Responsible, Rules 53-54.) Rule 53. All freight cars ofi^ered in interchange must be equipped with air brakes having lJ4-iuch air brake pipe and angle cocks, also quick-action triple valve and pres- sure retaining valve. Rule 54. Damage to any part of the brake apparatus caused by unfair usage, derailment or accident that re- quires repairs or renewal. Rule 55. Cars offered in interchange with missing brake beams, including shoes, heads, jaws and hangers, when missing with the brake beam, delivering company responsible for material only; car owner responsible for labor. Rule 57. Car ozvners shall not be responsible for the following defects : Missing air-brake hose, missing air- brake pipe; missing or damaged air-brake pipe fittings, angle cocks, cut-out cocks, reservoirs, brake-pipe strain- ers or dirt collectors, release valves, pressure-retaining valves, or parts of any of these items ; cylinders or triple valves, except interior parts as provided for in Rule 59, or air-brake pipe damaged in unfair useage. (Delivering Company Responsible, Rule 58.) Rule 58. Cars equipped with air-brake hose other than M. C. B. Standard \Y% inches and labeled as shown in Fig. 2704. Note — Cars will be accepted in interchange with M, C. B. IJ/J-inch Standard hose and so labeled, if date is cut out showing application prior to September 1, 1909, or if date is not cut out and the label shows date of manu- facture prior to September 1, 1909. Note. — To avoid the necessity for inspectors going between cars for the inspection of the present standard label on air hose, and because the latter, through age and weather, becomes illegible, the addition of a separate, distinct label to the hose (see illustration) CTUXATIOM CT LESS T^^iH i* •^ e z d d z s id z i I il \ 7S9fOi.C ia3450 1 MS 7 lESS: at "0 will be submitted to letter ballot. It is incorporated herewith for the information of the members, with the suggestion that if the label be adopted as standard that it be accepted as a part of these rules, and that on and after September 1, 1914. the delivering line be held responsible for hose not so labeled. (Editor's Note. — Adopted as standard. See Fig. 2704.) (Ozvners Responsible, Rules 59-62.) Rule 59. Damage to interior portion of cylinder or triple valve, leaky pipes account of rust or seams, broken air-brake pipes and cross-over pipes due to insecure fast- enings, air hose burst from air pressure, air hose torn or with labels missing or illegible; and defective, missing or worn-out parts of brakes, except as provided for in Rules 53, 55 and 57. Rule 60. Cylinders or triple valves of airbrake cars not cleaned, oiled and tested within twelve months, and the initial of road, together with date of last cleaning, oiling and testing, preferably stenciled on the brake cylin- der or auxiliary reservoir, or if same is not readily visible, in a convenient location at release rod, with white paint. Triple valves cleaned must be tested in accordance with the M. C. B. code of tests for repaired triple valves. A method of marking brake apparatus which has been 77 ■I^ INT CAR BUILDERS' DICTIONARY INT cleaned, oiled and tested, is shown herewith. In order to condense the stenciling as much as possible, the words "cleaned and oiled" and "tested" have been omitted, as their significance is well known. Rule 62. In replacing airbrake hose on foreign cars CTLIKDER «.«. 5-22-(2 A-aC. BOAD J _ TRIPLE AY752M2 'A.e.C. ROtO/ i«y/.y /*.=// Mirfer fy///tcfir isae.Mfi />/ aDEiiiFscayiKd T \mmi\ for which bills are made, new M. C. B. l'>^-inch Standard hose, and so labeled, must be used. Trucks. {Delivering Company Responsible, Rules 63-66.) Rule 63. Damage of any kind to the truck due to un- fair usage, derailment or accident that requires renewal or repairs. Rule 65. Journal bearings and journal box bolts which require renewal by reason of change of wheels or axles for which the delivering company is responsible, regard- less of the previous condition of the bearings. Rule 66. Cars intended to be equipped with metal brake beams and so stenciled, if found with wooden brake beams. After September 1, 1915, cars equipped with brake beams other than all metal will not be accepted in inter- change. {Owner Responsible.) Rule 67. Defective, missing or worn-out parts of trucks not elsewhere provided for, which have failed rr -^g- -=i tiiNH rji'D;i% W" ln(0 -0 *E= '8 f e -L ^ I: I '6~ FIG. 1. — WHEEL DEFECT AND WORN COUPLER LIMIT GAGE. under fair usage, or if any part of the truck frame or at- tachments is less than 2^ inches above the top of the rail. Wheels. {Delivering Company Responsible, Rules 68-70.) Rule 68. Flat-sliding, cast-iron wheels ; if the spot caused by sUding is 2^ inches or over in length. (Care should be taken to distinguish this defect from worn through chill.) See Fig. 2. Flat sliding, steel or steel-tired wheels: if the spot FIG. 2. — METHOD OF GAGING SHELLED AND FL.\T SPOTS. caused by sliding is 2j4 inches or over in length ; a sepa- rate defect card to be furnished. Rule 69. Broken flange, except as in Rule 78; chipped flange, if chip is on throat side of tfange, and exceeds 1J4 inches in length and J/2 inch in width ; broken rim, if not FIG. 3. METHOD OF GAGING WORN FLANGES. SEE RULE 74. For cast-iron or cast-steel wheels under cars of less than 80,000 pounds capacity, and forged-steel or steel-tired wheels with flanges 15-16 inch thick or less; cast-iron or cast-steel wheels ttnder cars of 80,000 pounds capacity or over, with flanges 1 inch thick or less. caused by defective casting, if the tread, measured from the flange at a point % inch above tread, is less than 3^ inches in width (see Fig. 5), or any breakage caused by unfair usage, derailment or accident. Rule 70. Cars equipped with forged steel or steel-tired FIG. 4. METHOD OF GAGING WORN FLANGES. SEE RULE 74. For cast-iron or cast-steel wheels under cars of less than 80,000 pounds capacity, and forged-steel or steel-tired wheels 1 inch or more from tread; for cast-iron or cast-steel wheels under cars of 80,000 pounds capacity or over, y^ inch or more from tread. wheels and so stenciled, if found with cast-iron or cast- steel wheels. Cars equipped with cast-steel wheels and so stenciled, if found with cast-iron wheels. Forged steel wheels may be substituted for cast-steel wheels. {Owners Responsible, Rules 71-82.) Rule 71. Shelled out: wheels with defective treads on account of cracks or shelled-out spots 2^ inches or over, or so numerous as to endanger the safety of the wheel. 78 tsa INT CAR BUILDERS' DICTIONARY INT Brake burn : wheels having defective treads on account of cracks or shelling out due to heating. Rule 72. Seams 1/2 inch long or over at a distance of 1/2 inch or less from the throat of the flange, or seams 3 \ FIG. 0. — ^IKTIIOD OF GAGIKG CHIPPED RIMS. or more inches long, if such seams are within the limits of 3^4 inches, as shown in Fig. 5. Rule 73. Worn through chill: when the worn spot is ZYz inches or over in length. Care must be taken to dis- tinguish this defect from flat spots caused by sliding wheels. Rule 74. A\"orn flanges — cast-iron or cast-steel wheels : wheels under cars of less than 80,000 pounds capacity, T.«ptB r,Nao~ MAyiMUM TLj^NOE. THICKNESS GAUGE:. FIG. 6. — FOR ALL WHEELS CAST AFTER JAN. 1, 1908. with flanges having flat vertical surfaces extending 1 inch or more from tread, or flanges 15/16 inch thick or less, gaged at a point '.^ inch above tread. Wheels under -cars of 80,000 pounds capacity or over, with flanges hav- ing flat vertical surfaces extending Js inch or more from tread, or flanges 1 inch thick or less, gaged at a point Yi inch above tread. (See I'igs. 3 and 4.) Worn flanges — forged steel or steel-tired wheels : Wheels are out of gauge If le»s — than 4 feet 5)4 Inches here — or If more than 4 feet Q% Inches here - or lens than 5 feet 4 Inchei hero ■ J3I FIG. 7. Measurements to be made at the same height on the wheels as the center of the axle. For wheels cast prior to the M. C. E. Stamlard tread and flange adopted in 1907. flanges having flat vertical surfaces extending 1 inch or more from tread, or flanges 15/16 inch thick or less. (See Figs. 3 and 4.) Rule 75. Thick flange : flange over 1 19/64 inches thick for cast-iron wheels having increased flange and tread standards of 1907 and 1909. (See Fig. 6.) Rule 76, Tread worn hollow: if the tread is worn sufficiently hollow to render the flange or rim liable to breakage. Rule 77. Burst : if the wheel is cracked from the wheel fit, outward, by pressure from the axle. Rule 78. Cracked or broken flange, caused by seams, worn through chill or worn flange. (See also Rules 69 and 83.) Rule 79. Broken or chipped rim, caused by defective casting, if the tread, measured from the flange at a point -BETWECH ^*U<;\Nq PolMTS.— BtTVJCtN PUANQCS . VOUT OF C^UGE IF FEET 6U FIG. 8. CHCS HERE - Mcasiireinciils to be made at the same height on the zi'lieels as the center of the axle. For wheels cast after January 1, 190S. % inch above tread, is less than 3-}4 inches in width. (See Fig. 5.) See also Rules 69 and 83. Rule 80. Cracked tread, cracked plate, one or more cracked brackets, or broken in pieces under fair usage. See also Rule 69. Forged steel or steel-tired wdieels loose, broken or cracked hubs, plates, bolts, retaining ring or tire under fair usage. Rule 81. W'heels loose or out of gage. (See Fig. 7 for wheels cast prior to the M. C. B. Standard tread and flange adopted in 1907, and Fig. 8 for wheels cast after January 1, 1908.) Rule 82. Chipped flange: if chip is on the opposite side from throat of flange and exceeds l!^2 inches in length and J/2 inch in width. I-iuLE 83. The determination of flat spots, worn flanges and chipped treads shall be made by a gage, as shown in Fig. 1, and its application to defective wdieels, as shown in Figs. 2, 3, 4 and 5. The determination of thick flanges for all wheels cast after January 1, 1908, shall be made liy a gage shown in Fig. 6. Axles. (Delivering Coitipany Responsible.) Rule 84. Cut journals, axles bent or axles rendered unsafe by unfair usage, derailment or accident. (Ozuiicrs Responsible, Rules 85 and 86.) Rule 85. y\xles broken or having seamy journals, fillets in back shoulder worn out, the length of journal increased J4 inch over standard length, or collars broken off or worn to '4 inch or less under fair usage. Rule 86. Axles less than the following prescribed limits : FOR C.\RS M.ARKED WITH -CAPACITY.' "W'lIEEL SE.-VT. 6-5^1 incites. CAPACITY OF C.\R. JOURNAL. 100,000 5 inches 80,000 4'/ •■ 70,000 4 60,000 334 " 50,000 3H " 40,000 3 '4 " 30,000 3 43/4 454 4 '4 CENTER. 5^3 inches. 47s 434 " 4H " 3?/s " 314 79 INT CAR BUILDERS' DICTIONARY FOR CARS MARKED "MAXIMUM WEIGHT." IMUM WEIGHT. JOURNAL. WHEEL SEAT 161,000 5 inches. 644 inches 132,000 41/; 6'A " 11^,000 41/4 6 9S,000 3?4 S'A " 79,000 3'/, i\i " 66,000 3 Vi 4% 58,000 3 4-34 " CENTER. 5^ inches. 53/5 " 554 " 454 " 4^8 " 454 " 4;'8 TABLE I. FOR TANK CARS MARKED LIMIT WEIGHT I. IMIT WEIGHT I. IN POUNDS. JOURNAL. WHEEL SEAT. CENTER. 161,000 5 inches. 634 inches. 654 " S^'i inches 132,000 4/2 5A " 112,000 4 Wi " 4?^ " 95,000 33^1 5 434 " 414 " 79,000 35< 4->4 " 66,000 3 54 m " sn " 58,000 3 354 " TABLE II. FOR TANK CARS MARKED LIMIT WEIGHT II. LIMIT WEIGHT II. IN POUNDS. JOURNAL. WHEEL SEAT. CENTER. 161,000 5 inches. 634 inches. Sy& inches 132,000 4'/, 6V4 " 534 " 112,000 4;4 6 5 54 "• 95,000 3 54 5J4 " 434 '■ 79,000 3 'A 5 'A " 45^ " 66,000 3'A 4i^ " 454 " 58,000 3 434 " 458 " the repairs were made; the biUing repair card or defect card to accompany the bill. Note.— The following rules of the Association of Amer- ican Railway Accounting Officers should be observed when rendering or correcting bills : Bills shall not be rendered for amounts less than 25 cents in aggregate, but charges for items less than 25 cents may be held until they amount to that sum, pro- vided said aggregate is rendered within 60 days. No bill shall be returned for correction on account of error for less than 100 cents in aggregate of bill, but said bill shall be passed for payment at once, and the alleged error brought to the attention of the road rendering the same within sixty days from date of bill. The receiving road shall at once issue a letter of authority for counter- bill to cover the acknowledged error, said letter to be attached to the bill as authority. No bills shall be returned for correction on account of All cars, except tank cars, to have their light weight and capacity, or their light weight and maximum weight stenciled on them. All tank cars to have Limit Weight I or Limit Weight II stenciled on them. IMPROPER REPAIRS. (Company Making Repairs Responsible.) Rule 87. Any company making improper repairs is solely responsible to the owners, with the exception of the cases provided for in Rules 35, 58, 66 and 70. Rule 88. The company making such improper repairs shall place upon the car, at the time and place the work is done, an M. C. B. defect card, which card must state the wrong material used. Rule 89. When improper repairs of owner's defects have been made and bill rendered, the owner may counter-bill against the company making the wrong re- pairs for the cost of changing the car to the original standard, or to the requirements of Rules 17 to 27, in- clusive, and 29 to 31, inclusive, if the work is done. Rule 90. When improper repairs of defects for which owners are not responsible are made, the owner may make bill against the company making the improper repairs for the cost of changing the car to the original standard, or to the requirements of Rules 17 to 27, inclusive, and 29 to 31, inclusive, if the work is done. If an intermediate road finds it necessary for safety to standardize wrong repairs, it may render bill against the car owner for the expense, except as provided in Rules 35, 58, 66 and 70. The billing repair card of such intermediate line shall be final as to tlie fact that such wrong repairs existed and shall perforin the same func- tion as a joint evidence card. If the car carries repair card covering such wrong re- pairs, such repair card must accompany bill against the car owner. If such repair card covers items other than those corrected, the items corrected must be crossed ofi^ and the card replaced on car, but a copy of such repair card must accompany the bill against the car owner. Instructions for Billing. Rule 91. Bills may be rendered for work done under Rule 16, except in cases where owners arc not responsible and the car bears no defect card covering the defects re- paired, stating upon the bill the date and place where wrong car numbers, but road rendering bill should be communicated with by letter, and if, after investigation, it is found to be a fact that wrong car number has been given, correct number shall be furnished or credit cover- ing amount of charge allowed on next month's bill. When necessary to return bills for correction, all defect cards and billing repair cards should be detached, except those covering repairs to cars, the charge for which there may be some question as to its correctness. Rule 92. In rendering bills, cars shall be treated as belonging to companies or individuals whose name or initials they bear, except in case of Line Cars where the equipment list of the general officers of the Line desig- nates a party to make settlement. Rule 93. All companies rendering bills should consoli- 80 INT CAK BUILDERS' DICTIONARY INT date all charges against any one company into one monthly bill. Rule 94. For repairs made on defect cards, the card must accompany the bill as a voucher for the work done, but no bill shall be rendered for repairs which have not been made. Rule 95. Bills may be rendered against car owners for the labor only of replacing the following material when lost on the line of the company making the re- pairs, viz. : Brake beams, including shoes, heads, jaws and hangers, when lost with the brake beam. Couplers, including yokes, springs and followers, when lost with the coupler. Rule 96. In making bills under these rules, the infor- mation necessary should be embodied on the forms shown S 6 Zf,^ 1S3 DO O u K 'it - a ii u ^ I §. ^ herewith, whether the same is made as a bill or a state- ment to accompany a bill. In exchanging wheels and axles under foreign cars, reports on repair cards, of M. C. B. Standard size, em- bodying all information required by the statement shown herewith, will be accepted. Rule 97. Bills or statements for wheel and axle work must make specitic mention of each wheel and axle re- moved and applied. If no marks are found on wheels or axles removed, a notation to that effect must be made. Rule 98. Bills rendered for wheels and axles shall be in accordance with the following schedule of prices for material, with the proper debits and credits : Second- New, hand. Scrap. One 36-in. cast-iron wheel $10.50 $7.75 $5.25 One 33-in. cast-iron wheel 9.00 7.00 4.75 One 33-in. forged or rolled steel wheel.... 21.00 4.50 One axle, 100,000 lbs 20.00 12.00 7.50 Second- New, hand. Scrap. One axle, 80,000 lbs $16.00 $10.00 $6.50 One axle, 60,000 lbs 14.00 7.75 5 25 One axle, 50,000 lbs. (or under) 10.00 5^00 3^00 And with an additional charge for all labor for each pair of wheels and axles re- moved from all arch bar trucks of 2.00 And from all solid pedestal trucks of 2.25 If new wheels and axles are substituted for secondhand wheels and axles, proper charges and credits shall be al- lowed, although such substitutions be made on account of only one loose or defective wheel or a defective axle, with the following exceptions : In case the owner of a car removes a damaged wheel or axle, no charge shall be made for any difference in value between the parts used and those removed that are not damaged. Removing, turning and replacing a pair of forged steel or steel-tired wheels; $3.50 for pedestal type of truck and $3.25 for arch bar truck. The price for new forged or rolled steel wheels shall only apply to such wheels having treads \Yi inches thick or over, measured from base line of tread to the condemn- ing limit, which is ^ inch above witness groove. For wheels having treads less than Ij^ inches thick as de- scribed, a reduction shall be made in price at the rate of 75 cents per 1/16 inch thickness (on radius) of tread. Any loss or increase of service metal on forged or rolled steel wheels shall be credited or charged at the rate of 75 cents per 1/16 inch thickness (on radius) of tread. In Case of Owner's Defects. No credit will be allowed owner for loss of service metal due to turning oft' wheels. Should there be a further loss of service metal, however, due to the appli- cation of other wheels, the proper credit for such addi- tional loss must be given the owner. Any increase in the amount of service metal, due to the application of other wheels, may be charged to the owner. Delivering Line Defects. When repairs are not covered by a defect card, the proper credit for any loss of service metal must be given the owner ; but no charge shall be made against the owner for any increase in the amount of service metal, due to application of other wheels. When the repairs are covered by the defect card of an- other company, charge covering such repairs shall be made against the owner of the car, the defect card and the billing repair card to be attached to the bill. The owner to render counter-bill on the authority of the de- fect card against the company issuing same, including an additional charge to cover the loss of service metal, on ac- count of the defects covered by the card. Should there be an additional loss of service metal, on account of the application of other wheels, the company making the re- pairs shall allow the proper credit to the owner to cover such additional loss of metal. Should there be an in- crease in the amount of service metal, due to the appli- cation of other wheels, such increase may be charged to the owner and included in the owner's counter-bill against the company issuing the defect card, except when re- pairs are made by the owner. The above provisions shall govern any loss or increase of service metal on account of the mate wheel, even if same is not defective, when both wheels are turned off to correspond. The necessary information must be given in all cases, as provided in Rule 10. In cases of slid-flat wheels Yi inch for loss of service metal will be allowed for flat spots 2i/2 inches long and 1/16 inch for each additional inch or fraction thereof. 81 INT CAR BUILDERS' DICTIONARY Rule 59. If car owner elects on account of improper repairs to remove M. C. B. Standard axles suitable to the capacit}^ of the car, he shall make charge for second- hand axles and allow credit for secondhand axles if they are in good order. y\xles removed below the journal limit of 100,000 pounds, 80,000 pounds, 60,000 pounds and 40,000 pounds capacity, to be credited as scrap when removed. Rule 100. Bills or statements Avhich do not embody all the information called for by the headings of the columns may be declined until made to conform to the re- quirements of the rule. In all cases of forged or rolled steel wheels, the re- pair card must show the actual thickness of tread be- fore and after turning oil, measured from base hne of tread to the condemning limit of tread, which is ^ inch above the witness groove; also show actual thickness of tread on other wheels applied. This information must be reported to car owners regardless of whether repairs are chargeable or not. Rule 101. Bill for repairs made under these rules and for material furnished shall be in conformity with sched- ule of prices and credits for the articles enumerated be- low : Material. 8-inch. 10-inch. Air-brake Equipment : Air-brake hose, l->s-inch M. C. B. standard, com- plete with fittings, applied to car, charge $2.00 $2.00 Air-brake hose, M. C. B. standard, credit for fittings for same 80 .SO Angle cock, plain handle 1.50 1.50 Angle cock, self-locking handle 1.80 1.80 Angle cock handle, plain 08 .08 Angle cock handle, self-locking, complete .40 .40 Angle cock handle, self-locking .25 .25 Auxiliary reservoir, detachable type 2.75 6.25 Auxiliary reservoir, combined type 2.75 6.25 Brake pipe air strainer, lJ-'4-inch .60 .60 Brake pipe air strainer union nut .12 .12 Brake pipe air strainer union nut and swivel... .12 .12 Centrifugal dust collector, 1-inch 1.20 1.20 Centrifugal dust collector, 1 ;4-irich 1.50 1.50 Centrifugal dust collector deflector and plug... .30 .30 Check valve cap .25 .25 Cut-out cock 1.30 1.30 Cut-out cock handle .07 .07 Cylinder body 2.00 3.50 Cylinder piston and rod 1.00 1.50 Cylinder piston follower .08 .25 Cylinder piston packing leather .60 1.00 Cylinder piston packing leather expander .05 .06 Cylinder piston release spring .50 .50 Cylinder non-pressure head .60 1.25 Cylinder pressure head, plain .50 .75 Cvlinder pressure head with lever brackets, hm:s and bolts 1.50 1.75 Cylinder gasket 06 .08 Exhaust piston .20 .20 Exhaust piston head .40 .40 Exhaust piston seat .10 .10 Gasket, air hose coupling .04 .04 Gasket, leather, union, all sizes .04 .04 Pipe nipple on end of train line .12 .12 Piston stop 10 .10 Pressure-retaining valve. 2 position 1.00 1.00 Pressure-retaining valve, 3 jiosition 3.00 3.00 Release valve .60 .60 Kelease valve handle .10 .10 Release valve rubber seat .02 .02 Release valve vent valve, complete .10 .10 Release rod 10 .10 Retaining valve handle .05 .05 Retaining valve cock key, two position .15 .15 Retaining valve cock key, three position .20 .20 Retaining valve case, two position .10 .10 Retaining valve case, three position .40 .40 Retaining valve spring .03 .03 Retarding device body .80 .80 Retarding device screws ( each) .04 .04 Retarding device stem .50 .50 Retarding device spring .05 .05 Rubber seat, for triple emergency valve, check valve or vent valve .05 .05 Side cap _ -20 .20 Train pipe air strainer (1 '/.l-inch) .60 .60 Triple check-valve case 1.00 1.00 Triple cylinder cap (drain cup) .75 .75 Triple cylinder front cap, type K-3, 4, 5, 6,-N. Y. .75 .75 Triple cylinder front cap, type F and H, N. Y. .60 .60 Triple cylinder or main cylinder gasket .40 .40 Triple emergency valve, all classes .60 .60 Triple emergency valve seat .b5 .55 Triple emergency valve piston. .50 .50 Triple emergency valve piston ring only .15 .15 Triple emergency check valve, metal .25 .25 Triple emergency check valve spring 02 .02 Triple emergency check case gasket .10 .10 Triple graduating spring 05 .05 Triple graduating stem 15 .15 Triple graduating stem nut .20 .20 Material. 8-inch. Triple graduating valve, round type $0.05 Triple graduating valve, flat type .25 Triple graduating valve spring -02 Triple piston and ring 2.00 Triple piston K type 3.00 Triple piston ring (only) -25 Triple slide valve, old type, W. A. B. Co .75 Triple slide valve, F-1, N. Y 75 Triple slide valve, H-1, N. Y 90 Triple slide valve, Iv type 1.50 Triple slide valve spring -03 Triple union nut 'lO Triple union swivel -lO Triple valve body, complete, old style W. A. B. 5.50 Triple valve body, complete, old style N. Y.... 6.00 Triple valve body, K type 8.00 Triple valve seat, metal 1.50 Triple valve strainer .05 Triple valve gasket -20 Tri]ile vent piston -70 M.vrERiAL. Charge. Altering height of one end of car. by adjusting center plates or body bolster, net $1.25 Altering height of one end of car, shimming springs, net .75 Bolts, nuts and forgings, finished, per lb .03 Brake shoe applied; no credit for scrap .30 Brake shoe, reinforced back, applied; no credit for scrap .40 Brake shoe key applied; no credit for scrap .05 Castings, rough iron, per lb .02 Castings, rough malleable, per lb .04 Castings, rough steel, per lb .05 Chain, per lb .05 Coupler, M. C. B., complete, new, steel 5 by 5 shank . 8.75 Coupler, M. C. B., complete, new steel 5 by 7 ^ shank 9.50 Coupler body, one, new steel 5 by 5 shank 5.75 Coupler body, one, malleable, 5 by 5 shank Coupler body, one, new steel 5 by 7 shank 6.50 Coupler body, one, malleable, 5 by 7 shank Coupler knuckle, one, new, open Coupler knuckle, one, new, solid 2.25 Coupler knuckle pin, one, new .25 Coupler lock, one, new .50 Coupler release clevis, applied, net .03 Coupler release clevis link, applied, net .03 Other individual malleable, wrought or steel parts, per lb 04 Door, for end of box or stock car, wooden, each, applied; no credit for scrap 1.95 Door, for end of box or stock car, ventilated (wooden frame with iron rods) , each, applied; no credit for scrap 3.30 Door, for side of box or stock car, wooden, each, applied; no credit for scrap 4.75 Door, for side of box or stock car, ventilated (wooden frame with iron rods), each, applied; no credit for scrap 6.50 Door, for side of carriage, automobile or furniture car, wooden, each, applied; no credit for scrap. 6.00 Door for side of stock car, with iron rods, each, applied; no credit for scrap 5.50 Door, for roof of coke car, wooden, each, applied; no credit for scrap 1.75 Door, for roof of stock car, wooden, each, applied; no credit for scrap 1.25 Half door, for side of box or stock car, each, ap- plied; no credit for scrap 3.00 Half door, for end of furniture, carriage or auto- mobile car, each, applied; no credit for scrap.. 6.00 Handhold, one, applied, net .40 Hatch cover, for roof of refrigerator car, wooden, each, applied: no credit for scrap 1.50 Hatch plug, for refrigerator car, wooden, each, applied; no credit for scrap 2.00 Iron, galvanized, per lb .04 Journal bearings, brass or bronze, lined or un- lined, per lb., applied .18 Journal bearings, filled brass or bronze shell, per lb., applied .14 Journal bearings; weight to be charged and cred- ited as follows; Lbs. For journals 7 in. long and over, but not 8 in... .10 For journals 8 in. long and over, but not 9 in... .13 For journals 9 in. long and over, but not 10 in.. .20 For journals 10 in. long, but not 11 in .25 Journal bearings, cast steel, or malleable iron back, credit for scrap, per lb Janney key, one, applied; net .02 Key ring, one, applied; net .03 Labor, per hour .24 Lumber^ — Yellow, White and Norway Pine, Pop- lar, Oak, Hickory and Elm, dressed and framed, per foot E.-M. required to make the part .04 Nails, per lb 03 Nut-lock, one, applied; net .03 Paint, lead, freight car, mixed, per lb ,15 Paint, mineral, freight car, mixed, per lb .07 Pipe, ^-^-inch, per ft ,03 Pipe, 1-inch, per ft .05 Pipe, 1 j4-iiich, per ft 07 Ratchet wheel key, one, applied; net .03 Spring cotters or spring keys, separately or in connection with other repairs, each, apjilied, . . . .02 Steel for springs, rough, per lb ,05 Steel helical springs, per lb .03 Steel, pressed and flanged, per lb .04 Steel, plate and structural, per lb .03 Stenciling side and end wdien done to preserve identity of car, when not necessitated by other repairs, net (per Rule 102) .50 82 10-inch. $0.05 .25 .02 2.00 3.00 .25 .75 .75 .90 1.50 .03 .10 .10 5.50 6.00 8.00 1.50 .05 .20 .70 Credit. $0.0034 .006 .005^ .0034 .01 1.05 .90 1.15 1.00 .40 .45 .05 .06 .13 .10 .12 .15 00 3i .0034 .00^ INT CAR BUILDERS' DICTIONARY INT Rule 102. Not more than one pound of mineral paint can be charged for 15 square feet of surface covered, and not more than one pound of lead paint for 12 square feet of surface covered. Xo charge to he made for lettering except when done to preserve the identity of the car and not necessitated by other repairs. Rule 103. Whenever scrap credits are allowable the weights of scrap credited shall be equal to the weights of the new metal applied, except as otherwise provided in the rules, and except in the case of scrap M. C, B. couplers, and parts of same, and material applied on de- fect cards, in which cases the weight and kind of metal removed shall he credited. Rule 104. When M. C. B. coupler parts or metal brake beams are replaced, good secondhand material may be used, but they must be charged at seventy-five per cent of the prices when new. The credits for coupler parts released from service in good condition must be seventy- five per cent of the prices when new, and similarly the credits for metal brake beams must be fifty per cent of the prices when new. In the case of defective couplers, when another make is applied, credits shall be confined to the body, lock, knuckle and knuckle pin. Rule 105. Manufactured articles not included in Rules 98 and 101 must be charged at current market prices. Rule 106. No percentage shall be added to either ma- terial or labor used in repairs to cars prior to Novem- ber 1, 1912._ For repairs made on and after that date, 10 per cent, shall he added to the net total amount of the bill, for material and labor; this provision to apply to all charges authorized in these rules, with the folloAving ex- ceptions : No percentage to be added to charges for repairs made on authority of defect cards issued prior to November 1, 1912, regardless of date of repairs. No percentage to be added to bills rendered by car owners for material furnished by them for repairs to their cars on foreign lines. No percentage to be added to bills covering settlement for destroyed cars or trucks, under Rules 116 and 118. The Arbitration Committee has received a great many inquiries as to the proper interpretation of Rule 122, and it is frank to say that under the present reading of the rule it is practically impossible to carry out the provisions of the rule in regard to reclaiming for prepaid freight charges, especially where the repairing company is re- sponsible. Your committee, therefore, believes it would be better to have the freight charges follow the shipment, and would, therefore, change the rule to read as follows, with the understanding that it shall apply also to unsettled cases : Rule 107. The following table shows the number of hours which may be charged for labor in doing the various items of work enumerated, which includes all work neces- sary to complete each item of repairs, except m so far as labor is already included in charges for material : Ordikary Refrigerator Cars. Cars. Charge Charge Hours, for Hours, for Labor. Labor. Advertisements, temporary, tacked on car, removing, per car • ■ - $0.5U . ■ y).::)ll Advertisements, temporary, pasted, glued or varnished on cars, removing, per car .. 1.00 .. l-UO Air-brake equalizer or fulcrum, one, re- ^ newed V^ ■^-' -^ Air-brake block or plate (plus labor charge for R. and R. cylinder when necessary ^ ,; i • ir to do so), one, renewed l^z -^o ly-j -Jo American continuous draft rods, one rod, ^ ^ . ^n welding 2/, .60 2]/. .C:0 Anchor rod (bolster and deadwood), one, / lo renewed 54 -18 H -lo li. Anchor rod (bolster and deadwood) , black- smith labor repairing Anchor rod, head block tank car or Gould draft, one, renewed Anchor rod, head block tank car or Gould draft, blacksmith labor, repairing Anchor tank, one, renewed .Anchor tank band, blacksmith laljor, re- pairing Anchor tank band "Y" bolt, one, renew-ed Anchor tank band "Y" bolt, blacksmith labor, repairing Anchor or lug straps, one, renewed Anchor or lug straps, blacksmith labor, repairing Arch bars, 1 or 2 replaced on same side of truck Arch bar, blacksmith labor, each, reform- ing Arch bar, drawing down Arch bar tie straps, one, renewed Arch bar tie straps, blacksmith labor, one, repairing Belt rail oi- girth (end), when two posts or braces are renewed Belt rail or girth (endj, when not asso- ciated with renewal of posts or braces. Belt rail plank (end), "when renewed sep- arately Belt rail plank (side), when rene\ved sep- arately Bolster, body, composite, one, replaced, . Bolster, body, plain metal or wood, one, replaced Bolster, body, metal, one replaced when draft timbers extend through same.... Bolster, body, plain metal or wood, one, replaced -when one or more defective sills are replaced Bolster, composite, one, replaced when one or more defective sills are replacecl Bolster truck, one, replaced Bolster, truck, one, and one spring plank- in same truck, replaced. Body truss rod bearing or queen post, closed, one, renewed Body truss rod bearing or queen post, closed, two on same rod, renewed Body truss rod bearing or saddle block, open, one, renewed Body truss rod, full length, renewed. . . . Body truss rod, per section, renewed.... Body truss rod, per section, or full length, blacksmith labor, repairing Body truss rod, tightening and replacing on saddle Braces, side or end, one, renewed Braces, side or end, each, renewed, when associated with the renewal of posts . . Brake beam, one, replaced, including at- tachments and connections Brake beam, one, metal, blacksmith labor, repairing Brake beam, wooden truss, repairing.... Brake beam guide or finger guard, one, renewed Brake beam head (w^ooden beam) , one renewed Bral2 .60 .36 2'A l;'2 .60 .36 li .06 }'i .06 1 .24 1 .24 lyi .36 IJi .36 ;4 .06 !4 .06 ;-4 ■/2 .06 .12 .12 1-2 .06 .12 .12 1' 1 .12 .24 .24 .12 1/., l" 1 ^/2 .12 .24 .24 .12 3'4 IH .18 .36 -*4 1^2 .18 .36 A .12 Vl .12 /'4 .12 .12 .06 ^ 2 ?4 .12 .12 .06 1 1-4 .06 .06 .24 .12 ;4 1 .06 .06 .24 .12 14 .12 V2 .12 ■1 ,12 .12 I/; .12 .12 \i .12 1.; .12 1 .24 1 .24 i-'-i .12 .36 .12 I ; .12 .36 .12 83 INT CAR BUILDERS' DICTIONARY INT Ordinary Cars. Refrigerator Cars. Ordinary Cars. Refrigerator Cars. Charge Charge Hours, for Hours, for Labor. Labor. Buffer block, one, cast-iron, replacing... Bolts- Carrier iron bolts, three or less at one end of car, applied Carrier iron bolts, all at one end of car, applied Carrier iron bolts, 6-inch or less, each... Center plate bolts, where same do not pass through draft timber, one or more, or all at same end Center plate bolt or bolts, and center plate, replacing on one end of car.... NOTE. — If center plate bolt or bolts pass through draft timbers it must be termed center plate bolt and charged three hours on ordinary cars and four hours on refrigerator cars. Column bolts, one or more, replaced in same truck Coupler stop bolts, lug strap bolts or draft timber cross-tie bolts, 5 or less, at same end of car, when coupler is not re- placed, each Coupler stop bolts, lug strap bolts or draft timber cross-tie bolts, 6 or more, at same end of car when coupler is not replaced Draft timber bolts or carrier iron bolts, either or both, three or less, at one end of car, replacing Draft timber bolts or carrier iron bolts, either or both, four or more, at one end of car, replacing Journal box bolt, one or two, replaced, same box Bolts, 6-inch or less (other than those provided for), each, applied Bolts, over 6 inch in length (other than those provided for), each, applied Card board, one, renewed Carlin, one, replaced Carrier iron, one, renewed Carrier iron, blacksmith labor, repairing. Carrier iron, one, tightened Chute plank, top, middle or bottom, side, each, renewed Chute plank, end, each, renewed Column casting, one or both, replaced on same side of truck Column casting, two, replaced on opposite sides of same truck Column guide, one, renewed Column guide, two at same end of bolster, renewed Center pin (head), applied, empty car... Center pin (head), applied, loaded car... Center pin (head) , applied, empty car, and putting same end on center Center pin (head), applied, loaded car, and putting same end on center Center pin (key), applied, empty car, in- cluding placing the same end on center, if necessary Center pin (key), applied, loaded car, in- cluding placing same end on center, if necessary Center plates, one or two, at same end, replacing Corner iron, one, replaced Coupler, with stem attachments, coupler springs, one or more follower plates, American continuous draft key, Ameri- can continuous draft rods, one or more coupler stops, renewing or replacing one or all, at same end of car, at same time Coupler, with pocket attachments, coupler springs, one or more follower plates, one or more coupler stops, coupler pockets, coupler pocket rivets, renewing or re- placing any or all, at same end of car, at same time (This does not include coupler stops riveted, which should be charged for on a per rivet basis in addition to the cost of removing and replacing coupler when it is necessary to do the riveting.) Coupler, with key attachments, renewing or replacing Coupler yoke bolts, applied, one or two, at same end of car (coupler not R. & R.) Coke rack cleat (wooden rack), each, re- newed Coke rack gate (2 bars), renewed Coke rack gate (3 bars), renewed Coke rack gate guide, each, renewed. . . . Coke rack gate slat, each, renewed Coke rack stake clamp, each, renewed... Coke rack stake clip, each, renewed Coke rack thimble or catch, each, renewed Cross-tie timber, one, replaced Cross-tie timber, one, replaced when one or more defective sills are replaced... Dead block, wooden, replacing at one end of car Dead block, metal, renewed at one end of car Deck bearer upper (stock car), one, re- newed - : Deck, upper, flooring, per board, renewed Door, end. old, rehanging Door, side, old, rehanging 1.24 1.24 2 .48 2 .48 3 .72 .06 3 .72 .06 3 .72 4 .96 3 .72 4 .96 2/a 3 1 .48 iy2 .36 .60 .72 .24 .96 1.20 1/. 2 'A 3 1 .48 'A .12 A .12 3 .72 3 .72 2 .48 2 .48 3 .72 3 .72 1 .24 1 .24 'A .06 A .06 1 A .12 .12 .96 .24 .12 .06 Ai /2 'i .12 .12 .24 .12 .06 1/2 1 .36 .24 3 .72 3 .72 5 1 1.20 .24 5 1 1.20 .24 154 1 4 .30 .24 .96 lA 1 4 .30 .24 .96 2 .48 2 .48 6 1.44 6 1.44 .36 .72 .24 .96 1.20 2 .48 2 .48 1 .24 1 .24 li .18 .18 1 3/1 .24 .18 4 .18 V, .12 A .06 A .06 5 1.20 6 1.44 1^ .36 2 .48 3 .72 3 .72 3 .72 3 .72 1 .24 A .06 u .12 I A .36 2 .48 Charge Charge Hours, for Hours, for Labor. Labor. Door bar (stock car), renewed Door batten or stile (nailed door), not including R. & R. door, renewed Door rail or stile (frame door), not in- cluding R. & R. door, renewed Door cap or housing (wood), renewed... Door cap or housing (metal), renewed — Door hanger or roller, either or both, re- newed Door hinge, one, renewed Door guide, one, renewed Door guide rail, bracket, one, renewed. . . Door hasp or keeper, one or both, re- newed Door seal hook and chain, one, renewed. Door stop, iron, one, renewed Door stop, wood, one, renewed Door rod (lock), one, renewed _. . Door rod (lock), blacksmith labor, repair- ing Door rod bearing, only, one, renewed.... Door rod shoe, only, one, renewed Door track, top or bottom, one, renewed. Door track, top or bottom, blacksmith labor, repairing Door track, repaired on car Draft timber, one, replaced Draft timbers, two, on same end, replaced Draft timbers, one, extending beyond body bolster, renewed Draft timbers, two, extending beyond body bolster, renewed Draft timber, one, renewed, when its cen- ter sill is renewed or spliced, at same end of car Draft timber, one, renewed, when its op- posite center sill at same end of car is renewed or spliced Draft rod key, repaired Draft timber filler block, renewed, when draft timbers are not renewed Draft timbers, tightened, one end, no ad- ditional labor for tightening when draft bolt or bolts are applied Drop end gate, replacing on authority of defect card Drop end gate (1 plank), plain, renewed. Drop end gate (1 plank) , metal bound, renewed Drop end gate (3 plank), plain, renewed. Drop end gate (3 plank), metal bound, renewed Drop end gate plank, plain, one, renewed Drop end gate plank, plain, two, same end, renewed Drop end gate plank, metal bound, one, renewed Drop end gate plank, metal bound, two, same end, renewed Drop end gate cleat or stop, one, renewed Drop end gate hinge, one, renewed Drop end gate keeper or latch, one, re- newed Drop door chain, one, renewed Drop door plank, each, renewed Drop door shaft and ratchet, either or both, renewed Drop door shaft, blacksmith labor, re- pairing Drop door shaft pawl, one, renewed Drop door shaft key, one, renewed End plank, one, renewed on Gondola car, without angle irons With angle irons, bolted With angle irons, riveted End planks, two, renewed on same end: Without angle irons With angle irons, bolted With angle irons, riveted End planks, three, renewed on same end: Without angle irons With angle irons, bolted With angle irons, riveted End planks, four, renewed on same end: Without angle irons With angle irons, bolted With angle irons, riveted End plate, one, replaced Flooring boards, renewed, per lineal foot. Follower tie strap, one, renewed Fascia or drip moulding, renewed, per lineal foot Hand hold, removed and straightened, one Hand hold, straightened on car, one or two Hand rail rod or pipe, per side, separately, renewed Hand rail post, including rail removed and replaced Hand rail post, each, additional Hay box, complete, renewed Hay box door, one, renewed Head block casting (tank car), one, re- newed Journal box, one, replaced. Journal boxes, two on same axle, replaced Journal box. one or two, replaced on same axle, solid pedestal truck Journal box. three or four, replaced on same truck, solid pedestal truck .48 .72 .24 .48 Ya. $0.18 1 .24 1 .24 1"/1 .30 iy4 .30 1/2 .36 W2 .36 g .18 .18 .12 "Vi .18 A .06 A2 .12 A A .12 .06 A .12 , , 1 .24 154 .36 •• 1 A .24 .12 .12 154 .36 1 .24 V,. .18 9 2.16 io 2.40 12 2.88 13 3.12 11 2.64 12 2.88 14 3.36 15 3.60 .48 .72 .24 .48 A .12 Ai .12 A 1 .12 .24 2 2 .48 .48 6 1 1.44 .24 I A .36 3 .72 4^ /2 1 1.08 .12 .24 A A 1 .12 .12 .24 I A .36 1 .24 .12 .06 2 3 s .48 .72 1.20 2/2 3/2 5/2 .60 .84 1.32 3 4 6 .72 .96 1.44 3/2 4/2 6A 12 "a .84 1.08 1.56 2.88 .20 .12 8 4.32 .20 A .12 i .025 .24 .025 1 .24 A .06 A .06 1/3 .36 2 3/2 2 .48 .18 .84 .48 3 2/2 4 .72 .60 .96 3 .72 5 1.20 4 .96 5 1.20 5 1.20 6 1.44 84 INT CAR BUILDERS' DICTIONARY INT Ordinary Refrigerator Cars. Cars. Ordinary Refrigerator Cars. Cars. Charge Charge Hours, for Hours, for Labor. Labor. Charge Charge Hours, for Hours, for Labor. Labo Journal truing up, one or two, on same axle 2 $0.48 Journal wedge, renewed or replaced, sepa- rately ^ Ladder complete (wood), renewed 1^2 Ladder stile (wood), one, renewed 1 Ladder tread (wood), one, renewed 54 Letter or number board, one, renewed... 1 Lining, renewed, per square foot Nuts, only, ^g-inch and under, replacing four or less J4 Nuts, only, 1-inch to 1 ^^ -inch, inclusive, replacing one or two J4 Nuts, only, 1 J/^-inch and over, replacing one J4 Pedestal tie bolt or casting, either one or both, renewed J^ Pedestal tie strap, one, renewed Yz Pipe hanger cap or clamp, one, renewed. I/4 Pipe hanger, complete, renewed J/^ Pipe hanger, blacksmith labor, repairing. 3^ Pipe hanger tightened, one or two J^ Platform plank, one, replaced 2 Post, corner, door, end or side, each, re- newed on empty car 3 Post, corner, door, end or side, each, re- newed, where associated with renewal of side sill or inside end sill, side or end plate 2 Post, corner, door, end or side, one, re- newed on loaded car 4 Push rod guide, one, renewed J4 Push pole pocket (bolted), one, renewed. 5^ Push pole pocket, blacksmith labor re- pairing ^2 Releasing lever for M. C. B. coupler, one, replaced 5^ Release lever (coupler), repaired, on car. K Release lever bracket (coupler), one, re- newed ^ Re-nailing roofing and siding, per lineal foot Replacing truck spring, when out of place, empty car J4 Replacing truck spring, when out of place, loaded car 1 Rod, vertical tie rod, one, renewed ^ Rod, vertical tie rod, blacksmith labor re- pairing l4 Rod or pipe, side or center hitch (stock car) . one, renewed ^ Roof boards, single, including removing and replacing running boards, per lineal foot .09 Roof boards, double board roof, including removing and replacing running board, per lineal foot Roof purline, one, renewed 1 Roping staple, one, renewed 5^ Roping staple, blacksmith labor repairing. J^ Running board, complete, applied 7 Running board, renewed, per lineal foot, per single board Running board saddle, separately, one, re- newed Vz Running board bracket, one, renewed.... 1/2 Running board bracket, blacksmith labor repairing J^ Running board extension block, renewed. J/2 Safety chain hook or link (end sill), one, renewed J^ Safety valves, one or two, per tank, test- ing and stenciling only 1 Safety valve, one, per tank, adj usting, testing and stenciling 2 Safety valves, two, per tank, adjusting, testing and stenciling 3 Side bearing, one, renewed 1 Side bearing, each additional, at same end of car, renewed 14 Spring plank, one, replaced 8 Side planks on gondola car (with corner bands), spliced, one 4 Side planks on gondola cars (without cor- ner bands), spliced, one 3 Side planks on gondola cars, renewed: Without corner bands, one plan!*: 7 Without corner bands, each additional plank 4 With corner bands, bolted or riveted, one plank 10 With corner bands, bolted or riveted, each additional plank 5 Side slat or end slat (stock car), nailed, one, renewed _- • • 5^ Side slat (stock car), inside or outside, bolted, one, renewed 1 Slat, end (stock car), bolted or riveted, one, renewed 1 Sheave wheel in brake rod, one, renewed I'^j Sill step, bolted, one, renewed ,!/2 Sill step, blacksmith labor, repairing.... Yz Sill steps, handholds and ladder treads, tightened, four or less !4 Side plate, one, applied 29 Side plate, one, spliced .■ ■ ■ ■ ^^ Siding removed and replaced, per lineal foot -16 .18 18 .36 .36 .24 1 :>A .06 'A .06 .24 1 .24 .03 .04 .06 A .06 .06 Vi .06 .06 % .06 .12 Vz .12 .12 Vi .12 .06 % .06 .12 Vz .12 .12 54 .12 .06 '4 .06 AH 2 .48 .48 3/. .84 .96 .12 .12 6 1.44 .12 .12 .12 Vt. .12 .12 .06 54 .24 .06 .06 Va .06 .01 .. .01 .06 Va .06 .24 .18 1 .24 .18 .12 Vz .12 .18 .09 .13 .24 .12 .12 1.68 i /2 Y' .13 .24 .12 .12 1.68 .015 .01 .12 .12 12 .'12 .12 .12 V2 y^ .12 .12 .12 Vz .12 .24 .48 .72 .24 'i .24 .12 1.92 8 .12 1.92 .96 .72 1.68 .96 2.40 1.20 .12 .24 .24 .12 .12 .12 "!4 V2 .1^ !l2 .06 6.96 2.40 Vi 39 17 .06 9.36 4.08 Siding removed and replaced, per lineal foot, where nails are set and holes puttied 1 center sill spliced, per end 20 2 center sills, spliced, same end 26 1 center sill, renewed 38 2 center sills, renewed 44 1 end sill under siding, renewed 17 1 end sill outside siding, renewed 8 1 end sill under siding, renewed, when one or more defective sills are renewed or spliced 5 1 end sill outside siding, renewed, when one or more defective sills are renewed or spliced 3 1 intermediate sill, renewed 32 2 intermediate sills, renewed 37 3 intermediate sills, renewed 43 4 intermediate sills, renewed 47 1 intermediate sill and 1 center sill, re- newed 43 1 intermediate sill and 2 center sills, re- newed 49 2 intermediate sills and 1 center sill, re- newed 48 2 intermediate sills and 2 center sills, re- newed 54 3 intermediate sills and 1 center sill, re- newed 53 3 intermediate sills and 2 center sills, re- newed 59 4 intermediate sills and 1 center sill, re- newed 58 4 intermediate sills and 2 center sills, re- newed 64 1 intermediate sill, spliced 13 1 side sill and 1 center sill, renewed.... 54 1 side sill and 2 center sills, renewed.... 60 2 side sills and 1 center sill, renewed.... 70 2 side sills and 2 center sills, renewed... 76 1 side sill, spliced 14 1 side sill, renewed 29 2 side sills, renewed 50 1 side sill and 1 intermediate sill, renewed 48 1 side sill and 2 intermediate sills, re- newed 53 1 side sill and 3 intermediate sills, re- newed 53 1 side sill and 4 intermediate sills, re- newed 63 2 side sills and 1 intermediate sill, re- newed 64 2 side sills and 2 intermediate sills, re- newed (}9 2 side sills and 3 intermediate sills, re- newed 74 2 side sills and 4 intermediate sills, re- newed 79 1 side, 1 intermediate and 1 center sill, renewed 59 2 side, 1 intermediate and 1 center sill, renewed 75 1 side, 2 intermediate and 1 center sill, renewed 64 2 side, 2 intermediate and 1 center sill, renewed SO 1 side, 3 intermediate and 1 center sill, renewed 69 2 side, 3 intermediate and 1 center sill, renewed 85 1 side, 4 intermediate and 1 center sill, renewed 74 2 side, 4 intermediate and 1 center sill, renewed 90 1 side, 1 intermediate and 2 center sills, renewed 65 2 side, 1 intermediate and 2 center sills, renewed 81 1 side, 2 intermediate and 2 center sills, renewed ■ • . 70 1 side, 3 intermediate and 2 center sills, renewed 75 1 side, 4 intermediate and 2 center sills, renewed 80 2 side, 2 intermediate and 2 center sills, renewed 86 2 side, 3 intermediate and 2 center sills, renewed 91 2 side, 4 intermediate and 2 center sills, renewed .■ ■ ■ ■ ^'^ Each side or intermediate sill, spliced, when longitudinal sills have to be re- newed, or when other sills are spliced at same end 5 Each center sill, spliced, when intermedi- ate or side sills have to be renewed... 10 1 center sill, spliced, when other center sill has to be renewed 6 Sill stiffener or furring strip, bolted, per section, renewed 1 Sill stiffener or furring strip, nailed, per section, renewed l' Stakes, end or side, on gondola cars, ap- plied, each 1 /■ Stake pocket (wooden car), each, renewed y Stake pocket, blacksmith labor, repairing. ^ Stake pocket '^" bolt, one, renewed \'. Stake pocket "U' bolt, blacksmith labor, repairing 85 $4.80 6.24 9.12 10.56 4.08 1.92 26 32 51 66 19 8 $0.22 6.24 7.68 12.24 15.84 4.56 1.92 1.20 7 1.68 .72 7.68 8.88 10.08 11.28 3 45 63 75 86 .72 10.80 15.12 18.00 20.64 10.32 69 16.56 11.76 82 19.68 11.52 81 19.44 12.96 93 22.32 12.72 92 22.08 14.16 98 23.52 13.92 103 24.72 15.36 3.12 12.96 14.40 16.80 18.24 3.36 6,96 12.00 11.52 109 19 74 86 96 108 17 49 70 68 26.16 4.56 17.76 20.64 23.04 25.92 4.08 11.76 16.80 16.32 12.72 79 18.96 13.92 98 23.52 15.12 115 27.60 15.36 110 26.40 16.56 116 27.84 17.76 122 29.28 18.96 128 30.72 14.16 98 23.52 18.00 118 28.32 15.36 105 25.20 19.20 125 30.00 16.56 111 26.64 20.40 131 31.44 17.76 117 28.08 21.60 137 32.88 15.60 105 25.20 19.44 125 30.00 16.80 111 26.64 18.00 117 28.08 19.20 124 29.76 20.64 132 31.68 21.84 138 33.12 23.04 145 34.80 1.20 S 1.92 2.40 13 3.12 1.44 9 2.16 .24 1 .24 .12 I i .12 .36 .12 .06 .06 y, .06 INT CAR BUILDERS' DICTIONARY INT Ordinary Refrigerator Cars. Cars. Charge Charge Hours, for Hours, for Labor. Labor. Strap or anclior bolt, oiif, renewed J^ $0.13 ^ $0.12 btrap or anchor bolt, blacksmith labor, repan-mg i/^ _1. i/^ j2 gtrikmg plate, one renewed 1 .24 1 .24 Striking plate, blacksmith labor, repairing Yz .12 Vz .12 Sub-tlooring, including cleats, when not associated with sill renewals, per lineal ^ foot 03 .. .03 iank head block, not including casting, one, renewed ^ . 4 .96 Tank head block casting, one, renewed.. 3 .72 . . Tank, raised to apply draft bolts, enii.tv car, per end '. 4 .96 Tank, raised to apply draft bolts, loaded car, per end 6 1.44 Train pipe, replaced and tightened, when shifted 1 .24 1 .24 Truck hanger (swing motion truck), re- newed 3 .12 3 .72 Truck hanger, blacksmith labor, repairing 1 5-2 -36 lYz .36 Truck hanger, two, same end of car (swing motion truck}, renewed 4 .96 4 .96 Truck hanger pin, separately (swing mo- tion truck), renewed 2 .43 2 .48 Truck hanger pin, blacksmith labor, re- pairing y. .12 Vz .12 Truck hanger pin seat, one, renewed 1 .24 1 .24 Truck springs, one or all, in same truck, replacing 2 .48 2 .48 Truck transom, one, wood, replaced. ... 10 2.40 10 2.40 Truck transom, two, wood, replaced in same truck 12 2.SS 12 2.88 Truck truss rod, outside, one, renewed.. 1 J-2 .36 1 J< .36 Truck truss rod, center, one, renewed... 10 2.40 10 2.40 Truck truss rod, blacksmith labor, repair- ing 1 .34 1 .24 Truck truss rod saddle, one, renewed. ... 1 .24 1 .24 Truss rod, body bolster, one, renewed... H> .36 XVz .36 Truss rod, body bolster, blacksmith labor, repairing 1 .34 1 .24 Trussing car, empty 1 .24 1 .24 Trussing car, loaded \)4^ .42 l->i .42 Truss rod, across end of car, one. renewed 1 .34 1 .24 Trussing truck bolster, empty car....... 1 .34 1 .24 Trussing truck bolster, loaded car 1 '.2 .36 Wz .36 Truss rod turnbuckle, one, renewed 3-^ .18 V^ -18 Turnbuckle lock, one, renewed V4, ,06 \X .06 Weighing and re-stenciiing stock cars, net . . 1.00 Weighing and re-stenceling other cars, net . . .75 - . .75 When necessary to remove load to make repairs at one end of car (except items of posts and head center pins) 3 .12 3 .72 REPAIRS OF STEEL OR STEEL PARTS OF COMPOSITE CARS. All rivets V2 inch diameter or over, 12 cents net per rivet, which covers removal and replacing of rivets, including removing, fitting, punching or drilling holes when applying patches or splicing and replacing damaged parts, not to include straightening. All rivets ^4 inch diameter and less than Yz inch diameter, 7 cents net per rivet, which covers removal and replacing of rivets, in- cluding removing, fitting, punching or drilling holes when applying patches or- splices and replacing damaged parts, not to include straightening. Straightening or repairing parts removed from damaged car, 60 cents per 100 pounds. Straightening or repairing parts in place on damaged car; also any part that requires straightening, repairing or renewing, not in- cluded on rivet basis, 24 cents per hour. In making repairs to cars on a rivet basis, the cost of removing and replacing fixtures not secured by rivets, but necessarily re- moved in order to repair or renew adjacent defective parts, should be in addition to the rivet basis; rules covering wood-car repairs to govern. Rule lOS. No charge to be made for labor of replacing or applying M. C. B. knuckles, knuckle locks, knuckle pins, clevises, clevis pins, lift chains, brake shoes or brake- shoe keys, or applying side and end doors, except on the authority of a defect card. No charge to be made for adjusting brakes, angle cocks or tightening unions. Rule 109. When it is necessary to apply an M. C. B. coupler complete, on account of a broken or missing knuckle or lock, the usual labor charge for replacing a coupler can be made. When one or more carrier iron bolts over six inches long are replaced, where pocket coupler at same end of car is removed and replaced, the regular labor charge should be reduced one hour, except when one or both draft timbers are replaced. Rule 110. No additional labor to be charged for: Applying end sheathing when end plate or end sill 86 under sheathing is renewed or replaced, also side sheath- ing when side sill or side plate is removed or replaced. Applying center pins or friction rollers or putting car on center when center plates or center-plate bolts are applied at the same end. Applying dead block or platform plank when end sill is applied at same end. Applying coupler when draft timber, one or both, is applied at the same end. Applying brake hangers when brake beam is applied. Applying center plate or center-plate bolts when car is raised to standard height by adjusting center plates or body bolster, at same end of car. Rule IH. The following table shows the labor charges allowable for air-brake repair work. The letters "R, & R." mean "removed and replaced." Cents. Air hose, R. & R 4 Angle cock, R. & R 8 Angle cock handle, renewed 4 Angle cock, grinding in, R. & R 28 Check valve case, spring gasket, or all, R. & R. . . . 10 DETAILS, Cents. Disconnecting union 3 Check valve case (2 cap screws) 2 Emergency valve seat 5 Total 10 Cents. Coupler dummy R. & R, ( 1 lag screw) 1 Cut-out cock R. & R 9 PEi.Mi s. Cents. 1 l)ipe union discoi'rected 3 2 iiipe connections 6 Total 9 Cut-out cock, grinding in, R, & R 30 Cut-out cock handle, renewed 4 CyHnder, R. & R., combined type 30 Cylinder, R. & R., detachable 23 DETAILS. Cents. Push rod (1 connecting pin) 3 Clamping piston (1 cap screw) 2 Cylinder head, R. & E. (4 nuts, Vi inch, 1 cent each) 4 Disconnecting cylinder from reservoir (7 nuts, v; inch, 1 cent each) '. . 7 Reclamping cylinder piston (1 cap screw) 2 Removing cylinder from car (6 nuts, j-g inch, 2 cents each) 12 Total , 30 Cylinder and reservoir, R, & R 41 DETAILS. Cents, Removing push rod (1 connecting pin) 3 Removing cylinder head (4 nuts, Ja inch, 1 cent each) 4 Removing cylinder from car (6 nuts, Y^ inch, 2 cents each) \2 Removing reservoir from car (2 nuts, 5,^ inch, 2 cents each) 4 Removing release rods f2 spring cotters) 4 Removing release valve 2 Removing 2 plugs 2 Removing triple (2 nuts, i/i inch, 2 cents each),','.' 4 Disconnecting train pipe union 3 Disconnecting retaining pipe union 3 Total , 41 Cylinder and reservoir, tightened when loose (8 nuts, 1 cent each) g Cyhnder cleaned, oiled, tested and stenciled, includ- ing obliterating old stencil marks 38 DETAILS, Cents, Removing push rod (1 connecting pin) 3 Clamping cylinder piston (1 cap screw) 2 Removing cylinder head (4 nuts, '< inch, 1 cent each) ' 4 Cleaning, testing and stenciling .' 29 Total 38 Cylinder release springs, R. & R \\ INT CAR BUILDERS' DICTIONARY INT DETAILS. Cents. Removing push rod (I connecting pin) 3 Clamping cylinder piston (1 cap screw) 2 Removing cylinder head (4 nuts, y^ inch, 1 cent each) , 4 Reclam])ing cylinder head (1 cap screw) 2 Total 11 Cylinder gasket. R. & R 25 DETAILS. Cents. Disconnecting triple union 3 Disconnecting retaining pipe union 3 Disconnecting reservoir block (2 nuts, ^i inch, 2 cents each) 4 Disconnecting reservoir from cylinder (7 nuts, J-s inch, 1 cent each) 7 Removing push rod (connecting pin) 3 Clamping cylinder piston 1 Removing release rod (2 spring cotters) 4 Total 25 Cents. Emergency check \-alvc, grinding in 10 Emergency valve piston, R. & R 10 DETAILS. Cents. Disconnecting union 3 Removing check valve case (2 cap screws) 2 Removing emt^rgency valve seat 5 Total 10 Emergency valve seat R. & R. (see E. V. piston).. 10 Emergency vah"e. rubber seat. R. & R 10 DETAILS. Cents. Disconnecting union 3 Removing check valve case (2 cap screws) 2 Removing riveted pin 4 Removing emergency valve nut 1 Total 10 Cylinder pist<:>n packing, R. & R 13 DETAILS. Cents. Removing push rod ( 1 connecting pin) 3 Clamping cylinder piston (1 cap screw) 2 Removing cylinder head (4 nuts, ^ inch, 1 cent each) ■ 4 Removing leather packing ( 4 nuts, yj inch, 1 cent each) 4 Total 13 Cylinder piston. R. & R 15 DETAILS. Cents. Removing push rod (1 connecting pin) 3 Clamping cylinder piston (1 cap screw) 2 Removing cylinder head (4 nuts, ;^2 inch, 1 cent each) 4 Removing leather packing (4 nuts, J-2 inch, 1 cent each) 4 Reclamping cylinder piston (1 cap screw) 2 Total 15 Cents. Dirt collector in branch pipe, cleaned, drained and stenciled 5 Gasket, air hose, coupling, rent-wed 2 Graduating valve, reground. round type. 8-inch or 10- inch, each 15 Graduating valve, reground flat type, 8-inch or 10- inch, each 25 Oil plugs, R. & R., each 2 Packing leather expander, renewed (see cylinder pis- ton.) 7 Pipe, train or branch, R. & R., for each connection made 3 Push rod, R. & R. ('1 connecting pin) 3 Release valve, renewed 6 tmguish this defect from Hat spots caused by sliding DETAILS. Cents, Disconnecting release rod (2 spring cotters) 4 Disconnecting release valve 2 Total 6 Release valve, removed, repaired and replaced (R. & R. 4 cents) 9 Release valve rod, removed, repaired and replaced.. 3 DETAILS. Cents. 1 spring cotter 2 Removing staple 1 Total 3 Reservoir, R. & R 29 DETAILS. Cents. Removing from car (2 nuts. Sg inch, 2 cents each) . . 4 Disconnecting fi-om cylinder (7 nuts, J.-'j inch, 1 cent each) 7 Removing release rods (2 spring cotters) 4 Removing release valve 2 Removing 2 plugs 2 Removing triple valve (2 nuts, 5'{i inch, 2 cents each) 4 Disconnecting unions 3 Disconnecting union, retaining pipe 3 Total 29 Cents, Removing cylinder cap (3 nuts, Vl-inch, 1 cent each) 3 Removing slide valve (3 nuts, ^l.-inch, I cent each). 3 Retaining valve, repaired 25 DETAILS. Cents. Retaining valve handle, R. & R 2 Retaining valve case, R. & R 1 Retaining valve, ground in 5 Retaining valve, cock key, ground in 15 Retaining valve, cock key and springs, R. & R 2 Total 25 Retaining" valve, R. & R. (2 lag screws, 2 cents, valve 3 cents ) 5 Slide valve, removed, ground in and replaced 33 Slide valve spring, R. & R 6 DETAILS. Cents. Cylinder cap (3 cap screws) 2 Removing riveted pin 4 Total 6 Cents. Slide valve spring, R. & R., removing riveted pin.... 4 Strainer, renewed (disconnecting union) 3 Triple cylinder bushing, reground or rehtted $1.12 Triple cylinder cap. R. & R. (3 nuts, ^-inch, 1 cent each) 3 Triple cylinder cap gasket, renewed. 3 nuts. ^S-inch, 1 cent each, gasket, 2 cents 5 Triple piston packing ring, renewed 22 Triple valve removed, cleaned, oiled, tested and sten- ciled 45 DETAILS. Cents. Train pipe union, disconnected 3 Retaining pipe union, disconnected 3 Removing triple (2 nuts, ^^ inch, 2 cents each) ... 4 Check valve case (2 cap screws) 2 Emergency valve seats 5 Cylinder cap (3 bolts) 3 Cleaning, testing and stenciling 25 Total 45 Triple valve gasket, renewed 10 Note. — Not to be allowed when triple valve is oiled, cleaned or removed for other rejiairs. DETAILS. Cents. Disconnecting branch pipe union 3 Disconnecting retaining pipe union 3 Removing triple (2 nuts, 5^i inch, 2 cents each) .... 4 Total 10 Uniftn. disconnected and connected 3 The following basic unit? were used in determining the details of prices g!\-en aliijvc. These units are not to be used in rendering bills, but may be used in the deter- minatirm of cf other coml.)inations of air-brake repairs not abo\e mentioned. DETAILS. Cents. Cap screws or bolts. R. & R.. ] or more 2 CyliTider cleaning, testing and stenciling 29 Emergency valve seat, R. & R 5 Graduating stem nut, R. & R 2 Lag or wood screws, R. & R., each 1 Nuts tightened when loose, each 1 Nuts, Yi inch or less, R. & R., 1 or 2 on same bolt. 1 Nuts, 5/g inch or over, R. & R., 1 or 3 on same bolt. 2 Pins connecting R. & R. (including split key) 3 Pins riveted, R. & R.. each 4 Plugs, oil, R. & R., each 1 Spring cotters, R. & R., each 2 Staples, R. & R., each 1 Testing air (after repairs) 5 ■ Threads on pipe, cutting, per couiiling 5 Train or branch pipe, disconnected and connected, or only connected, each connection 3 Triple valve, cleaning, testing and stenciling 25 Unions disconnected and connected 3 87 INT CAR BUILDERS' DICTIONARY INT SETTLEilENT FOR CaES. Rule 112. The company on whose line the bodies or trucks are destroyed shall report the fact to the owner immediately after their destruction, and shall have its op- tion whether to rebuild or settle for the same. Rule 113. For the mutual advantage of railway com- panies interested, the settlement for a car owned or con- trolled by a railway company, when damaged or destroyed upon a private track, shall be assumed by the railway com- pany delivering the car upon such tracks. Rule 114. If the company on whose line the car is de- stroyed elects to rebuild either body or trucks, or both, the original plan of construction must be followed, and the original kind and quality of materials used. In such cases no allowance shall be made for betterments. Rule 115. If only the body of a car is destroyed, and the company destroying it elects to return the trucks, they shall be put in good order, or accompanied by a defect card, covering all defects or improper repairs made by them for which owners are not responsible, and forwarded, within 60 days, free of freight or other charges, to the designated point on the line of the company owning or operating the car, and the number, line and class of car destroyed shall be stenciled or painted on each truck so returned. Except in cases of trucks of 50,000 pounds capacity or less, when the railroad company destroying the body of car may elect to retain the trucks and settle for them at their scrap value, except that such of the wheels, axles or all metal brake beams as are good for further service must be credited at their secondhand value under the M. C. B. rules. This paragraph will not apply to trucks belonging to individual ownership. The underframes of damaged steel and steel under- frame cars, when intact and in serviceable condition, may be forwarded to the owner on defect card. Rule 116. The settlement price of new eight-wheel cars shall be as follows, with an addition of $27.50 for each car equipped with 8-inch air-brake equipment and $35 for 10-inch air-brake equipment. The road destroying a car with air brakes may elect to return the air-brake apparatus, including such attachments as are usually furnished by the air-brake manufacturer, complete and in good condition : Bodies of 8-Wheel Cars. IVood. Box, 40 feet long or over $440.00 Box, 36 feet long or over, but under 40 feet 385.00 Box, 34 feet long or over, but under 36 feet 360.00 Box, 32 feet long or over, but under 34 feet 330.00 Box, under 32 feet long 265.00 Box, ventilated, 40 feet long or over 470.00 Box, ventilated, 36 feet long, but under 40 feet 415.00 Box, ventilated, 34 feet long, but under 36 feet 385.00 Flat, plain, 40 feet long or over 200.00 Flat, plain, 32 feet long or over, but under 40 feet 155.00 Flat, plain, under 32 feet long 110.00 Gondola, drop-bottom, 40 tons capacity or over 330.00 Gondola, drop-bottom, 30 tons capacity or over, but under 40 tons 300.00 Gondola, drop-bottom, 25 tons capacity or over, but under 30 tons 275.00 Gondola, drop-bottom, 20 tons capacity or under 200.00 Gondola, hopper-bottom, 50 tons capacity 440.00 Gondola, hopper-bottom, 40 tons capacity or over, but under SO tons 360.00 Gondola, hopper-bottom, 30 tons capacity or over, but under 40 tons 330.00 Gondola, hopper-bottom, 25 tons capacity or over, but under 30 tons 290.00 Gondola, hopper-bottom, 20 tons capacity or less 220.00 Gondola, plain, 50 tons capacity and over 350.00 Gondola, plain, 40 tons capacity, but under 50 tons 300.00 Gondola, plain, 30 tons capacity, but under 40 tons 275.00 Gondola, plain, 25 tons capacity, but under 30 tons 250.00 Gondola, plain, under 25 tons 140.00 Stock, 34 feet long or over 330.00 Stock, 32 feet long or over, but under 34 feet 300.00 Stock, under 32 feet long 265.00 The lengths of cars above mentioned refer to the lengths over the end sills. In the case of double-deck stock cars, $25.00 may be added to the prices given above for stock cars. Where the capacity of any car other than a gondola is 60,000 pounds or over 10 per cent should be added to the above prices for the car bodies. When cars of 60,000 pounds capacity or over, and so stenciled, have trucks with journals 4 inches or over in diameter when new, $40 per car shall be added to the fig- ure as given above for the values of car bodies, when equipped with metal body bolsters. When cars are equipped with metal center sills, the fol- lowing prices shall be added to the values of bodies for cost of such metal sills : 10 inches or less $ 60.00 Over 10 inches 80.00 When a car is equipped with two metal draft members not less than 7 inches in depth continuous from end to end of car, in combination with metal needle beams, $40.00 shall be added to the value of the body of the car for the cost of such metal draft members. Steel. Box, wooden body, metal underframe, 50 tons capacity, 38 feet 6 inches or over, over end sills $825.00 Box, wooden body, metal underframe, less than 50 tons capacity, 36 feet long or over _ 740.00 Flat, wooden floor, metal underframe, 30 tons capacity, 34 feet long or over _. 500.00 Flat, wooden floor, metal underframe, SO tons capacity, 40 feet over end sills 770.00 Flat, wooden floor, metal underframe, 40 tons capacity, 40 feet over end sills 590.00 Flat, wooden floor, metal underframe, 40 tons or over, but under 50 tons, 34 feet long over end sills, but under 40 feet 510.00 Gondola, all metal, twin-drop bottom, 40 tons capacity, but less than 50 tons capacity, 36 feet, but under 40 feet.. 790.00 Gondola, all metal, hopper-bottom, 50 tons capacity, 33 feet over end sills 825.00 Gondola, all metal, drop-bottom, 50 tons capacity, 40 feet over end sills 815.00 Gondola, all metal, plain, 50 tons capacity, 40 feet over end sills 790.00 Gondola, wooden body, metal underframe, flat-bottom, 40 feet over end sills 790.00 Gondola, wooden body, metal underframe, hopper-bottom, 32 feet over end sills, but under 40 feet 650.00 Stock, wooden body, metal underframe, less than 50 tons capacity, 36 feet long or over 715.00 Trucks. 50,000 pounds capacity and less with metal transoms and wooden bolster, per pair $215.00 60,000 pounds capacity or under, with wooden bolster, per pair 215.00 50,000 pounds capacity, all metal trucks, per pair 225.00 60,000 pounds capacity, but under 80,000 pounds, all metal, per pair 315.00 70,000 pounds capacity, but under 80,000 pounds, with wooden bolster, per pair 215.00 80,000 pounds capacity, but under 100,000 pounds, all metal, per pair 400.00 100,000 pounds capacity, or over, all metal, per pair 425.00 Prices include brake beams, complete, truck levers, dead- lever guides and bottom-connection rods. For trucks with steel or steel-tired wheels an additional allowance of $112 per car shall be made. All trucks in service of 60,000 pounds capacity or over, which consist entirely of metal, with the exception of the spring plank, shall be known hereafter as all-metal trucks. Rule 117. In the case of wooden car bodies the depreci- ation due to age shall be figured at 6 per cent per annum upon the yearly depreciated value of such car bodies. In the case of all-steel car bodies the depreciation shall be figured at S per cent per annum. In the case of car bodies with steel underframes the depreciation shall be figured at S'/i percent per annum, with the exception of steel underframe flat cars having wooden floors, which shall be figured at 5 per cent per annum. The depreciation on the tanks of tank cars for handling non-corrosive substances shall be 4 per cent per annum ; for tanks of tank cars handling corrosive substances the depreciation shall be 5 per cent per annum. The depreciation on trucks other than all-metal shall be figured at 6 per cent per annum. The depreciation on all-metal trucks shall be figured at 5 per cent per annum. 88 INT CAR BUILDERS' DICTIONARY INT Allowances for depreciation shall in no case exceed 60 per cent of the value new. The amounts $27.50 and $35.00 for air brakes shall not be subject to any depreciation. Rule 118. The bodies of refrigerator cars, stock cars permanently fitted for all shipments, and other freight cars, designed for special purposes, not referred to above, shall be settled for at the present cost price, as may be agreed to by the parties in interest, less the deduction for depre- ciation due to age, which shall be on the satne basis as for regular freight equipment. In the case of cars equipped with racks for carrying coke and for other such purposes, and also stock cars other than those permanently fitted for stall shipments with feed- ing and watering attachments, the actual cost of these equipments shall be added to the standard settlement price for such cars. Rule 119. The company on whose line the body or trucks of a car are seriously damaged, but not destroyed, may notify the owner and ask an appraisement on the damage done to the car as a basis for the disposal of the damaged car. Sending Home Worn out and Damaged Cars, Rule 120, A car unsafe to load on account of general wornout condition, due to age or decay, shall be reported to its owner, who must be advised of all existing defects. If the owner elects to have it sent home, he shall furnish two home cards, noting upon them existing defects and the route over which the car is to be returned to its owner. Such cards shall be attached to each side of the body of the car, and of the form shown herewith. They shall be FROM , R. R. • • • • TO VIA R. :;::::;;;;;;;;::::::::::::::::.:::::::::: 1 Car No To be shopped for'." . . . Initials . 1 (Head of Car D apartment. ) 3K by 8 inches, printed on both sides, and shall be filled in on both sides with ink or black indelible pencil. Rule 121, A car which is safe to run, but unsafe to load on account of serious damage caused by wreck or accident, shall be reported to the owners for appraisement and dis- position, and disposed of as provided in Rule 120, if the owner So elects. Furnishing Materials, Rule 122, Companies shall promptly furnish to each other, upon requisition and forward, freight charges col- lect from point of shipment, materials for repairs of their cars on foreign lines. If the material is for repairs of car owner's defects, the foreign company may bill car owner for the entire freight charges, and in such case the car owner may reclaim freight charges for that portion of the movement over its own line. If the material is for repairs of user's defects, the foreign line may reclaim only for that portion of the movement over its line. The company repairing the car shall provide from its own stock the following : Lumber, forgings, hardware stock, paint, hairfelt, piping, air-brake material and all M. C. B, Standard material. Requisitions for such material shall specify that same is for repairs of cars, giving car number and initial of such car, together with pattern number or other data, to enable correct filing of requisition. Settlement of Disputes, Rule 123, In order to settle disputes arising under the rules, and to facilitate the revision of the rules at the annual conventions of the Association, an Arbitration Committee of five representative members shall be ap- pointed annually by the Executive Committee; three mem- bers of this committee to constitute a quorum. In case of any dispute or question arising under the rules between the subscribers to said rules, the same may be submitted to this committee, through the Secretary, to receive consideration by the Arbitration Committee, The abstract should set forth : 1, An agreed statement of facts, 2, Argument of plaintiff, 3, Argument of defendant. The abstract should consist of not more than three type- written pages, letter size, single space, and should be signed by both parties to the dispute. Should one of the parties refuse or fail to furnish the necessary information, the committee shall use its judgment as to whether, with the information furnished, it can prop- erly give its opinion. The decisions of the committee shall be final and binding upon the parties concerned. This committee shall report its decisions to the Association, and its report shall be incorporated in the annual report of proceedings of the Association. Revision of this Code of Rules. Rule 124. The Arbitration Committee shall ask for sug- gestions of changes, amendments and additions to these rules prior to each annual convention, which it shall con- sider, and it shall report its recommendations to the suc- ceeding annual convention. Rule 125. In the revision of these rules by the Associa- tion, a two-thirds vote shall be necessary for adoption. Rule 126. Voting powers shall be the same as prescribed in the Constitution of the Master Car Builders' Association on matters pertaining to the adoption of standards and the expenditure of money. Rule 127. This Code of Rules shall be introduced for the discussion and revision at one session of the Master Car Builders' Association convention each year. Conditions of Acceptance of this Code. Rule 128. Any car owner or railway company may be- come a party to this Code of Rules by giving notice through one of its general officers to the Secretary of the Master Car Builders' Association. Railroad companies becoming subscribers to this Code of Rules must have a representative member in the Master Car Builders' Association. Rule 129, y\ny car owner or railway company that is a party to this Code of Rules shall be bound by same through its successive revisions, until one of its general officers files with the Secretary of the Master Car Builders' Association its notification of withdrawal. Rule 130. Acceptance or rejection of this Code of Rules must be as a whole, and no exception to an individual rule or rules shall be vaUd. Passenger Equipment. 1. Each Railway Company shall give to foreign cars, while on its line, tlie same care as to oiling, packing, in- spection and adjusting brakes that it gives its own cars, except in case of cars on which work is done under special 89 INT CAR BUILDERS' DICTIONARY agreement existing between the company owning the cars and the road operating the same. 2. The expenses of maintenance of passenger equip- ment operated in interchange or line service shall be divided into three classes, namely : (a) Owner's defects. (b) Delivering Company's defects. (c) Line expenses proratable against the roads com- prising the lines on a mileage basis. 3. (a) Owner's defects are those due to ordinary wear and tear. (b) Delivering company's defects are those due to un- fair usage, derailment or accident. Delivering company is solely responsible to car owners for any improper re- pairs made by it. (c) Line expenses shall consist of the expense of ter- minal cleaning, icing, lubrication (oil, waste, tallow and labor) : Oil lighting (oil, chimneys, wicks, burners, shades). Gas lighting (gas, mantles, tips, domes, globes, bulbs, bowls). Electric lighting (fuses, incandescent bulbs, charging current, shades and belts). Heating (terminal heating and coal furnished for in- dividual car heaters en route). Candles and broken glass. 4. The railway making the repairs for the defects not proratable against the line is privileged to bill the car owner for these repairs, vmless there is evidence to indicate that the damage was occasioned by unfair handling on the part of the delivering company. 5. Liformation as to mileage made by cars must be furnished promptly on request of owners by railways over which cars are run. 6. Only one journal bearing per journal may be charged per trip. 7. Xo labor charge shall be made for applying brake shoes, incandescent bulbs, journal bearings, hose (air, steam or signal), mantles, tips, or for icing, filling lamps, charging batteries, gasing tanks or coaling cars, 8. No credit to be allowed for burned-out incandescent bulbs, burned-out fuses or scrap brake shoes removed. Note. — Steel back brake shoes not to be removed if over one-half ('<) inch thick; gray iron shoes not to be re- moved if over three-quarters (^) inch thick. 9. Loss of metal from tires of steel-tired wheels, caused by flat sliding, is chargeable to the company on whose road the damage occurs. Note, — Loss of ser\'ice metal from steel-tired wheels as a result of sliding to be measured from point where slide begins. One-sixteenth (1/16) inch of metal to be allowed for flat spots under two and one-half (2i/<) inches long and one-eightli (Js) inch of metal to be allowed for fiat spots two and one-half (21-2) to three and one-half (3':<) inches in length, both inclusive. 10. (a) Axles broken under fair usage or having jour- nals one-half (yi) inch or more under the standard for car (except for three and three-quarters by seven (3-34 by 7) inches wdiich will be condemned at three and one-half (Syi) inches may be renewed at the expense of the car owner. Size of journal should be stenciled on truck, (b) Cut journals, axles bent or broken or rendered un- safe by unfair usage, derailment or accident, shall be re- newed at the expense of the railway on whose line the damage occurs. (c) Where necessary to true up axles in cases of cut journals, where the journal is reduced below the limit as prescribed in Rule 10-a, axle must be changed at the ex- pense of company cutting journal. , 11. (a) Charge for terminal car heating to be 25 cents per day of 24 hours or less. (b) Cars lying at stations for over forty-eight hours, expense of heating to be borne by railway in whose pos- session cars may be. 12. (a) Brakes must be in perfect working order. Cylinders, triple valves and slack adjusters must have been cleaned and oiled within six (6) months, and in case of cars equipped with high-speed brakes, triple and high-speed valves must be cleaned every three (3) months and date of last cleaning and oiling stenciled on brake cylinder and triple valve with white paint. (b) The adjustment of piston travel based on not less than seventy (70) pounds initial pressure must not be less than five (5) inches nor more than eight (8) inches. On electrically lighted cars equipped with storage bat- 4->l0TLCfiST|IAN|^. FIG. 1.- X^M/v///////////'////////////,7M/>//yX -STEEL TIRE. RETAINING RING FASTENING. teries or axle device, furnished to foreign roads, where no agreement is made, a charge of 75 cents per day shall be made for the use of electrical equipment. Defects in Wheels — Owners Responsible. (a) Loose wheels. Variation from gage. Wheels — Cast Iron. (a) Shelled out; wheels with defective treads on account of pieces shelling out ; if the spots are over one (1) inch or so numerous as to endanger the safety of the wheel. (b) Tread worn hollow; if tread is worn hollow Vi inch or over. (c) Worn flanges; flanges having flat vertical sur- 13. (b) 14. FIG. I. — STEEL TIRE, SHRINKAGE FASTENING ONLY. faces extending % inch or more from tread, or, flanges 1 inch thick or less, gaged at a point 3-g inch above tread. (d) Gage: for condemning worn flanges of cast-iron wheels under passenger cars to be the same as is used for condemning worn flanges of cast-iron wheels under freight cars of 80,000 pounds capacity or over. (e) Burst; if wheel is cracked from wheel fit out- ward by pressure from axle. (f) Flange, rim, tread, plate brackets or any other part of wheel, either cracked, chipped or broken under fair usage. Wheels — Steel Tired. IS. (a) Loose, broken or cracked hubs, plates, bolts, retaining ring or tire, occurring under fair usage. (b) Worn flange or tire; with flange 15/16 inch thick 90 INT CAR BUILDERS' DICTIONARY INT or less, or having flat vertical spot extending 1 inch or more from tread, or with tire thinner than shown in Figs. 1, 2, 3 and 4. (c) Gage for condemning worn flanges of steel and steel-tired wheels under passenger cars to be the same as is used for condemning worn flanges of steel and steel- tired wheels under freight cars. ' Delivering Company Responsible. 16. Flat spots; if flat spots, caused by sliding, ex- ceed one inch in length. 17. (a) If a car not in line service is transferred from one railroad to another, the receiving road shall issue gas ' MEAt.gft >-lNE m^/////////////////////////////k///////^^^^^ 1 FIG. 3. — STEEL TIRE, RETAINING RING FASTENING, certificate authorizing the delivering road to bill against it for the number of atmospheres of gas and number of holders at the time car was received. (Name of Road.) GAS CERTIFICATE. Car Number Initial Number cf Atmc spheres Number of Holders Size of Holders Station 19. . . Inspector, (b) Cars not in line ser\-ice in inLCrch'inge requiring holders to be filled, the receiving road shall be charged for the quantity of gas supplied. (c) For cars stored in shops for repairs the company t-Hot 1.(83 THAM^ FIG. 4. — STEEL WHEEL. having car in its possession shall be responsible to the de- livering company for the gas in holders. This will apply to sleeping-car companies when cars are in their pos- session and out of service. (d) Private or other cars, except regular line cars, when offered in interchange equipped with steam hose couplings that will not couple with the standard on the re- ceiving line must be changed by receiving company; the hose removed to accompany car and be reapplied when car leaves the line. 18. The depreciation of all passenger equipment cars due to age shall be figured at 3 per cent per annum upon the yearly depreciated value of same, to continue not to exceed 50 per cent of its original value. The above method of depreciation applies equally to either bodies or trucks of such cars. No depreciation shall be allowed on the value of air brakes. 19. This code of rules is to apply to all equipment interchanged in passenger trains 20. Bills for line charges shall be made and ren- dered monthly and prices for materials and labor shall be in accordance with accompanying schedule. 21. Air-brake hose applied must be made in accordance with specifications for M. C. B. standard l-^-inch hose, and so labeled. 22. This Code of Rules shall take effect September 1, 1912. LIST OF PRICES F<.)R M.MNTENANCE OF PASSENGER E f _» n J r M 1-: n t in i n t e r c i-i a n g e . Ne Axle, 40,000 lbs $11.50 Axle, 60,000 lbs 14.00 Axle, 80,000 lbs 17.75 Material. Air-brake hose, iM. C. R. Standard, 1 -Vg", com- plete with fittings, applied to car Air-brake or signal hose, credit for fittings Air-signal hose, 1", complete with fittings, ap- plied to car Backs of seats, and cushions of passenger cars, either vestibule or rommon, removing and beating, per car Bell or signal cord and couplings, per car.... Bolts, nuts and forgings, per lb Bowls, gas Brake shoes, Diamond S, applied, each no credit for scrap Bulbs, gas Burners, dual wicks, each Burners, round wick, each Candles, per lb Carpets, seats, draperies, etc., parlor ard sleep- ing cars, removing and beating, per car.... Chain, per lb Chimneys, dual wick, each Chimneys, round wick, each Cleaning baggage cars, each Cleaning common pa^^senger ard combination cars, each Cleaning mail cars, each Cleaning parlor and sleeping cars, exclusive of bedding, per car Cleaning vestibuled pa.=senger and combination cars, each Coal (including labor), I'er ton Cushions and backs of hc:its of [jassenger cars, vestibule or common, reinovirg and beating, per car Domes, gas, each Draperies, seats, carpets, etc., parlor ard sleep- ing cars, removing and beating, per car... Electric current for charging batteries Electric lighting material, incandescent bulbs, fuses, etc Elm lumber, per foot Forgings, bolts and nuts, per lb Fuses Gas bowls Gas bulbs Gas mantels Gas, Pintsch, per receiver Gas tips Glass, per light Glass, setting, per light Globes, gas Hickory, lumber, per ft Hose, air brake or signal, complete with fittings, applied to car, each: 1" signal hose, applied \yi" M. C. B. Standard hose, ariplied... Hose, air brake or signal, credit for fittings.... Hose, 1 5-^", straight port, steam, complete with fittings, applied to ear Hose, as above, 1 ?>2" Hose, as above, 1" _. Hose, as above, \Y^" and l?^", credit for fittings Hose, as above, 1", credit for fittings Ice ( including labor), per cwt Incandescent bulbs Iron, cast, per lb Iron, malleable, per lb Journal bearings, brass or bronze, lined or nn- lined, per. lb., applied Journal bearings, cast steel or malleable iron back, credit for scrap, per lb Journal bearings, filled brass or bronze shell, rier lb., applied Secoxd- Scrap. $ 6.25 7.75 10.00 $4.25 5.25 6.50 Charge. Credit. $2.00 Journal bearings. Weights to be charged and credited as follows: 7" long and over, but not 8" long 8" long and over, but not 9" long 9" long and over, but not 10" long 10" long and over 1.75 $0.80 .75 .03 .00 3/ At cost. .50 At cost. .30 .50 .15 1.00 .05 .01 .06 .11 .50 .70 1.00 1.75 1.00 6.00 .65 .50 1.00 At cost. At cost. .04 .03 .00 3^ At cost. At cost. At cost. At cost. .85 At cost. At cost. .30 At cost. .04 1.75 2.00 .80 6.50 6.50 5.00 5.25 4.00 .30 At cost. .02 .006 .04 .00; .18 .13 .02 .14 .10 Lhs. Lbs. 10 6 13 X 20 13 25 15 91 INT CAR BUILDERS* DICTIONARY ,^U Lbs. Lbs. Labor, changing wheels, per pair $2.00 .... Labor, on lubrication, per hour .24 .... Labor, on repairs, per hour .30 .... Loss of metal from steel or steel-tired wheels, per 1-16" 1.50 Lumber (oak, pine, hickory, poplar and elm), per ft .04 Mantels, gas At cost Nuts, bolts and forgings, per lb .03 .00^ Oak lumber, per ft .04 .... Oil, Galena, car, per gallon .22 .... Oil, Galena, coach, per gallon .35 .... Oil> illuminating, American roads, per gal .11 .... Oil, illuminating, Canadian roads, per gal .16 .... Pine lumber, per ft .04 .... Poplar lumber, per ft .04 .... Removing, turning and replacing same, pair steel-tired whe^'els 5.00 .... Seat backs and cushions of jiassenger cars, either vestibule or common, removing and beating, per car ,65 .... Seats, carpets, draperies, etc., parlor and sleep- ing cars, removing and beating, per car... 1.00 .... Shades, Acme lamp, each .45 .... Shades, common lamp, each .25 .... Signal or bell cord and coupling, per car .75 .... Steam hose, 1^", straight port, complete with fittings, applied to car 6.50 .... Steam hose, 1^", straight port, complete with ftttings, applied to car 6.50 .... Steam hose, 1", straight port, complete with fittings applied to car 5.00 .... Steam hose, 1 5'^ or ll-i'^ credit for fittings.... .... 5.25 Steam hose, 1", credit for fittings .... 4.00 Steel castings, per lb .05 .00^ Steel, spring (not springs), per lb .05 .00^4 Taking out and beating cushions and liacks of seats of passenger cars, either vestibule or common, per car .65 .... (Note. — No additional charge for clean- ing trucks of parlor or sleeping cars.) Taking out carpets, seats, draperies, etc.. from parlor and sleeping cars and beating them, per car 1.00 .... Tallow, per lb .06 .... Turning steel-tired wheels, per pair 1.50 .... Waste, woolen, per lb .12J-2 .... Waste, cotton, per lb .06 .... Wicks, dual, each .OOJ^ .... Wicks, round, each .02 .... Material. New. Second- Scrap. HAND. Wheels, cast, 36" $10.50 $7.75 $5.25 Wheels, cast, 33" 9.00 7.00 4.75 Material. Charge. Credit. Wheels, labor changing, per pair $2.00 .... Wheels, solid steel or steel-tired, new or re-tired At cost. .... Wheels, steel or steel-tired, loss of metal from, per 1-16" $1.50 Wheels, steel-tired, removing, turning and re- placing same, per pair 5.00 .... Wheels, steel-tired, turning, per pair 1.50 .... Note. — Cost price to be charged for material not in list above. Interior Finish or Inside Finish (Passenger Cars). Figs. 1443-1455. A term used to designate the fine wood or metal paneling and sheathing used on the walls, to distinguish it from the outside sheathing. Intermediate Cross Tie. A timber sometimes framed across the longitudinal sills of wooden cars about half way between the cross tie timbers and the body bolster. Intermediate Floor (Passenger Cars). A floor consist- ing of boards placed between the sills and between the deafening ceiling, or under floor, and the upper or main floor. Its purpose is to exclude noise and cold. Intermediate Lining (Refrigerator Car). See Blind Lining. Intermediate Sill. 3 and 3a, Figs. 285-288; 3, Figs. 368, 374, 37S, 383, 423-425. The main longitudinal mem- bers of the underframe between the side sills and the center sills. Internal Cylindrical Gage. A very accurately made solid steel cylinder, used as a standard of measure- ment of cylindrical holes. Internal Screw Gage. A solid steel cylinder with a screw thread on it, for testing the diameter of female screws. Inverted Arch Bar. A bottom arch bar. Inverted Body Queen Post. A post in the side of a 92 car body which supports the inverted body truss rod or overhang truss rod. See Queen Post. Inverted Body Truss Rod. A truss rod used as a Hog Chain. Jack. Figs. 2626-43. A machine for raising heavy weights, as a car. It commonly consists of one or more screws, turned by a lever and working in a case, which rests upon the floor or ground, as shown in the illustrations. See Screw Jack, Ratchet Jack. Jacks take various names from their forms, sizes and shapes, and are designated as bell base, broad base, claw, low, ball-bearing, etc., and also from the uses for which they are designed, as journal box jacks, traversing jacks, track jacks, etc. See Hy- draulic Jack. (Storage Rattery.) Fig. 2360. A device used for breaking contacts when disconnecting cells. Jack Arms (Steam Shovel). Heavy beams with jack • screws at the ends which are put out on each side of the shovel at the forward bolster and supported on blocking. They prevent the car body from over- turning due to the reaction of the dipper when digging. Jack Screw (Pile Driver and Steam Shovel). A jack screw working on a jack screw pin or jack arms attached to the body, for relieving the springs of the cars from action and making the platform a rigid body. Tongs or crabs attached to the track are used to prevent the car body from rising when on the jack screws. Another device for this same purpose is a bolster jack screw. Jacket for Steam Heating. Figs. 2032-34. The illus- trations show in detail the construction of the sin- gle jacket and double jackets. The inner or the water circulation pipes are of brass or copper, and therefore most efficient conductors of heat. Leakage of steam from the steam spaces past the water pipes is prevented by the packed glands. Jacking Plate. Fig. 489. A plate commonly applied to a steel side sill to protect it from damage when the car is being raised on jacks. Jamb (of a Door). The door post on each side of the door proper. Jaw Bolt. A bolt with a forked end. Jib (of a Derrick or Crane). Jilore properly Boom. Joint Bolt. A bolt used for fastening two timbers when the end of one joins the side of another. The lug bolt is another form for the same purpose. Journal. The part of an axle or shaft on which the journal bearing rests. Journal Bearing. Figs. 999-1003, 1021. A block of metal, usually some kind of brass or bronze, in contact with a journal, on which the load rests. In car construction the term when unqualified means a car axle journal bearing. A standard shape has been adopted by the Master Car Builders' Association, but its composition is not specified. A lead-lined jour- nal bearing is one coated on the inside with a thin sheet of lead to make it self-fitting on the journal. Babbitt metal in some of its many forms is used for car journal bearings occasionally, and almost uni- versally for the bearings of machinery. In order that the journal bearing may be more easily removable, and to distribute the load more equally, a journal bearing key, or wedge, is used to hold the bearing in place. JOU CAR BUILDERS' DICTIONARY JOU Roller bearings have been used to some extent on light cars. Figs. 1022-1024. Journal Bearing Key. See Journal Box Wedge. Journal Bearing and Wedge Gages (M. C. B. Standard). Fig. 2691. JouRN.\LS, 3-H by 7, 4;-4 b\' 8, 5 by "^ and Sj4 by 10 inches. In 1900 gages for journal bearings and wedges for journals 5 by 9 inches and 5' 2 by 10 inches were adopted as standard. In 1903 gages for journal bearings and wedges for journals 334 by 7 inches and 4'.4 by 8 inches were advanced from recommended practice to standard. Journal Box. 165, Figs. 285-288; 3, Figs. 947, 966; Figs. 980-1025. A metal box or case wdiich incloses the journal of a car axle, the journal bearing and key, and wdiich holds the packing for lubricating the journal. Also called an axle liox, car box, grease box, housing box, oil box, and pedestal bo.x. British, usually axle box. Journal Box Bolts. The bolts on either side of the journal box wdiich secure it between the arch bars and the pedestal tic bar. See Arch B.vrs, ColuiMn .\Nrj Juurn.\l Box Bolts. (M. C. E. Standard.) Journal Box Cover. See Joi'rx'.\l Box I.,id. Journal Box Cover Bolt. A bolt used to fasten covers which have no hinge, to the box. Journal Boxes and Details (M. C. B. Standard). Figs. 2675-90. For Journals 3.)4 by 7 Inches. The journal box and details as show-n in these draw- ings were adopted as standards of the Association, by letter ballot, in 1893, and revised in 1894 and 1896. The revision made in 1894 consisted in correcting the drawing at the top of the journal box, and in leaving off the lugs at sides of arch bars. Also in changing the wedge and bearing so as to make the latter flat on top instead of curved, as theretofore, and in cur\ing the top of the wedge, thus making this construction similar in general arrangement to the standard forms for the 4^;J by 8-inch journal box. The revision made in 1896 consisted in the elimina- tion of the dust guard and the addition of notes provid- ing that any suitable dust guard might be used, and that a rivet or nut might be used instead of the cotter, if pre- ferred, in the hinge pin of the lid. Also in the addition to the drawing of a similar note to the latter, and of notes concerning the lid spring and the wedge. At the same time the side lugs on the brass were increased so as to measure \% inches long, instead of 1 inch long, as they were formerly. Additional notes were made on the drawings in 1898. In 1899 the size of bolt hole was increased from 1 inch to 1 1-16 inches. In 1905 the addition of a rib }i inch deep on the back face of the lid immediately within the inside of the oil box was adopted. In 1908 a dimension of 3-16 inch was shown, it being the distance from the center line of bolt hole to inside bearing face of lid. For Journals 4% by 8 Inches. The journal box and details as shown in these draw- ings were adopted as standards of the Association, by letter ballot, in 1893, and revised in 1896. The revision of the drawings made in 1896 consisted in the elimination of the dust guard therefrom : also in removing the arch bar seat lugs and making the arch bar scat A'/i inches wide. x\lso in the addition of notes providing that any suitable dust guard might be used, and that a rivet or nut might be used instead of a cot- ter, if preferred, in the hinge pin of the lid. Also in the addition of a similar ndte to the latter, and of notes concerning the lid sijring and the wedge. At the same lime the side lugs on the brass were increased so as to measure lH inches long instead of f^ inch long, as they were formerly. llic revision in 1901 consisted of cutting out entirely the inner dust guard wall at tlie top. In 1905 the addition of a rib ),.; inch deep on the back face of the lid immediately within the inside of the oil box was adopted. In 1908 the inside dust guard was restored at the top and j. lined to the inside side wall with an opening of 2.}4 inches radius, the center being located one inch above the horizontal center line of the liox. In 1908 the distance from center line of box to edge of wedge stop was increased from 45.-^ inches to 4 11-16 inches to allow '.s-inch clearance between wedge and stop. In 1909 the vertical clearance of 1-16 inch between the side lugs on the journal liearing and the journal wedge was increased to 'k inch, to conform with the other standard journal boxes, the side lugs being reduced from 7s inch to 13-16 inch. For Journal 5 by 9 Inches. The journal box and details shown in these drawings were adopted as Recommended Practice in 1896. In 1898 they were adopted as standards of the iVssociation. In 1900 the opening at the back end of the box, cor- responding with the dust guard, was increased from 3 3-16 inches to 3!rake Appliances; Air Brakes, Cleanino .\nii Testing: Air Brakes, Gen- eral Arrangement and Details: Air Br.vke Hose Coupling and Ring : Atr Brake Hose Label : Air Brake Hose Specifications: Arch Bars, Column and Journal Box Bolts: Al;tomatic C.\r Coupler,- .Auto- matic Car Coupler Contcur Line and Limit Gages: Automatic Car Coupler Guard Arm : Automatic Car Coupler Head; Automatic C.\r Coupler. Height op; Automatic Car Coupler Specifications (Include Sep- arate Knuckle and Kni^ckle Pivot Pin Specifica- tions) ; Alitomatic C.\r Coupler and Yoke Gages; Axles; Brake Beam Details and Cap.\cities ; Brake Beam Specifications and Tests ; Brake Chain ; Brake Head Gage; Brake Head and Shoe; Brake Lever Pin Hole Gage; Brake Shoe Specifications; Brake Staff C.\rrier Iron : Brake Staff FIeight ; Center Plate : Center Sills Spacing ; Door Fixtures, Box Car; Drop Test Machine; Followers, Draft Gear; Guard Rail and Frog Wing Gage; Journ.\l Bearing and Wedge Gages ; Journal Boxes and De- tails ; Knuckle, Autom.\tic Car Coupler; Knuckle Contour Line and Limit Gages; Knuckle Pivot Pin Testing Machine; Knuckle Specifications; Letter- ing Cars; M. C. B. P.\mphlet and Stationery Sizes; Pedestals; Pipe Unions; Rules for Loading IIate- RiALS; Screw THRE.\ns. Bi lt He.\ds ,\nd Nuts; Siding, Flooring, Roofing and Lining; Signal Lamp Socket; Sills, Uniformity for Section; Tank Cars, Specifi- c.\TioNS ; Wheel Check G.\ces ; Wheel Circumfer- ence Measure; Wheel Defect Gage; Wheel Flanges, Distance Between; Wheel Flange Thickness G.\CES ; Wheels, Limit Gages,- Wheels and Track Gaging Points; Wheel Tread and Flange For.m. M. C. B. Recommended Practice. See Air Br.\ke De- fect Card ; Air Brake Hose, Location of Label ; Automatic Car Couplers (Area of Lock Be.\ring Surface); Axles; Axle Specifications: Bolster Si'EciFic,\TioNS ; Bolt Heads, Square; Box Car Fram- ing: Box Cars, Height and Width; Box Cars, Inside Dimensions; Brake Beam Details; Br.ake Beam Gage; Brake Beam Gage Limiting Outlines; Car Classifications; Dlor, Door Jamb, Etc., of Sti:ck Cars, Rounding Corners; Door Fixtures, End; Elec- tric Lighting: Examin.\tii.n of Car Inspectors, Rules; Foundation Br,\ke Ge.\r. High Speed; Limit Gages for Round Iron; Marking on Freight Eouip- MENT C.\RS ; Rlfriger.\tor Cars. Floors and Ice Tanks; Safety Chains, Platform; S,\fety Chains for Steel and Wooden Freight Cars; Spring and Spring C.\ps for Freight Car Trucks; Stake Pock- ets, Temporary; St.\ke Pockets, Temporary Longi- tudin.\l Spacing; Stake Pockets. Permanent; Steam .\nd Air Connections for P,\ssenger Eoiup.ment C-\rs ; Tempor.xry Safety Chains; Tires. Minimum Thickness; Trlick Sides. Cast Steel. Specific.\tions ; Wheels. Cast Iron; "Wheels. ALjuntkxg: Wheels, SiiLiD Steel. Sizes; Wheels. Solid Steel. Plane Gage; Wheels, Solid Steel. Rotundita' Gage; Wheels, Specific.\tions ; AVheels, Steel, Branding; Wheels, Steel^ Gage for Rim Thickness ; Wheels, Steel Tired, Tire Fastening: Wheels, Steel and Steel Tired, Di,\meter; Wheel Tread and Fl.vnge for Steel AND Steel Tired W' heels ; AVheels, Wrought Steel, Specifications. Master Car Builders' Association Pamphlet and Sta- tionery Sizes (M. C. B. Standard). In 1893 a standard size of 6 inches by 9 inches was adopted for M. C. B. reports. p,\mphlets, catalogs, specifications, etc. In 1894 standard sizes for publications of this na- ture were adopted and the size of postal card circular was changed in 1895 so that they are now as follows: For postal card circulars, 3J/2 inches by 5 J-2 inches. I'or pamphlets and trade catalogs, 3'/2 inches by 6 inches, 6 inches liy 9 inches, 9 inches by 12 inches. For specifications and letter paper, 8 inches by 10',4 inches. In connection with these standards it was decided tliat a standard practice should lie to have the jiroper standard dimensions, and the word "standard" printed on the upper left-hand corner of title-page or cover whenever practicable. In 1912 the standard size of specifications and letter paper was clianged to the Government standard, namely, 8 by IOJ-2 inches. Master Controller. Figs. 2575, 2580. See Control System. Master Key. A key which commands many locks of a certain set, the kevs of which are not interchan.geable. 109 MAT CAR BUILDERS' DICTIONARY MUL Match Box Holder. Fig. 1879. Match Striker. Figs. 1878, 1882. A metal plate with a rough surface. Match Striker Frame. A metal frame for holding a piece of sand or emery paper on which to strike matches. Materials, Rules for Loading of. See Rules for Load- ing Materials. Mattress (Sleeping Cars). Figs. 1S04. Meat Timbers (Refrigerator Car). Tlie vertical and horizontal timbers inside the refrigerating chamber on which the meat is suspended. Mercury Vapor Lamp. Fig. 2S20. A lamp consisting of a tube containing mercury through which the elec- tric current is passed, vaporizing the mercury and giving out a greenish Hght. Metal Hose. Figs. 1926, 1927. See Hose. Metal Screw Thread. A form of screw thread used when both the male and female screws are made of metal. Metal threads are made of the same size as the spaces between them, whereas the spaces be- tween wood screw threads are made wider than the projections. See also Sellers System of Screw Threads. Meter. See Condensation ]\Ieter. Mica Chimney (Pintsch Lamp). Fig. 2373. A chimney for use on all center lamps, being placed immediately above the ring reflector, allowing a portion of the light to be directed toward the roof of the car, (Lantern), Fig. 1887. Micrometer Gage. A form of gage for very minute and exact measurements. Middle Door Rail. A horizontal bar in a door frame intermediate between the top and bottom rails. See Door Frame. Middle Transom (Si-x-Wheel Trucks). 21, Fig. 966; Fig. 977. The term applied to the two transoms nearest the center of the truck, in distinction from the two outside transoms. Milk Car. Figs. 378 and 381. A car similar to a re- frigerator car, but generally built for operation in passenger trains for carrying fresh milk in cans. Miller Coupler. A form of automatic coupler for pas- senger cars largely in use before the general adoption of the M. C. B. type of vertical plane coupler. It consisted of a shank and a head with a fixed pro- jection or hook which engaged with a correspond- ing hook when cars were brought together, by side displacement of the drawbars. To uncouple, one or both of the drawbars were pulled to one side by an uncoupling lever and chain operated from the plat- form. A strong spring kept the drawbars normally in the center line of draft. Mine Car. Figs. 203, 205, 206. A small car for carrying minerals in mines, usually having four wheels, and provided with a dumping device by which the load may be quickly and completely discharged. Mineral Wool. A substance having much the appear- ance which its name implies, manufactured from the slag of iron furnaces by throwing against it while in the molten state a strong blast of air. It is used for deadening in passenger cars and also largely as a non-conductor for coating steam pipes and boilers. Molding. Figs. 1444, 1446, 1447. "A mode or orna- mentation by grooved or swelling bands or forms, following the hne of the object." — Knight. Small moldings are often termed beads and also fillets. A cove molding is one of concave section. There are a great variety of other special technical terms for diiiferent forms of moldings. Moldings are either straight or waved. See also Deck Eaves Molding^ Eaves Molding, Window Cove Molding, Window Molding, Window Sill Molding. (For Car Seats.) Also called seat back bands or seat molding. A metal band to finish the edge of the seat back. Plush or leather covered strips are also used. Molding Joint Cover. A piece of wood or metal in some ornamental form for covering the joints of two pieces of molding. Monitor Top. A Clere-Storv. Mortise Lock. Fig. 1674. A lock adapted to be in- serted into a mortise in the edge of a door, so as only to expose the selvage or edge plate. See Lock. Motor (Electric). Figs. 2533-35; 2541, 2548. 2561, 2567. A machine for converting electrical energy into me- chanical energy of rotation. I\Iay be operated by either alternating or direct current. (Gasolene). Figs. 2598, 2601, etc. An internal combustion engine, using gasolene as the means of power. Motor Bearing. See Fig. 2546 for the details of rail- way electric motor bearing. Motor Cut-Out. Fig. 2558. A switch in the bottom of a controller which, when opened, cuts out one motor of a two-motor equipment or two motors of a four-motor equipment. Motor Car. Figs. 189-197, 199-202, 204, 208, 209, 308, 419, 421, 422, 2598, etc. A car driven by some form of motor which is carried by the car itself. The com- mon types of motor cars are electric, which receive current from a third rail, trolley wire or storage bat- teries : gasolene, which are propelled by internal com- bustion engines; gasolene-electric or gas-electric, which obtain power from an electric generator driven by an internal combustion engine carried in the car; and steam, which obtain power from a steam boiler and engine located in the car. See Car, M. C. B. Class E and Self-Propelled C.\r. Motor Controller. See Controller. Motor-Driven Air Compressor (.Vir Brake). An air compressor driven by a motor for use on electric cars. See Air Compressor. Motor Inspection Car. Fig. 2599, etc. A small four wheel car with seats, propelled by a gasoline engine. Motorman's Air Brake Valve. See Brake Valve. Muck Bar. "Bar iron which has passed once through the rolls. It is usually cut into lengths, piled, and rerolled."— Knight. Certain grades of iron axles are made directly from muck bars and contain no scrap. Muffler (Vacuum Brake). A -'.vice to render noiseless the emission of steam at tlie ejector when brakes are applied. It is simply a collection of beads or shot, through the interstices of which the steam forces its way. MufHer Exhaust. See Exhaust Muffler. Muley Axle. An axle without collars. Mullion. A bar between panes of glass or panel work. See Door Mullion. Multiple Unit Control (Westinghouse). With the the Westinghouse unit-switch system of automatic muhinlp-nnif rnn+rnl fVio iiTiif-exxrlf/^V^oc. ti.V,:..u -,«^ 110 MUL CAR BUILDERS' DICTIONARY NEE form the same functions as contactors, are operated by compressed air at 70 lbs. per sq. in., taken from the air-brake system, the pistons being controlled by electro-magnetic needle valves. These switches are interlocked and automatically make the proper com- binations of motor connections with the resistances. A limit relay is used for arresting the sequence of switch movements when the main motor current valve rises above a safe amount. The master controller consists of a small box containing a horizontal drum or roller and suitable contact fingers. The operating handle revolves in a vertical plane, and w-hen moved to the right the motors accelerate forward to full speed ; when moved to the left the motors accelerate to full speed reverse. There are three points or posi- tions in each direction. The first is the switching point and throws all motors in series with full resis- tance in cricuit. The second point is the series posi- tion and the motors can be operated continuously in series at half speed with the handle in this position. The third point is the parallel position and the motors are connected in multiple with full power. To cut off the current, the pressure on the controller handle is released and a spring returns it to the "off" posi- tion. Current for the control circuit is obtained from a small storage battery of 7 cells, giving 14 volts. Multiple-unit control apparatus for single-phase equipments differs liut slightly from that used for direct-current motors. The contactors control circuits of varying voltage taken from taps on the auto-trans- former. The speed of the motors is thus regulated by varying the voltage impressed on them. Multiple Unit Control System tSprague-General Elec- tric). Figs. 2595-6. A system of control where one or more controllers are operated from a distance. This system has been developed with special ref- erence to the operation of a train consisting of sev- eral motor cars coupled together, all motors being controlled simultaneously by a single operator. Each motor car is equipped with a motor controller, one or two master controllers, and control couplers, to- gether with such other apparatus as switches, fuses, rheostats, etc, as constitutes a complete operative motor car equipment. The motor controller consists of a number of elec- trically operated switches, called "contactors," wdiich close the various power and motor circuits, and which carry only the current for the operating coils of the contactors. These latter are designed to open the motor circuit contacts by gravity, and are provided with an eiTicient magnetic blowout for quickly and positively disrupting the arc thus formed. The motor controller also includes an electrically operated re- versing switch, called "reverser," the function of which is to connect the motor armatures and fields in the proper relations for giving forward or back- ward movement of the car. The reverser consists of a drum liaving two positions and carrying the necessary contacts for engaging fixed contact fingers, together with two operating coils, one for throwing the reverser to each position. The operation of this reverser is also effected by the master controller. The master controller is similar in construction to the ordinary hand controller, but very small and eas- ily operated. It is provided with separate operating and reversing interlocked handles, and has a mag- netic blowout for disrupting the arcs formed on opening the control circuit connections. The combinations of motors, rheostats, etc., effected by the motor controllers are the same as those ac- complished by ordinary hand controllers, giving series and parallel operation of motors and two eco- nomical running speeds. (See Controller.) Where several cars are coupled in a train the con- trol circuits of the various cars are joined by means of couplers located at the end of each car, so that all motor controller operating circuits and all mas- ter controllers are connected together, making all of the motor controllers operative from any master con- troller. The cars may be coupled into a train with- out reference to their relative positions, and either end of any car may be coupled to any other car in the train. The couplings for connecting the control circuits between cars consist of a coupler socket fixed to the end of the car, and a jumper consisting of two coupler plugs connected by a multiple cable. The coupler sockets and plugs contain corresponding metal con- tacts for the connection of the electrical circuits. A cut-out switch is provided on each car, by means of which damaged motors or motor controllers may be disconnected from the energizing circuits. Multiplier (Electric Lighting). Fig. 2322. A device used in connection with a lamp regulator to prevent \'ariations in the current supply to the lamps. N Nail. "A small pointed piece of metal, usually with a head, to be driven into a board or other piece of timber, and serving to fasten it to the other timber." — Webster. The common nails of commerce are divided into cut nails, and clinch nails, and wire nails. They are dis- tinguished in size by the number of pennies, as lOd., 20d., etc, nails. Nailing Sill, See N.^iling Strip and Floor Nailing Strip. Nailing Strip. 194 and 194a, Figs. 285-288; 14, Fig. 342; J, Figs. 374, 375; 21, Fig. 383; 9, 10, 11, Fig. 410. A - strip of wood laid over a metal frame and bolted to it, to which the boards are nailed in a combined wood and steel car. In refrigerator cars, where there is generally more than one floor course, nailing strips are also used. They are also used in some cases for fastening insulation. See also Side N.viling Strip- and Furring. Nailing Strip Bracket. 193, Figs. 285-288. A bracket secured to the sills to hold in place the Nailing Strip. Nailing Strip Cross Ties. Light members of a metal underframe extending across the sills for the purpose of supporting the nailing strips. Name Plate. See Door N.xme Plate and Notice Plates. Narrow Gage. The distance in the clear between the heads of the rails of a railroad when less than 4 ft. Sy2 in. See Gage. Narrow Vestibule. See Wide Vestibile. Needle Beam. 22, Figs. 285-288, 368, 374, 375: 28, Fig. 383; 26, Figs. 423-425; Figs. 483-485. The transverse members of the underframe fif a car lietween the body bolsters which support the truss rod queen posts. Also act as crosstics for the longilurlinal sills. The term needle beam is sometimes applied to w]i;it is more properly a cross l^carer or cross tie. Needle Beam Bottom Tie Plate, 6, Fig. 410. A plate which extends across the bottom of a needle beam of llie built-up type and ties the variLius members together. Needle Beam Center Filler, 15, Fig. 410. .\ casting 111 NEE CAR BUILDERS' DICTIONARY between the center sills, forming a part of a needle beam of the built-up type. Needle Beam Truss Rod. A truss rod used in a built- up form of needle beam. Such a needle beam con- sists of the Cross Tie Timber, Queen Posts and Truss Rod. See also Cross Tie Timber Truss Rod. Negative. An arbitrary term used in electrical en- gineering to distinguish the pole or connection toward which current is considered to flow, from the positive pole or connection away from which current flows. Thus direct current always flows from the positive pole or brush of a battery or dynamo through the external circuit and back to the negative pole or brush. Positive poles are distinguished on draw- ings by a plus (+) sign, and negative poles by a minus ( — ) sign. In a ground return system the ground connection is always negative. Nest Spring. A spiral spring with one or more coils of springs inside of it. See Helical Spring. Night Latch. Eig. 16SS, etc. A spring door lock which requires a key to be opened from the outside, but which can be opened from the inside without one. See L.'VTCH. Nipple (Pipe Fittings). Figs. 1946, 1966. A short pipe with a screw thread cut on each end, used for con- necting couplings, tees, etc., together or with some other object, as a tank or heater. For combination of strainer and nipple used in car heating apparatus, see Figs. 1970 and 1971. For air brake hose nipple, see Air Brake Hose Nipple. Non-Pressure Head (Brake Cylinder). The cover for the end of the brake cylinder opposite to that having air pressure against it. It has an opening in the center for the piston rod. Non-Vestibuled Car (Passenger Eciuipment). Figs. 99, 100, 102, 105, 112, 126, 129, 130, 133, 134, 137, 138. 141, 157, 411, etc. A car having either open plat- forms, with hoods, or having dummy ends. Nosing (of a Lock). A Keeper. (Of Steps). The part of a tread board which pro- jects beyond the riser, hence the metallic moldings used to protect that part of the tread board. The nosings should be distinguished from the step facings. Notice Plate. Figs. 1870-1871. Varieties are the plat- form notice plate, saloon notice plate, etc. Nozzle. See Tank Nozzle. Nut. "A small block of metal or wood containing a concave or female screw." — Webster. Nuts take their name from the liolts, rods or other parts to which they arc attached. They are usually either square or hexagonal. See Screw Threads. Nut Fastener. See Nut Lock. Nut Lock. Figs. 1423, etc. A device for locking the nut in place on the bolt after it has been drawn up. See also Lock Nut. .'Ylso called nut fasteners. Nuts. See Screw Threads, Bolt Heads and Nuts. o Oakette. An artificial leather used for curtains and upholstering. It is made by coating a cloth fabric with a compound which ijives it the appearance of leather. Observation-Buffet Car. See Bltfpet Car and Observa- tion Car. Observation Car. Fig. 171. A car equipped with an observation end. See Car and Observation End. .A special type of observation car is also in limited use in mountainous regions and generally has open sides and seats arranged in tiers. Observation End. Figs. 155, 171, 185, 187. That end of a car which is fitted with an extended platform and large windows for the purpose of affording passen- gers an unobstructed view. Commonly applied to parlor, sleeping and business cars, which are run as the last car in a train, from which passengers may get a view of the country, and especially of the track and structures. Observation Parlor Car. Fig. 171. A parlor car with an observation end. See Observation End. Observation Platform Railing. Figs. 582-584. Otservation Eleefing Car. A sleeping car with an Observation End. See Observation End. Officers' Car. A Business Car. Oil Box. A Journal Box. Oil Car. A car made especially for the transportation of mineral oil. Some' oil cars are built for carrying barrels of refined oil. Crude oil and refined oil are usually carried in Tank Cars. Oil Lamp. Figs. 2525-31. A lamp for burning oil. See Tail Lamp. Open Door Stop. A block of iron or wood fastened to the side of a freight car to prevent a sliding door from sliding too far when opened. Open Platform. Figs. 100, 102, 119-122, 125, 157, 532, 536-538, 540, etc. A platform covered by a hood or canopy but not enclosed by a vestibule. Ore Car. Figs. 31-34, 36, 310-315. A hopper car made especially for carrying iron or other ores. Because of the great weight of ore relative to its bulk, ore cars are generally shorter and consequently of less cubic capacity than other forms of hopper cars. See also Car. Ormolu. A style of bronzing. , Ottoman. A carpet-covered movable cushion serving as a foot rest. Outer Intermediate Sill. A term applied to the two intermediate sills next to the side-sills, to distinguish them from the two intermediate sills adjacent to the center sills, which are the inner intermediate sills. Outside Body Truss Rod. When two or more truss rods are used under each side of a car body those farthest from the center are called outside body truss rods, in distinction from the inside truss rods. Outside End Piece (of Wooden Truck Frame). Fig. 974. The end piece nearest the end of the car, in dis- tinction from the inside end piece. See End Piece. Outside End Sill. A type of box car framing in which the end sill projects outside the sheathing, forming a narrow platform at the ends of the car. Outside Hung Brake. Brake gear hung so that the shoes licar on the outer side of the wdieels, or the side of the wheels away from the bolster. Outside Sills. The side sills. Outside Transom (Six- Wheel Trucks). 22, Fig. 966. The term applied to the two transoms farthest from the center of the truck, in distinction from the middle transoms. Outside Wheel Piece Plate. An iron plate fastened to the outside of a wheel piece to strengthen it. Outside Window Sill. A horizontal piece of wood or iron under a window on the outside of a car on which the sash rests. 112 OUT CAR BUILDERS' DICTIONARY PAR Outside Window Stop. A wooden or metal strip at- tached to a window post on the outside of a sash to hold the latter in its place. Overhang (of a Roof). The projection beyond the sides. (Of a Car Body.) ' That part of a car body be- tween the body bolster and end. Overhang Brace Rod (Passenger Equipment Car Framing). A truss rod extending over the side sills and between the sheathing and wainscoting. Its olhce is to sustain and stiffen that part of the underframe w'hich overhangs at the ends and outside the bolsters. Overhead Equalizer Spring (Vestibule). A face plate buffer spring is a more appropriate term, as it cor- responds to the side stem buffer spring of a platform ecpiipment. Overhead Lining (Refrigerator Cars). See Ceiling, Overhung Door. A sliding door which is hung from or supported on a rail above the door. P Package Rack. A basket rack. Packing. Any substance used to fill a gland to make a tight joint around the valve stem or spindle. Leather, rubber or metal rings used to serve the same purpose on a piston. Also the oiled waste used for lubricating journals. Packing Blocks. Rectangular blocks gained into the center sills and draft timbers, and serving the purpose of connecting them firmly together longitudinally. The term is borrowed from bridgework, in which the form of packing block is very common. They are called key blocks. Packing Expander (Air Brake). A spring wire ring for spreading out the leather packing of the brake piston so as to make it fit air-tight. Packing Leather (of Journal Boxes). A dust guard is sometimes called packing leather. (Air Brake.) A ring of leather used in connec- tion with brake cylinder pistons to make an air-tight fit. When so used it is always accompanied with a packing leather expander. A packing leather for a piston rod is called a cup leather, and is compressed by a piston spring. See Piston Packing Le.\ther. Packing Ring (Triple Valve). S, Figs. 1273-1275. A circular metallic ring of variable rectangular cross- section which is placed in grooves in the edge of the piston to make it fit air-tight in the cylinder. The rings are turned slightly larger than the cylinder and cut apart diagonally at one point so that when com- pressed they will tend to spring open. (Hose Coupling.) An India rubber ring in a coup- ling case which makes a tight joint between the two parts of the coupling. Padlock. Fig. 1656. A loose lock having a semi- circular shackle jointed at one end so that it can be opened, the other end of the link being locked when desired by the entrance of the sliding bolt into it. Such locks are used to secure a hasp or the like on a staple or similar device by passing the link through the staple. A spring padlock is one which snaps shut and locks by pressure only, A dead pad- lock has no springs. Painting (of Passenger Equipment Cars). Consists usually of the priming, rough stuff or scraping filling coats, color coats and varnishing. The care and ex- pense devoted to the process and the order and number of the coats are varied. Pamphlets, Catalogs, Specifications, etc. See ^d.\bTER C.\K Buili:ers' -\ssi ICI .\T10.\ ReI'ORTS. Panel. A board inserted in the space left between the stiles and rails of a frame or between mobjings. Sometimes metal plates are used for this purpose. Door panels in passenger cars are usually only the middle and lower or twin door panels. The upper door panel is usually of glass. Window panels come between the windows, and are distinguislied as out- side and inside. Wainscot panels come below the windows, between the upper and lower wainscot rails. Other interior panels are deck side panels and end panels, the latter sometimes called ventilator panel, and tlie end roof panel over the door, (Of a Truss.) The space between two \ertical posts or braces and the two chords of a truss. (Electric Lighting.) Figs. 2274, etc. A board or support for electric switches and other apparatus. Panel Back Seats. Figs. 1540-1546. A car seat made w'ith a loose panel in the liack, pivoted and supported by springs set in the seat back frame. The panel pushes back and accommodates itself to the' occu- pant's back. Panel Ceiling. Any form of ceiling divided into panels. This term is commonly used synonymously with wood or Agasote ceiling. Panel Furring. Xailing strips or Ijlock for panels. Panel Lamp. Figs. 2248, 2249, 2257, An Alcove L.kmp. Pantagraph Trolley (Electric Motor Car), Fig. 2557. A current collecting device for an overhead conductor consisting of a diamond shaped jointed frame operated by springs or compressed air, and having a suitable collector at the top. Pantasote. A substitute for leather used for upholster- ing and decorating cars and steamships. The ma- terial was first made by R, P. Bradley, a chemist, and the ingredients are secret. That it contains rubber or any animal substance is denied. It is made by sheeting two or more pieces of cloth or canvas to- gether, with the warp running in different directions, to give strength. The sheet making the leather side is passed between heavy rollers many times, and each time it receives a very thin coat of pantasote mate- rial, and this is kept up until the cloth or canvas is thoroughly saturated and coated. The color is added to the pantasote material and is incorporated into the fabric. It is very like leather, and is not readily distinguished from it. Paper Box (Postal Car). Fig. 1721. .\ box used for the distribution of papers. Parallel. A method of connecting two or mcire pieces of electrical apparatus of a common circuit so that the positive poles of each arc connected to a com- mon positive conductor and the negative poles are connected to a common negative conductor. See Series. Parallel Brake Hanger. See Brake Be.mi Ad.tlsting Hanger. Parcel Rack. See Basket Rack. Parlor Car. Figs. 170-175, 177-179. A car lor day travel, but of a more luxurious character than a day coach, liaving revolving seats, smoking compartment and other conveniences, and on which an extra fare is charged. Operated on many roads by the Pullman Company and often referred to as Pullman cars. The term chair car is also sometimes used, but incorrectly. 113 PAR CAR BUILDERS' DICTIONARY as a chair car is properly a day coach with reclining seats, on which no extra fare is charged. Parlor Car Chair. Figs. 1522-1526; 1535; 1538; 1544-1546; 1557, 1558; 1563; 1564. The most common type of chair for parlor cars is a simple arm chair revolving on a pivot which enters a fixed pedestal. In observa- tion cars, etc., ordinary chairs are commonly used. Parlor-Cafe Car. See Cafe-Parlor Car, Cafe Car and Parlor Car. Parting Bead or Parting Strip. A strip which acts as a distance piece between two objects, as a window and a window blind. Parting Rail (Door Frame). A vertical rail between the bottom and middle or middle and top rails of a door or partition, dividing a panel into twin panels. Partition Stop (Door Holder). So called in distinc- tion from a floor stop. Passenger Car. Figs. 140, 142-151, 153, 154, 157, 189-197, 237-240, 402-404, 408, 409, 415, 421, 422. A car used for carrying passengers. This term is, however, gen- erally confined to that class of passenger cars com- monly known as day coaches, which are equipped with seats or reclining chairs for day travel. See CaRj M. C. B. Classes E and P, and Parlor Car. Passenger Car Journal Box. See Journal Boxes and Details. Passenger Equipment Cars, Steam and Air Connec- tions for. See Steam and Air Connections for Passenger Equipment Cars. Passenger Train Car or Passenger Equipment Car. Figs. 99-105, 112, 113, 126-202, 231, etc., 378, 381 and 387-425. .'V car usually operated in passenger trains. See Car, M. C. B. Classes B. C, D, E, M, P and I. Pawl. (Brake Ratchet Wheel). Figs. 1409, 1410. A pivoted bar adapted to fall into the notches or teeth of a wheel as it rotates in one direction, and to re- strain it from back motion. Used in windlasses, capstans and similar machinery. See Ratchet Wheel. Pedestal (Postal Car). Fig. 1717. Standards which are used to carry the two longitudinal rods near the center of the car which support one side of the dis- tributing tray, dumping tray or bridge. The pedestal fits in a socket in a base plate and is usually secured in place by bolts with wing nuts, so that it can be easily removed. Also called a center stand or standard. rTruck.) 5. Figs. 945, 947, 966; Fig. 1112. A casting of somewhat the form of an inverted letter U, bolted to the wheel piece of a truck frame to hold the journal box in its place, while permitting a vertical movement. The two projections of a pedestal are called pedestal legs, and the space between them a jaw, which is closed at the bottom by a pedestal tie bar. In Great Britain pedestals are called axle guards on cars and horn plates on locomotives. ("Revrilving Chairs.) The stand by which the chair is supported; consists of three portions — base, column and seat frame. Pedestal Jaw. The vertical side member of a truck pedestal. See Pedest.al. Pedestal, Passenger Car (M. C. B. Standard). Figs. 2705, 2707-8. For Journal 5 by 9 inches. Adopted as Recommended Practice 1903. Revised 1909. Adopted Standard 1911. For Journals, S}^ by 7 inches. The pedestal shown on this drawing was recommended in 1874. See Proceedings 1874, page 40; again approved as standard in 1881; see Proceedings 1881, pages 14, 15 and 27. Also approved by the Master Mechan- ics' Association in the same year. Again adopted as standard in 1893. Weight, 141 pounds. For Journals, 4J4 by 8 inches. In 1898 a Recom- mended Practice was adopted for passenger car pedestal for journal box with 4j4 by 8 inch journal. In 1901, as a result of letter ballot, this was changed to Standard, and is now shown on the drawing. Pedestal Spring. A spring which rests on a journal box between the jaws of a pedestal. Pedestal Stay Rod. 7, Figs. 947, 966. A transverse rod connecting the pedestal tie bars on each side of a truck to prevent them from spreading. Also a rod connecting the pedestal tie bars on four- wheel caboose cars. Pedestal Strap. Figs. 975, 978. A Pedestal Tie Bar. Pedestal Tie Bar. 6, Figs. 945, 947, 966, 975, 978. A bar extending across the mouth of a pedestal jaw under- neath a journal box and bolted to the jaws of the pedestal. Also a bar sometimes called pedestal strap, connecting two or more pedestals on the same side of a truck or car. Pedestal Timber (Four-Wheel Cabooses). A longi- tudinal member sometimes used on four-wheeled cars, which is placed under the floor or alongside the sill and to which the pedestals are bolted. A term sometimes used to designate the Wheel Piece of trucks. Pedestal Truck. Figs. 924, 925, 926, 927, 933, 936, 944, 946-973. A truck which has its journal boxes held in and guided by pedestals which are either a part of or rigidly attached to the side frames. The axle and boxes can thus move vertically in the pedestals and shocks due to the unevenness of the track are not trans- mitted to the truck frames to the same extent as in a truck which has the side frames and journal boxes rigidly connected. Pen Rack. Fig. 1875. Pendant. Figs. 2482, 2517, etc. A small suspended lamp. Perforated Veneer. A form of seat covering which consists of three, and sometimes four, layers of wood veneering, glued together and perforated. Phosphor Bronze. "A term applied to an alloy of bronze or brass, or to a triple alloy of copper, tin and zinc, which has been given special purity and excel- lence by skillful fluxing with phosphorus. It is sup- posed that the presence of phosphorus gives the tin a crystalline character which enables it to alloy more completely and strongly with the copper. Whether for this reason or not, the phosphor bronzes, when skillfully made, are greatly superior to unphosphorated alloys." — Thurston. Pilaster. "A square pier, like a flat column built against a wall, and having cap and base." — Knight. Pilaster, Cap Bracket and Base. 8, 9, 10 and 25, Fig. 1450. A decorative feature of a car interior, placed between the windows and covering the window post. Pile Driver Car. Figs. 222, 223. A car used for driv- ing piles in construction or maintenance-of-way repair work. Pile drivers are equipped with long bars, called leaders, which are held erect and act as a guide for a hammer or tup. In driving piles a pile is held between the leaders and driven by the hammer dropping on it after being hoisted by a cable and hoisting engine which are located on the car. For moving from place 114 PIL CAR BUILDERS' DICTIONARY PIN to place in trains the leaders fold back and the forward end is carried on a fiat car. Pile drivers are usually self-propelling for short distances at low speeds, such as moving about yards, etc. Pile Hoisting Sheave (Pile Driver). A wheel placed at the side of the main sheave, for use in hoisting piles. Pillow Box (Sleeping Cars). 19, Figs. 1458, 1459. The space under the seat in which pillows are stored when the berth is not made up. Pillar Crane. A style of crane having the mast sup- ported from below, either by a mast pocket or a base plate. Pinion. The smaller cog wheel of two wheels in gear. Pintsch Gas Burner. Fig. 2111. Used on all Pintsch lamps other than the bracket lamps. It consists of a small lava tip of the "fish-tail" type, held in a special brass pillar. Pintsch Gas Lamp. Figs. 2127, 2129, 2131, etc. A lamp for burning gas, the essential features of which are the closed globe at the bottom, the white porcelain reflec- tor above the flames near the top of the globe, and the peculiar method of supplying air. Various forms of cutter lamps are made, all on the regenerative principle, the inlet air being highly heated before reaching the flames, thereby producing extreme whiteness and steadiness of light. Some of these lamps are supported by four orna- mental arms, one of which forms the gasway. In all, the interior of the lamp is so constructed that a portion of the light is reflected outward and upward toward the roof of the car, illuminating it. In all standard center lamps air is admitted to the lamp immediately above the upper dome, 101. Pass- ing thence through the orifice in chimney, 313, it comes in .contact with the sheet iron flues, 312, and in its downward passage becomes highly heated. It then issues into a space within the dome, 101, between the dome and the mica chimney, 109, and continuing its course is, by the diaphragm, 315, deflected and con- strained to pass close to the mica chimney, where it is still further heated. It now passes outward between diaphragm, 315, and the ring reflector, 110, and through the orifices near the outer rim of this reflector into the bowl and to the flames. In its tortuous course the efl^ect of drafts against the lamp is entirely nullified. The products of combustion escape directly through the annular space between mica chimney, 109, and the cup reflector, 111. Thence by flues, 312, out through the crown at the top of the lamp, in the case of the four-arm lamps, and through the flues, 333. In vestibule lamps, two or four-flame, air is admitted to the annular space between the parts of ventilating chimney, 324, through the shielded opening above the roof, immediately below the ventilator. Becoming heated in its downward passage, it passes through the diaphragm, 323a, and through the orifices in the body, 320, to the flames. The products of combustion es- cape through the flues, 321, and the chimney, 324, to the outside air. Any excess of air over and aljove what is required for proper combustion of the gas will also be carried off by the ventilating chimney, which the air reaches from the space above the body by means of the passage around the outside of the chimney, 321. Pintsch Gas Lamps (Method of Securing and Con- necting). (Four- Arm Lamps.) Fig. 2136. The arms are secured by means of nipples, 26, passing through the roof; a water-tight joint around the nipples on the roof being made by bedding putty close around the nipple, with a rubber washer, 24, above the putty, and the iron washer, 23, above the rubber. The lock nuts, 27, are then put on and forced down until the excess putty is forced out and the arm drawn firmly up to its place. The gas arm nipple is then supplied with the reducing elbow, 28, the three blank arms with caps, 29. The elbow, 28, is then connected with the J-K-in. pipe to the flange tee, 16c, on the roof line. The roof around the smoke bell is protected with a tin thimble, large enough to give a 54-in. air space around the smoke bell flue. The upper end of this thimble is made of proper size to receive the venti- lator, 204. Pintsch Mantle Lamp. Figs. 2142, 2209, etc. .Vn im- provement on the standard Pintsch gas lamp whereby the same gas is burned with an incandescent mantle enclosed in a bulb, Fig. 2168. The candle pov/er of the lamps is greatly increased with the same consumption of gas. No change is necessary in the piping of the car, but the regulator is adjusted to gi\'c a higher pressure in the car piping. The form of lamp used is very similar to the standard Pintsch gas lamp. Pintsch Pillar. 230, Fig. 2132. Used on bracket lamps below the burner. Where no globe holder is used a mill check is placed immediately below the pillar. Pintsch System of Gas Lighting. Figs. 2108-2206. A system of car lighting which burns gas taken from a storage tank, where it is carried under a pressure of 150 lbs., or less, per square inch. The gas is an oil gas, made from crude petroleum or similar oils, and is able to withstand a high degree of compression without undue loss of luminosily. The pressure of 150 lbs. of the receiver tank is automatically reduced l:iy the Pintsch regulator (Fig. 2110) to a uniform pressure at the burners of about y2 oz.. regardless of the pressure in the gas receiver. The arrangement of the apparatus is shown in Fig. 2109. The receiver or gas holder, A, suspended be- neath the car floor, is connected by a system of extra heavy l'4-m. pipes, with soldered joints and special fittings, to the regulator, R. The charging of the re- ceiver is efi^ected (from either side of the car) by means of hose, connecting the charging lines from the gas station with the filling vaU'es, F (Fig. 2108). The gage, G, communicating with the high pressure pipes connecting the various parts of the apparatus below the car, serves the douljle purpose of register- ing the amount of pressure in the receiver at any time and of showing the amount of gas consumed in light- ing the car for any given period. From the regulator, R, the gas (with its pressure reduced to about J'2 oz. per sq. in. ) passes upward through tlic car toward the roof. At some con- venient point, as in a saloon or locker, a main cock (Figs. 2110 and 2112) is placed as slir>wn. whereby the flow of gas to tlie lamps is controlled. A >2-inch pipe is run along the roof, with '-g-inch branches to each lamp or liracket. Tliese branches are made liy means of special flanged tees (Fig. 2110). Where 'x-incli connections are necessary, passing downward from the !j-inch low pressure line on the roof to ])rackets or vestibule lamps, the flanged elbow or angle fitting (Fig. 2110) is used. For lamps and methods of suspending and con- necting them see Pintsch Gas L.mips. The burner is of the "fish-tail" type, and from one to six are used in each lamp or light, friur lieing the 115 PIN CAR BUILDERS' DICTIONARY PIS number generally adopted. See Pintsch Gas Burners. Pintsch Washers. These washers are of lead and rubber, in three sizes, and are always used in pairs. The rul^ber is always placed first on the litting, the lead outside with the collar inward. When pressure is brought upon the washer, the lead collar protects the inner edge of the rubber, the body of the lead washer protects the outside surface of the rubber, and the rib protects the outer edge of rubber. The rub- ber is entirely enclosed in metal, and protected from the action of the gas, which would otherwise destroy it. The scored surfaces of the flanges entering into the soft lead make a perfectly tight joint. These washers are used on all classes of flanged fittings, whether high or low pressure. Pipe. "A tube for conveyance of water, air, or other fluids." — Knight. See Brake Pipe^ etc. Pipe Bracket. See Pipe Clamp. Pipe Bushing. See Bushing. Pipe Clamp. Figs. 1384, 1394-1397. A clamp for hold- ing the air brake, signal or steam pipes in place under the car. Pipe Clip or Strap. An iron band for fastening a pipe against or to some other oljject. They are usually single, but sometimes double, for two or more pipes. See Clip. Pipe Coupling. Fig. 1946. A short tube with a thread cut on the inside at: each end. which is screwed on the ends of two pipes and used for uniting them together, or uniting one pipe with another object, as a cock or valve. In some couplings the thread at one end is right hand and the other left hand, but generally they are both right hand threads. Pipe Fittings. The connections for systems of wrought iron, gas, water, and steam pipes. The more usual pipe fittings are bushings, elbows, tees, return bends (close or open), reducers, couplings, nipples, plugs, etc. Pipe Hanger. A hanger for supporting a pipe. Pipe Reducer. See Bushing. Pipe Screw Threads. Screw threads used for connect- ing wrought iron pipes. Such screws are cut "tapered"; that is, the end of the pipe, or the inside of the coupling where the thread is cut, forms part of a cone, so that in screwing up the pipe a tight joint can be made. Pipe threads are of a V-shape, sharp at the top and bottom, and their sides stand at the angle of 60° to each other. The following is the num- ber of threads per inch for pipes of different sizes. The size is given by the inside diameter, but the actual bore of the smaller sizes is considerably larger than the nr.minal. The exterior diameter of ordinary gas pipe is from .27 to .37 inches greater than the inside diameter. American Standard System of Pipe Threads. Inside Inside. diain. Ontside Inside diam. Douhie diani- diam- Extra extra Tlireads Whit- Size of eter. cter. strong. stfong. per worth's pipe. Ins. Ins. Ins, Ins. inch, tliread. i,s in. .405 .27 .205 27 28 14 " .54 .364 .294 18 19 3/^ " .675 .494 .421 18 19 yi " .84 .623 .542 .244 14 14 34 " 1.05 .824 .736 .422 14 14 1 " 1.315 1.048 .915 .587 11;/, 11 V4 " 1.66 1.38 1.272 .884 Uy. 11 114 " 1.9 1.611 1.494 1.088 11^ 11 2 " 2.375 2.067 1.933 1.491 11^ 11 21/2 " 2.87S 2.468 2.315 1.7SS 8 3 " 3.5 3.067 2.892 2.284 C Syi " 4. 3.548 3.358 2.716 8 4 " 4.5 4.026 3.818 3.136 8 414 " 5. 4.508 . 8 5 " 5.563 5.045 8 6 " 6.625 6.065 8 7 ■■ 7.625 7.023 8 8 " 8.625 7.982 ' 8 9 " 9.688 9.001 8 ' 10 '■ 10.075 10.019 8 (The European standard is the Whitworth pipe thread, which is quite different.) Taper of Thread ^ in. per foot. Pipe Shield (Steam Heating). A metal covering over the radiator pipes to protect surrounding parts or passengers' clothes from the heat of the pipes. Pipe Unions (M. C. B. Standard). In 1903 the dimen- sions for pipe unions as shown on accompanying table were adopted as standard. In 1908 the follow- ing specifications were adopted: That all wrought iron pipe for car work be threaded with a standard total taper of 34 inch in one foot, and that all pipe fittings be tapped to suit the standard pipe thread with a total taper of 3/4 inch in one foot, so that the thread on pipe and fittings will be uniform and taper-tight. See Illustra- tion on Page 117 and Table on Page 168. Piping. See Lavatory and Water Supply. See also illustrations in section on Passenger Train Heating Apparatus and Air Brakes. Piston. A metal disk with packing, etc., made to fit in a cylinder, and transmit the power caused by the pressure of a working fluid to the external rod and working parts of some form of engine. In a brake cylinder the piston transfers the- pressure of the air to the foundation brake gear. A piston consists of a piston head, attached to a piston rod. The piston follower or follower plate lies at the back of the piston head, inclosing between them the piston pack- ing rings, or (in air brake cylinders) the piston pack- ing leather, which latter is provided with a packing leather expander. The follower plate is secured to the piston with follower bolts. Piston Packing Expander (Air Brake). A spring wire ring for spreading out the leather packing of the piston so as to make it fit air-tight against the cylinder walls. Piston Packing Leather (Air Brake). A circular ring of leather used as a substitute for piston packing rings, pressed into the cylinder so as to have an L- section. It is attached to and surrounds the piston and bears against the inside surface of the cylinder being pressed against it by a piston packing expander. Piston Packing Ring. See Packing Ring. Piston Rod (Brake Cylinder). A rod attached to the piston of a passenger brake cylinder, by which the pressure against the piston is transmitted to the brake levers and shoes. A tube attached to the piston of a freight brake cylinder to act as a guide to the piston as it is forced outward by the air pressure. In this case a Push Rod is attached to the levers and is inclosed by the tube. The push rod transmits the pressure on the nistnn in thp l.^^'* „,l,;i„ u „11^ PIS CAR BUILDERS' DICTIONARY PLA an application of the brakes by hand without pulling out the piston. Piston Travel (Air Brakes). The amount of move- ment of the piston when forced outward as the brakes are applied. Running piston travel is the piston travel obtained when the car is in motion and is always greater than the travel obtained when the car is at rest, due to the fact that the slack or lost motion in trucks and brake gear as well as the elasticity of the car body is more easily taken up by the brake shoe pressure when the car is in motion. False travel is that due to some unevenness of the track or to some cause which occasions a momentary change. Pitch (Of a Screw). The advance made by the thread in one complete revolution, usually expressed Plane Gage for Solid Steel Wheels. See Wheels, Solid Steel, Plane G.\ge for. Plain Triple Valve (Air Brake). A triple valve which has no provision for making emergency applications. See Tru'Le V.alve. Plank. A broad piece of sawed timber, differin.g from a board only in being thicker. Plastic Car Roof. Figs. 865, 867. A roofing mate- rial the body of which is composed of a very heavy layer of woolen felt, thoroughly saturated with a compound which it is claimed preserves the roofing itself and also the upper and lower boarding with " which it comes in contact. See Car Roof. Plate. (Architecture). "A piece of timber which supports the ends of the rafters." — Webster. US.STANOARa THREE-QUARTER INCH PIPE UNION. .SEE ALSO PAGE 168 FOR TABLE 01' SIZES (in by the number of threads in a given space, as U, S. and Great Britain) an inch. (Of a Roof.) The ratio of the rise of a roof to the horizontal distance covered. Pitching Roof. A roof formed of one or more inclined plane surfaces. When the pitch becomes steep, the term is used to distinguish a roof formed of plane surfaces from one formed of curved or arclied sur- faces. Pivot. "A pin or short shaft on which anything turns." — Webster. Pivot Pin (M. C. B. Coupler). Another name for the Knuckle Pin. It is so called from the fact that the knuckle when opening swings about the pin as a pivot. See Automatic Car Coupler Specifications. (Car Building.) A horizontal member on top of the posts of a car body supporting the roof car-lines or rafters. Also called side plate, in distinction from an End Plate, which is a similar member across the end of the car. A deck plate is used to cap the deck posts of an upper deck. (Of a Cast Iron Car \A'heel. ) The central por- tion connecting the hub and tread, sometimes single plate, sometimes double plate. The plate is stiffened ])y lirackets. Plate Facing. An inside cornice fascia. Plate Rod (Freight Cars). A horiz^nital metal rod passing across the car through the two side plates to tie them together. Plate Washer. Usually a wrnuglit iron cut washer, in 117 PLA CAR BUILDERS' DICTIONARY PNE distinction from a cast washer, but also used to desig- nate many forms of large washers or plates serving as double or triple washers. See Washer. Plate Wheel. Fig, 1115, etc. A car wheel of which the center portion is formed of a disk or plate instead of spokes. See Wheel. Platform (Passenger and Caboose Cars). Figs. 504, 507, 520-523. A floor at the end of a car, supported by projecting timbers below the car body, to facilitate in- gress and egress. A narrow platform is sometimes added to freight cars for convenience of train men, but a platform proper is used only on passenger equip- ment cars and cabooses. The term platform is com- monly applied to the frame which supports the plat- form proper in passenger equipment cars, together with its buffing devices. The term is also commonly used for buffing devices and their framing for non- vestibule cars, which have no platform proper. Platform Car. A flat car. Platform Chain. A chain connecting the inner plat- form railings, posts and rails, closing the passageway between the platforms of two cars coupled together. It is used only on the rear end of the last car, and the front end of the first car when the first car is a pas- senger car. Platform Cover Plate. 26. Fig. 410. A steel cover plate over the platform sills. Platform End Bracket. An ornamental casting at- tached under the platform roof on each side of the vestibule face plate on narrow vestibule cars. Platform End Sill. 16, Fig. 383; 21, Fig. 410. The transverse end piece of the platform framing. Platform End Timber or Buffer Beam. A cross tim- ber at the outer end of a car platform. A platform end sill. Platform Floor. The layer of boards over the plat- form sills. Platform Gate. Fig. 580. A gate used to close the side entrance to a platform, in general use only for private cars, suburban cars and street cars. See Pl.\tform Tail Gate. Platform Hood. A cover or canopy formed by ex- tending a car roof over the platform. Sometimes called Canopy. It is made of wood, sheet iron or agasote. Platform Hood Bow. 108, Figs. 423-425. A bent mem- ber which forms the outer edge of a platform hood and to which the platform hood carlines are fastened. Platform Hood Bracket. A bracket or knee iron to connect the hood to the corner post. Platform Hood Carlines. Transverse members which support the roof of a platform hood. Platform Hood Ceiling. See Pl.\tforii IIcod Side Piece. Platform Hood Post. -Vn upright iron bar or rod sometimes attached to the platform or platform rail- ing, to support a platform hood. Platform Hood Side Piece. The side piece to which the ceiling is attached. Platform Lever. A lever for uncoupling cars from the platform. Platform Lever Pin. The pin on which the platform lever pivots. Platform Plate or Buffer. A steel angle plate bolted to the buffer stems and overlapping the platform end sill. When in contact with the like jilate of another car, it makes a continuous floor between them. Being pivoted at the platform end sill, it adjusts itself to all curves of the road. The platform plate also acts as a buffer, and is sometimes so called. See Vestibule. Platform Railing. 7, Fig. 383; Figs. 582-584. An in- closure consisting of iron or brass posts and rails on the end of an open platform to prevent persons from falling off and also to act as a hand hold. Platform Roof. That portion of a car roof which projects over the platform. See Platform Hood. Platform Roof Carline. A carline supporting the plat- form roof. See Carline. Platform Roof End Carline. The carline at the ex- treme end of the platform roof. See Carline. Platform Safety Chains. See Safety Chains, Platform. Platform Short Sills. Short longitudinal pieces of timber, not extending under the car proper, which are framed into and bolted to the end sills and plat- form end timbers of a passenger car to sustain the floor of the platform. The longer timbers which ex- tend under the body of the car proper are called platform sills. Platform Sill. Fig. 418; 34, Figs. 423-425. A sill extend- ing beyond the end of a car to support the platform. Platform Steps. Figs. 570-576; 610, 621. The stairs at each corner of a passenger equipment or caboose car which afford the means of ingress and egress. Forms of steps have been introduced, but are not in general use, which are folding or extensible, being dropped down into position when the car is stationary, and removed or elevated when the train starts. In mod- ern passenger cars the platform steps usually consist of three and sometimes four separate steps below the platform. Wooden steps are sometimes called box steps. Platform Tail Gate. Figs. 578 and 581. A gate used to close the passageway at the rear of the last car of a train which is ordinarily used for passage from one car to the other. Platform Tail Lamp. Figs. 1889, 1900, 1904. A signal lamp which stands on the rear platform of a train. Platform Tie Rods. Horizontal rods passing through the platform end timber and end sill or body bolster, for the purpose of holding them and the other por- tions of the frame of the car securely together. Platform Timber. See Platform Sill. Platform Trap Door. Figs. 563-569. A door which covers the space occupied by the steps, and thus extends the platform out to the side of the car. It is used on wide vestibuled cars, private cars equipped with open platforms, and suburban, elevated and sub- way train cars, which commonly make stops at sta- tion platforms which are level with the car platform- Plow. See Snow Plow and Ballast Plow. Plug. See Refrigerator Car Plug. (Pipe Fittings.) A short, solid metal cylinder, with a screw on the outside and a square or hexagonal end to take hold of with a wrench, screwed into the end of a pipe or hole in a plate, to close the opening. Plumbago. Graphite; one of the forms of pure carbon from which pencils, etc., are manufactured. Plush. A kind of heavy cloth with a velvet nap on one side. Plush is used in car building as a covering for upholstered seats. Pneumatic Jack. Fig. 2643. A jack operated by com- pressed air. See Jack. 118 POC CAR BUILDERS' DICTIONARY POS Pocket (Drawbar Attachment). A joke. (Sleeping Car.) A receptacle for the clothing and small baggage of occupants of sleepmg berths. Known as the head board pocket for the lower berth and upper berth pocket. Any object havhig a cavity or opening which forms a receptacle to hold anything in its place. See Push Pole Pocket. Pocket Hinge. Fig, 1836. Pole Changer (Electric Lighting), bigs. 2314-15, An automatic device for preserving the polarity of an axle generator. It is made generally in one of three types; rotating, mechanical or electrical type. The rotatmg type employs the principle of shifting the brushes of the generator automatically when the direc- tion of rotation changes through an angle eciual to the pole pitch ; that is, the angle between two poles of the generator, if it is a two-pole machine, the brushes must be shifted 180 degs. ; if a four-pole ma- chine 90 degs. The latter is the general arrangement. The rotating type employs no switches or contacts that might interfere with the continuity of the armature circuit, and it permits the brushes taking a "lead," advantages not possessed by the other types which necessarily employ fi.xed brushes. The mechanical type consists of a reversing switch operated mechanically by the rotation of the armature shaft in one direction or the other. When the armature rotates in one direc- tion the switch is automatically closed to make proper connections under these conditions and vice versa. Ihe electrical type consists of a reversing switch, gen- erally operated by solenoids, the entire mechanism be- ing placed inside of the car with the other electrical apparatus. This reversing switch is automatically thrown one way or the other, depending upon the direction of the rotation of the generator armature. Poling Car. See C.\r, j\I. C. B. Class Y. Pop Safety Valve. A valve set with a spring so as to open suddenly with a wide opening at a fixed pres- sure. Port. An opening in a valve for the passage of steam or air. Positive. An arbitrary term used in electrical en- gineering to denote a pole or connection away from which current flows toward a negative pole or con- ductor. See NEGAmrE. Post. A piece of timber or metal set upright and in- tended to support something else, as the posts of a house. See Queen Post, etc. Post Cap. See Post Pocket. Post Office Car. See Postal Car. Post Pocket. 34b and 42a, Figs. 285-288; Figs. 492, 493. A casting attached to the top of the side or end sill or the bottom of the side or end plate of a car to receive and hold a post or a post and a brace, in dis- tinction from a stake pocket which is bolted to the outside of the side sill. Such pockets are commonly used with box and stock cars. The post pockets used below the plates are sometimes called post caps. See Pocket. Postal Car. Figs. 131, 132, 134-139, 141, 256, 257, 259, 260, 388-90, 401. A passenger equipment car for car- rying mail. Some postal cars are fitted with pigeon holes, etc., for the distribution of mail, and others are for storage only. See Car, M. C. B., Classes M and CO; and Postal Cars, U. S. Gov't Specifications. Postal Cars— United States Government Specifications Figs. 256, 257, 259, 260 and 1711-1728. In 1912 the United States Government after a series of conferences with a committee of mechanical engineers ap- pointed by the railroads, issued the specifications given below for postal cars and ii.xtures. These specifications co\er 60 ft., 50 ft, 40 ft., and 30 ft. postal or mail cars; 30 ft., 25 ft., 20 ft.. 15 ft., 12 ft., 10 ft. and 8 ft. mail apart- ments; and 15 ft., 12 ft. 10 ft., 8 ft. and 6 ft. alley apart- ments. The Moor plans shown in bigs. 256, 257, 259 and 260 give the representative sizes of cars and apart- ments, the others being similar. The fnllowing specilication. dated .March 28, 1912, and corrected to June 24, 1912, is for the construction of steel and steel underframe full postal cars. It will also govern in the case of steel and steel underframe mail apartment cars. gener.\l. 1. Tvi-E. — Postal cars may be built according to any of the following types of construction: 1. Heavy center sill construction, the center sills acting as the main carrying member. II. Side carrying construction, the sides of the car acting as the main carrying" members, having their support at the Ijolstcrs. III. Underframe construction in which the load is car- ried by all the longitudinal members of the lower frame. The superstructure framing may be of steel or of wood reinforced as per Railway Mail Service specification plan No. 1. IV. Combination construction in which the side frames carry a part of the load, transferring same to the center sills at points remote from the center plate for the purpose of utilizing uniform center sill area. Steel castings may be used as parts of the underframe in any of the above types. 2. Materials, — All rolled-steel plates and shapes used in the car framing shall be made by the opeu-hearth process. 3. The physical and chemical properties of all material used in the car framing shall be in accordance with the latest standard specifications of the American Society for Testing iVIaterials, as follows : The standard specification for structural steel for bridges, for steel plates, shapes, and bars ; the standard specification for wrought iron, for iron bars and plates; the standard specifications for steel cast- ings, for malleable castings, and for gray iron castings. 4. Workmanship. — All workmanship throughout the car shall be first class. The jointing of the car framing shall be made so that the structure as a whole shall be built to dimensions specified, and all joints exposed to the weather shall be made tight against leakage. 5. Live Loads. — The car body shall be designed to carry the specified live load in addition to its own dead weight under service conditions. Where no live load is specified the maximum capacity of car, as determined by wheel loads given in paragraph 45, shall he used as a basis for calculations, 6. Buffing. — The maximum end shock due to butfing shall be assumed as a static load of 400.(X)0 pounds applied horizontally at the resultant line of the forces acting at the center line of the buffing mechanism and at the center line of draft gear, respectively, and shall be assumed to be resisted by all continuous longitudinal underframe mem- bers below floor level, provided such members are suffi- ciently tied together to act in unison. 7. Details. — All connections, except those specified in paragraph 25, shall be designed for the maximum strain to which the member connected shall be subject, and sec- ondary stresses in any members caused by eccentric loads shall be properly combined with the direct stresses in such 119 POS CAR BUILDERS' DICTIONARY members. The maximum fiber stress in anj- member subject to both direct and secondary stresses may be taken at 20 per cent, greater than those given in paragraph 28, but the direct stresses considered alone must not exceed the allowable stresses given in said paragraph. 8. The minimum distance between centers of rivet holes shall be three diameters of the rivet, and the minimum distance between the center of the rivet hole and a sheared edge shall be not less than one and one-half times the diameter of the rivet. 9. Below the floor line, framing connections of floor beams, posts, etc., may be of rolled steel, pressed plate, or cast steel, and above the floor line such connections may also be of malleable iron. Connections for I beams, chan- nels, or tees may also be made by coping the flanges and bending the web to form a knee, and for angles by coping one leg and bending the other. 10. The use of fillers in the underframe and superstruc- ture shall be a^-oided wherever possible. 11. All holes for rivets or bolts in the underframe, super- structure, and outside finish shall be drilled or punched and reamed to size and fairness. No drifting of holes will be allowed. In deducting rivet or bolt holes to obtain the net area of any section they shall be taken at 1-16 inch larger than the diameter of the rivet or bolt. The effective area of a ri\-et shall be taken as its area before driving. 12. All rivets when driven must completely fill the holes and have full concentric heads or countersunk when re- quired. 13. Cexter Sills. — The center sills maj^ be built up or composed of rolled or pressed shapes, either with or with- out cover plates, and cast-steel draft sills or end con- struction may be used in connection with any of the above types, with suitable riveted connections at splices. Built-up center sills may be either of uniform depth or of the fish- belly shape and may be composed of rolled shapes, web plates, flange angles, and cover plates. If preferred, the web plates may be flanged and angles omitted. When flange angles are used they shall be connected to tlie webs with a sufficient number of rivets to transfer the total shear at any point in a distance equal to the depth of the sill at that point. When cover plates are used they must extend at least two rows of rivets at each end beyond their theoretical length. 14. Bolsters and Cross Bearers. — The body bolsters and cross bearers may be of either cast steel or built-up construction, with ample connections at center and side sills to transmit the calculated vertical shear. 15. Floor Beaais. — Transverse floor beams may be of rolled or press shapes, with suitable connections at center »nd side sills. 16. Floor Supports. — Longitudinal floor supports shall be supported at each transverse floor member. 17. End Sills. — The end sills may be either of rolled or pressed shapes, built-up construction or cast steel, with ample connections at center and side sills. They must be designed for the maximum vertical loads to which they may be subject and also for the assumed horizontal loads transferred from vertical end members as specified in para- graph 26. SIDE FRAME. 18. General. — In calculating the stresses in the side frame, its effective depth when designed as a truss or girder may be taken either as the distance between centers of gravity of the side plate and side sill or as the distance between centers of gravity of belt rail and side sill. At the side-door openings the bending moment caused by the vertical shear at doorposts shall be considered as being resisted by the section above and below door openings, and ihe sum of the direct stresses and those due to bending at such sections shall not exceed the stresses specified in par- agraph 28. A sufiicient proportion of any reinforcing mem- bers added to these sections shall be extended far enough beyond the doorposts at each side that their reaction can be taken care of by the side frame without exceeding the limit specified for stresses. 19. Posts. — The sum of the section moduli taken at any horizontal section between floor line and top line of win- dows, of all posts and braces on each side of car, located between end posts, shall be not less than 0.30 multiplied by the distance in feet between the centers of end panels, a panel length being considered as the distance between lines of rivets in adjacent vertical posts. 20. Sheathing. — Outside sheathing plates of steel or iron shall be not less than % inch in thickness. 21. Gexer-\l. — The roof may be of cither the clere-story or turtleback type, depending on the standard contour of the railroad for whose service the cars are built. In the clere-story type the deck plates shall be in the form of a continuous plate girder extending from upper-deck eaves to deck sill, and either built up of pressed or rolled shapes or pressed in one piece from steel plates. The carlines may be of either rolled or pressed steel shapes extending in one length across car from side plate to side plate or may extend only across upper deck. In the latter case the lower deck carlines may be formed by cantilever extensions of the side posts or by independent members of pressed or rolled shapes. In the turtleback type the carlines may be of either pressed or rolled shapes extending in one length across car between side plate and side plate or may consist of canti- lever extensions of the posts. 22. C.\RLiNES. — The projected area of the portion of roof in square feet supported by carlines divided by the sum of the section moduli of the carlines must not be more than 100. 23. RcOF Sheets. — Roof sheets, if of steel or iron, shall be of a minimum thickness of 0.05 inch and either riveted or welded at their edges. END construction. 24. Vertical End AIembers. — The sum of the section moduli of all vertical end members at each end shall be not less than 65, and the section moduli of the main members, either forming or adjacent to the door posts, shall be not less than 75 per cent of this amount. 25. The horizontal reactions of all vertical end mem- bers at top and bottom shall be calculated from an assumed external horizontal force applied 18 inches above floor line, to all vertical members in the proportions given in above paragraph, such force being of sufficient amount to cause bending of all vertical members acting together, and top and bottom connections of vertical members shall be designed for these reactions. 26. Except where vertical end members shall bear directly against or be attached directly to longitudinal members at either top or bottom, the assumed reactions shall be considered as loads applied to whatever construc- tion is used at end sill or end plate, and both these last- named members shall have section moduli, respectively, sufficient to prevent their failure horizontally before that of the vertical end members. 27. End Plate. — The end plate may be a rolled or pressed section or of built-up construction and shall ex- tend across end of car from side plate to side plate, with ample connections at ends, or shall be of other satisfactory construction to withstand the assumed loads given above. 28. Stresses.— All parts of the car framing shall be so proportioned that the sum of the maximum unit stresses to 120 POS CAR BUILDERS' DICTIONARY POS which any member is subject shall not exceed the following amounts in pounds per square inch, except as modified in paragraphs 7, 25, and 26. These stresses, unless other- wise stated below, are for steel having an ultimate tensile strength of from 55,000 to 65,000 pounds per square inch. Where other materials are used, they shall bear the same proportion to the ultimate strength of the material used. Bolsters of Rolled Steel. — Stress shall not exceed 12,500 pounds per square inch. Sills and Framing of Rolled Sleel. — Stress shall not ex- ceed 16,000 pounds per square inch. When cast steel is used the allowable stresses may be the same as for rolled steel, except tension stresses, which must be at least 20 per cent less than those allowed for rolled steel as specified above. For members in compression the above stresses shall be reduced in accordance with the usual engineering practice. Pounds per Riz'ets (riz'cf steel). square inch, Shear other than buffing 10,000 Bearing other than buffing 20,000 Shear, buffing 12,000 Bearing, buffing 24,000 29. Floor. — Subfloor of postal cars to be of iron or steel plate, upper or wearing surface to be of matched wooden flooring, maple or rift-sawed yellow pine or fir, laid lon- gitudinally, or composition, preference in order named. If composition is used, the wearing surface between doors and the standing surface in front of letter tables and paper racks shall be of wood, cork, or other suitable material. Proper insulation, including air space, should be provided between upper and lower courses. Floor strips for wood upper course should be bolted to subfloor. Composition flooring may be secured by corrugated, keystone, or equiv- alent style of plate or by wire fastening anchored to sub- floor. 30. Interior Finish, — Inside, side, and end linings and head lining of postal cars to be of flat or corrugated steel plate, composition board or wood, properly secured to the car framing. 31. Insui..\tion. — Suitable fabric or material shall be used as an insulation against cold or heat in the side and end walls and roof of steel postal cars, securely fastened as the nature of the material may require for efficiency and durability. The insulating specifications proposed to be used by each railroad company should be submitted to the department for approval. 32. Doors, Windows and Skylights. — Postal ears to be equipped with such side doors, end doors, side windows and skylights as are shown on the standard plans of the Railway Mail Service. Storm or double windows to be provided where required. Doors and windows may be made of wood, combination wood and metal, or metal ; preference in order named, and wdien glazed the glass shall be double strength. Windows should be made of two sash sections. The upper section should be double the area required and should be divided; the lower half to be fitted with glass and the upper half screened, so suspended that glass or screened section may be used as desired. Where design makes this impracticable, any equivalent screen application may be accepted. Doors and windows to have suitable weather stripping. Trimmings and locks to be the railway company's standard. Skylights shall contain 5 square feet, glazed with not less than %. inch thick rough glass. 33. Lighting. — Lighting of postal cars primarily to be with electricity or gas, mantles to be used where practi- cable, with provision for emergency light. Distribution of 121 light shall be as shown on the standard plans of the Rail- way Mail Service. Electric-light installations on postal cars shall include distribution, preferably by condulet sys- tem with separate circuits, cut-outs, and switchboard regulation. The generator, distribution, battery boxes, and their equipment, train connectors, charging plugs, other accessories, and all wiring to be as per the railway com- pany's standard practice. Gas-lighting installation on postal cars to be in ac- cordance with the railway company's standard practice. 34. He.\tixg. — Heating of postal cars primarily to be with steam or hot water. Pipes are to have suitable pro- tection guards of wire or perforated metal. Pipes located behind paper-rack sections shall not occupy space exceed- ing 20 inches in height and 4 inches from wall of car. "Where service conditions require, an auxiliary coal-burning stove of safety pattern shall be furnished, complete with coal liox and firing tools, smokejack properly screened, and protection guards. The stove and coal box to be securely attached. The train pipe steam fine to be applied and equippeiJ with end valves, steam hose and couplings, as per i\I. C. E, re- quirements and the railway company's standard. Requirements of the Post Office Department embody three main points ; First, sufficient heat to keep the postal car or apartment comfortably warm ; second, proper dis- trilmtion of heat, particularly throughout that part of the car occupied by letter cases and paper racks (care should be taken not to have excess of heat around the letter cases), and third, an arrangement of pipes to avoid inter- ference with distributing facilities. To obtain the results outlined above the Department will require postal cars and apartments to be equipped with sufficient amount of radiation to make the floor of the car comfortable and to obtain a temperature of 65 degrees be- tween the side doors at a point 5 feet above the floor line, and to maintain such temperature under the most adverse weather conditions to which the car is subjected when in service. Sufficient radiation should be provided in the end of the ear containing hopper and washstand to maintain a temperature of at least 48 degrees in that location. All coal-burning stoves furnished as an auxiliary or emergency heat must be of a safety pattern or design, properly guarded by metal casing so as to prevent over- heating of closely-surrounding objects and damage which mi,ght result therefrom. 35. Ventilation. — Ventilation of postal cars of clere- story design to be accomplished preferably by means of self-acting ventilators, having intake and exhaust working in conjunction. Four such ventilators per side for 70 and 60-foot cars ; three per side in 50 and 40-foot ears, and two per side in mail apartments placed to obtain ina.ximum results. Other deck sash to have clear glass and to be placed in fixed position without screens.. Trimmings of deck sash to be railway company's standard. Postal cars not having clere-story roofs are to have a sufficient equipment of self-acting ventilators in the roof. 36. Vestibules. — Postal cars are to be equipped with railway company's standard short vestibule, preferably with outside buft'er springs, and with diaphragms when needed for communicating between cars. 37. Couplers and Draft Gears. — The details of the coupler and draft gear to be in accordance with !\I. C. B., and LInited States safety appliance requirements, and the practice of the railroad for which the cars are built. 38. Buffing Mechanism. — The details of the buffing mechanism to be in accordance with the practice of the railroad for which the ears are built. 39. Brake and Signal Equifsient. — Postal cars to be equipped with automatic air brakes and signal equipment POS CAR BUILDERS' DICTIONARY of the latest design, railway company's standard. Hand brakes in accordance with United States safety-appliance standards. Brakes to be applied to all wheels and to be preferably arranged inside on four-wheeled trucks. The braking power should not be less than 80 per cent of the light weight of the car, based on 60 pounds air pressure in the air-brake cylinder. Suitable cord or attachments shall be furnished for con- venient operation of the conductor's valve and train-signal system. 40. Steps, H.\ndhoi.ds, Sign-\l Be.\ckets. — The details of the steps, handholds, and signal brackets to be in ac- cordance with United States safety appliances and M. C. B. requirements and the practice of the railroad for which the cars are built. Side steps to be full width of door opening where possible. Handholds to be applied to each side doorpost. 41. St--\nchions .\nd Screens. — Stancliions in storage ends and at ends of pouch racks, screen frames, and screens to be located as per standard Railway Mail Service plans. 42. S.AFETY Rons and Bars. — Safety rods to be applied in an equivalent manner to that called for in Railway Mail Service interior specifications. Each side door not equipped with catcher arm should be provided with safety bar. 43. Interior Equipment. — The following list of equip- ment shall lie arranged as shown on standard Railway Mail Service drawings, the details to be as per railway company's standards : Broom. Mirror. Catcher arms Paper boxes. Cinder guards. Paper rakes. Coffee healer when necessary Portable bins. Cots when necessary. Register cages. Disinfectants. Sack and pouch racks. Distributing tables. Shelf and letter drop. Deck sash opener. Slip case. Drinking cup. Stepladder. Dust brush. Stout stool. Dumping tray. Torch for lighting gas. Fire buckets. Toilet-paper holder. Fire extinguishers. Wardrobe. Folding wash basin. Water cooler. General-order case. Water tank. Hopper. Wrecking tools. Letter cases. Wire screen for letter case. Lock rods. TRUCK. 44. General. — Trucks may have either the built-up metal or cast-steel frames and may be either of the four- wheel or six-wheel type, within the limit of wheel loads given below. I'^or cars equipped with one cast-iron brake shoe per wheel the effective maximum emergency brake- shoe pressure must not exceed 18,000 pounds per shoe. When two brake shoes per wdieel, or one shoe per wheel having a higher coefficient of friction than cast iron, are used, the wheel loads may be increased to the allowable carrying capacity of the Master Car Builders' standard rules. 45. Wheel Loads. — Maximum weight of loaded cars must not exceed 15,000 pounds per wheel for M. C. B. standard axle having 5 by 9 inch journals, or 18,000 pounds per wheel for M. C. B. standard axle having 5^/2 by 10 inch journals. 46. Details. — Wheels shall be either all-steel or steel- tired. All other truck details, including body and truck center plates and side bearings, shall be in accordance with M. C. B. requirements and the practice of the railway for whose service the cars are built. 47. Painting.— The painting of car body and trucks shall be in accordance with the railway company's specifica- tions for steel cars. Light-color enamel paint to be used for interior finish. 48. Lettering and Numbers. — The lettering and num- bering of postal cars to conform to Railway Mail Service requirements and the railway company's standards. SPECIFICATION, DATED MARCH 28, 1912, AND CORRECTED TO AUGUST 29, 1912, FOR FIXTURES FOR MAIL CARS. FIGS. 256 257, 259, 260 and 1711-1728. Section 1. — Distributing Tables Under Letter Cases. (a) Contour, size, and location are shown on Railway Mail Service floor plans for mail cars. (b) Tables shall be of ll^-inch finished stock, cherry, birch, or maple preferred in order named, at a uniform level of 28 inches at top from floor. Drawers with hasps for locking shall be installed under tables, as indicated on Railway Mail Service floor plans. If metal construction is adopted, tables shall have an upper surface of ^-inch pressed cork, -j-g-inch elastic rubber, or such other material as will meet departmental approval. (c) Ten inch by 10 inch canceling pads of high-grade elastic rubber, yi inch thick, shall he installed in wood or cork-covered letter tables at points indicated on Railway Mail Service floor plans, top surface of pads to .be flush wdth top of tables. (d) A flat wooden strip, 2j4 inches wide, 1 inch thick, half round at top edge, shall be placed on front edge of letter tables to prevent mail slipping off. It should project 1 inch above surface of table, except that a section 2 inches long should be cut out at front, flush with surface of table, to provide for the removal of sweepings, ends of strip at opening to l;e rounded. MAIL. Section 2. — Letter Cases. (a) Location of letter cases, with number and sizes of boxes to be provided, is shown on Railway Mail Service floor plans. (b) Cases shall be constructed of aluminum or other metal, or wood when over-all dimensions permit. Vertical partitions shall be not less than 1-32 inch thick ('if of aluminum, not less than 1-16 inch'), be devoid of shoulders, and present a rounded front not more than 3-16 nor less than 3-32 inch thick. The "Tilley" revolving label holder, a metal holder of equivalent design, or square label holder made of cherry or other suitable wood, shall be applied in front of horizontal partitions and above top row of boxes of all cases. No label holders are required at bottom of cases. If wood holders are used, corners should be beveled 1-16 inch, forming f^-inch flat surface, for application of paste labels. The label holders shall be installed so that each face may be turned to the front at will and be held in posi- tion by flat springs applied in such manner as to prevent formation of shoulders. Not more than seven label holders should be operated by one spring. Top of label holder shall be level with bottom of box at outer edge. (c) Cases shall be made 12 rows high, the back of bot- tom row of boxes to rest on letter table. The seven lower rows and top row of boxes shall each be 4 inches high. The eighth, ninth, tenth, and eleventh rows shall be 3% inches high. Short letter boxes shall be 7 inches- and long letter boxes 9^-2 inches deep, front to back (exclusive of label holders), sloping from the front IVz inches, the bot- toms to be of perforated metal not less than 1-32 inch thick, stamped to pattern shown on Railway I^Iail Service drawings, or of approved equivalent, except lower row of boxes shall have bottoms with perforations at back only, with corresponding openings through letter tables to per- mit dust to fall through. Bottoms shall be turned at front 12^ POS CAR BUILDERS' DICTIONARY POS to meet the '/2-inch square label holders in such manner as to prevent formation of shoulders, substantially as indi- cated on drawings. There shall be a strip 1 inch wide underneath cases, immediately in front of holes through tables, fitted snugly betwen partitions to prevent accumu- lation of dust under case. Space between bottom of case and top of table shall be closed in by a vertical strip placed flush with face line of case. Short letter boxes shall be 4^4 inches and long letter boxes S inches wide. The register cases for 60-foot cars shall be 8 rows high, occupying same height as letter cases. Boxes in this case ti l-c- ' i -'t r es deep (exclusive of label holders) and 5-)^ inches wide. (rf) Figures in preceding paragraph covering height and width of boxes indicate dimensions in the clear at front. (e) Portable screens of suitable wire, not to exceed 1- inch mesh, framed to insure rigidity, shall be applied to front of letter cases, as indicated on Railway Mail Service floor plans. Screens shall be suspended from hooks at' top line and arranged to lock below bottom line of cases, except that screen covering back section of register case in 60-foot cars shall be hung at side in such manner as to be easily removable. (f) Back of letter cases shall lie co\'ered with sheet metal or 1-16-inch wire. If latter is used, mesh shall not exceed ^4 inch. (g) If metal other than aluminum is used, cases should be given a heavy coating of aluminum paint. Section 3. — Racks for Sacks and Pouches. (a) Only such type of rack as has been approved by the department shall be installed in any car. (b) Top frame of rack section to consist of four 34- inch pipes, placed parallel with 'side of car. The rod nearest wall of car is designated as No. 1 ; the next, or middle top rod, as No. 2; the outside top rod, nearest center of car, as No. 3. Rods 1 and 2, and 2 and 3 shall be spaced in line 13 inches center to center. Rod No. 4, same size, shall be 2j4 inches below and 1% inches forward of rod No. 3 (measuring center to center). This rod is used to support paper-distributing tables, dumping tray, and bridges. Racks should be made in standard sections, "5 feet long, end to end, outside meas- urement, including '4 inch clearance at each end, and shall furnish not less than 4 feet 10^4 inches clear hang- ing space between end members. Rack sections of same construction of less length than the above standard shall be installed when required, as shown on Railway IVlail Service floor plans. (c) Racks shall be of such construction as will per- mit of top frame being raised or lowered at will, that the space may be used for storage purposes. (d) Two parallel rods of 34-inch pipe, equidistant from center line of car, shall be installed to support paper- distributing tables and bridges. Rods shall be placed 4 inches apart, center to center, shall be 30^ inches from floor to center of rods, and be supported at ends and joints by single standards. Rods shall be made in sections to correspond in length with sections of racks and in- stalled in such manner as to be removable in pairs. (e) Sections of rack as hereinbefore described shall be installed on each side of parallel center rods, 2254 inches from nearest rod to rod No. 4 of said sections (meas- urmg center to center). The intervening space not oc- cupied by distributing tables and dumping tray shall be filled with bridge sections. Such sections shall be of 54-inch pipe, and be 22^ inches long and 13 inches wide, with sides elevated 4 inches above ends. Measurements to be made center to center. Rod No. 1 shall be placed 38;4 inches from floor to center. This rod will be 2 inches from side wall to center, in cars 9 feet in width. inside measurenient, and in wider cars racks shall be similarly located from center line of car, the additional space between wall and rod No. 1 to be taken up by block- ing-out brackets. Rod No. 2 shall be 37j4 and rod No. 3, 36;/'2 inches from floor to center. (/') Five aluminum, malleable iron, or brass label hold- ers, uniformly spaced, shall be placed on rods No. 1 and No. 2, and one in center on each side of bridges. Label holder shall be 7 inches long, 1J4 inches wide, and have machine-milled slot 1-16 inch deep and 15-16 inch wide, enlarged at ends, into which folded paper labels can be inserted. Face opening of slot shall be 11-16 inch wide. Label holders shall have smooth finish, devoid of cut- ting edges and sharp points, and be attached to rods through lugs 1 inch from ends at such height as to give 5-16 inch clearance between rod and label holder, per- mitting free movement of hooks. (There shall be no label holders on rod No. 3.) (g) Revolving-shank hooks shall be placed on the rfids as follows : Rod No. 1 to have 20 hooks, all pointing to- ward rod No. 2. Rod No. 2 to have 40 hooks, pointing alternately toward rods No. 1 and No. 3. Rod No. 3 to have 20 hooks pointing toward rod No. 2. On rods No. 1 and No. 3, one hook should be placed at each end of each label holder and two under middle part, between lugs. On rod No. 2, two hooks pointing alternately toward rod No, 1 and No. 3, should be provided under each end of each label holder, and four hooks similarly applied under middle part, between lugs. (h) Rods and hooks, if painted, should permit free movement. (i) Hinged wire screens to be provided at end of bag racks, adjoining door openings. Section 4. — Paper-Distributing Tables and Dumping Tray. Wood preferred to metal construction. For details, see drawings. Section 5. — Letter Package and Paper Boxes in All Mail Cars, Except 8, 10 and 12-Foot Apartments and 6, 8. 10, 12 and 15-Foot Alley Apartments. (a) Shall be of wood or metal construction sufficiently heavy to prevent deformation. (b) Paper boxes shall be 9 and 12 inches wide, re- spectively, center to center, as shown on Railway Mail Service floor plans. Shall be not less than 2S inches front to back in the clear, bottom sloping 6 inches toward front. Bottom line at front to be 5 feet 3 inches in clear from floor. Boxes should conform at top to contour of deck, thus providing the largest possible vertical opening. (c) In cars having turtleback tops, paper boxes shall conform to details of measurement and shall have not less than the capacity indicated in paragraph (b) . id) Paper boxes shall have sliding fronts not less than 8 nor more than 10 inches high, or approximately one-third the height of front of box. Fronts shall have wire or grill latticework centers, with 4'4-inch label holders at bottom and lifts at top of slides. (r) Friction springs, to hold sliding fronts in a raised position, shall be placed in slide grooves in ver- tical partitions. if) Double or twin hooks shall be placed under each vertical partition, with points toward side of car, about 1 inch back from face line of boxes. ( g) Letter package boxes in apartment cars, and pa- per boxes in 8, 10 and 12-foot apartments and 6, 8, 10, 12 and 15-foot alley apartments shall be installed as in- dicated on Railway Mail Service floor plans. These boxes 123 POS CAR BUILDERS' DICTIONARY FOS shall follow same general construction as overhead pa- per boxes described in preceding paragraphs. Section 6. — Small Cases for Slips. Small pigeonhole cases for slips and schemes and a small wood or metal box for labels from pouches shall be installed as indicated on Railway Mail Service floor plans. Section 7. — Portable Bins for Letter Packages. Portable bins of wire netting, or substantial light wood construction, approximately 14 inches wide, 18 inches long, 14 inches high at back and 10 inches high in front, shall be furnished, as indicated on Railway Mail Service floor plans. Section 8. — Cage for Registered Mail. A strong wire netting cage shall be installed in all mail cars and apartments. Section 9. — Order Box. A light-weight steel or wood box, 9j4 inches by 14 inches and V/2 inches deep, with suitable door and catch, shall be located as indicated on Railway Mail Service floor plans. Box to have three pointed metal pins, about 2 inches from top, on which to file order sheets. Pins should be V/i inches long and be slightly curved or pointed upward. Section 10. — Hoppers. Flushing or dry hopper, former preferred, shall be in- stalled at location in car indicated on Railway Mail Serv- ice floor plans. When dry hopper is used, it shall have double lid, large opening top and bottom, with nearly straight sides, and chute leading through and extending below floor; bottom to be free from obstruction and pro- vided with deflector. Section 11. — Lavatory. Lavatory located as indicated on Railway Mail Service floor plans shall be of the folding type, designed to occupy not to exceed 6J4 inches front to back when folded ; to have basin of not less than 12 inches in diameter, 4^ inches deep, and not less than i/2-inch splash rim at top. Top of basin when lowered to be 29 inches from floor. A steam jet shall be introduced into basin or water system to heat water. Section 12. — Water Tanks and Drinking- Water Containers. (a) Drinking-water container shall be constructed to keep water and ice separate and free from foreign sub- stances when filling, with provisions for draining each compartment through drain cock at bottom, unless con- tainer is constructed in such manner as to permit of easy removal for cleaning, and shall be of such capacity as op- erating conditions may warrant. Only such type of con- tainer as has been approved by the department shall be installed in any car. (b) Tanks, insulated when service conditions require to prevent freezing, to contain water for lavatory and hop- per, shaped to conform to deck of car, shall be located in deck above hopper, with provision for filling through roof, and shall be securely attached to walls, ceiling, and bulkhead partition. Section 13. — Wardrobe — Mirror. (a) Wardrobe of substantial construction shall be in- stalled as indicated on Railway Mail Service floor plans. Same shall extend from floor to deck of car, be provided with latch and hasp for locking, shelf 5^ feet from floor, and have a row of wardrobe hooks 6 inches apart, ex- tending around sides and end under shelf. Ventilation should be provided through holes or grill plates at bot- tom and top of door. (&) A mirror, approximately 12 by 15 inches, should be located on outside of wardrobe door, or most available point near lavatory or wardrobe. Section 14. — Wrecking Tools — Fire Extinguishers. Shall be provided in accordance with existing laws and regulations. Extinguishers may be attached to ends of overhead paper boxes adjacent to side doorways. Wreck- ing tools may be attached vertically to side wall back of wing letter case or as shown on Railway Mail Service floor plans. Section IS. — Gas Plate, Steam Cooker or Equivalent. Should be installed when required for use of postal clerks in making coffee and warming lunches, located preferably on bulkhead, as indicated on Railway Mail Service floor plans, approximately 5 feet from floor. Section 16. — Cots — Stepladder — Stool. (a) Portable cots and stepladder should be furnished in cars where service conditions require their use. (6) A stout stool 18 inches high, or chair, should be placed in all mail cars and apartments. Section 17. — Deodorants and Disinfectants — Toilet Paper. Toilet paper required in all cases ; deodorants and dis- infectants where conditions warrant. Section 18. — Door Fixtures. Suitable outside door fixtures shall be applied in such manner that door may be opened to full width between posts, and be locked shut with mail or other lock, as a means of safety. A device of acceptable design shall be provided to hold sliding doors in an open or closed position as desired. End doors shall be provided with chain bolt and slide. ' Other fixtures, standard. Section 19. — Lighting. In apartment cars lighted by electricity, a separate cir- cuit should be provided for the mail apartment, to be operated entirely independent from baggage or express apartment of the car. Knife and snap switches only shall be placed in mail apartment; all other mechanism to be placed in adjoining apartment. Section 20. — Rakes for Paper Boxes. Two rakes, of light but substantial construction, hav- ing crossheads 7 inches long with 5 wood or looped-wire teeth 2J4 inches long and handles 24 inches long, with screw eye in ends, shall be furnished each full railway postoffice car, and one such rake each apartment car. Section 21. — Catcher Arms — Safety Bars — Cinder Guards. (a) Two catcher arms shall be furnished for each car, sockets applied to all side-door posts. Safety bars, to be secured in position by locking device, shall be installed at noncatcher doors in catcher-arm sockets. (&) Four cinder guards shall be furnished for each car, holding brackets to be applied to all side-door posts and at ends of overhead paper boxes. Section 22. — Safet}^ Rods — Window Protection Rods. (a) Two rods of 1-inch gas pipe shall be suspended 7 feet 3 inches from floor to center of rod and 19 inches from center of car. Rods to extend full length of car, curved to clear lights, and shall be suspended from deck ceiling by hangers of same section, not more than 8 feet apart, which shall be securely attached to re-enforcement or filling blocks between ceiling and roof at each hanger. Hanger and rod attachment shall be a pipe tee. Rods 124 POU CAR BUILDERS' DICTIONARY PUL shall be securely side-braced to deck sills at each hanger. A 5^-inch hand rod, securely attached to side plate, shall be installed over each side door, extending full width of same. (6) Five-eighths-inch rods of hardwood, hickory pre- ferred, spaced 3 inches apart, shall be provided as pro- tection for windows on inside. Windows adjacent side doorways shall be protected by '/<-inch iron rods outside, if window is located less than 2 feet from door opening. Section 23. — Letter Drops. Letter drops of an acceptable design shall be installed as indicated on Railway Mail Service floor plans, and shall conform in detail of construction to Railway Mail Service drawings. Section 24. — JMovable Stanchions. Shall be made of lj4-inch gas pipe. Floor sockets to be located as shown on Railway Mail Service floor plans. Springs shall be placed in top brackets to prevent stan- chions from rattling. Pouch Catcher. See M.ml Catcher. Pouch Hook (Postal Cars). Hooks used for suspend- ing mail bags while assorting the mails. Pouch Rack (Postal Car). A rack built of standards and horizontal rods to which the pouch hooks are at- tached and which support the pouches or bags while mail is being distributed into them. Poultry Car. Figs. 95-98, 369. A form of stock car for carrying live poultry. See Cak, M. C. B. Class S. P. Pressure Bar (Bufting Apparatus). A stiff iron bar of a cross-shaped (-f ) cross section, which connects the drawbar to the bufi^er spring, so that the draft spring reinforces the buffing spring and the buffing spring takes up part of the pull on the drawbar, thus relieving the draft spring. The pressure bar also forces out the buffer stem and plate when the drawbar is pulled out, thus maintaining a continuous platform between the cars. Pressure Gage (Pintsch Gas Lighting). A gage usually placed in a saloon. It registers atmospheres or pounds and atmospheres, for convenience in computing the volume of gas in the tank. Pressure Head (Brake Cylinder). The head that covers the end of the brake cylinder into which air pressure is admitted when the brakes are applied. Pressure Regulator. Figs. 1948, 1965, 1974. A valve de- signed to regulate the delivery pressure of steam in a steam heating system. It depends entirely upon the elasticity of springs, the pressure of which can be gaged or regulated by screw studs that bear upon one end of the springs. (Pintsch Gas Lighting Apparatus.) R, Fig. 2109; Fig. 2110. The valve by which the pressure of the compressed gas is reduced for consumption. The pressure regulator is one complete fixture, adjusted by the maker. Names of the principal in- terior parts are diaphragm, diaghragm connecting rod, diaphragm lever, regulating valve and dust arrester. Pressure Retaining Valve. Figs. 1282-1284, 1360. A device by means of which a certain part of the brake cylinder pressure may be retained to aid in retarding the acceleration of a train in descending long grades while the brake pipe pressure is increased after one ap- plication to recharge the auxiliary reservoirs. It is controlled by a small handle, the position of which causes it to operate or not, as desired. There are four different types, the ordinary, Fig. 1282, the vestibule, Fig. 1284, the double pressure, Fig. 1283, and the driver brake. The first two t\pcs may be made to retain or IS lbs.; the third to retain 0, 15 or 30 lbs. or 0, 25 and 50 lbs.; the fourth to retain 0, IS lbs., or all cylinder pressure. In descending grades the liandle is turned to the proper position to retain the desired pressure, while on the level the handle is turned to allow the air to escape to the atmosphere. Also called retaining valve. Pressure and Vapor Heating System. Figs. 1950, 1958. A combination of the pressure and vapor lieating sys- tems by which it is possible to operate with an open drip and the lowest temperature in the pipes, or by various pressures with the closed drip, up to that on the train line. Priming (Painting). The iirst coat in car painting. See also Pajnting. j Private Car. Figs. 152, ISS, 251. A car for private use, usually containing eating and sleeping facilities. Private cars used by railway officials are ordinarily termed business cars. Freight cars owned by com- panies other than the railways are termed private line cars or sometimes simply private cars. See Car, M. C. B., Class PV. Produce Car. A modified form of refrigerator car, provided with ventilators and ice boxes, for the trans- portation of fruit, vegetables and perishable produce. Profile Carline. A carline extending from one plate to the other, bent to conform to the shape of the clere-story. Propelling Chain (Steam Shovel). A heavy chain passing over a sprocket on an axle of the truck and a sprocket geared to the winding drum. By revolving the winding drum sprocket the shovel is made to move forward or back on the track by its own power. Propelling Gear (Steam Shovel). The gears which turn from the main winding drum when the propelling chain is to be operated. Propelling Lever (Hand Car). The main lever, to which power is applied. Protection Cap. A L.amp Jack. Protection Strip. Fig. 489. A strip used on a freight car side door to protect it from wear when being opened and closed. Such strips are also used to stif- fen the door and to prevent the entrance of sparks. See Spark Strip. Pull. "A catch or lip upon a drawer, door or window, by which it is pulled open." — Knight. See Door Pull, etc. Pull Hook or Deck Sash Opener. Fig. 1799. A rod with a small hook at one end for opening deck sashes. Also called a ventilator staff. Pull Iron. A roping staple. A U-bolt passing through the side sill for the purpose of attaching ropes in switching. See also Push Pole Pocket. Pull Ring. A metal ring with a screw attached, by which it is fastened to any object, as a sash, drawer, etc., to take hold of in opening it. Pull Rod Carry Iron. A carry iron for an uncoupling rod. Pulley. Fig. 2321. "A wheel with a .grooved, flat or slightly conve-x rim, adapted to receive a cord or band which runs over it. Its function is to transmit power or change the direction of motion." — Knight. A sheave is a pulley wheel in a block, but sheave and pulley are used as almost synonymous terms. See Sheave and Berth Chain Pulley. 125 PUL CAR BUILDERS' DICTIONARY RAT Pullman Car. Figs. 176, 177, 181, 411-414, 416-418, 420. A name strictly applicable only to cars operated by tbe Pullman Company, but in common usage fre- quently applied to sleeping, parlor or drawing-room cars built after the same designs as those adopted by the Pullman Company. Pump (Wash Rooms). See B.\siN Pl-mt. Pump Governor. See Air Comi'Ressor Governor. Purlin. 83, Figs. 285-288, 368, 374, 375; 4, Fig. 859. A longitudinal piece of timber over the carlines, extend- ing from one end of the car roof to the other, to which tile roof boards are fastened. Sometimes called a roof strip, but the latter more correctly ap- plies to strips sometimes used above the purlins. Purlin Bracket. F"ig. 493. An iron casting or forging used to connect a purlin to the end plate. Push Button. Fig. 1385. Used in connection with the whistle of the train signal apparatus. Push Button Faucet. Fig. 1620. A faucet controlled b}' a push button. Push Car or Lorry Car. A four-wheeled car used to carry materials and tools and moved or pushed by hand. See also Ferry Push C.\r. Push Pole. .V pole or wrought iron tube which is used as a strut to span diagonally the distance between the corners of a locomotive and a car, standing on two parallel tracks to push the car without switching the locomotive onto the same track that the car occupies. Push Pole Pocket. 191, Figs. 285-288, 320; 10, Fig. 297; 9, Fig. 342; Fig. 494. .\ plate placed on the corners of fre-'gbt cars, with a cavity for inserting poles or bars in switching, to enable the car to be moved from the side by an engine on a parallel track. A Roping Staple serves the same purpose when it is desired to use a rope or cable. Push Rod (Brake Cylinder). Figs. 490, 1239. A round bar which transmits the braking force from the piston of the brake cylinder to the brake levers. It has a crosshead formed on one end, by which it is attached to the cylinder lever. It is guided by a hollow piston rod. As it has not a rigid connection to the piston, but can slide freely in the hollow piston rod, when the brakes are .applied by hand it does not become necessary to overcome the friction of the piston in the cylinder. Pushover Seat. .See VV,\lkover Se.\t. Putty. .A. mixture of linseed oil with whiting, which latter is chalk hnely pulverized. Quadrant. A piece of mttal curved in the form of the arc of a circle. (Steam Shovel.) A casting for holding the operat- ing levers. Quadrant Levers (Steam Shovel). The handles mounted on the quadrant which control the various movements of the shovel. Quadruplet (of Elliptic Springs). Four springs side by side acting as one. Quartette (Elliptic Spring). Also called Quadruplet, wdiich see. Queen Post (of a Truss). 21, Figs. 285-288, 368, 374, 375 ; 20, Fig. 355 ; 34, Fig. 383 ; 22, Figs. 423-425. One of a pair of vertical posts against wdiich the truss rod bears. When one post only is used, it is called a King Post. Such posts are used for the truss rods under car bodies and occasionally trucks. Queen Post Stay. .\ bar attached to a queen post to stay it laterally. Quick Action Automatic Air Brake. Fig. 12c3, etc. The triple valve is so modified that when a relatively quick reduction in brake pipe pressure is made, it also opens a direct communication from the brake pipe through the triple valve to the brake cylinder. This not only increases the brake cylinder pressure in pro- portion to the amount of air flowing into it from the brake pipe locally on each car, but by venting air from the brake pipe locally on each car, hastens and increases the effect of the reduction made at the brake valve. The net result is to shorten the lime from the movement of the brake valve handle until a full brake application is obtained on the entire train, and to increase the total braking power obtainable by such an operation ( emergency application) about 20 per cent. o\er the ma.ximum obtainable during or- dinary operations (service application), or when us- ing the Pl.\in Auto.matic Brake. Quick Action Triple Valve (.'\ir Brake). See Triple \^.\LVE. Quick Service Valve. Fig. 1374. .A valve used with the emergency straight air brake system to accelerate the application and release of brakes. Is located be- tween the train line and the emergency valve. Quill Drive (Motor Cars). Fig. 2550. A flexible con- nection between motors and driving wheels, providing a spring suspension for the motors and spring trans- mission of the motor torque. Quintuplet (of Elliptic Springs). Five springs side by side acting as one. R Rabbet. "A rectangular groove made longitudinally along the edge of one piece to receive the edge of another. It is common in paneling, and in door frames for the door to shut into." — Knight. Rack. "A frame for receiving various articles." — Web- ster. See Basket R,\ck, etc. "In machinery, a rectilineal sliding piece, with teeth cut on its edge for working with a wheel." — Brande. A R.\tchet. Rack Catch (for Head Board of a Sleeping Car Berth). A small cupboard catch to hold the headboard pocket closed. Radial Yoke. See Figs. 680-682. A special form of coupler yoke. Radiator (Heating Apparatus). The pipes passing through a car, through which the hot water or steam circulates. Radiator Stand. A support for a radiator. Rafter. A timber to support a roof. Rail. "The horizontal part in any piece of framing or paneling." — \'Vebster. Railing. See Pl.vtform Railing. Raised Roof. An upper deck or clear story. Rake (Postal Car). Fig. 1716. Used for handling the papers on postal cars. Ranges and Cook Stoves. Figs. 1574, 1583. A range is a fixed and more elaborate cook stove attached to the wall, and, in houses, usually built in with brick so as to need no stovepipe to connect with the chimney. Ratchet. .'\ serrated edge like that of a saw, some- times straight and sometimes on a wheel, into which a 126 RAT CAR BUILDERS' DICTIONARY REG pawl engages, for producing or (more commonly) re- straining motion. See Brake Ratchet Wheel, Wind- ing Shaft Ratchet Wheel. An undulating ratchet is one having no sharp edges, so that the ratchet catch will slide over them without removal on the application of force, as in deck sash pivots. Ratchet Burner (Oil Lamp). One in which the wick is moved up and down by a pointed wheel engaging in it, like mineral oil burners. Ratchet Jack. A jack operated on the ratchet principle. See Jack. Ratchet Wheel. A wheel with teeth like a saw cut into the outer edge to engage with a Pawl which pre- vents the wheel from being turned in one direction while allowing it to turn in the opposite direction. See Brake Ratchet Wheel, Winding Shaft Ratchet Wheel. Receiver (Pintsch System). A cylindrical steel tank, with riveted and soldered seams, adapted to receive and retain gas at high pressures and hung under a car. Receiver Filling Valve (Pintsch Gas Lighting). A valve of pecidiar construction for the admission of the compressed gas to the receiver, so that it can be trans- mitted to the regulator for consumption. Reclining Chair. Figs. 1512; 1549; 1550. A chair the back of which can be inclined, and which is provided with leg and foot rests. Recording Table. The table on which is placed the recording apparatus of a dynamometer car. Reducer. See Bushing and Reducing Pipe Coupling, Reducing Pipe Coupling. Fig. 1946. A coupling for connecting two pipes of different diameters. Reducing Tee (Pipe Fittings). A pipe fitting having three openings, one of which is smaller or larger than the other two. See Tee. Reducing Valve (Train Air Signal Apparatus). A valve for reducing the pressure of air admitted to the train signal pipes below that maintained in the brake pipes and main reservoir. In the train air signal ap- paratus a pressure of from 40 to 45 lbs. is used. (Air Brake.) See Feed Valve. (High-Speed Brake.) See Reducing Valve^ Auto- matic. (Car Heater.) Fig. 2045, 2066. Used for reducing the steam pressure for the steam heating apparatus Reducing Valve, Automatic (High Speed Brakes). Figs. 1277-1281. A valve attached to the brake cylinder ■ to automatically bleed the pressure down to 60 lbs. after an emergency application, when the pressure in the cylinder rises to 85 lbs. or more. The triangular port gives a graduated reduction. It also prevents the brake cylinder pressure from exceeding 60 lbs. pres- sure in a service application. The triangular port then gives a wide opening. Reducing Valve Strainer (Air Brake). Fig. 1361. Strainer for use in connection with reducing valve. Reflector. Figs. 2379, 2380, 2381, etc. A device placed behind or above a lamp to throw the light in any de- sired direction. Refrigerator (of a Refri,gerator Car). The chamber, constituting the main body of the car, in which the pay- ing load is placed. (Fig. 1582.) A box or chest for keeping articles cool by means of ice. Used in dining, buffet and pri- vate cars. Regulator Strap (Pintsch System). Fi,g. 2110. An Car, M. C. B. Class R. A box car suitable for carry- ing commodities that need icing in transit, ecjuipped with two or more ice bunkers or baskets and suitable means for draining off melted ice or briny water. Has side doors and doors in the roof for admitting ice and salt. The temperature usually desired in refrigerator cars is about 40 degrees F., or 8 degrees above freezing. Refrigerator cars are often converted to heater cars during cold weather when it is desired to transport perishable products. See FIeater Car. Refrigerator Car Doors. Figs. 798-799a, 801-803. Doors for this class of cars must fit tight and must be of a heavy insulated construction in keeping with the rest of the car. Refrigerator Car Floors and Ice Tanks (M. C. B. Recommended Practice). In 1911 a uniform height of refrigerator cars from rail to top of floor was adopted as follows: Inasmuch as the heights of freight-house plat- forms of the largest roads and packing houses vary in height from 42 to 44 inches above the rail, and as the American Railway Engineering and Main- tenance of Way Association had not adopted any standard height of freight-house platforms, that this Association adopt a minimum of 48 inches as the Recommended Practice of height of refrigera- tor car floors, and that the Maintenance of Way Association be requested to adopt a maximum height of 44 inches, which will make ample allow- ance between the bottom of refrigerator car doors and top of platforms to avoid any trouble opening doors at freight houses. 1911 ice tanks. a Recommended Practice was adopted In that: For fresh-meat cars, ice tanks of 5,000 pounds ice capacity be the minimum. For fruit and dairy cars, ice tanks of 3.000 pounds minimum, or 6,000 pounds per car. Fig. 836. A plug which closes ice bunkers of a refrigerator car. Refrigerator Cars, Salt-W"ater Drippings. See Salt- Water Drippings, Collection of. Fig. Refrigerator Car Plug. the entrance to the Refrigerator Door Hinge. 1840. Refrigerttor Express Car. Figs. 112 and 113. An ex- press car fitted with insulation and refrigeration ap- paratus. See Car. M. C. B. Class BR. Register. Fig. 898. An aperture for the passage of air. provided with suitable valves, doors and sliding or revolving plates, by which the aperture is opened or closed. See Ventilator Register, Register Cage (Postal Car). Figs. 1723- 1726. A com- partment iir cage for registered mail. Register Case ( P.istal Car). Fig. 1718. For the dis- triliution of registered mail. Regulating Valve. See Vapor Regulating Valve. For acetylene gas lighting see Fig. 2239. (Pintsch Gas Pressure Regulator.) See Pressure Regul,\T( r. Regulator (Electric Car Lighting). Figs. 2273-2275: im, 2278, 2281, 2295, 2307-2310, 2316, 2318, 2319, 2322, The device for controlling the generator output and maintaining constant voltage on the lamp circuits. It is a form of automatic rheostat. (Pintsch System of Gas Lighting,) See Pressure Regulator, Regulator Straps (Pintsch System). Fig. 2110. An 12'7 REL CAR BUILDERS' DICTIONARY ROL iron strap used to secure the regulator to the under side of the car. Relay. See Lamp Regulator Relay. Release Cock. More properly Release Valve. Release Spring (Passenger Equipment Trucks). 91, Figs. 947, 966; Fig. 977. A spring attached to a truck frame and acting on the brake beams so as to prevent the brake shoes dragging on the wheels when the train is running and the brakes are released. (Air Brakes.) 9, Fig. 1289. A spiral spring which acts to move the brake piston inward, and thus release the brakes from the wheels after the com- pressed air is allowed to escape from the cyUnders. Release Spring Clip. Fig. 1156. The clip which holds the release spring. Release Valve (Air Brake). A cock attached to the auxiliary reservoir for permitting the air pressure to be reduced therein, when the locomotive is detached or when the apparatus is out of order, so as to re- lease or "bleed" the brakes. Release Valve Rod. Fig. 489. A rod extending from the release valve on the auxiliary reservoir to the side of the car to operate the release valve. Release Valve Rod Guide. A small iron eye attached below the sills as a guide for the Release Valve Rod. Relief Valve. See Gravity Relief Valve. Replacer. See Car Replacer. Reservoir (Air Brake). Main reservoirs (Fig. 1270) of large capacity are placed under all motor cars hav- ing air compressors. Auxiliar}' reservoirs (Fig. 1272) are placed under all cars equipped with automatic air brakes. In freight service a cast iron auxiliary reservoir (Figs. 1294, etc.) is connected directly with the brake cylinder and triple valve. See Lamp Fount. (Pintsch Gas Lighting Apparatus.) See Receiver. (Car Heating.) See Vapor Reservoir. Reservoir Drain Cock (Air Brake). Figs. 130S, 1364. A cock for emptying the reservoir of any water con- densed from the compressed air. Reservoir Pipe (Air Brake). Also called air pipe and discharge pipe. The pipe conveying the air from the air compressor to the main reservoir. Reservoir Support (Air Brake). Fig. 490. A bracket by which a reservoir is attached to a car. Resistance- Coils. See Electric Heaters. Retaining Ring (for Wheel Tires). Fig. 1115, etc. A ring securing the tire to the wheel. See Tire Fastening. Retaining Valve. See Pressure Retaining Valve. Retarding Device Body (Triple Valve). 29, Fig. 1274; Retarding Spring (Triple Valve). 33, Fig. 1274; Retarding Stem (Triple Valve). 31, Fig. 1274; Return Bend (Pipe Fittings). Fig. 1946. A short U-shaped tube for uniting the ends of two pipes. Reversible Car Seat. Figs. 1520, 1530, 1533. A name used to designate the form of car seat in which the back turns over to reverse the scat. A turn over seat. Revolving Chair. See P.\rlor Car Chair. Rheostat. Fig. 2574. A resistance used in connection with the controller for limiting the current taken by the motors during acceleration. Usually consists of a numlier of iron grids or strips of iron ribbon prop- erly connected and packed in a substantial frame. the whole being mounted on the under side of the car flooring. Rib (of a Cast Iron Wheel). A bracket. See Wheel Rib. Ridge. See Roof Ridge. Ridge Cap. 5, Fig. f<59. A flanged metal strip to cover the ridge joint on a metal car roof. Ridge Pole. 84, Figs. 285-288, 374, 375; 3, Fig. 859; Fig. 875. A longitudinal member in the center of a roof, supported by the carlines or rafters on which the roof boards rest. In some cases the rafters are framed into the ridge pole, and in some cases the ridge pole is grooved to receive the roof sheets. Ridge Pole Bracket. Fig. 493. A forging or casting used to connect the ridge pole and the end plate. Ridge Timber. A timber which caps the intersection of two inclined floors meeting in the center of the car as in side dump or ore cars. If the inclined floors were the two sides of a gable roof the ridge timber would then become a ridge pole. Rigid Bolster Truck. Figs. 920-924, 927, 933, 939, 940- 944. A car truck with a bolster which has no Lateral or Swing Motion. See also Bolster and Truck Bolster. Rim (of a Car Wheel). That portion of a car wheel outside of the plate. Rim Latch. Figs. 1655, 1665. A latch which is attached to the inside of a door and is not let into it. Riser. A piece of marble or metal set on edge around about a wash bowl to prevent water from running against the walls. See also Step Riser. Rivet. A round piece of metal with a head on one end, used to hold two or more pieces of material to- gether by passing it through them and turning over or upsetting the headless end. Rim Lock. A lock having an exterior metallic case which projects from the face of the door, differing thus from a mortise lock. Rocker (Tip Car). A crescent-shaped casting bolted to the rocker timbers of the car body on which the body rests and rolls when the body is tipped. Rocker Bar (Heaters). A horizontal bar which sup- ports the grate, and on which the latter is attached by a pivot in the center so that it can be turned hori- zontally and thus shake down the ashes. Rocker Bearing Timber Hangers (Tip Car). Vertical timbers or iron bars framed and bolted to the end piece, to which the rocker bearing timbers are fastened. Rocker Car Seat. A seat having the bottom adjustable so as to give it an inclination toward the seat back in all cases, on whichever side the seat back may be placed. All modern car seats have mechanism by which this in- clination is automatically given to the seat when the back is reversed or swung back. Rocker Casting (Car Seats). A casting forming a part of the cushion carrier or stand, which is moved back and forth by the seat back arms, and moves the cushion forward, as well as giving it some inclination toward the back. Rocker Side Bearing. Fig. 1060. A device somewhat similar to the roller side bearing. Instead of rollers, rockers are used, which tend to offer a gradually in- creasing resistance to the lateral motion of the bolster and tend to return it.to its normal position at all times. Rolled Axle. An axle made of rolled iron or steel. See Axle. 128 -iiii ROL CAR BUILDERS' DICTIONARY SAF Rolled Steel Wheel. Figs. 1139, etc. A car wheel made of rolled steel. Roller Center Plate. Figs. 1027, 1029-1033. A center plate fitted with rollers to reduce the friction in turning. Roller Side Bearing Truck. A lateral motion diamond truck the frame of which is very like a swing motion truck with a rigid spring plank. Lateral motion is given to the truck bolster by placing it upon cylindrical rollers resting upon the spring caps. The spring cap and bolster bearing plate are concaved, so that the motion of the rollers is restrained and the truck bolster given stability. Roller Side Bearings. Figs. 1032-1045, 1047, 1050-1059, 1063-1066. A side bearing fitted with rollers to reduce the friction in curving. Roof. See Car Roof. Roof Brace (of a Center Lamp or Chandelier). Diag- onal stays passing from the lamp to the roof. Verti- cal supporting stays are known as lamp arms, with or without a large center stay. Roof Corner Casting (Passenger Equipment Cars). A cast iron molding for the corners of platform roofs. Roof Door. See Icing Door. Roof Framing. Fig. 405. See Body Framing and Frame. Roof Grab Iron. See Roof Hand Hold. Roof Hand Hold (Box and Stock Cars). 102, Figs. 285-288. 305-321, etc. An iron bar fastened to the roof to be grasped when ascending the ladder at the end of the car. Also called Roof Grab Iron. See Safety Appliances. Roof Light. A deck sash. Roof Panel (End). The panel over the door of a pas- senger car. Roof Ridge (Freight Cars). The intersection of the two plane surfaces forming a pitching roof. Roof Sheet Splice Tee. Fig. 497. A commercial Tee, riveted to two roof sheets so as to form a splice be- tween them and form a continuous surface. Roof Sheets. 1, Fig. 859. Metallic sheets for covering car roofs. The joints are made in various ways, most of which are illustrated. See Car Roof, Roof Ventilator. A ventilator in the roof of a car. Roofing. See Siding, Flooring, Roofing and Lining. Roping Staple. A U-bolt secured to the side sill near the end of a car into which the hook of a switching rope may be caught, so that a switching locomotive may pull cars on side tracks while it is on the main track, or vice versa. Rose. A rosette or ornament. Rotary Snow Plow. Figs. 229, 230. See Snow Plow. Rotary Strainer. See Centrifugal Dirt Collector. Rotary Valve (Motorman's Brake Valve). The main valve which rotates when the handle is turned. Rotundity Gage for Solid Steel Wheels. See Wheels, Solid Steel, Rotundity Gage for. Round (of a ladder). The horizontal bars on which the foot rests. They are called rounds, whether of wood or iron, and whether round or square. Round Iron, Limit Gages for. S«e Limit Gages for Round Iron. Rubber Tread (for Step). An india rubber covering fastened to a step, or threshold plate, of a car to pre- vent persons from slipping" when ascending or descending the steps. Rules for Examination of Car Inspectors. See Car Inspectors, Rules for Examination of. Rules of Interchange. See Interchange of Traffic, Rules for. Rules for Loading Materials (M. C. E. Standard). Figs. 2715-25. In 1893 a Recommended Practice was adopted for loading logs and poles on cars and for racking cars for loading bark, and in 1896 extended rules governing the loading of lumber and timber on open cars were adopted, replacing the former practice, with the exception of racking cars ' for loading bark. At the same time rules governing the loading of long structural material, rails, plates, girders, etc., were adopted. In 1897 some modification of these rules was adopted, with slight changes in the illustrations also. In 1898 still further slight changes were made in the text and in some of the drawings, and a new section was added containing rules for loading large logs, pipe and stone on open cars. In 1900 a further modification was made in both text and illustrations. Further revision, 1904; also, 1905; also 1906. In 1908 a further revision was made, and the rules advanced to Standard. Modified in 1910, 1911 and 1912. A separate pamphlet is issued by the Association containing these rules. Copies may be obtained from the Secretary, Master Car Builders' Association, Old Colony Building, Chicago. Running Board. 87, Figs. 285-288, 368; 119, Fig. 355; 86, Figs. 374, 375; 17, Fig. 383, etc. A plane sur- face, made usually of boards, for trainmen to walk or run on. It is placed on the roof of box or stock cars and at the side of tank cars. Gondola and flat cars usually have none. Running Board Bracket. 89, Figs. 285-288; Fig. 492; 12, Fig. 859. Supports fastened to the end of a box or stock car to carry the Running Board Extension. Running Board Extension. The part of the running board which extends beyond the end of the car body so as to bring the ends of the running boards on ad- joining cars nearer together to facilitate the passage of trainmen from one car to another. See Running Board. Running Board Extension Bracket. 15. Fig. 859. A bracket to support the Running Board Extension. Running Board Saddle. 86a, Figs. 374, 375; 7, Fig. 859. A wooden block or an iron casting or forging, shaped on the lower side to fit the angle of a car roof and flat on the upper side, acting as a support for the running board. Russia Iron. A form of sheet iron manufactvired in Russia the exact process for making which has here- tofore been kept secret, but which consists essentially in forming a chemical compound of iron upon its sur- face at the same time that it is highly polished, so that it is not likely to rust. Modern substitutes for this iron are also known as planished iron. Saddle. A block or plate which acts as a bearing or support for a rod, beam, etc. Safety Appliances (M. C. B. Standard). In 1911 the United States Safety Appliance Standards, as contained in the order of the 129 SAF CAR BUILDERS' DICTIONARY SAF Interstate Commerce Commission, dated March 13, 1911, were adopted as standard. BOX AND OTHER HOUSE CARS. HAND BRAKES. Number. Each box or other house car shall be equipped with an efficient hand brake which shall operate in harmony with the power brake thereon. The hand brake may be of any efficient design, but must provide the same degree of safety as the design shown on Plate A. Dimensions. The brake shaft shall not be less than one and one-fourth (Hi) inches in diameter, of wrought iron or steel without weld. The brake wheel may be flat or dished, not less than fifteen (15), preferably sixteen Top brake-shaft support shall be fastened with not less than one-half (yi) inch bolt or rivets. (See Plate A.) A brake-shaft step shall support the lower end of brake shaft. A brake-shaft step which will permit the brake chain to drop under the brake shaft shall not be used. U-shaped form of brake-shaft step is pre- ferred. (See Plate A.) Brake shaft shall be arranged with a square fit at its upper end to secure the hand-brake wheel ; said square fit shall be not less than seven-eighths (%) of an inch square. Square-fit taper; nominally two (2) in twelve (12) inches. (See Plate A.) Brake chain shall be of not less than three- eighths (J's), preferably seven-sixteenths Sa r'M'cT^'le i6 ' Minimum J5" — J 7- - M^^Riveied over or U3C coc/c nui in ,, ' ^ Ft^I > -j place of cotter if pre- ^Malieable iron, mrouf^t tro/t^ or ^ieel T^-Top hraJce ^aft support "Sj^ ■'— ^ shall 6e fastened wiik noi /ess than Ji So/ts or rivets \-Minimu7n. ^^.tMi nimufTi -Suitable cotter % Taper ^ 'in fZ ' HraJce ^aft wifhout wetd metal connection ie- tmeen brake st^^^^^ pivot of pawl Form, of Srake shaft .step 5* i tp^ Suitable cotter or ruif ~ '^Yre/eraile /"_ - Minimum %^ ie pii/otod ufion a % Mt or rivet, or upon a irujiiiion secured iy not less t/lan. Ji' iott or rivet- Jtexaoonal or square Aead^ ed ^ ' 6ait. JUveled over nut. Tflin imuJTv t ^z (16), inches in diameter, of malleable iron, wrought iron or steel. Location. Xhe hand brake shall be so located that it can be safely operated while car is in motion. The brake shaft shall be located on end of car, to the left of and not less than seven- teen (17) nor more than twenty-two (22) inches frc>m center. Manner of There shall be not less than four (4) application. inches clearance around rim of brake wheel. Outside edge of brake wheel shall be not less than four (4) inches from a vertical plane parallel with end of car and passing through the inside face of knuckle when closed with coupler horn against the buffer block or end sill. ( 7-16) inch, wrought iron or steel, with a hnk on the brake-rod end of not less than seven-sixteenths (7-16), preferably one-half (Yz) inch, wrought iron or steel, and shall be secured to brake-shaft drum by not less than one-half (J4) inch hexagon or square- headed bolt. Nut on said bolt shall be se- cured by riveting end of bolt over nut. (See Plate A.) Lower end of brake shaft shall be pro- vided with a trunnion of not less than three- fourths (34), preferably one (1), inch in diameter, extending through brake-shaft step and held in operating position by a suitable cotter or ring. (See Plate A.) Brake-shaft drum shall be not less than 130 SAP CAR BUILDERS' DICTIONARY SAP Manner of application. Number Dime: Location. one and one-half (IJ/2) inches in diameter. (See Plate A.) Brake ratchet wheel shall be secured to brake shaft by a key or .square fit; said square fit shall be not less than one and five- sixteenths (1 5-16) inches square. When ratchet wheel with square fit is used, provi- sion shall be made to prevent ratchet wheel from rising on shaft to disengage brake pawl. (See Plate A.) Brake ratchet wheel shall be not less than five and one-fourth (5J4), preferably five and one-half (Syi), inches in diameter and shall have not less than fourteen (14), pref- erably sixteen (16), teeth, (See Plate A.) If brake-ratchet wheel is more than thirty- six (36) inches from brake wheel, a brake- shaft support shall be provided to support this extended upper portion of brake shaft; said brake-shaft support shall be fastened with not less than one-half (yi) inch bolts or rivets. The brake pawl shall be pivoted upon a bolt or rivet not less than five-eighths (5^) of an inch in diameter, or upon a trunnion secured by not less than one-half (yi) inch bolt or rivet, and there shall be a rigid metal connection between brake shaft and pivot of pawl. Brake wheel shall be held in position on brake shaft by a nut on a threaded ex- tended end of brake-shaft; said threaded portion shall be not less than three-fourths (^) of an inch in diameter; said nut shall be secured by riveting over or by the use of a lock-nut or suitable cotter. Brake wheel shall be arranged with a square fit for brake shaft in hub of said wheel; taper of said fit, nominally two (2) in twelve (12) inches. (See Plate A.) BRAKE STEP. If brake step is used, it shall be not less than twenty-eight (28) inches in length. Outside edge shall be not less than eight (8) inches from face of car and not less than four (4) inches from a vertical plane par- allel with end of car and passing through the inside face of knuckle when closed with coupler horn against the buffer block or end sill. Brake step shall be supported by not less than two metal braces having a minimum cross-sectional area three-eighths (J-^) by one and one-half (1^4) inches or equivalent, which shall be securely fastened to body of car with not less than one-half (^■a) inch bolts or rivets. RUNNING BOARDS. One (1) longitudinal running board. On outside-metal roof cars two (2) latitu- dinal extensions. Longitudinal running board shall be not less than eighteen (18), preferably twenty .(20), inches in width. Latitudinal extensions shall be not less than twenty-four (24) inches in width. Full length of car, center of roof. On outside-metal-roof cars there shall be Manner of application. Number. Dimensions. Location. Manner of application. Number. Dimensions. two (2) latitudinal extensions from longi- tudinal running board to edge of roof above ladder locations, except on refrigerator cars where such latitudinal extensions cannot be applied on account of ice hatches. Running boards shall be continuous from end to end and not cut or hinged at any point: Provided, That the length and width of running boards may be made up of a number of pieces securely fastened to saddle blocks with screws or bolts. The ends of longitudinal running board shall be not less than six (6) nor more than ten (10) inches from a vertical plane parallel with end of car and passing through the inside face of knuckle when closed with coupler horn against the bufi^er block or end sill ; and if more than four (4) inches from edge of roof of car, shall be securely supported their full width by substantial metal braces. Running boards shall be made of wood and securely fastened to car. SILL STEPS. Four (4). Minimum cross-sectional area one-half (54) by one and one-half (1^) inches, or equivalent, of wrought iron or steel. Minimum length of tread, ten (10), pref- erably twelve (12) inches. Minimum clear depth, eight (8) inches. One (1) near each end on each side of car, so that there shall be not more than eighteen (18) inches from end of car to cen- ter of tread of sill step. Outside edge of tread of step shall be not more than four (4) inches inside of face of side of car, preferably flush with side of car. Tread shall be not more than twenty-four (24) , preferably not more than twenty-two (22), inches above the top of rail. Sill steps exceeding twenty-one (21) inches in depth shall have an additional tread. Sill steps shall be securely fastened with not less than one-half (yi) inch bolts with nuts outside (when possible) and riveted over, or with not less than one-half (^) inch rivets. LADDERS. Four (4). Minimum clear length of tread : Side ladders, sixteen (16) inches; end ladders, fourteen (14) inches. Maximum spacing between ladder treads, nineteen (19) inches. Top ladder tread shall be located not less than (12) nor more than eighteen (18) inches from roof at eaves. Spacing at ladder treads shall be uniform, within a limit of two (2) inches from top ladder tread to top tread of sill step. Hardwood treads, minimum dimensions one and one-half (IH) by two 2 inches. Iron or steel treads, minimum diameter five-eighths (%) of an inch. Minim,um clearance of treads, two (2), preferably two and one-half (2^), inches. 13t BAi" i;ak auiLiUiiiKii jjn^ii\-»iN/\rs.i Manner of application. Location. One (1) on each side, not more than eight (8) inches from right end of car; one (1) on each end, not more than eight (8) inches from left side of car; measured from inside edge of ladder stile or clearance of ladder treads to corner of car. Metal ladders without stiles near corners of cars shall have foot guards or upward projections not less than two (2) inches in height near inside end of bottom treads. Stiles of wooden ladders will serve as foot guards. Ladders shall be securely fastened with not less than one-half ( 'A ) inch bolts with nuts outside (when possible) and riveted over, or with not less than one-half (yi) inch rivets. Three-eighths (3/g) inch bolts may be used for wooden treads which are gained into stiles. END-LADDER CLEARANCE. No part of car above end sills within thirty (30) inches from side of car, except buffer block, brake shaft, brake wheel, brake step, running board or uncoupling lever shall extend to within twelve (12) inches of a vertical plane parallel with end of car and passing through the inside face of knuckle when closed with coupler horn against the buffer block or end sill, and no other part of end of car or fixtures on same above end sills, other than exceptions herein noted, shall extend beyond the outer face of buffer block. ROOF HANDHOLDS. Number. One (1) over each ladder. One (1) right-angle handhold may take the place of two (2) adjacent specified roof handholds, provided the dimensions and lo- cations coincide, and that an extra leg is se- curely fastened to car at point of angle. Dimensions. Minimum diameter, five-eighths (%} of an inch, wrought iron or steel. Minimum clear length, sixteen (16) inches. Minimum clearance, two (2), preferably two and one-half (2^), inches. Location. On roof of car: One (1) in line with, and running parallel to, treads of each ladder, not less than eight (8), nor more than fifteen (15), inches from edge of roof, except on refrigerator cars where ice hatches prevent, when location shall be not less than four (4) inches from edge of roof. Manner of Roof handholds shall be securely fastened application. ^j^j^ ^^^ j^^g ^^^^ one-half (^) inch bolts with nuts outside (when possible) and riv- eted over, or with not less than one-half (54) inch rivets. SIDE HANDHOLDS. Number. Four (4). [Tread of side ladder is a side handhold.] Dimensions. Minimum diameter, five-eighths (5^) of an inch, wrought iron or steel. Minimum clear length, sixteen (16) inches. Minimum clearance, two (2), preferably two and one-half (214), inches. Location. Horizontal: One (1) near each end on each side of car. Side handholds shall be not less than Number. Dimensions. twenty-four (24) nor more than thirty (30) inches above center line of coupler, except as provided above, where tread of ladder is a handhold. Clearance of outer end of handhold shall be not more than eight (8) inches from end of car. Manner of Side handholds shall be securely fastened application. ^-^^^ ^q^ Jess than one-half (^) inch bolts with nuts outside (when possible) and riv- eted over, or with not less than one-half (i^) inch rivets. HORIZONTAL END HANDHOLDS. Eight (8) or more. (Four (4) on each end of car.) [Tread of end ladder is an end handhold.] Minimum diameter, live-eighths {.Yi) of an incB, wrought iron or steel. Minimum clear length, sixteen (16) inches. A handhold fourteen (14) inches in length may be used where it is impossible to use one sixteen (16) inches in length on end sills. Minimum clearance, two (2), preferably two and one-half (2'/2), inches. Location. One (1) near each side on each end of car, not less than twenty-four (24) nor more than thirty (30) inches above center line of coupler, except as provided above, when tread of end ladder is an end handhold. Clearance of outer end of handhold shall be not more than eight (8) inches from side of car. One (1) near each side of each end of car on face of end sill or sheathing over end sill, projecting outward or downward. Clearance of outer end of handhold shall be not more than sixteen (16) inches from side of car. On each end of cars with platform end sills six (6) or more inches in width, meas- ured from end post or siding and extending entirely across end of car, there shall be one additional end handhold not less than twenty-four (24) inches in length, located near center of car, not less than thirty (30) nor more than sixty (60) inches above plat- form end sill. Manner of Horizontal end handholds shall be securely application. fastened with not less than one-half ('/4) inch bolts with nuts outside (when possible) and riveted over, or with not less than one- half {V2) inch rivets. VERTICAL END HANDHOLDS. Number. Two (2) on full-width platform end-sill cars, as heretofore described. Dimensions. Minimum diameter, five-eighths iVi) o\ an inch, wrought iron or steel. Minimum clear length, eighteen (18), pref erably twenty-four (24), inches. Minimum clearance, two (2), preferabl; two and one-half (2i/4), inches. Location. One (1) on each end of car opposite lad der, not more than eight (8) inches fror side of car; clearance of bottom end handhold shall be not less than twenty-fou (24) nor more than thirty (30) inches abov center line of coupler. Manner of Vertical end handholds shall be secure. application. fastened with not less than one-half ('/2 132 SAF CAR BUILDERS' DICTIONARY SAF inch bolts with nuts outside (when pos- sible) and riveted over, or with not less than one-half (^4) inch rivets. UNCOUPLING LEVERS. Number. Two (2). Dimensions. Uncoupling levers may be either single or double, and of any efficient design. Handles of uncoupling levers, except those shown on Plate B or of similar designs. shall be not more than six (6) inches from sides of car. Uncoupling levers of design shown on Plate B and of similar designs shall conform to the following prescribed limits : Handles shall be not more than twelve ( (12), preferably nine (9), inches from sides than eighteen (18) 'inches from top of rail when lock block has released knuckle, and a suitable stop shall be provided to prevent inside arm from flying up in case of breakage. Outside metal-roof cars shall have longi- One (1) on each end of car. Location. When single lever is used it shall be placed on left side of end of car. HOPPER CARS AND HIGH-SIDE GON- DOLAS WITH FIXED ENDS. [Cars with sides more than thirty-six ( ^6) inches above the Aoor are high-side cars.] HAND BRAKES. Number. Same as specified for "Box and other house cars." Graduated loctt casfi/j^^ j/tajf Jbe u^seif kVhet] necessary tfie rffd s/fou^d be terJ^ or Ofherwse arratfffeoC i-o c/car bra^e s-fof^ refamerpt'pc, or efic/pos^s^ oUanr//}^ free- dom /r? /////>?y .aryd fi4//p/ay in bracJret w»enhornofcs:up/er,3 Application againsf iufferb/ocA or eid ml/, ahd,i/.i/olled irocAef /Is uied ivAe/z rod M in exfreme forr/ard Y/os/'/ion in bhzcAef. The ent/o/ handle-lo extend rof less fban f'be/Ohr bottont o/end s/ll or to be so constructed as ^o ^/kp orrnn/mum Clearance o^ e' around irand/e to cot7Cea/ed ends/ J / cars Graduated i^cA cosl/ngs may ije asm. ■tl-' A . When necessary the rod sfioutd be benf- or otijernr/se arranged to clear broke staff, retainer p/pc, or end posts, al/atvin^ free- dom in lift in ff and fall ploy In t^ractret —9' — t'f' Mc W ,-«. 77?^ end of hai^a/e fo exfe/7cf not /ess tfyan 4"be/ow baffofv ofeffi/s///or fobe so cortsfruc-f^t^ as to ff/Ve a f>7//}//??um clearance of b' orcuntf /Ta*7c//e tH Applicatipr? to outside ends/// car^ of cars. Center lift arms shall be not less than seven (7) inches long. Center of eye at end of center hft arm shall be not more than three and one-half (3j4) inches beyond center of eye of un- coupling pin of coupler when horn of coupler is against the buffer block or end sill. (See Plate B.) Ends of handles shall extend not less than four (4) inches below bottom of end sill, or shall be so constructed as to give a mini- mum clearance of two (2) inches around handle. Minimum drop of handles shall be twelve (12) inches; maximum fifteen (15) inches over all. (See Plate B.) Handles of uncoupling levers of the "rock- ing" or "push-down" type shall be not less Jimensions. Location. Manner of amplication. Same as specified for "Box and other house cars." Each hand brake shall be so located that it can be safely operated while car is in motion. The brake shaft shall be located on end of car to the left of, and not more than twenty-two (22) inches from, center. Same as specified for "Box and other house cars." BR.-VKE STEP. Same as specified for house cars.'' "Box and other SILL STEPS. Same as specified for "Box house cars." and other 133 ■-■^: SAF CAR BUILDERS' DICTIONARY SAF Number. Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of application. DROP-END HIGH-SIDE GONDOLA CARS. HAND BRAKES. Same as specified for "Box and other house cars." Same as specified for "Box and other house cars." Each hand brake shall be so located that it can be safely operated while car is in motion. The brake shaft shall be located on end of car to the left of center. Same as specified for "Box and other house cars." Number. Dimensions. Location. Manner of LADDERS. Same as specified for "Box and other house cars." Same as specified for "Box and other house cars," except that top ladder tread shall be located not inore than four (4) inches from top of car. Same as specified for "Box and other house cars." Same as specified for "Box and other house cars." SIDE HANDHOLDS. Same as specified for "Box and other application, house cars." HORIZONTAL END HANDHOLDS. Same as specified for "Box and other house cars." VERTICAL END HANDHOLDS. Same as specified for "Box and other house cars." UNCOUPLING LEVERS. Same as specified for "Box and other house cars." END-LADDER CLEARANCE. No part of car above end sills within thirty (30) inches from side of car, except buffer block, brake shaft, brake wheel, brake step or uncoupling lever shall extend to within twelve (12) inches of a vertical plane parallel with end of car and passing through the inside face of knuckle when closed with coupler horn against the buiifer block or end sill, and no other part of end of car or fix- tures on same above end sills, other than exceptions herein noted, shall extend beyond the outer face of bufiler block. Number. Dimensions. Location. Manner of application. SILL STEPS. Same as specified for "Box house cars." and other LADDERS. Two (2). Same as specified for "Box and other house cars," except that top ladder tread shall be located not inore than four (4) inches from top of car. One (1) on each side, not more than eight (8) inches from right end of car, measured from inside edge of ladder stile or clearance of ladder treads to corner of car. Same as specified for "13ox and other house cars." Numbe Di inensions. Location. SIDE HANDHOLDS. Same as specified for "Box and other house cars." HORIZONTAL END HANDHOLDS. Four (4). Same as specified for "Box and other house cars." One (1) near each side of each end of car on face of end sill. Clearance of outer end of handhold shall be not more than six- teen (16) inches from side of car. Same as specified for "Box and other house cars." UNCOUPLING LEVERS. Same as specified for "Box and other house cars." END-LADDER CLEARANCE. No part of car above end sills within thirty (30) inches from side of car, except buffer block, brake shaft, brake wheel or un- coupling lever, shall extend to within twelve (12) inches of a vertical plane parallel with end of car and passing through the inside face of knuckle when closed with coupler horn against the buffer block or end sill, and no other part of end of car or fixtures on same, other than exceptions herein noted, shall extend beyond the outer face of buffer block. FIXED-END LOW-SIDE GONDOLA AND LOW-SIDE HOPPER CARS. {Cars with sides thirty-six (36) inches or less above the floor are loiv-side carsA HAND BRAKES. Same as specified for "Box and other house cars." Same as specified for "Box and other house cars." Each hand brake shall be so located that it can be safely operated while car is in mo- tion. The brake shaft shall be located on end of car, to the left of and not more than twenty-two (22) inches from center. Same as house cars." Same as house cars.' Same as house cars.' specified for "Box and other BRAKE STEP. specified for "Bo.x and other SILL STEPS. specified for "Box and other SIDE HANDHOLDS. Same as specified for "Box and other house cars." Same as specified for "Box and other house cars." Horizontal: One (1) near each end on each side of car, not less than twenty-four (24) nor more than thirty (30) inches above center line of coupler, if car construction will permit, but handhold shall not project above top of side. Clearance of outer end of hand- hold shall be not more than eight (8) inches from end of car. 134 SAF CAR BUILDERS' DICTIONARY SAF Manner of application. Number. Dimensions. Location. Manner of application. .)*';: ; Number. Dimensions. Location. Manner of application. Number. Dimensions. Location. Same as specified for ''Box and other Manner of ,, application. house cars. HORIZONTAL END HANDHOLDS. Same as specified for "Box and other house cars." Same as specified for "Box and other house cars." One (1) near each side on each end of car not less than twenty-four (24) nor more than thirty (30) inches above center line of coupler, if car construction will permit. Clearance of outer end of handhold shall be not more than eight (8) inches from side of car. One (1) near each side of each end of car on face of end sill, projecting outward oi- downward. Clearance of outer end of hand- hold shall be not more than sixteen (16) inches from side of car. Same as specified for "Box and other house cars." UNCOUPLING LEVERS. Same as specified for "Box and other house cars." END-LADDER CLEARANCE. No part of car above end sills within thirty (30) inches from side of car, except buffer block, brake shaft, brake wheel or uncoupling lever, shall extend to within twelve (12) inches of a vertical plane parallel with end of car and passing through the inside face of knuckle when closed with coupler horn against the buffer block or end sill, and no other part of end of car or fixtures on same, other than exceptions herein noted, shall ex- tend beyond the outer face of buffer block. DROP END LOW-SIDE GONDOLA CARS. HAND BRAKES. Same as specified for "Box and other house cars." Same as specified for "Box and other house cars." Each hand brak^ shall be so located that it can be safely operated while car is in motion. The brake shaft shall be located on end of car to the left of center. Same . as specified for "Box and other ■ house cars." SILL STEPS. Same as specified for "Box and other house cars." SIDE HANDHOLDS. Same as specified for "Box and other house cars." Same as specified for "Box and other house cars." Horizontal: One (1) near each end on each side of car, not less than twenty-four (24) nor more than thirty (30) inches above center line of coupler, if car construction will permit, but handhold shall not project above top of side. Clearance of outer end of handhold shall be not more than (8) inches from end of car. Number. Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of application. Number. Dimensions. Location. Same as specified for "Box and other house cars." END HANDHOLDS. Four (4). Same as specified for "Box and other house cars." Horizontal: One (1) near each side of each end of car on face of end sill. Clear- ance of outer end of handhold shall be not more than sixteen (16) inches from side of car. Same as specified for "Box and other house cars." UNCOUPLING LEVERS. Same as specified for "Box and other house cars." END-LADDER CLEARANCE, No part of car above end sills within thirty (30) inches from side of car, except buffer block, brake shaft, brake wheel or uncoupling lever, shall extend to within twelve (12) inches of a vertical plane paral- lel with end of car and passing through the inside face of knuckle when closed with coupler horn against buffer block or end sill, and no other part of end of car or fixtures on same, other than exceptions herein noted, shall extend beyond the outer face of buffer block. FLAT CARS. [Cars with sides twelve (12) inches or less above the floor may be equipped the same as Hat cars.} HAND BRAKES. specified for "Box and other specified for "Box and other Same as house cars." Same as house cars." Each hand brake shall be so located that it can be safely operated while car is in motion. The brake shaft shall be located on the end of car to the left of center. Same as specified for "Box and other house cars." SILL STEPS. Same as specified for "Box house cars." SIDE HANDHOLDS. Same as specified for "Box house cars." Same as specified for "LJox house cars." Florizontal: One (1) on face of each side sill near each end. Clearance of outer end of handhold shall be not more than twelve (12) inches from end of car. Same as specified for "Box house cars." and other and and other other and othe END HANDHOLDS. Four (4). Same as specified for "Box and other house cars." Horizontal: One (1) near each side of each end of car on face of end sill. Clearance of outer end of handhold shall be not more than sixteen (16) inches from side of car. 135 ijAF CAR BUILDERS' DICTIONARY SAF Planner of application. Number. Dimensions Location. Manner of application. Number. Dimensions. Location. Manner of application. Number, Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of application. Number. Manner of application. Same as specified for "Box and other Dimensions, house cars." UNCOUPLING LEVERS. Locat]on. Same as specified for "Box and other house cars." TANK CARS WITH SIDE PLATFORMS. HAND BRAKES. Same as specified for "Box and other house cars." Same as specified for "Box and other house cars." Each hand brake shall be so located that it can be safely operated while car is in motion. The brake shaft shall be located on end of car to the left of center. Same as specified for "Box and other house cars." SILL STEPS, Same as specified for "Box and other house cars," SIDE HANDHOLDS, Four (4) or more. Same as specified for "Box and other house cars," Horizontal: One (1) oir face of each side sill near each end. Clearance of outer end of handhold shall be not more than twelve (12) inches from end of car. If side safety railings are attached to tank bands, four (4) additional vertical handholds shall be applied, one (1) over each sill step and securely fastened to tank or tank bands. Same as specified for "Box and other house cars." END HANDHOLDS. Four (4). Same as specified for "Box and other house cars." Horizontal: One (1) near each side of each end of car on face of end sill, Qear- ance of outer end of handhold shall be not more than sixteen (16) inches from side of car. Same as specified for "Box and other house cars," TANK-HEAD HANDHOLDS. Two (2) [Not required if safety railing runs around ends of tank.} Minimum diameter, five-eightlrs (5^) of an inch, wrought iron or steel. Minimum clear- ance, two (2), preferably two and one-half (2^;). inches. Clear length of handholds shall extend to within six (6) inches of outer diameter of tank at point of application. Horizontal: One (1) across each head of tank, not less than thirty (30) nor more than sixty (60) inches above platform. Tank-head handholds shall be securely fastened, SAFETY RAILINGS, One (1) continuous safety railing running around sides and ends of tank, securely fast- ened to tank or tank bands at ends and sides of tank; or two (2) running full length of tank at sides of car supported by posts. Number. Dimensions. Location. Manner of application. Number. Dimensions, Location, Manner of application. Not less than three-fourths (J4) of an inch, iron. Running full length of tank, either at side supported by posts or securely fastened to tank or tank bands, not less than thirty (30) nor more than sixty (60) inches above plat- form. Safety railings shall be securely fastened to tank body, tank bands or posts. UNCOUPLING LEVERS. Same as specified for "Box and other house cars," END-LADDER CLEARANCE. No part of car above end sills within thirty (30) inches from side of car except buffer block, brake shaft, brake-shaft brackets, brake wheel or uncoupling lever, shall ex- tend to within twelve ( 12) inches of a verti- cal plane parallel with end of car and pass- ing through the inside face of knuckle when closed with coupler horn against the buffer block or end sill, and no other part of end of car or fixtures on same above end sills, other than exceptions herein noted, shall ex- tend beyond the outer face of buffer block. TANK CARS WITHOUT SIDE SILLS AND TANK CARS WITH SHORT SIDE SILLS AND END PLATFORMS. HAND BRAKES. Specified for "Box and other specified for "Box and other Number. Di imensions. Same as house cars," Same as house cars," Each hand brake shall be so located that it can be safely operated while car is in motion. The brake shaft shall be located on end of car to the left of center. Same as specified for "Box and other house cars," RUNNING BOARDS. One (1) continuous running board around sides and ends ; or two (2) running full length of tank, one (1) on each side. Minimum width on sides, ten (10) inches. Minimum width on ends, six (6) inches. Continuous around sides and ends of cars. On tank cars having end platforms extend- ing to bolsters, running boards shall extend from center to center of bolsters, one (1) on each side. If side running boards are applied below center of tank, outside edge of running boards shall extend not less than seven (7) inches beyond bulge of tank. The running boards at ends of car shall be not less than six (6) inches from a point vertically above the inside face of knuckle when closed with coupler horn against the buffer block, end sill or backstop. Running boards shall be securely fastened to tank or tank bands, SILL STEPS, Same as specified for "Box and other house cars," Same as specified for "Box and other house cars," 136 SAF Location. CAR BUILDERS' DICTIONARY SAF Manner of application. Number. Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of application. Number. One (1) near each end on each side under side handhold. Outside edge of tread of step shall be not more than four (4) inches inside of face of side of car, preferably flush with side of car. Tread shall be not more than twenty-four (24), preferably not more than twenty-two (22), inches above the top of rail. Same as specified for "Box and other house cars." LADDERS. [// running boards are so located as to make ladders necessary.'^ Two (2) on cars with continuous running boards. Four (4) on cars with side running boards. Minimum clear length of tread, ten (10) inches. Maximum spacing of treads, nineteen (19) inches. Hardwood treads, minimum dimensions one and one-half (1^) by two (2) inches. Wrought-iron or steel treads, minimum diameter five-eighths (^) of an inch. Minimum clearance, two (2), preferably two and one-half (2>4), inches. On cars with continuous running boards, one (1) at right end of each side. On cars with side running boards, one (1) at each end of each running board. Ladders shall be securely fastened with not less than one-half (^) inch bolts or rivets. SIDE HANDHOLDS. Four (4) or more. Same as specified for "Box and other house cars." Horizontal: One (1) on face of each side sill near each end on tank cars with short side sills, or one (1) attached to top of run- ning board projecting outward above sill steps or ladders on tank cars without side sills. Clearance of outer end of handhold shall be not more than twelve (12) inches from end of car. If side safety railings are attached to tank or tank bands, four (4) additional vertical handholds shall be applied, one (1) over each sill step and securely fastened to tank or tank bands. Same as specified for "Box and other house cars." END HANDHOLDS. Four (4). Same as specified for house cars." Horizontal: One (1) near each side of each end of car on face of end sill. Clear- ance of outer end of handhold shall be not more than sixteen (16) inches from side of car. Same as specified for "Box and other house cars." TANK-HEAD HANDHOLDS. Two (2). {Not required if safety railing runs around ends of tank.] Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of application. "Box and other Number. Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of application. Minimum diameter, five-eighths (Ys) of an inch, wrought iron or steel. Minimum clearance, two (2), preferably two and one-half (2^), inches. Horizontal: One (1) across each head of tank, not less than thirty (30) nor more than sixty (60) inches above platform on run- ning board. Clear length of handholds shall extend to within six (6) inches of outer diameter of tank at point of application. Tank-head handholds shall be securely fastened. SAFETY RAILINGS. One (1) running around sides and ends of tank, or two (2) running full length of tank. Minimum diameter, seven-eighths {%) of an inch, wrought iron or steel. Minimum clearance, two and one-half (2}4) inches. Running full length of tank, not less than thirty (30) nor more than sixty (60) inches above platform or running board. Safety railings shall be securely fastened to tank or tank bands and secured against end-shifting. UNCOUPLING LEVERS. Same as specified for "Box and other house cars." END-LADDER CLEARANCE. No part of car above end sills within thirty (30) inches from side of car, except bufifer block, brake shaft, brake-shaft brack- ets, brake wheel, running boards or uncoup- ling lever, shall extend to within twelve (12) inches of a vertical plane parallel with end of car and passing through the inside face of knuckle when closed with coupler horn against the buffer block or end sill, and no other part of end of car or fixtures on same, above end sills, other than exceptions herein noted, shall extend beyond the outer face of bufier block. TANK CARS WITHOUT END SILLS. HAND BRAKES. Same as specified for "Box and other house cars." Same as specified for "Box and other house cars." Each hand brake shall be so located that it can be safely operated while car is in motion. The brake shaft shall be located on end of car to the left of center. Same as specified for "Box and other house cars." BRAKE STEP. Same as specified for "Box and other house cars." RUNNING BOARDS. One (1). Minimum width on sides, ten (10) inches. Minimum width on ends, six (6) inches. Continuous around sides and ends of tank. If running boards are applied below cen- ter of tank, outside edge of tunning boards shall extend not less than seven (7) inches beyond bulge of tank. 137 SAP CAR BUILDERS' DICTIONARY SAP Number. Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of application. Number. Dimensions. Manner of application. Number. Dimensions. Location, Running boards at ends of car shall be not less than six (6) inches from a point vertically above the inside face of knuckle when closed with coupler horn against the buffer block, end sill or backstop. Running board shall be securely fastened to tank or tank bands. SILL STEPS. Four (4). [If tank has high running boards, making ladders necessary, sill steps must meet ladder requirements.] Same as specified for "Box and other house cars." One (1) near each end on each side, flush with outside edge of running board, as near end of car as practicable. Tread not more than twenty-four (24), preferably not more than twenty-two (22), inches above the top of rail. Steps exceeding eighteen (18) inches in depth shall have an additional tread and be laterally braced. Sill steps shall be securely fastened with not less than one-half (^) inch bolts with nuts outside (when possible) and riveted over, or with one-half (^) inch rivets. SIDE HANDHOLDS. Four (4) or more. Same as specified for "Box and other house cars." Horizontal: One (1) near each end on each side of car over sill step, on running board, projecting downward not more than two (2) inches from outside edge of running board. Where such side handholds are more than eighteen (18) inches from end of car, an additional hanhold must be placed near each end on each side not more than thirty (30) inches above center line of coupler. Clearance of outer end of handhold shall be not more than twelve (12) inches from end of car. If safety railings are on tank, four (4) additional vertical handholds shall be applied, one (1) over each sill step on tank. Same as specified for "Box and other house cars." END HANDHOLDS. Four (4). Same as specilied for "Box and other house cars." Horizontal: One (1) near each side on each end of car on running board, project- ing downward not more than two (2) inches from edge of running board, or on end of tank not more than thirty (30) inches above center line of coupler. Same- as specified for "Box and other house cars." SAFETY RAILINGS. One (1). Minimum diameter, seven-eighths (%) of an inch, wrought iron or steel. Minimum clearance, two and one-half (2i-<) inches. Safety railings shall be continuous around sides and ends of car, not less than thirty Manner of application. Number. Dimensions. Location. Number. Dimensions. Location. jManncr of application. Number. Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of application. (30) nor more than sixty (60) inches above running board. Safety railings shall be securely fastened to tank or tank bands, and secured against end-shifting. UNCOUPLING LEVERS. Same as specified for "Box and other house cars." Same as specified for "Box and other houes cars," except that minimum length of uncoupling lever shall be forty-two (42) inches, measured from center line of end of car to handle of lever. Same as specified for "Box and other house cars," except that uncoupling lever shall be not more than thirty (30) inches above center line of coupler. END-LADDER CLEARANCE. No part of car above buffer block within thirty (30) inches from side of car, except brake shaft, brake-shaft brackets, brake wheel or uncoupling lever, shall extend to within twelve (12) inches of a vertical plane parallel with end of car and passing through the inside face of knuckle when closed with coupler horn against the buffer block or backstop, and no other part of end of car or fixtures on same, above buffer block, other than exceptions herein noted, shall extend beyond the face of buffer block. CABOOSE CARS WITH PLATFORMS. HAND BRAKES. Each caboose car shall be equipped with an efficient hand brake which shall operate in harmony with the power brake thereon. The hand brake may be of any efficient de- sign, but must provide the same degree of safety as the design shown on Plate A. Same as specified for "Box and other house cars." Each hand brake shall be so located that it can be safely operated while car is in motion. The brake shaft on caboose cars with plat- forms shall be located on platform to the left of center. Same as specified for "Box and other house cars." RUNNING BOARDS. One ( 1 ) longitudinal running board. Same as specified for "Box and other house cars." Full length of car, center of roof. [On caboose cars with cupolas, longitudinal run- ning boards shall extend from cupola to ends of roof.] Outside metal-roof cars shall have lati- ' tudinal extensions leading to ladder loca- tions. Same as specified for "Box and other house cars." LADDERS. Two (2). None specified. One (1) on each end. Same as specified for "Box and other house cars." 138 SAF CAR BUILDERS' DICTIONARY SAF Number. Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of apolication. Number. Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of application. Number. Dimensions. Location. ROOF HANDHOLDS. One (1) over each ladder. Where stiles of ladders extend twelve (12) inches or more above roof, no other roof handholds are required. Same as specified for "Box^ and other house cars." On roof of caboose, in line with and run- ning parallel to treads of ladder, not less than eight (8) nor more than fifteen (IS) inches from edge of roof. Same as specified for "Box and other house cars." CUPOLA HANDHOLDS. One (1) or more. Minimum diameter, five-eighths (%) of an inch, wrought iron or steel. Minimum clearance, two (2), preferably two and one-half (2;/), inches. One (1) continuous handhold extending araund top of cupola, not more than three (3) inches from edge of cupola roof. Four (4) right-angle handholds, one (1) at each corner, not less than sixteen (16) inches in clear length from point of angle, may take the place of the one (1) continu- ous handhold specified, if locations coincide. Cupola handholds shall be securely fast- ened with not less than one-half (54) inch bolts with nuts outside and riveted over, or with not less than one-half (;4) inch rivets. SIDE HANDHOLDS. Four (4). Minimum diameter, five-eighths (-5.-s) of an inch, wrought iron or steel. Minimum clear length, thirty-six (36) inches. Minimum clearance, two (2), preferably two and one-half (2]/.) inches. One (1) near each end on each side of car, curving downward toward center of car from a point not less than thirty (30) inches above platform to a point not more than eight (8) inches from bottom of car. Top end of handhold shall be not more than eight (8) inches from outside face of end sheathing. Same as specified for "Box and other house cars." END HANDHOLDS. Four (4). Same as specified for "Box and other house cars." Horizontal: One (1) near each side on each end of car on face of platform end sill. Clearance of outer end of handhold shall be not more than sixteen (16) inches from end of platform end sill. Same as specified for "Box and other house cars." END PLATFORM HANDHOLDS. Four (4). Minimum diameter, five-eighths (^) of an inch, wrought iron or steel. Minimum clearance, two (2), preferably two and one-half (Zyi) inches. One (1) right-angle handhold on each side of each end, extending horizontally from Manner of application. Number. Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of application. Number. Dimensions, Location. Manner of application. door post to corner of car at approximate height of platform rail, tlien downward to within twelve (12) inches of bottom of car. Handholds shall be securely fastened with bolts, screws or rivets. CABOOSE-PLATFORM STEPS. Safe and suitable box steps leading to caboose platform shall be provided at each corner of caboose. Lower tread of step shall be not more than twenty-four (24) inches above top of rail. UNCOUPLING LEVERS. Same as specified for "Box and other house cars." CABOOSE CARS WITHOUT PLAT- FORMS. HAND BRAKES. Same as specified for "Bo-x and other house cars." Saine as specified for "Box and other house cars." Each hand brake shall be so located that it can be safely operated while car is in motion. The brake shaft on caboose cars without platforms shall be located on end of car to the left of center. Same as specified for "Box and other house cars." BRAKE STEP. Same as specified for "Box and other house cars." RUNNING BOARDS. Same as specified for "Box and other house cars." Same as specified for "Box and other house cars." Full length of car, center of roof. [On caboose cars zvith cupolas, longitudinal run- ning boards sliall extend from cupola to ends of roof.] Outside metal-roof cars shall have lati- tudinal extensions leading to ladder loca- tions. Same as specified for "Box and other house cars." SILL STEPS. Same as specified for "Box and other house cars." SIDE-DOOR STEPS. Two (2) [if caboose has side doors.] Minimum length, five (S) feet. Minimum width, six (6) inches. Minimum thickness of tread, one and one- half (li<) inches. Minimum height of backstop, three (3) inches. Maximum height from top of rail to top of tread, twenty-four (24) inches. One (1) under each side door. Side-door steps shall be supported by two (2) iron brackets having a minimum cross- sectional area seven-eighths (%) by three (3) inches or equivalent, each of which shall be securely fastened to car by not less than two (2) three-fourth (^4) inch bolts. 139 SAF CAR BUILDERS' DICTIONARY SAF Number. Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of application. Number. Dimensions. LADDERS. Four (4). Same as specified for "Box and other house cars." Same as specified for "Box and other house cars," except when caboose has side doors, then side ladders shall be located not more than eight (8) inches from doors. Same as specified for "Box and other house cars." END-LADDER CLEARANCE. No part of car above end sills within thirty (30) inches from side of car, except buffer block, brake shaft, brake wheel, brake step, running board or uncoupling lever, shall extend to within twelve (12) inches of a vertical plane parallel with end of car and passing through the inside face of knuckle when closed with coupler horn against the buffer block or end sill, and no other part of end of car or fixtures on same above end sills, other than exceptions herein noted, shall extend tieyond the outer face of buffer block. ROOF HANDHOLDS. Four (4). Same as specified for "Box and other house cars." One (1) over each ladder, on roof in line with and running parallel to treads of lad- der, not less than eight (8) nor more than fifteen (IS) inches from edge of roof. Where stiles of ladders extend twelve (12) inches or more above roof, no other roof handholds are required. Roof handholds shall be securely fastened with not less than one-half (Yi) inch bolts with nuts outside (when possible) and riv- eted over, or with not less than one-half (Yi) inch rivets. CUPOLA HANDHOLDS. One (1) or more. Minimum diameter, five-eighths (5^) of an inch, wrought iron or steel. Minimum clearance, two (2), preferably two and one-half (2"/), inches. One (1) continuous cupola handhold ex- tending around top of cupola, not more than three (3) inches from edge of cupola roof. Four (4) right-angle handholds, one (1) at each corner, not less than sixteen (16) inches in clear length from point of angle, may take the place of the one (1) continu- ous handhold specified, if locations coincide. Cupola handhold shall be securely fastened with not less than one-half (Yi) inch bolts with nuts outside and riveted over, or with not less than one-half (Yz) inch rivets. SIDE HANDHOLDS. Four (4). Same as specified for "Box and other house cars." Horizontal: One (1) near each end on each side of car, not less than twenty-four (24) nor more than thirty (30) inches above center line of coupler. Clearance of outer end of handhold shall be not more than eight (8) inches from end of car. Manner of application. Number, Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of application. Number. Location. Number. Dimensions. Location. Same as specified for "Box and other house cars." SIDE-DOOR HANDHOLDS. Four (4) : Two (2) curved, two (2) straight. Minimum diameter, five-eighths {Yi) of an inch, wrought iron or steel. Minimum clearance, two (2), preferably two and one-half (2^), inches. One (1) curved handhold, from a point at side of each door opposite ladder, not less than thirty-six (36) inches above bottom of car, curving away from door downward to a point not more than six (6) inches above bottom of car. One (1) vertical handhold at ladder side of each door, from a point not less than thirty-six (36) inches above bottom of car to a point not more than six (6) inches above level of bottom of door. Side-door handholds shall be securely fast- ened with not less than one-half (J4) inch bolts with nuts outside (when possible) 'and riveted over, or with not less than one-half {Y2) inch rivets. HORIZONTAL END HANDHOLDS. Same as specified for "Box and other house cars." Same as specified for "Box and other house cars." Same as specified for "Box and other house cars," except that one (1) additional end handhold shall be on each end of cars with platform end sills as heretofore de- scribed, unless car has door in center of end. Said handhold shall be not less than twenty- four (24) inches in length, located near cen- ter of car, not less than thirty (30) nor more than sixty (60) inches above platform end sill. Same as specified for "Box and other house cars." VERTICAL END HANDHOLDS. Same as specified for "Box and other house cars." UNCOUPLING LEVERS. Same as specified for "Box and other house cars." PASSENGER-TRAIN CARS WITH WIDE VESTIBULES. HAND BRAKES. Each passenger-train car shall be equipped with an efficient hand brake, which shall operate in harmony with the power brake thereon. Each hand brake shall be so located that it can be safely operated while car is in motion. SIDE HANDHOLDS, Eight (8). Minimum diameter, five-eighths (5^) of an inch, metal. Minimum clear length, sixteen (16) inches. Minimum clearance, one and one-fourth (1^), preferably one and one-half (Ij^) inches. Vertical: One (1) on each vestibule door post. 140 SAF CAR BUILDERS' DICTIONARY SAF Manner o£ application. Number. Dimensions. Location. Manner of application. Number. Location. Number. Dimensions. Location. Manner of application. Number, Side handholds shall be securely fastened with bolts, rivets or screws. END HANDHOLDS. Four (4). Minimum diameter, five-eighths (yg) of an inch, wrought iron or steel. Minimum clear length, sixteen (16) inches. Minimum clearance, two (2), preferably two and one-half (2^) inches. Handholds shall be flush with or pro- ject not more than one (1) inch beyond vestibule face. Horizontal: One (1) near each side on each end, projecting downward from face of vestibule end sill. Clearance of outer end of handhold shall be not more than sixteen (16) inches from side of car. End handholds shall be securely fas- tened with bolts or rivets. When marker sockets or brackets are located so that they can not be conven- iently reached from platforms, suitable steps and handholds shall be provided for men to reach such sockets or brackets. UNCOUPLING LEVERS. Uncoupling attachments shall be ap- plied so they can be operated by a person standing on the ground. Minimum length of ground uncoupling attachment, forty-two (42) inches, meas- ured from center line of end of car to handle of attachment. On passenger-train cars used in freight or mixed train service, the uncoupling at- tachments shall be so applied that the coupler can be operated from left side of car. PASSENGER-TRAIN CARS WITH OPEN END PLATFORMS'. HAND BRAKES. Each passenger-train car shall be equip- ped with an efficient hand brake, which shall operate in harmony with the power brake thereon. Each hand brake shall be so located that it can be safely operated while car is in motion. END HANDHOLDS. Four (4). Minimum diameter, five-eighths (%) of an inch, wrought iron or steel. Minimum clear length, sixteen (16) inches. Minimum clearance, two (2), preferably two and one-half (2^), inches. Handholds shall be flush with or project not more than one (1) inch beyond face of end sill. Horizontal: One (1) near each side of each end on face of platform end sill, projecting downward. Clearance of outer end of handhold shall be not more than sixteen (16) inches from end of end sill. End handholds shall be securely fas- tened with bolts or rivets. END PLATFORM HANDHOLDS. Four (4). [Cars equipped with safety gates do not require end platform handholds.] Manner of application. Dimensions. Minimum clearance, two (2), preferably two and one-half (2;/4), inches, metal. Location. ■ Horizontal from or near door post to a point not more than twelve (12) inches from corner of car, then approximately vertical to a point not more than six (6) inches from top of platform. Horizontal portion shall be not less than twenty-four (24) inches in length nor more than forty (40) inches above platform. End-platform handholds shall be se- curely fastened with bolts, rivets or screws. UNCOUPLING LEVERS. Uncoupling attachments shall be applied so they can be operated by a person standing on the ground. Minimum length of ground uncoupling attachment, forty-two (42) inches, meas- ured from center of end of car to handle of attachment. On passenger-train cars used in freight or mixed train service, the uncoupling at- tachments shall be so applied that the coupler can be operated from left side of car. . PASSENGER-TRAIN CARS WITH- OUT END PLATFORMS. HAND BRAKES. Each passenger-train car shall be equip- ped with an efficient hand brake, which shall operate in harmony with the power brake thereon. Each hand brake shall be so located that it can be safely operated while car is in motion. SILL STEPS. Four (4). Minimum length of tread, ten (10), pref- erably twelve (12) inches. Minimum cross-section area, one-half (H) by one and one-half (1^) inches or equivalent, wrought iron or steel. Minimum clear depth, eight (8) inches. Location. Qne (1) near each end on each side, not more than twenty-four (24) inches from corner of car to center of tread of sill step. Outside edge of tread of step shall be not more than two (2) inches inside of face of side of car. Tread shall be not more than twenty- four (24), preferably not more than twenty-two (22), inches above trie top of rail. Steps exceeding eighteen (18) inches in depth shall have an additional tread and be laterally braced. Sill steps shall be securely fastened with not less than one-half (J/) inch bolts with nuts outside (when possible) and riveted over, or with not less than one-half (i^) inch rivets. SIDE HANDHOLDS. Number. Four (4), Dimensions. Minimum diameter, five-eighths (50 of an inch, wrought iron or steel. Minimum clear length, sixteen (16), preferably twenty-four (24), inches. Number. Location. Number. Dimensions. Manner of application. 141 ziMsd SAF CAR BUILDERS' DICTIONARY SAF Location. Manner of application. Number. Dimensions. Number. Dimensions. Manner of application. Number. Dimensions. Location. Manner of application. Number. Dimensions. Minimum clearance, two (2), preferably two and one-half (2y2), inches. Horizontal or vertical: One (1) near each end on each side of car over sill step. If horizontal, not less than twenty-four (24) nor more than thirty (30) inches above center line of coupler. If vertical, lower end not less than eighteen (18) nor more than twenty-four (24) inches above center line of coupler. Side handholds shall be securely fas- tened with bolts, rivets or screws. END HANDHOLDS. Four (4). Minimum diameter, five-eighths (s-g) of an inch, wrought iron or steel. Minimum clear length, sixteen (16) inches. Minimum clearance, two (2) preferably two and one-half (2J^), inches. Horizontal: One (1) near each side on each end, projecting downward from face of end sill or sheathing. Clearance of outer end of handhold shall be not more than sixteen (16) inches from side of car. Handholds shall be flush with or pro- ject not more than one (1) inch beyond face of end sill. End handholds shall be securely fas- tened with bolts or rivets. When marker soclvets or brackets are located so that they can not be conven- iently reached from platform,' suitable steps and handholds shall be provided for men to reach such sockets or brackets. END HANDRAILS. Four (4). [Oti cars with projecting end- sills.] Minimum diameter, five-eighths (Sg) of an inch, wrought iron or steel. Minimum clearance, two (2), preferably two and one-half (2;',), inches. One (1) on each side of each end, ex- tending horizontally from door post or vestibule frame to a point not more than six (6) inches from corner of car, then approximately vertical to a point not more than six (6) inches from top of platform end sill; horizontal portion shall be not less than thirty (30) nor more than sixty (60) inches above platform end sill. End handrails shall be securely fastened with bolts, rivets or screws. SIDE-DOOR STEPS. One (1) under each door. Minimum length of tread, ten (10), preferably twelve (12), inches. Minimum cross-sectional .area, one-half (yi) by one and one-half (lj4) inches or equivalent, wrought iron or steel. Minimum clear depth, eight (8) inches. Outside edge of tread of step not more than two (2) inches inside of face of side of car. Tread not more than twenty-four (24), preferably not more than twenty-two (22), inches above the top of rail. Manner of application. Steps exceeding eighteen (18) inches in depth shall have an additional tread and be laterally braced. Side-door steps shall be securely fas- tened with not less than one-half (}^) inch bolts with nuts outside (when pos- sible) and riveted over, or with not less than one-half (yi) inch rivets. A vertical handhold not less than twenty-four (24) inches in clear length shall be applied above each side-door step on door post. UNCOUPLING LEVERS. Uncoupling attachments shall be ap- plied so they can be operated by a person standing on the ground. Minimum length of ground uncoupling attachment, forty-two (42) inches, meas- ured from center line of end of car to handle of attachment. On passenger-train cars used in freight or mixed train service, the uncoupling at- tachment shall be so applied that the coupler can be operated from the left side of car. Cars of construction not covered specifi- cally in the foregoing sections, relative to handholds, sill steps, ladders, hand brakes and running boards, may be considered as of special construction, but shall have, as nearly as possible, the same complement of handholds, sill steps, ladders, hand brakes and running boards as are required for cars of the nearest approximate type. "Right" or "left" refers to side of per- son when facing end or side of car from ground. To provide for the usual inaccuracies of manufacturing and for wear, where sizes of metal are specified, a total variation of five (5) per cent, below size given is per- mitted. Safety Beam (Six- Wheel Trucks). See Axle Guard. Safety Berth Latch. A device by which it is made im- possible for an upper berth to shut automatically in case of accidental overturning of the cars. These devices enable the Berth Safety Rope to be dispensed with. Safety Chain. See also Check Chain. Safety Chain Eye. An iron eye with a broad base bolted to the under side of the side sills of a passen- ger equipment car to receive the hook on the end of a truck safety or check chain. Safety Chains, Platform (M. C. B. Recommended Prac- tice). In 1893 a Recommended Practice was adop- ted for location and details of platform safety chains for passenger equip;. lent cars. In 1896 this was modified as follows: Platform Safety Chains for passenger equipment cars to be located 14^ inches each side of center; to be suitably attached to under side of platform timbers, and to be of such length that when extended horizontally the chain with hook shall measure 12f4 inches from face of end timber to bearing point of hook, and the chain with eye shall measure 2^4 inches from face of end timber to bearing point of eye. The hook shall not be more than 1^ inches thick transversely, and the eye shall not be less than 1^ inches wide, 142 SAP CAR BUILDERS' DICTIONARY SAS or less than 4 inches long in its opening. When facing end of car the chain fitted with hook shall be on the left-hand side, and the chain fitted with eye on the right-hand side. Safety Chains for Steel and Wooden Freight Cars (M. C. B. Recommended Practice). Fig. 27S4. In 1894 a Recommended Practice was adopted for Safety Chains for Freight Cars, when such chains are used. The use of safety chains on freight cars was not recommended, but when they are used on cars for special service a location is recommended as shown. In 1904 a Recommended Practice for safety chains for Steel Freight Cars was adopted. In 1905, as a result of letter ballot, the two de- signs of temporary safety chains for chaining to- gether cars carrying double loads, shown on the drawing were adopted as a Recommended Practice. Safety or Check Chain Eyebolt. 70, Figs. 947, 966. An eyebolt for securing a safety or check chain to a truck or to the car body. Safety or Check Chain Hook. 69, Figs. 947, 966. A hook on the end of a Check Chain with which to attach it to an eyebolt on the car body. Safety Guard (for Spring Plank). An iron strap at- tached to the truck transoms and passing under the spring plank to hold up the latter in case of acci- dental breaking of the link hangers. More properly Spring Plank Safety Hanger. Safety Hanger. A metal loop or eye surrounding a rod or bar to prevent its falling in case of breakage. Safety Plate (Baker Heater). An iron plate which covers the hole in the partition between the fire pot and the base of the smoke flue. Its office is to prevent the ignited coals from falling out if the heater be overturned. Safety Rod (Postal Cars). Fig. 1716. A rod sus- pended from overhead, over the pouch racks, within easy reach, to serve as a handhold or grabiron in case of derailment, etc. Safety Rope (Sleeping Car Berths). More properly Berth Safety Rope. See also Safety Berth Latch. Safety Strap. See Safety Hanger. Safety Tread. Figs. 570-576; 610, 621. Rubber or metal coverings for step treads which prevent the foot from slipping. Safety Valve (Car Heating). Figs. 1962, 1998, 2049, 2095. Used to provide against an accumulation of excess pressure. (High Speed Brake.) An improved type of relief valve applied to the brake cylinders of such cars in a train as are not equipped with a high speed reducing valve, to relieve the brakes from excessive pressure. (Passenger Triple Valve.) 33, Fig. 1275; Figs. 1285, 1334, 1353-1354. (Tank Cars.) See Tank Cars, .Specifications for. Saloon. Figs. 1443, 1451. A retiring room, furnislied with a dry closet or a water closet. The saloon is commonly also provided with washing facilities. Other terms are lavatory, closet, toilet. See Lavatory. One of the smaller subdivisions or staterooms of a sleeping or parlor car. Salt- Water Drippings, Collection of (i\I. C. B. Recom- mended Practice). In 1898 the subject of rust on trucks and track from salt-water drippings from refrigerator cars was dis- cussed, and a Recommended Practice for the collec- tion of such drippings was adopted. In 1910 this practice was modified as follows : 1. All salt-water drippings should be retained in the ice tanks and drained off only at icing stations. 2. The total capacity of drain openings should not exceed the capacity of traps, and the capacity of both drains and traps should be sufficient to release all drippings within the time limit of icing the train. 3. The mechanism adopted for handhng drain valves should be simple and positive, and so designed as to insure closing the valves before hatch plugs can be returned to their places. 4. Salt drippings should be conducted from ice tanks through the drain valves above described and thence to the outside of cars through the regular traps and drain pipes. Sand Blast. A process of cutting glass by blowing sand upon it with a strong blast of air. The same principle is used in larger machines for cleaning the rust and old paint from steel cars. Sand Plank. A common name for spring plank. Sandwich Plates. See Flitch Plates. Sash. The frame of a window or blind, in which the glass or slats are set, but commonly used, especially in compound words, as a substitute for window, which means the window and sash complete. The various members used in framing a sash are the same as a Door Frame. See Deck Sash. etc. Sash Balance. Figs. 1740, 1751, 1755, 1759, 1762, 1813. A spring or weight, with or without a cord, so con- nected to a sash as to counterbalance its weight and make it easy to raise or lower. Sash Bars. See Sash Latch. Sash Fastener. A sash lock. Sash Holder. See Sash Lock. Sash Latch. Fig. 1792. Similar to a sliding door latch. See Latch. Sash Lift. Figs. 1770, 1774, 1777, 1780, 1781. A metal finger hold attached to the bottom rail of a window sash for raising and lowering it. They are sometimes let in flush, but are usually attached on the outside. Sometimes, but rarely, the sash lift is a mere knob, and so called. A Window Blind Lift, is a somewhat similar device. See Bar Sash Lift. Sash Lock. 22, Fig. 1450; Figs. 1747-1750, 1752-1754, 1758, 1761, 1763, 1764-1767. 17'71, 1775-1779, 1782, 1783, 1787, 1788. A spring bolt attached to a window sash, or (rarely) a window bhnd. provided with thumb lever (sash lock trigger), to withdraw the bolt with by one hand, while the sash is lifted by the other. Both hands must thus be used. To accomplish this end less awkwardly Sash Balances have been adopted. Sash Lock Plate. A sash lock stop. Sash Lock Rack. Figs. 1747-1750. 1752-1754, 1758. A rack or stop Ijar used as a S.vsH Lock Stop. Sash Lock Spring. See S.\sn Lock. Sash Lock Stop. Figs. 1747-1750. 1752-1754, 1758, 1765, 1773, 1775-1779. 1783, 1784. 1786. There are two kinds of stops, upper stops fnr holding the window open, and lower stops to hold it shut. Sash Lick bushings, plates, or racks, arc sulistitutcs and equivalents for sash lock stops. Sash lock racks are often called stop bars. Sash Opener. A contrivance, as a lc\er or r<.id, for 143 iid SAS CAR BUILDERS' DICTIONARY SCR opening a window, used chiefly for the deck sash which are out of reach. Sash Parting Strip. See Parting Strip. Sash Pivot. A metal pin or pivot attached to a sash on which the latter turns. See Deck S.^sh Pivot. Sash Pull. See Deck Sash Pull. Sash Rail. A horizontal bar in the frame of a window or blind. Sash Spring. A metal spring attached to the edge of the stile of a window sash to prevent it from rattling. Schedule of Prices and Credits. See Interchange of Traffic, Rule 100. Scheme Rod (Postal Cars). A rod supported upon the scheme rod bracket, and carrying the scheme or sched- ule of the proper distribution of mail matter for the various post offices ; used in distributing mail. Screen (Window). A wire netting stretched on a frame to admit air but exclude cinders. Screw. "A cylinder surrounded by a spiral ridge or groove, every part of which forms an equal angle with unscrew and slacken the coupling, and two nuts with gudgeons taking in the eyes of U-shaped coupling links or shackles. The screw coupling may be either loose, or one shackle may be attached to the drawbar. Screw Gages. Instruments for measuring the diameter or size of screws. They are of two kinds : external, for measuring male screws, and internal, for measur- ing female screws. See also Screw Pitch Gage. Screw Thread Gage. Screw Jack. A jack, the power of which depends upon a screw, turned by a lever. See Jack. Screw Pitch Gage. "A gage for determining the num- ber of threads to the inch on screws and taps. It con- sists of a number of toothed plates turning on a com- mon pivot, so that the serrated edge of each may be applied to the screw until one is found which corre- sponds therewith. The figures stamped on the plate indicate the number of threads to the inch." — Knight. In the ordinary single thread screw the pitch is indi- cated by the number of threads to an inch. Screw Thread Gage. A steel plate with notches in the; PBOPORTIONS FOR SBLLEES' 3TAm>ABD SChEW-THKEADS, ^f^JTS AND BOLTS. Scbxw-Thbeum. Diameter at roct 'it Width of Nirrs. Tbickneap rough. i rrr Thickness ficUh. B-^^T HaASS ThickneBS TCUgh. TbirkneBft finish. UD i I ft i ft f * 1 n n If 20 18 18 14 13 12 U 10 9 8 7 7 6 6 5ii 5 5 4i .183 .240 .294 .844 .400 .454 ..507 620 .731 .837 .940 1.065 1.160 1.284 1 389 1.491 1.616 1.713 .0002 .0074 .0078 .0089 .0096 .0104 .0113 .0123 .0X38 .0156 .0178 0173 0208 .0208 .0227 .0250 .0250 .0277 H B fi li ift n ift 11 m n hi 2T«r 2H- ft hi I If H ft f 2i 2ft 2J m 3ft ft i ft I Tf ft I i i 1 n n n H n 1} It i ft f ft i ft H H H ift ift ift ift ift lU ii a n I 14 Ift U Ift 2ft 2J 2ft 25 27^ 31 ft f 1 Ift i| Ift 1} IH 2i 2ft 2.1 2rt "•8 3ft f H ii ii! 1 Ift 1] Ift i ft I 5ft 1ft J ft 1ft Ift lU l}i HI the axis of the cylinder, so that if developed on a plane surface it would be an inclined plane. It is considered as one of the mechanical powers." — Knight. When used alone the term commonly means a wood screw, having a slotted head and gimlet point, for driving in with a screw driver. Machine screws are similar, ex- cept that they have no gimlet point and have a metal screw thread. They are used for uniting metallic parts. All ordinary forms of bolts have screw threads cut on them, but are not commonly called screws. A special form of wood screw is a lag screw, which is a large sized screw with a head like a bolt, so that it may be inserted with a wrench instead of a screw driver. See Screw Thread. Screw Coupling (British). The means by which pas- senger train vehicles are coupled together. On the Continent of Europe it is used for both passenger and freight cars. It comprises a right and left-handed screw provided with a hinged weighted handle, which always hangs downward, so that it has no tendency to edge of the precise form of screw threads, used for giving the proper form to the edges of screw cutting tools. See Screw Thread. Screw Threads, Bolt Heads and Nuts (M. C. B. Stand- ard). The Sellers or Franklin Institute system of screw threads, bolt heads and nuts is the standard of the Association, and repeated action of the As- sociation has deprecated the use of any other sys- tem and encouraged the careful maintenance of these standards. A set of gages for standard screw threads and a standard inch scale, 2 feet long, are held in the office of the Secretary for reference. Mr. Sellers, who proposed this system of screw threads, described it in an essay read before the Franklin Institute of Philadelphia, April 21, 1864, as follows: "The proportions for the proposed thread and its comparative relation to the sharp and rounded threads, will be readily understood from the ac- 144 SCR CAR BUILDERS' DICTIONARY SEA companying diagram in which Figs. 11 and 12 — the latter on an exaggerated scale — represent a sharp thread, Figs. 13 and 14 a rounded top and bottom to the English proportion, and Figs. IS and 16 the flat top and bottom, all of the same pitch. \ E { L_y//////////' • - no. 11. i-55°, The angle of the proposed thread is fixed at 60°, the same as th"e sharp thread, it being more read- ily obtained than 55°; and more in accordance with the general practice in this country. Divide the Seat. "That flat portion of a chair or sofa to support the person." — Knight. Figs. 1510, 1512-1564. See Car Se.\t. In Mechanics : "The part on which another thing rests, as a valve seat." — Knight. Seat Arm Cap. A piece of metal shaped to the form of the seat arm and screwed to the top to take the wear and as an ornament. Seat Arm Pivot. Figs. 1476, 1479, 1486. A metal pivot by which a seat arm of a reversible seat is attached to a seat end or the side of a car. In some cases the pivot is made in one piece with the seat arm plate, which is attached to the seat end. The two com- bined then become a seat arm pivot plate. A seat arm pivot is sometimes called a seat arm rivet. Seat Arm Plate. A plate fastened to a seat end with a hole in the corner, which receives and holds a seat arm pivot. In some cases the pivot is made in one piece with the plate. The part formed by combining the two is then called a seat arm pivot plate. Some- times a seat arm pivot plate or washer and a bolt is used. Seat Arm or Seat Arm Rest. 31, Figs. 1458, 1459: Fig. 1489. xA.n arm by which the back of a seat is at- tached to the seat end or to the side of the car. Such arms are usually attached by a pivot, so that the seat back can be reversed. Sometimes called striker arm, seat back arm, and also seat back reversing arms. This term is also used to designate the portion of a seat end which supports the arm of a person sitting PROPORTIONS FOR SELLERS' STANDARD NUTS AND BOLTS ■iough Not = one and one-half diame- ter of bolt 4- {. I ^v-,1 Finished Nut = one and one-half 1 •'^ "I diameter of tolt + A. Rough Nut — diameter ol bolt Fini£hedNat = diameterof bolt. — i*.-.. i ./'^TV-J Roagh Head = one and one-half diameter of bolt 4- §. Finished Head = one and one-half X rn diameter of bolt -J- ^. I I ^ I Rough flea-i - one-half distance be ^ tweea riar£iiei.«dt"»of head. Finished Head = diameter of bolt - ^ n rr •^*m Note — Tn iSgg the following dimensions for square bolt beads were adopted as recommended practice : The side o£ the head :;ball be one ,tnd one-half times the diameter of the bolt,, and the thickness of the bead shall be one-half the si^e ot the head. pitch, or, which is the same thing, the side of the thread, into eight equal parts, take off one part from the top and fill in one pare in the bottom of the thread, then the flat top and bottom will equal one-eighth of the pitch; the wearing surface will be three-quarters of the pitch, and the diameter of screw at bottom of the thread will be expressed by the formula : 1,299 Diameter number of threads per inch. The accompanying tables are reprinted from Mr. Sellers' essay: they give the proportions of his standard screw threads, nuts and bolt heads: Scrubber (Acetylene Gas Lighting). Fig. 2253. A de- vice for cleaning the gas. Sealed Jet (Car Heating). A piece of apparatus in which live steam is brought directly into contact with the circulating water and heats it, at the same time forcing the circulation. in the seat, and sometimes, incorrectly, to designate a Seat Arm Cap. Seat Arm Rest Bracket. A bracket to be screwed to the wall to carry a wood arm rest. Seat Arm Rivets. Fig 1476. Seat Arm Stop. Figs. 1482-1485. A metal lug or bracket attached to a seat end, and sometimes to the side of the car, on which the seat arm rests. Seat stops are either attached to a long plate ( curved or straight seat stop), or as in round seat stops, and have a flange entirely surrounding them, by which they are attached to the seat arm or side of the car. They are also called seat stops. Seat Arm Thimble. Fig. 1478. Seat Arm Washer. A small washer for the head of a screw, by wdiich a seat arm is fastened to a seat end. Now little used. Seat Back. 30, Figs, 1458, 1459. That part of a car seat which forms a support for the back. It has an arm, called the seat back arm, attached to it, bv which 145 SEA CAR BUILDERS' DICTIONARY it is attached to the seat ends with a seat arm pivot, so that it can be swung over so as to face the other way. In some styles the seat back arm is pivoted below the seat cushion and the seat back swings over the cushion so that both sides are used alternately. In sleeping cars the back does not swing but a part of it pulls out to form the lower berth. See Seat. On some suburban cars, and commonly on street cars, longitudinal seats are used, with the backs against the side of the car. Seat Back Arm Lock. See Seat Lock. Seat Back Arm Pivot. Fig. 1490. The swinging joint or seat back pivot in the seat arm. See Seat Arm Pivot. Seat Back Band. A seat back molding. Seat Back Corner. Fig. 1492. A metallic corner piece to screw to the backs of seats and protect the up- holstery from wear. Seat Back Curved Stop. Figs. 1483, 1491. A seat back stop of a curved form. Seat Back Molding. A wood, or more usually, metal band or molding fastened around the edge of a seat back to give it a finish and protect it from wear. Seat Back Paneling. S3, Figs. 1458 and 1459. The panels forming the partition between the seat backs in a sleeping car. Seat Back Pivot Plate. The plate bearing a seat arm pivot fastened to the seat back. Seat Back Reversing Arms. A seat back arm of a car seat. Seat Back Round Stop. Fig. 1485. A round seat stop. Seat Back Slats. Narrow strips of wood used to form a seat back ; used chiefly for seats which are not upholstered. Seat Back Spring. A weak spring placed in the up- holstering in the back of a seat. Usually called simply back spring. Seat Bracket (Hand Car). A wrought iron knee which supports the seat. Seat Cover Guard Rail. A strip of wood tacked to the flap of the seat cover to keep it straight. Seat Cushion. 29, Figs. 1458, 1459. The upholstered part of a car seat. There is ordinarily a separate cushion for the seat and for the back. In sleeping cars the two cushions are used to form the lower berth. Two kinds of cushions are used on cars ; a squab cushion, which is a loose pad and is now little used, and box cushion, which is a cushion built upon a cushion frame, with springs, etc. Seat Division (Longitudinal Seats). A bar of wood or metal to separate the space occupied by a passenger from that adjoining it. Seat End. 13, Figs. 1458, 1459. A frame of wood or metal at the end of a car seat which supports the arm of the occupant and to which the seat back arm is attached. Seat ends are designated as long or short according to whether they extend entirely to the floor or are supported upon a seat stand. They are also designated as aisle seat ends, or wall seat ends, and, for corner seats, as left-hand or right-hand seat ends. Seat End Arm. The portion of a seat end which sup- ports the arm of a person sitting in the seat. An arm rest. Seat End Cross Rail. The end rail between posts of a wood seat end. Seat Front Rail. A rail fastened to the ends of the seat bearing cross bar and running along at the top of the seat front and under the front seat rail. Seat Head End. 14 and 33, Figs. 1458, 1459. The upper part of the seat end projecting out beyond the head rest. Seat Hinge (Sleeping Cars). Fig. 1488. A strap hinge used to connect a seat with the seat back. See also Sofa Hinge. Seat Joint Bolt. A bolt for fastening a seat rail to aisle seat ends. It is also used at the wall ends. Seat Leg (Longitudinal Seats). A wooden post which supports a front seat rail. Seat Leg Plate. A metal plate with which the front of a seat end or leg is covered to protect it from injury. Seat Lever (Water Closet). A lever projecting back- ward from the seat lid, to which the connecting rod is attached. Seat Lid (Water Closet). A cover for the seat. Seat Lock. Figs. 1477, 1480, 1481. A lock for holding the back of a seat so that its position cannot be re- reversed. Such locks are attached either to the seat end, seat back arm or seat back stop. A form for iron seat ends with a small escutcheon, not pro- vided with screw holes, is sometimes distinctively called a barrel lock, although the term is almost equally applicable to any form of seat lock. Seat locks operate by pushing the key inward, turning it a little and then pulling on the key. Seat Lock Bolt. Fig. 1480. The beveled bolt by which locking is effected. Seat Pull (Sleeping Cars). Fig. 1494. A flush handle for pulling out the seat in making up the berth so as to drop the back and seat to the same level. Seat Rail. One of a pair of rails, front and back, rest- ing on and attached to the seat ends, and which sup- port a cushion frame or seat bottom. Seat Rail Bracket or Socket. Fig. 1487. A support for a wooden seat rail. Seat Slat. A narrow strip of wood which forms part of a seat bottom, or seat back. Seat Spring. Fig. 1509. A spiral or other metal spring used to give a seat elasticity. Spiral springs are the most common, the elliptic and spiral-elliptic having become nearly obselete in new seats. A special form of seat springs called back springs, of little resistance, is used for seat backs. British seat springs are called sofa springs, and the back springs back squab sofa springs. Seat Stand. A support on which an aisle seat end rests. Seat Stop. See Seat Arm Stop. Seat Webbing. Fig. 1509. A form of coarse canvas used in upholstering" car seats. Second Catch (of Car Door Fastener). A double hook or eye placed in the hasp of a car door lock in such manner that the door can, if desired, be locked, leav- ing a small opening for ventilation. Second-Class Car. A plainly finished passenger car for carrying passengers who pay a lower rate of fare than first-class passengers. See First-Class Car. Section (of a Sleeping Car). Two double berths, an upper and a lower, making up into two seats facing each other by day. Sectional Seat Cushion. One with spiral springs sep- 146 SEL CAR BUILDERS' DICTIONARY SID arately attached to narrow slats so that the seat can be made up or repaired in sections. Self-Clearing or Self-Cleaning Car. A car having a floor forming one or more hoppers, with doors at the bottom which, when opened, permit the load to dis- charge by gravity. Most hopper cars are self-clear- ing. See also Car. Self-Closing Faucet or Cock. A faucet having a hori- zontal bar handle provided with a spring by which it is closed when released. Self-Propelled Car. Figs. 195, 199-202, 2599, etc. See jN'Iotor G\r. a car propelled by a motor which is car- ried entirely by the car itself and does not require power from any outside source. Sellers System of Screwr Threads. A system of screw threads designed by William Sellers of Philadelphia. Often called Franklin Institute or United States Stan- dard Thread. See Screw Thre.ad. Series. A method of connecting two or more pieces of electrical apparatus to a common circuit. The connec- tions are made so that the negative side of one piece of apparatus is connected to the positive of the ne.xt and the full current passes successively through each piece of apparatus in the circuit. Series-Parallel Control. The common method of con- trolling the speed of direct-current railway motors by connecting them first in series in pairs with external resistance in the circuit. To increase the speed the resistance is cut out by steps, and when entirely cut out the motors are then connected in parallel between the trolley and ground in circuit. The maximum speed is attained when the resistance is entirely cut out and all the motors are receiving full trolley voltage. Series Parallel Controller. Fig, 2571. See Series Par.^llel Control. Set (of Elliptic Springs). The amount of compression of which the spring is capable. The distance between the spring bands when unloaded. The arch is half the set, plus the thickness of the spring band. Sextuple (Elliptic Springs), Six elliptic springs coupled together, side by side, to act as one. Shackle Bar. A coupling link. Shade. See Lamp Shade, Window Shade. Shade Cap (Oil Lamp) A vertical tube extending the shade upward and constituting in effect an extension of the chimney, A similar part for a lamp globe is called a globe chimney. Shade Holder (Pintsch Lamp). Figs. 2114, 2117. Shade Roller (Window Shades). iMgs. 1818, etc. A device serving the purpose which its name implies ; the only forms now in general use are the automatic and hold the shade in any position desired. Shaft. "That part of a machine to which motion is communicated by torsion,"— Webster. See Brake Shaft, Winding Sh.\ft, etc. Shank (of a Coupler). Tliat part of a coupler or draw- bar between the draw head and tail. The body of the coupler. Shear Bea:-ns (Snow Plow Framing). The timbers forming the inclined plane and parting ridge of a plow. They are placed in positions so that they resemble the knives of a pair of shears, hence the name. Shears (of a Pile Driver). The tongs which grasp the Hammer. Sheathing. 52, Figs. 285-288, 374. 375; 27, Fig, 368; 26, Fie-. 383- Fio- 49(1 and Fi'o- RRQ Thp side and end covering of a car, Tongucd and groo\'cd lumber is used on \s*oodtn cars and steel plates un all-steel cars. Jnside Lining is in addition to the urdniar\- outside sheathing. See Lu.aiber Specifications, Sheathing Furring. Wooden strips or blocks to which to nail sheathing. Sheave. A wheel, roller or pullej', over which a cord or rope runs, ur un which any object, as a door or window, rolls, Shea\'e is often used to designate a block or pulley, but more properly it designates simply the grooved wdieel in the block. See Pulley. Sheave Hook (Derrick Cars), The hook carried at the lower end of a hoisting block, to wdiich the load is attached. Sheave Pin or 1-intle. The axle of a sheave. Sheet. Fig, 497, The plates used in jnclosing all types of steel cars are termed sheets, as end sheet, side sheet, ruuf sheet, floor slieet, etc. Sheet Iron. Iron rolled into thin sheets. Shelled Out (Car Wheels). A term applied to wheels wluch become rough from circular pieces shelling out of the tread. See Interchange of Traffic. Shim. A thin piece of wood or metal used as a lining or filling piece. Shipper Shaft (Steam Shovel). The shaft connected to the boom engine and geared to the ratchet beam. Shoe. A plate, block or piece of any material on or against which an object moves, usually to prevent the latter from being worn. See also Br.vke Shoe. Short Sill or Floor Timber. ."Vn auxiliary longitudinal timber sometimes used in a car floor, Ijut not extend- ing its whole length. Shot (Chilled Car Wheels). See Cold Shot. Shovel. See Ste.mi Shovel. Side Bearing Arch or Bridge (Six-Wheel Truck). 62, Fig. 966; Figs. 978, 1040, An iron bar, truss or wooden beam attached to the bolsters to support the truck side bearing. Side Bearing Truck. Figs, 928, 929, 932. A truck in wdiich the weight of the car is transmitted at the sides instea'pe of car seats in which the. back does nnt turn over when the seat is reversed .\lso called Gliheoxek and F'usiiover. Wall Lamp. A lamp to lit in a recess in the wall of a car or corridor. Wall Seat End. The seat end next to the wall or side of a car, so called in distinction frtun the aisle seat end. Wardrobe (Postal Car). Fig. 1722. See also Post.\l Cars, U. S. Gon'ernment Specific.\T]ons. Wards (oi a Lock). The interior circular ridges which fit into corresponding recesses in the bit of a key (the latter also termed wards), the surrounding solid parts of the bit being called the web. Wash Bowl or Wash Basin. See Basin. Wash Bowl Pipe. A waste pipe. Wash Room. A compartment provided with toilet facilities. See Lavatory. Wash Room Pump. More properly E.\sin Pump. Wash Stand (Postal Cars), A cast stand carrying a basin. They are distinguished as corner or side wash stands. 171 WAS CAR BUILDERS' DICTIONARY WHE Wash Stand Slab. A stone or metal slab wliicli forms the top for a wash stand. Washer. Fig. 494. A plate of metal or other material, usually annular, which is placed under a nut or bolt head to give it a better bearing. Two or more washers are sometimes combined and called washer plates, strap washers, double or twin washers, triple washers, etc. ; they are sometimes made beveled or triangular for a rod or bolt which is oblique with reference to the bearing surface. A socket washer or flush washer is one provided with a recess for the bolt head, so as to leave it flush with the surface of the adjoining parts. Cut washers or wrought washers are those stamped out of rolled iron plates. Cast washers are made from cast iron. Both are largely used. Washers in car work generally take their name from that of the bolt or rod to which they are attached. Washer Plate. A Strap Washer. Washometer. Fig. 1643. A device for flushing water closets. Waste. The spoiled bobbins of cotton or woolen mills, used for wiping machinery and for Journal Packing. Wool waste is preferable for the latter purpose. Waste Cock. (Baker Heaters.) A cock attached to the expansion drum or circulating drum of the Baker heater for drawing off or changing the water in the heater pipes. A cock for drawing ofif water from a tank or basin. See Fig. 1600. Water Alcove. Fig. 1613. A recess in the side of a partition of a passenger car to receive the faucet of a water cooler or water pipe and a drinking cup. The term is generally used to designate the metal casing or lining with which the recess is covered. The water tank for supplying water alcoves is usually placed on the other side of the partition, in the saloon, and commonly when so placed extends to the roof. Water Circulation Heating System. See Hot Water Circulation Heating System. Water Closet. Fig. 1636, etc. A commode with water supply to rinse the basin and carry off the contents. Water Cooler. Figs. 1621, 1622. A tank or vessel for carrying drinking water, which is usually cooled with ice. The sides are generally made double, and the space between filled with some non-conducting substance. They frequently extend to the roof. See Water Alcove, Water Tank. Water Drip. A pan or receptacle to receive the waste water from a water cooler. A drip pipe, or waste pipe, connects with it. A slight projection or raised seam in the roof of a passenger or baggage car over the side doors, or at the end of the car in the platform roof to divert the water so it will not fall upon persons entering the car or passing from one car to the next. Water Gage. See Glass Water Gage. Water Seal. See Trap. Water Supply. Figs. 1633-1635. The system of water supply used in Pullman sleeping cars is under air pressure, thus doing away with the old method of using pumps for raising water for washing purposes. The system consists of forcing water into the wash bowls by air pressure taken from the air brake sys- tem. The water is usually heated by using live steam from the locomotive for this purpose. Water Tank. A vessel or reservoir for holding water. Those used on cars for drinking water are usually made of sheet iron, and often extend to the roof. They are then usually drawn from by a water alcove, Fig. 1613, the tank being usually in the corner of the saloon, concealed from the interior of the car. For size and arrangement of water tank in postal cars, see U. S. Government Specification for Postal Cars and Fig. 1711. Watt. The unit of electric power. The product of one ampere multiplied by one volt. It is equal to 1-746 horse-power. Wattmeter. An instrument for measuring electric power. Waved Moldings. Moldings which by a special ma- chine are made of a corrugated section longitudinally. Way Car. See Caboose. Weather Strips. Figs. 1733, 1734, 1736-1738, 1741-1746, 17S6, 1764, 1767-1769, 1771. A strip for application around the crevices of windows or doors, for ex- cluding the dust and wind, and for preventing water from entering around the windows. Web. A term applied to the center portion of a beam, as an I-beam, which ties the flanges together. See Body Bolster Filler, (of a Key). The solid portion of a bit of a key, the recesses cut away being termed wards. See Bit. Web Filler. See Body Bolster Filler. Webbing. A strong fabric, made of hemp or other material which is not likely to stretch, used in up- holstering car seats. Wedge. See Journal Bo.x Wedge. The metal piece used to keep a journal bearing in its place in the journal box. Wedge, Journal Box. See Journal Boxes and Details. Weight of Car, Light; Stenciling of. See Foundation Brake Gear. Well Car. Fig. 347. A flat car with an openmg in the center to allow the load to extend below the floor level when it could not otherwise come within the overhead clearance limits. See Car M. C. B. Class FW. Wheel. A circular frame or solid piece of material which revolves on an axis. See Brake Ratchet Wheel, Hand Brake Wheel, etc. Figs. 111S-11S3. A circular frame or disk, as above defined, serving to support a moving vehicle, as Car Wheel, hand car wheel, etc. Car wheels are generally either cast (chilled), forged or steel tired. The rules for Interchange of Traffic give the de- fects for which wheels may be replaced. Wheel Bar (Passenger Truck). A wheel piece. Wheel, Cast-Iron (M. C. B. Recommended Practice). Figs. 2769-71. In 1904 designs of wheels for cars of 60,000 pounds, 80,000 pounds and 100,000 pounds capacity were adopted as Recommended Practice. Revised 1907. Modified 1909. Modified in 1911. Wheel Center (Steel Tired Wheels). Fig. 1115, etc. The portion of a wheel inside of the tire and between it and the hub or boss. The wheel center is some- times in one piece and sometimes made up of two parts, the hub or boss and the central filling piece. Face plates, front and back, are also used. The term is seldom applied to chilled or cast wheels. Wheel-Check Gage (M. C. B. Standard). Fig 2695. In 1896 a standard reference gage for mounting and inspecting wheels was adopted by letter ballot to take the place of the check gage for mounting wheels, and 172 WHE CAR BUILDERS' DICTIONARY WHE the gage for distance between wheels. At the same date a standard check gage was adopted. In 1907 this was modified. jModified 1909. In 1911 the mounting and inspection wheel gages were eliminated and a wheel check gage adopted as their substitute. Wheel Circumference Measure (M. C. B. Standard). Fig. 2696. By letter ballot in 1893 a Wheel Circumference Measure was adopted as a standard of the Association. Prior to that date it had been recommended for use in all car building shops. In 1900 a new form of Wheel Circumference Meas- ure was adopted as standard. In 1910 the brackets used on the wheel circumfer- ence measure were replaced with a form to suit the wheel tread and flange contour adopted in 1909. Re- designed in 1911. Wheel Defect Gage (M. C. B. Standard). Fig. 2695. In 1903 the wheel defect gage shown in the Rules of Interchange was adopted as standard. Modified '1904, 1905, 1907, 1909. Wheel, Diameter of Steel and Steel-tired CM. C. B. Recommended Practice.). In 1911 a recommended practice of 33 inches was adopted as the diameter for all new steel and steel-tired wheels for freight cars. In 1911 a recommended practice was also adopted that for high-capacity cars built in the future and likely to be equipped with steel wheels that provisions be made in the construction of car and trucks to permit the use of wheels varying in diameter from 33 inches to 30 inches. In 1912 specifications covering dimensions and tolerances for solid wrought-steel wheels for freight and passenger car service were adopted as recom- mended practice. Wheel Fit. See Wheel Seat. Wheel Flange. The projecting edge or rim on the periphery of a car wheel for keeping it on the rail. Wheel Flanges, Distance Between the Backs of (M, C. B. St.IiNd.wd.) In 1883 the standard distance be- tween the backs of flanges of car wheels was made 4 ft. 534 ins. In 1885 it was decided by letter ballot that in fitting wheels on axles a variation of % inch each way from the standard distance between flanges would be allowed. Drawing revised in 1896. In 1907 this standard distance was made 4 ft. 5}i ins., owing to increase in width of wheel flange. Modified 1909. In 1909 the minimum distance between the backs of flanges at base line of tread was fixed at 4 feet 5 3/32 inches. Wheel Flange Thickness Gages, for New Wheels (M. C. B. Standard). Fig. 2695. Maximum and minimum wheel flange tliickness gages for new wheels were adopted as standard in 1894. Such gages should be used on all new wlieels after September 1, 1894, to insure ability to mount them properly to check gage. In 1907 a modified form of wheel flange thickness gage, applicable to the larger wheel tread then ,1 standard, was adopted as standard. Redesigned in 1909 to suit new tread and flange contour. In 1911 the minimum flange thickness dimension shown on minimum flange thickness gage as 1 5/32 inches was changed to 1 11/64 inches. In 1912 the maximum and minimum flange thickness gages were modified sr. that they can be used for cither cast-iron, solid steel or steel-tired wheels; also to limit the maximum and minimum height as well as the throat radius for steel wheels. Wheel, Limit Gages for Inspecting Second-Hand, for Remounting (M. C. B. Standard). Fig 2696. In 1907 limit gages for use at shops when inspecting second-hand wheels for remounting were adopted as Recommended Practice. Modified in 1909. Advanced to Standard in 1910. In 1911 the method of using gages was shown on above drawing. In 1911 the note under limit gage on the drawing was changed to cover cast-iron wheels with standard tread and flange adopted prior to 1909 and a new gage added to cover standard tread and flange adopted in 1909. Wheel, Minimum Thickness for Steel Tire of. See Tires, Minimum Thickness for Steel. Wheel, Mounting (M. C. B. Recommended Practice). In 1897 the Recommended Practice for mounting wheels was modified by letter ballot by the omission of that part providing, among other things, that wheels with flanges worn to a thickness of 1% inches or less should not be re- mounted, and the substitution therefor of the following : First. — That wheels with flanges worn to a thickness of 1 1-16 inches or less shall not be remounted. Second. — That the thickness of flanges of wheels fitted on the same axle should be equal and should never vary more than 1-16 inch. Third. — That in mounting wheels, new or secondhand, the standard wheel mounting and check gage be used in the following manner : After one wheel is pressed into position, place the stop "A" or "B" of the check gage against the inside of the flange of the wheel with the thinner flange with the corre- sponding tread stop "C" or "D" against the tread of the wheel. Press the other wheel on the axle until the oppo- site tread stop comes in contact with the tread with the corresponding gage point "E" or "F" in contact with the outside of the thicker flange. Wheel Piece. 10, Figs. 947, 966; Figs. 974, 976. The upper side member of a pedestal truck, to which the pedestals are attached. Wheel Piece Plate. 11, 12, Figs. 947, 966. A plate used to strengthen a wooden wheel piece. Wheel Plate (Cast Iron Wheels.) That part of a plate car wheel which connects the rim and the hub. It occupies the place and fulfills the same purpose as the spokes do in an open or spoke wheel. See Wheel, Plate Wheel. (Steel Tired Wheels.) Fi.g. 1115, etc. See Face Plate. Wheel Ribs (Cast Iron Wheels). Fig. 1143, etc. More commonly, brackets. Projections cast usually on the inner side of plate car wheels to strengthen them. Wheel Seat or Wheel Fit (of an Axle). The part which is inserted in the liub of a wheel. It is made truly cylindrical and very slightly larger than the axle seat of the wheel. The wheel is pressed on it by hydraulic pressure. See Wheels. Wheel, Specifications for 33-inch Cast-iron, for Cars of 60,000, 80,000 and 100,000 Pounds Capacity. (M. C. B. Recommended Practice.) Adopted 1893. Revised 1899 and 1904. Modified in 1911, in reference to cast date. In 1912 the measuring line for nominal diameter was designated as A B. and the diameter of cores added on drawings. Paragraphs 4 and 9 were modified. 173 WHE CAR BUILDERS' DICTIONARY WHE 1. Chills must lia\e an inside pnilile that, in the hn- isherl wheel, will i)roduce the exact f(irm of flange anil tread contour shown l)y M. C. ]'>. drawings adopted in 1909. The nr)rmal diameter nf the wdieel produced Ijy the chill must he the M. C. 1'.. Standard of 33 inches, meas- ured at a point 2% inclies from outside nf tread <>( wheel. 2. \\'heels furnished under this sjiecilication must nut vary more than one-fourth ('4) of an inch aho\e or lie- low the normal size "measured on the circumference," and the same wheel must not \ary more than one-sixteenth (1-16) of an inch in diameter. The lindy of the wheel must he smooth and free from slag, shrinkage or hlow- holcs. The tread must he free from deep and irregular wrinkles, slag, chill cracks and sweat or beads in throat, and swelled rims. 3. The wheels must shnw clean gray iron in the plates, except at chaplets, where mottling to not more than one- half (Jj) inch from same will lie iiermitted. The depth of pure wdiite iron must not exceed one (1) inch nor he less than one-half ('2) inch in the middle of the tread. (A) It shall niit exceed one (1) inch in the middle 01 the tread nor be less than three-eighths (■'«) inch in the throat for wheels ha\'ing a maximum weight of six hun- dred and twenty-five (625) pounds. (B) It shall not exceed one (1) inch in the middle of the tread nor be less than se\en-sixteenths (7-16) inch in the throat for wdieels haxdng a maximum weight of six hundred and seventy-five (675) pounds. (C) It shall not exceed one (1) inch in the tread nor be less than one-half 'j inch m the throat for wheels hav- ing a maximum weight of seven hundred and twenty-five (725) pounds. (D) The depth of white iron shall not vary more than one-fourth (%) of an inch around the tread on the rail line in the same wheel. 4. When ready for inspection, the wheels must be ar- ranged in groups, all wheels of the same date being grouped together, and for each hundred wheels wdiich pass inspec- tion and are ready for shipment, two representative wheels shall be taken at random, one of which shall Ije subjected to the following tests : The wheels shall be placed flange downward on an anvil block, weighing not less than seventeen hundred (1.700) pounds, set an rubble masonry at least two (2) feet deep, and ha\'ing three supports not more than t'n-e (5) inches wide to rest upon. It shall be struck centrally on the hub. liy a weight c,f two hundred (200) pnunds. (A) For wheels having a maximum weight id six hun- dred and twenty-fi\'e (625) pranids. ten (10) blnws falling froiu a height of nine (9) feet. (B) For wheels ha\-ing a maximum weight nf six hun- dred and se\-enty-li\e (675) pounds, twelve (12) blnws fall- ing from a height of ten (10) feet. (C) h'or wheels having a maximum weight Tif seven hundred and twenty-five {72S) jiounds. twehe (12) blows falling from a height of twelve (12) feet. Should the test wheel stand the gi\-en number nf Idows without breaking in two or more pieces the drnp test will be satisfied, and the inspector will then subject the other wheel to the fcdlnwing test; The wheel must be laid flange dnwn in the sand, and a channel way nne and nne-half (I'j) inches wide and four (4) inches deep must lie molded with green sand around the wheel. The clean tread nf the wheel must form one side of the channel way, and the clean flange must fnrm as much iif the linttnm as its width will co\er. The channel way must then be fdleil tn the top with molten cast ir.n. wdiich must lie lint ennugh when pi aired, sn that the rii g wdiich is fnrnied. when metal is cnld. shall be snlid or free from wrinkles or layers. The time wdien the pour- ing ceases must be noted, and two minutes later an ex- amination of the wheel must be made. If the wheel is found broken in pieces, or if any crack in the plate extends through or into the tread, all wheels of the same tape size as the broken wheel will be rejected, 5. In the drop tests, should the test wheel break in two or more pieces with less than the required number of blows, then the second wheel shall be taken from the same lot and similarly tested. If the second wheel stands the test it shall be optional with the inspector whether he shall test the third wdieel or not; if he does not do so, or if he does, and the third wheel stands the test, the hundred wdieels shall be accepted as filling the requirements of the drop test. 6. The lower face of the weight of two hundred (200) pounds shall be eight (8) inches diameter, and have a flat face. 7. The thickness of the flange shall be regulated by the maximum and minimum flange thickness gage adopted by the M. C. B. Association. All wdieels furnished under this specification must con- form to the respective sections shown by M. C. B. draw- ings for the different weights of wheels, and these weights shall be as follows : (A) Wheels for service under 60,000 pounds capacity cars shall have a maximum weight not exceeding six hun- dred and twenty-fiN'e (625) pounds and a minimum weight not less than six hundred and fifteen (615) pounds. (B) Wheels for service under 80.000-pounds capacity cars shall ha\e a maximum weight not exceeding six hun- dred and seventy-five (675) pounds, and a minimum weight not less than six hundred and sixty-five (665) pounds. (C) Wheels for service under 100.000-pounds capacity cars shall have a maximum weight not exceeding seven hundred and tw-enty-fi\'e (725) pounds, and a minimum weight not less than seven hundred and fifteen (715) pounds. (D) Weights given for the respective wheels men- tioned in sections A, B and C are based on M. C. B. Stand- ard drawings covering wheel design adopted in 1909. 8. All wdieels must be numbered consecutively in ac- cordance with instructions from the railroad company pur- chasing them and must have the initials of such railroad company, also the wdieel nunil.ier, the weight of wheel, and the month, day and year when made, plainly formed on the inside plate in casting". Xo two wdieels shall have the same number. .All wdieels shall also have the name of the maker and place of manufacture plainly formed on the outside plate in casting. Wheels conforming to the requirements and furnished under this specification must have the letters "M. C. B., 1909" plainly formed on the outside plate in casting. 9. Individual wheels will not be accepted which: (1) Do not cnnform to standard design and measure- ments. (2) Are under minimum weight. (3) Have physical defect described in Section 2. If in any lot of 100 wheels submitted to test, the test wheel fails to meet the requirements of the drop, chill or thermal test, then all of the wdieels in tape number and weight corresponding to the test wdieel will be rejected. In case the rejection is for high chill, weak breaking strength, or failure in the thermal test, the test will be continued in the next higher number of tape size; or if the rejection is for low chill, the test will he continued in the next lower number tape size. In any shipment wdiere the a\'erage weight of wdieels is alio\'c the maximum wei.ght of wheels, the excess weight to be at the expense of the manufacturer. In case wdieels are ordered with cores smaller in diameter 174 WHE CAR BUILDERS' DICTIONARY WHE than the standard, the additional weight shuuld l)e con- thereto, drawn thnmgh the point of measurement of sidered as an addition to the normal wei.ght and paid for "gage nf \\heel.s" to the nuter edge of tread, by the pnrchaser. 8- — Cuicek" Gage Distanok is the distance measnred 10. All wheels must he taped with M. C. fJ. Standard parallel to the hase line hetween twn lines perpendicu- design of wheel circumference , tape ha\ing numbers 1, 2, lar thereto, one drawn thriitigh the point of measure- 3, 4, 5 stamped une-eighth ('«) inch ajiart, the figure three nient of "inside gage of flanges" on either wheel, and (3) to represent the normal diameter, 1(J3(7 inches cir- the other drawn through ]ioint of measurement of cumference. The figure o-ne (1) the smallest ilianieter :ind "gage of wheels" on mate wheel. the figure five (5) the largest di.amcter. 9. — (Jvkr All GA(ai is the distance i)arallel to base Wheel, Solid Steel, Plane Gage for (Al. C. B. Recnv 'i"^' f''""^' "iit'-'r e'l^A' of one wheel to the outer edge mended Practice), hi.g. 2751. In 1912 a plane gage '■'* ^^'t^' "'''eel was adopted for the purpose of nieasunng how I he ali.i\e mentioned wheel ga.ge distances are either much wheels are out of plane. direcll> or by inference as follows: Wheel, Solid Steel, Rotundity Gage for (il. C. H. ''''"''* fnches. Recommended Practice)'. Fig 2751. In 1912 a Inside Ga.ge ot b langes 4 5 7-32 rotundity gage was adopted for the purpose of Gage of W heels 4 7 11-16 measuring Uie maximum .listanee that wheels are Thickness of Flange — 1 11-32 out of round. \\"-'tli '-'f Tread - 4 11-32 „,„,.,„,„. , „. . , 1 r r- Ti Check Gage Distance 4 6 29-64 Wheel, Solid Steel, Sizes and Dimensions for i Al. C. b. ^ , ,, ,t ,- , . .,, , 1 o 1- , T-- TT70 -7 1 V inn ■ yJver All Gage o 4y« Recommended Practice). Figs. 2773-74. In 1912 sizes ^ ^ , ,. ,- 1- 1 ^ 1 1 1 f t ■ 1,1 Mi.dihed 1909. and dimensions tor solid steel wheels tor treight and passenger cars were adopted as recommended Wheel Tread and Flange, Form of (M. C. B. Standard). practice. Fig. 2695. Wheel, Steel, Branding of (Al. C. B. l^ecommendcd A form of wheel tread and llange was adopted as Practice). Fig. 2753. In 1912 a method of branding of a standard of the Association, by letter ballot, in 1.886. solid steel wheels ^vas adopted. I''"- 'iction of the Association see Proceedings 1882 „ , ,-. r T., ■ T^u- 1 r -D- pages 178 and 179; Proceedings 1886, page 68. Wheel, Steel, Gage for Measuring Thickness of Rim ' " ' - ■^r r^ -n -n 111-, .• , T' 11 c ^ T 1010 "1 1906 a dcsigu of whccl trcad and Hangc was (M. C. B. Recommemled Practice). Fig. 2752. In 1912 =- , , ^ . , . " . , - , , . ^, adopted as Kecommended 1 ractice, jiaving an m- a gage was adopted tor the purpose of measuring the .,,.., , ,, . . ^, , , . , . , , ,. . , crease of 's inch on the nange, and a taper m the thickness ot the rim above the limit of wear grc.ove. . . , , . . . ., , ,■ ,1 tread ot one m twent\. In 190/ tins was adxanced to With this gage it is possible to measure direct the ^ i i i ■ i ' ^i i ■ vr vr i iooo ° , , , standard, and is shown on the drawing, .\lodihed 1909 amount of metal necessary to restore the tread to . i i , ■ i ^ r a t In 1910 a ma-ximum allowable height ot nange for M. C. E. contour: also to measure direct the amount . , , r i , ,■ ■ i i » . ^ j i , , . c:ist-iron wheels of I'j inches was adopted as standard, of service metal remaining above the condemning limit after the tread is restored to il. C. B. contour. Wheel Tread and Flange for Steel and Steel-Tired Wheel, Steel-Tired, Tire Fastening for (Al. C. B. Rec- W"^^^!^ 'M. C. B. Recommended Practice). Fig. ommended Practice i. Fig. 2751. In 1912 the form of -'-'■'■ r ^ • r ,- 1 »■ 1 1 1 1 „ -„ ^r ,.c -i,=of In 19119 the illustration then shown on the drawing fastening for steel-tired wheels shown eni abo\-e sheet " , , , was discarded, and the four illustrations now shown was adopted. substituted, to .govern service operations for both sti;el Wheel Timber. A term sometimes applied to a wooden ^j.,j steel-tired wheels under both passenger and W HEEL Piece. freight cars. Wheel and Track, Terms and Gaging Points for. Also, that the location of limit of wear of groove he ( M. C. B. Standard.) F'ig. 2695. ;4 inch below the tread face on steel and steel-tired Standard terms and gaging points for wheels and wdiecls where same have worn to condemning limit, track were adripted in 1.894 ;is follows: as shown in the illustrations; the shape of the groove 1. — Tk.nck R.mls are the two main rails forming to be as shijwn on these illustrations and measure- the track. ments to be taken from the horizontal or inside edge 2. — G.\CE OF 'I'r.xck is tlie shortest distance between of same, the heads of track rails. In 1909 the tread and flange contour for steel and 3. — l'.\SE Line, for wdieel gages, is a line parallel to steel-tired wheels was revised as shi>wn. It is exactly the axis .if the wheels drawn thrt.ugh the point of similar to the new tread and flange contour for cast- intersection of tread with a line jierpendicular t.. the j,-,,n wheels from the jioint of the flange to the outside axis, and jiassing through the center of the thr.iat ,,[ the tread only, and the development of the flange eurve. from the point t. . the back face of the wheel or tire 4.— Insihe G,w,e of Im.ances is the distance lietweeii ]y^^^ j^.^.,-, niade of such fiu-m that the same mounting backs of llanges of a pair of mounted wheels measured ;^nj inspecting gage used for cast iron wheels can be on the base line. used for the new section of steel and steel-tired wdieels. 5.— r,.\G|.: OE Wheels is the distance between the ]n 1912 the thickness of flange f.ir steel and steel- outside face of flanges ..f a pair of mounted wheels (jred wheels was increased i/32 inch, making the measured on ,i line parallel to the Ijase line, but s,.s contour to the base line the same as for cast-iron inches farther from the axis of the wheels. wheels. 6.— TiiiCKXE.ss OE Fl.\nge is the distance measured , a, ■ -0,01, r- nc<; ncT \ . 1 ,,„, n I t ti 1 11. .1- r Wheel Truing Brake Shoe. Figs. 1256, 1257. A brake paiallel to the base line between two lines perpendicu- . . ■ 1 1 1 , 1 ,, , , ^, , ^, . - shoe with abrasne inserts to grind the wheel tread lar theret(i, one dr.awn throimii the ])oint ot measure- , •, ■ ,„„.,(. f ... ■ 1 t a ' " I il il 1 .'ind llange true to center while m service. inent of mside gage of flanges, and the other drawn ^ through the point of measurement of "gage of wheels." Wheels, Worn and Chipped Flanges and Treads of. 7.— W^^iDTii OF 'fREAD is the distance measured See f .xterchax'ge of Traffic, Rfi.ES, etc. parallel to the base line from a line pei-pendicul.ir Wheels, Wrought Steel, for Freight and Passenger 175 WHE CAR BUILDERS' DICTIONARY WIN Service; Specifications Governing Dimensions and Tolerances for (M. C. B. Recommended Practice). 1. Wheels should be furnished rough bored and with faced hubs and have a contour of tread and flange as rolled or machined according to Fig. 2751. They should conform to dimensions specified within the following tolerances : 2. Height of Flange.— The height of flanges should not be more than Ys inch over and must not be under that specified, or 1 inch. 3. Thickness of Flange. — The thickness of flange shall not vary more than 1/16 inch over or under that specified. 4. Thickness of Rim.— The thickness of rim to be measured between the limit of wear groove and the top of the tread at the point where it joins the fillet at throat of flange. The thickness must not be less than 1J4 inches, but may exceed this amount. 5. Width of Rim. — The width of rim shall not be more than Ys inch less, nor more than Ys inch over that specified. 6. Limit of Wear Groove. — The limit of wear groove to be located as shown in Fig. 2751. 7. Diameter of Bore. — The diameter of rough bore shall not vary more than 1/16 inch above or below that specified. When not specified the rough bore shall be }i inch less in diameter than the finished bore, subject to the above limitations. S. Hub Diameter. — The hub may be either ten inches or eleven inches in diameter as specified, with a maximum variation of % inch above or below. The thickness of the wall of the finished bored hub shall not vary more than % inch at any two points on the same wheel. 9. Hub Length. — The length of hub shall not vary more than }i inch over or under that specified. 10. Depression of Hub. — The depression of the hub must be made so that the distance from the outside face of the hub to the line AB shall not exceed I 11/16 inches for wheels used on SYz by 10 inch axles and under and 1 7/16 inches for wheels used on 6 by II inch axles. 11. Black Spots on Hubs. — Black spots will be al- lowed within 2 inches of the face of the hub, but must not be of such depth that they will not bore out and give clear metal at finished size of bore. 12. Eccentricity of Bore. — The eccentricity l)ctwcin the tread at its center line and the rough bore shall not exceed 3/64 inch. 13. Block Marks on Tread. — The maximum height of block marks must not be greater than 1/64 inch. 14. Rotundity. — All wheels shall be gaged with a ring gage and the opening between the gage and tread at any one point shall not exceed 1/16 inch. 15. Plane. — Wheel shall be gaged with a ring gage placed concentric and perpendicular to the axis of the wheel. All points on the back of the rim equi- distant from the center shall be within a variation of 1/16 inch from the plane of the gage when so placed. 16. Tape Sizes. — Wheels shall not vary more than five tapes under nor nine tapes over the size called for. 17. Mating. — The tape sizes shall be marked in plain figures on each wheel. Wheels must be mated , to tape sizes and sliipped in pairs. 18. Gage. — Gages and tape used shall be M. C. B, standard as follows : Wheel circumference measure. Fig. 2696, Maximum flange thickness gage. Fig. 2695. Minimum flange thickness gage. Fig. 2695. Rotundity gage. Fig. 2751. Plane gage, Fig. 2751. Service metal gage, Fig. 2752, 19. Branding. — Wheels shall be stamped with date, heat number, maker's serial number and brand, also purchaser's name and serial number, if specified. The branding is to be done according to Fig. 2753. 20. Inspection. — The inspector representing the pur- chaser shall have free entry at all times, while his contract is being executed, to all portions of the manu- facturer's plant. All reasonable facilities and neces- sary gages shall be afforded the inspector by the manufacturer to satisfy him that the wheels are being furnished in accordance with the specifications. All tests and inspection shall be made at the place of manufacture prior to shipment and free of cost to the purchaser. The purchaser shall have the right to make tests to govern the acceptance or rejection in their own test room or elsewhere as may be de- cided by the purchaser. Samples of rejected material must be preserved at the laboratory of the purchaser for one month from date of test report. In case of dissatisfaction with the results of the tests, the manufacturer must make claim for a rehearing (should he desire to do so) within that time. Tests and inspection shall be so conducted as not to interfere unnecessarily with the operation of the mill. Whistle (Signal Apparatus). Fig. 1385. An air whistle used with the train signal apparatus. Whistle Reservoir. A small tank or reservoir to store air for operating a pneumatic signal whistle on elec- tric motor cars. Whitworth Gages. See Cylindrical Gages. Wide Gage. In a general usage, the distance between the heads of the rails of a railroad when it is slightly greater than 4 ft. 8Y2 in., in distinction from Broad Gage, which means a material increase, as to 5 ft. or 6 ft. Wide Vestibule. The modern vestibule extends the full width of the car. The first vestibule extended over the platform proper (or the width of the end door) only. When the present-used vestibules began to be used they were commonly termed wide vestibules and the older type narrow vestibule. See Vestibule. Wind Guard (Pintsch Gas Lighting System). A per- forated brass disc, fitting in globe holder below the opal globe, and supplied with a small covered hole for admitting a match or taper when lighting the gas. Its purpose is, as indicated by its name, to protect the flame from the action of drafts from below the globe. Wind Scoop. See Ventilating Jack. Winding Gear (Pile Driver). Consists of spools and a spur gear of the ordinary form controlled by a strap brake and treadle, so that on the release of the brake the shears attached to the hammer rope will descend by their own weight and engage with the hammer eye. Winding Shaft (Drop Doors of Coal Cars, etc.). 70, Fig. 320. An iron bar supported by winding shaft plates or bearings, around which the drop door chain or hopper chain is wound. It carries a ratchet wheel and is usually formed with a square end for applying a wrench or handle to turn it. See Door Operating Gear. Winding Shaft Plate. A plate which acts as a bearing for the winding shaft. See Winding Shaft. 17fi WIN CAR BUILDERS' DICTIONARY WIN Winding Shaft Ratchet Wheel and Pawl. 66, 67, Fig. 320. The ratchet wheel and pawl attached to the end of the winding shaft to prevent its turning and allowing the doors to drop. Window. Figs. 399, 400, 416, 1450, 1729, 1826. An open- ing for the admission of light and of air when neces- sary. It has a frame on the sides, in which are set movable sashes containing panes of glass. Hence the window itself, especially in compound words, is often termed simply the sash. In Great Britain carriage windows are technically termed lights. Car windows are now generally made of uniform size throughout. In sleeping and parlor cars double windows are almost always used to inclose an air space between them and prevent radiation of heat and drafts. See also Sash. Window Balance. Fig. 1740. A device in which a spring is used instead of a weight to counterbalance the weight of the sash and glass. See Sash Balance. Window Blind. A wooden screen composed of a frame called the sash, carrying slats, placed in a window to exclude sunshine. Window shades have nearly dis- placed blinds in first-class passenger cars, blinds being seldom used except in the saloon or lavatory. Window Blind Bolt. Fig. 1789. A bolt used for hold- ing a window blind in any desired position. It en- ters a window blind bolt bushing or plate. Window Blind Lift. Fig. 1785. Commonly called simply blind lift or blind pull. A metal hook fas- tened to the blind for raising and lowering it, usually attached to the bottom rail, but in street car blinds, which are lowered below the window, to the top rail. Window Blind Mullion. An upright bar in the center of a window blind sash. Window Bhnd Pull. See Window Blind Lift. Window Blind Rest. A wooden strip to fill up the lower part of the groove in which an upper window blind slides, and on which it rests when down. Window Blind Sash. The frame in which the inclined thin slats of a window blind are held. Window Blind Slat. See Window Blind. Window Blind Spring. A Sash Spring. Window Blind Stile. An upright bar in a window blind sash. Window Blind Stop. An Inside Window Stop. Window Casing. 7, Fig. 1450. A frame which incloses or surrounds a window. Window Casing Molding or Window Cap Molding. 20, Fig. 1450. A molding above a window casing. Window Cove Molding. Fig. 1450. A small concave molding around the sides and top of a window on the inside of a passenger car. Window Curtain. A cloth or some kind of textile ma- terial loosely hung over a window to exclude sunshine, and which can be spread or drawn aside at pleasure. Curtains of this kind are now little used. See Win- dow Shade. Window Curtain Bracket. More commonly simply curtain brackets, for supporting window shade rollers. A more correct term would be shade or window shade brackets, but in common usage, curtain brackets sup- port shade rollers. Window Curtain Rings. Fig. 1589. Rings for support- ing the curtain from the curtain rod. Window Curtain Roller. More properly, a Shade or Window Shade Roller. Window Deflector Ventilator. Ventilator. See Dust Deflector and Window Dust Guard or Deflector. See Dust Di;- flector. Window Fastener. A S.\,sh Lock. Window Frame. Fig. 495. A frame set into the side, end or roof of a car, into which the window sash fits. Window Glass. 6, Fig. 1450. Panes of glass used for windows. Window Guards. Small rods to act as fenders for the end windows. (Postal Cars). Fig. 1715. Metal rods are used on the outside and wooden rods on the inside of all postal car windows. Window Head. Fig. 495. A steel plate placed across the top of a window opening or a series of window openings. Window Latch. A Sash Lock. Window Lift. See Sash Lift. Window Lintel. 90, Figs. 423-425. A horizontal strip on the outside of a passenger equipment car between the posts and over the window openings. Window Molding. (Passenger Car Interiors). A molding used around, or on each side of, a window, particularly to cover the joint between the panel and post. It sometimes forms a groove in which a win- dow or window blind slides, in place of the inside window stop. ^ ■ ' ! Window Molding Base. An ornament made of wood or metal attached to the lower end of a window molding. Window Molding Joint Cover. A piece of metal or wood used to cover the joints of window moldings where two pieces join each other. Window Panel. 35. Fig. 1450. A panel between windows. Window Panel Furring. Horizontal distance pieces between the window posts to which the panel is fastened. Window Post (Passenger Equipment Cars). 58, Figs. 423-425. A side post located between windows, some- times extending only from the belt rail to the side plate and sometimes the entire way between the side sill ■ and side plate. Window Protection Rod or Bar. See Window Guards. Figs. 1856, 1853, 1854. A support for the ends of a 1730-1806. window. See Sash Balance, See Sash Lock. The frame which Window Rod Bracket. Window Rod Bushing. curtain rod. Window Sash. Figs. holds the glass of a Window Sash Balance. Window Sash Holder. Window Sash Lock. See Sash Lock. Window Sash Lift. See Sash Lift, Window Sash Rail. 12, Fig. 1450. A horizontal bar in a window sash. Window Sash Spring. See Sash Spring. Window Shade. 13, 14, and IS, Fig. 1450; Figs. 1808- 1817. A window curtain, which is wound on a roller above the window, in distinction from one which is drawn aside. In passenger cars window blinds have been superseded by shades. An automatic shade roller 177 WIN CAR BUILDERS' DICTIONARY YOK is always used, the old-fashioned pulleys and cord tighteners being practically obsolete. Window Shade Bracket. Figs. 1815-1817. One bracket has a circular hole and the other a rectangular one. Window Shade Roller. Fig. 1818. etc. The cylinder on which the shade is rolled up, containing within it the springs which actuate it. Window Shade Stop. 19, Fig, 1450. That part of a shade holder which engages with or bears against the window casing and holds the shade. Window Shade Thumb Latch. 15, Fig. 1450. Usually a pair of short bars which, when pinched together with the thumb and finger, release the mechanism which locks the shade in a stationary position, per- mitting it to be raised and lowered. Window Sill. 40, Fig. 383; 5, Fig. 1450. A horizontal piece of wood or metal under a window, on which the sash rests when down. Window Sill Cornice Board. An ornamental strip placed on the inside of a passenger car under the window sill. Window Sill Molding. A small wooden molding under an inside window sill. In modern cars it is usually a belt molding. Window Spring. See Sash Spring. Window Stile. 11, Fig. 1450. The upright bars of a window sash. Window Stop. 16, Fig. 1450; Fig. 1769. The strips, or beads, attached to the window posts which hold the sash in place. Window Ventilator. See Dust Defi-ECTlr, Ventilator. Wing Elevator Snow Plow. Fig. 227. See Snow Plow. Wire Gauze (for Ventilator). A fine netting made of wire, with which the outside of deck windows and ventilator openings is covered to prevent the ad- mission of cinders. Wiring Diagram (Electric Motor Cars). Fig. 2551. Used for AC-DC operation on the New Haven. See Fig. 2560 for wiring of unit switch control, and Fig. 2591 for wiring of two series-parallel controllers and four motors. Wood Screw. A small cylindrical bar of iron or steel with a wood screw thread cut on it and a slotted head so that it can be turned with a screw driver. A lag screw is a heavy type of wood screw. It has a square, instead of a slotted head. See Screw. Wood Screw Thread. A form of screw thread used for screws which are intended to screw into wooden ob- jects. It differs from a metal thread in having the spaces between the projections wider. Worm. A helix, like a screw thread, for winding a rope or a chain upon or for driving a spur wheel. Worn Couplers, Gage for. See Automatic Car Coupler. Worn Flat (Car Wheels). Under the rules for the in- terchange of traffic this defect is defined to be irregu- lar wear under fair usage, due to unequal hardness of the tread of the wheel, and to be carefully dis- tinguished from slid flat, which is a defect pro- duced by the slipping of the wheels from excessive brake pressure. See Wheels and Interchange of Traffic. Wreck Chain. Figs. 2659, 2662, 2665, 2670, etc. A chain used for hauling and lifting purposes at wrecks. Wreck Chain Repair Link. Fig. 2659. A device for making quick temporary repairs to a broken chain. Wreck Train Equipment. Figs. 2644-74 and Pages 886, 887 and 888. The cars and tools used in clearing wrecks. The train usually consists of a steam wreck crane, a bunk or sleeping car, a kitchen and dining car, cars for carrying spare trucks, and cars for carry- ing tools and blocking. Wrecking Crane or Wreck Crane. Figs. 210-212. A powerful crane mounted on trucks and operated usu- ally by steam but in some cases by electricity, for use in clearing up wrecks. Wrecking Frog. Figs. 2648, 2650. A Car Replacee. Wrecking Hook. Figs. 644, 2655. A hook which can be attached to an automatic coupler and will allow a chain to be used in pulling the car. V/rench. A contrivance for screwing and unscrewing a nut. A monkey wrench is adjustable to take nuts of various sizes. A socket wrench is one having a cubical cavity to receive a square end. A Spanner is a wrench for use on round or many-sided nuts, like hose couplings, to which lugs or slots are added for engaging with tlie wrench. Wrought Steel Wheels, Specifications for. See Wheels, Wrought Steel. Specific.xtions for. Yale Lock. Fig. 1659. Named after its inventor. It has pin tumblers instead of lever tumblers or other style of lock. The key does not engage the bolt as in other locks, but the bolt is engaged by a cam at- tached to the rear of the lock, wdiich in turn is actu- ated by the key. The key is bitted on its upper edge to engage with pin tumblers contained in the cylinder. The original flat key has been superseded by the cor- rugated and the paracentric forms. The key raises the pin tumblers to the proper height and is then able to rotate the plug in the cylinder, thus to actuate the lock. Advantages of tlie Yale lock are its compact- ness, simplicity, security, small size of key and un- equaled capacity for key changes. It is made in a great variety of forms adapted to all uses. Yoke. A pocket strap, U-shaped, which contains the spring and follower plates of a drawbar. It is the means of attaching the drawbar to the draft gear. See Automatic Car Couplers (Miscellaneous M. C. B. Standards), and Coupler Yoke, 178 ILLUSTRATED SECTION A synopsis or index of the Illustrated Section is hardly necessary because the items in the Dictionary contain exact references to the illustrations and afiford a ready means of referring to them. Roughly, the Illustrated Section is arranged as follows; General photographs of freight and passenger train cars; floor plans of passenger train cars; general drawings of freight and passenger train cars; underframe and framing details for both classes; couplers, draft gear and all exterior parts of the body; trucks and air brakes; interior details; car heating and lighting; motor cars; wrecking equip- ment and Master Car Builders' standards. Figs. 1-3 FREIGHT CARS; Box, All-Steel— General Views. 201 Fig, 1— All-Steel 50-Ton Capacity I'mix Car. Weight, 37,400 lbs.; Inside Cength, 40 ft.; Inside Width, 8 ft. lO'.s in.; Inside Height, 8 ft. 2 in. liuilder, LTninn racilic Railroad Cnniiianj'. (,Vri' Fi:^s. 261 aiij 26.; for (,cncral I trwwiii!^!.) Fig. 2— All-Steel 15-Ton Capacity Box Car. Weight, 20,000 lbs.; Inside Length, 25 ft.; Inside Width, 7 ft. 7 in.; Inside Height, 6 ft. 9 in. Builder, The Gregg Co.. Limited. Fig. 3— All-Steel 50-Ton Capacity Box Car. Weight, 39,000 lbs.; Inside Length, 36 ft.; Inside Width, 9 ft. 6 in.; Inside Height, 8 ft. Builder, Summers Steel Car Co. iScc Figs. 263-266 for General Praieiiigs of Similar Cor.) 202 FREIGHT CARS; Box, Steel Frame— General Views. Figs. 4-6 Fig. 4 — Steel Frame 40-Ton Capacity Phosphate Box Car. Weight, 46,000 lbs.; Inside Length, 31 ft, 9fi in.; Inside Width, 8 ft, 8 in.; Inside Height, 10 ft. 3 in. Ijnilder, iIiddleto^vn Car Co. Fig. 5 — Steel I'rame 40-Ton Capacity Box Car. 8 ft. 6 in.; Inside Height, 8 ft. Weight, 37,100 lbs.; Inside Length, 36 ft.; Inside Width, Builder, .American Car & Foundry Co. Fig. 6— Steel Frame 40-Ton Capacity Box Car, Fowler Patents. Weight, 36,400 lbs.; Inside Length, 36 ft.: Inside AVidth, 8 ft. 61-2 in.; Inside Height, 8 ft. O'-l. in. Builder, Canadian Car & Foundry Co, I Sec /'/,i;,t. 2')7 ,ni ft, 2 in. Capacity Level Full, Cubic Feet, 1.590. Builder, The Barney & Smith Car Co. I.S'i-i- Fins. 290-292 for C-iu-ral Ura7^'iiigs.) Fig. 17 — All-Steel 50-Ton Capacity Covered Hopper Car for Brewery Products. Weight, 43,500 lbs Inside Length. 36 ft.; Inside AA'idth. 8 ft. 6 in. ISuihler. .American Car & Foundry Co. I.VlT l-igs Fig. 18— All-Stecl 50-Ton Capacity Hopper Car. Weight, 43,600 lbs.; Inside Length, 31 ft. 6 in.; Inside A\"idth. 9 ft. 4 in. Capacity Level Full. Cubic Feet. 1,790. Builder, Pressed Steel Car Co. Figs. 19-21 FREIGHT CARS; Hopper— General Views. 207 Fig. 19— All-Steel 50-Tou Capacity Hopper Car fur Phosphate Traffic. Weight, 42,000 lbs.; Inside Length, 34 ft.: Inside ^\'idth, '» ft. l.\s in; Length Over End Sills, 37 ft. 2 m.; Height, Rail to Top of Bod\', 9 ft. 83-4 in.; E.xtreme Height, 11 ft. 1'; in. Capacity Level Lnll, Cubic Feet, 1,615. I'uikler, The Barney & Smith Car Co. Fig. 20— .\1I-Steel 40-Ton Capacity Hopper Car. Weight, 36,600 lbs.; Inside Length, 30 ft. 0;4 in.; In- side Width, 9 ft. Sy, in.; Length Over End Sdls, 30 ft. 6 in.; Height, Rail to Top of Bod}^, 9 ft. 10 in.: Extreme Hei.ght, 10 ft. 3'2 in. Capacity Level Full, Cubic Feet, 1,610. Builder, American Car & Foundry Co. Fig. 21— All-Steel SO-Ton Capacity Hopper Car. Weight, 36,800 lbs.; Inside Length, 30 ft.; Inside Width, 8 ft. ') in.: Length Over End Sills, 33 ft. 3 in.: Height, Rail to Top of Body, 10 It. 8 in.: Extreme Height. II ft. 4 in. Capacity Le\"el Indl, Cubic l-'eet, 1,858. Builder, Cambria Steel Co. :08 FREIGHT CARS; Hopper— General Views. Figs. 22-24 Fig. 22— All-Steel SO-Ton Capacity Hopper Car, Weight, 44,000 lbs.; Inside Length, 32 ft. Width, 10 ft. Capacity Level Full, Cubic Feet, 1,450. Builder, Summers Steel Car Co. (Sec Fig. 299 for General Drazi'ings.) Inside Fig. 23 — Steel-Frame 50-Ton Capacity Hopper Car. side Width, 8 ft. 9.'/2 in. Capacity Level Full Weight, 38,600 lbs. Cubic Feet, 1,595. Inside Length, 30 ft. 9 in.; In- Builder, Middletown Car Co. Fig. 24— All-Steel 10-Ton Capacity Twin-Hopper Car. Weight, 14,800 lbs.; Inside Length, 13 ft.; Inside Width, 6 ft. 6 in. Capacity Cubic Feet, 225. Builder, The Kilbourne & Jacobs Mfg. Co. Figs. 25-27 FREIGHT CARS; Hopper and Coke— General Views. 209 Fig. 25 — Steel-Frame 42'j-Ti-in Capacity Hopper Car. Weight, 37,700 lbs.; Inside Length, 32 ft.; Inside AN'idth, 8 ft. 11 in. Capacitj- Level Inill, Cubic Feet, 1,450. Builder. American Car & Foundry Co. Fig. 26— .-Vll-Steel 50-Ton Capacity Hopper Car for Coke Traffic. \Vei,oht, 47,500 lbs,; Inside Length, 40 ft. 5 in.: Inside Width. 9 ft. 7 in. Builder, Pressed Steel Car Co. Fig. 27— All-Steel SO-Ton Capacity Hopper Car f(,r Coke Traffic. Weight, 45,600 lbs.; Inside Length, 40 ft. 2 in,; Inside Width, 9 ft. 6 in. Capacity Level Full, Cubic Feet, 2,508. Builder, Cambria Steel Co. 210 FREIGHT CARS; Coke— General Views. Figs. 28-30 'TgA mm, 1 J I "j i 11 ■■^^L ,v; s^ •■ i^^^^H^^anpii^ ^ j911 i ^ . "^^ '■ ■■■ ■ ■JsT^^^^ %^^ Pi^i^^^^'^^^^ ^ ^^^ ^^^SSSB Fig. 28— All-Steel 40-Ton Capacity Hopper Car for Coke Traffic. Weight, 41,000 lbs.: Inside Length, 40 ft. 2'4 in.; Inside Widtli, 9 ft. 5 in. Builder, American Car & Foundry Co. IS.',- Fig\. 294 anil 296 for General Drateingx. ) 1 £g||[HHri1 K ■ ■ix^ ^-*^ w^«^4E2^ ^^^T^^^^^ -— --"--^^..^^u^ b \ Fig. 29— AU-Steel 50-Ton Capacity Hopper Car for Coke Traffic. Weight, 46,700 lbs.; Inside Lensth, 40 ft. l",s in.; Inside A\'idth, 9 ft. 6 in. Capacity Le\el Indl, Cubic Feet, 2,683. Builder, Cambria Steel Co. I See Fit;. 297 fer Geaeral I'r,.-e:n!^s.) ^ ^ f •1« ;-- ■ •C.LS.4E. ^ 10083 ^ If gj— r— ---f- .1 V ^» /yTTiPfl ^s^ > ■ «. >-. ^ "I'MwaiM " .. 1 -'^Bl^iH^I •'''«*^B^ ^^^■M»ir Fig. 30— All-Stccl .50-Ton Capacity Hopper Car for Coke Traffic, Weight, 47,600 lbs.; Inside Length, 38 ft. 6]-: in.; Inside Width, >) ft. 3'-.. in. Capacity Level Full, Cubic Feet, 2,149. Builder, Amer- ican Car iK: I'oundry Co. Figs. 31-33 FREIGHT CARS; Ore— General Views. 211 Fig. 31— All-Steel 60-Ton Capacity Ore Car. W'ei-lit, 42.300 lbs.: Inside LenHtli, 2i ft. lO.'s in.: Inside Width, 9 ft. 10 in.; Inside Heiglit, 6 ft. 9'^ in. lUiilder, Pre^^sed Steel Car Co. (.V,-i- Fig. }]0 fur Ccn-rul Drawiuss.) Fig. 32— All-Steel 50-Ton Cai)acity CJre Car. Wei-lit. ,M.300 lbs.; Inside Length, 16 ft. 11 in,; Inside Width, X ft, 6 in, Ilnikler, Snmniers Steel Car Co, iScc I'ig. ,!11 /.,!- liciwr,,! /)ivti'i;i,!;o, I Fig. 33— All-Steel 50-Ton Capacity Ore Car, Wei.^dlt, 32,600 lbs,; Inside Lengtli, 17 ft. 1 in,; Inside \Vidth, 8 ft, 6 in. Capacity Level Lull, Culiic Leet, 650, lUiilder, Pressed Steel Car Cm. 212 FREIGHT CARS; Ore and Convertible— General Views. Figs. 34-36 Fig. 34— All-Steel SO-Ton Capacity Ore Car. Weight, 32,000 lbs.; Inside Length, 18 ft. 10 in.: Inside Width, 8 ft. 6 in. Builder, National Dump Car Co. Fig. 35— Hart Convertible Car with One-Half of Floor Raised, Showing Method of Con- verting from Side to Center Dump. The End Boards are iUoved in so that the In- side Length of Car, When Used as a Center Dump, is the Length of the Raised Portion of Floor. (See Fig. 312 for Gcucriil Di'azvings.) {Sec also Fig. 40.) Fig. 36— -All-Steel SO-Ton Capacity Ore Car. Weight, 31,500 lbs. Width, 7 ft. 10 in. Builder, American Car & Foundry Co. Inside Length, 20 ft. in.; Inside Figs. 37-40 FREIGHT CARS; Convertible Gondola— General Views. 213 Fig. 37— Hart Convertible Car Arranged for Side Dumping with Ballast Plow. Fig. 38 — Hart Convertible Car Arranged as Flat Bottom Gondola. Fig. 39 — Hart Convertible Car Arranged for Center Dump- When used for Side Dumping Ballast, the Sides, which are Hinged at the Top, maj' be Unlocked and Locked at the Bottom as Desired. The Steel Apron Shown in Fig. 37 is Hinged to the End Sill of the Car and Bridges the Space to the Next Car, Providing a Continuous Surface for the Plow. The Part of the Floor Shown as Raised in Fig. 39 is Hinged for this Purpose, and the Ends of the Car are Movable, as Shown. The Center Dump Hopper is Permanently Attached to the Car and the Doors are Operated Through a System of Winding Rods and Chains by the Lever Shown on the Left of the End Sill in Figs. 38 and 39. Li the Latter the Apron is Shown Turned Back Out of the Way. [Sec also Fig. 40.) Fig. 40 — Steel Underframe SO-Ton Capacity Hart Ccuivertible Car. Weight, 41,800 lbs.; Inside Length (as Gondola), 40 ft.; Inside Width, 8 ft. 9 in.; Inside llei.ght, 3 ft. 6 in. Builder, Rodger Bal- last Car Co. 214 FREIGHT CARS; Gondola— General Views. Figs. 41-44 Fig. 41 — All-Steel 50-Ton Capacity Drop-Bottom Gondola Car. Weight. 43,300 lbs.; Inside Length, 40 ft,; Inside W'idth, 9 ft, 6 in,; Inside Height, 4 ft. 3 in. Builder, National Dump Car Co. (.yi-c Fins. 3)6 uikI 31X for (Jciicral nrazi-ings.) Fig. 42 — Drop-Bottom Gondola Car with Doors Fig. 43 — Drop- Bottom Gondola Car with all Doors Open on One Side, Ojien. lUiilder, National Dump Car Co, (See also Fig. 41.) Fig. 44 — Steel Underframe 50-Ton Capacity Side-Dump Gondola Car. Weight, 41,600 lbs.; Inside Length. 33 ft. 5 in,; Inside Width. 8 ft, 6 in,; Inside Height, 4 ft, 8 in. Builder, American Car & Foundry Co, Figs. 45-47 FREIGHT CARS; Gondola— General Views. 215 Fig. 45 — Steel I'nderframe 50-Ton Capacity Drop-Bottom Gondola Car. Weight, 41,000 lbs.; Inside Length, 40 ft.; Inside Width, 9 ft, 3 in.; Inside Height, 4 ft. 1 in. Builder, Ralston Steel Car Co. (.fi-i- Fig-i. .117 ami 319 for General Drateiiig.f.) Fig. 46— Steel Underframe SO-Ton Capacity Drop-Bottom Gondola Car. Weight 41,000 lbs.; Inside Length, 40 ft.; Inside Width, 9 ft. 3 in.; Inside Height, 4 ft. 6 in. Builder, Ralston Steel Car Co. Fig. 47— Wooden 42i^-Ton Capacity Hopper-Bottom Gondola Car. Weight, 40,700 lbs.; Inside Length, 36 ft.; Inside Width, 8 ft. 6V, in.; Inside Height, 4 ft. 3 in. P.uilder, .-Vmerican Car & Foundry Co. 216 FREIGHT CARS; Gondola— General Views. Figs. 48-51 Fig. 48— All-Steel SO-Ton Capacity Drop-Bottom Gondola Car. Weight, 43,200 lbs.; Inside Length, 40 ft.; Inside Width, 9 ft. 4 in.; Inside Height, 4 ft. 6 in. Builder, Pressed Steel Car Co. Fig. 49 — All-Steel SO-Ton Capacity Drop-Bottom Gondola Car. Weight, 40,300 lbs.; Inside Length, 40 ft.; Inside Width, 9 ft. 634 in.; Inside Height, 4 ft. 2 in. Builder, Pressed Steel Car Co. Fig. 50— All-Steel 50-Ton Capacity Drop-Bottom Gondola Car. Weight, 37,700 lbs.; Inside Length. 40 ft.; Inside Width, 9 ft. 7 in.; Inside Height, 4 ft. 2 in. Builder. Cambria Steel Co. (Sec Figs. 321-323 for General Draivings.) Fig. 51— All Steel SO-Ton Capacity Drop-Bottom Gondola Car. Weight, 36,900 lbs.; Inside Length, 35 ft.; Inside \Vidth, 9 ft. 2 in.; Inside Height, 4 ft. 2 in. Builder, American Car & Foundrv Co, Figs. 52-55 FREIGHT CARS; Gondola— General Views. 217 Fig. 52 — Steel Frame 55-Ton Capacity Solid Bottom Gondtila Car with Drop Ends. Weight, 46,000 lbs.: Inside Length, 46 ft.; Inside AA'idth, 8 ft. 9 in.; Inside Height, 2 ft. 6'4 in.; Capacity Level Fnll. Cubic Feet, L0L5. Builder, Pressed Steel Car Co. Fig. 53— .\11-Steel 50-Ton Capacity Solid Bottom Gondola Car. Weight, 34,500 lbs.; Inside Length, 40 ft.; Inside Width, 9 ft. 41% in.; Inside Height. 4 ft. Builder, .-Vmerican Car & Foundry Co. (Sec Fig. 334 for General Drawings.) Fig. 5A — Steel Frame SO-Ton Capacity Solid Bottom Gondola Car with Drop Ends. Weight, 52,000 lbs.; Inside Length. 40 ft. 8 in.; Inside Width, 8 ft. 9'4 in.; Inside Height, 2 ft. 6^ in.; Capacity Level Full, Cubic F'eet, 897. Builder, American Car & Foundry Co. Fig. 55 — Steel Underframe 50-Ton Capacity Low Side Solid Bottom Gondola Car. A\'eight. 42,700 lbs.: Inside Length, 36 ft. 4 in.; Inside Width, 8 ft. 9 in.; Inside Height, 1 ft. Capacity- Level Full, Cubic Feet, 319. Builder, .Middletown Car Co. 218 FREIGHT CARS; Dump-General Views. Figs. 56-57 Operated by the Cvlinder S own Us'.rConr ,"? " ^ '" ^'^^ ^""^'^'"«^ Mechan.sm ,s the Wheels to Avoid Injury wh n th Load "s dT^h" T J,'" ^°"''"^' ^"'^^^ ^^^ ^'-^^^ I-^e Position During Transit. Builder FLHuo^L'theTco ^ '''"'"^ "^''^ "^^ ^^'- ^'°<^>- '" 57— Dumping Position of the Two-Way Side Dnm„ r' c, .s 49 Degrees. The Body Bolsters, o/caf Sttl -la" C' mU" ^'f ': L rr d"^' ''^'■'"'^' '"^'"^' ^'- ^-^*^- Conu n ^'"^^^^' as the boay Dumps, Loil Springs Which 56. The Dumping Angle with Them Center Plates, -Absorb the Shock Figs. 58-59 FREIGHT CARS; Dump— General Views. 219 Fig. 58 — All-Steel 30-Ton Capacity Two-Way Side Dump Car Operated by Compressed Air. Inside Length, 24 ft.; Inside Width, 9 ft.; Inside Height, 2 ft.; Capacity Level Full, Cubic Feet, 432; Distance Between Truck Centers, 16 ft.; Wheel Base of Trucks, 5 ft. 4 in.; Height, Rail to Top of Car, 7 ft, 9y'2 in. A storage Reservoir Receives Air Directly from the Air Brake Train I^ine. Each Dumping Cylinder is Charged with Air Through a Vertical Valve Located on the Side of the Cyl- inder. .An Operating Pipe, Supplied from the Reservoir and Extending Beneath the Car, Has a Port to This Valve. To .Admit .Air to the Cylinder and Dump the Car This Pipe is Cliarged Witli .Air, the Pressure Operating the Valve and .Allowing .\ir to Pass from the Reservoir to the Dump- ing' Cylinder. Builder, Tlie Kilbourne & Jacobs ^Manufacturing Cri. Fig. 59 — Dumping Position of the Two-Way Side Dum]) Car Sh(n\n ni I ig 58. The Car is Dumped by the Cylinder on One Side and Righted by the Corresponding Cylinder on the Opposite Side. The Angle of Dump is 44 Degrees. The Bod}- is Locked to the Lbiderframe to Prevent .Acci- dental Dumping While in Transit, 220 FREIGHT CARS; Dump— General Views. Figs. 60-63 Fig. 61 — Dumping Position. Fig. 60 — Position Wliile In Transit. Six Cubic Yards, 8,500 lbs. Capacity Dump Car for Contractor's Service. Builder, Continental Car & Equipment Co. Fig. 62 — End View of King-Lawson Dump Car Shown in Fig. 63. Fig. 63 — King-Lawson All-Steel 40-Ton Capacity Two-VVay Side Dump Car. Builder, iiliddletown Car Co. , , , Figs. 64-67 FREIGHT CARS; Dump— General Views. 221 Fig. 64 — Dumping Position. Fig. 65 — Position While in Transit. Seven Cubic Yards Capacity Two-Way Side Dump Car for Contractor's Service. Builder, Russel Wheel & Foundrv Co. Fig. 66 — Dumping Position of Two- Way Side Dump Car for Contractor's Service. Builder, Ralston Steel Car Co. Fig. 67 — AU-Steel 12 Cubic Yards Capacity Two-Way Triple Body Side Dump Car. Builder, Arthur Kopple Co. 222 FREIGHT CARS; Flat— General Views. Figs. 68-71 Fig. 68 — Steel Frame 40-Ton Capacity Flat Car. Weight, 33,100 lbs,; Length of Platform, 41 ft, 6 in,; Width of Platform, 9 ft,; Height, Rail to Top of Platform, 4 ft, 2)4 in. Builder, Canadian Car & Fonnclr}' Co, (Sec Fig. ?'-i2 for General Drazriiigs) Fig. 69 — Steel Frame 30-Ton Capacity Flat Car. Weight, 24,200 lbs. Builder, The Barney & Smith Car Co. Fig, 70— Steel I'rame 50-Ton Capacity Flat Car. Weight, 37,900 lbs.; Length of Platform, 34 ft, 2 in.; Width of Platform, ,S ft, 10 in.; Height. Rail to Top of Platform, 4 ft. 2 in. Builder, American Car & Foundry Co. Fig. 71— Steel Frame 75-Ton Capacity Flat Car. Weight, 44,000 lbs.; Length of Platform, 34 ft. 6)4 in.; Width of Platform, 10 ft,; Height, Rail to Top of Platform, 3 ft. 2 in. Builder, American Car & Foundry Co. Figs. 72-75 FREIGHT CARS; Flat— General Views. 223 Fig. 72— Steel Frame 100-Ton Capacity Four-Truck Flat Car. Weight, 90,000 lbs.; Length of Platform, 70 ft. 7 in.; Width of Platform, 8 ft. 6 in. KuiUler, ^IcGuire-Cummings Alanufacturing Co. Fig. 73— Steel Frame 50-Ton Capacity Flat Car. Weight, ,39,500 lb.s.; Length of Platform, 40 ft.; Height, Rail to Top of Platform, 4 ft. Oyk in. Builder, I'ressed Steel Car Co. Fig. 74_Steel hrame 40-Ton Capacity I-dat Car. Weight, .30,700 lbs.; Length of Platform, 40 ft.; A\"idtli of Platform, ,S ft. 6 in. liuilder. The Haskell & Barker Car Co. ^..w^^^ — .--'■ ir^,-___^..' ""WNl. ;m^^ ^^— 1 ^M^v -....,. -— .-—r— ^""^ %1^ ■|H BiM P™^ ^^^^^^jSC| ■jjjP^^i^^ttr'''^ E q!^ M^^ ^0" w-'^^W -...■^__.. ■"WH^ •:><*^ ^^^^ Fig. 75- Steel Frame 40-T<,n Capacity Flat Car. Weight, 29,400 lbs.; Length of Platform, 42 ft.; Width of Platform, 9 ft. (j\\ in.; Height, Rail to Top of Platform, 3 ft. lO^.x in. Budder, Western Steel Car & Foundry Co. i.sv,- ri; i\i for Cc 224 FREIGHT CARS; Flat and Logging— General Views. Figs. 76-78 Fig. 76— Steel Frame Flat Car for Transportation of Sugar Cane. Builder, The Gregg Co., Limited. Fig. 77 — Steel Frame 30-Ton Capacity Flat Car for Loading Logs from Mountain Side. Weight, 30,700 lbs. Builder, Seattle Car & Foundry Co. Fig. 78 — Wooden Logging Car Constructed for Carrying 20 ft. Logs. Builder, Russel Wheel & Foundry Co. Figs. 79-81 FREIGHT CARS; Logging— General Views. 225 Fig. 79— Steel Frame 30-Ton Capacity Logging Car. Weight, 15,000 lbs. Builder, American Car Foundry Co. Fig. 80— Forty-Ton Capacity Logging Car. Weight, 19,000 lbs.; Length Over Timber, 40 ft.; Distance Between Bunk Centers, 24 ft. Builder, Seatt le Car & Foundry Co. Fig. 81 — Wooden Logging Car for Double Length Logs. Builder, Russel Wheel & Foundry Cc 226 FREIGHT CARS; Tank— General Views. Figs. 82-84 Fig. 82— Steel Frame Tank Car, Capacity, 8,000 [mperial Gallons or 40 Tons. Weight, 44,900 lbs.; Length of Tank, 33 ft. 6 in.; E.xtreme Height from Rail, 13 ft. S in. Builder, Canadian Car & Foundr}' Co. I Set- fig, .U9 for General Dranuiii^s. t Fig. 83 — Steel Frame Tank Car. Capacity. 12,000 U. S. Gallons or Builder, Pressed Steel Car Co. 100,000 lbs. \^'eight, 45,400 lbs. Fig. 84— Steel Frame Tank Car with Three Compartments. Capacity. 10.000 U. S. Gallons or 80,000 lbs. lUiilder, ilcGuire-Cummings ^laiuifactu ring Co. Figs. 85-87 FREIGHT CARS; Tank— General Views. 227 Fig. 85 — Steel Frame Tank Car with Wcioden Tank for Vinegar Transportation. Capacity, 8,250 U. S. Gallons: Weight. 39,000 lbs. Bnilder, McGuire-Cnnimings Manufacturing Co. Fig. 86— Steel I-Vame Tank Car, Capacity, 8,000 U. S. Gallons. Builder, Pressed Steel Car Co. Fig. 87— Steel Frame Tank Car, Capacity. 8,000 U. S. Gall ns ci SU.OOO lbs,, W cr.,ht, 1i,300 lbs. Builder, Tlie Kennicdtt Co. 228 FREIGHT CARS; Tank and Stock— General Views. Figs. 88-90 Fig. 88— Van Dyke Patent Tank Car, Capacity, 10,000 U, S. Gallons. (Sec Fig. 3S5 for General Draieiiigs.) 'mfiim^^iX^. C^.AL'SSBN V SONS CHICAGO PiCKLB Tank Car No. 2: Fig. 89 — Three Compartment 30-Ton Capacity Tank Car for Pickle Transportation. Weight, 37,300 lbs. Builder, Middletown Car Co. Fig. 90— Steel Underframe 50-Ton Capacity Stock Car. Weight, 47,400 lbs.; Inside Length, 35 ft. 11 "4 in.; Inside Width, 8 ft. 5'4 in.; Inside Height, 8 ft. O'.t in. Builder, American Car c& Foundry Co. Figs. 91-93 FREIGHT CARS; Stock— General Views. 229 Fig. 91 — Steel Frame 40-Ton Capacity Stt)ck Car, Weight, 35,000 ilxs.; [nsiJe Len.gth, 36 ft. 6 in,; Inside ^Vidtll, S ft, 6 in,: Inside lleigdit, 7 ft. 3 in, Bnilder, American Car & I^'cmndry Co, Fig, 92 — Steel Frame 40-Ton Capacity Drop Bottom C.cneral Service Car. Weight. 45,400 lbs,: Inside Length, 40 ft,: Inside Width, 8 ft, K in,: Inside Heiglit, 7 ft, 9 in. linilder, National Dnmp Car Co. iSc- Fii;i. 3i6 and 3S7 for Cau-ral nrcu':ns;s.) Fig. 93 — Steel Underframe 30-Ton Capacity Drop Bottom General Service Car. Weight, 40,000 lbs. Inside Length, 36 ft.: Inside Width, 8 ft. 6 in.: Inside Height, 8 ft. Builder, Ralston Steel Car Co, (See Figs. 358 and 3.S9 fur Genera! Drazcings.) 230 FREIGHT CARS ; Stock and Poultry— General Views. Figs. 94-yb Fig. 94— Steel Frame 40-Ton Capacity Stock Car. Weight, 40,000 lbs.: Inside Length, 40 ft. 0>i in. Inside Width, 8 ft. 0'4 in.; Inside Height, 8 ft. I'inilder, American Car & Fonndry Co. Fig. 95— Steel Underframe 10-Ton Capacity Poultry Car. Weight, 43.000 lbs.; Inside Length, 36 ft.; Number of Coops, 128. Builder, American Car & Foundry Co. Fig. 96 — Wooden Poultry Car with Clere-story. Builder, Wason I\Ianufacturing Co. Figs. 97-99 FREIGHT CARS; Poultry and Horse— General Views. 231 Fig. 97— Steel Underframe 10-Ton Capacity IV.nltry Car with Clere-story. AYeight, 44,200 lbs.; Inside Length, 36 ft.; Xumber of Coops, 128. Builder, .American Car & Foundry Co. iScc Fit:. 369 /",./■ General Drawiugs.) Fig. 98 — Wooden Poultry Car without Coops. Builder, Milwaukee Refrigerator Transit & Car Ci Fig. 99 — Steel Underframe E-\pre.ss Car for the Transportation facturing Co. Ilnr.ses. Builder. The Wason i\fanu- 232 FREIGHT CARS; Horse— General Views. Figs. 100-101 Fig. 100 — Wooden Express Car for the Transportation of TTorses. Builder, Tlie W'ason ]\Ianufactur- ing- Co. Fig. 101— Interior View of Car Shown in Fig. 100 with Stall Partitions in Place. Figs. 102-105 FREIGHT CARS; Horse— General Views. 233 AHMS PALACE HORSE CAR ca CHICAGO. IT Fig. 102— Arms (Burton) Perfected Horse Car with 16 y\djustable Stalls. Inside Length, 44 ft. Fig. 103 — Interior View of Car Shown in Fig. IDS, Showing Stall Partitions Folded. Fig. 10-1 — Interior View of Car Shown in Fig. 105, Showing Stall Partitions as Arranged when Car is Loaded. Fig. 105 — Steel Express Car for Transportation of Horses. Weight, 126,000 His.; Length of Body Out- side, 70 ft. Btiilder, American Car & Foundry Co. 234 FREIGHT CARS; Refrigerator— General Views. Figs. 106-108 ' > " '- t y"' "ygi»— ■ ' 'im 111) II.., «, ^(.CEft SiPMOM r-AT£Nr RC3CK ISLAND KKFHiGKlJATOR Fig. 106— Steel Uiiderfranie 30-Ton Capacity Refrigerator Car. Weight, 47,400 lbs.; Inside Length, 33 ft. 2 in.; Inside AVidth, 8 ft. 2 in.; Inside Height, 7 ft. 6 in. Builder, Milwaukee Refrigerator Transit & Car Co. Fig. 107— Steel Underframe 30-Ton Capacity Refrigerator Car. Weight, 49,800 lbs.; Inside Length, 32 ft. 10 in.; Inside Width, 8 ft. 3ys in.; Inside Height, 7 ft. 6 in. Builder, American Car & Foundry Co. iSce Figs. 370 and 372 for General Drawings.) Fig. 108— Steel Underframe 30-Ton Capacity Refrigerator Car. Weight, 51,500 lbs. Builder, The Haskell & Barker Car Co. Figs. 109-111 FREIGHT CARS; Refrigerator— General Views. 235 l i)L I. urn MISS A 1^ K AM) NORT in: RN r>o;}(} Fig. 109— Steel Underframe 30-Ton Capacity Refrigerator Car. Weight, 49,200 lbs.; Inside LenRth, 30 ft. 10 in.; Inside \\'idtli, 8 ft. 4 in.; Inside Height, 7 ft. Sj/j in. This Car can be used as Refrigerator, Ventilator or Heater. Builder, ^loore Patent Car Co. (Sec F:s. 114 for interior z'icw.) DAIRY LiNi: FAST FREIGHT MIIAN VUKFF RFFRK.FR ATOR TRANSIT GO. -13 3 3 Fig. 110 — Wooden 30-Ton Capacity Refrigerator Car. Weight, 42,200 lbs.; Inside Length, 35 ft. 1 in.; Inside Width, 8 ft. 1 in.; Inside Height, 7 ft. 3 in. Builder, Milwaukee Refrigerator Transit & Car Co. Fig. Ill— Wooden 30-Ton Capacity Refrigerator Car with Steel Center Sills. Weight, 45,100 lbs.; Inside Length, 33 ft.; Inside Width, 8 ft. 4 in.; Inside Height, 7 ft. 6 in. Builder, .American Car & Foundry Co. (See Figs. 371 and 373 for General Draieings.) 236 FREIGHT CARS; Refrigerator— General Views. Figs. 112-115 ^^^^^ ^■i 1 i 1 ■ ^^^fKf^ ^p H ^ ■J pi 1 Vl kr if p-'' TP mB ig^^ '^ui IM ■ a iPHi n^ VI^HH^^^^B S^^^H^^^V i S '.'-"-vT^-. ■ ^^^^^-r-"":'-'" B Fig. 112 — Wooden Express Refrigerator Car. Builder, The Barney & Smith Car Co. '.Sec fig. 113 /../■ Interior View and Fig. 233 for Floor Plan.) ^S^SS^^^^^^^ " " ^ '-^ '*' "'''' ^ss^ IP 'Hi HHI^I f^ •v^ I^J^ H '■ 1" pi 1 ^8 ' /i 1 '■ ' ■ k ■■ 1 1 Fig. 113 — Interior View of Express Refrigerator Car Shown in Fig. 112. Fig. 114 — Interior View of Refrigerator Car Shown in Fig. 109. Fig. 115— Steel Underframe 30-Ton Capacity Refrigerator Car. Weight, 48,000 lbs.; Inside Length, 33 ft. 2;/' in.; Inside Width, 8 ft. 4;.-< in.; Inside Height, Floor to Ceiling, 9 ft. 11 in.; Floor to Ca'rlines, 9 ft. 9;/ in. Builder, Seattle Car & Foundry Co. Figs. 116-118 FREIGHT CARS; Refrigerator— General Views. 237 Fig. 116 — Wooden 30-Ton Capacity Ventilated Car for Fruit Traffic. Weight, 33,800 lbs.; Inside Length, 36 ft. Builder, Georgia Car & Manufacturing Co. Fig. 117 — Wooden 35-Ton Capacity Refrigerator Car for Dairy Products. Weight, 45,800 lbs. Builder, .American Car & Foundry Co. "^1 Hi'HiffWWW'll lijWM II — *v^ Fig. 118 — Steel Underframe 30-Ton Capacity Combined Heater, Ventilator and Refrigerator Car. Weight, 43,400 lbs. This Car is Equipped with the Alcohol Heating & Lighting Co.'s Heater -- - - System. 238 CABOOSE OR CABIN CARS— General views. Fig. 119— Steel Underframe Four- Wheel Caboose. Builder, Central Locomotive & Car Works. Fig. 120 — Steel Underframe Four-Wheel Caboose. AVeight, 28,000 lbs. Builder, Pennsylvania Railroad. {Sec Fig. ii^l for General Drazvings.) Fig. 121— Wooden Eight-Wheel Caboose. Length over End Sills, 32 ft. S^ in. Builder, The Haskell & Barker Car Co. Figs. 122-125 CABOOSE OR CABIN CARS— General Views. 239 Fig. 122— Wooden Eight-Wheel Caboose. Builder, American Car & Foundrj' Cf Fig. 123 — Interior View of Caboose Shown in Fig. 125, Looking Away from Cupola. Fig. 124 — Interior View of Caboose Shown in Fig. 125, Looking Toward Cupola. Fig. 125 — Steel LTnderframe Eight-Wheel Caboose. Weight, 35,900 lbs. Builder, American Car & Foundry Co. (See Figs. 133 a)id 124 for Interior J'iezvs and Fig. 383 for Genera! Dra'^i'ings.) 240 BAGGAGE AND EXPRESS CARS— General Views. Figs. 126-129 Fig. 126— Steel Baggage Car. Weight, 128,600 lbs. Builder, The Barney & Smith Car Co. (,Scc Fig. 231 for Floor Plan and Fig. 3S7 for General D razviugs.) Fig. 127 — Interior View of Steel Baggage Car Shown in Fig. 126. Fig. 128 — Interior View of Steel Express Car Shown in Fig. 129. Fig. 129— Steel Express Car. Weight, 94,300 lbs.; Length Over End Sills, 60 ft. 9 in. Builder, American Car & Foundry Co. , • ■ ■ Figs. 130-133 BAGGAGE AND POSTAL CARS— General Views. 241 Fig. 130 — Steel Baggage Car. Builder, The Barney & Smith Car Co. Fig. 131 — Interior View of Steel Postal Car for the New York Central Lines. Builder, American Car & Foundry Co. Fig. 132 — Interior View of Steel Postal Car for the Missouri Pacific. Builder, American Car & Foundry Co. Fig. 133— Steel Baggage and Express Car. Weight. 126,000 lbs. Length Over Buffers. 72 ft. 4'j in. Builder, American Car & Foundry Co. 242 BAGGAGE AND POSTAL CARS— General Views. Figs. 134-137 Fig. 134— Steel Baggage and Postal Car. Weight, 118,700 lbs.; Length Over Buffers, 63 ft. 2/4 in. Builder, The Barney & Smith Car Co. Fig. 135 — Interior View of Steel Postal Car for the New York Central Lines. Builder, The Barney & Smith Car Co. Fig. 136^Literior View of New York Central Lines Postal Car, Looking in Opposite Direction from That in Fig. 135. Fig. 137— Steel Postal Car. Weight, 113,200 lbs. Builder, Pressed Steel Car Co. (Sec Figs, 388, 389 and 390 for General Drawings.) Figs. 138-141 POSTAL CARS AND COACHES— General Views. 243 Fig. 138— Steel Postal Car. Weight, 121,700 lbs.; Length Over Buffers, 64 ft. 7^ hi. Builder, Pressed Steel Car Co. Fig. 139 — Interior View of Pennsylvania Railroad Steel Postal Car. Fig. 140 — Interior View of Carolina, Clinchfield & Ohio Day Coach. Builder, The Harlan & Hollingswortli Corporation. i 733 -*- .*i;;j«S2^ ^^^Mlk^S ■1 i:ii;.' ii^ii ■ , ^^1 ; UNI TED STATfSS yi.f .WAV POST OF.F aL ;: ■■■„■- ICE • .^..^i.-.X.- m ■■;■ LOWG , ^..^.^ 9 i 3 i^r---^- • ; ■ ■ % ^^^ ^# ^^^^s Fig. 141— Steel Postal and Express Car. Weight, 83,500 lbs. Length Over Buffers, 64 ft. 5^ in. Builder, American Car & Foundry Co. (See Fig. 401 for General Drazvings.) 244 DAY COACHES— General Views. Figs. 142-145 » — 1 m — a- — — «- — ta- -™~ f»u Ijgjn lor ■L r L^Bcxj y|fPP| B U 1 ^^■1 iiipipilip H H s MK^MMmi^riHI ■■IIHlK ■ " " •^' -^ B ^i^ w ^==5=^ Fig. 142— Steel Vestibuled Day Coach. Weight, 116,000 lbs.; Length Over Body, 70 ft. SH in. Builder, Pressed Steel Car Co. iScc Fi^s. 391-400 for General Draimngs of Pciinsylvaiua Railroad Steel Passenger Train Cars.) Fig. 143 — Interior View of Pennsylvania Steel Day Coach Shown in Fig. 142. Fig. 144 — Interior View of New York Central Lines Day Coach. The Interior Finish is Wood. Builder. The Barney & Smith Car Co. Fig. 145— Steel Vestibuled Day Coach. Weight, 142.000 lbs. Builder, American Car & Foundry Co. (Sec Figs. 40J-405 for General Drawings.) Figs. 146-149 COACHES AND CHAIR CAT?S— General Views. 245 Fig. 146— Steel Vestibuled Day Coach. Weight, 126,500 lbs.; Length Over Buffers, 72 ft. 6;4 in. Builder, The Barney & Smith Car Co. M^ ^S ^^^^K^^^^^^^^^Ss^^ >^^^ Si^PJ sj/^^^ii^ I^^K~!^^v^ ''/jf^^SS^ W^^i^^^sS^SSS^^^9lll9KM ^l^^^^m f^^\-' <^H ,..,f*s.ijM:""»s ''.y '::'-- ■■^m'--wfM f W- Fig. 147 — Interior View of Baltimore & Ohio Day Coach. Builder, American Car & Foundry Co. Fig. 148 — Interior View of Reclining Chair Car. Builder, The Harlan & Hollingsworth Cor- poration. Fig. 149 — Steel Frame Vestibuled Day Coach with Steel Sheathing Below Windows. Total Weight, 120,000 lbs.; Weight of Two Trucks, 39,000 lbs. Builder, The Harlan & Hollingsworth Corporation. {Sec Fig. 239 for Floor Plan and Fig. 408 for General Draioings.) 246 COACHES AND CHAIR CARS— General Views. Figs. 150-153 Fig. 150 — Wooden Vestibuled Day Coach with Cast Steel Combined Double Body Bolsters and Plat- forms and 12 in. I-Beam Center Sills. Weight, 95,900 lbs.; Length Over End Sills, 62 ft.; Length Over Buffers, 69 ft. 7 in.; Length, Free, Over Coupling Lines, 70 ft. 2 in.; Seating Capacity, 76. Builder. Laconia Car Co. Fig. 151 — Interior View of Chicago, Burlington & Quincy Chair Car, Similar to the Car Shown in Fig. 153. Builder, The Barney & Smith Car Co. Fig. 152 — Interior View of Dining Room of Business Car Shown in Fig. 155. Builder, The Barney & Smith Car Co. Fig. 153 — Steel LInderframe Vestibuled Chair Car. Builder, American Car & Foundry Co. Weight, 120,500 lbs.; Length Over End Sills, 70 ft. (Sec Fig. 240 foy Floor Plan.) Figs. 154-157 COACHES AND BUSINESS CARS— General Views. 247 Fig. 154 — Steel Underframe Vestibuled Coach with Side Doors for Suburban Traffic. {See Fig. 409 fur General Drawings.) s S 1 f i V .^ll... ' -. ^ ' .^1 •^^ ^flH^^k. « y „„,„ .^^- II >•-«:- ^^'.Ti , . ^^ X .. ---3 9 ' : K'-.---'^ liK ■ • ' ■■ . n\ '^'■'M M ^^^H _ 3 '^ 'f^ fp*- ^.'.::;"' ";''-^ Fig. 155— Interior View of Observation Room of Western Maryland Business Car. See Also Fig. 152. (.Sec Fig. 251 for Floor Plan.) Fig. 156 — Interior View of Grand Trunk Pacific Dining Car, Looking Away from Kitchen. Builder, Canadian Car & Foundry Co. Fig. 157— Steel Open Platform Day Coach. Weight, 100,000 lbs.; Length Over Body, 60 ft. T/z in. Builder, American Car & Foundry Co. 248 DINING CARS— General Views. Figs. 158-161 Fig. 158— Steel Vestibuled Dining Car. Weight, 155,000 lbs.; Length Over End Sills, 72 ft. (Sec Figs. 391-400 for General Drazi'ings of Pennsylvania Railroad Steel Passenser Train Cars.) Fig. 159 — Entrance from Dining Room to Pantry and Corridor. Fig. 160 — Kitchen, Looking Toward Pantry. Interior Views of St. Louis & San Francisco Dining Car Shown in Fig. 161. Fig. 161 — Steel Vestibuled Dining Car. Builder, American Car & Foundry Co. (See Figs. 159, 160 and 163 for Interior Vicztis.) Figs. 162-165 DINING CARS— General Views. 249 ,B_^ -1 --i-J \m mm ■■ mm hi. '1 I s i< ■Mia --- . .. ^ i P^ S= Fig. 162 — Steel Vestibuled Dining Car. Weight, 152,500 lbs. Builder, The Barney & Smith Car Company. ^Scc Figs. 406 and 407 for General Draz^'ings.) Fig. 163 — Interior View of Dining Room of St. Louis & San Francisco Dining Car Shown in Fig. 161. Fig. 164 — Interior View of Northern Pacific Dining Car. Builder, The Barney & Smith Car ... Company. Fig. 165— Steel Underframe Vestibuled Dining Car. Weight, 132,200 lbs.; Length Over End Sills, 70 ft. Builder, American Car & Foundry Company. 250 DINING AND LIBRARY CARS— General Views. Figs. 156-170 Fig. 166— Vestibuled Dining Car with Steel I'rame and Ends. Weight, Complete, 175,000 lbs.; Weight of Trucks, 49,600 lbs. Builder, The Harlan & Hollingsworth Corporation. (Sec Fig. 241 for Floor Plan and Figs. 167 and 168 for Interior FiVim.) Figs. 167 and 168 — Dining Room and Kitchen of Philadelphia & Reading Dining Car Shown in Fig. 166. Fig. 169 Vestibuled Dining Car with Steel Frame and Steel Sides Below Windows. Weight, 139,400 lbs.; Length Over Buffers, 80 ft. SV^ in. Builder, The Barney & Smith Car Company. Fig. 170— Steel Vestibuled Combination Baggage, Parlor and Library Car. Weight, 138,500 lbs.; Length Over Buffers, 74 ft. 834 in. Builder, The Barney & Smith Car Company. See also Fig. 236. Figs. 171-175 DINING AND PARLOR CARS— General Views. 251 Fig. 171— Wooden Observation Parlor Car. Weight, 131,800 lbs.; Length Over Buffers, 83 ft. 8J4 Builder, The Barney & Smith Car Company. (Sec Fig. 173 f,:r Jfitcnor J-icu:) Fig. 172 — Interior A'iew of Chicago, Burlington & Quincy Dining Car. Builder, The Barney & Smitli Car Company. Fig. 173 — Interior Y\e\v of Chicago, Indianapolis & Louis\-ille Parlor Car Shown in Fig. 171. i.aicg Fig. 174 — Steel Underfranie Vestibuled Buffet-Library Car. Builder, The Barney & Smith Car Company. Fig. 175— Steel Vestibuled Parlor Car. Weight, 135,600 lbs.; Length Over Buffers, 80 ft. 434 in. Builder, The Barney & Smith Car Company. 252 PARLOR AND SLEEPING CARS— General Views. Figs. 176-179 Fig. 176 — Steel Vestibuled Sleeping Car. Weight, 150,000 lbs. Builder, The Pullman Company. {Sec Fig. 181 for Interior riczsi and Figs. 411-414, 416-418 and 420 for General Drcn'ings.) Fig. 177 — Interior View of Steel Parlor Builder, The Pullman Company. Car. Fig. 178 — Interior View of Canadian Northern Parlor-Cafe Car. Builder, Canadian Car & Foundry Company. Fig. 179— Steel Frame Vestibuled Parlor-Cafe Car. Weight, 140,000 lbs. Foundry Company. (See Fig. 246 for Floor Plan.) Builder, Canadian Car & Figs. 180-183 SLEEPING CARS— General Views. 253 Fig. 180— Steel Vestibuled Sleeping Car. Weight, 142,300 lbs. Builder, The Barney & Smith Ca Company. (Sec Fig. iS3 for Interior View and Fig. 410 for General Drawings.) Fig. 181 — Interior View of Pullman Steel Sleeping Car Shown in Fig. 176. Fig. 182 — Interior View of Steel Sleeping Car Shown in Fig. 180. Fig. 183 — Wooden Vestibuled Sleeping Car for Electric Intcrurban Service. Weight, 74,600 lbs.; Length Over End Sills, 51 ft. 4 in. Builder, American Car & Foundry Company. 254 SLEEPING AND OBSERVATION CARS— General Views. Figs. l»^-ioo ii W'mMmM iH mmmM^mm.mm '1 "" ™ ,ai_i^t:.-<>.ci r^AH Fig. 184— ^Yoode^ Vestibuled Compartment Sleeping Car. Builder, Tlie Barney & Smith Car Company. Fig. 185 — Observation Room of Chicago. Milwaukee & St. Paul Observation-Buffet Car. Builder, The Barney & Smith Car Company. Fig. 187 — Interior of Observation Room. Northern Pacific Observation-Buffet Car. Builder, The Barney & Smith Car Company. Fig. 186 — View Through Compartments, Chicago, Milwaukee & St. Paul Compartment Sleeping Car. Builder, The Barney & Smith Car Co. Fig. 188 — Interior of Women's Reception Room, Chicago, Burlington & Quincy Lounging Car. Builder, The Barney & Smith Car Company. Figs. 189-192 ELECTRIC MOTOR CARS— General Views. 255 Fig. 189— Steel Vestibuled Electric Motor Car for Suburban Service. Weight Without Motors, 107.200 lbs.; Weight Complete, 120,000 lbs. Builder, Pressed Steel Car Company. (Sec Fig. 422 for General Drawings.) Fig. 190 — Steel Subway Car Shown in Fig. 192 Fig. 191 — Steel Suburban Car Shown in Fig. 194. Fig. 192— Steel Vestibuled Electric Motor Car for Subway Service. Weight, 52,900 lbs.; Length Over End Sills, 48 ft. Builder, American Car & Foundry Company. (See Fig. 190 for Interior View.) 256 ELECTRIC MOTOR CARS— General Views. Figs. 193-195 Fig. 193 — Steel Vestibuled Electric IMotor Car for Interurban Service, Builder, St. Louis Car Company. Fig. 194 — Steel Vestibuled Electric IMotor Car for Suburban Service. Weight, 77,600 lbs.; Length Over Buffers. 69 ft. 10 in. Builder, .American Car & Foundry Company. (See Fig. 191 for Interior Viez^'.') Fig. 195 — Wooden Electric Motor Car Operated by Current from Edison Storage Batteries. The Wheels Rotate on the A.xles. Weight of Battery, 4,600 lbs.; Weight, Including Battery, 34,600 lbs. Builder, Federal Storage Battery Car Company. Figs. 196-198 ELECTRIC MOTOR CARS— General Views. 257 Fig. 196— Steel Electric Motor Car. Weight, Including INIotors, 52,000 lbs.; Length Over Buffers, 48 ft. 7->s in. Builder, Niles Car & Manufacturing Company. Fig. 197 — Wooden Electric Motor Buffet-Observation Parlor Car for Interurban Service. Weight, In- cluding :Motors, 88,000 lbs.; Length Over Bufters, 62 ft. l>i in. Builder, Niles Car & Manufac- turin.g Companj'. Fig. 198 — Wooden Trailer Express Car for Interurban Service. Length Over Buffers, 41 ft. 5 in. Builder, McGuire-Cummings Manufacturing Company. 258 GASOLENE MOTOR CARS— General Views. Figs. 199-202 Fig. 199 — Wooden Gasolene Motor Car. Weight, 26,000 lbs.; Length Over Vestibules, 32 ft. Seating Capacity, 35. Brake Horse Power of Engine, 50. Builder, Fairbanks, Morse & Co. Fig. 200 — Steel Gasolene Motor Car. Weight, 68,000 lbs.; Length Over Ends, 70 ft. Seating Capacity, 64, Builder. McKeen Motor Car Company. Fig. 201 — Steel Gas-Electric Motor Car. Builder, Strang Gas-Electric Car Company. Fig. 202— Steel Gas-Electric Motor Car. Weight, 98,000 lbs.; Length Over Buffers, 68 ft. 7 in.; Seating Capacity, 91; Number of Motors, 2; Total Horse Power, 200; Voltage, 600 Direct Current. Builder, General Electric Company. Figs. 203-207 MISCELLANEOUS CARS— General Views. 259 ■J-^^^a*-"^ Fig. 203— All-Steel Mine Car, Builder, Ralston Steel Car Company. Fig. 204— All-Steel SO-Ton Capacity Ore Car on ilotor Trucks. Builder, Summers Steel Car Company. Fig. 205 — All-Steel Mine Car. Builder, Pressed Steel Car Company. Fig. 206 — All-Steel Mine Car. Builder, Pressed Steel Car Company. Fig. 207 — All-Steel 10-Ton Capacity Car for Quenching Coke. Builder, Middletown Car Company. 260 MISCELLANEOUS EQUIPMENT— General Views. Figs. 208-210 Fig. 208— Electric Motor 30-Ton Capacity Flat Ca r, Equipped with 6-Ton Capacity Electric Crane, Radius, IS ft. Builder, ^IcGuire-Cnmmings j\Ianufacturing Company. Fig. 209 — Electric Motor Flat Car for Construction Work. Builder, Xiles Car & }ilanufacturing Company. Fig. 210 — Electric Wreckin,g Crane for Use in Tunnels. Weight, 326,000 lbs.; Lifting Capacityat IZ ft. Radius, SO Tons. Builder, Industrial Works. Figs. 211-213 MISCELLANEOUS EQUIPMENT— General Views. 261 Fig. 211— Steam Wrecking Crane. Lifting Capacity, 100 Tons. Builder, Tlie Bucyrus Company. Fig. 212 — Steam Wrecking Crane, Weight, 212,000 lbs,; Lifting Capacity, 120 Tons. Builder, Industrial Works. Fig. 213— Steam Crane Fitted with Clam Shell Bucket. Weight, 80,000 lbs.; Lifting Capacity, 20 Tons. Builder, McMyler Interstate Company. 262 MISCELLANEOUS CARS— General Views. Figs. 214-217 Fig. 214 — Interior View of the International Cor- respondence Schools' Air Brake Instruction Car. Fig. 215 — Interior View of the Westinghouse Air Brake Company's Air Brake Instruction Car. Fig. 216 — Steel Car for Use as a Portable Sub-Station. Builder, McGuire-Cummings Manufacturing Company. Fig. 217— Steel Frame Dynamometer Car. Weight, 91,000 lbs.; Dynamometer Capacity, 1,000,000 lbs. Builder, Atchison, Topeka & Santa Fe Railway. {Sl'l^ Fig. 254 for Floor Plan and Figs. 427-430 for General Drazeings.) Figs. 218-220 MISCELLANEOUS EQUIPMENT— General Views. 263 Fig. 218— Atlantic Steam Shovel. Weight in Working Order, 203.000 lbs. Builder, The Biicyru.s Company. {.Sec Fig. 431 for General DrattMig.t.) Fig. 219— Type 95-C Bucyrus Steam Shovel. Weight in Working Order, 214,000 lbs. Builder, The Bucyrus Company. Fig. 220 — Ballast Spreader. The Wings are Operated by Compressed .-Vir. Builder, The O. F. Jordan Company. 264 MISCELLANEOUS EQUIPMENT— General Views. Figs. 221-223 Fig. 222 — Self-Propelling Steam Pile Driver. Builder, The Bucyrus Company. Fig. 223 — Self-Propelling Steam Pile Driver. Builder, Industrial Works. Figs. 224-226 MISCELLANEOUS EQUIPMENT— General Views. 265 Fig. 224 — Single Track Flanger Applied to Snow Plow. Builder. Russell Car & Snow Plow Company. Fig. 225 — Side Ballast Plow. Builder, The Bucyrns Company. Fig. 226 — Ballast Distributing Plow. Builder, Rodger Ballast Car Company. 266 SNOW PLOWS— General Views. Figs. 227-228 Fig. 227— Single Track Wing Elevator Snow Plow with Flanger. The Side Wings are Swung Out by Compressed Air to Increase the Width of the Cleared Area. Builder, Russell Car & Snow Plow Company. {Sec Fig. 224 for Application of Flanges.) '*^, > Fig. 228 — Right Hand Double Track Snow Plow with Flanger. Builder, Russell Car & Snow Plow Company. Figs. 229-230 ROTARY SNOW PLOWS— General Views. 267 Fig. 229 — Rotary Snow Plow. The Boiler is of the Locomotive Type. The Cutting Wheel is Driven by a Horizontal Steam Engine Having Two Cylinders, Each IS in. x 26 in. Builder, The Bucyrus Company. Fig. 230— Rotary Snow Plow in Use on the Canadian Pacific, Equipped with Specially Designed Six- Wheel Trucks. The Boiler is of the Locomotive Type, the Working Pressure Being 200 lbs. It has 317 2 in. Tubes and 44 sq. ft. of Grate Area. The Engine is Vertical, with Two 20 in. x 24 in. Cylinders. The Tender has a Capacity of 7,000 Imperial Gallons of Water and 10 Tons of Coal. 268 PASSENGER TRAIN CARS— Floor Plans. Figs. 231-236 Fig. 231 — Floor Plan of Baltimore & Oliio Steel Baggage Car Shown in F'ig, 126. |< f.^'L^^i'a':^ /4'/^L ^>|< 80- ->j<- l< 70'lOf Onr mod End Posh - 1< lo'lOj Over Steel End Posh - Fig. 232 — Floor Plan of Missouri Pacilic Baggage Car. Builder, American Car & Foundry Company. («. 60'0'OyerSi7/s » Fig. 233 — Floor Plan of Great Northern Express Refrigerator Car Shown in Fig. 112. ' . ' * « ' ^~^ ' ' ' "&^k le -!'/0-'- o F -ISZi'- — ' — - — Fig. 234 — Floor Plan of Chicago, Burlington & Quinc)' Combination Baggage and Passenger Car. Builder, .\merican Car & Foundry Company. Fig. 235 — Floor Plan of Chicago Great Western Combination Baggage and Buffet-Smoking Car. Builder, The Pullman Company. ->|/7'k 7/- ^>|<- --/7//-- ^ n J<-, itf^ n re^ k54S %,^ innnHnnn O Smoking O Room O CiDapDpaa V~4'3--A k"V—43-->\ jo'z'l ^ Fig. 236 — Floor Plan of Western Pacific Baggage, l-arlor and Library Car Shown in Fig, 170. Figs. 237-242 PASSENGER TRAIN CARS— Floor Plans. 269 PFUiijuunQicjci mmp Fig. 237— Fl._i..r Tlan of Xcw Yui-k, Westchester & Boslrjn Suburban Car Shown in Fig. 189. •'4rtn- z-olr. Fig. 238— Floor Plan of ^lobile e^ Ohio Day Coach, liuilder, American Car & Foundry Company. , ,. , , ,. fs,„ H,,„ 4" 4" \<—S'0ff--^ Fig. 239 — Fir. or Plan of Southern Railwa>- Day Coach Sliown in Fig. 149. f-^«4' ^mi<-2ii->^ .>|-^i-i-i^i^ ffltz tzzi ^ D , O '^ O O '""" O O ' O O O O '^^ O O O Q v-ii-^si-^j O O O O O ^, O O ^ O O O -O ^(Wi-^ ''-fy ^■^ '"C^ ''fy -^ ''0"" "fy o o o"o o o CL..Q o^o cy.,o o" O Q „ O Q .,, . O Q „„ OSO „, O Q ,..r@^ f^ £FQ Smoking-, Room •--" " V1114 — -~* J \f -^00 Oyer End S'jili Fig. 240 — Floor F'lan of Chica,go, Durlington & (Juincy Chair Car Shown in Fig. 153. \f-3 ls-^Z4i^-S0i—*^- 43 — A . WashStJnd L ocker ! \,. iLi-i^JDLjD a_^jD|aj|^a a i d a i d ^ ' Nv%/^(?/ bii „ Dining ^^ Room 5^ U-ZS-i^43—>^-lS-if—43-^;if-43rf,-f^m\ 23||<— 43-^-jfe|->|<-fi-->j Zi |<--? J— >]< 63 ^-i!l-<\ QUA ■^ DO Table DO f3 Paniry 74'o"Oi'erBody -334 Fig. 241 — Floor Plan of i 'hikulelphia & lvca(lin,g Dining Car Shown in Fig. 166 -/J^i- \—6's- J^—i,'8f — +-J>i-^ Y-4'l^-~^-Z'4^J^-4'lf-^ Pro^hhnBox ^ 39'0"Befneen BolMead Sheefs- Fig. 242 — Floor Plan of Pennsylvania Dining Car Witliout Vestibules. ^-—e'/Oi-—A 270 PASSENGER TRAIN CARS— Floor Plans. Figs. 243-248 D □ EOnHQ i A p an □ □ an ^ Pantry, -Si? -If 66--^ ^C^ L^aSMo jqq jnq jqq _, np Fig. 243 — Floor Plan of Pullman Dining Car. Fig. 244 — I'loor Plan of Wabash Dining Car. Builder, American Car & I'oundrj' Companjr. Fig. 245 — Floor Plan of Chicago, Burlington & Quincy Parlor-Cafe Car. Builder, The Pullman Companj'. f<~ 4'//i'—>^<-l4i^^-2ii] /Sf~2-tii^-lf{if-lS~,j k — e'/- — >k /7b- -^ /'a'- — ^-29'^ 2o'oi- >\<-z's->[i — e'o---^ s'o- >l \^ , 70 32 O^er End Frame s4 Fig. 246 — Floor Plan of Ontario Government Parlor-Cafe Car Shown in Fig. 179. Srackei Lamp Fig. 247 — Floor Plan of Long Island Steel Parlor Car. Builder, American Car & Foundry Company. \e—e'o- — >^ — fis ->K e'3"—->Y- i^^=°',L|i ,Ti: DOaDDOOOU JaaQDOC J i i QbservaHon ODOjDD h Lounging El Room Seating E Capacif^y 39 j; . =~i Women's Receph'on EJ Room {^)\Lamp Seating Capacity IS iODDaiL] Is 8 2i-, V^-'^^-SV-^ 74'0"- k 77'6"0yerEndS;i/s Fig. 248 — Floor Plan of Chicago, Burlington & Quincy Parlor Car with Reception Room for Women. Figs. 249-254 PASSENGER TRAIN CARS— Floor Plans. 271 Fig. 249 — Floor T'laii of Canadian Pacilic Sleeping Car. ^-3'8'-->i^—e'4'—^- -^|S^^^'4f\•f-^^AIS^f i4- — ^-3'a-> 12'i"0,er5ills ^^-^7/'^ Fig. 250 — Floor Plan of Chicago, JMilwaukee & St. I'aul Compartment Sleeping Car. Builder, The Barney & Smith Car Company. <-^7^'--^-3Z--^3zUuzU-3f-->a<-32~v^-ls!^<-32-A^ -43 — H -■a3\:-33'-j^~33-a,9y- [<-^48 — ^ -^4^ji'^ — >)< a'o- >l is'\c—4's---^ is\ s'o- -if is'sf -^ j ^'^ ei'giOyerSiib ~\c~r4"-A^\,- Fig. 251 — Floor Plan of Western Maryland Business Car. Builder, The Barney & Smith Car Company. ■„-a,r,^,^,/,«. Fig. 252— Floor Plan of International Correspondence Schools Air Brake Instruction Car. Interior View is Shown in Fig. 214. -//ff!^ Fig. 253— Floor Plan of Lehigh Valley Hospital Car. , 1 I GAUGE BOARD Ff---^^ DYNAMOMETER SWITCH 60ARD ' I , , BENCH -T^N^ LOCKER ^— ' CUP BOARD ^forQ> Li I I 5 ^''='-^-, Fig. 254— Floor Plan of iVtchison, Topeka & Santa Fe Dynamometer Car Shown m Fig. 217. 272 PASSENGER TRAIN CARS— Floor ir-ians. Figs. 258-260 PASSENGER TRAIN CARS— Floor Plans. 273 I \<-z'o'-->\ 274 BOX CARS— General Drawings. Fig. 261 Figs. 262-264 BOX CARS — General Drawings. 275 s I Fig. 262 — End Elevation and Cross Section of Union Pacitic All-Steel Box Car Shown in Figs. 1 and 261. Near Truck. Near Center of Car Fig. 263 — Sections Through Side Sill of Summers ,A11-Steel Box Car. See also Figs. 264-266. /l^Jtl^x i^t 413 Orer Buffer Blocks- Fig. 264 — Longitudinal Section of Summers All-Steel 50-Ton Capacity Box Car, Similar to the Car Shown in Fig. 3. See also Figs. 263, 265 and 266. 276 BOX CARS— General Drawings. Figs. 265-266 ii';i'l' Secfion Through Truck. Fig. 265 — Cross Sections and End Elevation of Summers AU-Steel 50-Ton Capacity Box Car, Similar to the Car Shown in Fig. 3. See also Figs. 263. 264 and 266. Fig. 266 — Plan of Summers All-Steel 50-Ton Capacity Box Car, Similar to the Car Shown in Fig. 3. See also Figs. 263, 264 and 265. kJ Fig. 267 BOX CARS— General Drawings. 277 ?'8'4'- — ->k— ^^i-->i<-/>-ip-— 278 BOX CARS— General Drawings. Figs. 268-270 k 93^ Exireme m'd/h Fig. 268 — Cross Sections and End Elevation of Canadian Pacific Steel Frame Box Car Shown in Figs. 6 and 267. K— H jo o ^ 31 ->K- ->M^ „ , ,, ' ■■■|t>|2K — IS--^ 3 0— V-^^y V-6-A SecflonC-D. ^ Section A-B. Fig. 269 — Pressed Steel Side Post Used on Penn- sylvania Steel Frame Box, Stock and Re- frigerator Cars. See Figs. 270. 271. 351 and 363. i ■4"x6'!>i"Angle Section D. D. Fig. 270 — End Elevation and Cross Sections of Pennsylvania Steel Frame SO-Ton Capacity Box Car. The Dotted Lines at Top of Section "CC" Show Opening in Steel Roof Extending Between Car- lines for Ventilation. See also Figs. 269 and 271. Fig. 271 BOX CARS — General Drawings. 279 o u •/. o u c o H h M E 280 BOX CARS— General Drawings. rig. Li^ -^ — ^■ »f *<^ r^ a^j*^j '^tqWEoa nS- ' '! 7 V|4 > // Lj ■ >> -" ^tispr^^lr^ Fig. 273 BOX CARS— General Drawings. 281 tidre 282 BOX CARS— General Drawings. rig. ^/t Ra// To Top of Running Board fe o o H Cii =3 E Figs. 275-276 BOX CARS — General Drawings. 283 .-s .^,, ^, , _ I Sect/on af >^~^ Cross Bearer U--/g'>' Bolster Fig. 275— End Elevation and Cross Sections of Chicago Great Western Steel Undcrframe Box Car Shown in Fig. 277. 4pt3 Fig. 276 — Cross Sections and End Elevation of New Vork Central & Mndson Ri\-er Steel Underframe Box Car Shown in I'ig. 274. 284 BOX CARS— General Drawings. <— 25/« — ^■ :^_g'^I^C-~'fr,diifb-i^, ■L") Fig. 278 BOX CARS— General Drawings. 285 286 BOX CARS— General Drawings. Figs. 279-280 Fig. 279 — Cross Sections and End Elevation of Steel Undertrame 40-Ton Capacity Box Car Shown ir Fig. 278. 9-S%overR7sda ■^ '^ Fig. 280 — End Elevation and Cross Sections of Cincinnati, Elamilton & Dayton Steel Underframe Automobile Car Shown in Figs. 9 and 281. Fig. 281 BOX CARS— General Drawings. 287 288 BOX CARS— General Drawings. rig. iflj^ Figs. 283-284 BOX CARS — General Drawings. 289 '\^\^-^-'frM5ha/l,ins 5ide Eki'a^wn Shotrin^ Locahan of Socket limbers. Secfio. Fig. 283 — Arrangement uf Doul)le-Deck Supp.rfs in Chicago, -Milwaukee & St. Paul Autoniubilc Car Shriwn in l*"igs. 282 and 284. I I V 9 Iq Beiiveen 3/115 - Fig. 284 — Cross Sections of Chicago, ililwaukec & St. Paul Automobile Car Shown in Figs. 282 and 283. 1 Side SiU 2 End Si!l 3 Iinicr hitcruicdiatc Sill Sa Outer lutcrmcdiatc Sill 4 Center Sill 12 Body Bolster 12a Body Bolster Tof Corer Plate 12b Body Bolster Bottom- Cover Plate 15 Body Side Bearing 17 Body Center Piute 18 King Bolt or Center Pin 19 Truss Rod 20 Truss Rod Saddle 21 Queen Post 22 Needle Beam 23 Draivbar 25 Carry Iron 26 Draft Sill 26a Sub-sill 27 Floor 30 Sill Step 32 Buffer Bloek or Dead Wood 33 Side Braee 34 Braee Rod 34/.- Post Cap or Poeket 35 End Brace 35a End Post Pocket 36 Sill and Plate Tie Rod 37 Side Braee 37a Brace Rod 38 Brace Rod Washer Box Car Parts. See Figs. 285-288. 42 Side Post 42a Post Poeket 42/) End Post 43 Comer Post 44 Door Post 44(/ Door Post Pocket 45 Corner Post Pocket 46 Side Plate 47 ,S/f v^i!$i \ O i ' "^ o 1 ,, o 1 <'• ^iq^ 1 ,'. %\ ^ ' sr*^ >' ~<^ fe^ ^ » V 7 ^^ -KV, 1 "^ v' 1 ^ o : ! ^ '-0 Si ^ ^ n-" "^ 'n "M ^ S u ^ C! ?i ^ 'a i^ ^ b^ -~ ■o 'o cq ■-^ \o r^ 00 m o ,_, (N CM (N CN CM CO TO CO .'- '-^ -:> ^ ~-~ --. , - t^ ^v -^ ■■^ ■>) C/^. _^ ^ Co bD -c. ■^ . c^ ttl Co , , ;^ ^ (j Ol O) C ^ « t: -t- ^ -C' -JT' ^' '^^■ '-icvjco'^a-u^voir^ooai On O CO U o U u < o E 300 HOPPER CARS— General Drawings. Fig. 298 u o a, U o H < W =3 bo Fig. 299 HOPPER CARS— General Drawings. 301 r'f'T ■^Q^^^^^'i^^'^'^^v^;^^ Doffed lines show doors in various open positions. 2i"'H"'}iL Operating End. Section Ttiroi/gt! Center of Car Hait Section in' Fronr ct Doicter. Half End Flevafio. Fig. 299— Union Railroad All-Steel 50-Ton Capacity Hopper Car Shown in Fig. 22. Builder, Summers Steel Car Company. 302 HOPPER CARS— General Drawings. a o u a '5 nj C •a m u nS u o •a u o H o ^ K I* — z'/cj-- j o U U u u o H fc bo 304 HOPPER CARS— General Drawings. Figs. 302-304 HalfSecfion afC ' Half Section afR' with Door Removed \^Ha!f Section af'B'wifii Cross Half Section a f A' ^Ridge Plate anc/Side Hopper Sheet Removed. Fig. 302 — Cross Sections of Pennsylvania AU-Steel Hopper Car Shown in Figs. 301 and 303. >1 Fig. 303 — End Elevation of Pennsylvania AU-Steel Hopper Car Shown in Figs. 301 and 302. Half Section TI?rouffh Opening Htjif Section Si70wini^ Center of Car Halt iSnd Eiievation Half Section at Bolster Fig. 304 — Cross Sections and End Elevation of All-Steel Side Dump Coke Car Shown in Fig. 305. i:1< — —3?'-o" Cfr. foCfr. Trucks L-- 4cl'~0' Oi^er Sfrikit?^ Casfinqs Fig. 305 — All-Steel SO-Ton Capacity Side Dump Hopper Coke Car. Builder, Clark Car Couipany. See also Fig-. 304. 305 HOPPER CARS— General Drawi, -j i g.j^e_fi- f^r ^t: 7-:3 o o fe Figs. 307-308 HOPPER CARS— General Drawings. 9/; /nside ^ Fig. 307— End Elevation of All-Steel 50-Ton Capac- ily Side Dnmp Coke Car Shown in I'~iy. 30'J. 307 Fig, 308 — .\11-Steel 60-Ton Capacity Electrically Opei-ated Conveyor Hopper Car for L^se on VirK'iniau Railway Coal Wharf. 308 HOPPER CARS— General Drawings. Fig. 309 « - _ ;; j'a ■ * - ' i- ■■ i » t la' -^T,. O U u u CQ U o U u o o Fig. 310 ORE CARS — General Drawings. 309 1" j" '^"" u u u o o u H o I E k — z/^i- 310 ORE CARS— General Drawings. Fig. 311 B^ Fig. 311 — Duluth & Iron Range All-Steel 50-Ton Capacity Hopper Ore Car Slrown in Fig. 32. Builder, Summers Steel Car Company. JiH Fig. 312 ORE CARS— General Drawings. 311 312 ORE CARS— General Drawings. Fig. 313 Fig. 314 ORE CARS — General Drawings. 313 314 ORE CARS — General Drawings. Fig. 31.5 °5 I 5^1 J.ftl'.ff - tni'n ■'"O t3 ,&- o o a o o 7,%' if -.If ,?3.6- Fig. 316 GONDOLA CARS— General Drawings. 315 a >-^^^^jff^ i ITL- ■ -'" — —^ — fc*— ! iJ^t:j)iiiav;SiS..Silkc o CO u n O ^ o P3 u D. l-l p ri O U C o H o CO c3 o bo U c U •T3 C I 316 GONDOLA CARS— General Drawings. Figs. 317-318 Cross Section af Bolster. Fig. 317 — Cross Section and End Elevation of Hocking Valley Steel Underframe SO-Ton Capacity Drop Bottom Gondola Car Shown in Figs. 45 and 319. „ ' I St-'-' f< — 2-5- ->l<- -1-8 '^10^ End Elevation Bolster A- B Inter. Cross Beam E-F Center Cross Beam C-D Fig. 318 — End Elevation and Cross Sections of Cleveland, Cincinnati, Chicago & St. Louis All-Steel 50-Ton Capacity Drop Bottom Gondola Car Shown in Figs. 41, 42 and 316, Fig. 319 GONDOLA CARS— General Drawings. 317 l ^f ZZUi — ^m inf M _t^L_^_^w .O-^w^ «a A jooij rt V4y o U CO 5 H Pi t. o O o pq H o •a a > O I s 318 GONDOLA CARS— General Drawings. & u o a w M fe Os lO c^ ■-t-- ■in ■— i. ^ Co i: ^ o t. -^ "U >i ■u ,. •z •3 '^ ^ ::;;; cq cq ^ G c^ a. o o O CM Ol .-t; f"-^ QQ ='^ ^ Zl' rt •c^ ^ ^^ '^ ::: rt w ■ ~ -i^ U c; d Q :i tx ^ c CM o (N) -"d- yD r^ o- H t-< lO O "^ lO i£3 r^ s C8 OJ o (/^ T3 C O ; — ; o tt. O -C^ tfc -^ '^ '^ ^ o ~ o 7^ 1^ E 5 ^ >. '^ '^ r= ~ Cq o O ■>5 uj C K) Q Q ^ Fig. 321 GONDOLA CARS— General Drawings. 319 fenn^^r:? -a® u u m blj o O o pq O c o o P -1 -5" - I be 320 GONDOLA CARS— General Drawings. Figs. 322-324 Half Sect ion fhrvugh Door. Ha If Section at Cross Bearer Half Section at B'FhorBeam. Section at Bolster Fig. 322 — Cross Sections of Cincinnati, Hamilton & Dayton All-Steel Drop Bottom Gondola Car Shown in FiRs. SO, 321 and 323. ^W'-ll^ overflanqe ^nqle3 H -9'-7"jnside -»1 Fig. 323 — End Elevation of Cincinnati, Hamilton & Dayton All-Steel Drop Bottom Gondola Car Shown in Figs. 50, 321 and 322. lO'-Oj'OirerStakes-^^ g'-e'lnside- Fig. 324 — End Elevation and Cross Sections of Akron, Canton & Youngstown All-Steel SO-Ton Capacity Drop Bottom Gondola Car Shown in Fig. 325. Fig. 325 GONDOLA CARS— General Drawings. 321 '_j bo u c; Q o U bo E 322 GONDOLA CARS— General Drawings. o W Ci w o E u a U s E Figs. 327-328 GONDOLA CARS— General Drawings. 323 Fig. 327 — Cross Sections and End Elevation of AU-Steel 50-Ton Capacity Center Dump Gondola Car Shown in Fig. 326. Corner Con^frucfion Fig. 328— End Elevation and Cross Sections of Ml-Steel 50-Ton Capacity Drop Bottom Side Dump Gondola Car Shown in Fig. 329. 324 GONDOLA CARS— General Drawings. Fig. 329 c o U w Pi w o U o O i75 ra u o H E ±t Fig. 330 GONDOLA CARS— General Drawings. 325 "f-- -'^- 1.. CDi -He if\\-i -34i O u o 2 c o O m o p U o a O u 326 GONDOLA CARS— General Drawings. Figs. 331-332 iV^^^^^^^WIT '^ ^r Fig. 331 — Cross Sections of Chicago, Burlington & Quincy All-Steel Drop Bottom Gondola Car Shown in Fig. 330. '^SoorOpeninf^'-^-f'^ Ha^Secf/mC-C. Na/f Secf/onB-B. Ma/f Section ^-^. -3'/0i'- t< -9'3ll/7s/i/e W/iff/i. >l Ha/f Section A-A MfSecf/onB-B. Fig. 332 — End Ele\'ation and Cross Sections of Baltimore & Ohio All-Steel 50-Ton Capacity Hopper Bottom Gondola Car Shown in Fig. 333. Fig. 333 GONDOLA CARS— General Drawings. 327 i<»^ >: >: :o_"?vo":?;a"A"4 ..l.Si^'i.o.o. °. \ °'^S. £ Q a. .Q, Q.|4;., -^-.- -i-ife3'~-H llpzp^ O o n u c o H O p: 328 GONDOLA CARS— General Drawings. Fig. 334 J4^-/^f^-/#^ . tl Fig. 335 GONDOLA CARS— General Drawings. 329 iH^5? ,000 o>o!o „ o I ! 0000 000 o 000c t'^<-\3-S^J?oor ■ O O D o 0000 O €> O O O O C ( ^qg^XSi ^M^- k ^ - ^n-;[_p?- ^ g j7i7"'-\. -^ 0000 iV 'I \'°S°'; S o u u I/) •a n o u O o o o I 330 GONDOLA CARS— General Drawings. Figs. 336-338 10-0 ^ 3-Silnside Fig. 336 — Cross Sections and End Elevation of All-Steel Drop Bottom Gondola Car Shown in Fig. 335. Fig. 337 — Cross Sections of Berwind-White Coal Mining Company Steel Frame 40-Ton Capacity Hopper Bottom Gondola Car Shown in Figs. 338 and 339. tE^^. Body Bolster Fig. 338 — Underframe Details of Berwind-White Coal Mining Company Steel Frame 40-Ton Capacity Hopper Bottom Gondola Car Shown in Figs. 337 and 339. Fig. 339 GONDOLA CARS— General Drawings. 331 Q) 9 o o 35_2LJi-.2~ u o o m o o fa w >. s o u o U P3 WJ 332 GONDOLA CARS— General Drawings. Fig. 340 ^—z'/o^"--^ Fig. 341 GONDOLA CARS— General Drawings. 333 -;l7£- h O- >^ "•' :;"s^i:i SWfJS/USJ 'iS. X B I 'XS''^-?* o o S 334 FLAT CARS— General Drawings. Fig. 342 o i6 U H Oh ^^ ^1 CO ^ tt) c5 o o o II, °- ^ g ^ c^ — Push Side Dead Flooi Oi O ■^ IN o I-. ifl t/J fi< •^ rt U O ^ fe Kl H o -c,. -^ ^ -^ "^ rt li. t ^ t^ r" t/j Co OJ ^ o U U ^ UJ m vo r^ W <^ 5 to <-! li, t^ -^ M c»j •>!- Fig. 343 FLAT CARS— General Drawings. 335 u o ca u u tn u o h CO Pi 336 FLAT CARS— General Drawings. Fig. 344 i y= T^ i^ .; Y i 9 k If -=^.- 4 1 V ^ ElL f 1 1 , ^LJ^ *»H m\ ^== d)-. < -e'e^'-> I T 1 1 1 ^ J ii O Fig. 345 FLAT CARS— General Drawings. 337 338 FLAT CARS— General Drawings. Fig. 345 U E u c o H fe W =3 j; M P-, Figs. 347-348 FLAT CARS— General Drawings. 339 ^•^r—JPt 340 TANK CARS— General Drawings. Fig. 349 Figs. 350-351 TANK CARS— General Drawings. 341 Half.Seca-fCrossbearerBB Half Sec. af Bolster A A - 20 ■ g'-o" End Elevation Fig. 350 — Cross Section and End Elevation of Canadian Pacific Steel Frame Tank Car Shown in Figs. 82 and 349. iP2_Dlqm._ ff — J" r Openincj ' t N . V 1 i"-i o o o o [. 1 „ ^ o o -\ i i/' ■ iT —^ ''i^ V-3"-A Running Board Bracket. Fig. 351 — Body Bolster of Chicago Steel Car Company Tank Car Shown in Fig. 352. 342 TANK CARS— General Drawings. o Fig. 353 TANK CARS— General Drawings. 343 344 TANK CARS— General Drawings. tig. S31 ^ — 7^^3& O CO o o o o U o- 'j5 o 5 bjD. E. Fig. 355 TANK CARS— General Drawings. 345 cq ^ iig Boai Rail Rail Pc Saddle Block ^ Ritnii Hand Hand lank Filler I^ oi -H rg rj rvi ^ CM CM ^^ "^ ^ -^ ^S ;„ ;„ j^ (| ^ ~ il i^ S f^ E~^ ^ ■^ in CO C7\ T-H ':^ I>^ r^ c nj o o O H 0. oJ 'r- u ^ l^ c ^ = H '^ ^ 5 K5 ^ 2 £ S .2 q Q ^ ■^ C ^, .^^ = 346 STOCK CARS— General Drawings. Fig. 350 Figs. 357-358 STOCK CARS— General Drawings. Section at Bolster Section at Inter Crosstie 347 Fig. 357— End Ele\ation and Cross Sections of Steel Frame 40-Ton Capacity Drop Bottom Stock and General Service Car Sliown in Figs. 92 and 356. End Ele/afion. %xllPI Section at Bolster. Section af Cmssbearer Fig. 358 — End Elevation and Cross Sections of Ralston Steel Underframe 30-Ton Capacity Stock and General Service Car Shown in Figs. 93 and 359. 348 STOCK CARS— General Drawings. Fig. 359 ---36Ji Jvk- 3 lOm- Fig. 360 STOCK CARS— General Drawings. 349 u u o E 350 STOCK CARS— General Drawings. Figs. 361-362 SecHon A- A. Section B-B. 3ecfion Fig. 361 — End Elevation and Cross Sections of Pennsylvania Railroad Steel Frame Stock Car Shown in Fig. 363. The Frame and Roof of This Car are the Same as Those Used on the Box Car Shown in Figs. 269-271. Fig. 362 — Cross Sections and End Elevation of Missouri Pacific Steel Frame Stock Car Shown in Fig. 360. Fig. 363 STOCK CARS— General Drawings. 35! .::L± J52 STOCK CARS— General Drawings. Fig. 364 .z'lof- Figs. 365-366 STOCK CARS— General Drawings. 353 Fig. 365— End Elevation and Cross Section of I\rissoiii-i Pacillc Steel Frame Stocl< Car Sliown in Fig. 364. Fig. 366 — lind Elevation and Cross Sections of CJresun Short fJne Steel Frame Stock Car Shown in FiR. 367. Stock Car Parts. See Fig. 368. 1 Side Sill 2 End Sill 3 Intermediate Sill 4 Center Sill 12 Body Bolster 19 Body Truss Rod 21 Queen Post 22 Needlebeani 26 Draft Timber or Sill 27 .S'/(/(' Shcathin:^ 48 /■//(i Plate 28 Upper J-Iijor or 'louble Peek 49 Belt Pad 32 Buffer Blnek or Dead Wood 53 Piside Lininii 33 Side Braee 81 Carline 36 Side Post 83 P III till 37 Side ISraee 87 Piunnin:^ Board 39 Ploor 93 Brake lllieel 42 Door Stop 94 Brake Shaft 46 Side Plate 190 Brake Guard Rail 354 STOCK CARS— General Drawings. Fig. 367 60 u u c o J o bo O Fig. 368 STOCK CARS— General Drawings. 355 T'- ^ ^fM^- \IL.\] -ri" 'f "T *|- ;"• \ — "' --f^^> — \r- -i'._l - \: _ J -j !— :^Z:\' '^''I'.t'-- _ C: - 1 1 _ I" - > — i— i J iv:.. :_v_r;j.". . 1 1 ^^^ I ~^ _ (-—____ -J i".\~- r -/ r:_:. ■ 7"Jl Jl '.'- -. - V|--j -1- \ c 1 / 1 V 7 - - _ : 1 1 -!- 1 ' 1 _■ ~' 1 '~ |— ,- 1 1 1 L^ 1 1 I -' ' 1 1 1 1 rr r- — --^1 1 cJ| 1 ; ; ' ' ' ' ! ; 1 ' r "1- I ; R l~ ' '- --- — -> r - 1 •0 ■, r- " ' f'-! 1 ^ -T, t- 1 r = '^- i ' ;«; '^ r\ --a ■?/ ' \i/ Ph is c u o o o 356 STOCK CARS— General Drawings. Fig. 369 k Z%'-->\4: 2'74-->l k 1 -~SJi^5fe->k ?Vi— - / // ^T JZ6 Fig. 370 REFRIGERATOR CARS— General Drawinag. 357 In Ice Box Only =>i PQ A rt U -a M S rr '^'^ CVS ^ - ^ ^ ^ 358 REFRIGERATOR CARS— General Drawings. Fi^s. 371-372 H- r/"-^/3''H |<_ 9-0 foyer Side P/afe A , I Torsion PwofKoofj ^ V|^y ~Car!ine \ \ fShipLaped'^^SubRoof-) " ' y4irSpoa ^ Insulafio^^ "■■■■ ~~~ ^' ■■ ""' ■ hiiri ^ Tongue 8(Groove ■^Insulation AirSpaci ^Blind Floor ■ §'5ut Floor InsulfbpQr, IG^urse Fig. 371 — End Elevation and Cross Sections of Frisco Refrigerator Line Wooden 30-Ton Capacity Refrigerator Car witli Steel Center Sills Shown in Figs. Ill and 373. |l,-yg, Sheaf hinff \^Hercuk5 4- Ply W Paper ■^Air Space ^2 LinoTeli ^/| Main Framing ^f^ Sub Lining " Linofelf ^ 'g Inside Fname ^Hercules 4-Pfy'A'Paper ^/^ Inside Lining „J AirSpace, in Ice Box XUnIng 1 Onli/ Fig, 372 — End Ele^-ation and Cross Sections of American Refrigerator Transit Company Steel Under- frame Refrigerator Car Shown in Figs. 107 and 370. Fig. 373 REFRIGERATOR CARS— General Drawings. 359 \i — g'-ZoverSideSill^ ^ U II ^ o u o > o 360 REFRIGERATOR CARS— General Drawings. Fig. 374 Fig. 375 REFRIGERATOR CARS— General Drawings. 361 rcEf k- S'O" Over Side Sill Fig. 375 — End Elevation and Cross Sections of Illinois Central Wooden Refrigerator Car Shown in Fig. 374. Names of Numbered Parts are Given Below. Refrigerator Car Parts. See Figs. 374 and 375. 1 Side Sill 2 End Sill 3 Iiitcnncdiafe Sill 4 Center Sill 12 Body Bolster 18 King Bolt or Center Pin 19 Body Truss Rod 20 Body Truss Rod Saddle 21 Queen Post 22 Needleheam 26 Draft Timber or Sill 26a Sub-sill 30 Sill Step 32 Buffer Block or Dead Wood 33 Side Brace 34 Brace Rod 35 End Brace 37 Side Brace 37a Brace Rod 38 Brace Rod Washer 42 Side Post 43 Corner Post 44 Door Post 46 Side Plate 48 End Plate 49a Belt Rail 49c Belt Rail 52 Sheathing. Same as F 54 Lining Stud 59 Ladder Round 60 Hand Llold or Grab Lron 61r Roof or Icing Door 61s Side Door 686 Door Llinge 72 Door Bolt Bracket 73 Door Hast' 74& Door Bolt or Bar 77 Door Hook 82 Carline 83 Purlin. Same as X 84 Ridge Pole 86 Running Board &6a Running Board Saddle 91 Fascia Board 93 Brake Wheel 94 Brake Shaft 97 Lower Brake Shaft Bearing 210 Pncoupling Rod A Inside Lining B Insulating Paper C Air Space D Insulation E Blind Lining F Outside Sheathing. Same as 52 G il/a/« Ploor H Snb^floor I B//«d F/oor J A'ailing Strip K Inside Ceiling M Sub-roof N Roofing Paper O Sub-carline P Mar» ;?oo/^ X Purlin. Same as 83 362 ICE CARS— General Drawings. Figs. 376-377 Zf Pipe Top /* 1 |V.-^)^_^. \V—3^'—^ ■Ht Drip Cup Supporf. Drip Cup. Fig. 376 — Drip Cup and Support for Central of Xew Jersey Ice Car Shown in Figs. 377 and 379. Sech'on A' A. Fig. 377 — Central of New Jersey Steel Underframe 40-Ton Capacity Car for Ice Transportation. See also Figs. 376 and 379. Figs. 378-380 MILK AND ICE CARS— General Drawings. 363 ■Fhper Fig. 378— Cross :?rctions and End Elevation of Eeliigli Valley Wooden Car for .Milk Transportation Shown in I'lg. 3SE Fig. 379 — Underfranie of Central of New Jersey 40-Ton Capacity Ice Car Shown in Figs. 376 and 377. Fig. 380 — Cross-Section and End Elevation of Wooden 30-Ton Capacity Refrigerator Car. Builder, Milwankee Refrigerator Transit b. Car Company. 364 MILK CARS— General Drawings. Fig. 38! bo o o u •a o o > I Fig. 382 CABOOSE OR CABIN CARS— General Drawings. 365 366 CABOOSE OR CABIN CARS— General Drawings. rig. ooo Fig. 384 CABOOSE OR CABIN CARS— General Drawings. 367 Parts of Caboose or Cabin Cars. See Fig. 383. 1 Center Sil! 15 Side Plate 29 Striking Casting 2 Center A'ailim; Sill 16 I'latforni liiid Sill 30 t upboard 3 Intermediate Sill 17 Running Board 31 Center Elate 4 Side Sill 18 C arline 32 i enter I'm .S Body Bolster 19 Cupola Bland Rail 33 Truss Rod fi Side Step 20 Smoke Jack 34 Truss Rod Strut 7 Platform Railing 21 Cupola Signal Lamp Queen Post 8 Brake Wheel 22 Cupola 35 Main Roof P Side Grab Iron 23 End Ladder 36 Corner Post in End Grab Iron 24 Bunk or Seat 37 End or Door Post 11 Side Fascia 25 Cupola Inside Step 38 End Door ]?. Side Brace 26 Sheathing 39 Side Jl indow 13 Side Brace 27 Lining 40 IVindow Sill 14 Sill and Plate Tie Rod 28 Cross Tie or Needlebeam u u u 368 CABOOSE OR CABIN CARS— General Drawings. Figs. 385-386 PartSmt/onOnBB Fig. 385 — Cross Sections of Canadian Pacific Caboose Sliown in Fig. 384. iSf- II i K-4-1 I Bolh' End Brace Pbcket Fig. 386 — Wabasli Caboose Reconstructed from a Box Car. Fig. 387 PASSENGER TRAIN CARS— General Drawings. 369 Section B B ^-/q/" ■!-■ ' ""'^'^^ in 4'Z-8.l'^'- 7'8i ^6xSi-'ii"x69'/l"ly. -3-8 Over jideSill Angles "s ^ Fig. 387 — Baltimore & Ohio Steel Baggage Car Shown in Figs. 126 and 127. Builder, The Barney & Smith Car Company. 370 PASSENGER TRAIN CARS— General Drawings. Fig. 388 -3li j.\'..%iT. ^I'.li, 1 -^-ziii-^. "^1^5 .^ — .„ j--^ c-'i^i" f~-i ,f.. : :::::: •■ -J-/|-^ ^ \<^o'fCar •i K-%-"^''^^ ■//i-- S=M^ ^.^ — 'i u M fc Fig. 389 PASSENGER TRAIN CARS— General Drawings. 371 Section Through Sliding Door Fig. 389— Cross Sections "t Chesapeake & Ohio Steel Postal Car Shnwn in Figs. 137. 38S and 390. 372 PASSENGER TRAIN CARS— General Drawings. Figs. 390-393 1^ -J-j| W/" J< 6-llj"5he-^ ^'^1- * 3\2'-—^—-3\2''- Jf 3^1- M- ^ Jih---^^i-'H4V-zi>i''-4tfeb£^||lb^fi^iH4'k- if P r II :<:* -/7/i- ^ JH Ksf" 4£ H "■"p-iAiX^ These >vJndows omif/ed on opposite side V- , ^ 1 /^s 1 S'8/%- 4= 3'/4- — >l< e's^" 4^ e's^- --— >^ &'sj- 4c 6'S^ k S43"Twck Centers < II 4g Oyer Sadif Corner Posls Fig. 394 — Side Construction of Pennsylvania Railroad Steel Passenger Train Cars, Class j\I70. k- < /6| CenhrSill K- Secf/on. U S444 Oi-erBody- ^x26 Cover Piate '-SJ^S^Z-S-^^Z^^^'I--^S%='^J^-^;>^. k- -60- -, 6.S* ■39'9" Truck Ceniers 64'5%"0>'er Buffers Fig. 395 — Underframe of Pennsylvania Railroad Steel Passenger Train Cars, Classes MP54 and MPB54. \c.-f6- -•■^•—37^ — >uJ& SJI =(< Sll- V- ao'3l'o^er/lll- Fig. 396 — Underframe of Pennsylvania Railroad Steel Passenger Train Cars, Class P70. See Fig. 393 for Cross Section. Note: — Figs. 391-400 Cover General Design of All Pennsylvania Railroad Steel Passenger Train Cars. See also Fig. 142 for Day Coach and Fig. 158 for Dining Car. 374 PASSENGER TRAIN CARS— General Drawings. Figs. 397-400 Fig. 397 — Cross Section rif rennsylvania Railroad Steel Day Coach and Combination Cars, Classes P70 and PB70. Section Through Windows Shown in I'ig. 400. Fig. 398 — Cross Section of Pennsylvania Railroad Steel Combination Cars, Classes MPS4 and MPB54. See Fig. 399 for Section AB. \ ,u „ i "-".r ,V ■A<-~4g"--\<- Fig. 399— Section Through AVindows at AB in Fig. 398. \'-^a-'^.3t- ^/[•'--'%'--t-~''i'^lr- Sect'On ThrouQh ^'WofV^ Fig. 400 — Section Through Windows in Fig. 397. See Note at Bottom of Page 373. Fig. 401 PASSENGER TRAIN CARS— General Drawings. 375 c*■ bb S Figs. 403-404 PASSENGER TRAIN CARS— General Drawings. 377 -9-0 Eaves Moulding - ^1 a: -^ II-Oq faves Mou/djng- V3-0— -^ -3-0- ..^- ^■ -3-0- J-Sj'---- J3^ -E-3"- r^ '^^ - '^'-5i »i 5'p S-7£- - ^ SV- 3-/fe" --^sy fj|--^3|'5i^;fi '' g -69-l/i- J? -2-iOn, Fig. 403 — Side Framing of Lake Shore & Michigan Southern Steel Day Coach Shown in Figs. 145, 402, 404 and 405. Fig. 404 Cross Sections of Underframe of Lake Shore & Michigan Southern Steel Day Coach Shown in Figs. 145, 402, 403 and 405. These Sections Refer to Fig. 402. 378 PASSENGER TRAIN CARS— General Drawings. Figs. 405-406 Fig. 405 — Roof Framing of Lake Shore & Afichigan Soutliern Steel Day Coach Shown in Figs. 145 and 402-404. 5ecHon atCenf^rofCa f 3 '~l(fOver Angles ■ Body End Framinq Vesf-ibule End Fram'mq Fig. 406 — End Construction of New Yorl< Central & Hudson River Steel Dining Car Shown in Figs. 162 and 407. Fig. 407 PASSENGER TRAIN CARS— General Drawings. 379 B o U U bo o Iri U be □ 5 Pi X C U o s 380 PASSENGER TRAIN CARS— General Drawings. Fig. 408 S ToRait Fig. 409 PASSENGER TRAIN CARS— General Drawings. 381 382 PASSENGER TRAIN CARS— General Drawings. Fig. 410 Fig. 411 PASSENGER TRAIN CARS— General Drawings. 383 Fig. 411— Pullman Standard Dummy or Xon-Vcstibule End Framing for Steel Cars. Parts of Steel Passenger Train Cars. See Fig. 410. 1 Cciiler Sill II cb Plate 2 Center Sill Bottom .-lni^lc 3 Center Sill Tof .-lir^lc 4 Center Sill Cover Plate 5 Side Sill .-]/(-/(.' 6 Needle Beam Bottom lie 7 Body Bolster Tie Plate 8 Body Side Bearing 9 Floor A'ailin:^r S'trif 10 Floor Nailing Strip 11 Floor Nailing Strip 12 Underfloor Course 13 Top Floor Course 14 Floor Support 15 Needle Beam Center Filler 16 Bolster Center Filler 31 17 I'loor Nailing Strip Stiffeiier 32 18 1-loor Nailing .S7/i> Stitfener 33 19 .Ingle Side Post 34 20 'Pee Side Post 35 Plate 21 Butter Beam 36 22 Buffer Beam Fxtension 37 23 Corner Post 38 24 Fnd Poor Post 39 25 fntermediate Pnd Post 40 26 Platform Cover Plate 41 27 Steel Underlloor Plate 42 28 F)razc Bar Carry p-on 43 30 Side Girder 'Top ihvnher or 44 Belt Rail 45 / 'estil>ule Corner Post I 'estibule Diapliragin Post W indole Pleader Angle Side Sheathing Plate Koof or l^oieer Deek Carline Fiool or Upper Deek Carline Metal Fnd Plate Side and Fnd Sill Corner Gusset irindoTo Sill Jngle Side Post Gusset ■■/." Bar Side I'late End Sill Top Tie Plate End Sill Bottom Tie Plate Draft Fug Angle End Sill Channel 384 PASSENGER TRAIN CARS— General Drawings. Figs. 412-413 «-i^"-- ^ ^,^„ „!;::^ Fig. 412— Side Framing of Pullman Steel Sleeping Car Shown in Figs. 176, 181, 413, 414, 416-418 and 420. 4 //jg O^er Body Corner Posf- g Plaie to Coyer Manhole. 1=11 _. V manhole. (m T^^ T /" / T 1 J I T«^""- Section D.D. Fig. 413 — Vestibule Construction of Pullman Steel Sleeping Car Shown in Figs. 176, 181, 412, 414, 416- 418 and 420. Dummy End Framing is Shown in Fig. 411. Figs. 414-416 PASSENGER TRAIN CARS— General Drawings. 385 -£'lli-- k s'-llg"owrEavs5 - - - - Fig. 414 — Cross Sections of Pullman Steel Sleeping Car Shown in Figs. 17C, 181, 412, 413, 416-418 and 420. Fig. 415 — Cross Section of 67-ft. Steel Daj^ Coach. Builder, Standard Steel Car Companj-. FktolHk' 5" Ketjsione. x-y ji. '^^ Section Through Saloon i^indoy/. Fig. 416 — Sections as Indicated by Reference Letter 386 PASSENGER TRAIN CARS— General Drawings. Figs. 417-420 4.'oi"To ffoiL j T 3 6^ -A '6 To Rail. Fig. 417 — Body Bolster and Platform of Pullman Steel Sleeping Car. See Fig. 420. 8 6^ 'i^a xjxg I's-SeOa Long „-s' pi" 5", r", T is" ^I'^lTe L-5 Lc,ng\ 5-116* 4 7- —a'S' Oyer Ecrfes— --,------x4!|' Fig. 418— Cr Ste ss Sections of Underframe of Pullman el Sleeping Car. See Fig. 420. Fig. 419 — Cross Section of Interborough Subway Jlotor Car Shown in Fig. 421. Fig. 420— Underframe of Pullman Steel Sleeping Car Shown in Figs. 176, 181, 412, 413, 414 and 416-418. Fig. 421 PASSENGER TRAIN CARS— General Drawings. 387 -*--as-'->K 19-'- ^ 'CE Section at Center line. ^ A ^ 1ijL= wm_ iSfiSr n: Section A-B. Fig. 421 — Interborough Rajjid Transit Sulnvay Steel Alotor Car, Built Under the Gibbs Patents. See als Fig. 419. 388 PASSENGER TRAIN CARS— General Drawings. Fig. 422 tm £ Fig. 423 PASSENGER TRAIN CARS— General Drawings. 389 390 PASSENGER TRAIN CARS— General Drawings. Figs. 424-425 Parts of Wooden Passenger Train Cars, See Figs. 423-425. 3 httcrmcdiatc Sill 4 Center Sill 6 Floor 'Nailing Strip 20 Body Truss Rod 22 Queen Post 23 Titrnbuckle 24 Truss Rod Anehor 26 and 2fin Cross Tic Timber or Needle Beam- 26/1 Cross Tie Timber Truss Rod Bearing or Strut 26t Needle Beam Truss Rod 27 Floor 34 Platform Sill 51 Braee 5S irindow Post 59 Side Furring 59b Furring Bloeh's 59c End Furring 60 Stud 60f Fnd Stud 61 Corner Post 62 Door Post 63 I'rtiss Plank 65 Belt Rail 65(7 Auxiliary Bell Rail 66 Slieatliing Nailing Strip or Furring 67 Continuous Blocking 81 Belt Rail Cap 90 JVindozv Lintel -l^^—J i''ig. 424 — Side Framing- for Wooden Passenger Train Cars. See Names of Numbered Parts on This Page. 93 F,avcs i\Ioldiug 98 Side Plate 99 Door Lintel 100 Compound Upper Deek Carliuc 101 I^oz^'er Deck Carline Upper 102 Deck Roof Loiver 102 Main^ Roof 108 Platform Hood Boiv 111 Deck Sill 115 Deck Post 117 Deck Plate 118 Upper Deek Carline 137 iVindow 163 Compression Beam 164 Compression Beam Brace 164/) Auxiliary Compression Beam Brace 165 Counterbrace 260 £»(/ P/,7/r \:ix Fig. 425— Interior Views Showing Framing of Wooden Passenger Train Cars. See Names of Numbered Parts on This Page. Figs. 426-427 DYNAMOMETER CARS— General Drawings. 391 -530 O'^.r^nd 5!ns Fig. 426 — -Xortliern racilic Dynamonu-lcr Car. Fig. 427 — Side and Roof Framing of Atchison, T(Jiicka & Santa I'"e Steel Frame Dynamometer Car Shown in Figs. 217 and 428-430. 392 DYNAMOMETER CARS— General Drawings. Fig. 428 c'to O u- O • O O |C!ii!tO ■ "oXio o o |a-'^oTo3iif;5|o o^OTifo'd — * ' 1--^ — W — 1 \ — *Ti!^ — L- 1 (0 O O O O • O'I'l l^ o o • o |al|) I L J^-3 C,J3.2S ^L-i-z^'rLi-ill^L Crosstie M Dynamomei-er End Looking Torran^s CenferofCar: CmssHe OpposlM Di/namome^r £nd Looking Toirarils Center of Car. Fig. 428 — Underframe of Santa Fe Steel Frame Dynamometer Car Shown in Figs. 217, 427, 429 and 430. x-iiis. i^:?-TOU ijiiNrtiviuMETER CARS— General Drawings. 393 I< /3s- — >|< /?^|':^ ^>|< — /£$--■> Fig. 429 — Underframe at Dynamometer End of Santa Fe Dynamometer Car Shown in Figs. 217, 427 428 and 430. £^^JifJl-^ i'JpJiL Secfion A-A 3ecf/on B-B. -,1' ,1' i; i Z-Ban ' ill'' ° i .j-_41iL4-4- ii O 'i III Cu /I /'JC hJ'iL \ ^f_°i^.gtu_4^ ---Af I v^//-7n iiiik^ ,» !1 rnr-V^'?!! 111 li;! : I .^A^mML-A-^-^-^-^-=J^% W^44^iob'- liloi oig) ©) © @ @ Cojlo oj r[Lo i o o| o: Qilljiol o o i • \-=z'<^z''a ■i o«l o o' o Fig. 430 — Body Bolster at Dynamometer End of Santa I'^e Dynamometer Car Shown in Figs. 217 and 427-429. 394 STEAM SHOVELS— General Drawings. Fig. 431 o U m m bo o < Fig. 432 UNDERFRAMES— General Drawings. 395 -+ "^ a. o U Pi 3 m bo o U "o C o O c o H o n I CO bib 396 UNDERFRAMES— General Drawi.., "T e-e-A* |?o5 -+ * jLiJ>.- 4-c^-- a; !]■ o u u CEi bo E o O o a c a. o U o H Figs. 434-435 UNDERFRAMES— General Drawings. 397 <- - S-S bcfr>'een Channels Z'8-- U u 'Si bo o in u o t/7 c3 o O ^ I ^^^-lO^-f'^^S-ZM'. 398 UNDERFRAMES— General Drawings. Figs. 436-437 31-7— Fig. 436 — Steel Underframe for 40-Ton Capacity Box Car. Builder, Pittsburgh Equipment Company. Body Bolster K— /7--->U--/7--'- Seciion A-C. SecHon ^-B. ^^ Cross Sechon at Centen Fig. 437 — Steel Underframe for Chicago, Burlington & Quincy Parlor Car. Builder, The Barney & Smith Car Company. Figs. 438-439 UNDERFRAMES— General Drawings. 399 &UI ^ ofPraffJu^-^^2_ ^^ ^^ 5-4" -l9-fTruckCent€rs - Fig. 438 — Steel Underframe for Caboose. Builder, Bettendorf Axle Companj'. i fetb'] -4l'll'4'~ -20y-^ Tfl 3^ ■^- ' ,-^r»Fy-TH;,;T^^ - © _9l|_o _pl _^K^r^/^-/4 ■^/' — -1 Section at Body Bolster Fig. 439 — Steel Underframe for 50-Ton Capacity Box Car. Builder, Bettendorf Axle Company. V-i4f-h Section at Need k Beam 400 UNDERFRAMES— General Drawings. Figs. 440-442 3'-7'Fhor3eom ^ ■'^^-n'sfCofBolsters + 4'-IO,f- <« 36-llganferSill ^■^-it,< Fig. 440 — Steel Underframe for Boston & Alaine 40-Ton Capacity Box Car. Builder, Western Steel Car & Foundry Company. J J T~i-'<=> \ ... 1 5«ti»i^C-D S)»>'bgC»lS(HlO»>XEB»m. 5«iion.rf E-F 5t»wirMG»i 5t«l NwJIc &=.«. Fig. 441 — Combined Wood and Steel Underframe for Passenger Train Cars with One Vestibule and One Non-Vestibide End. Usin,!:? Commonwealth Steel Company's Cast Steel Combined Platform and Double Body Bolsters. ^^ ^A ^^ ^nndi n^^^^^^^^^H^n L 1 r f!^ \i t^ ■agp» .. VMdyillllli * ..,.. ..23«.V^':;;:; 1 '" V'^ ^ % •J "IJSIE ^ JL "^^1 j-j !^^™ ^^^^ Fig. 442 — Steel Underframe for SO-Ton Capacity Gondola Car. Builder, Bettendorf Axle Company. Figs. 443-445 UNDERFRAMES. 401 Fig. 443 — Ralston Steel UnUerframe for 35-Ton Capaeity Hopper Car. See also Fig. 433. Fig. 444 — Ralston Steel Underframe for 40-Ton Capacity Hopper Gondola Car. Fig. 445~Ralston Steel Underframe for 40-Ton Capacity Gondola Car. See also Fig. 432 Fig. 446_Commonwealth Steel Company's Steel Underframe for Strengthening Old Postal Cars 402 UNDERFRAMES. Figs. 447-451 Fig. 447 — Pressed Steel Underframe for 50-Ton Capacity Box Car. Builder, Pressed Steel Car Company. Fig. 448 — Steel Underframe with Double Center Sill Equipped with Cast Steel Ends. Builder, Bettendorf Axle Company. Fig. 449 — Steel Underframe for Tank Car, Capacity 12,000 U. S. Gallons. Builder, American Car & Foundry Company. Fig. 450 — Underframe for Chicago Steel Car Company's Tank Car, Capacity 8,000 U. S. Gallons. Fig. 45i — Underframe for Steel Suburban Car Shown in Fig. 189. Figs. 452-456 UNDERFRAMES. 403 Fig. 452 — American Car & Foundry Company Steel Underframe. Fig. 453 — Bottom View of Steel Underframe for Caboose. Builder, Bettendorf Axle Company. Fig. 454 — Steel Center and Draft Sills for Canadian Pacilic Caboose. Fig. 455 — Subsills for Strengthening Old Cars. Builder, liettemlorf A.xlc Company. Fig. 456 — Commonwealth Steel Company's Combined Steel and Wood Underframe for Passenger Train Cars, Using Cast Steel Cond^ined Platform and Double Body Bolsters. Steel Cross Ties and Needle Beams. 404 UNDERFRAMES. Figs. 457-459 Fig. 457 — Steel Frame for Erie Railroad 75-Ton Capacitj' Flat Car Shown in Fig. 71. Bnilder, American Car & Foundry Company. Fig. 458 — Ralston Patent Steel Underframe for Freight Cars. Builder, Ralston Steel Car Company. Fig. 459 — Steel Underframe for Ann Arbor 40-Ton Capacity P.ox Car Shown in Fig. 7. Builder, Western Steel Car & Foundry Company. Figs. 460-464 UNDERFRAMES. 405 Fig. 460— Steel Underframe for Passenger Tram Cars. Fig. 461— Steel Underframe for Passenger Train Cars. Kuilder, The Harlan & HoUingsworth Corporation. Fig. 462 — Partially Completed Steel Underframe for Pullman Steel Sleeping Car Shown in Fig. 176. Fig. 463 — Steel Underframe forf^Pullman Steel Sleep- ing Car Shown in Fig, 176. Fig. 464 — Steel Underframe for .\tlantic Coast Line Day Coach. liuihler, Central I.oeomotive & Car AA'orks. 406 BODY FRAMING. Figs. 465-468 Fig. 465 — Steel Frame for Observation Car. Builder, Fig. 466 — Steel Frame for Pullman Sleeping Car The Barney & Smith Car Company. Shown in Fig. 176. Fig. 467 — Steel Frame for Erie Railroad Box Car Shown in Fig. 5. Fig. 468 — Steel Frame for Pullman Sleeping Car Shown in Fig. 176. Figs. 469-472 BODY FRAMING. 407 Figs. 469 and 470 — Steel Frame for Pennsylvania Railroad Day Coach Shown in Fig. 142. Fig. 471 — Steel Frame for 40-Ton Capacity Gondola Car. Builder, Middletown Car Company. d Frame for Parlor Cafe Car Shown in Fig. 179. 408 BODY AND FRAMING DETAILS. Figs. 473-476 Fig. 473 — End Construction of Steel Baggage Car. Builder, The Harlan & Hollingsworth Cor- poration. Fig. 474 — Van Durn One Piece .Steel End for Box Cars with End Door. W. T. Van Dorn Company. Fig. 475 — Van Dorn One Piece Steel End for Bo.k Cars. VV. T. Van Dorn Company. Fig. 476 — Pressed Steel Unit Sections for Suburb'^n Car Shown in Fig;, \ Company. GO J A1^ 1^^. 4-1, T3..„4.U Figs. 477-479 FRAMING DETAILS. 409 ..OWtR DECK ROfiF SUPPORT Fig. 477 — Pressed Steel Shapes for Passenger Train Car Framing. Cleveland Car Specialty Company. w ^^ Fig. 478— -Cast Steel End Sill for I'reight Cars. Pittsburgh Equipment Company. Fig. 479 — Commonwealth Steel Company's Upright End Frame in One Piece, and Commonwealth Com- bined Platform and Double Body Bolster for Vestibuled Cars. 410 FRAMING DETAILS. Figs. 480-482A Fig. 480— Commonwealth Steel Company's Upright End Frame in One Piece, and Commonwealth Com- bined Platform and Double Body Bolster for Non-Vestibule Cars. Fig. 481— Commonwealth Steel Company's Cast Steel End Sill for Freight Cars, with Flory Carry Iron. iSolfs ^ _^' , end Sill., t^g^ ^ A' tr-f--43-ti Fig. 482 — End Construction for Chicago & Alton Box Cars. Fig. 482A — End Construction for Lake Shore & Michigan Southern Passenger Train Cars. Figs. 483-488 FRAMING DETAILS. 411 Fig. 483 — Cast Steel Needle Beams. Commonwealth Steel Company. Fig. 484 — Needle Beam and Queen Posts for Chi- cago, Burlington & Quincy 40-Ton Capacity Wooden Box Car, Fig. 486 — End Door Post Construction for Inter- borough Sub-svay Steel Motor Cars. Fig. 485 — Needle Beam Trussing for New York, New Haven & Hartford Wooden Day Coach. Fig. 487 — Section Through Door Posts of New York, New Haven & Hartford Wooden Day Coach, Fig. 488 — Western Timber Pockets and Their Application, Western Railway Equipment Company. 412 BOX CAR DETAILS. Fig. 489 X — a'- si"- -^ O O O O O o -^ II III '^4 Steel PJafe Side Door Profecf/on Sfr/'p I I " -8'- 2^ "*1 *r/. 9 Equa/ Spaces Profecf/on Strip Side Door Sieei Piafe y^i" En/ar^ed Section - H h- 'i HAjqysi^i^- 6"'-'H--6t.^- 6"-^iy 5 -/ ^.- SfrapiDoor Hasp Holder Wrof Iron ± o o o o o o o o o O o •^ ° O -3'-£"~ ^ t loooo o o o o o o o o o o o o o c o o o o o ooool A K- ^^■ J4l"i Holeslj, Dia. 10 End Sill Anyle ■^P3- L 1 \ -" -V ^2> Z Bar Stiffener ; Side Door -A Square lrfil — ,_,- - ,,, -6'-£f- >+ , I" Side Door Track ~ Con7n7ercial Z~Bar "^'^ J— ^r — K 4=^ ^ t jP =1 X BfriJ Sill step iVroi iron 1 ^ , 3-6 H Hand Brake Connections Wrot Iron Hanof Brake C kiain lA^rof Iron. '°I6 - Guide : Hand Braise i^od j_ _ Wrof iron IJ Bolt Pipe Support Wrof Iron o >v i -^-^ oil ^l'* I AH Holes p^ Dia. a_i_ e ' Corner Plate Wrat Iron Y- — 6 — >f -g--H -t Z~T T I 1 1 I ^^ Jackir7(^ P/afe Sfeef ^'im K 2 -5i — s^T — \ — kl-i- CL 1^''^^---- Brake Leyer Dead Wrof iron Mi Holes Drilled Is L" ^ T-—r *£- # Brake Lever Wrot Ir(?/7 V-5f-^ EZ \ I r ^—3" — ^ __\ 3?:^ Si? 3""™ il -6- -3rr^ I" ^ Brake Cylinder Lever \\^ Wrof Iron Jl in Hand Brake Shaff Wrof Iron ffelease Valve Pod Wrof. iron UL Fig. 489— Details Used on New York Central & Hudson River Box Car Shown ir Fig. 490 BOX CAR DETAILS. 4i; Ca^iB ."^^c 1> ^ — hr" "^Bj)"^^^as 3C ^ Brake Cylinder Push /foe/ WroA /rot? Coyer Fla/e . Crossf/e -8- ^p o o o O O o u O O O O O o O O o o o o O O O o o o OOoO OO OOoO o ooo oooo OO OOOO o ooo -I—; ! ! II 1^ O O^^L C) 1 < -'Of o 0\, o i i —1— ; — — ' — ' — r ,',-X L Bolster Coi'er Plate g'steel Plale <- '1) I. I' 1 1 K y ) „T^ A 1 _. K . 11"/^ 1 1 16 ^ 1 1 *^lco 1 1 ^~>x"+ 1 1 "" 1 ««. ^ t 1 Y B rake L e^er Fulcr um Commerciaf At?a/e 13" 1 A "b @ . 1 1 o 1 Tie Plate : Brake Letter Pulcram Wroh Iror? Reservoir Support Steel Plate r -74— 't'ls^ ^_ ,,^_^ ^„ ^,, ^„ ,, ,^ Sheafhina, Rooflna and Unina Dlmenshn'A" to be 4^,5^,8^,7^,8^ orS^ rtonrlrjg Fig. 490— Details Used on New York Central & Hudson River Box Car Sliown in Figs. 274 and 276. Bolster Tie Plate ""'o Steel 414 BOX CAR DETAILS. Fig. 491 Body Cenfer Plate All Holes Cored g D/a. CasI Steel R. T <-/, rr ■8 —eJi—>\<—6"- Section X-X Uncoupling Stiaft Brac/cet Moll Iron. k I3l Exact * Section Y-Y Section Z-Z Solster Center Castina Mall. Iron /i^t^ ^^ i ' ' i i — L 1 1 ,-» ^-- 1| 1 J I l 1 1 . < — W-^—^J-P^f'l" 'Fl K c'L z £0k 9 ^ Section Uncoup/t'nf 5haff- Bracket Ma/l. Iron Z-Z Sfriking P/afe Ma//. Jror? © @ o o o ^C'5-k o o o O Q O O ^JO O T' — ^""^ o o o o o o C's'k ^i o o oooooo "--o -3'~ 3'^ End Sill Plate - Steel -i— J. 6 — H P" ± !C ooooooo o ooo o o o ooo o oooooooo Connecfion/lnyle: Side 511/ Jl Bolster ~^S^ Holes Ig'Dia .> il*^ ^I — — — — a - 5 — T^ ooo < — —4- 7' End Sill An^le -J-^ki" Enc/ SiU Ana/e 1 (< C: -I7f^-^^ £'-4^ .^J5"|<^7K ^ 6'-6i"- Sfiffener An^le Side Door Diai^onaf Brace Commercici/ Ang/e Fig. 491 Details Used on New York Central & Hudson River Box Car Shown in Figs. 274 and 276. Fig. 492 BOX CAR DETAILS. 415 /^^ k ZO'^ M Tie Plafe.Draff- Sll/s g"Sfee/ P/afe '4 Tie P/afe : Cr o ss fie Sfeel P/afe Gusse f Plafe -Sfeef Cenfer S/f I Sf/ffenen Sfeef Pfate 0000 A ^ all Y-Gfs—A ■? Cenfer Si//Sf/ffener ■Sfee/ Pfafe H2 Gi/ssef Pfafe-Sfee/ Gusse f P/afe Sfeef Runnirra Board /-^««^^^-^ /i / rac/■ // ^ 1 K ^\ 1 ~A'^\ 1 1 t 1 1 X 1 1 -i^ 1 1 Corrnecf/or? Cffp Sfeef Pfafe Spffce Pfafe Sfeef A/f Hofes f^"Dfa. Cussef Pfafe End i Sfde Sfff Sfeef Brafi 00 e- Braf^e Sfep Brae fee f Wrof fron JL © pr- Connecf!or7jEnd & Side Sff/ Sfeef Pfafe .1" nfc/^^' -6 *■ /. ^-l/-rll / 2 \ -i. f4 K 3" <\1 oT O O -pr- H- A V //'^ h-^^" -1 Pfpe S upporf Wrof. fron Hand Br-ake Gufde Connecff af Bo/sfer- Sfeef Pfafe 'on Trafn Pipe Bracffef Pfafe Side Door J/3" 16 Sqf Fig. 492 — Details Used on New York Central & Hudson River Box Car Sh in Fi 16 Ooor Track S upporf Wrof fron 274 and 276. 416 BOX CAR DETAILS. Fig. 493 /^^ W- Section '^ ^//z^ I fl-fl Secfhn A -A Hanc/ Brake Wheel 1, 7/' J<- ?,'">; ^'i- 01 I !y I r^*.i N-N <— [- 7/ H/^t? -^« Post Packet ^pi" p-r" 1 1" A/17// /.^(7/7 .X. /.^ Core ii^!^[^ ?" a* U- ■5" J H-srf^/^ |/ifi ^ Corner Post iBrace Pocket . Ma/I. Iron V Id //^ kT ^® -L ^£75/ ani^ Brace Pocket Mcf/I /ron ''S-rie o I a M t, i ~n u^ ^ ^\( Mf^ jh ^ ■ u =ja — 5VJ I /„5 / 1 Door Post cin^ Brace Pocket (. cJJl--^ Mall Iron - Tic?' ._g6i..^'^|i /'fi -r--^ t*f7 ■•7« End Post t Brace Pocket Mall. Iron -jI-^- w . :@ o offlo o I ^ 11 M}] iLJ S^ ^"■^\hyi" £2 r" %OteH Section X-X Post anot Brace Pocket Mall. Iron S J" Post and Brace Pocket Mall. Iron II 3" Coupler Carrier Mali. Iron S" Rid^e Pole Bracket Mali. Iron Brake Shaft Bearing Mall. Iron h-- -fe Brake Shaft Bear in a Mall. Iron ''"'7,«^i'i. f.tx "?^f1Wy K-^-^ Fur line Bracket Mall. Iron Body Side Bearir?o Mall. Irar? yh Mali, iron Deacf L e^'er l^uide L ug. Fig. 493 — Details Used on Xew Yorl< Central & Hudson River Box Car Shown in Figs. 274 and 276. Fig. 494 BOX CAR DETAILS. 417 WS- ^ All Holes Cored s Oia. ^citorr? 6u/'^e ■■ 5/i^e Door Mall. Iron Vil_iz'_l\ I Door Hasp i^'s Mall.lron Section X-X Push Po/e Pocket Mall. Iron -16 1 >j Combinecf 5fop ar?o/ Loc^.'5/We Door Mall. Iron Door Post Pocket t^alt. Iron Par/a' Brake Pawl Cast Steel Fig. 494 — Details Used on New York Central & Hudson River Box Car Shown in Figs. 274 and 276. 418 STEEL PASSENGER TRAIN CAR DETAILS. Fig. 495 Fig. 496 STEEL PASSENGER TRAIN CAR DETAILS. 419 420 STEEL PASSENGER TRAIN CAR DETAILS. Fig. 497 j iofCar/me^ I > H I */i ^— —~y^'^~~ — > ! ■ " ° ° 1 1 1 1 1 ^1: <-— A^'^- 1 . . „ „ I 1 1- 1 1 1 > 5sl 1 1 • 1 1 9 9 oooo oooo« O o o O ' ° 1 1 ' ^ 1 ' ^ ^1 ' J. o > . ° ^^ " " 1 • „ I 1 1 ■ o 1 ^ ^ -'£'4f- 1 1 From ne e From Phfe ° 1 1 1 < ^ • -fe-S ^ 1 o oH . . „ „ -^s. \ - ^ ' °f I J0£ ^1 S3 I 4 o o '-J--'- -'i 4r 1 i ^ <-'> cS -6 Cj ,^'A7t 1 1*' " .< 1 1 a I / 1 1 -;>o- ^ >.. bo o CO C3 U w -a c o •a c o o -a Q s ^! o.^i I I iuc Figs. 498-500 BODY BOLSTERS. 421 -V -r^-jf-^- O ^ ..i^'-' ^ o;:;ai3 li 010 c#t^::T3 liicoHO ----■;«:------.(■-- ■^-f^ ..3%'1-1-. ^ --T,:.i|".-.ir s^ H Section B-B. Section A-A. Fig. 498 — Cast Steel Box-Section Body Bolster. American Steel Foundries. r'T Fig. 499 — Gould Cast Steel I-Beam Type Body Bolster. Gould Coupler Company. Fig. 500 — Cast Steel I-Section Body Bolster. American Steel Foundries. 422 BODY BOLSTERS. Figs. 501-503 EEE 'Lr, i -A dY—-./7»'-^4i\^ -^ ^■4"- L :— --...^ :— J Fig. 501— Two Piece Cast Steel Body Bolster for Freight Cars with Channel Center Sills. American Steel Foundries. Section B-B. Sec+'ion A- A. Fig. 502 — Cast Steel Channel-Section Body Bolster. American Steel Foundries. otLC-non ^T e»r.4Trw Fig. 503 — Cast Steel Body Bolster for Wooden Underframe Flat Car. American Steel Foundries, Figs. 504-506 BODY BOLSTERS. 423 Body Bolster Parts, See Fig. 505. 1 Top Plate 2 Bottom Plate 4 Thimble 9 Body Side Bearing 10 Truck Side Bearing 11 Body Center Plate 12 Truck Center Plate 14 Body Truss Rod Saddle 15 Body Truss Rod 16 Truck Bolster 19 Filling or Web Casting Fig. 50'1 — Commonwealth Steel Company's Cast Steel Combined Plat- form and Double Body Bolster for Passenger Train Cars. O j O til ) O i O e O O e I c O b ^p jo; a= E o o o (Oi;iPnii;>Dt5 Fig. 505 — "Simplex" Body and Truck Bolsters with Susemihl Roller Side Bearings. Simplex Railway Appliance Company. 1 . {'"iO'-rj Fig. 506 — Cast Steel Body Bolster for Wooden Gondola Car. American Steel Foundries. 424 BODY BOLSTERS. Figs. 507-509 Z3 n; Fig. 507 — Commonwealth Steel Company's Cast Steel Com- bined Platform and Double Body Bolster for Xon- Vestibule Passenger Train Cars. o a a » o a o^o o i!^_ ,„„ 5"a ■55 li -3"-"(j-"5 a'-^a' a - rii'^ J Fig, 508 — Monitor Body and Truck Bolsters with Creco Side Bearings. Chicago Railway Equipment Company. Fig. 509 — Simple.x Body and Truck Bolsters for Freight Cars with Long Draft Sills and Deep Side Sills. Simplex Railway .Appliance Company. Figs. 510-514 BODY BOLSTERS. 425 Fig. 510 — Cast Steel I-Section Body Bolster. American Steel Foundries. , -wj—i-ir -^- *:*" ^jt Fig. 511 — Simplex Body Bolster with Cast Steel Well Filler, in Positinn on Simplex Truck Bolster with Susemihl Roller Side Bearings. Simplex Railway Appliance Company. Fig. 512 — Simplex Body Bolster with Plate Web Filler, in Position on Simplex Truck Bolster. Simplex Railway Appliance Company. Fig. 513 — Monitor Body Bolster in Position on .Monitor Truck Bcdster. Chicago Railway Eipiipment Company. Fig. 514 — Bettendorf Body Bolster in Position on Bettendorf Truck Bolster. Bettendorf Axle Company. 426 BODY BOLSTERS. Figs. 515-519 Fig. 515-Keystone Type Double Web Cast Steel Body Bolster. American Steel Foundries. Fig. 516— Commonwealth Steel Company's Cast Steel Separable Body Bolster for Steel Freight Cars. Fig. 517-Commonwealth Steel Company's Cast Steel Separable Body Bolster for Wooden Freight Cars. Fig. 518— Monitor Body Bolster. Chicago Railway Equipment Company. Fig. 519— One Piece Cast Steel Double Body Bolster for Passenger Train Cars. Commonwealth Steel Company. Figs. 520-524 BODY BOLSTERS AND BUFFERS. 427 Fig. 520 — Commonwealth Steel Company's Combined Cast Steel Platform and Double Body Bolster for Vestibuled Steel Cars. Fig. 521 — Commonwealth Steel Company's Combined Cast Steel Platform and Double Body Bolster for Vestibuled Cars with Combined Wood and Steel Underframes. Fig. 522 — Commonwealth Steel Company's Cast Steel Combined Platform and Double Body Bolster for Non-Vestibiiled Steel Cars. ^x Fig. 523 Commonwealth Steel Company's Cast Steel Combined Platform and Double Body Bolster for Xon-Vestibuled Cars with Combined Wood and Steel Underframe. TiliJ^i^^ Fig. 524— Commonwealth Steel Company's Cast Steel Buffer Sill for Passenger Train Cars. 428 BUFFERS. Figs. 525-527 Fig. 525 — Commonwealth Steel Company's Cast Steel Combined End and Bnffer Sill. Fig. 526 — Commonwealth Steel Company's One Piece Cast Steel Buffer Sill and Anti-Telescoping Plate for Non-Vestibuled Cars. I k4 Carry Iron A Ilotisiiii^ B IVedge C Jl'cdge Plates D Leaf Springs E Pill F Colter Pin G Cover Plates H Spring ll'car Plates I Bottom JVcar Plate J Pop Wear Plate K Cotter Pins Fig. 527 — Gould Friction Striking Plate Buffer as Applied to Chicago, Milwaukee & St. Paul Box Cars. Gould Coupler Company. Figs. 528-530 BUFFERS. 429 Fig. 528— Gould Friction Striking Plate lUiffer for Freight Cars. See also F'ig. 527. Gould Coupler Company. Fig. 529 — Gould Spring i'.nffer for Xon-Vestibuled Passenger Train Cars. Coap/'nff L/n€- This Distance Mo f less Than Travel of Draft Gear Secfton A-A Fig. 530 — F'orsytli High Capacity Buffing Device Applied to Cast Steel Platform. Forsyth Brothers Company. See Page 430 for Names of Lettered Parts. 430 BUFFERS. Fig. 531 Th/s D/s^once Nof Less Than Troye/ of Drafi' Gear. Coup/mq L// Fig. 531 — Forsyth High Capacity Buffing Device Applied to Built Up Steel Platform. Forsyth Brothers Company. Parts of Forsyth Buffing Device Shown in Fig. 531. A Housing Cusliiig J B Convex FoUozver K C Concave FoUozver L D Side Stem Brackets M E Bottom IP'car Flalcs F Chafing Plates, Center Stem N G No. SO Spring O H No. 51 Spring P I jVo. S3 Spring Q spring Friction Flalcs R Tread Plates S Side Stem Spring ]]'asher T Buffer I'ace Casting zeitli Inserts — U I'estiluile End Only V Buffers W Buffer Bread Plate X Buffer Angle Buffer Face Plate Hinge Plate Center Stem Chafing Block Side Stem Chafing Block } 'eslibide End Side Stems i'estibnle End Center Stems li/i-ineh He.vagou N'ut ^4-inch Cotter Pin Parts of Forsyth Buffing Device Sfiown in Fig. 530. A Concave Follozeers E B Cou've.v F'ollon'crs F C Interlock Folloivcrs G D 2 Complete Sets of Friction Plates H Side Stem. Spring No. S3 I Outside Springs No. 50 J Inside Springs No. SI K Bottom. Wear Plates Side Stem Spring JJ'aslier Side Stem Spring Thimble Main Spring JJ'ashers Fig. 532 BUFFERS. 431 o U o U Oh •a ni n O < ^"c 4 J J-Js \ 1 1 *l 1 1 ■~-JJu O // 1 > fJ ! Y A 1 > J- / 1- ip /I "5t» f A A II M S 432 BUFFERS. Fig. 533 O a 3 "~ ■"- t^ i":: c/3 r; ■::: ~ ''- "^ :^ "^ r Tl fft ^ ^^ C "^ ~^ '-^ i''- "5 T3 t: ^ ^ c^ s ^ = = tt = c; a. cq CgCMCJ-^OJC^CVlC^ o u u U en o Cm -3 E Fig. 534 BUFFERS. 433 434 BUFFERS AND PLATFORMS. Figs. 535-536 Parts of Standard Steel Buffers, Types F-216 and F-217. See Fig. 535. Buffer Face Angles Buffer Face Plates Buffer Tread Plates Buffer Stems (Side) Buffer Sieiii Keys and Cotters Buffer Stem Fliiige Plates Buffer Stems (Center) Front Followers, D-14 Back Followers, .4-18 Front Spring Cu,Ds, M-IO Back Spring Cups, M-13 IVashcrs. F-21 JJ'ashers, H-21 Name Plates, C-6-27, C-6-28 Chafing Plates Cover Plates Angle (Chafing) Buffer Springs D. C, P-23 Buffer Springs D. C, P-24 Buffer Springs D. C, P-2S Buffer Springs P-26 Section C.C Some OS Section of „ Tupe rrSI6 r^l'/l Mite^^if^tr^S^" Section B. L_ Pulling Face of Knuckle Fig. 535— Application of Standard Steel Buffers to Cast Steel Platforms. Standard Coupler Company. Fig. 536— Standard Steel Platform, Type C, for Caboose Cars. Standard Coupler Company. Fig. 537 PLATFORMS. 435 •a M > P-, M to Oh O ^-" "S — 1 f 1 J- N ® ^^J^ !3 J f\- """[ 2 '? 05 1 '3; « 4^ 'i3 1>H 51s u i H E 436 PLATFORMS. Fig. 538 o o O 1 ~1 Y^^ o u o U •a c o o 8 [!| ii > -3 tJXl fin Fig. 539 PLATFORMS. 437 Farts of Standard Steel Platforms for Blind End Cars. Buffer Stem Hinges Buffer Stem Sleez'es, 6 A, 2 each B, C and D (2 each A, C and L> not used witli buffer beam extensions . Buffer Stem Wasliers. Front Bufl'er Stem If'ashers, Back Buffer Stem Keys Buffer Springs for Center Stem Spring Cups, Front Spring Cups, Back I-Beams, 17.25 lbs. or 23.90 lbs. 4 per ft., as required, machined 12 to suit car framing Buffer Face Angles, for Vestibule Blind Ends or Non-Vestibule Blind Ends 4 Buffer Face Plates, for Vestibule 4 Blind Ends Only 4 Buffer Tread Plates 2 Buffer Stems, Side, I-^ength to Suit 2 Buffer Stems. Center, Length to 2 Suit Note. — Drawbar Guides F-8 are for central draft couplers onlj' ; lateral movement 2 in. either way. Buffer .springs for Side Stems Hold-back Springs for Side Stems End Sill Plates, Side End Sill Plates, Center Name Plates Buffer Beam Extensions Drawbar Guide Yokes, F-8 Draivbar Guide Sleeves, C-8-1 Lh'awbar Guide Springs Itrawbar Guide Rods S^r\Wi\iM^^ TYPE-B-I 1. u u — AJI Wood Buffer Beam. Fig. 539 — Standard Steel Platform for Blind End Cars. Standard Coupler Company. Farts of Standard Steel Platforms, Types A-23 and A-25, Page 435, and A-13 and A-15, Page 436. 2 (-Beams, Each A and D, 14.75 2 lbs.. 17.25 lbs. or 23.90 lbs. per 4 ft., as required, machined to 2 suit car framing 2 I-Beams. Each B and C, 17.25 4 lbs., or 23.90 lbs. per ft., as 4 required, rn'Oehined to suit car 4 12 or 16 I-Bcam Brackets, A-15 or 4 A'-15. riveted to beams 2 Buffer Beam Angles, 6x6 x 37V3 6 in. to suit 2 Buffer Face Angles, for Open or J'estibule Platforms 2 2 Buffer Face Plates, for Vestibule Platforms Only 2 Note. — Drawbar Guides F-8 are i;or Buffer Tread Plates Buffer Stems. Side, Length to Suit Buffer Stems. Center, Length to .Suit Buffer .Stent Llinges Buffer Stem. Clevises. A-ll Buffer Stem Clevis Bolts. H x 4 in. Buffer Stem Clevis Pins, l'/|' X 4'r in. Buffer Stem Sleeves, 2 Each, A, C and D, not required with buffer t'icam extensions Buffer Springs. Double or Triple Coil, to Suit Equalizers, A-9 central draft couplers only 2 Equalizer Pivot Pins, 154 -f ^Ji '>'■ 4 Equali::er Guide Bars 4 Equalizer Guide Angles 4 Flquati.::cr Guide Anchors. ..'1-17 or B-17 8 Equalizer Guide Bolts, 54 ^' 3^4 "*• 2 Sfring Cups, Front, B-10 or L-10 2 Sfring Cu/^s. Back. B-Vi or Z.-13 2 Name Plates, as required 2 Buffer Beam Extensions, as required 2 Drcrwbar Guide Yokes. F-S 2 Drawbar Guide Sleeves. C-S.-l 2 Drawbar Guide Springs 2 Drawbar Guide Rods lateral movement 2 in. either way. 438 PLATFORMS. Figs. 540-541 Ccy7sfrijcy/o/7 fiy i^e/^rm^ Gjrs k- es*'- -ka^ Fig. 540 — National Steel riatforni and Buffer with Minson Twin Spring Draft Gear, for Vestibuled and Open End Cars. National Car Coupler Company. .X. .I m ■[f ■■>m 3 ^ __p 4; (^'■0 o il r'3<-| Fig. 541 — National Continuous Platform Buffer and Ec|ualizing Yoke with Hinson Single Spring Draft Ciear. National Car Coupler Company. Fig. 542 PLATFORMS. 439 & 'b-/' B-3:' o c o o o =D; , , B-z: E3 'B-/4.' 'B-/7' B-/6. 3: cr n 'B-40" B-^0' B-/08' 'B-/OS.' I B-/09: B-//0 T?'^ 3-//0" 'b-z/' (o) , 1 = 1 Cs-^'iv' ^ —--- - ill '^ ^ O) (o) B-/9 B-/0'! B-//' "B-a. B-/00' -TaXori-gi:' -O !'_•»/?(■;■ Pare Plate B-21 BH/ffr }'('/,T Stop Bloek B-22 Z;/(/?-'r;- r/fi/i P'mr B-40 /-.'/(/-?(■;- .S7c»( B-108 Buffer Yoke Slop Block B-109 Buffer Yoke Stop Bloek B-110 Buffer Yoke Stop Bloek B-1 11 Buffer Yoke Stop Bloek 440 PLATFORMS. Figs. 543-544 Fig. 543 — National Platform and Buffer with Hinson Single Spring Draft Gear for Cars with Wooden Draft Sills. National Car Coupler Company. 9 Diaphragm- ( ) Fig. 544 — Steel Platform for Atchison, Topeka & Santa Fe Postal Car. Figs. 545-546 PLATFORMS AND VESTIBULES. 441 Fig. 545 — Plan of Gould Wide Vestibule Steel Platform, with Friction Buffer and Draft Gear. Gould Coupler Company. Fig. 546 — Longitudinal Section Through Gould Wide Vestibule Steel Platform with Friction Buffer and Draft Gear. Gould Coupler Compan)'. 442 PLATFORMS AND VESTIBULES. Fis. 547 Section at Side Stem. Section Through Bolster, Fig. 547 — End Elevation and Cross Sections of Gould Wide Vestibule Steel Platform with Friction Buffer and Draft Gear. Gould Coupler Company. Figs. 548-550 PLATFORMS AND VESTIBULES. 443 ^W*. e [j:' M -TO SUIT CAR Fig. 548 — Section Through Trap Door of Gould Wide Vestiinile. See also Fig. 547. Fig. 549 — Gould Steel Platform with Friction Buffer and Draft Gear. ! I i ->i|k— ^!^-*?^'^5'„._>ijJf_ Fig. 550 — Platform and Three-Stem Draft Gear for Cleveland, Lincinnati, Chicago & St. Louis Passenger Train Cars. 444 PLATFORMS AND VESTIBULES. Fig. 551 r .Q^-.^-_-_-A-^^-^^--^. op O o Oi E? Center Stem. □ a Buffer Stem Guide 1/30. Side Stem lYos/ierSOS. ^ (K Spring Pocket ^ Foot P/ofe 80. Buffer Stem 1 (Qi 'PJ 'Q) \0< 7 /cot' Plate f/ousing 100. ®=- "wiwr Side Stem IVoshereOJ. @ @ Uncoup/inff Lerer ^"''°"P'i%'- Plate 7/5. Co//or 7P0 Side Stem Brackets 'J- ( J / 1 G \ r ja- S/c/e Stem fc^ z?.*^ © Top Pin Uncoup/ing Lever Hdnd/e r/ev'^ 90 J/ofe J/g/77 />//? i?tf /)%/■ Stem Ping SS6 IVosher/f4. ae ©I Buffer Pm6S8 o ff ^^. ,r ^ ButferStem End IVosher/S6. Buffer StemBroc/(e//S5/Pi/ 'immMm Buffer P/afe /SO. L. mt/i ■• Buffer Springs 630. Side Stem Springs S03S. On coup//ng L everir^ ^Ground Cut,.^^ — P/otform Cut. Uncoupling Rods, C/ia/n. (Jncoup/fng L ever Hinge Brackef/48. OUncooph'ng L ever Gujc/e Fig. 551— Buhoup Three-Stem Equipment and Parts for Passenger Train Car Platforms. McConway & Torlcy Company. Figs. 552-553 VESTIBULES AND DETAILS. 445 Parts of Buhoup Wide Vestibule. See Figs. 552-555. 4 Font Plate 6 S/^aiincr Bar, Lo'wer 8 Curtain Plate. Front 9 Cnrtaiii Plate. Rear 10 Curtain Roller 11 Cnrtaiii 12NP Post Plate. L and R 20 Curtain Bearini^, Lower 20A Cui-tain Bearing. Lo'wer. i'Sed zi'itli Staiidard Steel Platform 21 Curtain Bearing. L'/i/rr 23 Curtain Soeket 40 Patent Plate 44 Curtain Storing. L and R 45 Curtain Fioller Plug 46 .ireli Plate and Buffer Spring 49 Areh Plate Band 50 Shield 52 Curtain Spring Plug. Large S3 Curtain Spring Plug. Small 54 Piston Stem 79 Buffer Plate for Standard Steel Platform 80 Foot Plate for Standard Steel Platform 81 Buffer Plate Spring 91 Areh Plate 94 Spanner Bar. Upper 95 Angle Connection. Top. R 96 Angle Connection, Top. L 100 Foot Plate Housing 101 Bulb Angle 111 Spanner Bar Bolt 115 Angle Connection, Bottom. R 116 Angle Connection. Bottom.. L 119 Piston Stem Bracket 126 120 Piston Stem Guide 127 123 Accordion Hood Band 128 124 Accordion Hond 129 125 Hood Brace Bracket. Front. R 130 Fig. 552 — Buhoup Wide Vestibule. JMcConvvay & Torley Compauy. Hood Brace Bracket. Front. L 134 Flood Brace Bracket. Rear. R 154 Hood Brace Bracket. Rear. L 155 Flood Brace 156 Buffer Plate 628 Foot Plate Bolt Piston Stem Spring Piston Stem ll'asher Piston Stem Ferrule Buffer Plate Pin 1 lOQ. 45. '■' ■'■---""-'-™' 111 44.L. ^miMimmmMMMmm 44. R 9 5.L. 95. R. Fig. 553 — Details of Buhoup Wide Vestibule. See also Figs. 552, 554 and 555 and Names of This Pa.cre. 446 VESTIBULE DETAILS. Fig. 554 ■i«i«ai5£;,j:iriii!!riiiiwi>iSife^^ 91. 94 C ^ 101. 119 pHiiirf'H!? 1 i 1 rr > 1 •-0 o. o o o O II5R. II5.L. 134. =m^ 155, 129. (^ 156. 628. Fig. 554 — Details of Buhoup AVide Vestibule. See also Figs. 552, 553 and 555 and Names of Parts on Page 445. McConway & Torley Company, Figs. 555-558 VESTIBULE DETAILS. 447 b I NArii 9. ,.^.._„., „^.,.. — WL..^-, ■ a ' '"-'^-7^?B^ IMIli! CZ" "~~ — — J Q: t2.L. O 12. R. Fig. 555— Details of Buhoup Wide Vestibule. See also Figs. 552, 553 and 554 and Names of Parts on Page 445. Fig. 556 — Sectional View of Acme Improved Fire- proof Vestibule Diaphragm and Attachment Acme Supply Company. Fig. 558 — Section Through Top ot .\cme Sectional Diaphragm. Acme Supply Company. 448 VESTIBULE DETAILS. Figs. 559-561 Fig. 559 — CSCO Vestibule Diapliragni. Curtain Supply Company. Fig. 560 — Acme Sectional Vestibule Diaphragm. Acme Supply Company. American Car & Foundry. One-Piece; Corrugated Corners. Fig. 561 — Aja-x Vestibule Diaphragms. Railway Appliances Company. Pullman. Figs. 562-564 VESTIBULE AND PLATFORM DETAILS. 449 5#"-> ■A ■4'xf' /'•L'-fJ^aif T^¥^ J' /C E! I J — > — > Fig. 562 — Gould Vestibule Face Plate. Gould Coupler Company. Fig. 553 — National Steel Trap Door and Lifting Device with Door Raised to 45 Degrees. General Railway Supply Company. Fig. 554 — National Steel Trap Door for Grade Level Platforms. General Railway Supply Company. 450 VESTIBULE AND PLATFORM DETAILS. Figs. 565-567 Fig. 565 — Metal Trap Door for Grade Level Platforms. O. ^f. Edwards Company. XoTE. — See "Locks" for Platform Trap Door Locks. Fig. 566— Platform Trap Door Closed. O. M. Edwards Company. Fig. 567— Platform Trap Door Partly Open. O. M. Edwards Company. Figs. 568-570 VESTIBULE AND PLATFORM DETAILS. 451 Fig. 568 — iletal Trap Door for Elex-ated Platforms. O. }il. Edwards Company. Fie. 569— Platform Trap Door Open. O. M. Fig. 570 — Universal Safety Tread Applied to Car Steps. Universal Safety Tread Company. See also Fig. 573. 452 VESTIBULE AND PLATFORM DETAILS. Figs. 571-576 ( f [ ( I [ [ ( I ciBBs [ M miLt »...:m 1 «> Wj^ «-»■.( K f r ^ r ill ! ( (I c c [ 1 [ . "l^t^ Fig. 571 — Stamvood Self-Cleaning, N(in-Slipping, Double Car Step. American !\lason Safety Tread Company. Fig. 572— Stanwood Self-Cleaning, Xon-Slipping. e Car Step. .American Mason Safety d Company. Fig. 573 — Universal Safety Tread, Showing Steel Ease Before and .After Lead is Rolled fn. Universal Safety Tread Company, Steel Ribs; Sl'l in. Nosing. Fig. 574 — Cross Sections of Mason Safety Tread ^-n Fig. 575— Mason Safety Tread Applied to Steps of Pullman Car. Fig. 576 — Mason Safety Tread Applied to Wooden Car Steps. Upper Tread Carborundum Filled; Lower Tread Lead Filled. .American Alason Safety Tread Company. Figs. 577-581 VESTIBULE AND PLATFORM DETAILS. 453 Fig. 577— Platform Gate Panel. Adams & W'estlake Company. Fig. 578— FoUlin;;- Platform Tail Gate. .\dams & W'estlake Company. Fig. 579_]'l;itform End Railing. Dayton ]\Ianntacturing Company. Fig. 580— Wood's Platform Gate. Adams & Westlake Company. Fig. 581 — Tail Gate and Fixtnres. Dayton Alanufactnring Company. 454 VESTIBULE AND PLATFORM DETAILS. Figs. 582-586 Fig. 582 — Observation Platform Railing. Adams & Westlake Company. ' m-^ Fig. 583 — Observation Platform Railing. Adams & Westlake Company. Fig. 584 — Observation Platform Railing. Dayton JManufactiiring Company. Fig. 585 — Acme Vestibule Curtain Handle. Acme Supply Company. Fig. 586 — Tuco Vestibule Curtain Handle. Acme Supply Company. Figs. 587-592 VESTIBULE AND PLATFORM DETAILS. 455 Fig. 587— Vestibule Curtain Hooks with Fibre Inserts. Acme Pjn|TTTr?n5;i¥~^, ^^PP'^' company. Fig. 588 — National Vestibule Cur- tain Catches. General Railway Supply Company. Fig. 589— Vestibule Cur- tain Catch. Adams & \^^estlake Company. Fig. 590- Ajax Adjustable Vestibule Cur- Fig. 591— Acme Vestibule Curtain tain Fixtures. Railway Appliances Roller. Acme Supply Company. Brass Rex Steel Shield. AU-Metal Shield Roller with Brass Strip. Fig. 592— A^estibule Curtain Fixtures. Curtain Supply Company. 456 VESTIBULE AND PLATFORM DETAILS. Figs. 593-597 Top Bracket. Bottom Bracket. Center Ring. Fig. 593 — Vestibule Curtain Fixtures. Curtain Supply Company. Bottom Bracket. Fig. 594 — ,\utomatic Release Vestibule Curtain Handle. Cur- tain Supply Company. Fig. 595 — Vestibule Passageway Curtain. Curtain Supply Company. Top. Botto Fig. 596 — Adjustable Vestibule Curtain Roller Brackets. Curtain Supply Company. Fig. 597 — Rex Release Handle When Cars Are Coupled. Curtain Suppljf Company. Figs. 598-603 VESTIBULE AND PLATFORM DETAILS. 457 Fig. 598 — Brake and Uncoupling Levers. Dayton Jilanufacturing Company. Fig. 599— Brake- man's Vesti- bule Step. Adams & West- )ake Company. Fig. 600 — Vestibule Trap Door Lift. Dayton Manu- facturing Company. Fig. 601 — Rex Release Handle when Cars Part. Curtain Supply Compan}-, Fig. 602— Roller Bearing Vestibule Curtain Hook. Fig. 603— Roller Bearing Vestibule Curtain Hook Curtain Supply Company. 458 VESTIBULE AND PLATFORM DETAILS. Figs. 604-620 Fig. 604 — Brake Fig. 605 — Un- Fig. 606 — Un- R o d Floor coupling Rod coupling Rod Plate. Guide. Foot. Adams & Westlake Company. Fig. 607 — Door Guard Drop Rod Catch and Pocket. Dayton Manufacturin;^- Company. Fig. 609— :\Iat Hook. .\dams & A\'estlake Company. T-*-,. ± Fig. 611 — Vestibule Guard Rail and Fittings. Jas. L. Howard & Company. Fig. 610 — Feralun Safety Tread .'\pplied to Car Steps. .-Vmerican .\b- rasive ]\Ietals Company. Fig. 617 — T rap Door Bumper. Da3'ton ^lanu- facturing Com- pany. Fig. 618— Un- co u p 1 i n g Rod Guide. Adams & W e s t 1 a k e Company. Fig. 615— Tail Gate Sockets. .Adams & Westlake C o m - pany. Fig. 612 — Vesti- bule Guard Rail and Fittings. Adams & West- lake Company. Fig. 613— Trap Door Latch Operating Rod. Dayton Afanufactur- i n g Com- pany. Fig. 614— Co r- n e r Post Grab Handle. A d a m s & AV e s 1 1 a k e Company'. Fig. 616 — Rod for Operat- nig Trap Door Latch from Below Platform. DaytCiu Alanufacturin.g Company. Fig. 619— Cor- n c r Post Grab Handle. .\ d a m s & W e s 1 1 a k e Company. Fig. 620— Brakeman ' s Grab Handle. Adams & Westlake Company. Figs. 621-627 VESTIBULE DETAILS AND COUPLERS. 459 r Fig. 622 — Vestibule DD("ir Ornament. Adams & Westlakc Company. Fig. 623— In- Fig. 624— Trap Door side Han d Holders. Rail. Adams & Westlake Company. ¥\g. 625 — Simplex Frei.qdit Coupler. Simplex Railway Appliance Company. Fig. 626 — Vertical Section Througdr Simplex Coupler wry r-T ^ Fig. 627 — Horizontal Section Tlirou.ch Simplex Coupler When Closed. ex Railway Appliance Company. 460 COUPLERS. Figs. 628-631 Knuckle. Lifter. Lock. Knuckle Pin. Fig. 628 — Parts of Simplex Freight Coupler Simplex Railway Appliance Company. Fig. 629 — Durbin Coupler with Knuckle Open. ScuUin-Gallagher Iron & Steel Company. Fig. 630 — l-'riiut View of Durliin Coupler, Showing In- clined I'lanc on Which Knuckle Tongue Rides. r o 1 T^. , 1 .. „ C Figs. 632-635 COUPLERS. 461 Fig. 632— R. E. Janney Coupler in Lock Set Position. Fig. 633— Iv. E. Janney Coupler in Closed Position. Fig. 634 — R. E. Janney Coupler. American Steel Foundries. Fig. 635— Parts of R. E. Janney Coupler. American Steel Foundries. 462 COUPLERS. Figs. 635-538 lock Con^p< Fig. 636 — Type Z Top Operated Freight Coupler. Gould Coupler Company. GroundSurface-) Fig. 637 — Major Bottom Operated Freight Coupler. Buckeye Steel Castings Company. .y Lock f/ighpsf Po^it/o,- Fig. 638 — Major Top Operated Freight Coupler and Knuckle. Buckeye Steel Castings Company. Figs. 639-643 COUPLERS. 463 E #-^r^ ["--3^- 1\^ c^ -3/--H .~-4,-_^ Fig. 639 — Lock for Major Coupler. Buckej^e Steel Castings Company. L-l. Drawbar on Shank. L-2. 'Knuckle. L-3. Knuckle Opener furnished If reqneBted, X-4. Xock. X-6. Xnuckle Pin . L-6" L-5. Lofk Tin. o ;i m. Fig. 640— National Freight Coupler and Parts. National Car Coupler Company. Section B-B f — -Wfl— - I j 1 i : Luui Knuckle. U — 3-— A Fig. 641 — Standard Freight Coupler and Parts. Standard Coupler Compan}-. Fig. 642 — Gilnian-Brown Emergency Knuckle and Application. Railway Appliances Company. Fig. 643 — Hinson Emergency Knuckle. National Car Coupler Company. 464 COUPLERS. Fig. 644 Comple+e Coupler Po+enied. Latrobe Freight Coupler. Knuckle Pin. Knuckle. Paienlsd. Paris of Laf robes Coupler. Standard PorJ-s Used In Sharon /2^ Head Couplers. Sharon Top Operated Freight Coupler, r^. tj ■' V '■i, ^ '^^ ;■' " / >--■ Goodman Wrecking Hook. Fig. 644 — Latrobe and Sharon \2\{x-\x\. Head Freight Couplers and Goodman Wrecking Hook. National Malleable Castings Company. Fig. 645 COUPLERS. 465 Complej-e Coupler Pa-l-enied . Climax Freight Coupler. -1350 c — A 4r^ -'^r^ -^A- Knuckle Pin Lock and Lock Lz-fL: Knuckle . Pa-Lenled . Pa+en+ed PorLs of C/imax Coupler Comple+e Coupler Pa-Leni-ed Tower Top Operated Freight Coupler. Lockse-L Ping lock Se/: Pai-en-hed. Lock and Chain Pai-en+ec/. Lock and Lock L'ifL- Pa+enl-ed. i 4 linn I 1^ — : Knuckle Pin. Knuckle PoPd. Paris oP Tower Coupler Fig. 645— Climax and Tower Top Operated Freight Couplers. National Malleable Castings Company. 466 COUPLERS. Fig. 646 .niJ Lock 8r Top Lock Lifi -For Top Opera+ing Coup/er PafenLed Comple-l-e Coup/er . Pa 'ken -te d Sharon Top Operated Freight Coupler. Suppor-t Pin. -Ilk 3SI ^ —'4- nnuckle Pn Knuckle PoferTLed. Complele Coupler Palen-fed, Sharon Bottom Operated Freight Coupler. Cham Hole Cap -For Bollom Operal-inq Coupler Paienled Lock. Paienl-ed. Casiinq D Bo-t-f-om Lock Lif-/- For Bo-ffom OperoFnof Coupler Pa-len+ed. Paris oF iShoron Coupler Fig. 646 — Sharon Top and Bottom Operated Freight Couplers. National Malleable Castings Company. Fig. 647 COUPLERS. 467 "^IT) -"re- KnuckJe. Pa^en+sd. 4 3 ^-- -*. -JOi Knuckle Pin. Chicago Freight Coupler Parts. Lock Lift Pai-enfed. Lock.S+y/e N2 I , Pafen-hed. Lock. Siyle N^a Pa-fen-fed. < S Knuckle. Pa+en-hed, I '•'■"a 4 . 3 '8 — ''/6- ^ /4- ^4% Knuckle, Pin. ^lelrose Freight Coupler Parts. J3 Guard Pin. ¥ Lock Lifl- Paien+ed. L o ck. Pafeni-e d.. -I'li- < 9 — * Knuckle. Pa+enled. i Hy-- ! *'" '^J'^- \^4-i'^- K ? Lock LIfi. Pol-en+ed. Guard Pin. Munton Freight Coupler Parts. Fig. 647 — Repair Parts for Chicago, Melrose and Munton Freight Couplers. National Malleable Castings Company. Knuckle Pin. 468 COUPLERS. Figs. 648-649 foD ^IS! tj 1_ Locking PinSSOS Locking Pin Trigger 5S07. Clevis Pin £S7. Knuckle son Knuckle Opener5073 L o Cle\/is £56. ^^c ^ Knuckle Pin gSS. Knuckle Opener Pin 5444. Fig. 648 — Pitt Freight Coupler and Parts. McConway & Torley Company. sisy ^19; Locking Pin 5S53. m z/ Locking Pin Trigger 5356 Knuckle P/n £33. Cletiis PinS/H Clevis SO/i. Fig. 649— Janney X Freight Coupler and Parts. McConway & Torley Company. Figs. 650-651 COUPLERS. 469 -I* h-i I I I 1 Knuckle Pin D I lET Knuck/e SS64 Knuckle Opener 6563 0\ C/e^is Pin 91 H Locking Pin Trigger S56^ Locking P/n 556/ Fig. 650 — Peiin Freight Coupler and Parts. McConway & Torley Company. Uncoupling Lever. Righl Kicl Knuckle Opener Pin 179. ^ (oT 3 Knuckle P/n Plate 1600. 3^ r "^ -> A ^ // Catcly Lever Pir) 177 <^4^Free-'\j^ Catch Lever£077 Catch Spring S£8. Fig. 655 — Janney Passenger Coupler No. 175 and Parts. JMcConway & Torley Company. 472 COUPLERS. Figs. 656-657 Knuckle Pin 16. K f^l ^1 \ ^1 _I_-L A Knuckle Thimble 37 \ V . C_- , >■ i I '"> Calch 3 m rO-lh Jonney Passenger Coupler I. \< 8" Free >l llilililll Catch Spring£5 b— -^^/- — -i Catch Spring Bolt 15. Catch Spring Washer S3. Catch Lever SS Split Keg £4/. Fig. 656 — Janney Passenger Coupler No. 1 and Parts. McConway & Torley Company. Knuckle Opener £650 ) 1 — X I I i )■ L 3^> > Knuckle Pin 1483 "^ »^|CD o| 1 1 -1 "5 1 1 1 J__ k Catch 304X. Knuckle Opener Pin j-ggj Knuck/el47l ^ \^4iFree^ '^ (ot 3 Knuck Pin Plate 1500. -aj, Catch Spring SS8. 1 Calch Levere077. Pivot Pin 1304 A. BuhoupSStem Coupler3l7X Fig. 657 — Buhoup Tliree-Stem Passenger Coupler and Parts. McConway & Torley Company. Fig. 658 COUPLERS. 473 Knuckle Pin /4S3. ger Couplers and Parts. McCouwa)' & Torley Company. 474 COUPLERS. Fig. 659 ^Ht « Knuckle Pin. Support Pin Ch ai'n Ho le Ca^%- Pa-tenfed Knuckle. Pafenied. Comple-fe Coupler. Parhenied l-b-f-enied Lock Lever for Operahng from Pal-enie, Lock Leverfor Operafnqf from Pa+en+e^ ) Lock Lever for Operafng from ##> ® Knuckle Pin. C/e VIS for Lock Lever. Supporl- Pin- bol-h sides of Car LefisideofCar RighlsideofCar Fig. 659 — Sharon and Tower Passenger Couplers and Parts. The .Sharon is the Upper Coupler. National Malleable Castings Company. Figs. 660-661 COUPLERS. 475 Fig. 660— Xational Passenger Coupler No. SP, with :\I. C. B. or .Miller Knuckle. Xational Car Coupler Company. Knuckle Pin. Compfefe Coupler ' Pa+eni-ed. o% < 9" 3. (f^J) Knuckle Pal-enied -IM Bol-I- for Lock Li fi =3) c^^^zn^ GhI^IZIq Lock S+yle A Pa-Lenfed Lock Style B. Potenfed. Fig. 661— Chicago Passenger Coupler and Parts. National Malleable Castings Company. 476 COUPLERS AND DRAFT GEAR DETAILS. Figs. 662-666 Fig. 662 — Standard Passenger Coupler and Parts. Standard Coupler Company. Fig. 663— Cast Steel Draft Yoke for Use with Fric- tion Draft Gear. Buckej'e Steel Castings Company. ~ t 1 v-v ■ ■■<. «,„■ '„' ~\ T L.. " r.i '1 •'-- ! --;h^^f^ jq- ^ I Cross SeclIoD Showtaj ^ Depression for ■? Eilenslon Strep H :"M |j>i|:^^J I 6.F lookloi Hd Fig. 664— National Passenger Coupler No. 6y\l and Parts. National Car Coupler Companj Fig. 665 — Flory Cast Steel Reversible Carry Iron for Freight Couplers. Fig. 666— Flory Cast Steel l^eversible Carry Iron and Striking Plate for Steel Freight Cars. Commonwealth Steel Company. Pigs. 667-669 DRAFT GEAR DETAILS. 477 Fig. 667 — Flory Cast Steel Reversible Carry Iron and Striking Plate for Wooden Freight Cars. Common-wealth Steel Company. Coupler Carrier. ->i/|'^f-tt— -el-—- 4) /. Cf'^ s' 9i\ l._JL_ '' To m Coupkr Carrier Sfrihing P/afs. =.J^. -7i-- -.^.-, '' Z'MV.vA T-- 1 (y]i£'i,rijM/ Fig. 658 — Coupler Carry Iron and Strikmg Plate for Central of Xew Jersey Ice Car Shown in Figs. 376, 377 and 379. Fig. 669— Miner Coupler Centering Device for Passenger Train Cars. W. H. Miner. 478 DRAFT GEAR DETAILS. Figs. 670-673 ,-. \ ..-""-^■■"J On Straight Track. On Curve. Fig. 670— Chatt'ee Drawbar Centering Device. Forsyth Brothers Company. o r5L "B" jn o <^n& iim .gji-iSi. w .fTi _ m_ Fig. 671--Passenger Drawbar Centering Device. Gould Coupler Company. Arranec it tolh 4"and 5' I'ote Strap Fig. 672 — National Drawbar Centering Yoke. Xational Car Coupler Company. Fig. 673 — Steel Draft Sills Arranged for Fastening to Both Body Bolster and End Sill of Freight Cars. Gould Coupler Company. Figs. 674-678 DRAFT GEAR DETAILS. 479 Fig. 674— BettenJorf Cast Steel Draft Sills with Pockets and Stops Cast Integral. Bettendorf Axle Company. Section B'B- ^-' ^ Fig. 675 — Powers Gravity Centering Device for Freight Couplers. Fig. 676 — Cast Steel Draft Carrier and Striking Plate with Center Plate Integral. Pittsburgh Equipment Company. Fig. 677 — Inside View of Economy Draft y\rm Showing Draft Gear Lugs or Stops. American Steel Foundries. Fig. 678 — Economy Draft Arms Applied to Center Sills. The Body Bolster is Dropped to Show the Recess. American Steel Foundries. 480 DRAFT GEAR. Figs. 679-683 Fig. 679 — Forsyth Radial Yoke Under Buffing Stress on Curves, Showing How Tapering of Yoke Permits Sufficient Clearance Between the Rear Follower Stops. Forsyth Brothers Company. Fig. 680 — Forsyth Radial Yoke and Followers with Center Key for Engaging Drawbar Butt; Applicable to /\ny Standard Gear or Drawbar. Fig. 681— Forsyth Radial Yoke and Followers with Top and Bottom Keys for Engaging Shoulders of Drawbar Butt: Applicable to Any Standard Gear or Drawbar. Forsvth Brothers Co mpany. Fig. 682 — Forsyth High Capacity Draft Gear with Containing Box and Radial Yoke, the Latter Applicable to Any Standard Gear and Draw- bar. Forsyth Brothers Company. Fig. 683 — Commonwealth Cast Steel Transom Draft Gear for Steel Cars. Commonwealth Steel Company. Figs. 684-686 DRAFT GEAR. 481 Fig. 684— Application of Cast Steel Transom Draft Gear with Reinforcements for Old Cars. Common- wealth Steel Company. Fig. 685— Cast Steel Transom Draft Gear Applied to Steel Underframe. Commonwealth Steel Company. Fig. 686— Commonwealth Cast Steel Transom Draft Gear. Commonwealth Steel Company. 482 DRAFT GEAR. Figs. 687-689 Fig. 687— Parts of Commonwealth Cast Steel Traii=om Draft Gear for Wooden Cars. Commonwealth Steel Company. Fig. 688— Harvey Friction Draft Spring. Frost Railway Supply Comp.any. Fig. 689 — Murray Cast Steel Keyoke Applied to Steel Center Sills in Connection with Friction Draft Gear. Keyoke Railway Equipment Company. Figs. 690-692 DRAFT GEAR. 483 Fig. 690 — ^lurra)- Revoke for Use with Tandem Spring Draft Gear. Keyoke Railway Equipment Company. Fig. 691 — Murray Keyoke witli Lower Casting Dropped for Application of New Draft Gear. Keyoke Railway Equiijraent Company. Fig. 692 — Farlow Draft Rigging with M. C. B. 8 in. by 77s in. Twin Springs. T. H. Symington Company. 484 DRAFT GEAR. Figs. 693-695 Draft Key. Side Link. "^ Cheek Plates. Follower Blocks. Fig. 693 — Parts of Farlow Draft Rigging. T. H. Symington Company. ^-^-^--^-J^-4^4^4^U-— «/- Half Plan Section € F r= 7_ ^3 6^ from Str/k/fjg Plate to Bock Stop - r --£ 5i J'l^ "^"^ - - -^^"y-' as---=-5STK«^ @ ~@'""a © © Mk%A^ ^^4 I -^'7'^- Fig. 694— Farlow Spring Draft Gear with M. C. B. Class G, 8 in. by lH in. Twin Springs. T. H. Symington Company. Half Top Plan H f-4^ -^/- -^^glsr^'^eJi-^efX-eB- IS ' r-J/S ""^^ "16 ""^^ ~ ^^'"^ "*^ S/g Mo If P/on Spction FF From Striking Plate to Back Stop d'Sg Countersink to Allotv Application ofAnffk -\p<--9fXjf^6f'^ -/:S'::,l>>'m:^^l£i£^^ ^ iSi^ ^ ^ ■ i'-J;^-.t O o o o o I -. I'M [-W-lJ *' I TJt i ^ i£^/-^iig'- ^i---(gi-- -Cyiincfer Fig. 700 — ^lincr Tandem Friction Draft Gear for Atchison, Topeka and Santa Fe Box Cars. W. H. Miner, Figs. 702-704 DRAFT GEAR. 487 -»l2ft k- Fof/mrerr^/ Yoke Key- W I Draft Gear Carry Iron bamtyLlip Fig. 702— iliner Friction Draft Gear for Kcw York Central Lines ("jondda Cars. W. I-!, iliner ji i Washer for Cffr/y Iron Samfy Clip „ ■*1 v^^ ~^ ~ ,1 I Fig. 703— Miner Friction Draft Gear witli Key Conr.cction lietwcen Yoke and Coupler for Freight Cars. W. 11. iliner. Parts of Anderson Friction Draft Gear. 1 J'oUowcrs 2 Spring Caps 3 Lcrcr 4 Springs Fig. 704— Anderson Friction Draft Gear, Tj'pe A, Unassembled. ".\Iid-A\'estern Car Supply Company. 488 DRAFT GEAR. Figs. 705-707 ^ -4^ " V:;:-^' u,i^^<:;'tP^jj^-ji'^-^,r^if'i~'ii:mV''^^''\' ''~f^'W^ Fig. 707— Butler Friction Draft Gear No. 350 with One Draft Sill Removed. Butler Drawbar Attachment Company. Figs. 708-710 DRAFT GEAR. Fig. 708— r.utlei- Fricti.m Draft Gear No. 370 with One Draft Sill Removed. .^A-., , ^/^ 489 Fig. 709— Butler Friction Draft Gear No. 350 Applied to Freight Car. Fig. 710 — Butler Friction Draft Gear Xo. 370 Applied to Freight Car. Butler Drawbar Attachment Company. 490 DRAFT GEAR. Figs. 711-713 Fig. 711— Butler Special Tandem Spring Draft Gear. Butler Drawbar Attachment Companj^ m Fig. 712— Republic Friction Draft Gear for Freight Cars with Wooden Sills. Western Railway Equipment Company. L( -ij \^m^ '^''^fW Fig. 713 Republic Friction Draft Gear Under Buffing Compression, Western Railway Equipment Company. Figs. 714-716 DRAFT GEAR. 491 Parts of Republic Friction Draft Gear. See Fig. 714. A Front Friction Block D Spring Cap B Back Friction Block E Tension Bolt C Side Friction Block F Front Folloivcr G C ross Spring l| -!/■ C. B. Draft Springs I Yoke K /;)-((/"/ Lug or Check Plate Fig. 714 — Republic Friction Draft Gear, Type G, with Parts in Normal /^ '\ ^ — N Position. Western Railway Equipment Company. Fig. 715 — Sectional View of W'estinghouse Friction Draft Gear. Westinghouse Air Brake Company. Parts of Westinghouse Friction Draft Gear. See Fig. 716. 5660 Standard Friction Draft Gear, 5665 Auxiliary Preliminary Spring 5670 Female Segment complete 5666 Nut for Release Pin 5671 Male Segment 5661 Draft Gear Cylinder Body 5667 Pclease Pin- 5672 Friction Strip 5662 Release Spring 5668 Rivet for Securing Release 5673 IF edge and Release Pin ivith 5663 Preliminary Spring Pin Nut Auxiliary Prelintinary Spring, 5664 Auxiliary Release Spring 5669 IVedge complete Wicr 7ifi — Parte nf W/p ct in ctIi ouse Friction Draft Gear. Westinghouse y\ir Brake Company. 492 DRAFT GEAR. Figs. 717-718 — /^OTE — This distawce /ui/sr BE 2^' AFTf/^ ALLSlACK /s Take A/ UP //V THE DJ^AFT /^/GGZ/VS BY COAiPH£SS/ON. Fig. 717 — A^^estinghouse Friction Draft Gear for Freight Cars with Wooden Center Sills and Malleal:)le Iron Draft Sills. AVestinghouse Air Brake Company. -3- — 2'i- In applying, rivets should be headed on opposite sides. SECTION-AA. T=F^=i Lrtt. . -^-- Jr II I .r\r \ rrumn m SUPPORT STRAI? WHERE IN CONTACT WITH YOKE TO BE WELL COATED WITH HEAVY 6REA3E BEFORE APPLYINS. Fig. 718 — Westinghouse Friction Draft Gear for Freiglit Cars, with Universal Attachments and Yolo Westinghouse Air Brake Company. Fig. 719-720 DRAFT GEAR. 493 Important \f/^ Si If Punching for Keif Slot Boss. Dimensions Shoi^n ore j^ Larger Than Key S/of Boss. Fig. 719— Universal Attachments and Yoke for Westinghouse Friction Draft Gear. Universal Draft Gear Attachment Company. Fig. 720— Universal Attachments and Yoke for Sessions Draft Gear, Type K. Universal Draft Gear Attachment Company. 494 DRAFT GEAR. Figs. 722-723 .—8-- a-tB -, C> ...,.. y. .C^ f ^ ' o ' ^^^^""^ E Seci-ion B-B Section A-A Supjoorf Sirop h/here //? Contact IVii-h yolttJW-j'4(-.:g->j -^i^—7i--'M—^—-M — 10^- — w/k- Secfion-M. Sec/m-u. ^ m irryc ^ i, ^ jipja lkE>N a til y y 1=1 y Fig. 724 — SessionS'Standard Friction Draft Gear, Type E, for I^reight Cars with Wooden Center Sills. Standard Coupler Company. \zSprmff£arre/5. 0-70. Z<:enferrrlcfion3ocA.s. C-72 . ^P'''^'^\4S/de/ficAonBfr!drs. G-7 1 Z-Sprmg P/aA \7~'-j;~/as' ,'-J&/7/7^^<7/7E< C-70 < /Sg -^ ^gSprinpej'xa'M.CM.Sfi/ l-5pring e^x /ej ' (ro c/osesoMa//SJ') ae. s ^^ /' I>-,u c; ^-r >rn -^^^- ^^-i 0= £fua!/y ^/lacn} Tir PLATE CV.WLE CASriNd -t Jhus Mnll. iron -j. ^J i^ rtuj -UV-ouyA/- iTOfl 2 this -Open?uarfh Tiicdmjp sful SWK we. TIE PLATE ^ "^^ .1 / 7?A'£ JL'///u3-H'/-f.,y7v^ 1 \^ n/lAWBAR EXTENSION 2 Ih^a -WrmgM ir,u -Enliri leTigth nf opemug - SIDE DEAFT LUG -l-n-: { 'i''j^f!f ^'jfj Wrnghf i. (4>" 5 ri,r.,, 2-7 r — ^ ^; ^ IT.Ii' Im^BT-tarif. .^ FOLLO^lTn TOP SlflDE 'lth^3-W„agtt i "&n 1 L_ >- ^ Fig. 742 — Parts Used in Application of Westinghouse Friction Draft Gear to Passenger Train Cars with Standard Steel Platforms and Three Stem Couplers. Westinghouse Air Brake Company. Figs. 743-744 DRAFT GEAR. 503 Fig. 743 — :Miner Friction Draft Gear and Friction Buffer for Lehigli Valley Passenger Train Cars. W. FI. J\/liner. -9-6' to Cenkr of Kingbolt- - Section B I Seciion A Fig. 744_Miner Friction Draft Gear and Friction Buffer for St. Louis & San Francisco Non-Vestibule Passenger Train Cars. W. H. Miner. 504 DRAFT GEAR. Figs. 745-746 Fig. 745 — Miner Tandem Draft Gear for Atchison, Topeka & Santa Fe Steel Underframe Passenger Train Cars. W. H. Miner. Fig. 746— Econoraj' Emergency Coupling Device. Spencer Otis Company. Figs. 747-748 UNCOUPLING APPARATUS. 505 Uncoupling lever arm should be of such length that center of pin-hole B will pass through point A located 4^4 in. above in- itial position of lever arm and 2 in. back of center line of lifter. Chain slack to be IYj in. to 2 in. Fig. 747 — Recommended ^Method for Application of Uncoupling Lever to Simplex Top Lift Freight Coupler. American Steel Foundries. Fig. 748 — Imperial Uncoupling Apparatus and Details, for New York Central & Hudson River Box Car Shown in Figs. 274 and 276. 506 UNCOUPLING APPARATUS. Figs. 749-751 -^ #>^ g^ d" IS" 'E 16 Plan V/syv of Applkoi'on. 'M \^-4i , 7" I « 3 of Buffer "^/^ Casting, s^ ^ j4" -BO- 5 Seciion A A Fig. 749 — Application of Duplex Uncoupling Apparatus to Box Car. National Railway Devices Company. Fig. 750 — Application of Acme Universal Uncoupling Apparatus to Box Car. Acme Railway Equipment Company. Fig. 751 — Recommended Uncoupling Arrangement for Simplex Passenger Coupler. American Steel Foundries. Figs. 752-753 DUMPING APPARATUS. 507 i'-—-^ Fig. 752 — Simonton Door Operating Apparatus for Twin-Hopper Gondola Car. Standard Steel Car Company. Parts of Dumping Apparatus Shovsm in Fig. 752. 1 Double Sheave zuitli Ann 2 Link 3 Left Hanger 4 Right Hanger 5 Hanger Clevis 6 !-Bolt 7 Door Stiffener Latch Dog 9 Latch 10 Latch Wheel and Bushing 11 Llinge and Hinge Butt 12 Door 13 Square JVinding Shaft 14 IVinding Shaft L>runi 15 Chain for Operating Gear 16 Shcai^e Bearing l]^-<^ 'rS-//,4% iofCar Rail tine ^ Fig. 753— Simonton Door Operating Apparatus for Self-Clearing Hopper Car. Standard Steel Car Company. 508 DUMPING APPARATUS. Figs. 75f-755 Fig. 754 — Hopper Door Operating Apparatus. Standard Steel Car Company. Fig. 755 — Dunham Drop Door Apparatus for All-Steel Hopper Bottom Gondola Car. United States Metal & Manufacturing Company. Figs. 756-758 DUMPING APPARATUS. 509 Fig. 756— Dunham Hopper Door Apparatus for Pennsylvania Railroad All-Steel Hopper Car. United States Metal & Manufacturing Company. SectionB-B. 3ectionA-A Fig. 757_Lind Drop Door Apparatus for All-Steel Hopper Bottom Gondola Car. Pressed Steel Car Company. 9" Door Opening n Section Fig. 758— Door Operating Apparatus with Lind Safety Clutch for All-Steel Plopper Car. Pressed Steel Car Company. 510 DUMPING APPARATUS. Figs. 759-760 Fig. 759— Door Operating Apparatus for All-Steel Hopper Car with Transverse Doors. Enterprise Railway Equipment Company. 1 "^ 1 M i Fig. 760— Door Operating Apparatus for Center Dump Ballast Car. Enterprise Railway Equipment Company. Figs. 761-762 DUMPING APPARATUS. 511 Fig. 761— Door Operating Apparatus for Side Dump Gondola Car. Enterprise Railway Equipment Company. 34.x:?^x^L^ ? Sfiffeningf ^r - ]1 1 -a n "ir laii V. b J_H i" L |r— ^ 34 x3^ r^ l^ Fig. 762 — Empire Drop Door Operating Apparatus for General Service Car. United States Metal & Manufacturing Company. 512 DUMPING APPARATUS AND DOORS. Figs. 763-765 Fig. 763— Door Operating Apparatus for Side Dump Gondola Car. Enterprise Railway Equipment Company. Fig. 764 — Interior View. Fig. 765 — Exterior View. Williams All-Service Car Door. Williams All-Service Car Door Company. Figs. 766-767 DOORS AND FIXTURES. 513 ii'.l'.'J'L Fig. 766 — Christy Steel Door for Box Cars. H. A. Christy & Company. V-i3fA of Frume ' Fig. 767 — All-Steel Door Used on the Pennsylvania Railroad Steel Frame Box Car Shown in Figs. 270 and 271. 514 DOORS AND FIXTURES. Figs. 768-770 Seci-ion at Top of Side Door. Section of Boifom of Sio'e Door Fig. 768 — Details of Side Door for Union Pacific All-Steel Box Car Sliown in Figs. 1, 261 and 262. •^^g Copper // Fig. 769 — Latch for Door of Summers All-Steel Box Car. Fig. 770 — Details of Door for All-Steel Box Car Sliown in Figs. 263-266. Summers Steel Car Compan; Figs. 771-773 DOORS AND FIXTURES. 515 irrnr'^T) m "T o] < m -^ Fig. 771 — Door for Summers AU-Steel Box Car. See also Fi^s. 769 and 770. Fig. 772~Door for Canadian Pacific Steel-Frame Box Car Sliown in Figs. 6, 267 and 268. s ss ^S5 t ~^Zt^ ' _3 oF",. -'7"\ r v— ^ < lol \.''\' \ "?? 1 1 >) 1 1 ~r 1 1 ?'4 9'7 erf Oooi loci \ 'T7/ — ; 1 fer^W 1 P pc S~ set: » 1 1 1 \\ |l |i 1 "I" i' !i I] [ 1 1 1 1 1 1 J — ,_. — f - 1 1 I i; 6"b «l ifei ^ "•^^ , U 4t5 #=■ ^^^ A 1 1 % J?. 1 1 1 ) 1 1 J. > 0^ =5 1'^ s? J, J. A ... --■ 'gf ,re of. 1 1 1 1 k- V- — 4' e— j 1 1 1 E ^ 1 1 44- \ ■4 ,-f:,:,.ss.:s::js-s;.:::... l^-i4i-.i<'V^«^<.i<.-lfJ-i-' i"^ if Simp, t -n n — i -[H — Fig. 773— End Door for Chicago, Milwaukee & St. Paul Automobile Box Car Shown in Figs. 282, 283 and 284. 516 DOORS AND FIXTURES. Figs. 774-775 z -10-0 In Clear Fig. 774 — Two-Piece Side Door for Automobile Bpx Car. Western Steel Car & Foundry Company. kid Fig. 775— Camel Door No. 30 for Steel Frame Box Cars. The Camel Company. Figs. 776-778 DOORS AND FIXTURES. 517 Fig, 776 — Combination Door Stop and Lock. The Camel Company. Fig. 777 — Sectional View Showing Application of Combination Door Stop and Locl<. The Camel Company. Fig. 778 — Security Door with Movable Post for Automobile Bo-x Cars. The Camel Coninanj 518 DOORS AND FIXTURES. Figs. 779-780 ^ ^ O mr Fig. 779 — Application of Securitj^ Car Door Fixtures. The Camel Company. Use Round Headed Screws 3 - Long. Fastened on tv/th ^ Bolts Located about 4 Centers after frock /s Placed Fig. 780 — Chicago Car Door and Fixtures. Chicago Car Door Company. Figs. 781-782 DOORS AND FIXTURES. 519 UJ P^ ^ ffofe/d'S'L Fig. 781 — Details and Application of Chicago Grain Do or. Chicago Car Door Company. —lOS^ Bei^een Doer Pos/s s i'^ '\ ,1 \ -^ " - - - - r;-- il 1 J 1 1 1 1 1 1 1 (1 11 II M h H ll 1 1 T"^ \ \ \ \ je \ \ \ \ \ ■II 1 1 1 1 1 1 1 / 1 / / / ] 1 1 o> 1 1 1 1 1 1 ll i |i ll II u ll -L r- / 1 1 1 1 1 1 1 \ 1 V zl A 1 1 \ \ \ \ \ \ \ \ ._ L_ \ 1 \ j \'\ 1 1 1 1 \ III / 1 ±- ~. - -- -. -- \ \ 1 \ \l \ 'I l;Ji <-* — __ 4 'ys -II ~ M 3ecHon Through 5/de Plaie and Door. '\3x4gx3eg SecHon Through Sill af Door. Fig. 782 — Side Door for Chicago, Milwaukee & St. Paul Automobile Car Shown in Figs. 282, 283 and 284. 520 DOORS AND FIXTURES. Figs. 783-785 Lr- - - -~ ._,1.. - d - -- ''^ ■ ■ - ■ - - ¥ — ^ : f Fig. 783 — Details of Application of Detroit Door. Hutchins Car Roofing Company. Fig. 784 — Detroit Door Fixtures. Hutchins Car Roofing Company. Fig. 785 — Types of Locks for National Safety Car Door Fastener. See Fig. 788. National Malle- able Castings Company. Figs. 786-789 DOORS AND FIXTURES. 521 Fig. 786 — Jones Peerless Door for Box Cars. Jones Car Door Compan}-. ■\SeqtfOn fhnx/^h Door and Side Sin: Fig. 787— T-fasp f.ir National Safety Car Door Fastener Shown in Fig. 7SX. Fig. 788 — National Safety Car Door Fastener (Patented). Na- tional Malleable Castings Company. See also Figs. 785, 787 and 789. Fig. 789— Staples for National Safety Car Door Fastener Shown in Fig. 788, 522 DOORS AND FIXTURES. Figs. 790-791 Fig. 790 — End Door and False or ^Movable Post for Side Door of Erie Railroad Automobile Box Car Shown in Figs. 12 and 272. American Car & Foundry Company. ■,'-r3U Hand Md fo be located at each corner excepf corner mYh irraJr)^ masf Fig. 791 — Drop End Door for Pennsylvania Railroad Gondola Car. Figs. 792-793 DOORS AND FIXTURES. 523 •W^,-*-- Closed, Ready for Sealing. I" Position to Release Hasp. Fig. 792— Dayton Freight Car Door Lock. Dayton Malleable Iron Company. Secfion A-A. SecHon 8-8. ^ -4; z'li"- — ^-z-^ Fig. 793— End Door for Atchison, Topeka & Santa Fe IJox Car Shown in Fig. 289. 524 DOORS AND FIXTURES. Figs. 794-797 Fig. 794 — St. Louis Fhisli Car Door. Fig. 795 — Western Flush Car Door. \\'estern Railway Equipment Company. Fig. 796 — Automatic Car Door Lock. Railway Utility Company. Fig. 797— Cross Section Through Utility Double Roller Car Door Hanger. Railway Utility Company. Figs 798-799a DOORS AND FIXTURES. 525 Fig. 798 — Arrangement and Details of Garland Refrigerator Car Door Fastener. Burton A\'. kludge & Company. big. 799 — Closed Position. Fig. 799a — Open Position. Garland Refrigerator Car Door Fastener. Burton W. Mndgc & Company. 526 DOORS AND FIXTURES. Figs. 800-801 ,-,^ ,S/c/e Fig. 800 — Folding Side Door for Central of New Jersey Horse Car. ^ 6-\^ Fig. 801 — Refrigerator Car Door. Milwaukee Refrigerator Transit & Car Company. Figs. 802-803 DOORS AND FIXTURES. 527 ^,|/^u_ .End o/ Bolh Rirehd Orer Fig. 802— Door for Central of New Jersey Ice Car Shown in Figs. Zl(y, Z77 and 379. Special PIa5t/c,Purlap j ,y^ Wool deadening ^If '3-ply insulating-paptr " "Yellow Pine , .< i li^Air Space. 'J^ Air Space. ^' Strip andpi^ I Carline ^^ , Z Post ''3'ply ms paper -f MafchedYelloivPim. Hoi ins, paper -Airspace , k'pliAsphalft/m oamrafaf Wool deadening lelt i^'Matiied Basswood.l^ J Note- Poors must have 8 Clearance except at Bottom f-plyAspholtum j saturated Waterpwof I paper 3'ply insulatii Application ofPbdIock witti Wire Seal Inside Lining of Door, ... mr it-j"-H Section f-F 5K ■ K^?f' Section C-P ) I PI. tinned Insulation at Treshold SectionJ-KX^ Fig. 803— Miner Refrigerator Car Door Fastener and La Flare Insulation for Baltimore & Ohio Refrigerator Cars. W. H. Miner. 528 DOORS AND FIXTURES. Figs. 804-809 - s-oy^- nn Fig. 80-1 — Wooden End Door for Norfolk & Western Coaches. Parts of Doors. See Figs. 805 and 809. 1 Door Post or Jamb 2 Door M'ulUon 4 Top Door Rail 5 Bottom Door Rail 6 Middle or Lock Door Rail 7 Parting Door Rail 8 Door Stile 10 Lower or Twin Door Panels 11 Middle Door Panel 12 Upper Door Sasli 13 Lower Door Sash 21 Door Hanger 22 Door Hook 23 Door Guards y,"-^ 'r Fig. 805— Wooden E Haven & nd Door for New York, Xe\ Hartford Coaches. ^ \ RemovableStop. T i ^^ Section A. 1 ^ \ Sect/ on B. ^4 Fig. 806— Steel Vestibule Side Door and Dahlstrom Metallic Door Company. Deta i9 li i r^ Inside E/evoiion Section C Section d. Section A. Fig. 808— Steel Side Door and Details for Baggage Car. Dahlstrom Metallic Door Company. ^T| ik 7 mass 1 I8"x24 C^ 1 ^ji— ' a •■o! If Clear \ \ iex24\ § Y "5 ii ■- \is'g'-< fi: V— 23- ~> 26i M Fig. 807- Wooden Vestibule and End Doors Pullman Cars. £3^ for Fig. 809— Wooden Side Door for Norfolk & Waste Baggage Cars, Figs. 810-813 DOORS AND FIXTURES. 529 Slidiii- D. End Dmoi- Fig. 810 — Stt-el Diii-irs fi .r Trudson i^ Manliattan Tuiiiirl Tars. I 1 aie 'S: Killiuni ( '' miiiaii} . '^.h9m Fig. 811— Steel I-:nd Door for 1 larriman Lines .Steel Coaches. Fig. 812 — Ooulde Sliding- |)iinr loxtiire, James L. I I (jward & (-'ompiiii^ Inside. Otitside. Fig. 813— Steel Vestibnle, End and Salnrm Do'.rs for Pennsylvania RailrMad Steel Coacliej T-Talc & Killmrn Company. 530 DOORS AND FIXTURES. Figs. 814-817 Sliding Door. Wide Door. Swina; Door. Fig. 814 — Acme Pressed Steel Doors. Acme Supply Ci. mpany. Fig. 815 — Application of Russwin Door Check. Russell & Erwin ?.Ianufacturing Company. Fig. 816 — Russwin Door Check. Rrsscll & Erwin ^lanufacturing Company. Fig. 817 — Holhiw Steel Doors for Steel Subway Cars. Grinden Art Metal Company Figs. 818-825 DOORS AND FIXTURES. 531 Fig. 819 — Sliding Door Hangers. Russell «& Erwin Manufacturing Company. Fig. 818 — Hoilow Steel Baggage Car Door. Grinden Art ISIetal Company "^ » Fig. 820— Baggage Car Sliding Door Hanger. James L. Howard & Compauy. Fig. 822— Door Bottom and Corner Rollers. Dayton Manufacturing Company. Fig. 821— Yale Door Check. Yale & Towne Manu- facturing Company. Fig. 823-For Baltimore & Ohio Baggage Cars. Fig. 824-For Harri- Fig. 825-For Interborough man Lines Coaches. Subway Cars. One Piece ^letal Doors. Forsyth Brothers Company. 532 DOORS AND FIXTURES. Figs. 826-829 Fig. 826-Pneuniatic Operating Apparatus for Sliding Doors. Consolidated Car Heating Company. Fig. 827— l-'uur LUittuii fusli .Switrli for Remote l-ontrol of .Magnetic Air \'al\es fr.r F'neumatic Duor (Jperaturs. Cons. ;lidated Car Heating Criirpany. Fig. 828— S gnal f.ight Box witli Cover Removed for A[ot(irman's Automatic Starting Signal, Indicating .Ml Doors of Train Closed. Con- solidated Car fleating Compan_v. Fig. 829— I'neuniatic Door Operator an ,. , '' ^fagnctic Valve, Showing Application to Car Door Limsohilated Car Heating Company. Figs. 830-835 DOORS AND FIXTURES. 533 Fig. 830 — Door Stops and Holders. Russell & Erwin Manufacturing Company. Fig. 831— Dour Mulders. Adams & "W'estlakc Cumpany. V^ FULL SIZE Fig. 832— Cross .Sectiun of Diamond Tubular Ball Bearing Dour Hanger. Fig. 833 — Sherburne Patented Car Door Holder. Sherburne & Company. Fig. 834 — Door Spring. Russell & Erwin i\Ianu- facturing Com- pany. Fig. 835 — Diamond Tubular Ball Bearmg Sliding Du(jr Hangers lor Brooklyn Rapid Transit Center Knif^n.-A Cars. Diamond Door Hanger Company. 534 FREIGHT CAR REFRIGERATION AND HEATING. Figs. 836-837 IJ Gouge Galr. "~~ Steel. 3 Layers of ^ Flaxlinum WithXU Red Rope Section on Center One Pn-y^r on each Side LlJiljj Front Eievof/on. Fig. 836 — Bohn Standard Ventilator and Plug for Refrigerator Cars. White Enamel Refrigerator Company. Section of Box For ff oak. Fig. 837 — Insulation and All-Steel Removable Bulkhead for Refrigerator Cars, Bohn System. Wliite Enamel Refrigerator Company. Figs. 838-839 FREIGHT CAR REFRIGERATION AND HEATING. 535 Keystone Hair Fe/f is cohered on both sides mf/i paper and s/ifched through. Insulation o'f ceding to be the same as the side of fhe car. dPlyWaterproot\ Felt Papei Air Spaces Ket/sfone Hairfe/^ '" " iper 2 Ply Waterproof Felf Paper Fig. 838 — Insulation Details for Pennsylvania Railroad Steel Frame Refrigerator Cars. Fig. 839— Refrigerator Car Insulation Details. Milwaukee Refrigerator Transit & Car Conlpan3^ 536 FREIGHT CAR REFRIGERATION AND HEATING. Figs. 840-842 Fig. 840 — Details of Ventilators for New York Central & Hudson River Produce Car. FIBHEWOVE - F/BREWOVB- Fig. 841 — Application of Fibrewove Insulating Paper to Refrigerator Car. Philip Carey Company. "--^r^^ . \ PALSETCEILING M\' FALSE CEILING + t '3f. B Fig. 842 — Diagram of Refrigerator Car, Union Fibre Company's System, Showing Air Circulation. Figs. 843-844 FREIGHT CAR REFRIGERATION AND HEATING. 537 /I 4 Flooring /Paper (/layer) ' Sub Floor ^xl Naih'nffSfrip 1 Linofelf f^Shea/hing lining fg Sheafhing^ Floor. 2layersfhper 2 Uno/e/f ~' ~T — 2 Layers p Linofelf ^xl Na}/inff SfrJp /iir Space j^ Sheaf h/'n^ Roof. < 400 Car r>od}'. 843 — Refrigerator Car Insulation. Union Fibre Company. -3 0- 'Hafch Orafe „ , — , Cross Secfion. Elevafion Shomng From/'ncf. ^ Fronf Eleu-aHon. Fig. 844 — Collapsible Ice Bunker for Refrigerator Car. Union Fibre Company. 538 FREIGHT CAR REFRIGERATION AND HEATING. Figs. 845-848 Fig. 845 — Xon-Splash Drip Pan for Collapsible Ice Bunker. Union Fibre Company. 846 — Leeds Ventilator for Refrigerator Cars, with Top Removed. B, B are Air Passages; Plate P Prevents Air from Circulating Around Ventilator; O Sho-n-s Position of Drain- age Hole. Plug K is Shown Open for Ad- mission of Air to Ice Tank or Bunker. Fig. 847 — Leeds Ventilator for Refrigerator Cars. Arrow Indicates Deflector Which Carries Air into Passages, B, B. LInion Fibre Company. Single Burner Type. Two Burner Type. Fig. 848 — Alcohol Portable Stoves for Heating Refrigerator Cars for Transportation of Perishable Products in Cold AYeather. Alcohol Heating & Lighting Company. Figs. 849-852 FREIGHT CAR REFRIGERATION AND HEATING. 539 Fig. 849— Alcohol Burner for Alcohol Heating & Lighting Company's Heaters. Fig. 850 — Heater Box as Applied to Refrigerator Car, Showing Location of Heater Drums and Alcoliol Supply Tanks. Fig. 851 — Cross Sections of Refrigerator Car Shown in Fig. 852, Showing Application of Heater. Alcohol Heating & Lighting Company. Fig. 852 — Section Through Refrigerator Car Equipped with the Alcohol Heating & Lighting Company's Heating System, Showing Location of Heater and Passages, and Flow of Air Currents. See also Fig. 118. 540 FREIGHT CAR REFRIGERATION AND HEATING. Figs. 853-855 Fig. 853 — Air Circulation in ^^jinire I'atcnl Car when Arranac'l for Rcfriseration. Fig. 854 — Air Circnlatinn in ilcirire Patent Car wlien .-\rrangeil for Heating. Fig. 855 — Air Circulation in ^loore Patent Car when .-Vrrangetl tor Ventilation. JMoore Patent Car Company. See also Figs. 109 and 114. Figs. 856-858 FREIGHT CAR REFRIGERATION AND HEATING. 541 STORAGE HBATER End View STORAGE HEATER Sectionai. Enp View 1 J| IP s^¥:r;7;;^S:i 1^^^^ ^^^J: ^H lfi==#: :#— -ii#^ j^^== -3^ "- STORAGE HEATER LoNciTUDiNAi, Section Fig. 856— Gold's Improved Storage Heater for Use in Refrigerator Cars During Cold AVeather. Gold Car Heating & Lighting Compan}-. 87i^ Fig. 857 — Piping Arrangement frjr Gold's ImprMNcd Shirage Heaters. Fig. 858— Gold's Improved Storage Heaters as Applied to a Refrigerator Car. Gold Car Heating & Lighting Company. 542 FREIGHT CAR ROOFS. rig. ODv Running Board 6acfc/fe. Section Through Sect/on Through SecfionnroughCorlineai-AA Section Through Ridge Po/e at ^r^!^r"J^°^?R fioof at Purlm. Roof at Riage Pole. Car/ines D Carline at B B. E Ajtbouffv^ Sect/on Through Purlin crt Carlin&. Fig. 859 — General Arrangement and Details of Franklin Flexible ^letallic Roof for Box Cars. I''ranklini Railway Supply Company. See Page 543 for Names of Numbered Parts. Fig. 860 FREIGHT CAR ROOFS. 543 ! Roofing Sheets 2 Carlines 3 Ridge Pole 4 Purlins 5 Ridge Cah' Parts of Franklin Roof. See Fig. 859. 6 Carline Caps 7 Riiiniiitg Boaid Saddles 8 Ridge Pole Hoods 9 Carline Hoods 10 PiirUii-Carline Keys 12 Running Board Brackets 13 Running Board Side Extension Supports 14 Running Board End E.vtension Supports 15 ['Running Board Extension Braeitcls ,viA/\A fVV«\v,.u (AvvvAam ,w„.v«\....wwA*| n^f^^clof Splicing Boards WvvV.v.'J l-rt'^w-vvj Invw/J A G r<--6"--X ^ ■■* i) ' B Mefhodof mi Mefi70c/of kftachii^qSheet^ Attaching Sheafs atEndPhtt! atSidePfate -^ .-i-o RunninqBd. jflp jectidfiatA-A Section at B-B G " ■^n i__j '^' T-r Section at f-F m tlo.l8-LI.SS.6age 4f dalvSteel, K-?^,r" Section at 6-6 UwJU-i/v-aI/ayw a'-'.-.J*.'-' Section ThroughC-C Method of Attaching Ridge Cap tiood at End Plate tIethodofA ttachim Carline Troug/ Board Saddles Carline Troughs at Funning '" "les k--/-M-^ _.:MM,;,,?^,,,,MM...i^i....._iiL.M.uiT...LLL:LLu_,_,_rv^,_ ,_. ■__:_■___:"_. .:i Fig. 860 General Arrangement and Details of Outside Type of Franklin Flexible ^Metallic Roof for Refrigerator Cars. Franklin Railway Supply Company. 544 FREIGHT CAR ROOFS. Figs. 861-864 Fig. 861 — Western Steel Carline. Western Railway Eqnipment Cimipany. Pig. 862— Franldiu Flcxilile Aletallic Rnnf Applied to Box Car. iM-ankliu i\ail\va_\" Siipiil_\- Crinipan> . Fig. 863 — Rnof of General Service Car Shown in Fig. 92. Xatirjnal F)ump Car Company. Fig. 864 — Interior View of E'.ox Car Equipped \\)tli Franklin IHexible .Metallic Roof. Franklin Railway Snppl\" Company. Figs. 865-870 FREIGHT CAR ROOFS. 545 Fig. 865 — Hiitchins Air Si)ace Seclioiial Plastic Car RcM.l". Fig. 866— Hutchins All-iletal Inside Roof. Fig. 857 — llutchiiis I'lastic Car Roof. Fig. 868 — Hutchins Sectional Metal Inside Ro"f. Parts of Hutchins Type D Roof. A LoiL- Roll .loiiil B Torsnjii luuc I-n;id C Gul:'(inl::cd l\,i,ifiiii^ Sheds £ (_7o/i am cd J niiit luii'c I illci Piece F GaUaiii d Cciilcr Ihmd G uuUdiii id Stiddle L'liCr Fig 865— Inn. Inns I ^ \n T) ( )ut-id( Metal }<■•'<( Fig. 870— Hutchins Imijro\ed -\11-Steel Steel Carline Roof. Hutchins Car Roofing Compan\'. 546 FREIGHT CAR ROOFS. Figs. 871-872 i 1 ' A 1 1 1 □ ^\^ 1 1 1 1 1 1 1 1 1 1 Joint Cap -Up 5heei Ridge Joint at ffidgs Fig. 871— Details of Hutcliins Type D Outside Metal Roof. See also Fig. 869. Hutchins Car Rooting Compan)'. c ^?- axo3^^T=i 5t^^y !H ja^'^' " V ., .^ -X ° ' " -'Ir* ' 1 11 1 1 ~" L_ i , L L__ 5p.ofion on B-B Fig. 872 — Details of Hutchins All-Steel Steel Carline Roof. See also Fig. 870. Hutchins Car Roofing Company. Note. — In Figs. 269-271 are shown general drawings of a Pennsylvania Railroad box car equipped with an all-steel roof. This roof is attached to the superstructure in such a manner as to leave an opening for ventilation between the carlines. Figs. 873-874 FREIGHT CAR ROOFS. 547 Secfion Showrng Transverse Roof Boards. Secfion Showing Longifud/naf Roof Boards. Fig. 873 — Application of Xo. 4 Outside Iron Roof. Chicago-Cleveland Car Rooting Company. Defail of infermediafe ■ Sheet . Secfion of /funning Board and Roof. Qalvanized Iron, Secfion af £a/es. k- -/$ — >1 ^^ center of each ^ ° ^sheef^ Nail Cross Secf/on Through End Facia. ^T'l^^^ CarriagaSo/l Secfion af £aves. Defail of Saddle. Secfion Over Dooryvag. Fig. 874 — Details of No. 4 Outside Iron Roof. Chicago-Cleveland Car Rooting Company. 548 FREIGHT CAR ROOFS. Figs. 875-877 Mortise in Ridse Pole Section Thronsjh Ridse Pole. iM^MJVvMM Side Elevtjtion of Rbof. Section Through Cover Strips. Section Through Plate and Ea\es PUn of Roof. Fig. 875— Improxed Chicago Car Roof. Chicago-Cleveland Car Roofing Company. Jec:f,m '"'' -|-<5'«/-- Fhnge o^ I-beam bsni 5oas^fxp1 *ostdtcfsidBpfafe. 5^^ pfa^ ^rooyed to fit con tour of I-bsam, y',?fS,ck/'hte Fig. 876 — Details of Steel Roof for Summers i\ll- Steel Box Car Shown in Figs. 263-266. Fig. 877 — I-Beam Carline. The Camel Company. This Carline is Shown Applied to Box Car in Fig. 289. Figs. 878-879 FREIGHT CAR ROOFS. 549 A 1 M * — ^i-— ' M > m 1 FVar? o/' /foo/' Fig. 878 — Chicago Improved Winslow Roof. Chicago-Cleveland Car Roofing Company. SalY.Shel Ccrp V" r?^- VisnShoning Posifion c^^A««%=l;::V-';=:f3] h^'^; p: 4 gFT^^Wf »% Runnlnq'Board riallJtvnWqs/rer ""^ "" Running Boa re/ Saddle Saddle Fig. 879— New Murphy All-Steel Radial Car Root and Details. Standard Kailway Equipment Company. 550 FREIGHT CAR ROOFS. Figs. 880-882 lui m '.-2l''-\--i7'-y ^^^S^^E^^^^^^^ gp??5HBFT:?:^ j a m a r* 2^iiS5i$3SlSHIS^3S|E ^^^ JE^vf^lr^ a^Jt- J^i^ r T i l /Ir J(3 yil~c. -_^ _--■-- " - " \ ^ T^ 77 ,i» - r'C .^ai Section C-D Folds on Sides ofSiieefs Fig. 880 — New Alurphy Car Roof, Type XLA and Details, for Louisville & Nashville Box Cars. Standard Railway Equipment Company. Fig. 881 — Steel Angle Roof Carline. Standard Railway Equipment Company. Fig. 882— Application of Carey's Three-Ply Burlap Center Freight Car Roofing. Philip Carey Company. Figs. 883-887 FREIGHT CAR ROOFS. 551 Fig. 883 — Cleveland Type B Pressed Steel Carline with Wide Ends. Cleveland Car Specialty Company. Fig. 881 Cleveland Type B Pressed Steel Carline, Heavy Pattern with Diminishing Ends. Cleveland Car Specialty Company. Fig. 885— Cleveland Pressed Steel Roof Carline. Cleveland Car Specialty Company. Fig. 886 Cleveland Pressed Steel Channel Carline for Outside Roofs. Cle\'eland Car Specialty Company Fig. 887 — Pressed Steel End Plate. Cleveland Car Specialty Company. 552 SHEATHING AND MISCELLANEOUS DETAILS. Figs. 888-892 Fig. 888— Cleveland Pressed Steel End Tie Band for Dox and Stock- Cars, Cleveland Car Specialty Company. for Jteel Car 1-A Pemel . ■ftl S-AJIal. Fig. 889 — ^Metallic (Steel) Sheathing for Passenger Train Cars Cencral Railwa}' Supply Compan\'. □ a i □ SecHon crtCenfer of f^ung. A. Fig. 891— Acme All-Steel Freight Car Ladder. Acme Supply Company. Ik f/o+e- Lencifh, Mficfth, rffung Spacing. Etc, to Suii- Con £'% "^MlbWi Fig. 890 — Interstate One Piece Steel Freight Car Ladder. Interstate Railway' Engineering Company. Fig. 892 — Security Interlocking Ladder Bolt. Adreon Manufacturing Company. Figs. 893-900 PASSENGER TRAIN CAR VENTILATORS. 553 Fig. 893 — Automatic Ventilator from Inside of Car Showing Diffusion Boxes and Controlling Shutters. Fig. 895 — Sectional View Showing Application of Automatic Ventilator. Automatic Ventilator Company. Fig. 894 — Automatic Ventilator from Outside of Car Showing Deflector and Openings to Diffusion Boxes. Automatic Ventilator Companj'. The Globe Horizontal. ^CTK. OF BL/ISr The Globe Erect. Fig. 896 — Sectional View Showing Application of Automatic Ven- tilator to Arclied Car Roof. Au- tomatic Ventilator Company. s^^? ^^^%> Fig. 898 — Register for Ventilator Pipe. James L. Howard & Company. Fig. 897— The Globe Ventilator. Globe Ventilator Company. Fig. 899 — Utility Ventilator. Railway Utility Company. Fig. 900 — Ward's Improved Ventilator. Ward Equipment Company. 554 PASSENGER TRAIN CAR VENTILATORS. Figs, yui-yus SCTlONi^U RuAN "Thro Car aud Vti^TH_AT6l* Fig. 901 — Diagram of Air Currents in Garland Ventilator. Fig. 902 — View Showing Construction of Garland Ventilator. Fig. 904 — Dining Car Equipped with Garland Ventilatin.g System and Garland Type of Sturtevant Blower. Fig. 906 — Pullman Sleeping Car Equipped with Garland Ventilators. Fig. 907 — Application of Garland Ventilator to Arched Roof of Harriman Lines Steel Cars. Fig. 908 — Illinois Central Arched Roof Dining Car Equipped with Garland Ventilators, Burton W. Mudge & Company. Figs. 909-915 PASSENGER TRAIN CAR VENTILATORS. 555 Fig. 909— Combined \ entilator and Lamp Jack. Scully-Jones & Company. Fig. 910— Direct Type Ventilator. Fig. 911— Application of Gold's Cyclone Ventilator. G old Car Heating & Lighting Company. Fig. 912— Gilmorc Xon-Intake Ventilator from Outside of Car. Fig. 914— Sectional View of Gold's Cyclone Ventilator. Fig. 913-Gilmore Non-Intake Ventilator from Inside of Car, Showing Vibra- tors. Kernchen Company. Fig. 915 — Gold's Cyclone Ventilator. Gold Car Heat- ing & Lighting Company. 556 PASSENGER TRAIN CAR VENTILATORS. Figs. 916-919 Fig. 915 — Pennsylvania Railroad Ventilating Ap- paratus for Passenger Train Cars. Fig. 917 — Ventilator for Saloons of Passenger Train Cars. Fig. 918 — Application of Andrews Auto- matic Ventilator. Safety Car Heating & Lighting Company. Fig. 919— Sections Through Andrews Automatic Ventilator. Safety- Car Heating & Lighting Company. Figs. 920-921 FREIGHT CAR TRUCKS. 557 Fig. 920 — Buhoup flexible Truck. McConway & Torley Company. -<— K- iL^'r -^ — >- /^^\ ^ k% ''//'^//y^/' -^/ -^i- — > ^ y///. '6 Contour of Center f/oi-e. Fig. 921 — Truck for New York Central & Hudson River 40-Ton Capacity Box Car Shown in Figs. 274 and 276. 558 FREIGHT CAR TRUCKS. Figs. 922-924 Fig. 922 — Buckeje Pressed Steel Truck. Pressed Steel Car Company. Fig. 923— Pressed Steel Diamond Arch Ear Truck. Pressed Steel Car Compan pany. Fig. 924— Fox Pressed Steel Truck, Pressed Steel Car C ompany. Figs. 925-926 FREIGHT CAR TRUCKS. 559 Fig. 925 — Fox Truck with Swing Motion Bolster for 40-Ton Capacity Car. Pressed Steel Car Company. Parts of Fox Truck. See Fig. 925. A Side N B Transom O C Transom Reinforcing Angle P D Pedestal Angle Q E Pedestal JVcariiig Piece R F Pedestal Bolt S G Sffring Plank T H S/^ring Plank Hanger V I Sirring Plank Hanger Pin V K Loiver Spring Plank Hanger Pin W L Pedestal Bracket X M Pedestal Spreader Y Side and Transom Connection Brake Beam End Hanger Bracket Spring Seat Combined Spring Plank Seat and Hanger Arm Bearing Spring Plank Hanger Bearing Bolster Channel Center Plate Center Plate Support Reinforcing End Casting Side Bearing Spring Cap Tot' Tie Plate Fig. 926 — Fox Swing Motion Bolster Truck with Wheels and Fittings Removed. Pressed Steel Car Company. 560 FREIGHT CAR TRUCKS. Figs. 927-928 :^. Fig. 927 — Fox Truck for 50-Ton Capacity Car. Pressed Steel Car Company. Parts of Fox Truck. See Fig. 927. A B C D E F G H I J L M N Sidc 1 raiisnin Center Sfiffcner Base Plate Pedestal .-Ingle Pedestal ll'earing Pieee Pedestal Separator Pedestal Bolt Pedestal Braeket Brake Hanger Bracket Center Plate King Pin Snpport Dead Le^'er Guide .-Inchor 4m I< — soi- — H M' Fig. 928 — Summers Balanced Side Bearing Truck. Half Secf ion B-B. Summers Steel Car Company. Figs. 929-931 FREIGHT CAR TRUCKS. 561 Fig. 929 — Summers Balanced Side Bearing Truck. Summers Steel Car Company. Fig. 931 — Truclv for Norfolk & Western 57^-Ton Hopper Car Shown in Figs. 16 and 290-292. 562 FREIGHT CAR TRUCKS. Figs. 932-933 Fig. 932 — Barber Side Bearing Truck. Standard Car Truck Company. -1341 Fig. 933— Six-Wlieel Truck for Pittsburgh & Lake Erie 100-Ton Capacity Flat Car Shown in Fig. 348. Figs. 934-936 FREIGHT CAR TRUCKS. 563 o 1 o A////oM^^' ■^ 'i^iaL = f^i^: = -:3 =-— - =*ii © ® « '4^:1 Si^A^yJyr/y/e T-es. OfC Fig. 934 — Barber T)-pe Diamond Arch Bar Truck for 40-Ton Capacity Car. Standard Car Truck Company. --fe Fig. 935 — Si-x-Wlicel Rear Truck lor Canadian Pacific Rotary Snow Plow Shown in Fig. 230. Fig. 936— All-Metal Pacific Pattern Logging Truck for 40 or 50-Ton Loads. Russel Wheel & Foundry Company, 564 FREIGHT CAR TRUCKS. Figs. 937-939 Fig. 937— Parts of Bettenclorf Swing ilotion Truck. Bettendorf Axle Com]iany. Fig. 938— Eeltcndorf Swing Motion Truck for 30-Ton Capacity Car. Bettendorf Axle Company. Pig, 939 Freight Car Truck ^^'ith Cast Steel Bolster and Side Frames. Scullin-Gallagher Iron & Steel Company. Figs. 940-942 FREIGHT CAR TRUCKS. 565 Fig, 940 — DiaiTond Arch Bar Truck for 30, 40 or SO-Toii Capacity Cars. American Car & Foundry t:. Company. Fig. 941 — American Steel Foundries Standard Freight Car Truck. Fig. 942 — Freight Car Truck with Cast Steel Side Frames and Integral Pedestal Taws. American Steel F'oundries. 566 FREIGHT CAR TRUCKS. Figs. 943-944 Fig. 943 — All-Steel Logging Truck for 50-Ton Loads. Seattle Car & Foundry Company. Fig. 944 — Hercules Logging Truck with Knight Patent Chock Block. Seattle Car & Foundry Company. Figs. 945-946 FREIGHT AND PASSENGER TRAIN CAR TRUCKS. 567 Fig. 945 — Swing Motion Diamond Arcli Bar Truck for 50-Ton Capacity Cars. 1 J-Vheel 30 2 Axle 37 3 Journal Box 4 Journal Box Lid 43 5 Pedestal 44 6 Pedestal Tie Bar 45 7 Pedestal Stay Rod 46 10 Wheel Piece 47 11 Outside Wheel Piece Plate 12 Inside Wheel Piece Plate 48 14 Top Arch Bar 15 Bottom Arch Bar 49 17 Truck Frame End Piece 51 20 Transom 55 20a Extra Transom 21 (for (for Six S IX- Middle Transom Wheel Truck) 22' Outside Transom Wheel Truck) 23 Transom Tie Rod 23a Extra Transom Tie Rod 24 Transom Truss Rod 25 Transom Truss Block 26 Transom Tie Rod Washer 27 Friction Block Parts of Trucks. See Figs. 945, 947 and 966. Truck Bolster 71 Bolster Guide Bars or Truck 72 Columns 73 Spring Plank 74 Spring Plank Bearing 75 Spring Plank Safety Hanger 76 Swing or Spring Hanger 79 Upper Swing or Spring Hanger 80 Pin 83 Lozver Swing or Spring Hanger 84 Pin or Spring Plank Pin 86 Swing Hanger Pin Bearing 87 End Axle Guard 88 Axle Safety Hanger 89 Transom and End Piece Tie Rod 90 Center Axle Guard 91 Truck Side Bearing 92 Side Bearing Arch 93 Truck Center Plate 95 Center Plate Block 97 Center Bearing Top Arch Bar 98 Center Bearing Bottom Arch Bar 109 Safety Chain 130 Safety Chain Hook 131 Safety Chain Eye Bolt 59 60 61 62 63 64 66 67 68 69 70 Equalising Bar Equali::ing Bar Spring Cap Equalising Bar Spring Seat Bolster Spring Seat Bolster Spring Cap Spring Block Equalising Bar Spring Bolster Spring Brake Head Brake Beam Brake Flanger Brake Hanger Carrier Brake Beam Safety Chain Brake Safety Chain Eye Bolt Brake Beam Safety Hanger Release Spring Brake I^cver Brake Lever Fulcrum Dead Lei'er Guide Bottom Brake Rod Brake Shoe Column Bolt End Piece Corner Plate Transom Corner Plate Fig. 946— Four-Wheel Steel Truck for Passenger Train Cars. The Harlan & HoUingsworth Corporation. 568 PASSENGER TRAIN CAR TRUCKS. Figs. 947-949 Fig. 947 — Pullman Standard Four-Wheel Passenger Truck No. 104. See Figs. 974 and 975 for Details and Page 567 for Names of Numbered Parts. Fig. 948 — Truck for Heavy Interurban JMotor Cars. McGuire-Cummings Manufacturing Company. Fig. 949 — Four-Wheel Truck for Pennsylvania Railroad Steel Cars. Figs. 950-951 PASSENGER TRAIN CAR TRUCKS. 569 Fig. 950 — General Arrangement of Four-Wheel Steel Truck Shown in Fig. 951. ^TTTT -ii , * IC t r t Fig. 951 — Four-Wlieel Steel Truck. The Barney & Smith Car Company. 570 PASSENGER TRAIN CAR TRUCKS. Figs. 952-954 wifhCcirBody Fig. 952 — Four-Wheel Truck for Electric IMotor Car. Standard J\Iotor Truck Company. Fig. 953 — Four-Wheel Motor Truck with Wheels Rotating on A.xles, for Chesapeake & Ohio Car Shown in Fig. 195. Federal Storage Battery Car Company. Fig. 954 — Four-Wheel i\Iotor Truck with Clasp Brake Arrangement for New York, Westchester & Boston Car Shown in Fig. 189. Pigs. 955-958 PASSENGER TRAIN CAR TRUCKS. 571 1 a Chain-^ Fig. 955 — General Arrangement of Four-Wheel Steel Truck Shown in Fig. 956. Fig, 956 — Philadelphia & Reading Four-Wheel Steel Truck with Clasp Brake Arrangement. The Harlan & Holling'sworth Corporation. 1 flip p£'-.- *w,*~y • 1 L " '^ y' :i^^ ■^- - '-'^..^li^Ss^Ms^ ^i ^^^ wm^^^ ^^ , New York, Fig. 189. Fig. 958 — Commonwealtii Steel Company's Four- Wheel Cast Steel Truck. 572 PASSENGER TRAIN CAR TRUCKS. Figs. 959-961 — ar3 Fig. 959 — Four-Wheel Steel Truck. The Harlan & Hollingsworth Corporation. Fig. 960 — Four-AVheel Electric ]\Iotor Truck. Baldwin Locomotive Works. Fig. 961 — Four-Wheel Trailer Truck for Electric ^lotor Cars. Baldwin Locomotive Works. Figs. 962-964 PASSENGER TRAIN CAR TRUCKS. 573 Fig. 962— Four-wheel Truck with Low Franae. Wason Manufacturing C ompany. Fig. 963-Four-Wheel Truck for High Speed Electric Motor Cars. AVason ^lanufacturing Company. Fig. 964— Six-Wheel Steel Truck. AVason Manufacturing Company. 574 PASSENGER TRAIN CAR TRUCKS. Figs. 965-966 Fig. 965 — Commonwealth Steel Company's Six-Wheel Cast Steel Truck. Fig. 966— Pullman Standard Six-Wheel Truck No. 106. See Figs. 976-978 for Details and Page 567 for Names of Numbered Parts. Figs. 967-968 PASSENGER TRAIN CAR TRUCKS. 575 Fig. 967 — Six-Wheel Truck for Pennsylvania Railroad Steel Cars. iCizis' I SecHon C-D. Seciion A-B. Fig. 968 General Arrangement of Pennsylvania Railroad Six-Wheel Steel Truck Shown in Fig. 967. 576 PASSENGER TRAIN CAR TRUCKS. Figs. 969-971 Fig. 969 — Six-Wheel Steel Truck. Standard Steel Car Company. Fig. 970 — Six-Wheel Truck. The Harlan & HoUingsworth Corporation. Fig. 971 — Six-Wheel Truck with Commonwealth Cast Steel Frame. The Harlan & HoUingsworth Corporation. Figs. 972-973 PASSENGER TRAIN CAR TRUCKS. 577 Fig. 972 — Philadelphia & Reading Six- Wheel Truck with Clasp Brake Arrangement. Fig. 973 — Six- Wheel Truck with Side Frame and Pedestals Forged in One Piece. J. G. Brill Company. 578 TRUCK DETAILS. Fig. 974 JE 3-OX- -r^ 1! -t^'t-o^o: 6-1 OJi^ Transom. Extra Transom. V -y. . "^y 3"I§ ^^ Inside End Piece. ^ 22 Spring Plank. r:C ''■if •tTt \ I 1 1 -f , ^r^^^T] — I- IIP U-95;''->i-i- 1 ■ Sx-T-T-^-.-.f' t ■ 1 II ® " „ © T "7' ,'=; © © r«*-i© ii® 1 1 ®ii j « , , © "Ef^ -'■3>^- Outside End Piece. W , ■■ ir" , ^ -e- Si^u 6 Bolster. I QJ.' & I -il: u u^ \_ Tf -IH I ■ -1-2-6 Lciiffth-l-'verA-ll Wheel Piece. L,4i4- 8-p ^<- 18— — ^ 1° I I ; 1 1 Ih'l Axle Guard. n \-rt X »/« Equalizer Spring Cap. Equalizer Spring Seat. © ^l^c© 1 \ " 1 ix^ 1 i U-?f 1^ - ' 8 Vn~ ^ „-^ r^.. End Piece Corner Plate. Friction Plate. (o) Transom Tie Rod Washer. ML ■TTJ)^. I>i8 r^ Elliptic (Bolster) Spring Cap and Seat. y^^.T- Center Plate. Transom Corner Plate. Washers. U-Bolt Casting. Fig. 974 — Wooden and Cast Iron Details of Pullman Standard Four-Wheel Truck No. 104 Shown in Fig. 947. Fig. 975 TRUCK DETAILS. 579 m^ ^ t ; [ Equalizer. 33^- Pedestal Strap. ^^S <^yw ° ■ ^/^ End Piece Bottom Plates. til y, Tlic 3 -Length-over-all 1-2-6- Inside and Outside Wheel Piece Plates. ©He? —19 -IS 34— - r 1 f J2I Transom Plates. \_ —t^H— 7, 4 5>i- --2-5H-- End Piece Plate. Transom Tie Rods. Eye Bolt. -.-oy.^ End Piece Plate. i<-^ ->|— Brake Levers. Swing Hanger. Safety Chains. m ' 2-3- xb '^ ^n ^ -13^"--,| _S-pN Spring Plank Balance Spring. Safety Hanger. - 1 •if" Brake Hanger Carrier. -1-4 ^J --l-2Ji" r^ - T ^ ^» '?fl 1 W %^ ^3_'|,H 1 U-Bolt. U-Bolt. Brake Swing Hanger Hanger Pin. Pin. Dead Lever Balance Brake Guide. Hanger. Hanger. Pig. 975 — Wrought Iron Details of Pullman Standard Four-Wheel Truck No. 104 Shown in Fig. 947. 580 TRUCK DETAILS. Fig. 976 x-b T-- 1^ ^ o o 1; 'l 6] x° 1 i; o oil c.„ 1 j]o ,^^01 1 II ^ p :4iLi: •' ^ 6 • I 0—1 ^ 1 , II <— V ' ' 1 [KK 15-1 >ver-A-]I Wheel Pieee. Pli-i V > tji. Jini :y^ s "13=F :i:Cil _^^iL ^K-;^;^^-:;-f-y4;--i^-.L---;r- Eiul Piece. Transom. j. 5-8;;^^- ,+- - -U' ,---^ ^T^ (4) Ill 'f 11© ? -4-5 X- - :>r" ■ •41^1 22 '^'^^ ^^ ,.1 B J -■ 1 4iii ii a i7 ■g ' f- S"I ' 1 ;^l -1= !!;k-i 1 <^| ^ il?;l End Axle Guard Center Axle Guard. ^ iSlLJ^I"" =-^\% U- -5-k„->K- -5^- — f?;!.-^- Equalizer Spring Cap. r^J?;— 'i Equalizer Spring Seat. -61^— ->l [o -o- -o = f. End Piece Corner Plate. 1. €> ■*' a ©- -© 3i -13 — -i -K- 1 ll-'d I--H 7==c=( iT ^^ Swing PTanger Elliptic (Bolster) Swing Hanger Carrier. Spring Cap. .-\xle Plates or Bearings. "/is Elliptic (Bolster) Spring Seat. Fig. 976 — Wooden and Cast Iron Details of Pullinun Standard Six-Wheel Truck No. 106 Shown in Fig. 966. Pig. 977 TRUCK DETAILS. 581 Transom Corner Plate. I -'■' Center Plate. -3,'^H Swing Hanger \'Vasher.s. Axle Washer. zJJi- ^'TlW'f 'T. i. Transom Tie Rod Washer. 5| T "^ — ^ -^-U 11 - ♦"/„ ^ ■w.M Axle Guard Truss -*4K- Kl I Middle Transom. If - — i Swing Hanger Axles and Pin. -Ffl- Safety Guards for Brake Connection Rods. ^^ i.l£ < J I \ , ' -• I AM Bolster Chafing Friction Block. Plate. Transom Tie Rod. Transom and End Piece Eye Bolt. Safety Tie Rod. Guard or Hanger. Situ \;ir±:^'^^'r,'oo Brake Lever Fulcrum. Balance Springs. Brake Hanger Carriers. lirake Cduncction Pins. Release Springs. W.I. Turp Jiu^kk. ', Brake Connection Rods. *'.'' iv.47;' !>:? Swing Han.gers. Safety Chains. Pig. 977 Cast and Wrought Iron Details of Pullman Standard Six-Wheel Truck No. 106 Shown in Fig. 966. 582 TRUCK DETAILS. Fig. 97S i* J. + ^ -T-j-.^ 1 \Pi 'Jj I Insldp riale , 'S < ~g i -J Outside Plate j-^h^l ^ I ^ ± e'l-df^;! — 'll_ . n -^f — -+ ^ = i Inside Plate H Wheel Piece Plates. -5 3>a- Transom Plates. t: ^i-BYi- End Piece Plates. 3^k'2^" Equalizer. ■9M-W ..^^ V..- Outside rlate Bolster Plates. Pedestal Strap. Half Elevation. ""^^kHalf Section ^\^ at Center. Commonwealth Cast Steel Truck Center Bolster. Side Bearing Arch or Bridge. Brake Levers. Y-. — 1-13---^ Brake Beam Hangers. -3'4'-— Eulcrum Hanger Bar. Fig. 978 — Wrought Iron and Cast Steel Details of Pullman Standard Six-Wheel Truck No. 106 Shown in Fig. 966. Figs. 979-983 JOURNAL BOXES AND DETAILS. 583 Extended. Closed. Fig. 979 — Security Dust Guard. Western Railway Equipment Company. Fig. 980 — Climax Journal Box for Passenger Train Cars. National Malleable Castings Company. Fig. 981 — Climax Journal Box Lid and Details. Fig. 982— M. C. B. Standard Malleable Iron Lid for 3M in. by 7 in., 4J4 in. by 8 in., 5 in. by 9 in. and 5^ in. by 10 in. size Journal Boxes. Fig. 983 — Side Hinge Journal Box for Arch Bar Trucks with 4j4 in. by 8 in., 5 in. by 9 in. and 53.-2 in. by 10 in. Journals. National Malleable Castings Company. 584 JOURNAL BOXES AND DETAILS. Figs. 984-990 Fig. 98'! — National Journal Box for x-\rch Bar Trucks with 41-4 in. by 8 in., 5 in. by 9 in., SJ-j in. by 10 in. and 6 in. by 11 in. Journals. Fig. 987 — National Equalizing Journal Bo.x AVedge in Position in Box. Fig. 989— National Journal I -/.- ^— -¥~-->. Iii-h'- - r v^vVl/i 5l!o .^'- -^ 7 --J2 Fig. 985 — National Equalizing Journal Box Wedge for 4^4 in- by 8 in. Journal. 5"-"- Fig. 986 — National Equalizing Journal Box Wedge for 5 in. by 9 in. Journal. Fig. 988 — National Equalizing Journal Box Wedge for 5;.2 in. by 10 in. Journal. Fig. 990 — National Journal Box and Equalizing Wedge. National Malleable Castings Company. Figs. 991-995 JOURNAL BOXES AND DETAILS. 585 Fig. 991 — rvIcCord Journal Box with Outside Dust Guard. Fig. 992— McCord Journal Bo.x for Arch Bar Trucks. Fig. 994 — McCord Journal Box for Arch Bar Trucks, in Closed Position. McCord & Company. Fig. 995— McCord Outside Dust Guard. 586 JOURNAL BOXES AND DETAILS. Figs. 996-998 Hinge on Lid. Hinge on Box. Ready to Apply. Open Position After Application. Eig. 996 — McCord Pinless Journal Box Lid. Fig. 997— McCord Malleable Iron Pedestal Truck Journal Box with Continuous Steel Inserts for Protection of Pedestal Channels. McCord & Company Fig. 998 — McCord Journal Box with National Equalizing Wedge. Figs. 999-1005 JOURNAL BOXES AND DETAILS. 587 Fig. 999 — Randall Graphite Sheet Lubricant Applied to Journal Bearing. Strong, Carlisle & Hammond Company. Fig. 1003 — A. B. C. Journal Bearing and Wedge. A. B. C. Bearing Corporation. Fig. 1004— Gould Journal Box with M. C. B. Lid. This Box also Takes Gould Inset Lid. Fig. 1000 — Virginia Journal Box Dust Guard. Virginia Equipment Company. Fig. 1001— A. B. C. Wedge Fitted to M. C. Journal Bearing. Fig. 1002 — Section Through A. B. C. Journal Bearing and Wedge. ."X. B. C. Bearing Corporation. Fig. 1005— Gould ^lalleable Iron Journal Box with Inset Lid. This Box also Takes M. C. B. Lid. Gould Coupler Company. 588 JOURNAL BOXES AND DETAILS. Figs. 1005-1011 Fig. 1006 — Standard M. C. B. Journal Box with Creco Lid, for 4J'4 in. by 8 in. Journals. Chicago Railway Equipment Company Fig. 1007 — Standard .M. C. B. Journal Bo.x with Creco Lid, for 5 in. by 9 in. and S'.j in. by 10 in. Journals. Sec/fon ^-/4 Half Secfion B-B. Fig. 1008 — Kensington Steel Journal Bo.x with Outside Lid Spring. Secfion /l-/i. 1^-'^ ^Tf/on B-B. Fig. 1009 — Kensington Steel Journal Bo.x with Inside Lid Spring. Union Spring &: }\Ianufacturing Company Fig. 1010 — Kensington Steel Journal Box with Fig. 1011 — Kensington Steel Journal Box with Outside Lid Spring. Inside Lid Spring. Union Spring & Manufacturing Company. Figs. 1012-1016 JOURNAL BOXES AND DETAILS. 589 Fig. 1012 — Symington Al. C. I'.. lM-ci,t;ht Car Journal Fig. 1013 — Symington AI. C. P.. Frciglit Car Journal Box with Torsion Spring Lid. B.jx with Flat Spring Lid. T. H. Symington Company. Fig. 1014 — Symington Passenger Train Car Journal Eox with Pi\-ot Lid and Central Spring Pressure. T. 11. .S\'mington Company. DUST GUARD Fig. 1015 — Symington Journal Box Equipped with Fig. 1016 — Symington Flexible Journal Box Dust Symington Flexible Dust Guard. Guard. T. H. Symington Company. 590 JOURNAL BOXES AND DETAILS. Figs. 1017-1020 r Fig. 1017— Buffalo Journal Box for 5 in. by 9 in. Journals. The Pratt & Letchworth Company. Fig. 1018 — Journal Bo.x for 5^2 in. by 10 in. Journals and Cast Steel Side Frames. Pittsburgh Equipment Company. V h Sectloti A' A Front View Section C-C Fig. 1019— Cast Steel Journal Box for 6 in. by 11 in. Journals of Baltimore & Ohio 70-Ton Capacity Freight Car. Buckeye Steel Castings Company. Fig. 1020— Davis Pressed Steel Journal Box Lid and Spring. Davis Solid Truss Brake Beam Company. Figs. 1021-1023 JOURNAL BOXES AND DETAILS. 591 Fig. 1021 — Spiral Journal Bearing for 5 in. by 9 in. Journals. St. Louis Car Company. Fig. 1022 — RoUvvay Journal Bearings Applied to Electric Alotor Truck. Railway Roller Bearing Company. Fig. 1023 — Wheels Mounted on Non-Rotating Axle with Detachable Rollway Hubs and Roller Bearings. Railway Roller Bearing Company. 592 JOURNAL BOX DETAILS AND CENTER BEARINGS. Figs. 1024-1028 Fig. 1024 — Wheel ^lounted on Xon-Rotating Axle with Roller Bearings for Chesapeake & Ohio Car Shown in Fig. 195. Federal Stora,ge Battery Car Company. Fig. 1026— Baltimore Ball Center Bearing. T. H. Sj'mington Company. Fig. 1025— Franklin Journal Box Lid for 5 in. by 9 in. and Syi in. by 10 in. Journals. Kirby Equipment Company. Fig. 1027— Rollway Center Plate with Cone Disc Rollers. Railway Roller Bearing Company. Fig. 1028— Hartman Ball Bearing Center Plate. Joliet Railway Supply Company. Figs. 1029-1037 CENTER AND SIDE BEARINGS. 593 Fig. 1029 — General Arrangement of 12 in. Roller Center Plate. Edwin S. Woods & Company. Fig. 1030— Woods Center Plate Roller Showing Development from a Cone. Fig. 1031 — Roller Center PFate. Diameter of Roller Circle, 12 in; Xumber of Rollers, 40; Diameter, 2^4 in.; Length, 3'4 in. Edwin S. Woods & Compan}'. Fig. 1032— Parts i^-^-^ Fig. 1041 — Creco Roller Side Bearing No. 4A for Four-Whecl Passenger Train Car Trucks. Fig. 1042 — Creco Covered Roller Side Bearing. Fig. 1043 — Creco Covered Roller Side Bearing Applied to Bearing Bridge of Six-Wheel Truck. Chicago Railway Equipment Company. Figs. 1044-1051 SIDE BEARINGS. 595 Fig. 104'1 — Creco Covered Roller Side Bearing for Freight Car Trucks. Fig. 1046 — Gravity Side Bearing. W. H. Miner. Fig. 1048 — Roel^cr Siilc Bearing ti i Summers Bal- anced Side Bearing Truck. Summers Steel Car Company. Fig. 1045 — Creco Covered Roller Side Bearing for Four-Wheel Passenger Train Car Trucks. Fig. 1047 — Miner Roller Side Bearing for Freight Car Trucks. W. H. Miner. Fig. 1049 — Gravity Side Bearing Applied to Bearing Bridge of Si-x-Whecl Passenger Train Car Truck. W. H. Miner. JMi Fig. 1050 — Stucki Side Bearing for Freight Cars. Fig. 1051 — Stucki Side Bearing for Passenger Train Cars. A. Stucki Company. 596 SIDE BEARINGS. Figs. 1052-1056 Fig. 1054— Susemihl Side Bearing for Freight Car Trucl\ ?v.= 1^^ /~\ ■■~\ ,~\ i—\ ^ -(■- "■"MJTjt \'-i /I// avets i'jj/am. '■--rj--^ .-^ -Qj 'W^i-9^M^9^-JdJ9iJk-Ji-_-S± ir ^ J/ Q Q I Q) Q a Q _flUiM,A,A=J3=J2=AA^J2_©J3__©J3. Q1 a 3 Q Q Q 'J> O Q Q> © © © © Fig. 1076 — },lonitor Truck Bolster for 40-Ton Capacity Freight Cars. Chicago Railway Equipment Company. Fig. 1077 ^Monitor Truck Bolster with Creco Roller Side Bearings for Freight Cars. Chicago Railway Equipment Company. 602 TRUCK BOLSTERS. Figs. 1078-1080 W-~-l4f Fig. 1078— Cast Steel Truck Bolster for Pennsylvania Railroad 70-Ton Capacity Freight Cars. Pittsburgh Equipment Company. -| f-i^f-'f—ei" '% Note- Rivets § dhm. except as nofed. Fig. 1079 — Bolster for Diamond Arch Bar Truclcs for 50-Ton Capacity Freight Cars. Cambria Steel Company. Fig. 1080 — Cast Steel Bolster and Bunk for 40-Ton Capacity Logging Truck. Seattle Car & Foundry Company. Figs. 1081-1084 TRUCK BOLSTERS. 603 Con-t-our of Center Bearing Co/?-four o f /?o//er 8ear/nQ / Fig. 1081 — Cast Steel Truck Bolster for Baltimore & Ohio 70-Ton Capacity Freiglit Cars. Buckeye Steel Castings Company, Fig. 1082 — Commonwealth Cast Steel Bolster for Six-Wheel Passenger Train Car Truck. Commonwealth Steel Company. Fig. 1083 — Gould Improved Z-Type Cast Steel Truck Bi.lster for Freight Cars. Gould Coupler Company. Fig. 1084 — Compo Truck Bolster for Freight Cars. Pressed Steel Car Company. 604 TRUCK BOLSTERS AND FRAMES. Figs. 1085-1088 Fig. 1085 — Bolster for Pennsylvania Railroad All-Steel Passenger Train Car Truck. 1 i7n Fig. 1086 — Arch Bar Truck Side Frames. American Steel Foundr Fig. 1087— Cast Steel Truck Side Frames, Assembled. Gould Coupler Com pany. Fig. 1088 — Andrews Cast Steel Freight Car Truck Side Frame for Use without Tie Bars. American Steel Foundries. Figs. 1089-1091 TRUCK FRAMES. 605 Fig. 1089— Andrews Cast Steel Freight Car Truck Side Frame for Use witli Sliort Tie Bars. American Steel Foundries. Plan of /le -t^or Fig. 1090— Freight Car Truck Side Frame Built of Rolled Steel Members Riveted Together. .Murphy F(|uipment Company, Welded. Riveted. Fig. 1091 — Rolled Steel Side Frames for Freight Car Trucks. Murphy Equipment Company. 606 TRUCK FRAMES. Figs. 1092-1094 Shows Side Frome iVith Bolster Guides /n Position. Siions Side frame Ifitli Boisfer Guides Out of Position, to Permit Pemoving of Boisfer Fig. 1092— Buhoup Cast Steel Freight Car Truck Side Frame with ^Movable Bolster Guides. McConway & Torley Company. Fig. 1093— Cast Steel Truck Side Frame for 50-Tou Capacity Freight Cars. Pittsburgh Equipment Company. Fig. 1094 — Bettendorf Cast Steel Side Frame for Freight Car Trucks. Bettendorf Axle Company. Figs. 1095-1098 TRUCK FRAMES. 607 Half Too Plan. Hal-f BoHom Plan. Fig. 1095— Cast Steel Truck Side Frame for Baltimore & Ohio 70-Ton Capacity Freight Cars. Buckeye Steel Castings Company. Fig. 1096 — Commonwealth Cast Steel Center Frame for Four and Six-Wheel Passenger Train Car Trucks. Commonwealth Steel Company. Fig. 1097 — Commonwealth Cast Steel Center Frame Applied to Four-Wheel Truck, Fig. 1098 Frame for Pennsylvania Railroad Al 1-Steel Four-Wheel Passenger Train Car Truck 608 SPRINGS AND SPRING SEATS. Figs. 1099-1103 t-^^s^^-^ Y4%- x: .3ec//a/r afCo/TM/: gff ^.i■ s ^'1? -a^-- -//-- W<- — -^' *M~*" — /^^"^ — ^' i'. ^ ?«»j<— j _»(-^^ <-jg^ii ■^sii- ^V->. i f¥ r+4 <^1 k/^41 Ma/fr^/=/a/7. Fig. 1099— Details of Spring Caps and Seats for Barber Truck with Top Rollers. Standard Car Truck Company. Fig. 1100 — Cast Steel Combined Truck Column or P.olster Guide, Brake Hanger and Spring Seat. /Vmerican Steel Foundries. Fig. 1101 — Cast Steel Combined Column or Bolster Guides and Spring Seats for Arch Bar Trucks. American Steel Foundries. Fig. 1102— Single Coil Controller Spring. Fig. 1103— Double Coil Controller Spring. Simplex Railway Appliance Company. Figs. 1104-1114 SPRINGS AND PEDESTALS. 609 — 1 1 1 li III 1 — L — \ ^_ — — ' ^ — —J a Fig. 1104— Sextuple Elliptic Spring. Fig- 1105— Quintuple Elliptic Spring. Fig. 1106— Quadruple Elliptic Spring. i; 1 1 1 1 1 1 1 1 1 U ji 1 1 1 i i I ii k III 1 1 1 ii Fig. 1108— Triple Elliptic Spring. Fig. 1109— Double Elliptic Spring. Fig. 1107 — Graduated Quadruple Elliptic Spring. Fig. 1110 — Spring Dampener for New York, Xew Haven & Hartford Electric Motor Truck. Fig. nil— Triple Elliptic Bolster Spring. Baldwin Locomotive Works. k->3|-->l<- 4- -^ i k-i-JJl Fig. 1112— Pedestal of Six-Wheel Truck for Pitts- burgh & Lake Erie 100-Ton Capacity Flat Car. Fig. 1113 — McCord Spring Dampener. McCotd & Company. Fig. 1114 — Four-Coil Bolster Spring. 610 WHEELS. Figs. 1115-1120 Fig. 1115 — Paige Plate Coach Wheel. Cast Iron Spider with Steel Plates Secured by Bolts. Fig. 1116 — Paige Spoke Coach Wheel. Cast Iron Spoke Center with Tire Secured by Shrinkage, Retaining Rings and Bolts. Fig. 1117— Fused Coach Wheel. Cast Iron Plate Center with Tire Secured by Welding. Fig. 1118— Bolted Type Coach AVheel with Cast Steel Plate Center. Fig. 1119— National No. 2 Coach Wheel. Cast Iron Double Plate Center, Having Internal Ribs, with Tire Secured by Shrinkage and Gibson Retaining Ring. Fig. 1120— National No. 6 Coach Wheel. Wrought Iron Disc Center with Tire Secured by Shrinkage and Double Lip Retaining Rings. Railway Steel-Spring Company. Figs. 1121-1126 WHEELS. 611 Fig. 1121— National No. 6 Coach Wheel. Wrought Iron Disc Center with Tire Secured by Shrinkage and Mansell Retaining Rings. Fig. 1122 — National No. 3 Coach Wheel. Cast Iron Spoke Center with Tire Secured by Shrinkage and Mansell Retaining Rings. Fig. 1123 — National No. 4 Coach Wheel. Cast Iron Double Plate Center, Having Internal Ribs, with Tire Secured by Shrinkage and Mansell Retaining Rings. Fig. 1124— Allen No. 9 Coach Wheel. Cast Iron Double Plate Center with Tire Secured by Shrinkage and Mansell Retaining Rings. Fig. 1125— Allen No. 11 Coach Wheel. Cast Iron Double Plate Center, Having Internal Spokes, with Tire Secured by Shrinkage, Bolts and Mansell Retaining Rings. Fig. 1126— Boies No. 2 Coach Wheel. Wrought Iron Disc Center with Tire Secured by Shrinkage and Integral Lock. Railway Steel-Spring Company. 612 WHEELS. Fig. 1127— Cast Iron Plate Center with Tir"e Held by Shrinkage and Bolts. Fig. 1129— Cast Iron Plate Center with Tire Pleld by Shrinkage, Double Lip Retaining Rings and Rivets. Fig. 1131— Cast Iron Plate Center with Tire Held by Shrinkage, ]\Iansell Retaining Rin,gs and Rivets. p Fig. 1128— Cast Steel Plate Center with Tire Held bv Shrinka,ge and Bolts. Fig. 1130 — Cast Steel Plate Center with Tire Held by Shrinkage, Double Lip Retaining Rings and Rivets. Fig. 1132— Cast Steel Plate Center with Tire Held by Shrinkage, ?>Iansell Retaining Rings and Ri\ets. p 1 Fig. 1133— Cast Iron Plate Center with Tire Held Fig. 1134— Cast Steel Plate Center with Tire Held by Shrinkage, i\Iansell Retaining Rings and by Shrinkage, JMansell Retaining Rings and Bolts. Bolts. Standard Steel Works Company. Figs. 1135-1142 WHEELS. 613 Fig. 1135 — Cast Iron Plate Center with Tire Held bv Shrinkage and Gibson Retaining Ring. Fig. 1136— Cast Steel Plate Center with Tire Held by Shrinkage and Gibson Retaining Ring. Fig. 1137 — Cast Iron Plate Center with Tire Held by Shrinkage and Shoulder. Fig. 1138— Cast Steel Plate Center with Tire Held by Shrinkage and Shoulder. Standard Steel Works Company, <*1lWi rVUtHMf/i -9iD. Fig. 1140— Rolled Steel Wheel, Diameter 33 in. j\Iidvale Steel Company. Fig. 1139— Solid Rolled Steel Wheel. Standard Steel Works Company. Fig. 1141— Davis Cast Steel Wheel. Weight of 33 in., 600 lbs.; 36 in., 675 lbs. American Steel Fig. 1142— Solid Forged and Rolled Steel Freight Car Wheel. Carnegie Steel Company. 614 WHEELS. Figs. 1143-1149 Fig. 1143 — F. C. S. Wheel for Freight and Passena;er Service. Griffin Wheel Company. Fig. 1144— F. C. S. Wheel for Street and I n t e r ii r b a n Service. Fig. 1145— F. C. S. Wheel for Street and Interurban Service. Griffin Wheel Company. Fig. 1146— Steel Spoke Wheel. Lobdell Car Wheel Company. Fig. 1147 — Schoen Steel Wheel. Carnegie Steel Company. Fig. 1148— Single Plate Chilled Cast Iron Wheel. Fig. 1149— Double Plate Chilled Cast Iron Wheel Lobdell Car Wheel Company. Figs. 1150-1154 WHEELS AND BRAKE BEAMS. 615 Fig. 1150— No. 3 Kriipp Wheel. Cast Fig. 1151— Xo. 14 Krupp Wheel. Fig. 1152— No. 1 Krupp Wheel. Iron Spoke Center with Tire Forged Steel Disc Center with Forged Steel Disc Center with Secured by Wrought Iron Retaining Tire Secured by Bute Fasten- Tire Secured by Wrought Iron Rings. ing. Retaining Rings, Thomas Prosser & Son. Fig. 1153— .M. C. B. Standard Cast Iron Wheel for 50-Ton Capacity Freight Cars. Weight, 725 lbs. .■\ssociation of Manufacturers of Chilled Car Wheels. Fig. 1154 — Vulcan Brake Beam for High Speed Four-Whee! Trucks. Simplex Railway .Appliance Company. 616 BRAKE BEAMS. Figs. 1155-1158 COLLAR B.B.490 1/2 X 5 SPRING COTTER Fig. 1156 — Hercules Brake Beam for Four-Wheel Passenger Train Car Trucks. Simplex Railway Appliance Company. Fig. 1157 — Acme Brake Beam for Short "Wheel Base Frei.ght Car Trucks. Simplex Railway Appliance Company. Fig. 1158 — Vulcan Cast Steel Brake Beam for Bligh Speed Six-AVheel Trucks. Simplex Railway Appliance Company. Figs. 1159-1163 BRAKE BEAMS. 617 Fig. 1160 Acme Brake Beam for Short Wheel Base Freight Car Trucks. Simplex Railway- Appliance Company. Fig. 1161— Ajax Brake Beam for J-Ieavy Freight Service. Simplex Railway .-Vppliance Company. Fig. 1162— Hercules Brake Beam for Passenger Train Car Trucks. Simplex Railway Appliance Companj'. Fig. 1163— Acme Brake Beam for Freight Car Trucks. Simplex Railway Appliance Company. 618 BRAKE BEAMS. Figs. 1164-1167 -5jf-*-2?J^ ^MALL. IRON FUlCnUH ^,l!^"cAMBER UT LOCK STYLE c Fig. 1164— Ajax Brake Beam for Heavy Freight Service. Simplex Railway Appliance Company. Fig. 1165 — Buffalo Truss Brake Beam No. 1. Buffalo Brake Beam Company. 1 Fig. 1166 — Buffalo Truss Brake Beam No. 3. Buffalo Brake Beam Company. Fig. 1167— Vanderbilt Special Brake Beam for J-Jeavy Freight and Passenger Service. Buffalo Brake Beam Company. Figs. 1168-1171 BRAKE BEAMS. 619 Fig. 1168 — Buffalo Passenger Truss Brake Beam No. 5, with Adjustable Heads. Buffalo Brake Beam Company. Fig. 1170 — Buffalo Special Brake Beam. Buffalo Brake Beam Company. Fig. 1171 — Huntoon Passenger Brake Beam, Showing Automatic Adjustable Heads. Joliet Railway Supply Company. 620 BRAKE BEAMS. Figs. 1172-1174 1^$3 Fig. 1172 — Huntoon Brake Beam for the Pennsylvania Railroad. Joliet Railway- Supply Company. Fig. 1173 — End Construction of Mu.ntoon Brake Bear OUTSIDE B£AMS ST/flyrr^^'r/A/S/DE BEAM 3i-' >\ Fig. 1174— Huntoon All-Steel Brake B^nm xvith Adiu.stable Heads for High Soeed Service. Joliet R; . Figs. 1175-1180 BRAKE BEAMS. 621 Fig. ll7S_Huntoon Brake B -jeam witli Ik'ads Detached. Jolie: Railway Supply Company. Fig. 1176— Davis Solid Truss High Speed Brake Beam Xo. 4 with F Adjustable Head Loop Hanger. Da\-is Solid Truss Brake Beam Compan3^ Fig. 1177— Davis Solid Truss High Speed Brake Beam No. 4 with D Adjustable Head, Single Link Hanger. Fig. 1178— Detail of Davis Brake Beam Section. wmmmmmmm aaf Fig. 1179— :\lethod of Alanufacture of Davis Solid Truss Brake Bea Fig. 1180— Davis Solid Truss Brake Beam Xo. 3, for SO-Ton Capacity Freiglit Cars. Davis Solid Truss Brake Beam Company. 622 BRAKE BEAMS. Figs. 1181-1184 Fig. 1181 — Standard I-Beam Brake Beam with Drop Forged Fulcr Fig. 1182— Standard Deck Beam Brake Beam with Malleable Iron Fulcr Fig. 1183— Standard Deck I'.cam P.rake Beam with Drop I'orged Fulcrum. Fig. Il84-Spec,al Combination Deck and I-Bcam Section Brake Beam w,th Drop Forged Fulcrum. Pennsylvania Brake Beam Company. Figs. 1185-1188 BRAKE BEAMS. 623 Fig. 1185 — Special Combination Deck and I-Beam Section Brake Beam for Heavy Freight Service. Pennsylvania Brake Beam Company. Fig. 1186 — Trussed Brake Beam. Pennsylvania Brake Beam Company. Fig. 1187 — Pressed Steel Brake Beam. Pressed Steel Car Company. Fig. 1188 — Pressed Steel Double Truss Brake Beam. Pressed Steel Car Company. 624 BRAKE BEAMS. Figs. 1189-1191 -3«i -£4-2: -^i- ::^8- SECTION ON CENTER LINE thro' Clamp i fvlcftum — FOF?aED CLIP Foff SAFETY CUAINS- Fig. 1189 — Waycott Freight Brake Beam. Damascus Brake Beam Companj'. Fig. 1191— Waycott Brake B earn with Rigid Heads for High Speed Foiir-Wheel Trucks. Damascus Brake Beam Company. Figs. 1192-1194 BRAKE BEAMS. 625 COM&INftTlON BRAKE. HEAD FOR INSIDE. 4 OUTSIDE. HANGING Fig. 1192 — Damascus Brake Beam for Inside or Outside Hanging. Damascus Brake Beam Company. -iii IC --- -"'rtl 'f) 1 it} - HEAD N? I20-A- -HEAD Nl° lll-A- —SLEEVE WITH LOCK NUT - LOCK BLOCK- _ - RELEASE 5FRIN6 CLIPS — Fig. 1193 — Waycott Special Brake Beam with Adjustable Heads for High Speed Six-Wheel Trucks. Damascus Brake Beam Cc Fig. 1194 — Creco Standard Freight Brake Beam. Chicago Railway Equipment Company. 626 BRAKE BEAMS. Figs. 1195-1198 5LEEVE-i;4l 5TRUT-I^4^ ON CENTER BEAM RELEASE SPRING CLIP-lg56 KEY-I£37 Fig. 1195— P C Creco Triple Brake Beam for Heavy Service with Six-Wheel Trucks. SLEEVE-i;4I . , HEAD-I5II -I5i -^ 5TRUT-ie53RH-ie54LH HEAD-I5II Fig. 1196— P C Creco Brake Beam for Heavy Service with P'our-Wheel Trucks. SLEEVE-1566 HEAD-1538 Fig. 1197— Creco Triple Brake Beam for High Speed Six-Wheel Trucks. Fig. 1198— P C Creco Triple Brake Beam. Chicago Railway Equipment Company. Figs. 1199-1202 BRAKE BEAMS. 627 SLEEVE-I56S n ^.n MPKF.SSION MEWBER - Fig. 1199 — Creco Double Brake Beam tDr Four-Wheel Passenger Trucks. HEAD~S97-R 298-L HEAD-ieaa-R igRJt-i HANG5 l-^"OM 33'WHFFI HANGS lA ON 33" WHEEL Fig. 1200 — E L Creco Brake Beam for Use with Westiughouse Empty and Load Brake for Heavy Freight Service. ^69l!r^70■L ^a3R-^8at■ a93R~294L 1209-B-lglCH- IM9fldS52k I295-R-Ie96-L HANaS Iil> HflWQS 13^ HANQ3 13^ ' HANGS 13 ' MANG3I3 '' HANGS 13" HANGINGS OF HEADS SHOWN ON 33'WHEEL . Fig. 1201 — Creco Brake Beam for Heavy P'reight Service. , .._^_Q' SAIEIYLCLIP CTR5 .1 A B •^ E 267 268 9" 5" i \i If 271 272 "i 5i '1' i! ef 1211 1212 7l ei f If 1251 1252 6(i 7ri' iV 1281 I2B2 a t 54 l ij" IE97ie;98 8ii 5ff — -♦ Fig. 1202 — Creco Brake Beam with Reversible Strut for General Freight Service. Chicago Railway Equipment Company. 628 BRAKE BEAMS. Figs. 1203-1207 \PATT NO 1 yi^ 8 C D 1^73 ZBO 1 Si 4i 1»_ ^J m- \ rf.^t^-'- IS05R-I206L I2I3R'I2I4.L HANG5 rj j' ?,^JT,'J°-J A ; B c D E 285 '286 1 7i ) 5J i i 1 ,^ 1^ 1203,1204' 64 eX 127511276! 6,1 ~ ' | 1 HANGINGS OF HEAD5 SHOWN ON 33 WHEEL Fig. 1203— Creco Freight Brake Beam for :M. C. B. No. 1 and No. 2 Capacities. Fig. 1201 — Creco Duplex Strut tor Braise Beam;.. SLED/E-1540 Fig. 1205 — Diamond Special Triple Brake Beam for High Speed Six-\\'heel Trucks. 3LEEVE-I540 HEAD 1511 Fig. 1206 — Diamond Special Double Brake Beam for High Speed Four-Wheel Trucks. SLEEVE225 STRUT g27 HEADI59 Fig. 1207 — Diamond Adjustable Brake Beam for Heavy Freight Service. Chicago Railway Equipment Comnanv. Figs. 1208-1213 BRAKE BEAMS. 629 HEAD-I067R-I068-L H^ AD-I047R-I04 hANu5ia"0N 33"WHE£L HANG3 l4 Ji >M 3J'wHE.E: HEAD-|0g5R IOe6L HEAD I03S-R-[0.34l HANGS I3'0H 33 WHEIEL MAMGti I 3' ON ja WMgEu Fig. 1208— Drexel Freight Brake Beam for M. C. B. No. 2 Capacity. HEAD5-IOe7R-10e8L HAriGS(3"ON 33' WHEEL Fig. 1209— Drexel Freight Brake Beam with Riveted Strut for M. C. B. No. 1 Capacity. Fig. 1210 — Drexel Brake Beam for Heavj' Freight Ser\ice. Fig. 1211 — Sterlingworth Freight Brake Beam. Fig. 1212 — Diamond Special Brake Beam for High Speed Six-AVheel Trucks. Fig. 1213— National Hollow Brake Beam for Six-Wheel Trucks. Chicago Railway Ecpiipment Company. 630 BRAKE BEAMS. Figs. 1214-1218 Fig. 1214— Drcxel Lirakc Beam with Keyed Strut for Special Freight Service. Fig. 1215 — Reliance Freight Brake Beam. 3-7 3' 3i' — a -3,1-1 LtFT HAND- ,^ f RIVET sa^- .^M^rss-^. Jl ^ ?^/'' ^^^^,^^=^i* ^3 iJ HEAD 5-809 HANGS l4g'0N 33'WHEEL i t^ r a- r- r- HANGS I £; ON a a WHEEL Fig- 1216 — Sterlingu-orth Brake Beam for Aarrow Gage Lars »-'3J(,^ 1% — T— ■\W F J n" -6J4- - - m ;c3?:i -;!(, rin -^ F'li'ti ot Bmke Slioi-s at Cuiiter s L. J2i- (Q?P'' — FLuyc'i' OuaiLl W^ SalL-13' Hanger-^,_- 'j 1 e jrt Fig. 1217— Xincty-Six Freight Brake Bea Fig. 1218 — Kewanee Brake Beam. Chicago Railway Equipment Company. Figs. 1219-1222 BRAKE BEAMS. 631 THIS BEAM MADE WITH 5-9i", lEi', l4i-» 17 ■ SECTIONS. 6-iei; SECTION S. RIGHT HANy ,A^" -iHiyET mB JL LnJ RT\ ^ FOR IMSIDE HUNG. Fig. 1219— Monarch Solid Brake Beam. -5'-j4 FOR OUTSIDE HUNG . Fig. 1220 — Sterlingworth Compressed End Freigi;t Brake Beam. - 5-04 I RIVET - 6-iaA I-BEAM MADE IN STRAIGHT AND COMPRESSED END5 . < ©':?--} ^ "1 PATT N --L Q-8- R.H PATT NO. R-e -L H Q-l R H R-l L.H. T> Fig. 1221 — Monarch Solid Compressed End Brake Beam. Fig. 1222— National Hollow 2;4 in. Brake Beam with Rigid Heads for Bleavy Freight Service. Chicago Railway Equipment Company. 632 BRAKE HEADS, ETC. Figs. 1223-1228 Fig. 1223 — Adjiistable Brake Heads for Vulcan and Hercules Brake Beams. Simplex Railway Appliance Company. Fig. 1224 — Brake Heads for Ajax Brake Beams. Simplex Railway Appliance Company. Fig. 1225 — Brake Heads for Acme Brake Beams. Simplex Railway Appliance Company Fig. 1226 — Adjust- able Brake Head. Fig. 1227— Sclf-Adjusting Head and Sleeve for Fig. 1228— Sliding Chair for Creco Buffalo Brake Creco Freight Brake Beam. Chicago Rail- Third Point Support Chica^^o Beam Company. way Equipment Company. Railway Equipment Cor Dmpany. Figs. 1229-1232 BRAKE GEAR. 533 Fig. 1229 — Creco Standard Automatic Adjustable Brake Heads. Chicago Railway Equipment Company. d/i' /// ,// K 6'4"Frome Centers. Fig. 1230 — Brake Arrangement for New York Central & Hudson River Freight Car Truck. Fig. 1231 — Inside Hung Creco Brake Beams Applied to Rigid Diamond Freight Car Truck. Chicago Railway Equipment Company. Fig. 1232— Creco Sliding Third Point Support and Safety Device Applied to Rigid Diamond Freight Car Truck. Chicago Railway Equipment Company. 634 BRAKE GEAR. Figs. 1233-1239 Fig. 1233 — Harriman Lines Arrangement of Brake Rigging for Triple Brakes on Six-Wheel Passenger Train Car Trncks. Chicago Railway Equipment Company. Fig. 1234 — Pullman Standard Arrangement of Brake Rigging for All-Steel Six-Wheel Passenger Train Car Trucks. Chicago Railway Equipment Companj^. Fig. 1235 — Arrangement of Brake Rigging on Six-Wheel Truck with Wa^■cott Special Brake Beams. Damascus Brake Beam Company. Fig. 1236 — Arrangement of Brake Rigging for Clasp Brake of New York, W'estchester & Boston Suburban Car Shown in Eig. 189. fvr^- ^T v~ -: ; Tl^^ y. 7 ^V/ ^nMP Fig. 1238 — IMalleahle Iron Brake Lever Strut. /" 3 Fig. 1237— ^lalleable Iron Brake Levers. Fig. 1239— :\Ialleable Iron Brake Cylinder Push Rod. National Malleable Castings Company. Figs. 1240-1252 BRAKE GEAR. 635 Fig. 1240— Three-Hole Malleable Iron Brake Jaw. (Patented.) Fig. 1241— One-Hole ^lalleable Iron Brake Jaw. (Patented.) Fig. 1242 — National Safety Brake Lever. (Patented.) Fig. 1243 — National Safety Brake Lever and Application. (Patented.) Fig. 1244 — Malleable Iron Dead Lever Guide. (Patented.) National jMalleable Castings Company. Fig. 1245- Two-Hole Malleable Iron Brake Jaw. (Patented.) Fig. 1246 — Western One-Hole Brake Jaw. Fig. 1247— One-Hole :\Ialleable Iron Brake Jaw. Fig. 1248 — Western TIirec-Holc Brake Jaw. Fig. 1249 — Two-Hole Malleable Iron Brake Jaw. Fig. 1250— AVcstern Dead Le\-er Guide. '^2^ Fig. 1251— Western Bottom Connecting Rod with Center of Extra Heavy Pipe. Fig. 1252— Three-Hole Malleable Iron Brake Jaw. Western Railway Equipment Company. 636 BRAKE GEAR AND BRAKE SHOES. Figs. 1253-1259 i<-|->t<-//9--'i'l-H -fe'--y 2 D »p J ^ ecfion C- D. V i (1 l'^H--_----l gf) f?-:--— -f- 1 ^^3^ Fronf E/ei'afhn . Rear Ele^afion. Fig. 1253 — Creco Brake Jaw. Chicago Railway Equipment Company. Fig. 1254 — ^Malleable Iron Brake Levers. Dayton Malleable Iron Company. Fig. 1255 — One and Two-Piece Forged Brake Beam Fulcrums. Buffalo Brake Beam Company. Fig. 1256— Wheel Truing Brake Shoe. Wheel Truing Brake Shoe Company. Fig. 1257 — Wheel Truing Brake Shoe. American Abrasive ^Metals Company. Section X-y^. SectionY-y Fig. 1258— New York Central & Hudson River Freight Brake Shoe. Fig. 1259— Davis Solid Steel Brake Shoe Back. Davis Solid Truss Brake Beam Company. Pigs. 1260-1261 BRAKE SHOES. 637 Showing Reinforcing Steel Back and Lug. Broken Brake Shoe Held by Steel Back. Brake Shoe Worn to Steel Back. Plain Special Chilled Congdon Streeter Diamond S Type. Type. Type. Type. Type. Fig. 1260— Special Reinforced Unflanged Brake Shoes. American Brake Shoe & Foundry Company. Reinforcing Steel Back and Steel Lug for Full, Open and Center Flange Brake Shoes. Diamond S Type with Ful Flange. Diamond S Type with Open Flange. Special Chilled Type with Center Flange. Special Chilled Type. Streeter Type. Tig. 1261— Special Reinforced Flanged Brake Shoes. American Brake Shoe & Foundry Company. 638 AIR BRAKES; Westinghouse. Figs. 1262-1264 Ttro^ ;i:^^i— — .^.■--: — ^H ■-[, b-^- Vt ■--. -:pi wsmi m^ '"^ ,i. Fig. 1262 — Westinghouse Air Brake and Train Air Signal Apparatus Applied to a Passenger Train Car. riF^ESLRVOIFl 1; L Ci«s=sf' Fig. 1263 — Diagram of Westinghouse Old Standard Quick Action Air Brake Apparatus for Passenger Train Cars. ro/rs ^^^.'£ Fig. 1264 — L N Passenger Brake Equipment. Westinghouse Air Brake Company. Note. — The Westinghouse Air Brake Equipment Shown in Figs. 1262-1312 is for Use on Trains Where Steam is the JMotive Power. The Equipment Shown in Figs. 1313-1345 is for Use on Electrically- Propelled Trains. Figs. 1265-1267 AIR BRAKES; Westinghouse. 639 Fig. 1265 — P C Passenger Brake Equipment with Cylinders Pointing in Opposite Directions cc^rtroL /iti-£ Fig. 1266 — P C Passenger Brake Equipment with Cylinders Pointing in tlie Same Direction. iE3ri Fig. 1267 — Westinghouse Air Brake Applied to a Freight Car. Westinghouse Air Brake Company. 640 AIR BRAKES; Westinghouse. Figs. 1268-1272 Escutcheon '•. n -^ ' D ^ Hand Brake Roa \ Pperafmg Roc/ / ^ ^^ PullRod .Locking Rod ^ ^ ' ' .. Angle Cock Operoi-ingLefe, Uofe-This Connection Js to be Used Only When If is Imposs- ible to Connect Rocker Arm Directly to Operating lever Dirt Collector/ fahe. i Drain Cock Triple Valve. Four Compound Reservoir Fig. 1268 — Empty and Load Freight Brake Equipment. AUXILIARY' ff£S£PWO/ff CUT OUT COC/C Fig. 1269 — Arrangement of High Speed Brake Under Passenger Train Car. Fig. 1270— Main Reservoir. Fig. 1271 — Arrangement of Train Air Signal on Passenger Train Car. ^AF£TV VALV£ rO/? £Xr/?A CAPS iVHCU T£MPORARILV ATTACHrD TO l^/GH 5P££I) BffAH£ TRAINS AND I^OT PROVIDED V^ITH FfCDUCING VALV£. MICH SPCCH BRAK£ TTEDUCmS VALV£ Al>JUSt£D TO RETAIN 60 LBS PR£SSUR£ IN THE BPAKE CYLINDER. BRAKE cniNDER At/XIIIARY RESERVOi/f Fig. 1272 — Diagram of Apparatus for High Speed Brake on Passenger Train Car. Westinghouse Air Brake Company. Figs. 1273-1275 AIR BRAKES; Westinghouse. 641 6 7 35 2 3 4 5 24 23 TO AUXILIARY TO AoxruAW RESEHVOm flEaEfrroiR . Fig. 1273— Quick Action Triple Valve, Tj-pe P-2, TO BBAKC CYLI Fig. 1274 — Standard Quick Action, Quick Service, Uniform Release, Uniform Recharge Freight Triple Valve, Type K-1. Parts of Type P-2 Triple Valve, Fig. 1273. Check f'a/i'i? Strainer 1 in. Union Nnt 1 in. Union Siuiz'cl Cylinder Caf Gradnating Stem Nnt Graduating Stem Graduating Spring Cylinder Cap Gasl;et Cylinder Cap Bolt and Nut Cap Screzv 1 in. Union Gasket Eniergcney J'alve Nnt Emergeney Piston Ring Parts of Type K-1 Triple Valve, Fig. 1274. 2 Body 15 3 ^ tide Valve lb 4 Main Piston 17 .S Main Piston Ring 18 6 Slide Valve Spring 19 7 Graduating Valve 20 8 Emergeney Piston 21 9 Emergency Valve Seat 22 10 Emergency J'alve 23 11 Rubber Seat 24 12 Cheek Valve Spring 13 Check Valve Case. 2S Complete 27 14 Check 1 'alve Case 28 Gasket 30 Parts of Type L Triple Valve, Fig. 1275. 2 Body 3 Slide I 'alve 4 Main Piston 5 Alain Piston. Ring 6 Slide Valve Spring 7 Graduating Valve 8 Emergency Piston 9 Emergeney J'alve Seat 10 Emergency Valve 11 Rubber Seat for Emer- gency Valve 12 Check P'alve Spring 13 Check Valve Case, Complete 14 Check J^alve Case Gasket 15 Cheek Valve 15 Emergency J'alve Nut 17 Graduating Valve Spring 18 Cylinder Cap 19 Graduating Spring Nut 20 Graduating Sleeve 21 Graduating Spring 22 23 24 10 11 12 13 14 15 16 Body, Complete 17 Slide J'alve 18 Main Piston 19 Main Piston Ring 20 Slide J'alve Spring 21 Graduating J'alve 22 Emergency Piston 23 Emergeney J'alve Seat 24 Emergency J'alve Rubber Seat 25 Check J'ak'e Spring 27 Check Valve Case, 28 Complete 29 Check J'alve Case 31 Gasket 33 Check J'alve 35 Strainer 1 in. Union Nut 1 in. Union Swivel Cylinder Cap Graduating Stem Nut Graduating Stem Graduating Spring Cylinder Cap Gasket Cylinder Cap Bolt and 'Nut Cap Screzv 1 in. Union Gasket Emergency J^alve Nut Retarding Device Body Retarding Stem Retarding Spring Graduating I 'alve Spring BRAKE CTl- 1275 — Passenger Triple Valve, Type L. Cylinder Cap Gasket 25 Cylinder Cap Bolt and 26 'Nut 27 Cheek Valve Case Bolt 29 and Nut 30 By-Pass Piston 31 By-Pass P By-Pass Piston Ring 32 Strainer B'v-Pass I 'alve 33 E-7 Safety By-Pass Valve Spring 34 End Caf By-Pass J'alz'c Cap iston Cap J'alve Westinghouse Air Brake Company. 642 AIR BRAKES; Westinghouse. Fig. 1276 Parts of No. 3-E Control Valve Fig. 1276. 2 Equalizing Body, Complete 3 Release Piston 4 Release Slide Valve 5 Release Slide Valve Spring 6 Release Graduating Valve 7 Release Gradiialing Valve Spring 8 Release Piston Cap Nut for Equalizing Portion 9 Release Piston Ring 10 Release Cylinder Cap 11 Release Cylinder Cap Gasket 12 Cap Scrciv 13 Release Piston Graduating Sleeve 14 Release Piston Graduating Spring 15 Release Piston Graduatins; Nut 16 Cheek Valve 17 Check Valve Cap Nut 18 Release Regulating Cap 19 Stud and Nut for Release Regulating Cap 20 Equalizing Piston 21 Equalizing Piston Ring (Large) 22 Equalizing Slide Valve 23 Equalizing Slide Valve Spring 24 Equalizing Graduating Valve 25 Equalizing Graduating Valve Spring 26 Large Equalizing Cylinder Cap 27 Large Equalizing Cylinder Cap Gasket 28 Cap Screw 29 Equalizing Piston Stop Sleeve 30 Lozcer Equalizing Piston Stop Spring 31 Equalizing Graduating Nut 32 Equalizing Piston Ring (Small) 33 Small Equalizing Cylinder Cap 34 Gasket for Small Equalizing Cylinder Cap 35 Cap Screw 36 Cap Nut for Small Equalizing Cylinder Cap 37 Small Equalizing Piston Bush 38 Service Reservoir Chargimi Valve 39 1 //;. Charging I 'aire Piston Ring 40 l;4 in. Charging Valve Piston Ring 41 Charging Valve Seat 42 Charging Valve Washer 43 Internal Charging Valve Nut 44 External Charging I'alve Nut 45 Gasket for Release Regulating Cap 46 Upper Equalizing Piston Stop Spring 75 Application Body 76 Piston Stcni 77 Piston Ring (Small) 78 Piston Plead 79 Piston Seal 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 107 108 109 110 111 112 113 114 We 67 eo D2 137 93 Release Portion. Application Portion. 33 30 3a 37 44 Equalizing Portion. Emergency and Quick Action Portions. Fig. 1276— No. 3-E Control Valve. Piston Ring (Large) 115 Piston Follower 116 Piston Packin.g Leather 117 Piston Packing Leather 118 Expander 119 Piston Nut 130 Piston Cotter ■ 131 Exhaust -J'alvc 132 Exhaust Valve Spring 133 Application Valve 134 Application Valve Spring 135 Application Piston Bolt 136 Spring Box 137 Piston Spring Sleeve 138 Piston Spring 139 Graduating Ahit 140 Application Valve Cover Application I'alve Cover Gasket .141 Cap Screw for Application 142 Valve Cover 143 Emergency Body 153 Piston 154 Piston Ring 155 Slide Ffl/zr 155 Slide J'alve Spring 157 Sm.all Cylinder Cap 158 Large Cylinder Cap 159 Small Cylinder Cap Gasket 160 stinghouse Air Brake Company. Large Cylinder Cap Gasket Piston Spring Cap Screw Oval Fillister Head Cap Screw Emergency Piston Bush Quick Action Body Piston Piston. Ring Quick Action I 'alz'c Quick Action Valve Seat Quick Action I'alve N'ut Quick Action Valve Spring Quick Action Valve Cap Nut Quick Action Valve Cover Quick Action Closing J'alve Quick Action Closing Valve Spring Cover Cap Nut Cover Gasket Cap Screz^' for Cover Reserz'oir Cap Nut Stud zvith Hexagon Nut Stud zi'ith Hexagon Nut Emergency Cylinder Gasket Quick Action Cylinder Gasket Large Reservoir Gasket Equalizing Cylinder Gasket Pigs. 1277-1281 AIR BRAKES; Westinghouse. 643 Service Pressure Exceeding 60 Lbs. in BraliLe Cylinder Fig. 1277 — High Speed Reducing Valve, Ser\-ice Position. Fig. 1278 — High Speed Reducing Valve, Emergency Position. Ex Exliaust 20 Release Fig. 1280 — High Speed Reducing Valve, Rele Position. Parts of High Speed Reducing Valve, Figs. 1277-1281. 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 Body Spring Box Piston Piston Ring Piston Stem Piston Stem Nut Slide Valve Slide Valve Spring Cap Nut Regulating Spring Regulating Nut Cheek Nut Union Stud Union Szvivel Uniou Nut Air Strainer Union Gasket Bolt and Nut Piston Seat Piston Dise Spring Abutment Cotter 14 iu. Street Elbow 34 in. Pipe Plug ^'Tlj)e TaE?C * To Brake OyOnOe? Fig. 1279— Vertical Section Through High Speed Fig. 1281— Horizontal Section Through High Reducing Valve. Reducing Valve, ""'■jstinghouse Air Brake Company. Speed 644 AIR BRAKES; Westinghouse. Figs. 1282-1285 Fig. 1282 — Pressure Retaining Valve for 12 in., in. and 16 in. Brake Cylinders. 14 Parts of Retaining Valve, Fig. 1282. 2 Body 6 Cock Key 3 Case 7 Cock Cap Key Spring Fig. 1283 — High and Low Pressure Retaining Valve_ U'eviht Handle A3 IS rW^T--— i 14 iO II V Fig. 1284 — Pressure Retaining Valve for Vestibule Cars with 12 in., 14 in. and 16 in. Cjdinders. Parts of Retaining Valve, Fig. 1284. Bod\' 9 Case 10 U'ei'iht 11 Handle 12 Cock Kev 13 Cock Cap 14 Key Spring ^riPE PLUG Parts of Retaining Valve, Fig. 1283. 3 2 Bodv 7 3 Case 4 Inside J! 'eight 5 Handle 2 6 Cock Kev 7 Cock Cap 5 8 Kev Spring 6 9 Weight Lifting Rod 10 Outside U'eiglif Extension Socket li.rlension Socket Cotter E.rteiisioii Socket Sleere Extension Socket Sleeve Pin Handle Plate Handle Pin Parts of Type E-6 Safety Valve, Fig. 1285. 2 Body 5 3 Cap Nut 6 4 J-al-ce 7 Fig. 1285- E-6 S Valve. - Type a f e t y J'alve Stem Spring ISO lbs. to 90 lbs.) Regulating Xut SEAT FOR L-3 TRIPLE VAL/E SEAT FOR L-l-E TRIPLE VALVE SEAT FOR L-2-A TRIPLE VALVE BRAKE PIPE ^ OR j PIPE EXHAUST Cylinder Body Piston and Rod Non-Pressure Plead Pressure Head Crosshead Cylinder Casket Fig. 1286— Type X Passenger Brake Cylinder. Parts of Type N Brake Cylinder, Fig. 1286. 8 Pollozuer Packing Leather Packing Expander Follower Stud and Ahit Release Spring Cylinder Head Bolt and Nut Westinghouse Air Brake Company. 9 10 11 12 13 14 Triple Valve Bolt and Nut 15 Triple J'alve Gasket 16 Triple ]'alve Stud and Nut 17 Lever Bracket 18 Lever Bracket Bolt and Nuts 19 Crosshead Rivet Figs. 1287-1291 AIR BRAKES; Westinghouse. 645 ■mJii'« JZMni L\ u I) UNI u 11 u 11 II P.1 ^ cr »VW7TT Fig. 1287— Brake Cylinder, 12 in. by 8 in., with Slack .-Vdjuster. Fig. 1288 — Brake Cylinder, 12 in. by 8 in., and Auxiliary Reservoir Coniljined, with Standard Triple Valve. 10 I Fig. 1289 — Section Through 12 in. by 8 in. Brake Cjdinder and Auxiliarj' Reservoir Combined. Parts of Brake Cylinder, Fig. 1289. 2 Cylinder Body 3 Piston and Rod 5 Follower Stud and Nut 6 Follower 7 Packing Leather 8 Packing Expander 9 Release Spring 10 Reservoir 12 Reservoir Stud and Nnt 13 Reservoir Cylinder Bolt and Nut 14 Cylinder Gasket 15 End Cover Gasket ' . 16 Reservoir End Cover 17 Detachable Bracket 18 Defachal-ile Bracket, Bolt and Nut Fig. 1290 — Passenger Brake Cylinder, 10 in. Fig. 1291 — Passenger Brake Cylinder, 12 in. by 8 in. Westinghouse Air Brake Company. 646 AIR BRAKES; Westinghouse. Figs. 1292-1298 JiOlfiLi roJt^aoa: Fig. 1292— Freight Brake Cylinder with De- tached Auxiliary Reservoir and Triple Valve. Fig. 1293 — Freight Brake Cylinder, 8 in. by 12 in., with Detached Auxiliary Reservoir. 2 Cylinder Body 3 Piston and Rod 4 Non-Pressure Head 5 Follower-Stud and Nut Parts of Brake Cylinder, Fig. 1292. Follower 10 Cylinder Gasket Packing Leather 11 Cylinder-Head Bolt and 8 Packing Expander 9 Release Spring 11 Nut 12 Pressure Head 13 Type D Reservoir 14 Drain Plug 15 Triple Valve Gasket 16 Reservoir-Stud and Nut Fig. 1294— Freight Brake Cylinder, 8 in Auxiliary Reservoir Combine Parts of Load Brake Cylinder, Fig. 1297. 2 Cylinder Body 3 Piston and Rod 4 Non-Pressure Head 5 Follower-Stud and Nut 6 Follower 7 Packing Leather 8 Packing Expander 9 Release Spring 10 Cylinder Gasket 11 Cylinder-Plead Bolt and Nut 18 Pressure Head 25 Push Rod 26 Push Rod Pin 27 Push Rod Pin Cotter 28 Latch Box 29 .Tted and Nut 30 Latch Box Cover 31 Laic/i Bo.r Ca/J Nut 32 I.(3"PIPE PLUG /pipe 40 tl' d 18 io a V ^6 3 2 9 4 11 Fig. 1297— Load Brake Cylinder, 10 in. by 12 in., with Notched Push Rod and Enclosed Locking Mechanism, for Empty and Load Freight Brake Equipment. IS 17 Triple Valve Gasket Reser-voir Cylinder Bolt and Nut 13 5 17 10 6 8 7 3 2 9 Fig. 1298—8 in. by 12 in. Freight Brake Cylinder and Auxiliary Reservoir Combined. Westinghouse Air Brake Company. Figs. 1299-1312 AIR BRAKES; Westinghouse. 647 JplPET-*!-- Fig. 1299— Type C-3 Conductor's Valve. Fig. 1301— Self-Locking Angle Cock. Fig. 1303— One Inch Brake Pipe Air Strainer. Fig. 1305 — Res- ervoir Drain Cock, V2 in. Parts of Conductor's Valve, Fig. 1299. 2 Body 3 Key 4 Caf 5 Key Spring 6 Key Stop 7 A't'_v Escutcheon 8 Handle 9 Key Nut 10 Bolt and Nut 11 Filler Block Parts of Angle Cock, Fig. 1301. 2 Body 3 Key 4 Cap 5 Spring 6 Handle 7 Handle Socket 9 114 "'■ by 1 (". Bushing Parts of Strainer, Fig. 1303. 2 Strainer Body 3 1 i'». Union Szvivel 4 1 i». Union Nut 5 1 i». Union Gasket 6 Strainer 7 Bushing Fig. 1306— Freight Hose Coupling. Fig. 1300— One Inch Cut-Out Cock. Parts of Cut-Out Cock, Fig. 1300. 2 Body 3 A'(?ji 4 Ca/) 5 Spring 6 Handle Fig. 1302— Centri- fugal Dirt Col- lector. Parts of Centrifugal Dirt Collector, Fig. 1302. 2 Body 3 Deflector and Special Plug Fig. 1304— Branch Pipe Tee. Fig. 1307— Threaded Hose Nipple. Parts of Drain Cock, Fig. 1305. Body Key Cap Spring Handle Fig. 1308 — Passenger Hose Coupling. Fig. 1309 — Dummy Hose Coupling. Fig. 1310-Hose Protecting Coupling. Fig. 1311-Brake Hose and Coupling Westinghouse Air Brake Company. Fig. 1312— Hose Clamp. 648 AIR BRAKES; Westinghouse. Figs. 1313-1314 Fig. 1313 — Diagram of Westinghouse Air Brake Equipment, Schedule S^IE. Straight Air Brake "with an Automatic Emergency Feature for Single Car Service. Under Some Conditions it 'Slay be Used for Two-Car Trains, Consisting of Alotor Car and Trailer, Where the ^lotor Car Operates Singly Most of the Time. Fig. 1314— Diagram of Westinghouse Air Brake Equipment, Schedule Combined Automatic Straight Air, for Electric Trains. Plain Automatic Brake with Graduated Release on with Provision for Straight Air Application and Release in Single Car Service. The Train Should Not Exceed Five Cars. AMM and Each Car, Length of Westinghouse Air Brake Co mpany. Figs. 1315-1316 AIR BRAKES; Westinghouse. 649 li'Ou'^i. .•'•' a.^c .^^■,-,~»e^ Fig. 1315 — Diagram of AVestinghoiise rVir Brake Equipment, Schedule AilCE, for Electric Trams. Consists of a Combination of a Pneumatic Service and Emergency llrake with an Electric Control of Both Service and Emergency Operations of the Brakes. For Trains of Any Length. Fig. 1316— Diagram of Westinghouse y\ir Brake Equipment, Schedule AMLE, for Electric Trains. Consists of a Combination of a Pneumatic Service and Emergency Brake with an Electric Control of Both Service and Emergency Operations of the Brakes. For Trains of Any Length. Westinghouse Air Brake Company. 650 AIR BRAKES; Westinghouse. Figs. 1317-1319 Fig. 1317 — Diagram of Westinghouse Air Brake Equipment, Schedule AML, for Electric Trains. Quick Action, Automatic Brake with Graduated Release, Quick Service and Quick Recharge Features on Every Car with the Addition of Straight Air Release on Head Car; Also Reduction Limiting Features. For Trains of Any Length. Fig. 1318 — Wiring Diagram of Westinghouse Governor Synchronizing System; Battery Circuit. DUMMY COUPUNG \ HOST AND COUPLING -^ "- RECEPTACLE CONNECTORS •^RECEPTACLE SrNCHBONlZiNG WIRE lECEPTACLE-^ Fig. 1319— W^iring Diagram of Westinghouse Governor Synchronizing System; Trolley Circuit. Westinghouse Air Brake Company. Figs. 1320-1322 AIR BRAKES; Westinghouse. 651 curouTcocff cur OUT COCK. TRAILER CAP Fig. 1320 — Diagram of Train Air Signal for Electric Car Trains. Fig. 1321— Compressor Portion of Motor Driven Air Compressor for Electric Cars. as 55 58 11 59 59 10 2 lO 6 3 43 44 45 39 Fig. 1322 — Motor Portion of Motor Drix'cn Air Compressor for Electric Cars. 2 Cylinder and Crank Case 3 Cylinder Cover 4, 5 and 6 Cylinder Cover Boll and Nut 7 Front Crank Case Cover Parts of Compressor, Fig. 1321. 8 Front Crank Case Cover Cap Scrciv 9 Gear Case 10 Gear Case Sliid and Nut 11 Gear Case Cover 12 Gear Case Cover Foil and Nut 13 Long Cap Serein' for Gear Case and Motor 14 Short Cap Screw for Gear Case and Motor Westingliouse Air Brake Company. 652 AIR BRAKES; Westinghouse. Parts of Compressor, Fig. 1321. (Continued.) 15 Bolt for Gear Case and iMolor 29 16 Gear Case Co'ecr Cap 30 17 Cap Sereze for Gear Case 31 Cover Cap 32 19 Crank Case Top Cover 33 20 Short Cap Sereze for Crank 34 Case Top Cover 35 21 Loiti^ Cap Sereio for Crank 36 Case Top Cover 37 22 Crank Case Oil Fitting 38 23 Lap Sereio for Securing Com- 39 pressor to Bed Plate 40 24 Crank Shaft 41 25 Crank Sliaft Key 42 26 Crank Sliaft Nut 43 27 Crank Sliaft Jam Nut 49 28 Gear Conneeting Kod Connecting Rod Cap Connecting Rod Eye Bolt Nut for Eye Bolt Jam Nut for Eye Bolt Cotter for Eye Bolt Connecting Rod fhisli ll'rist J'in loith Dozoel ll'rist J'ln Set Screw Piston Piston Ring Inlet Calve Inlet I'alve Chamber Cap Discharge Cal'c'c Discliarge Valve Chamber Cylinder Cover Gasket Cap Front Crank Case Cover Gasket Gear Case and Crank Case Gasket Gear Case Cover Gasket Gear Case Cover Cap Gasket Crank Case Top Cover Gasket Motor Gasket Bed Plate 83 and 84 Cap Screw for Securing Motor to Bed Plate Washer for Eye Bolt 1^4 in. by Qj^ "'. Pipe for Vent of Crank C ase Cover Pinion Shaft Bearing Bush (Front End) Shaft Bearing Bush (Rear End) 50 51 52 53 54 55 82 93 97 98 99 100 2 Field Yoke 24 3 End Bell 25 4 Front Bearing Flousing 26 5 Rear Bearing Housing 27 6 Armature 7 Field Pole 28 8 Cap Screzo for Pole Piece 9 Field Coil 29 10 Field Coil IVasher 30 11 Insulating Bush for Leads 31 12 Cominutator Door 32 13 Commutator Door Latch 33 14 Stud and A'ut for Securing 34 End Bell 35 15 ^Irmatnre Coil Support 36 17 Oil Fitting Elbozo Cap Nut 37 18 Front Bearing Housing Dust Plate 38 19 Screzo for Dust Plate 39 20 Front Bearing Housing Head- 40 less Screzv 41 21 Cap Screzv for Front Bearing 42 Housing 43 22 Front Bearing 44 23 Cleat for Front Bearing 45 Parts of Motor, Fig. 1322. Cleat Screzv 46 Front Bearing Oil T Straight Brake Vah'c, Type SY. Air 2 J'alvc Seat 14 J'alz'c and Rack Guide zinth 3 Bodv Dozvels 4 Handle 15 Fillister Head Screzv 5 Handle Latch 16 Rack zvitli Dozvel 6 Handle Latch Screzv 17 Rack Plate 7 Llandle Latch Spring 18 Fillister Head Screzv 8 Shaft 19 Oil Plug 9 Washer for Shaft 20 Bolt and Nut 10 Pinion 21 Union Nut 11 Slide I'ahre Spring 22 Union Swiz'cl Ring 12 Slide I alzr Spring Tip 23 Union Gasket 13 Slide J'alvc and Rack 24 Gasket tin ghousc Air Brake Company. Figs. 1328-1330 AIR BRAKES; Westinghouse. 655 I PIPE EXHAUST Parts of Type SX-2 Brake Valve, Fig. 1328. Fig. 1328 — jMotornian's Straight Air Brake Valve, Type SX-2. 32 J4 33 Fig. 1330 — Electric Compressor Gov- ernor, Type G-l-A. 2 Rotary J'alve Seat 13 3 Bodv 14 4 Pipe Bracket 15 5 Rotary Valve 16 6 Rotarv Valve Key 17 7 Rotary Valve Key Spring 18 8 Rotarv 1 'alve Key Washer 19 9 Oil Scmi' 20 10 Handle 21 11 Latch 12 Latch Spring 22 Handle Grip Handle Grip Screw Handle Latch Scrciv Handle Guard R(nind Head Machine Screw Fillister Llead Screw Upper Gasket Lower Gasket Yf, in. by 5 in. Hexagon Head Bolt and Nut Oil Plug CONTROL pipe: 2 3 4 5 6 7 8 12 15 19 20 21 22 23 24 35 37 38 39 40 41 43 45 47 51 52 S3 54 ^^ QUICK ACTION PORTION INTERCEPTING VALVE PORTION 57 43 41 ' ' 75 76 45 77 HIGH PRESSURE PORTION Fig. 1329— Type L-2-G Triple Valve. Parts of Type L-2 Body Main Slide I' alve Main Piston Main Piston Ring Main Slide Valve Spring Graduating Valve Emergency Piston Check Valve Spring Check Valve Main Cylinder Cap Graduating Spring Nut Graduating Stem- Graduating Spring (Large) Main Cylinder Cap Gasket Cap Screw Graduating Valve Spring Emergency Piston Ring (Lar Graduating Sleeve By-Pass Piston By-Pass Piston Ring By-Pass Slide Valve By-Pass Slide Valve Spring Bv-Pass Cover (Small) End Cap Emergency Piston Ring (Sm Emergency Piston Spring Check J^alve Seat Check Valve Nut ■ G Triple Valve, Fig. 1329. 55 Check Valve Cap Nut 56 Gradnating Spring (Small) 57 Emergency Piston Cover 58 Emei-gcncy Piston Cover Gasket 59 Transfer Piston Valve 60 Transfer PistO]i J'alve Seat 61 Transfer Piston J'alve Nut 62 Steel Cotter 63 Transfer Piston J'alve Cap Nut 64 Transfer Piston J-'alve Spring 65 Transfer Piston, l^alve Bush (Small) 66 Transfer Piston J'alve Cap Nut and Sfring Guide 67 Relief J'alve Bodv 68 Relief J'alve Bush 69 Relief Valve Gasket 70 Piston Relief J'alve 71 Piston Relief J'alve Seal 72 Piston Relief J'alve Sfring 73 Piston Relief J'alve Cap Nut 74 Cap Screzv 75 By-Pass Piston Bush (Small) 76 By-Pass Piston Cover Gasket ^(Sniain 77 and 78 Cap Screic S^") all) Westinghouse Air Brake Company. 656 AIR BRAKES; Westinghouse. Fig. 1331 Parts of Compressor Governor, Fig. 1330. 2 Base 18 3 Cylinder 19 4 Piston 20 5 Piston Packing 21 6 Piston Follozucr 22 7 Packing Leatlier Expander 23 8 Piston Rod 9 Piston Nnt 24 10 Arniatnre 25 11 Piston Rod Gnide 26 12 Set Screw 27 13 Regulating Spring 28 14 Spring Yoke 29 15 Adjusting Bolt 30 16 Magnet Core 31 17 Magnet Coil Pill for Armature Circuit Closei- Insulator a re nit Closer Circuit Closer Insulator IVasher Fillister Head Screw with Drilled Plead Insulating Bush Lock for Screw Shield Cushion Arc Shield Insulation for Fixed Contact Fixed Contact Controller Clip Contact Scrciv Insulator 32 Insnlatiug ll'asher 33 Bushing 34 Contact Screze 35 Tip for Circnit Closer 36 Button Head Screzo 37 Latch 38 Spring for Latch 39 Lead 40 IVasher 41 Connector for Lead 42 Round Head Screze 43 Cover 44 Latch Plate 45 Insulating Bush 46 Fillister Head Screw Parts of Type M-2-A Triple Valve, Fig. 1331. 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 Body Slide Main Main Slide Valve Piston Piston Ring Valve Spring Graduating Valve Graduating Valve Spring Check J'alve Rubber Seat for Check i'alve Check Valve Spring Check Valve Cap By-Pass Piston By-Pass Piston Ring By-Pass Piston Cap By-Pass Valve Rubber Seat for By-Pass Valve By-Pass Valve Cap By-Pass Valve Spring Cylinder Cap Graduating Spring Nut Graduating Spring TO BRAKE Cn... Fig. 1331— Type :\I-2-A Triple Valve. 23 24 Graduating Slccz Bolt and Nnt 25 26 Cylinder Cap Gasket End Cap ^s Parts of Type S-5 Compressor Governor, Fig. 1332. Parts of Type A-1 Compressor Svi^itch, Fig. 1333. 2 Frame 42 3 Gnide Pin 43 4 Finger Board Insula- 44 tion 45 5 Finger 6 Adjusting Screiu lam 46 Nut 7 Finger Adjusting 47 Screzo 48 8 Finger Base 50 9 Screzv for Securing Finger to Finger 107 Base 10 Finger Clamp 301 11 Finger Board Screzv 302 12 Szviteh Cozier 303 13 Eye Bolt Thumb Nut 304 14 Cover Eye Bolt 305 15 Eye Bolt Rivet 306 16 Switch Piston and 307 Rod 310 17 Piston Spring 311 18 Piston Spring Seat 312 19 Piston Seal 314 20 Szviteh Piston Ring 315 36 Piston Rod Cotter 317 37 Piston Rod Nnt 318 38 Piston Rod Brass Washer 319 39 and 40 Piston. Rod Fibre Washers 320 41 Square Fibre Brush Contact Screzv Szviteh Spider Szviteh Spider Contact Piston Rod Fibre Washer Piston Rod Brass Washer Lead Screw Finger Board Porcelain Bush for Leads Tee Plead Bolt and Nut Gasket I'alz'c Case Cut-in. J'alve Cap Cut-out Valve Cut-in Valve Cut-in I'alve Spring Extension Piece Cut-out Valz'e Spriirg Cut-in Regulating Nut lani Nut Cut-out Regulating Nnt Spiing Stein Cut-out Valve Cap Cut-in J'alve Seat Retainer Cut-in J'alve Leather JJ-'asher Cut-in J^alve JVasher 2 Frame 3 Gnide Pin 4 Finger Board Insula- tion 5 Finger 6 Adjusting Screzv lam Nut 7 Finger Ad instiiig Screzv 8 Finger Base 9 Sciezv for Securing Finger to I'ingci' Base 10 Finger Clanif 11 Finger Board Screzv 12 Szviteh Cover 13 E\e Bolt Thumb Nut 14 Cozrr Eve Bolt 15 Eye Bolt Rivet 16 Szviteh Piston and Rod 17 Piston Spring for Pressure Ahoz'c 40 lbs. 18 Piston Spring Scat 19 Piston Seal 20 Szviteh Piston Ring 21 Piston JVasher 23 Piston JVasher Screzv 36 Piston Rod Cotter 37 Piston Rod Nnt 38 Piston Rod Brass JJ'asher 39 and 40 Piston Rod Fibre JJ'asher 41 Square Fibre Bush 42 Contact Screzv 43 Szviteli Spider 44 Switch Spider Contact 45 Piston Rod Fibre JJ'asher 46 Piston Rod Brass JJ'asher 47 Lead Screzv 48 Finger Board 50 Porcelain Bush for Leads 52 Frame Gasket 107 Tee Head Bolt with Nut for Securing Switch to Pneu- matic Portion 501 Body 502 Cover 503 Cap 504 Armature 505 Armature Stem 506 Magnet Core 507 Core Pole 508 Magnet Coil 510 Button Head Cap Screw Westinghouse Air Brake Company. Figs. 1332-1333 AIR BRAKES; Westinghouse. 657 Parts of Type A-1 Compressor Switch, Fig. 1333. (Continued.) 511 Insulator 515 Supply J'alve 512 Brass Washer 516 Supply Valve Spring 513 Contact Screw 517 Supply Valve Seat 514 Exhaust I'ali'e 518 Cap Nut Weight, 35 lbs. Fig. 1332 — Electric Compressor Governor, Type S-6. Fig. 1333 — Electro-riieiimatic Compressor Switch, Type A-1. 2 i' rainc 28 3 Guide Pin 4 Fiiii:ei- Board Insulation 36 5 Finger 37 6 Adjusling Scrc'a' fain Nut 38 7 Finger Ad lusting Screw 39 8 Finger Base 9 Screw for Securing Finger to 41 Finger Base 42 10 Fiuger Clamp 43 11 Finger Board Screzv 44 12 Sivitcli Cover 45 13 Eye Bolt Tluinil Nut 46 14 Cover live Bolt 47 15 Eye Boll Rivet 48 16 Switch Piston and Rod 50 17 Piston Spring 52 18 Piston Spring Seat 53 19 Piston Seat 54 20 Switch Piston Ping 21 Piston ll'ashcr 55 23 Piston Washer Scrdc 56 24 Large Ring for Double Piston 57 25 Double Piston ivitli Rings 58 26 Regulating Valve Cap 59 27 Regulating Valve Spring 60 Parts of Compressor Governor, Type J, Fig. 1335. Regulating I'alve for Cutting Out Piston Rod Cotter Piston Rod Nut Piston Rod Brass Washer 39 and 40 Pisto.n Rod Fibre Washer Square Fibre Bush Contact Screw Sivitch Spider Switch Spider Contact Piston Rod Fibre Washer Piston Rod Brass Washer Lead Screw Finger Board PorccUun Bush for Leads Frame Cash'ct I 'alve Case Cylinder Plead and Diaphragm Cover Cylinder Gasket Small Ring for Double Piston Piston Bush Diaphragm Cap Nut Diaphragm Ring Diaphragm Westinghouse Air Brake Company. 61 J liapliragm Spindle 62 Regulating Spring 63 Fiegulating Nut 64 Regulating Cheek Nut 65 Regulating J'alve for Cutting In 66 Regulattng Vali'c Spring 67 Diaphragm Spindle 68 Regulating Nut 69 Regulating Chech Nut 70 Regulating Spring 71 Lhaplii'agm 72 l^laph ragm Ring 73 Diaphragm Cap Nut 74 CYlinder Casket 75 Cylindei- Plead and Diaphragm Cover Slide Valve 76 77 Slide I'alve Spring 78 Pipe Plug 80 Short Cap Sereze for Cylinder Head 81 Long Cap Scrc-tO for Cylinder Plead 07 Tee-Head Bolt with Nut for Securing Sw'itch to Control- ling Mechanism 658 AIR BRAKES; Westinghouse. Figs. 1334-1337 Parts of Type E-6 Safety Valve, Fig. 1334. 2 Body 3 Cap Nut 4 Valve 5 I'alve Stem 6 Spring (50 lbs. to 90 lbs.) 7 Re"iilatiiis' Nut Parts of Application and Release Magnets, Fig. 1336. 501 Pipe Bracket 502 Magnet Bracliet Bodv 503 Cap Nut and Valve Stop 504 Cylinder Supply Valve 505 Seat for Cylinder Supplv Valve 506 Cap Nut with CJioke 507 Magnet Bracket Gasket 508 Spring flS lbs. Differential) 509 Pipe Bracket Gasket 510 Tee-Head Bolt and Nut 526 527 528 529 530 531 540 541 542 543 544 545 Parts Common to Application and Release Magnets. 511 Magnet Cap 512 Top Cover 513 Leather Gasket 514 Cotter 515 Plunger 516 Special Washer 517 Terminal Insulator 518 Terminal 519 Brass Washer 520 Nut 521 and 522 Rubber Gasket 523 L^arf Washer 524 Magnet Valve Spring 525 Magnet Valve Cap Parts of Type R Brake Cylinder, Fig. 1337. 2 Cylinder Body 3 Piston and Rod 4 Non-Pressure Plead 5 Pressure Head 6 Follower 7 Packing Leather 8 Packing Expander 9 Release Spring 10 Follozver-Sliid and Nut 11 Pressure-Head Bolt and Nut 12 Non-Pressure-Head Bolt and Nut 13 Cylinder Gasket 14 P»j-/i "i?0(i 7U(V/! Pill a»rf Cotlcr 15 P»j-/( 7?o(i FiH ic>«7/i Cotter 16 Detachable Lever Bracket 17 Lever Bracket Bolt and Nuts 18 54 '"■ -P'/'f' -P/"? 19 E.rhnust Pipe Plug Application Magnet Magnet Core Back Strap Magnet Coil Armature Stem Magnet VaVce Cover Magnet Core ack Strap Magnet Coil Armature Ste Magnet Valve Spring Guide Fig. 1336 — Application and Release Magnets for Interborough Rapid Transit Company. 20 21 22 Yz in. Pipe Plug •>4 in. Pipe Plug 1 in. Pipe Plug 23 Triple Valve Gasket 24 Triple Valve Stud and Nut 25 Triple I'alve Bolt and Nut N DRILL J'PIPE . CONTROL PIPE , OR SUPP PES^ fORl'PIPE EXHAUST SEAT FOR L-3 OR R-3 SEAT FOR L-l-B.R-1. M-l.OR T-l SEAT FOR L-2.A,R-2,M.20RT-2 JPI^E AUX.RES./ \ 13 8 7 10 6 ~3 2 TRIPLE VALVE TRIPLE VALVE TRIPLE VALVE 23 r BRAKE PIPE Fig. 1337— Traction Brake Cylinder, Type R. Westinghouse Air Brake Companj^ Figs. 1338-1345 AIR BRAKES; Westinghouse. 659 Single Pointer, Duplex. Illuminated. Fig. 1338 — .\ir Gages. Parts of Cut-Out C DCk, Fig. 1339 2 3 4 B K C '.V It 5 6 Spring Handle Parts of Type B-3 Conductor's Valve, Fig. 1340. 2 Body 3 Vent Valve 4 Rubber Seat 5 Valve Xiit 6 I'atie Spring 7 Cap 8 J ^ aire Lever 9 Operating Lever 10 Rivet 11 Cutter Fig. 1339— One Inch Cut-Out Cock. Parts of Angle Cock, Fig. 1341. 2 Body 3 Key 4 Cap 5 Spring 6 Handle 7 Handle Socket 9 1J4 '"■ ''-V 1 '"■ Basiling Fig. 1340— Type B-3 Conductor's Valve. Fig. 1341— Self Locking Angle Cock. Fig. 1342^Threaded Hose Nipple. Fig. 1343 — ?ilain Reser\-oir •1 2 7 Fig. 1344 — Hose and Coupling. // u Fig. 1345 — .-Vrrangement of Equalizing Lever Set to Insure Proper Equalization of Braking Force on Both Trucks of a Car. Westinghouse Air Brake Company. Parts of Hose and Coup- ling, Fig. 1344. 2 1'4 ill. by 22 in. Hose 3 I'nian 1 1 osc Nipple 4 Ciiinn .Xiit 5 Union Swivel 6 L'liion l,asket 7 Hose Clamp 8 Hose Clamp Bolt and .Yiit 9 Ta/^ped Hose Xipple Parts of Equalizing Lever Set, Fig. 1345. 2 .Multiplying Lever Fnl- criini Braeket 3 Miilliplying Lever 4 Connecting Chain 5 Cylinder Lever Rod 6 Cylinder I^ever 7 Bin for Pulcrnm Bracket 8, 9 and 10 Pins 660 AIR BRAKES; New York. Figs. 1346-1347 fu 1^ c^ s ■a, Co ^ "ij "i) ^ cq ,a ^•^ -^ "^ -^ o o -- ^, ^'^ G o a ,-" ,^ a ^ = ja -« -« -oi ^(1^0 bj3 ba ■S .5 ^ (i; (^ -a •= 2; S ^ .GGDa^a^^:tq(j;ii^'o6n5cq W CO w w w CO'O'O'O'O'O'O'O'O'O'O'O'O'O'O'Cii CO* Ln :- Os ■S tyj •S = -la •~ c P isto Gas .^ 1 fj s^ "^ t i; "- u ._. ., ^ '2 '- t ^ '-O n Cask Plug list Va Valve iiating Plug e Valv 1 k Valv t Cap Valve -^ -C) e _o _C) •2 s- ^ = ■? ^ -S. "t: UJ Qi '^ ^ .^■C S ^ 5 e) Co ^ \ t^ ::^ < 00 VD O «-i CVI HHE-iHHHHHHHE-iHHHHHHHH ao'O'O'O'O'O'O'O'O'O'O'O'O'O'O'O'O'O' 1- ►- 5 I- (- H K SSl iS, o o [3 cy. o-Q, r-j "^^g r^ bo Figs. 1348-1349 AIR BRAKES; New York. 661 Fig. 1348 — Quick Action Pipeless Triple Valve, J6, Style A with High Emergency Pressure Cap and Safety Valve. Used with 16 and 18 in. Passenger Brake Cylinders. Graduating Valve Exhaust Valve Stop Lozver Valve Lower I ali'c Cap Loiver J'alve Spring Exhaust Valve Pin Strainer Graduating Spring Loii'er I'alvc Guide Graduating Stem- Check J'alve Spring Graduating Stem Nut Lower ] 'alve Seat Safety I'alve Complete Parts of Triple Valve, Fig. 1348. QT 20 Rubber Seat QT 332 Graduating J'alve Spring QT 404 QT 53 Ys in. Pipe Plug QT 346 Front Cap Bolt QT 407 QT 118A Cheek Valve Spring QT 376 Emergency Cap Body QT 427 QT 138 Check Valve QT 377 Emergency Piston QT 428 QT 139 Check Valve Guide QT 384 Emergency Cap Gasket QT 430 QT 141 Check Valve Cap QT 385 Body QT 431 QT 239 Emergency Valve Piston QT 393 ^ in. by 2 in. Tap Bolt QT 561 Packing Ring QT 397 JJ-'ashcr QT 601 QT 262 Triple Valve Gasket QT 398 Nut QT 608 QT 281 Front Cap QT 399 Check J'alve PT 56 QT 285 Quick Action Valve QT 400 Cap Nut PT 57 Piston QT 401 Main Piston PT 164 QT 287 Front Cap Gasket QT 402 Piston Packing Ring RV 200 QT 291 Exhaust J'alve Spring QT 403 Exhaust J'alve 48 RV QT Idt QTIISA. Q^l3^ QTija Fig. 1349 — Quick Action Pipeless Triple X'alvc J6, Style L!, f.:)r Iti and 18 in. Passenger Brake Cylinders. QT 20 QT 53 QT 118A QT 136A QT 138 QT 139 QT 141 QT 262 QT 281 Rubber Seat .'k in. Pipe Ping Check J 'alve Spring Side Cap Bolt Check J 'alve Cheek J'alve Guide Cheek J^alve Cap Triple J'alve Gasket Front Cap Parts of Triple Valve, Fig. 1349. QT 285 Quick .-tction I'ulvc Piston QT 402 QT 287 Front Cap Gasket QT 403 QT 291 Exhaust J'alve Spring QT 404 QT 332 Graduating J'alve Spiing QT 407 QT 346 Front Cap Bolt QT 431 QT 384 Emergencv Cap Gasket QT 601 QT 385 Bodv PT 56 QT 390 Side Cap PT 57 QT 401 Main Piston PT 164 New York Air Brake Company. Piston Packiu'^ F8 !"■ Coupling HC 7125 Boll 25 SC I'/i in. Three- HC 7127 Spring Seat U'av Reversing HC 7128 Spring Coel: HC 7131 Fingers HC 78 Gasket HC 7132 Center Pipe HC 760 Head HC 7134 Side Plate I 'aire HC 71 Head HC 78 Packing Ring HC 7125 Bolt HC 7126 V4 in. HIbozv HC 7127 Spring Seat HC 7128 Spring lamer HC 7130 Steam Heat Scat HC 7131 Fingers HC 7132 Center Pipe HC 7134 Side Plate HC 759 Bush 670 AUTOMATIC CONNECTORS. Figs. 1381-1382 AUTOMATIC ORIP VALVE" Fig. 1381 — Passenger Connector for Air Brake, Signal and Steam Heat Pipes. New York Air Brake CompanJ^ IV HOSE COUPLING Fig. 1382— Freiglnt Connector for Air Brake, Signal and Steam Heat Pipes. New York Air Brake Company. Figs. 1383-1386 BRAKE EQUIPMENT; Miscellaneous. 671 Parts of Emergency Head, Fig. 1383. HC5I9 HC 78 Packing Ring V\ \ ^ HC 519 Packing Rina HC 710 Steam Heat Gasket HC 725 l;4 in. Packing Nut HC 726 1 '4 in. Svi'ivcl HC 729 -?-4 in. Pach'iu'Ji Nut HC 730 ^4 in. S"a'i-L'cl HC 734 Hook HC 735 Cam HC 737 I'/g in. Coul^ling HC 738 Signal Coupling HC 739 1'4 in. Elbozv HC 7123 HC 740 .^4 in. Bend HC 7124- HC 741 L am Pin HC 7122 II4 in. Street Elbow HC 735- HC 7123 Cam Spring HC 741^ HC 7124 i am Bearim; HC 7133 Head HC734 HC 73 HC 740 HC 737 HC 739 HC 7122 STEAM HEAT COUPLING HC730 HC 729 HC 78 HC725 HC7I33 HC 710 Fig. 1383 — Emergency Head Back-Up Connection. New York Air Brake Company. Parts of Figs. 1385 and 1386. A ll'liislle B ll'histle Push Button C Train Pipe E.vhaust Fig. 1384 — Monogram Pipe Bracket and Nipple End Hose Protector. Guilford S. Wood. Fig. 1385 — Brakeman's Back-up Air Fig. 1386— Brakeman's Brake and Signal Cock, with Gage. Back-Up Air Brake (See also Page 678.) Cock. Sherburne & Company. 672 BRAKE EQUIPMENT; Miscellaneous. Figs. 1387-1393 Fig. 1387— Universal Hose Protector. McCord & Company. One Piece. Fig. 1388 — Hose Clamps. Camel Company. Fig. 1389 — Strong Hose Clamp. Strong, Carlisle & Hammond Company. Fig. 1390 — Spraguc Flexible Steel Armored Hose and Nipples. Sprague Electric A\'orks. ^'P!^ duelt' Fig. 1391— Thompson Hose Clamp. Storrs Mica Company. Fig. 1392 — N B Hose Connection. G. j\I. Newliall Engineering Company. Fig. 1393— Western Angle Cock Holders. Railway Devices Company i^igs. liy't-i'tuu BKAKu EQUIPMENT; Miscellaneous. 673 Fig. 1394 — Acme Pipe Clamp for Use on Side of a Fig. 1395 — Acme Pipe Clamp for Use on Bottom of . ,. r-. , . End Sill. I.ongitudmal Sill. \Vestern Railway Equipment Company'. Fig. 1397 — Acme Pipe Clamp for Use in Needle Beam. Western Railway' Equipment Company. Fig. 1396 — Acme Pipe Clamp for Side of Longi- tudinal Sill. Western Railway Equipment Company. To Pulling Face Fig. 1399— Security /Vngle Cock Bracket Applied to Dump Car. Adreon Manufacturing Company. Fig. 1398 — Emery Lubricator and Application to ■ leumatic — «l , ToPullmg race Fig. 1400 — Security Angle Cock tlolder -Vpplied to Box Car. Adreon Manufacturing C(jmpany. 674 SLACK ADJUSTERS. Figs. 1401-1403 Fig. 1402 — American Automatic Slack Adjuster Applied to Brake Cylinder. American Brake Company. Fig. 1403 — Creco Slack Adjuster for Passenger Train Cars. Chicago Railway Equipment Compa ny. Figs. 1404-1407 SLACK ADJUSTERS AND HAND BRAKES. 675 i '/////////.'////////;///;///// 777m, ;^" iyAilM llTAl?Al| pr|_ , ^'fe ffl ;^^S^ k !ol PX tR .!-.._i_'-ji;-.^i--^-V ^' '-^^^-V ?- iJ-^ — ^ >^ — ^ g" .1^ / ; f -0= £2 -a / / ,' [ J 1 '■ i 1 -', :^!y 1 / y^J ■J 1 1 [ o / Fig. 1404 — Creco Combined Slack Adjuster and Brake Release for Freight Cars. Chicago Railway Equipment Company. Pig. 1405 — National Geared Hand Brake. National Brake Company. Fig. 1407— Ratchet Brake Applied to Drop End Gondola Car with Brake Cylinder at Side of Car. Ratchet Brake Company. 676 HAND BRAKES. Figs. 1408-1416 Fig. 1408 — Malleable Iron Steps and Sleeves for Sqnare or Ronnd Brake Shafts RETAINER FOR RATCHET WHEEL For Square Brake Shaft. For Ronnd Brake Shaft. Fig. 1409 — Carmer Ratchet Wheel, Pawl and Plate. (Patented.) Fig. 1412— ^Falleable Iron Brake Wheel; Five Spokes: Diameter, 15 or 16 ins. (Patented.) Fig. 1410 — Carmer Ratchet Wheel, Fig. 1411— Malleable Iron Roof Pawl and Plate Applied to Bracket for Round Brake Shaft. Sciuare Brake Shaft. Fig. 1413— Malleable Iron Bushing and Collar for Square Brake Shaft. Fig. 1414 — ^lalleable Iron Step and Fig. 1415 — Malleable Iron Sleeve Fig. 1416 — Malleable Iron Brake Sleeve for Square Brake Shaft. for Square Brake Shaft. Wheel; Six Spokes; Diameter IS, 16 or 18 ins. National Malleable Castings Company. Figs. 1417-1421 HAND BRAKES. 677 ~z-ntoWii-i Fig. 1417— Shifting Brake Shaft Device Applied to Flat Car. i Patented.) Pressed Steel Car Company. Fig. 1419— Feasible Drop Brake Staff. U. S. Metal & Manufacturins" Company. fl.i«l»4A*V. ,. Fig. 1420— Lindstrom Brake Applied to Wide Vestibule Car. Lindstrom Brake Company. Fig. 1421 — Lindstrom Brake Applied to Hopper Car. 678 BRAKE EQUIPMENT, NUT LOCKS AND LOCK NUTS. Figs. 1422-1430 Fig. 1422— Back-Up Air Brake Lock. (See also Tage 671.) Ashton Valve Company. Fig. 1422A — .\ir Gage for Caboose. r^ Wl ^fCT Fig. 1423— Bart- ley Flange Nut Fastener. Fig. 1424— Bartley Multiple Nut Fastener. American Nut and Bolt Fastener Company. Fig. 1425 — Bartley Diamond Tang Fastener for Application to Wood. Fig. 1426 — Jones Arch Bar Nut Lock. U c^nt^r ro Cantor — v_ CpnLer To Cente'- — *i Fig. 1427 — Jones Multiple Nut Lock. Tones Positive Nut Lock Company Fig. 1428— Jones Nut Lock for Application to Wood. Original. Improved. Fig. 1429 — Columbia Lock Nuts and Applied but Not Hexagon and Square Nuts. Locked. Application. Columbia Nut & Bolt Locked. Company, Incorporated. Fig. 1430 — Boss Nuts and .Application. Boss Nut Company. Figs. 1431-1442 NUT LOCKS, LOCK NUTS AND TURNBUCKLES. 679 Enlarged View of Groove and Pin. T^- 1.101 r- ■ \' ^ '^1 :' ■ T^- , .- r Lockins; Pin Ordinary Appli- Fig. 1431— Grip .\ut with Lurve in Fig. 1432— Hexagon and Square r , , -n, /■ rr,, , n-. 1 TT tit r- • X T , LocKed 111 Place cation. Thread-Pitcli Exaggerated to Grip Nuts Applied , r-> t^c oi T 1 ■ TVT ti 1 11 ■ tQ Overcome Ei- Sliow Locking Method. „ . ,, _ fects of Vibration. Grip i\ut Company. Fig. 1433— Taylor Lock Nut. Taylor Lock Nut Company. Fig. 1434— F. B. C. Lock for Striking Plate Bolts. Fig. 1435— F. B. C. Continuous Lock. Fig. 1436— F. B. C. Arch Bar Nut Lock. Fig. 1437— F. B. C. Arch Bar Nut Lock Applied. Keystone Nut Lock ^lanufacturing Company. r" '^—, ""Tm. s T Fig. 1438— National Lock Washer Applied to Metal. Fig. 1439 — National Lock Fig. 1440 — National Lock Washer Washer. Applied to Wood, with Flat National Lock Washer Company. Washer Beneath. Fig. 1441 — Turnbuckle. Cleveland City Forge & Fig. 1442— Hillman Lock Turnbuckle. V. S. Metal & Manufacturing Company. 680 INTERIOR FINISH OF PASSENGER CARS. Fig. 1443 End fin/sh. SeofionC.C. Fig. 1443 — Finisli on Side and End, and End of Saloon of New York, .i./s" sTJtres/io/af. I 4 efs -^ New Haven & Hartford Day Coach. Figs. 1444-1445 INTERIOR FINISH OF PASSENGER CARS. 681 P ^ Fig. 1444 — Sections of Molding-s for Metal Interior Finish. Grinden Art Metal Company. ■^i/S Posi h exiend up}Yard same as Ma/n Fast ^\ liF'I'^r Scretys m No. 10 Mach. Screir^ D. Filler A, ' 'it v,,,..,,..::^^>.........,,...,, l ,i- f ; vir T .06S'^ H. K. Fig. 1445 — Steel Finish and Details at Smoking Room End of Long Island Parlor Car. 1|V 682 INTERIOR FINISH OF PASSENGER CARS. Figs. 1446-1448 Capital- Pilaster ^,.^^' "x •z" — - ^md^m I SL'Ction of Panels | Saloon rartitions lyir ■1» 4 Fig. 1446 — Molding Sections for Wooden Interior Finish. ■»■-««?%,_ Fig. 1447— Drawn Steel Molding Sections. Acme Fig. 1448 — Steel Finish in Long Island Parlor Car. Supply Company. Figs. 1449-1452 INTERIOR FINISH OF PASSENGER CARS. 683 Parts of Interior Finish, Fig. 1450. 1 Truss Plank 3 Wainscot Rail 4 Wainscot Panel 5 Windozv Sill 6 Window Glass 7 IVindow Casing, Sash Stop 8 Pilaster 9 Pilaster Cap 10 Pilaster Base Continuous Basket Rack Basket Rack Bracket ll'indoiv Shade Stop U'lndozv Casing or Cap Molding Window Sash Lift Windoiv Sash Lock Pilaster Cap Bracket IVindozc Cove Molding 17 18 19 20 21 22 25 26 27 Floor 36 Cornice 37 Ccrnice Sub-Fascia Board, or Paneling ^,.„„^ Note. — Finish of Deck or Clere Bottom Bar of Shade Story, Not shown in Fig. 1450, is Shade Thumb Latch Known as Headlining. 11 Windoiv Stile 12 JVindoiv Sash Rail 13 Shade 14 15 Fig. 1449 — Steel Side and Window Finish. Hale & Kilburn Company. Fig. 1450 — Wooden Finish for Day Coach. Fig. 1451 — Steel Bulkhead and Saloon for Harriman Lines Arched Roof Coach. Hale & Kilburn Company. Fig. 1452 — Steel Finish in Smoking Room of Pull- man Sleeping Car. Dahlstrom Metallic Door Company. 684 INTERIOR FINISH OF PASSENGER CARS. Figs. 1453-1455 Detail af£. Detail at G. Fig. 1453 — Steel Lavatory Partition and Details. Dahlstrom Metallic Door Company. SSt: 8 ^I'.'P Seci-ion B Sec+ibnA. Section C- Fig. 1454 — Steel Finish at Saloon Window. Dahl Strom Metallic Door Company. Section atD. Vertical Section at £. Fig. 1455— Steel Bulkhead and Details. Dahlstrom iMetallic Door Company. Parts of Sleeping Car Sections, Figs. 1458 and 1459. 1 Lower Berth 13 2 Upper Berth 14 4 Upper Bertli Top Rail 15 5 Upper Bertli Loioer Rail 16 6 Upper Berth Front Panel 17 7 Deck Silt faenr- 19 8 Berth Partition 20 9 Head Baaril 21 10 Inside U'indozv Panel 22 11 Pilaster 23 Seat End Seat Plead End Curtain Rod Folding Bracket Berth Curtain Rod Berth Curtain Pilhno Box Upper Berth End Bunk Panel Lnu'er Deck Headlining Berth Spring and Frame 24 25 26 27 28 29 30 Berth Chain Pulley Berth Chain Berth Safety Rope Portable Table Folding Table Leg Seat Cushicn. (The cushion pulls out, the back takes the place of the cushion, and together they form the lozver berth.) Seat Back Figs. 1456-1459 BERTHS AND DETAILS. 685 Parts 31 32 33 34 35 41 43 44 45 47 48 50 51 52 53 54 55 of Sleeping Car Sections, Figs. 1458 and 1459. (Continued.) Seat Anil Rest Head Rest and Head Board Pocket. (The upholstered head rest lifts up about its hinged top and forms a pocket for day wearing apparel.) Inner Seat Head End PiU01K< Bedding Vaulted Deck Il'indow iVindoiu Sash Lift Window Sash Lock Table Hook Upper Berth Lock Berth Latch IVindoio Shade Window Shade Thumb Latch Hammock Seat Back Paneling Plead Board Bolt and Lock Hat Hook 4j<^ :SL \sr Section A~A. " W- -4 - Front Vie^. Lock Bar \ —£'i J Rear Yien. 4^i CufOui Fig. 1456 — Steel Upper Berth. Dahlstrom Metallic Door Company. Fig. 1458 — Sleeping Car Section with Upper Berth Fig. 1459— Sleeping Car Section with Upper and Down and Cushions Removed from Seat. Lower Berths Made Up. See Page 684 for Names of Numbered Parts. 686 BERTH DETAILS. Figs. 1460-1471 ,< Fig. 1460 — Head Board Bolt and Application Details. Dayton .Manufacturing Company. Parts of Fig. 1450. 1 Upper Face Plate 5 Lower Face Plate 2 Knob Latch 6 Bolt Spring 3 Lozuer or Fixed Bolt 7 Upper or Spring Bolt 4 Slide Latch For Bevel Rail For Flat Rail For Flat Rail Head. D. :\I. Board. A. & Bushings. D. Co. AV. Co. ^I. Co. Fig. 1461 — Head Board Bushings. A. & W. Co. D. M. Co. A. & W. Co. Fig. 1462— Berth Hinges. D. M, Co. pig^ 1463— Head Board Fig. 1464 — Head Board Fastener. Adams & Plates. Adams & Westlake Company. Westlake Company. Fig. 1465— Berth Lock Rods. Dayton Fig. 1466— Berth Lock Handle. ^Manufacturing Company. Adams & Westlake Com- pany. Fig. 1467 — Berth Curtain Hook. D. M. Co. Fig. 1468 — Berth Safety Rope Hook. A. & W. Co. Fig. 1469 — Berth Curtain Hook. Fig. 1470 — Upper Berth Safety Strap and Hook. J. L. Ho-n-ard & Co. Fig. 1471— Uppei Berth Catch. A. & W. Co. Figs. 1472-1481 BERTH AND SEAT DETAILS. 687 Fig. 1473 — Berth Numbers. Dayton Manufacturing Companj'. Berth Spring, Chain and Pulley. 'mm j^ Jas. L. Howard & Co. Adams & Westlake Co. Fig. 1474— Berth Curtain Rod Bracket,?. Fig. 1475 — Table Hooks. Dayton Manufacturing Company. Fig. 1475 — Seat Arm Rivets. Dayton Manufacturing Company. Fig. 1477— Kirby's Seat Dock for Wood Seat Ends. Day- ton Manufacturing Com- pany. Fig. 1478 — Seat Arm Thimbles. Adams & Westlake Company. Fig. 1479 — Seat .-Vrm Pivot Bolt. Dayton Manufacturing Com- pany. Fig. 1480— Seat Back Arm Lock, Bolt and Spring. Adams & Westlake Company. Adams & Westlake Company. Dayton Manufactur- ing Company. Fig. 1481 — Seat Back Arm Locks with Escutcheons. 688 SEAT DETAILS. Figs. 1482-1494 Fig. 1482— Straight Seat Arm Stops. Adams & Westlake Company. A. & W. Co. Dayton Manufacturing Co. Fig. 1483— Curved Seat Arm Stops. Fig. 1484 — Seat Arn - Stops. D. M. Co. Fig. 1485 — Round Seat Arm Stops Which May be Fitted with Locks. Adams & AVestlake Company. Fig. 1486 — Seat Arm Pivots. Dayton iNIanufacturing Company. ^^.!.:'^MK^-^-, Fig. 1487— Seat Rail Sockets. A. & W. Co. Fig. 1488— Seat Hinge. D. M. Co. Fig. 1489— Seat Back Arms for Forney Seats. Fig. 1490— Pivoted Seat Back Arm. Dayton ]\Iannfacturing Company. Fig. 1491— Curved Seat Arm Stop with Lock. Fig. 1492 — Seat Back Corners. A. & W. Co. Fig. 1493— Chair and Sofa Casters. Adams & Fig. 1494 — Seat Pull. Westlake Co. A. & W. Co. Figs. 1495-1507 SEAT DETAILS AND UPHOLSTERY. 689 Fig. 1495— Sofa Arm Rest Fig. 1496— Sofa Arm Rest Bolt. Bolt in Position. Dayton Alanufactnring Companj'. Fig. 1497— Sofa Bolt. Adams & Westlake Company. Fig. 1500— Sofa Back Pivot, Hinge and B u s h i n g-. Dayton Manufacturing Company. Fig. 1498— Sofa Arm Rest Fixtures. Dayton Fig. 1499— Manufacturing Company. Spring Catch. Pin Plate. Catch Plate. Pin. Pin Bushing. rui iriaie. v^an-n j- lanr. j- m. i^^ Fig. 1501— Sofa Arm Rest Fixtures. Dayton ]\[anufacturing p,g 1502— Srta Rail B'ig. 1503 — Sofa Back Leg Company. End and Socket. Socket and Pocket. Adams &: West- Dayton Manufacturing — lake Company. Company. Fig. 1504 — Spring Bed Sections for Private and Sleeping Cars. Hale and Kilburn Company. Fig. 1505— Table Leg Plook; Table Holder and Plate. Adams & Westlake Com- pany. Fig. 1506 — Improved Combination Spring Back, with One Section Detached. Fig. 1507— Improved Combination Spring Cushion, with One Section Detached. Hale & Kilburn Company. 690 UPHOLSTERY AND SEATS. Figs. 1508-1514 Fig. 1508 — Sleeping Car Upper Berth Spring. Fig. 1510— Walkover Seat No. 97 with Frieze Plush Upholstery. Fig. 1509— Spring Seat, Showing the Use of Slat and Webbing and the Elastic Slat Edge. Fig. 1511— Reverse Side of Single and Double Rattan Spring Seats Showing Construction. Fig. 1512 — Double Reclining Chair No. 65 with Plush Upholstery. Fig. 1513— Walkover Seat No. 197 with Plain High Back and Frieze Plush Upholstery. Fig. 1514— Walkover Seat No. 197 with Extra High Headroll Back and Plain Plush Upholstery. Hale & Kilburn Company. Figs. 1515-1521 SEATS. 691 Fig. 1516— Steel Walkover Seat with Plush Up- holstery, for New York Central & Hudson River Steel Coaches. Fig. 1517 — Steel Walkover Seat with Rattan Upholstery, for New York Cen- tral & Hudson River Sulmrhan Cars. Fig. 1518— Steel Walkover Seat with Plush Upholstery, for Harriman Lines Steel Coaches. Fig. 1519— Steel Walkover Seat with Frieze Plush Upholstery, for Penn- sylvania Railroad Steel Coaches. 1 ■«i ^-^^^■■j 1 K. 1 i^^^^H __ .„. 1 fll i^H ^VHHm ^ ^'^1 rliilH By ,^ hIo^BL 0r-< 4l - ^'^MS g^ -;_-'---- "■ "^ m: v^y 1 ■ Fig. 1520 — Reversible Seat for New York, New Haven Fig. 1521 — Steel Seats and Lower Berth with Plush & Hartford Vestibuled Coaches. Upholstery, for Sleeping Car. Hale & Kilburn Company. 692 SEATS. Figs. 1522-1530 Fig. 1522— Reclining Parlor Car Chair Fig. 1523— Revolving Parlor Car Chair Fig. 1524— Revolving Parlor Car Chair No. 42. No. 30. No. 32. Hale & Kilburn Company. Fig. 1525— Revolving Parlor Car Chair Fig. 1526— Revolving Parlor Car Chair Fig. 1527— Pressed Steel Walkover ^'°- '^^^ No. 38. Seat. Walker & Bennett Manufac- Hale & Kilburn Company. tnring Company. F.g. 1528-Pressed Steel Walkover Fig. 1529-Walkover Seat with Re- Fig. 1530-Pressed Steel Reversible ^<^^t- versible Foot Rest and Steel Arm Rest. Walker & Bennett Manufacturing Company. Seat. Figs. 1531-1539 SEATS. 693 Fig. 1531— Universal Wheeler Revers- Fig. 1532— Universal Wheeler Revers- ing Seat with Stationary Foot Rest ing Seat with High Headroll Back and Rattan Upholstery. and Leather Upholstery. Fig. 1533— Universal Wakefield Re- versing Seat with Turnover Revers- ing .A.ction and Single Automatic h'oot Rest. Fig. 1534 — Universal Wheeler Revers- ing Seat with Detachable Back and Frieze Plush Upholstery. Fig. 1535 — Upholstered Reed Chair Fig. 1536 — Wheeler Seat with Auto- with Swivel Base Support, for Par- matic Tilting Foot Rest and Leather lor and Observation Cars. Upholstery. Fig. 1537- Wheeler Seat with Cricket Leg. Fig. 1538— Upholstered Reed Chair for Parlor and Observation Cars. :rv»....d Brothers & Wakefield Company. Fig. 1539— Universal Wakefield Re- versing Seat with Turnover Re\ers- ing Action and Rattan LIpholstery. 694 SEATS. Figs. 1540-1546 Fig. 1540— Richards Panel Back Din- Fig. 1541— Richards Panel Back Fig. 1542— Richards Panel Back Din- ing Car Chair, without Arms. Double Seat. ing Car Chair, with Arms. ■i^" ff/l 1 .,. iR //I 1 -r"» ■ D 1 H P m rf o '^ T pi m f ^Hi: ^ Af/; Fig. 1543— Richards Panel Chair Steel Pivot Fixture. Fig. 1544 — Richards Panel Back Fiber-Rush Chair. 1 Fig. 1545— Richards Panel Back Parlor Car Chair; Fig. 1546 — Richards Panel Back Revolving Chair Pullman Standard. Seat, with or without Reclining Back. Richards Chair Panel Company. ■sm Figs. 1547-1552 SEATS. 695 Fig. 1548 — Mechanism of Standard Coach Seat. Fig. 1547 — Standard Coach Seat with Plush Upholstery. The Barney & Smith Car Company. Fig. 1550 — Mechanism of Double Reclining Chair Seat Shciwn in Fig. 1549. The Barney & Smith Car Company. Fig. 1551— Coach Seat with Foot Rest Arranged to Allow Room for Suit Case. 'he Ford & Johnson Company Fig. 1552 — Coach Seat with Stationary Foot Rest. 696 SEATS. j^ iHa. ujj-ijvjo Fig. 1553— Reversible Seat No. 71 with Rattan Upholstery, for Narrow Gage Cars. Fig. 1555 — Coach Seat with Double Striker Arms and Grab Handle. Fig. 1556— Parlor Car Chair with Revolving Pedestal. The Ford & Johnson Conipanv. Fig. 1557 — Reed Chair for Parlor and Observation Cars. The Ford & Johnson Company. Fig. 1558— Parlor Car Chair No. 1091. Scarritt- Comstork Furniture Cnmnanw ..tliS Figs. 1559-1564 SEATS. 697 Fig, 1559 — i\Iedium Back Coach Seat No. 33. Fig. 1560— High Back Cach Scat No. 32X. Showing Construction of Frames. Fig. 1561— Parlor Car Chair No. 114. Fig. 1562— Medium Back Coach Scat No. 17. ,»»w«..i^.-.¥*i*'«Si^''S!*t?'*i^ Fig. 1563— Parlor Car Chair No. 113. Fig. 1564— Parlor Car Chair No. 115. ■itt-Comstock Furniture Company. 698 FLOOR COVERINGS. Figs. 1565-1573 i<^~~"i Fig. 1555 — Flexolith Composition Floor- ing Laid Over Chanarch Metal Flooring. General Railway Supply Company. Fig. 1566— Arch Flooring. Acme Supply Company. ConCfefe KEYSTONE PL.ATE Fig. 1567 — Karbolith Flooring as Applied to Pennsylvania Railroad Steel Pas- senger Train Cars. American Mason ,.fi.' '. ^ Safety Tread Company. ^^S Mi5~1iil Fig. 1568 — Fireproof l"'looring for Inter- borough Subway Cars. Section jf^ Fig. 1569 — Ferroinclave Floor Co\'ering. Brown Hoisting JNIachinery Company. Fig. 1570 — Carpet Eyelets and Nails. Dayton Manufacturing Company. Fig. 1571 — Upper and Lower Gromets for Carpet Eye- lets. Adams & Westlake Company. Fig. 1572 — Perfor- ated Rubber Floor Mat. Fig. 1573 — Application of Ferroinclave Floor Cover- ing to Floor of Steel Car. Brovs'n Hoisting ^Machinery Company. Figs. 1574-1581 KITCHEN EQUIPMENT. 699 B ^ Siufiko Dratl li - C- 1 1) -o 1! i - : _ Section A i E "U^ 3w;tiuii B, C, & D ^ ( / GraW L Fire Bri.'it t\ R^ick 1 t fhi. -^ ITi'ont View fttfctioa thi-uugli Oven Swjtiuu thi'ough Fire-Eox Fig. 1574— Stearns Safety Range for Dining Cars. Stearns Steel Range Company. Fig. 1575— Gas Broiler and Oven Xo. 1507. Fig. 1576 — Gas Broiler and Oven No. 1501a. Fig. 1577— ligg Poacher No. 1504. Fig. 1578— Broiling Iron No. 1502. •C!:„ 1 C-TQ r,a^ Pr.nlpr Nn 1 500. Fig. 1580 — Blash Browner No. 1504. Utensils. The Safety Car Heating & Lighting Company Fig. 1581 — Frying Pan No. 1503. 700 KITCHEN AND LAVATORY DETAILS. Figs. 1582-1589 4 -<- -/'/- ^>- ^ \ ^^ \ % 1 J_/^/^_> 1 1 1 1 1 1 ■>■ h p 1 - 1 \ .*- t 1 \ \ Y ^i^ Sec+ion C'C 'ce Gra^e P/on Fig. 1582 — Buffet Refrigerator. White Enamel Refrigerator Company. Fig. 1583— Buffet Stove and Urn. Adams & Westlake Com- pany. Fig. 1584— Fig. 1585— Double Tumbler Holder. Dayton Manufacturing Company. Fig. 1586 — Tumbler Holder. Adams & Westlake Com- pany. Fig. 15s/ — Basin Bushing and Plug for Over- flow Bowl. Adams & Westlake Company, Fig. 1589 — Basin Bushing and Plug. Figs. 1590-1604 LAVATORY AND DRINKING FOUNTAIN DETAILS. 701 'uM. Fig. 1593 — Tail Fig. 1594 — Turn- Coupling for bier Holder and Alcove Faucet. Drip. y\dams & Westlake Company. Fig. 1590 — Com- Fig. 1591— Chain pression Faucet. Post or Stay. Adams & Westlake Companj^. Fig. 1592— Combination Hot and Cold Water Faucet. A. & W. Co. Fig. 1595— Filler Cover. Jas. L. Howard & Company. Fig. 1597— Towel Rod Bracket. Day- ton Manufacturing Company. Fig. 1596— Soap Dish. A. & W. Co. Fig. 1599— Spud Fig. 1598 — Soap Dish. Adams and Coupling. 8z Westlake Company. D. M. Co. Fig. 1601 — Telegraph h'aucet. Dayton ^lanufacturing Company. Fig. 1600— Tank Waste Cock. A. c^' W. Co. Fig. 1602— Zane's Self-CIosing Bibb Cock. Fig. 1603— Stop Cock. Dayton Manufacturing Company. Fig. 1604 — Combination Hot and Cold Water Faucets. A. & W. Co. 702 LAVATORY AND DRINKING FOUNTAIN DETAILS. Figs. 1605-1612 Fig. 1605— Toilet Rack. Adams & Westlake Company. ^LLLi^ Fig. 1608— Rack for Soiled Towels. Jas. L. Howard & Company. Fig. 1606 — Dental Lavatory. Day- ton Manufacturing Company. Fig. 1607— White Metal Drip Tra} Jas. L. Howard & Company. Fig. 1609— Comb and Brush Rack. Adams & Westlake Company. Fig. 1610 — Corner Toilet Rack. Adams & Westlake Company. ei^s Fig. 1611 — Washroom Pump and Soap Holder. Dayton Manufacturing Company. Parts of Washroom Pump, Fig. 1612. A Pump Body 'cdtli Spout and Cylinder B Nut for Attaching Body to Base C Base D Screws for Attaching Base to Slab E Nuts for Attacliing Base to Slab F Lever G Rosewood Handle H Handle Nut I Rocker Arm J Rocker Arm F^ivot Screzv, Upper K Rocker Arm- Pivot Screzv, Lower L Piston Rod M Pisto)i Rod Pivot Screiv N Piston Rod Shock Absorber (Leather) O Piston Rod Stuffing Box Nut P Piston Rod Stuffing Box Collar Q Piston and Valve R Piston Packing (Leather) S Plunger T Cylinder Head with Valve U Cylinder Head Washer (Leather) V Suction Pipe, with Coupling Nut and Strainer Fig. 1612— Washroom Pump and Fittings. Jas. L. Howard & Company. Figs. 1613-1617 LAVATORY AND DRINKING FOUNTAIN DETAILS. 703 Fig. 1613— Water Alcove Jas. L. Howard & Com- pany. Closed. Open. Fig. 1614 — Metal Folding Lavatory. Dayton Manufacturinf Company. Fig. 1616— White Metal Lavato ry and Water Cooler. Adams & Westlake Com pany. Fig. 1617 — Universe Liquid Soap Fi> ture. The Watrous Company. Parts of Lavatory, Fig. 1616. 1 Bowl or Basin 9 Supply Pipe to Compression 2 Slab Faucet 3 Riser 10 Wash Basin Drain 4 Compression Faucet 11 Supply Pipe, Hot Water 5 Basin Valve 12 Supply Pipe. Cold Water 6 Combination Hot and Cc Id 13 Tumbler Holder Drain Water Faucets 14 Water Cooler 7 Soap Dish 15 Water Cooler Faucet 704 LAVATORIES AND DRINKING FOUNTAINS. ±*igs. 1010-10^^ Fig. 1618 — Folding Lavatory for Staterooms, .\dams & \\'estlake Companj'. Fig. 1620 — Section Through Push Button Faucet. The A\'atrous Company. Fig. 1619 — Folding Corner Lavatory. Dayton j\Ianufacturing Company. Fig. 1621— Double Compartment Water Cooler with Fig. 1622— Double Compartment Water Tank and Removable Ice Container. Lavatory Dayton ^lanufacturing Company. Figs. 1623-1628 LAVATORIES. 705 Fig. 1623 — Enameled Iron Lavatory. Dayton Manufacturing Compan pany. Fig. 1624 — Enameled Iron Lavatory for Postal and Baggage Cars. Dayton ilanu- facturing Company. Fig. 1625 — Section Througli White ?\Ietal Lavatory Showing Tilting Lever Waste and Trap. Fig. 1626 — \'itre(ius ^\dle Dental Lavate Fig. 1627 — Section Through Vitreous Ware Lavatory Showing Waste Attachment. Fig. 1628— Double White Metal Lavatory. The Watrous Company. 706 LAVATORIES. Figs. 1629-1632 Fig. 1629 — White Metal Corner Lavatory. Fig. 1630 — Vitreous Ware Corner Lavatory. Fig. 1631— Vitreous Ware Lavatory. Fig. 1632— Vitreous Ware Recess Lavatory. The Watrous Company. Figs. 1633-1634 WATER SYSTEM PIPING. 707 TdCoo/er— Fig. 1633— Plan of Piping for IVIen's Wash Room in Pullman Standard Drawing Room Sleeping Car. ■ToJac/ietsf ions to Baker Heater in Pullman Standard Drawing Room Sleeping Car. WATER SYSTEM PIPING. Fig. 1635 Figs. 1636-1638 CLOSETS. 709 no 1 no. /-if~ i^JITH UPRIGHT H^nCJl-E WITH SOiJ^RE J-Sy£^ F^Ofi S/Oe W/91-t- P(yL.L^ WITH CaRHEfi. LEvefi^ K /g" ^ /5"' 4 Dftf)I^J/^a /^OK /HCJ.O.SEO H^PPBR. f^OH /ryci,o&£.0 HoPf E«_ Fig. 1636 — Types and Dimensions of Duner Car Closets. Fig. 1637 — Duner Enameled Iron Corner Closet No. 3 with Tray to be Inclosed. Fig. 1638 — Duner Combined Flush and Dry Closet with Side Handle. Duner Company. 710 CLOSETS AND DETAILS. Figs. 1639-1643 Fig. 1639 — Toilet Paper Holder. Dressel Railway Lamp Works. Fig. 1640 — Americo Car Closet. The Watrous Companj-. Fig. 1641— Duner Closet with Side Wall Pull. Duner Company. Fig. 1642 — Section Through Americo Car Closet. Fig. 1643 — A\'ashometer for Flushing Closets. The Watrous Company. Figs. 1644-1650 CLOSETS AND DETAILS. 711 Fig. 164'1 — Duojet Closet, Showing Arrangement of Jets. The Watrous ■ Company. 'V^^ Fig. 1645 — Americo Closet with Oper- ating Lever on Side Wall. The Watrous Company. Fig. 1647— No. 32 Hopper. Adams & Westlake Company. Fig. 1646 — Enameled Iron Hopper with Seat Raising Attachment. Jas. L. Howard & Company. Apron and Lid Partly Raised. Apion and Lid R used. Fig. 1648— Protection Dry Closet. Adams i^ \\ esthke C. mpany. Fig. 1649 — Floor Chutes for Car Closets. Dayton Manufacturing Company. Fig. 1650 — Duner Adjustable Enameled Iron Hopper Tube. Duner Com- pany. 712 CLOSETS. Figs. 1651-1654 Fig. 1651— Eckert Car Water Closet. Fig. 1652 — Pennsj'lvania Dry Closet. Fig, 1653— ^liami Dry Closet. Fig. 1654— Rex No. 22 Dry Closet. Dayton Manufacturing Company. Figs. 1655-1662 LOCKS. 713 Fig. 1655 — Rim Night Latclies, Cylinder and Keys. Fig. 1657— Cabinet Lock, Keys and Master Key. Fig. 1658 — Cabinet Lock and Keys Fig. 1659 — Cabinet Locks, Keys and Master Keys. Yale & Towne Manufacturing Company. Fig. 1660— Square Door Bolt and Keeper. Fig. 1661— Flush Door Bolt. Adams & Westlake Company. Fig. 1662— Barrel Door Bolt with Bent Staple Plate. 714 LOCKS. Figs. 1663-1675 Fig. 1663 — Sliding Door Hasp and Staple Fig. 1664 — Sliding Door for Mail Car. Hook and Button for Baggage Car. .'\dams & AVcstlake Company. Fig. 1666 — Cupboard Catches and tioits. Adanis & Westlake Company. Fig. 1667 — Refrigerator Catches. Russell & Erwin INlanufacturing Companj-. ©• ^"^M ■J^^^ ^^^^K^^N ^I^W w O Fig. 1668 — Bag- gage Car Door Latch. Adams & Westlake Company Fig. 1669 — Cabin Door Hook and Button. Fig. 1671 — End Door Lock. Dayton Manufacturing Company. o Fig. 1665 — Rim Sash Lock. Russell & Erwin JNIanufac- turing Company. Fig. 1670— Rim Knob Lock. Russell & Erwin Manufacturing" Company. i Fig. 1672 — Sliding Door Lock. (Pa- tented.) Fig. 1674 — Vestibule Door Mortise Latch. Dayton Manufacturing Company. Fig. 1673— Door Top and Bot- tom Latch Jas. L. Howard & Company. Fig. 1675— Sliding Door Lock (Patented) Which Latches Door Either Open or Closed. Jas. L. Howard & Company. Figs. 1676-1684 LOCKS. 715 Fig. 1676 — Kirby's Car Door Lock. Dayton Manufacturing C( mi)any. Parts of Car Door Lock, Fig. 1676. A Inside Door Knob E and F Jioor LnUh Rose K Coupling Sleeve A' Shank G Loel; Xut L Outside Knob B Spindle H Inside Shell M Ratchet Bolt C Sleeve I Back Plate P Shank facing D Outside Sleeve Collar J Latch Pull Q Latch Bolt Facing -. 3 (^ ^^ ^ . \?^'-::,: ^4 (?>■ Fig. 1677 — Combined End Door Lock and Night I..atch. Dayton Manufacturing Company, w PP i m m i Fig. 1678 — Rim Knob Lock, Keeper and Escutcheon. Fig. 1679 — Rim Knob I-ock, Keeper and Escutcheon. Russell & Ervvin ilanufacturing Company. Fig. 1680— Dou Mortise Company ble Flush Handle Saloon Door Fig. 1681— Sliding Door Latch. Fig. 1682 — Two-Bolt Lock Dayton Manufacturing Dayton iManufacturing Com- and Details. Jas. L. pany. Loc lloAvard & Company. Fig. 1683 — Double Flush Flandle Saloon Door Lock and Keeper. Adams & Westlake Company, Fig. 1684 — End Door Lock, Keeper and Escutcheon. 716 LOCKS. Figs. 1685-lb95 Fig. 1685— Motorman's Cab Door Lock No. 48. Jas. L. Howard & Company. Fig. 1686— Sliding Door Fig. 1687— Sliding Door Mortise Latch. Latch. Dayton Manufacturing Company. M-] -■91 Fig. 1688 — A^cstibule Door Latch and Keeper. Fig. 1689— Platform Vestibule Door Latch, Handles Adams & Westlake Company. and Keeper. Fig. 1690 — Extra Long Saloon Door Lock and Keeper. Adams & Westlake Company, Fig. 1692— Vestibule Door Bolt. Adams & Westlake Company. Fig. 1691— Vestibule Trap Door Latch and Pull. Daj'ton Manufacturing Company. Fig. 1 694 — Vestibule Door Mortise Latch, Dayton Manufactur- ing Company. Fig. 1693— Vestibule Trap Door Latch. Dayton Manufacturing Company. ( ■'•' pig_ ..«. r^__ -n^^, ,^,,^ n„.;„„ K O. M. Figs. 1696-1699 TRAP DOOR LOCKS. 717 Fig. 1696 — Trap Door Lock, Design H, Showing Door Locked Down. Fig. 1597 — Trap Door Lock, Design H. Fig. 1698— Trap Door Lock, Design B. Fig. 1699 — Trap Door Lock, Design H, in Operative Position. Latcli is Witlidrawn and Starting Device Forcing Door Open, O. M. Edwards Company, 718 BAGGAGE RACKS. Figs. 1700-1705 1© Fig. 1700 — Removable Bottom Basket Racks. Adams & Westlake Company. Fig. 1701 — Removable Bottom Basket Rack. Adams & Westlake Company. Fig. 1702 — Continuous, Removable Bottom Baggage Rack Xo. 55. Jas. L. Howard & Company. Fig. 1703 — Continuous Baggage Rack No. 61. Jas. L. Howard & Company. Fig. 1704— Rod Basket Rack with Fi.\ed Bottom and Back Rod. Length, 62 in.; Width, 12-J4 in. Dayton ^lanut'acturing Company. Fig. 1705— Basket Rack No. 184 for Flat Surface. Dayton Manufacturing Company. Figs. 1706-1710 BAGGAGE RACKS. 719 Fig. 1706 — Rex Rod Basket Rack and Removable Bottt Fig. 1707 — Rex Wire Cord Basket Rack with Removable Bottom. Lengtli of Section, 36 in.; Width, 12i/2 in. Fig. 1708— Cast Basket Rack with Fixed Bottom. ^^^r Fig. 1709— Rod Basket Rack. Length, 4S,'< in,; AVIdth, UV. in. Fig. 1710— Rod Basket Rack, Length, 48 in,; Width, 11 in, Dayton Mannfactnring Company. 720 POSTAL CAR DETAILS. Figs. 1711-1712 Filling Valve TABLE OF CAPACITY She of Mail Apartment Capacity of TanA 40 -50-60 FeetAparfmenf 40 Gallons orOfer 50 - 15 IS-ZO-iS ■' ZO - ■• •• 8-IO-li - 15 " - . - NOTE: Where dry tioppers are used ahofe capacity may be reduced 50% Section A-A ' lii + ill I '©' % 1 1 . 1 1 1 ^ _.. k- ///--. 5- Fig. 1712— Postal Car Fittings. United States Government Specifications for Postal Cars. Figs. 1713-1714 POSTAL CAR DETAILS. 721 t-l — 1 > > 1 ■ * +U — ■ i Section B-B -tS'B----^ Portable Bin NQJl Wood construction preferred rnetal acceptahte Fig. 1714 — Dumping Tray, Distributing Table and Step Ladder. ^' '■ • ^- Government Specifications for Postal Cars. Front View Dumping Tray 722 POSTAL CAR DETAILS. Figs. 1715-1716 Drill and Cs'k for 4N0. 14 Screws iV/re Neifin^ , 28Mesh or Equiyalent\-%% Window 6uard Bracket Cast Steel or Equivalent To Suit Construction of Door Opening- :^^ ^ Pouch Catcher Bracket Safety Bar and Brackets NOTE-' 4pipe with fipe capon one end and tbrted end mce on other, end car and road J^an be suhstifuted for solid 1^' rod . To surf width of '(— l\ jp— »™l 5 .1 J. 1 1 1 J. II >^ JL >a 'S -y-^ \ -, »K —See Floor Plan Wl \W I Metal Outside Protection Bars. NOTE- Metal bars applied only to windows located less than two feet from door opening to nearest edge of window. -13- — ^ ^--3^4-^ Wood Inside Protection Rods. NOTE- Applied fo all windows, vertical if desired. 6ah: [ron-^ Pouch Catcher Arrangement " " ^ . Fig. 1715 — Pouch Catcher. Window Protection Bars and Mopper Deflector. Hopper Det^ lector f-'-Sfa- I j<"'l enqth of hasp fo suit !_i contour of post . i. ■? I NOTE- Sleel consf ruction, inside dimensions to be followed Slif? and Scheme Case Poplar or ecfuiyalenf preferred neial acceplahle Stanchion Top Socket Stanchion Floor Socket Stanchions Fig. 1716 — Door Hasp and Latches, Stanchions, Rake, Safety Rod, Slip Case and Label Box. United States Government Specifications for Postal Cars. Figs. 1717-1718 POSTAL CAR DETAILS. 723 Mall Iron Malleable Iron Same Pattern Both End:> IZ3J L-- ,- 4^ ] 1. 1 --- i 1- 1^ v;::::^pj:^"::' ■A , 4@] -^ \j ^ c ) i D \ ■^iH~^---i SI Pedestal Typical Construction Pedestal- Typical Construction I m Malllron Arrangement for Center fixture 5ectionB-B Pedestal Base Plate Fig. 1717— Pedestal, Center Rod and Details. i 1 r—;^ 4" K V ^ --H-i---' ._, _I7"* J t -^-/F-^ -^-^->i( ' •^■J^ ) . L, --^-^---- ~-t^ tr^ ■ j^-— — ::::x----~ — - ■... 1 ts ,-S| 011 ~" ^ — 1 h 1 I " ki--' --/(7---f j --")"" i: (^') ( ^^^ I a '' -^^ 4 P -^ r\ r\ pi ^1 r~ o '^r~^ i m €- +- // -+ /;? -^ "^ u u u u u u.;jj li Paper BoABS- Sf eel Construction Contour to suit car Hole- See floor plans for number and arrange \ ment of paper botes Harrow boxes have same construction and contours. Thisdrvwing shows typical constn/c- tion. Eguivalerrt de- signs accep fable. Fig. 1721 — Construction of Paper Boxes. Frame Covered wifh //.' /No-8DuckCanvas i'R; t , J. , Hi \ J- . . 1 -> f Se 'Jion D-D A ,■ \i"^-^ Applicah'on of Screen 5 ^U ^. fo f^aper Case Floor Line-'' Aliernaie Secf/on A-A Fig. 1722 — Wardrobe and Miscellaneous Details. United States Government Specifications for Postal Cars. 726 POSTAL CAR DETAILS. Figs. 1723-1724 Plan of Shelf %" ^j Clearance befy/een fahle mould and door /iJ:-V» Section A-A 6a Iv Iron' \ 'A-\ i ■ TTi nnvt.L front View '/5 Clearance l?et>veen lioftom and door ffegister Cage Fig. 1723 — Construction Details of Register Cage. 1 1 "1 '-^ /\/\ S'm .....,.,.,. J f ^'; ^'' 1 Tf 1^ _ Section B-B 'TWHii Plan -ii- ■■% , ,.Wirem!ltlnalloJI-i"(irHo.liW\ ^:x^~ -^-meshgafyafier weavinq SecHon * ■---: TlJ^ -. Hanging Screen for Register Case ana Lerler Cases inofherthanGO'Cars Screw eye secured fo case —"i^^^LuL rr 3_Stee/ loose;" Joinf butts "'-i Locate duplicate hooks adjoining door shields in screens when not in service IVIre netting /to. 18 -4 mesh t. orMo.l4~j''mesh. 6a I y after weay/ng Seclion Front View Letter Package Box for Apartment Car Hinged Screen for Register Case in 60 Cars NOIf Typical construction See floor plantar sizes and arrangement / p v , I , -. V , /Vi^/f ■■ This drawing shows typical construction -IC Centers -^ dc Centers for steel box. See Jloor plans tbr sizes and arrangement May be of wood construction ifoi^erall dimensions permit Spnna' Fig. 1724 — Screens for Register Case, and Letter Package Box. United States Government Specifications for Postal Cars. Figs. 1725-1727 POSTAL CAR DETAILS. 727 Side View of Case y^ith^iecfi'ons of Casfinqs Portable Letter Case Hangers Section A-A Fig, 1725 — Letter Cases, Letter Table Drawer and Registered ^lail Cage. Storage for 'iqisferc ■creens Section A-A '^^ Front Vie^ ?f ^-*i-'^-J^« '. 1 5Xw /fl? tt?« >'^''/a^cI, . Letter Cases. Registered Mail Cases. Disfribufing TaUes. Registered Maii Cage. ZrLuitaTnl^hfJerli^A Drawers and \rial,ie Bins for ^01f Mali Ciirlfeqister^d t^aii Case Sidl tXt'Jl^nr'aar^ZfS. Modify to suit SOU Car end 40 ii. Car Heater pipe screen not needed-' t>etiind dratver case Fig. 1726 — Letter Cases and Bins for Registered Mail Case Side of 60 ft. Car. H'-H-H-HH-^^i^f --^"h-2^4 ■HH' -f-l POST oni^ioE Fig. 1727 — Outside Lettering. The Words Are Required as Sliown. Tlie Design of Letters is to Harmonize with the Other Lettering on the Car. United States Government Specifications for Postal Cars. 728 POSTAL CAR DETAILS AND CAR WINDOWS. Figs. 1728-1732 / f fH 1' IE -f -^' ;i ^ t''~'P^ e ■» ■5paixfo'- fei_ fteaierPipes mn^—. 'ecfion A-A Side Viev Leffer Oasts, Package 'Bores. Distribuiing Table. Druiyers and Reisishnd Mall Caq&s InJO Fed Aparimenf. Modify to '~iM ^oor phtis ibr other afarfme/rt cc~' Fig. 1728— Letter Cases, etc., in 30 ft. Apartment. U. S. Gov't Specifications for Postal Cars. Fig. 1729 — x\rt Glass Oval Sash, with Ventilator, for Saloons. Adams & Westlake Company. Fig. 1730 — Art Glass Deck Light. Adams & Westlake Company. Fig. 1731— Brass Sash for Wooden or Steel Pas- Fig. 1732— Beadless Type of Brass Sash with senger Train Cars. Narrow Rail. I'^orsyth Brothers Company. Figs. 1733-1738 WINDOWS AND FIXTURES. 729 Bottom Strip as Applied Strip as Applied to Outside Strip as At- to Old Car. Double Sash. tached to Corner Stop; and Dust De- flector. Fig. 1733— Acme AVeatherproof Window. Acme Supply Company. Fig. 1734 — Window Equipped witli Asco Weatherstrip. Acme Supply Company. Fig. 1735— Dust and Cinder Deflector. Acme Supply Companj For Doors. For Windows. For Doors. Fig. 1736— .^sco Weather Strips. Acme Supply Company : ^Bottom Strip Sash ||, s-'-Tifrn ^ lii^ mm^ Bottom Strip \ Section ■" Fig. 1738— Application of Detroit Metal Weather Fig. 1737— Detroit Metal Weather Strips. Strips. Frost Railway Supply Company. 730 WINDOWS AND FIXTURES. Figs. 1739-1745 1 Q- =4 f I Fig. 1739 — Window Dust Guard or De- flector. Fig. 1740— Caldwell ^Yindow Sash Bal- ance. w Fig. 1741 — Section Through Monarch Metal Weather Strip. Fig. 1742— Jlonarch Metal Weather Strip. Monarch Metal Weather Strip Company. Single Rubber, Creased. Flat Back. Oval Back. Fig. 1743— Metallic Rubber Weather Strips. D. M. Bosley Company. Fig. 1744— Section Through Double Hung, Hollow iletal Sash, Showing Application of Monarch Metal Weather Strips. Monarch Metal Weather Strip Company. Fig. 1745— Brown Metallic Window Strip. Metal Plated Car & Lumber Company. Figs. 1746-1750 WINDOWS AND FIXTURES. 731 For Steel Construction. For Wood Construction. Fig. 1746— Side Weather Slriiipint;-. Fig. 1747 — Edwards \\ edge Lock and Bevel Stop Bar as Used Without Roller Sash Balance. Fig. 1748 — Edwards Wedge Lock and Bevel Stop Bar as Used with Spring Roller Sash Balance. Fig. 1749 — Edwards 13-0 Sash Lock with Phantom Fig. 1750— Edwards 13-C) Sash l^ock with Phantom View of Stop Bar as Used Without Roller View of Keeper Plate as Used with Roller Sash Balance. Sash lialance. O. M. Edwards Companj-. 732 WINDOWS AND FIXTURES. Figs. 1751-1756 Fig. 1751— Edwards All-Metal Sash Balance. O. M. Edvrards Company. I t: iz Fig. 1752— Sash Lock No. 22-28 and Stop Bar. O. M. Edwards Company. Fig. 1754— Sash Lock Xo. 50-1 and Stop Bar. O. M. Edwards Company. BsiiWH Fig. 1755 — Perfection Sash Balance. General Rail- way Supply Company. Fig. 1753 — Top View Showing No. 7 Wedge Lock and Stop Bar jMounted on Sash. O. M. Edwards Company. Fig. 1756 — Top and Bottom Weather Stripping. O. M. Edwards Company. Figs. 1757-1761 WINDOWS AND FIXTURES. 733 ^'■\M7^J!^^^^i "-■^Vl T ■ R liiiiiii '.-i — [ m^^''*i ■1-4-1.- u 51 IRE •i-^HESn'? :k^ BiVw in JTOP.' scnvECn Posts. jb^"— Ply? i £ Fig. 1757 — Imperial Car Window Screen. General Railway Supply Company. Fig. 1758 — Xational Sash Lock and Rack- Lock "VVasher Company. National Fig. 1759 — National Sash Balance with Belt Attachment. Fig. 1760 — National Sash Balance with Chain Attachment. • lational Lock Washer Company. Levers Compressed. Fig. 1761— National Sash Lock. 734 WINDOWS AND FIXTURES. Figs. 1762-1764 Fig. 1762— Universal Metal Roller Sash Balance with Positive Chain-Adjusting Connections. Fig. 1763-Section Through Windows Equipped with Fig. 1764-Windows Fitted with Universal Weather Universal No. 70 Extension Sash Lock. Stripping and No. 80 Sash Lock. I\IcCord ^lanufacturing Company. Figs. 1765-1768 WINDOWS AND FIXTURES. 735 Fig. 1765 — Universal Stamped Bronze Flush Con- tinuous Gravity Wedging Sash Rack and Cast Bronze Individual Sash Stops for No. 10 Lock. Fig. 1766 — Universal Sash Bead and Sash Lock as Applied with Wood Screws to Unixersal Copper Insulated Sash. Fig. 1767 — Universal No. 20 Wedging Sash Lock and Rack, and Bottom Weather Strip Applied Fig. 1768— Universal Top and Bottom Channel- to Wooden Sash. Holding Weather Strips. McCord Manufacturing Company. 736 WINDOWS AND FIXTURES. Figs. 1769-1773 For Diiuble Sash Window. Fig. 1769— Insulated Copper Adjustable Sash, with Weather Strips, IMetal Stop Casings and Parting Strips. Fig. 1770— Universal No. 5 Es tended Sash Lift. Fig. 1771 — Universal Side Weather Stripping and No. 20 Wedging Sash Lock and Rack Applied to Wooden Sash. •taw ) yp Fig. 1772 — Universal Adjustable Chain Connection as Applied for ^Adjustment of Universal Metal Fig. 1773 — LIniversal Bronze Continuous Flush Sash Sash. Stop Rack with No. 10 Gravity Sash Lock, McCord Manufacturing Compa;!v. Figs. 1774-1779 WINDOWS AND FIXTURES. 737 -^ o Fig. 1774— Universal No. 15 Flush Sash Lift. McCord ilanufacturing Company. Fig. 1775— Universal No. 10 Gravity Wedging Sash Lock and Rack. McCord Manufacturing Company. CJC ^ Fig. 1777 — Hagel Combined Sash Lock and Lift. Dayton Manufacturing- Company. Fig. 1776— No. 177 Lock Applied to Sash. Dayton ^Manufacturing Company. Fig. 1778— Universal No. 20 Sash Lock and Rack. McCord Alannfacturing Company. ii y 'm Fig. 1779 — Ardee No. 199 Lock 2'\pplied to Sash. Dayton Manufacturing Compan> ^^ 738 WINDOWS AND FIXTURES. Figs. 1780-1788 Adams & Westlake Company. Jas. L. Howard & Company. Adams & Westlake Company. Fig. 1780— Mortise Sash Lifts. n^ V Fig. 1781 — Sash Lifts. Dayton Manufacturing Company. Fig. 1782 — Window Sash Locks. Jas. L. Howard & Company. I ^ Fig. 1784 — Sash Lock Racks or Stop Bars. Dayton Manufacturing Com- pany. A.&W.Co. A.&W.Co. D. M. Co. Fig. 1785— Window Blind Pulls. m Fig. 1786— Sash Lock Racks. A. & W. Co. Fig. 1783— No. 83 Ratchet Sash Lock and Stop. Jas. L. Howard & Company. Fig. 1787— Xo. 763 Sash Lock. Adams & Westlake Company. Fig. 1788— Sash Locks. Adams & Westlake Company. Figs. 1789-1798 WINDOWS AND FIXTURES. 739 a# '1 Fig. 1789— AVindow Blind Bolts. Adams & Westlake Company. Fig. 1790— End Doo. ^. Ratcliet Plate. Pivot and Ratchet Bolt. Pig. 1791— Monitor Deck Sash Pivot and Ratchet Catch. Dayton Mannfacturing Company. Fig. 1792 — Sash Ears. Dayton Manufacturing Company. Fig. 1795— Hart's Com- bined Deck Sash Ratchet, Pivot and Fig. 1794 — Eclipse Deck Sasli Ratchet. Stop. Dayton Manu- General Railway Supph- Comi)any. facturing Company. Fig. 1793 — Acme Deck Sash and Fixture. i\cme Supply Company. Fig. 1796 — Hart's Deck Sash Ratchet Applied to Deck Sash. Dayton Manufacturing Company. Windows Closed. One Window Open. Opener Complete. Fig. 1797 — Mansfield Deck Sash Opener. Adams & Westlake Ciimpany. Fig. 1798— Deck Sash and Transom Open- ers. Dayton Manu- facturing Company. 740 WINDOWS AND FIXTURES. Figs. 1799-1806 H=eBs jUt,.IJiH.,IJJ|LI|ll Fig. 1799 — Deck Sash Openers. Adams & Westlake Company. Fig. 1800— Deck Sash Pulls. Adams & Westlake Company. Fig. 1801— Pullman Deck Sash Pivot and Ratchet Catch. Lower Ratchet Upper Ratchet Clamp. Plate and Ratchet Pivot. Spring. Plate. Fig. 1802 — ^lorgan .Vutomatic Deck Sash Pivot and Clamp. Adams & Westlake Company. Fig. 1805— Universal Malleable Deck Sash Ratchet. McCord ^lanufacturing Company. A. & W. Co. Jas. L. Howard & Co. Fig. 1806— Deck Sash Pivots. Figs. 1807-1817 WINDOW AND SHADE FIXTURES. 741 Fig. 1809— No. 86 Forsyth Roller Tip Fixture. Curtain Supply Company. Fig. 1807 — Continuous Deck Sash Opener. Fig. 1810— Styles of Grooved Construction for Use with Ring Curtain Fi.\ture. Cur- tain Supply Compan)'. Fig. 1811 — Ring Fixture Mechanism with Tip in Holding Position. Fig. 1812 — Ring Fixture Mechanism with Tip in N on- Holding Position. i a - ^ Fig. 1814 — Keeler Eccentric Curtain Fixture. y y / /^ Fig. 1813— Rex Sash Balance. Fig. 1815— Roller Brackets No. 63. Fig. 1816— Roller Brackets No. 67. Fig. 1817— Roller Brackets Nc 60. Curtain Supply Company. 742 WINDOW SHADE FIXTURES. Figs. 1818-1820 Fig. 1818 — Rex All-Metal Roller Showing Internal Construction and External Plug. Fringe. Leather. Leather. Fig. 1819— Types of Flap Curtains t * '""' r[[ - 1 I •laajj • VV m MltWM IDHMMWWJIW" ■"W Fig. 1820— Curtain Equipped with Rex All-:Metal Roller. Curtain Supply Company. Figs. 1821-1826 SHADES AND FIXTURES. 743 Fig. 1821 — Curtain Equipped with National Cam Curtain Fixture, National Lock Washer Company. Fig. 1822 — National Cam Curtain Fixture. National Lock Washer Company. Friction Curtain Roller \ c m e ■'^'S- ^^^^ — National Cam Curtain Fixture with Pinch Handles Com- Supplv Company pressed. National Lock Washer Company. f h ■ Ifl^ miiaiMU i ■■■ ^}M^-->^'- „a^^ ..^^iS....,^^ ....L. Fig. 1825 — Tuco Rack Curtain Fixture. Fig. 1826 — Tuco Friction Curtain Roller and Fixtures. Acme Supply Company. HINGES X' IfciSi. 10^/-J.o41 Fig. 1827— Miscellaneous Plain and Spring Hinges. Dayton :\Ianufacturing Company. c o o 0, : .:Q:i o 0? Fig. 1829— Loose Fig. 1830— Double Fig. 1831— Table Q Washer Base. Ball Guide. J ° ^ " ' ^ " " ^'^t'"-? Spring Hinge. A. & Hinge. R. &E. Hinge. A. & W. Co. Fig. 1828 — Loose Pin Butt Hinge with Ball Bearing Mfg. Co. W. Co. Washer. Adams & Westlake Company. Dayton Manufaeturing Company. Fig. 1832 — Brass Covered Vestibule Door Hinges. Fig. 1833— T Hinge. 1. .^,H ^ ^" IT — ~Zi ■■:<*.- ■ r>r ':.€:. • rl..P: Fig. 1834— Riveted Joint Butt Hinge. Fig. 1835 — Offset I^iveted Joint Butt Hinge. Fig. 1836 — Pocket Hinge. Fig. 18 3 7 — Rabbeted Door Hinge. A. & W. Co. Fig. 1838— Distributing Table Hinge Fig. 1839 — Lamp Fig. 1840— Refrigerator Door Fig. 1841— Lamp for Postal Cars. D. M. Co. House Hinges. D. Hinge. D. M. Co. House Hinge. M. Co. D. M. Co. Figs. 1842-1849 Jas. L. Howard & Company. SIGNAL CORD HANGERS AND FITTINGS. 745 Dayton Manufacturing Company. Adams & West)ake Companj Fig. 1842 — Signal Cord Hangers. Fig. 1843 — Signal Cord Bushings. Dayton Manu- facturing Company. Fig. 1845— Over- Fig. 1846— Corner head Guide. D. Guide. A. & M. Co. W. Co. Fig. 1847 — Side Pulley Guide. A. & W. Co. A. & W. Co. D. M. Co. Fig. 1844— Angle Signal Cord Guides. Fig. 1848— Signal Cord Couplings. Samson Cordage \Vorks. i'*»"»'™>*gfc*g&MKaMaiBi iiii^iiiS m^^\4sihMtkM^\^iaiMAi\t{^iM\ Fig. 1849— Signal Cords. Samson Cordage Works. 746 COAT AND HAT HOOKS. Figs. 1850-1856 Fig. 1850 — Miscellaneous Coat and Hat Hooks. Dayton Manufacturing Company. D. M. Co. ."Vdams & Westlake Company. Fig. 1851 — iliscellaneous Coat and Hat Hooks. 'JL*' Fig. 1853— Ceiling Hook. R. & E. Mfg. Co. Fig. 1852 — Coat and Hat Hooks. Russell & Erwin Manufacturing Company. Fig. 1854— Ward- robe Hook. R. & E. Mfg. Co. Fig. 1855— Folding Coat Hook. Adams & Westlake Company. Fig. 1856— Window Rod Brackets. Adams & Westlake Company. Figs. 1857-1869 MISCELLANEOUS CAR FITTINGS. 747 Fig. 1857— Curtain Rod Bushings. Fig. 1858 — Curtain Rod Bracl2 i". 65 degree Elboivs 528 Gold Improzrd Pressure Regulator 534 2 i';;. by '4 in. by 2 in. Tee 552 2 in. R. & L. Coupling 531 Steam Gauge 535 2 in. Elbow Fig. 1949— Arrangement of Gold's Direct Steam Heating System with Temperature Regulators. 540 1 in. Elboivs 541 1 in. R &■ L Elboivs 542 I'A by 1 "(. Elboivs 545 VA in. Elboivs 547 2 in. R & L Elboivs 548 lYz in. 65 degree Elbows 550 l;4 in. R & L Couplings Parts of Heating Apparatus, Fig. 1949. 552 2 in. R & L Couplings 565 558 2 by 2 by V/4 by V/4 in. Cross 574 559 2 in. R Sr L Return Bends 590 560 2 in. Return Bends, ly, in. Side 737 Outlet 750 564 Plates 756 Shields Gold End Train Pipe Valves Gold Improved Tec Traps Gold Temperature Regulators Strainer Xipples 2 by 2 bv 1 in. Tees Parts of Heating Apparatus, Fig. 1950. 320 Vapor Valves 325 I'apor Reservoirs 540 1 ('/(. Elbows 541 1 (■;/. R &■ E Elbows 542 V-4 by 1 in. Elbows 545 l'/2 ('/(. Elboivs 547 2 in. R &■ E Elboivs 548 1'2 in. 65 degree Elbows 550 II4 in. R & L Couplings 552 2 i». R &■ L Couplings 558 2 &v 2 &.V IK ''.V 1J4 '"■ Croj-.s 559 2 j/i. R & L Return Bends 560 2 (■//. Return Bends, lYz in. Side Outlet 564 Hook Plates 565 Fi'/ic Shields 566 1 id. Supply Valves 574 (7oW £Hd rrai)! Pt/'f Valves 590 Automatic Tec Traps 750 Strainer Nipples 756 2 Z'j' 2 &v,l i;i. T^m Gold Car Heating & Lighting Company. Figs. 1950-1951 PASSENGER TRAIN HEATING APPARATUS. 759 Fig. 1950 — Arrangement of Gold's Combination Pressure and Vapor System for Heating Passenger Cars Fig. 1951 — Arrangement of Gold's Improved System of Hot ^^"ater Circulation. 540 1 in. Elbows 541 1 in. R & L Elbows 543 \}i in. R & L Elbows 544 1J4 by 1 in. Elbows 545 V/i in. Elbows 548 V/z in. 65 degree Elbows 549 1 in. R & E Couplings 550 IK "'• R &■ L. Coupling Parts of Heating Apparatus, Fig. 1951. 552 2 /;(. R & L Couplings 616 553 1 by 1 by ji in. Tee 618 556 2 by 2 by V/a, in. Tee 631 566 1 in. Supply I'alve 750 567 120 lb. .Steam Gange 754 574 Gold End Train Pipe Valves 837 590 Tee Trap 609 Large Heater Coil .S'eated .lets Ideal Safely J'alves Filling Deviees Strainer Nipple 1'4 ''.V 1 in. Reducer Gold Temperature Regulator Gold Car Heating & Ligliting Company. 760 PASSENGER TRAIN HEATING APPARATUS. Figs. 1952-1957 Fig. 1952 — Reservoir Type Automatic Vapor Regulating Valve. ' Parts of Regulating Valve, Fig. 1952. A Body J Bonnet B Diaphragm Case K Packing Nut C Diatliragni Case Cover L Dial>lirag)n Shield D Diapliragni M Diaphragm Plate E Valve Fig. 321. — % in. Copper Pipe with F I'ak'c Stem Flanges G Spring Fig. 322. — Flange .Screzvs H Strainer Fig. 323. — Pipe Flange I Bottom Plug F^g.3Z3 A B D E Parts of Reservoir, Fig. 1953. Copper Coil Slotted Pipe Top Cap Bottom Cap F G H Loek Nut 2 in. bv 1 iu. Coil Shield See also Fig. Fig. 1953 — Vapor Reservoir. Connector 1952 A B C D E F G H I J K L M Parts of Regulating Valve, Fig. 1954. Diaphragm Cam Link Body Door I'alve Body Bottom Plug Screen Disc Nut Disc Holder I'alve Seat Nut Bonnet Packing Nut I'alve Stem Lock Nut Adjusting Screw i'alve Stem Screw Diaphragm Plate Adjusting Screw Plate Rivets Hinge Pin Disc W Body Bolt Nuts X Bodv Bolts Y Cotters Z Spring Fig. 1954 — Excelsior Vapor Regulating Valve. /VWV Fig. 1955 — Coupler Gasket. Fig. 1956— Improved Grav- Fig. 1957— Improved Gravity Relief Trap and Gasket ity Relief Trap. Applied to Coupler. Gold Car Heating & Lighting Company. Figs. 1958-1960 PASSENGER TRAIN HEATING APPARATUS. 761 Fig. 1960 — Improved Double Duplex Coils with Welded Ends, for Hot Water Circulation. n^^r^ r^^ Heating & Lighting Company. 762 PASSENGER TRAIN HEATING APPARATUS. Figs. 1961-1964 Open. Fig. 1961 — Filling Cock for Hot Water Circulating Apparatus. Farts of Filling Cock, Fig. 1961. A Funnel B Elhoiv C Loch Nut D Body E Set Screw F Tent G Seat Parts of Safety Valve, Fig. 1962 A Composition Ball B Cap C Body D Cup E Set Screws F Spring G Inlet from Drum H Valve Seat Fig. 1962— Ideal Safety Valve. Closed. Parts of Temperature Regulator, Fig. 1964. A Body B Dome C Top Spring D Regulating Scrczv E Set Screw G IV heel H Indicator Spring I Washer T Top Flange K Bottom Flange L Auxiliary I'alve Spindle M Main I'alve Spindle N Bottom Spring P Bottom Plug T Spanner Nut U Diaphragm V Strainer w Lock Nut /W/ ,£ Fig. 1963— Filling Device No. 631. Parts of Filling Device, Fig. 1963. A Body B Body Cap D Clapper Arm. E Hin^e Pin Fig. 1964 — Stop Valve Temperature Regulator. Gold Car Heating & Lighting Company. t^^im Figs. 1955-1969 PASSENGER TRAIN HEATING APPARATUS. 763 Fig. 1965 — Ideal Pressure Regulator. Parts of A B C D E F G H I J K L M N O P Q R S T U V W X Y Z Zl Pressure Regulator, Fig. 1965. Body Dome Sprine Case Lock Nut Adjusting Screw Bottom Ping Outlet Union Nut Outlet Union Nipple Inlet Union Nut Inlet Union Nipple Main Valve Lower Diaphragm /'late Controlling I'al'iC Ping Top Diaphragm Plate Top Spindle Bottom Strainer Main Diaphragm Controlling Diaphragm Controlling Valve Bottom Spring Controlling Valve Spring Regulating Spring Hand Wheel Hand Wheel Nut Top Strainer Vent Plug Bolts and Nuts Fig. 1966 — Xipple for 1^^ in. Inside Diam- eter Hose. Fig. 1967 — Hose Band. Parts of Trap, Fig. 1969. A Automatic Valve A, Disc for Automatic Valve B Blozu-otf J'alve B, Disc for L'/oK'-off Valve C Cast Iron Trap Plead D Straijicr for J'alz'C A E I'alvc Stem F Expansive Diaphragm G Set Scrc'LL' for Adjusting Trap H Outlet Ports of Trap. Four I Cam Lock for Cover M J Diaphragm Casing Ventilating Holes K Bloic-nff Discharge Shield L Cast Iron Casing M Hinged Cover for Trap Casing N Hooks lo Prevent Diaphragm Sh.ifling O Bottom. Plate O, Top Plale P Q R S T U V Outside Tube Inside Tube Bhm'-olf Discharge Passage Aulomalic Valve Discharge Pas- sage Automatic Valve Guides Automatic I'alvc Stem Guides Spring Catch Fig. 1968 — Accelerator. W Brass Valve Seats X Lock Nul Y Slot for Spring Catch Z Bonnet of Bhm'-off Valve Gold Car Heating & Lighting Company. Fig. 1969— Improved Ver- tical Trap No. 607. 764 PASSENGER TRAIN HEATING APPARATUS. Figs. 1970-1975 Fig. 1970— Strainer Fig. 1971 — Strainer Nipple for IJ-4 in. Nipple for 1 in. Train Line. Train Line. I Centre Line BeTween Carl yvfier Coupled Fig. 1972 — Location of Universal Straight Port Steam Coupler on Car. Horizontal Section. Vertical Section. A B C Fig. 1974 — Improved Balance Valve Pressure Regulator No. 529. Fig. 1973— Improved Automatic Tee Trap No. Parts of Pressure Regulator, Fig. 1974 V/2 ill. Inlet Union Nipple 2 in. Outlet Union Nipple Bolts and Nuts for Dome and Body Balance Spindle Oscillating JVaslicr Bottom Spring Body Bottom Ping Handle Top Niil H0U01V Screw Top Spring Dome Toek Nut Top Flange Bottom Flange Tof Spindle Set Screzo I'j ill. Inlet Union Ahit 2 in. Outlet Union Nut 590. D E F G H I ,T K L M N O P Q R T U Fig. 1975— Improved End Train Pipe Valve. Gold Car Heating & Lighting Company. Figs. 1976-1985 PASSENGER TRAIN HEATING APPARATUS. 765 fl I I ' ON. GOLD CAR HEATING LIGHTING COMPANY lEsr OL FLonK_i-^f^^__ Fig. 1977 — Application of 'J'emperatnre Regulator No. 737. Fig. 1976— Electric Heater Knife Switch. Fig. 1978— Ventilated Porcelain Core for Electric Heater. Fig. 1979 — Arrangement of Electric Panel Heaters and Deflectors in Car. cc;f,c:i:.„j ^^.^t^L.^y.r.Z'h'^Xla^''^'''''""'''''^' u--c^cr:- .-.."^1 ,j^3^j-ic.r i-ii->t.j:>--SH^J:'^-NHHCj-'i:HCCc:cccc5e--t-'-crH'-j-'-~ccrr>-|^ Jj ' " L J Fig. 1980— Two Coil Cross Seat Electric Pleater with Junction Box. Fig. 1981— Three Coil Panel Electric Heater. iillliiiil llilililliiiy^ llilillillili iiiliillfiiiil liliiiliiiil iiiiiiiiiiiiiilil mil iiiiii iliiilllfliili III IlllllliUiil iini Fig. 1982 — Resistance Coil and Support Used in Improved Electric Heaters. Fig. 1984 — Interior View of Improved Electric Panel Type Heater, Three Degrees. Interior. ir.m^mwm'r L*Wa*!MA Interior. Covered. Fig. 1983 — Four-Coil Electric Vestibule Heater. GOLD CAR HEAT! NGANDLIGHTING CO- Front View. Fig. 1985 — Improved Standard Electric Heater, One Degree. Gold Car Heating & Lighting Company. 766 PASSENGER TRAIN HEATING APPAKAiUb. ngb. i30U-i.70u A'Circuit 'B'Circuit j/£xpan5hr7 \ (Expansion \. g y Drum JV Orurri / t> 54 g^ 54 ^590 '^1^' Train Pipe = Trap 138 L Fig. 1986 — Piping Showing Application of Consolidated Steam Drum No. 169U to Double Circuit. ^G7M m/l U. COuPLER-aS Fig. 1987 — Piping for Direct Steam System C, Showing 3-Pipe System with Two Traps No. 138L. 74 z Fig. 1988 — Piping for Direct Steam System B. with One Thermostatic Trap No. 138L. Figs. 1989-1996 PASSENGER TRAIN HEATING APPARATUS. 767 fr2 Fig. 1989 — Arrangement of Piping for Standard ]3irect Steam System with Two Traps Xo. 138. Fig. 1990 — Arransement of Piping for Direct Steam System Xo. 2, with Special Tee and Cock. Parts of Heating Apparatus, Figs. 1986-1990. 7F Tee with Drij^ Connection 7H Angle Trap Valve 7J Eccentric Tee 20 Seivall Coupler 26 Asbestos Packed Cock 26F Round Spindle 26G Floor Plate for 26 P 45A VA in. Pipe Clamp 54 Coupling, R. & L. 54W Return Bend 54X Return Bend 54Z Return Bend with Precentric Outlet SSL Expansion Bracket fiSC R. & L. PJboK- 67A Tee 67T R. & L FJbow 67K R. &■ L. Couplings 57M Elbow 68B Elhnie 68C /?. & L. Elbow. 68F R. & L. Coupling 74R Tee 74V Tee Fig. 1991 — Graduating Steam Valve No. 8SH. 74Z Tec 85AB Three-Pipe Manifold 8SAC Center lee 85AD Return Tee 8SH Graduating Steam .Inglr lOOR Graduating Steam I'aPi'e 133G P.nd Train Pipe i'alve 138 Steam Trap 138A Steam Trap 138B .S'team Trap 138C Steam Trap 138L .Slcam Trap Fig. 1992— End Train Pipe Valve No. 200. Fig. 1993— End liain Pipe Valve No. 1,«G. Fig. 1994 — Graduating Steam Valve No. 8SH. A Body Casting 200^ B Bonnet 19SB C Gland 133GC Fig. 199S- -End Train No. 200. Pipe Valve Parts of Valve, Fig. 1995. D Gland Nut 123GD E Stem 133G£ F Swivel Head 133GG G Swivel Head Nut UZGPI Consolidated Car Heating Company. Fig. 1996- N Gasket Nut 133G/ Gasket 133GiC Brass Scat 195Z> 768 PASSENGER TRAIN HEATING APPARATUS. Figs. 1997-2005 Fig. 1997— Current Director No. 59R. Fig. 1998— Safety Valve No. S9C. Tti^-v-X /^^ff ^i ^ /" ^ f Fig. 1999— Section Through Steam Drum No. 169U. Fig. 2000— Steam Drum No. 169U. Parts of Steam Drum, Fig. 1999. C Head Casting 169F F 1 in. Brass Pipe . D iy. in. Iron Pipe 1697V G Plug for ]■ E ly, in. Brass Pipe 169i? H Cap Casting ... . .169P .169L .169/v' Fig. 2001— Section Through Steam Trap No. 138R. Parts of Steam Trap, Fig. 2001. Fig. 2002— Steam Trap No. 138L. A Body Casting 13SRA L B Upper Basket Casting 13SRB M C Lower Basket Casting 13SCU N D Brass Scat for Thermo- O static Valve U%RC P E Cnrved Nipple for Blozu- Q oif \3SRD R F Strainer 138LC S G Stem or Rod 138LD T H Diaphragm ).3SCA U I Upper Spider Plate 138C£ V J Sivivel Head USC.P W K Szii-c'cl Heat Nut 138CA' X Szvii'cl Head Gasket 138CL Spring 13801/ Cap for Ualve Ste.n 13SCi? Lozi'cr Spider Plate 138CfF Bonnet lOOB ; 'ali'c Stem lOOC Szi'iT'cl Plead lOOD Szcirel Head Nat 100£ Gasket lOOG Nut for T 100// Gland 100/ Gland Nnt 100/C Hand Wheel IR Fig. 2003— Steam In- let Valve No. lOOL. Fig. 2004— Consolidated Steam Coupler No. 33. Fig. 2005— Clamp Lock for Steam Couplers No. 9S. Consolidated Car Heating Company. Figs. 2006-2008 PASSENGER TRAIN HEATING APPARATUS. 769 Fig. 2006 — Cross Section Through Piping Showing Paclr .S7ro/> 752 2 i». b\i 1 ('». Elbow {Eccentric Left) 753 2 /;,. ;)3' 1 Right) 783 1 (■». Ofeii Retn 1 I/;. Soi-/,' Outlet 836 2 1'//. .S/>t'f/,(/ Return Bend 933x Auloinatic Trap 677 Covering for ly, in. Pipe 679 Covering for 1;4 /». 7Vc i». Elbozv ( Eccentric Bend ivitli 683 Covering for IJ/2 I'yi. Cross 776x Trani Pi/'c fafcc 777a E.rteiision Handle 618 l;X /,(,. P. cSr- L. Coupling 628 l;'2 '/'. Standard Pipe 616 £/6<,ic> 616a /?. cT- /_. Elbow 625 .'standard Pipe 631 R. &■ L. Coupling 183 E.vtra Strong Pipe 685 2 Standard Pipe 732 2 R. & L. Coupling Parts for Thermo-Jet Heating System, Fig. 2025. 776X Train Pipe J'alves 777A E.rteiision Handles for 776.Y 896 2 ill. by 1 in. Strainer Cross 975X Automatic Traps, -with Bloic- Off J'alvc 6079 Floor Plates for Steam Supply Pipe 6266 2 ill. .Anchor Couplings 6290 Indicators 6400 Injectors 680 782 V/2 in. Elbows. R. & L. 681 616 1 in. Elbozvs 685 616A 1 )';(. Elbows, right and left 726 625 1 (';(. Standard Pipe 732 628 ly2 in. Standard Pipe 757 631 1 in. Couplings, right and left 800 677 Covering for 1>< in. Pipe 835 Coi'cring for 1 in. Pipe Covering for 1 in. Elbows 2 in. Standard Pipe 2 in. Elbozi's, right and left 2 ill. Couplings, right and left Covering for 2 in. Pipe Covering for 2 by 1 in. Cross 2 in. Close Return Bends Fig. 2025 — Thermo-Jet Heating System for Passenger Cars IP A 5j3. . ii ■,'?-'';2'";''/?;CJ Fig. 2026 — f'hermo-Jet Heating .System for Postal Cars, Fig.' 2027 — Thermo-Jet Heating System for Baggage Cars. Safety Car I-Ieating & Lighting Company. 774 PASSENGER TRAIN HEATING APPARATUS. Figs. 2028-2029 Fig. 2028— Thermo-.Tet Heating System for Regulating the Temperature of Cars Heated by Hot Water. Parts of Injector, Fig. 2029. 6010 Plug 6127 Bonnet 6128 Gland 6129 Gland Nut 6310 Valve Stem 6343 Valve 6365 Valve Lever 6537 Valve Seat 6538 Xozzle 6539 Spring 6542 Spring Case 6545 Injector Casting '/I piPt pu>a Parts of Indicator, Fig. 2029. 6016 /) 'asher 6309 .Inchor fitting 6311 Operating Lever 6312 Reducer 6313 Adjusting Rod 6315 Lock Nut 6316 Indicator Plate 6317 Indicator Handle 6318 Indicator Lock 6319 Spring for Lock 6321 Pointer 6357 Screw 6541 Anchor Rod 6543 Coupling Piece 6544 Pin atCTtOHed- LOOKING UP Fig. 2029 — Indicator No. 6340 and Injector No. 6330 for Regulating Hot Water Circulating Systems- Safety Car Heating & Lighting Company. Figs. 2030-2034 PASSENGER TRAIN HEATING APPARATUS. 775 660 lYz ill. Ground Joint Union 948 663 Steam Gage 949 757 Covering for 2 in. Pi/^r 934 li-g in. .'^tenni Hose. 24 in. 953 Long 961 Fig. 2030 — Steam Heat Equipment for Locomotive and Tender. Parts for Locomotive Equipment (L-8a), Fig. 2030. I-lalf Clamps 1350 I'/i by 2 in. Redueiiig Valve Nipples, 1^ in. Hose, 1^ in. 1363 2 by V/z in. Reducers Pipe Til read V2 by 2% in. Bolts lyi in. E.rtra Heavy Angle Valve 1384 Covering for 2 in. Elbow 1454 2 in. 45 degree Elbow 1457 VA in. E.rtra Heavy Nipples, 3 in. Long 1458 2 by 2 by ^^ in. Tee 615 I'.j in. Elhoxc 628A l;_. in. E.rtra Heavy Pipe 685 2 in. Standard Pipe 725 2 ill. Elbows 732 2 in. Couplings, R. & L. ,1" Pipe Thread A]i." Pipe Thread , , „ . P^"Pipe Thread End V iew- 791 'P^ ''^^ - Sectional Plan - iy<" Pipe Thread' Vi" Pipe Thread' — Side View — Fig. 2032— Double Jackets Nos. 702x and 702y. Fig. 2031— Vertical Steam Trap No. 933. X'A" Pipe Thread, 795. - End View - 'l" Pipe Thread M)4" Pipe Thread 792' W" Pipe Thread - Sectional Plan — 54 " Pipe Thread ' - Side View " Fig. 2033— Single Jackets Nos. 702p and 702q. Section A B ^-,v,P,nm Section C-D Fig. 2034— Jacket No. 972. Safety Car Heating & Lighting Company. 776 PASSENGER TRAIN HEATING APPARATUS. Figs. 2035-2039 Fig. 2035— Steam Trap No. 6530. Fig. 2036— Steam Trap Xo. 975X and Blow-off Valve. Fig. 2037— Steam Trap No. 833. Parts of Steam Trap, Fig. 2036. 1" Pipe Thread- 707 1 1)1. Extra Hcai'~\ Close N ipple 6507 J'alve Seat 974 Thermostat 6508 Thermostat Frame 992 Screzv 6509 Spring 6388 Trap Body 6511 Valve Case 6389 Cover 6459 Blozv-Otf J'alve. I\il ve Body 6393 Pill for Cover an d Bolt 6461 Bonnet 6394 Bolt for Cover 6462 Packing X'lit 6396 Thermostat Seat 6463 Hand IVhecl 6397 Adjusting Stem 6464 I'alve Stem 6398 Lockniit 6465 I'alve 6399 Valve Pin 6466 I'alve Carrier 6468 I'alve Disc 6467 Hand Wheel Nut 6469 lYiit for Bolt Fig. 2038—1 in. Globe A^alve Fig. 2039—1 in. Angle Valve No. 980. Safety Car Heating & Lighting Company. Figs. 2040-2045 PASSENGER TRAIN HEATING APPARATUS. 777 1" Pipe Thread' Fig. 2040—1 in. Inlet Valve No 603. V PipeT^i^ead Fig. 2041—1 in. Drain Valve No, 603b. ^^1 ASBESTOS r' Fig. 2042—1 in. Grad- uatin,, Section t-J 904. \li'p\PZ. TH'D Elevation End Elevation Fig. 2050 — Combination Valve. Elevation Fig. 2051—11/2 in. End Train Pipe Valve No. 776x. Fig. 2053— Train Pipe Valve No. 1376. Safety Car Heating & Lighting Company. 780 PASSENGER TRAIN HEATING APPARATUS. Figs. 2054-2059 Steam Train Pipe '^ Top of Ha\\_ Safely Slraighl -«3fe Port Coupler Fig. 2054 — Standard Position for Train Pipe Valve Xo. 776k, with Extension Handle Xo. 777a. Fig. 2055— Steam Coupler No. 720B Fig. 2056— Steam Coupler Xo, 920B Fig. 2057 — Gasket and Retaining Ring for Couplers. Fig. 2058 — Clamp for Steam Coupler Fig. 2059— Gasket No. 778 and Retaining Ring Xo. 779. Safetjr Car Heating & Lighting Company. ri.ml^^iii Figs. 2060-2062 PASSENGER TRAIN HEATING APPARATUS. 781 Steam Train Pipe. NoTt END «■ TfU« (Vt WJST BE PABA^lfL j klfij FOfill RPE- WtTHTCPOTRM-SO : THAT STEAM HOSE. ^16 FOR 2*PK- ¥«N SCREWED INTO- I TRAIN PPE. VALVE. ^ fromON THIS [S IMPORTANT NoTC OWENSms &VEN FOR LOCATION OF OUTLET OF TRAIM RPE VALVE ARE M.C B PRAETlCE^fC« COLP- LERS WITH 24 HOSE MEASURING Sl'TROM END OF HOSE NIPPLE TO CENTER OF FACE or CASKET Signal.*^ Steam Train Pipe". Topof Rail.^ Fig. 2060 — Standard Position for Train Pipe Valve No. 1376, Showing Arrangement of Operating Mechanism No. 1377. Parts for Platform Operating Mechanism, Fig. 2060. 1340 Platform Handle 1341 Vertical Rod 1342 Floor Plate 1343 Bottom Plate 1344 Set Collar 1345 Bottom Handle 1346 Collar Link 1347 Bell Crank 1348 Pins for Bell Crank 1349 3^ by V4 in. Bolts 1351 Connecting Rod 1352 J'alz'e Stem Lever 1353 Bracket for Bell Crank 1354 J^ by Vs in. Bolt 1387 Top Casting for Platform Han die Safety Car Heating & flighting Company. Fig. 2061 — Ideal Pleating System for AVooden Coaches, PIsing Three 2 in. Pipes. Fig. 2062 — Ideal Heating System for Combination Passenger and Baggage Car. Ward Equipment Company. 782 PASSENGER TRAIN HEATING APPARATUS. Figs. 2063-2066 ' .■;! — Fig. 2063— Ideal Heating System for Baggage Cars. 'uoon line: Fig. 2QM — Unotherm and Piping Connections as Arranged Under Seat at Center of Coaeh. Fig. 2065 — Steam Hose Gasket Remover. Parts of Reducing Valve, Fig. 2066. l;/' '"■ Inlet Union Niffle J Top Nut 2 in. Outlet Union Nif^ple K Hollow Scrcz^> C Bolts and Nnts for Dome and 13ody D Balance Spindle E Oseillating JJ'aslicr F Bottom S/r/n.c; G Body of Re!j:tilator H Bottom Plug I Handle L Tot< Spring M Dome of Regulator N Look Nut O Top Flange P Bottom Flange Q Top Spindle T I'j in. Inlet Union Nut U 2 in. Outlet Union Nut Fig. 2066 — Improved Reducing Valve. Ward Equipment Company. Figs. 2067-2074 PASSENGER TRAIN HEATING APPARATUS. 783 ^^UJ Fig. 2057-Section Through .\uu:^^;^^i7tte. am Trap. M \f u i! Fig. 2068— End Train Line Valve. "^^y Fig. 2069— Automatic Steam Tra ap. Fig. 2070-Top Vie« „t Improved Steam Coupler, Showmg Lockiu.g Method. Fig. 2071— Steam Couplers Locked. Ward E(|uipment Companj'. N? 66 C. SHIELD^ N9 66 A. HANGER N? 66 B. STRAP N9 214 ANGLE MANIFOLDv FiV ?n79 i\T n 1 r r- N9 20 RETURN BENC tig. 2072-Method of Connectmg at Corners for Four-Pipe V/, in. Coils. Fig. 2073— Couplers, Locked Fig. 2074— Hose Coupler No. 302. Chicago Car Heating Company. 784 PASSENGER TRAIN HEATING API I H, 'V.'^ H "■" 'US. ,,=.....5 u be ca C C £ o U U o Figs. 2077-2083 PASSENGER TRAIN HEATING APPARATUS. 785 (( ( I )vn Fig. 2078— Two-Piece Hose Clamp. Fig. 2079— Method of Connecting Radiator Pipes to Cut-Out Valve. Fig. 2080 — H o s e Coupler Gasket. n -rOHEMIHC P1P[5, VAPOR L. TROn HL-TiNCPIPtSi Fig. 2081— Vapor Cut-Out Valve. Fig. 2082— Cross Section Showing Hose Coupler Gasket Locked in Place by Retaining Bolt. OlllLLl Of COMDtNStTlL Fig. 2083 — .-Vrrangement of Piping and Valves in Connection with Vapor Regulator. Chicago Car Heating Company. 786 PASSENGER TRAIN HEATING APPARATUS. Figs. 2084-2089 HIGH PRESSURE CHAMBER N AUTOMAT^ VALVE ^ o LOW PRESSURE CHAMBER ENTRANCE TO OUTLET CHAMBER EXPANSIVE DIAPHRAGM OUTLETS TO ATMOSPHERE Fig. 2084 — Vapor Regulator. Fig. 2085— Straight Shank Hose Nipple. Front. Back. Fig. 2085— Angle :\IanifoId, IJ4 in. Fig. 2087— Section Through No. 48 End Train Pipe Valve. Fig. 2088 — Vertical Steam Trap. Fig. 2089— End Train Pipe Valve. Chicago Car Heating Company. Figs. 2090-2094 PASSENGER TRAIN HEATING APPARATUS. 787 Fig. 2090 — Cross Pipe Fitting with Strainers. Fig. 2092 — Combination Valve for Expansion Drum of Hot Water Circulating Apparatus. Fig. 2091 — Section Through Hot Water Filling Device. 3'^''^\ 1 f-~':A \ t 1 ' i \ FRon NO 2 COIL Fig. 2093 — Section Through Vapor Cut-Out Valves. ™z: valve: in open POSITION '■» coLpler; Fig. 2094— Method of Operation of End Train Pipe Valve from Platform. Chicago Car Heating Company. 788 PASSENGER TRAIN HEATING APPARATUS. Figs. 2095-2097 LIST or PART5 UPPER 0001? CA5inG vvflRp Plate: y-.f,^ Ts, ,g, --TTy^-srii— J^T- - ~-~-' i^-* ■"' ~-~- - '^ -—•^=1^,^ -. -~ —>ffr -,,,>■.'///,'.; /,'/////.■. /.'.'/. : . .. . ''/.,.',. -''/' ^ U II 2«>6 1 260 [ 265 2 264 I 2T1 I A. [/■JtJM El_L r^jCMR--L Euu : iMCM. St-rEiE-t eIll, ,-ii/--i;M RcDuci/vicEZuT- :,-INCM BaCK-OUTLCT RetlRiXE'?^'^^ >'i."[ ■ ir^'ci-\ Teie: iiTJNCMR— 'l-CoUPLr/MG _ 35 120 ei5 r-I/MCMR H ^ — HEX^' CI /AOFI-L.ER '-""' Cross o''--£i=iV>^LVE. /\u -ro/^^\TlC Ac'xiLf.csR'Y'"- PARKE:RCO/^^P/A,^v] yS — - 1 (^"ipkovEXi Double. Coi u RA,-Rt-:ElRCO/-iPATN y;S Ir-\FP.C tioTWATLRS/^FETvVML-^'E [y--\FR=--'E.DFlLl_ir.-C. ErEVJ( " ^/--.Jacket Fig. 2097 — Anti-Freezing- System of Hot Water Circulation with Improved Steam Jackets and Double Coil. Parker Car Fleating Compan^s Limited. 'A^M^ Figs. 2098-2100 PASSENGER TRAIN HEATING APPARATUS. 789 Regulator Valves in third or full open position, heating 100 per cent, of the radiating surface. Regulator Valves in second or % open position, heating 75 per cent of the total radiating surface. Regulator Valves in first or Vi open position, heating 50 per cent, of the total heating surface. Fig. 2098 — Chart Showing Travel of Steam in Radiating Pipes in Parlver Heating System. Fig. 2099— Straight Port Steam Hose Coupler. Fig. 2100— Wedge-Shaped Hose Coupler Gasket. Parker Car Heating Company, Limited. 790 PASSENGER TRAIN HEATING APPARATUS. rigs. ziui-iiu-T Fig. 2101— E. T. O. Coach Equipment. Parker Car Heating Company. Limited. Fig. 2102— Straight Port Trainline Valve. Parker Car Heating Company. Limited. Fig. 2103— Half Jiloon Steam Trap. Parker Car Heating Company, Limited. Fig. 2104— Magazine Coil Heater. Peter Smith rftiirfwliii Figs. 2105-2108 PASSENGER TRAIN HEATING AND LIGHTING APPARATUS. 791 iTMUET O' ,-^^ Fig. 2105 — Condensation Meter for Measuring Steam Consumption of Car Heating Systems. Fig. 2106 — Steam Gage for Recording Trainline Pressure. Fig. 2107 — Tliermometer for Recording Temperature of Car. Parker Car Heating Company, Limited. Filling Valve Cover, (F, Fig. 2109.) No. 65, Filling Vah-e for Cars. (Section Shown in Fig. 211S.) No. 118a, Bracket Gage. (G, Fig. for Filling 2109.) Valve. Holder (A, Fig. 2109.) No. 53b, Holder Valve. (Sec- No. 214a, Gage tion Shown in Fig. 2116.) for Car. Fig. 2108 — Details Used in Pintsch System of Gas Lighting. Safety Car Heating & Lighting Company. 792 PASSENGER TRAIN LIGHTING; Pintsch Gas. Figs. 2109-2110 Fig. 2109 — ^Fethod of Application of Pintsch System of Gas Ligliting to Passenger Cars. tin^Sng iNIain Cock; J4) i/s and J.-2 in. 4 No. 9 Connection. Piece, % in. Cover for Main Cocks. No. SSa, Flanged Cross, '4 in. Nos. 54-55, Flanged Tees, J4 in- Regulator (R, Fig. 2109.) No. 244 2 in. Water Pressure. No. 254 2 lb. Pressure. No. 1844 6 in. Water Pressure. No. 1954 1 lb. Pressure. No. 49, Flange Tee for Regu- lator, '4 ill- Flange Cross. Nos. 12-13, Tee Flange Unions; V4. by Vs. in. ^ by 54 in. No. 17a, Angle Flange, J/g in- Nos. 16a, b and c. Tee Flanges. Nos. 3 and 3a, Flange for Nos. 49, 53b, 53a and 120. Nos. 27-56, Lock No. 167, Bracket Nuts; 5-s in.; Back; Ys in. yi in. k i ^ .j ' wJW'jj i iawL.-Jt^!^-wgBaBgw«J5''t';' ASB i te ' j.'ig gFa^ Nipple to Support Lamp; 3/8 in. Regulator Strap. Fig. 2110 — Details Used in Pintsch System of Gas Lighting. Safety Car Heating & Lighting Company. Pipe Strap. f.ilMM Figs. 2111-2122 PASSENGER TRAIN LIGHTING; Pintsch Gas. 793 No. 222a, Burner. Keys for Lamps and Valves. Burner Cock for Lamp. Burner for .\rgand Lamp, No. S6a. Burner for Argand Lamp, No. 87a. *>asa^) Four-Flame Cluster. Two-Flame Cluster. Ventilator. Cluster for Ves- tibule Lamp. Fig. 2111 — Details Used in Pintsch System of Gas Lighting. Cover for ilain Cocks. agfeSSJSiaisgS^SSS Fig. 2112— Torch and Key. -V Fig. 2113— Main Cock for Postal Cars. Fig. 2115 — Section Through Fill- ing Valve Xo. 65, Fig. 2108. Fig. 2116 — Section Througl Holder Valve No. 53b, Fig 2108. Parts of Fig. 2115. B Set Screw C Valve Body G Gasket for Bonnet K Valve Stem L Valve Carrier M Valve Stem Nut N Bonnet O Disc Q Packing R Packing Nut 152 Screw for Bonnet Parts of Fig. 2116. K Flanges R Gland N J'alve S Gasket for Gland O Gasket for Cap 150 Flange Screzfs Q Cap Fig. 2118 — Com- bination Gas and Electric Bracket Lamp No. 373a. Fig. 2119 — Com- bination Gas and Electric Bracket Lamp No. 1910a. Fig. 2120 — Com- bination Gas and Electric Bracket Lamp No. 1920a. Fig. 2114— No. 80c Shade Holder for No. 236. Fig. 2117— Shade Holder No. SOb for Lamp No. 102. Fig. 2121 — Candle Bracket Lamp No. 232. 1/^ Fig. 2122— Bracket Lamp No. 373. Safety Car Heating & Lighting Company. 794 PASSENGER TRAIN LIGHTING; Pintsch Gas. Figs. 2123-2130 Fig. 2123 — Drop Bracket Lamp No. 377. Fig. 2124— Drop Bracket Lamp No. 86. Fig. 2125 — T«-o and Four-Flame Vestibule Lamp. Fig. 2127 — Combination Gas and Electric Deck Lamp. Fig. 2126— Re- movable Candle Bracket Lamp No. 282. Fig. 2128— Lamp No. 191. Fig. 2129— Lamp No. 196. Fig. 2130— Lamp No. 211. 8a 14 in. Flange Union 17a % in. Angle Flaugc 23 Iron IVashcr for 'j; in. Pit'c 24 Rubber Washer for ^i in. Pip, 26 -Jx '". Niffle, 6 )/;. Long 26b Ya in. Nipple, 5 in. Long 26c 3/s in. Nipple, 354 in. Long 27 Vs in. Loeknut 28 H ill. by Vs in. Ell Parts of Gas Lamps, Figs. 2131-2141. 29 Ys ill. Cap 79 Ys in. E.rtra Strong Pipe 100 Glass Boivl 100a 9 in. Pressed Glass Powl 101 102 104 107 109 Opaleseent Dome 4 in. Opal Globe Opal Dome Ring ReHeetor iliea Chimney Safety Car Heating & Lighting Company 110 Ring RcHeelor Ilia Cup Reflector (Poreclain) 113 Refleetor 142 Cheek Screws for Cluster 142a Sereiii for Bracket 151 154 155 Screw for Hinge Cover an, Spring Catch Screw for Center Casting Screzv for Hinge and Spider .,ial Figs. 2131-2132 PASSENGER TRAIN LIGHTING; Pintsch Gas. 795 Fig, 2131 — Section Through Combination Lamp Nos. 431 and 218. 155a Scrczc for Spaciiiii Block and Bnu-L'ot 156 5iTfu' for Hinge Cover and Spring Catch 156a Screw for Cluster Stem 157 Screzv or Reflector 158 Screii' for Inner Ring or Croivn 167 Bracket Back 189 Screzv for Tliuinh-t^icce 200 4 in. Wind Guard 203a I'cntHator 203b Ventilator 204 45s in. J'entilator 204a J'entilator 222a Burner Tips. Hexagon Base 226 Tzi'0--/Janie Cluster 226a Tzi.'0-flanie Cluster 227 Four-tJanie Cluster 230 Pintsch PUlar 283 Cast Iron Body Ring 284 Cast Iron Spider 285 Euauieled Chimney 286 Lozver Diaphragm 287 Upper Diaphragm 288a DcHcctiug Plate and Chimney 289 Bracket 289a Bracket for Gas-zvay Connec- tion 290 Lozi'cr Thimble 290a /,oic'(7/- Thiuible 291 7?oo/ Thimble 291a 7?()o/^ Thimble 292 Spacing Block 293 .S /)!>/(/ 299 Asbestos Wick 301 Coj'/ /ro» /?(»,? 302 .S'/'irfrr 303 li.vtension Pillar 304 Loft 305 Cluster Stem 305a Cluster Stem flange 305b Cluster Stem Flange 305c Cluster Stem Flange 306 Locknut for Cluster Stem 307 Bc^r/ or 7?(n,? /'or Bok'/ 309 Coj-wav T»&f 310 Post 311 To,/- PiL't-i,' for Flues 312 W»c',9 313 Cliimuey 314 7?/y(,? /or Fastening Crozvn 315 Diaphragm 316 Spring Catch. Complete 316a Spring for Spring Catch 317 Hinge Cot'er 319 Loeknnts for Cheek Serezvs Parts of Gas Lamps. 320 Body Casting 321 /"/;/« 322 Top Piece for Flues 323a Diaphragm 324 J'entilatiug Chimney 325 Center Post for Flues 326 roc/:,, Complete 327 G"a.f-H'aii 338 Cof/j n;/d Sleez^e 339 Thumb-piece and Socket for Cock 345 ^/liDi Globe Holder Ring 346 Defecting Plate 348 6^ w. Ventilator 349 (/(ij'-a'flv T»6r 403 5'/'n'»,? /or Cu/r/f 404 Cfl/c/i 417 Screzv 420 .JfrfK' /'or Fuse Block Bracket 439 IVasIier for Cock 439a Jl'ashcr for Cock 444 /'/if.? o;;latG, , m V6 Pipe Thread Fig. 2164 — Section Through Bracket ^Mantle Lamp No. 2S36. Parts of Mantle Lamps, Figs. 2164-2173. Fig. 2165 — Section Through Alantle Lamp No. 2505. 8a 23 24 26 26d 26c 26f 27 28 29 30 31 79 100 142a 151 154 155 155a 156 157 157a 158 204a 307 316a 326 338 339 345 413 417 421 439 439A 446 447 573 574 574A 589 1527 1672 1690 1816 H ill. Flange Union Iron IVasher Rubber IVasher 34 in. Nipple, 6 in. Long in. Nipple, 4 in. Long in. Nipple, 3]4 in. Long in. Nipple, 6yi in. Long in. Loeknut in. by yg in. Ell tn. Cap in. Tee H in.. Plug % in. Extra Strong Pipe Glass Boivl Screw for Ornamental Ring Screzv for Deflecting Plate Scre-cV for Deflecting Plate .VfrfTC for Llinge Screzv for Body Casting Screw for Catch Cover Screzvs for Reflector. Catch, etc. Screzv for Porcelain Clamp Screzv for Ceiling Plate Ventilator Bezel Spring for Catch Cock, Complete Cock and Sleeve Thumb-piece for Cock Spun Globe Holder Ring Screzjv for LIusk Screzv for Bezel Screzv for Ornamental Cage IVasher for Lamp Cock (Thick) IVasher for Lamp Cock (Thin) Set Screzv for E.rtcnsion Pillar Spring for Lamp Lozvcr Thimble Roof Thimble Roof Thimble Screzv for Spun Globe Holder Screzv for Top and Side pieces of Bezel Cciz'cr for Catch Screzv for Ornamental Body H in. Close Nipple (Continued on nc.vt page.) 2609- Fig. 2166— Section Through Bracket No. 2515. Mantle Lamp Fig. 2167 — Section Through Mantle Lamp Safety Car Heating & Lighting Company. No. 2501. Fig. 2168 PASSENGER TRAIN LIGHTING; Pintsch Gas. 801 Fig. 2168— Section Through Mantle Lamp No. 2523a. Parts of Mantle Lamps. (Continued from Page 800.) 1847 Screii' for Spring Lock 2698 11 1)/. Etched Glass Bo'wl 2747 1849 Screw for Ornamental Ring 2700 Incandescent Bulb and Clobe, 2748 1853 Kcv for Szvitch Complete 2749 1862 Wood Screit.' for Ornamental 2701 Burner Nozde 2749A Ring 2702 Spring Lock 2750 1870 Thumb-piece for Cock 2703 Lamp Body 2751 1873 Porcelain Insulator Clamp 2704 IVashcr 2752 2601 11 in. Spherical Boivl, Clear 2705 Air Mixer 2753 Glass 2706 Burner No::de 2754 2603A Opal Bowl 2707 Shade Holder 2764 2605 Body Ring 2708 Thumb Screw 2767 2606 Ceiling Ring 2709 Thumb-Screzv Locknut 2782 2608 Reflector 2710 Spun Croivn 2783 2610 Deflecting Plate 2711 Thimble and Flange 2816 2611 Mantle and Globe Holder 2712 Clear Glass Bozvl 2823 2615 Gas Tip 2713 Air Mixer 2873 2619 Cover for Catch 2714 Shield 2883 2620 Globe Ring 2717 Bezel 2886 2621 Mantle and Globe Holder 2718 Bodv Casting 2887 2627 Lockmit 2719 Catch 2634 J'entilatinn Chimney 2720 Brace for Catch 2890 2635 Screen for Gas Tip 2721 Body Ring 2893 2640 Mantle 2722 Cluster Stem 2904 2647 Pinnacle for Deflector 2724 Cluster Stem Strap 2905 26.S8 Catch Cover 2725 Ventilator 2908 2659 Catch 2726 Porcelain Clamp 2911 2667 Vi in. bv Yi in. Angle Flange 2727 Vulcabeston Washer 2917 2669 Spider Casting 2728 Screw for Ornamental Arm 2918 2673 Air Mixer 2729 Screzv for Porcelain Clamp 2922 2674 Gas Tube 2730 Roof Thimble 2923 2675 Center Casting 2732 Cluster Stem 2928 2677 Air Shield 2734 Bottom. Glass 2929 2678 Vulcabeston Washer 2735 Side Glass 2953 2679 Extension Piece 2737 Catch 2954 2680 Incandescent Gas Bulb, Com- 2738 Spring for Catch plete 2740 Spun. Ring 3162 2694 Air Shield 2742 Clamps for Bottom and Side 3170 2695 Bezel Glass 4018 2697 Spun Globe Holder 2743 Clamps for Side Glass 4033 Safety Car Heating & Lighting Comp any. Lamp Body Gas Strainer Extension Pillar Extension Pillar Spring Lock Inner Globe Ring Outer Globe Ring Inner Globe Ring Spring Pin Screw for Ornamental Ring Air Shield Body Ring Center Casting Clamp for Glass Shield Catch Cluster Stem Gas-way Bracket Thumb-piece and Plug for Cock Electric Szvitch Bracket for Catch Brace for Lamp Bodies Ceiling Thimble Ceiling Thimble J'entilating Belt Bracket for Szvitch Ceiling Thimble Collar for Electric Xipple Roof Thimble Bezel Clamp for Glass Side Clamp for Glass Bnunet for Cock Thumb-piece and Plug for Cock IVood Screw Bodv Casting Wire Cleat Electric Bulb 802 PASSENGER TRAIN LIGHTING; Pintsch Gas. Figs. 2169-2173 Fig. 2171— Section Through Alantle Lamp No. 2524. Fig. 2170— Section Through Vestibule Mantle Lamp No. 2594. -^.'Vt'JiBn_(.j:oE.^ - Std.on t D Fig. 2172-Section Through Mantle Lamp No. 2503a. Fig. 2173-Section Through Mantle Lamp No. 2511a. Safety Car Heating & Lighting Company. PASSENGER TRAIN LIGHTING; Pintsch Gas. 803 Parts of Mantle Lamps, Figs. 2174-2183. 8 A '/s ill. Flange Union 23 Iron JJ'asber 24 Rubber Washer 26 J'^ in. Nipple, 6 in.. Long 26B Vi in. Xipple. 5 ;;/. Long 26E 34 in. Nifyple. 41-4 '"• Long 26F -^i in. Nipple. dVi in. Long 261 H in. Nipple. 614 /;;. Long 27 ■'« in. Loekini/ 28 H ill. -i" ''8 '"■ Ell 29 3 s '" Cat 30 ''s '"■ Tec 31 3 J, /». Ping 79 1-8 '"■ £-i''f(r .Strong Lite 102 4 i». Ol\-il Boz^'l 142A .S'rrt'ji' /dr Gas Coek Body 151 5rrfK' for Caleh. etc. 156 Sc/rii' for Bracket 157 ^t-rt'iu /-'or Body Casting 157A .S'r/rii:' fur Ceiling King 158 ^crrir /or Sicifcli Bracket 167 II 'all Plate 200 Jf/ifd Oikird 204 43s ;». Ventilator 222A Burner Tip 230 Pintsch Pillar 307 Sc.-r/ 316A Spring for Catch 319 Locknut 324 I'cntilating Chimney 326 Co(-/: Complete 338 Coc^ a»(i Sleccc 339 Thumb-piece and Socket for Cock 345 5>"« G/o!7£> //oWrr 413 6'iTeiL' /or /-/»i/f 420 Screzu for Croien 421 .Screw for Thimble 439 T/kV/? Washer for Cock 439A r/n'« U'asher for Coek 444 Thumb-piece and Ping Coek 445 Bonnet for Cock 446 .?i'f .Sfrt'H' /or Bonnet 447 Spring for Cock 518 Screzv for Spider Casting 547 5frfiL' /or Hinge 589 -Vcrcffi' /or G/o&c Holder 598 .SV/-^ic' /or Lor/' 1527 .SVrew /or Goj- Cor/e Body 1672 Cover for Catch 1673 Coff/i 1674 Spring for Catch 1683 Gas Cock Body 1684 Thumb-piece and Plug Cock 1733 5/>H» Globe Holder 1741 214 i«. Opal Shade 1782 6"crfiu /or Shade Holder for for 1783 Locknut for No. 1782 3084 1816 ^s in. Close Nipple 3085 1847 Screw for Husk 3087 1853 Key for Szvitch 3091 1855 Clamp I or Hires 3105 1856 .^crczo for Lleclric S 'ockel 3107 1857 Bracket for Swiich 3116 1858 Key for Switch 3125 1865 Set Screw 3125 1873 Porcelain Insulator 3128 1877 V ulcabeston Washer 3129 1878 1 'nlcabeslou II 'aslier 3130 1949 L'eiling Thimble 3131 1950 l\oof Thimble 3132 2175 High Pressure Base Check 3134 2213 Check Screw 3135 2214 Screw for Orifice 3136 2601 11 in. Clear Glass Bi >wl 3137 2606 Ceiling King 3139 2615 Gas Tip 3140 2619 Carer for Catch 3143 2640 Small Mantle 3147 2656 Screw for Bracket 3148 2667 '}'i in. X Vs in. Angle Flange 3149 2695 Bezel 3153 2697 Spun Globe Holder 3165 2598 11 (■;/. lilcctrn Ltche d Bowl 3168 2711 Thimble and flange 3170 2719 Catch 3174 2720 Brace for Culch 3218 2721 Body King icith Lie ctrics 3219 2726 Porcelain Clamp 3220 2727 I 'ulcabeston Waslia 3237 2728 Screw for Ornamcn tal Arm 3241 2729 Screze for Insulator 3243 2748 Gas Strainer 3261 2763 Screzo for Shade He dder Ring 3264 2854 Ceiling Thimble 3266 2855 Roof Thimble 3267 2886 Gas-ziuiy Bracket 3268 2887 Thnmb-piccc and Ping for 3270 Coek 3271 2890 Eleetrie Szviteh 3272 2917 Bracket for Szvitch 3273 2922 Collar for Electric Nipple 3274 2936 Globe Holder 3303 3044 Large Mantle 3313 3046 Gas Tip 3319 3049 Burner Nozzle 3321 3050 Bezel 3373 3051 Spider Casting 3375 3052 Body Casting 3406 3053 Top Flue 3411 3054 Bottom Flue 3412 3055 8Vj in. Frosted Bowl 4018 3057 Crozvii 4033 3063 I'cntilating Bell 4144 3070 Ventilating Bell 3081 Ornamental Crown and Apron Bi-ackct Center Casting Bol/oni Flue Top Fine Gas Strainer 9 ///. C7c'((r Glass Boiol 9' J in. Opal Bozvl Ornamental Crown and Apron Brackets B ashing Crown Flue Ornameulal Collar Ornamental Apron Bracket Spider Casting Gas-way Extension Pillar Spacing Piece Center Casting Screzu far Gas-zvay Burner iNozzle J'enlilaliiig Bell Short Arms .Short Ann Spider Casting Extension Pillar Spider Casting Center Casting Ornamental Crozun and Apron Bracket Flue Body Casting Ornamental Collar Ceiling Thimble 9'/j in. Frosted Bowl 8'/ //;. Opal Bowl Body Ring Extension Piece Fine Extension Pillar Flue Lock Ornamental Crozvii and Apron Roof Thimble Gas Strainer Reflector Ceiling Thimble Bracket for Reflector Apron Body Casting Extension Fine Air Tube Ring Reflector Porcelain Wire Cleat Electric Bulb Screzv for Ornamental Ceiling Ring Safety Car Heating & Lighting Company. 804 PASSENGER TRAIN LIGHTING; Pintsch Gas. Figs. 2174-2175 Fig. 217^1 — Mantle Lamp No. 3500. Eli-'.iwi -t 15"to Cotc LJ>.£Of On Fig. 2175— Mantle Lamp No. 3508. Safety Car Heating & Lighting Company. Figs. 2176-2178 PASSENGER TRAIN LIGHTING; Pintsch Gas. 805 Fig. 2176— Mantle Lamp No. 3509. ZS . .79 Fig. 2177-Section Through Mantle Lamp No. 3S11. Fig. 2178-Section Through Mantle Lamp No. 3512. Safety Car Heating & Lighting Company. 806 PASSENGER TRAIN LIGHTING; Pintsch Gas. Figs. 2179-2181 Fig. 2179— Alantle Lamp Xo. 3514. Fig. 2180— Section Through Mantle Lamp No. 3518. Fig. 2181— Section Through :Mantle Lamp No. 3519. Safety Car Heating & Lighting Company. Figs. 2182-2183 PASSENGER TRAIN LIGHTING; Pintsch Gas. 807 Fig. 2182 — Mantle Lamp No. 3520. Fig. 2183 — Lamp No. 3S38a. Safety Car Heating & Ligiiting Company. 808 PASSENGER TRAIN LIGHTING; Pintsch Gas. Figs. 2184-2189 1^%Q_ Fig. ZlS'l — Section Through Combination ]\Iantle and Electric Lamp No. 3583B. Fig. 2185 — Section Through Combination Deck ilantle Lamp Xo. 35SL-\. Fig. 2186 — Section Through Deck jMantle Lamp No. 3599. Fig. 2188 — Section Through Deck ^Mantle Lamp No. 8502. Safety Car Heating & Lighting Company. Fig. 2189— Section Through Mantle Lamp No. 3534. Figs. 2190-2195 PASSENGER TRAIN LIGHTING; Pintsch Gas. 809 2603 Fig. 2190 — Section Throvigli Braclcet Mantle Lamp No. 2587. Fig. 2191— Section Tlirough Mantle Lamp No. 8503. '^. Fig. 2194— Section Through Mantle Lamp No. 3540. Fig. 2195 — Section Through Combination Mantle Lamp No. 3598A. Safety Car Heating & Lighting Company. 810 PASSENGER TRAIN LIGHTING; Pintsch Gas. Figs. 2196-2201 Fig. 2197 — Section Tiirough Bracket ^lantle Lamp No. 2593. Fig. 2196— Section Through Bracket Mantle Lamp No. 2S99x-V KdlKtr Pari S«Hm Ihni Codff Lutf nf Car **(rtn] Talch avi EWnt Strtlrii, j^„j^ SHtatiJiHullJ'liCodfrlJMifCer ___., . Fig. 2198 — Section Through Combination Deck :\rantle Lamp No. 3542A Fig. 2199 — Section Through Deck ^Mantle Lamp No. 2597. 204 3393 Hon ■ROOfC0CKNM3jaS339 COMPLETE TO BE FVSNI5KED WITM THIS LAMP 3479 ^■5486 ^ 1690 Fig. 2200— Section Through Mantle Lamp No. 3572 Seciion fahm af 45' m Center Line of car Fig. 2201— Section Through Mantle Lamp No. 3562. Safety Car Heating & Lighting Company. Figs. 2202-2206 PASSENGER TRAIN LIGHTING; Pintsch Gas. 811 Fig. 2202 — Section Through Bracket Mantle Lamp Xo. 2506. Fig. 2203— Section Through Bracket Ifantle Lam]) Xo. HSS6. Fig. 2205— Section Through Bracket :\rantle Lamp Xo. 2563. Fii.''2204^XM Car Mantle Lamp No. 3520. Fig. 2206-Mail Car Mantle Lamp No. 8501. Safety Car Heating & Lighting Company. 812 PASSENGER TRAIN LIGHTING; Vapor System. Figs. 2207-2210 /a Pipe, /gg GASOLINE FILLINQ VALVE COMBINATION AtR^TAN™" '^'^° -^'S- 2207 — Arrangement of Vapor Lighting System on Passenger Car. 2203 65/aq Fig. 2208 — Section Through Carburetor Tank. 60^53* 23-~r S?' 1 , " ^/" jt£j± i~-' "^'nS^ i»">-]^'S ,:. 1 »^ *.*UaiH-TS 1 ^^ -.1 - i ■«;. Fig. 2209— Lamp No. 3530, Wall Plate^ -- —2! V or o ^ W J5 ^ Pipe Tlvead Fig. 2210— Lamp No. 2598. Safety Car Heating & Lighting Company. Figs. 2211-2215 PASSENGER TRAIN LIGHTING; Vapor System. 813 — .ywiw i HG tiDi (a i« PMjr and CLiimG ^— Fig. 2213— Section Through Vestibule Lamp No. 3574. Safety Car Heating & Lighting Company. Fig. 2215— Lamp No. 3510. 814 PASSENGER TRAIN LIGHTING; Acetylene Gas. Figs. 2216-2220 Fig. 2217 — Acetylene Lamp No. 86a. 1618. 596 or 59 Fig. 2216— Section Through Acetylene Lamp No. 1627. Fig. 2218— Acetylene Lamp No. 2096. Fig. 2219— Section Through Acetylene Lamp No. 1681. Fig. 2220— Acetylene Lamp No. 2012. Safety Car Heating & Lighting Company. Figs. 2221-2226 PASSENGER TRAIN LIGHTING; Acetylene Gas. 815 by Vs Parts of Acetylene Lamps, Figs. 2216-2226. 17a 23 24 26 26b 26£ 27 28 29 32 79 100 140 142a 144 151 Angle Flange Iron Washer Rubber Washer ■;8 in. I 'entilator 204a J 'entilator 307 Bccel for Bowl, with Hinge 316 Sfring Catch, Complete 316a Sfring for Catch. 323a Diaphragm 324 Ventilating Chimney 326 Cock, Complete 345 Spun Globe Holder Ring {Continued on nc.vt page.) Fig. 2221 — Section Through Acetylene Vestibule Lamp No. 1694. Clev-Tion of CotC> Fig. 2222— Sections Through Acetylene Wall Lamp No. 1641. Fig. 2223— Wall Lamp No. 1641. Fig. 2225-Deck Lamp No. 1681. F'S- 2226-Section Through Acetylene Lamp No. 2012. Safety Car Heating & Lightmg Company. 816 PASSENGER TRAIN LIGHTING; Acetylene Gas. Figs. 2227-2229 Parts of Acetylene Lamps, Figs. 2216-2226.. (Continued.) 439 Thick Washer for Cock 439a Thin Washer for Cock 444 Plug and Thumb-piece for Cock 445 Bonnet for Cock 446 Screw for Cock 447 Spring for Cock 547 Screiv for Wall Plate 586 Extension' Chimney 589 Screw for Spun Globe Holder 590 Spun Globe Holder 596 9 in. Clear Glass Bowl 597 9 in. Etched Glass Bowl 1600a Frame for Dome 1602a Flue 1604 9 in. Etched Dome 1605 9 in. Opal Dome 1606 Dome Ring 1607 Four-flame Cluster 1608a Gas-way Tub 1609 Post fo'r Flues 1613 J-8 ft. Von Schwartz Burner 1614 ^ ft. Von Schwart:: Burner 1615 34 /'■ f'o" Schivartz Burner 1617 6"cr^S',v';^!^ Fig. 2236— Section Through Lamp No. 2054. Fig. 2237 — Pintsch Gas Lamp Converted for L^se of Acetylene Gas. Brazed Cylinder, Cut Open to Show Packing. JVIain Cock. Main Cock Ke\ Brass Union Tee, 3^ in. by Vs in. Stud Valve. No. 108 14 in. Flange Union. H. P. 3!4 : i 70 Fig. 2238— Section Through Lamp No. 1694. No. 242 34 ft. V. S. Burner. ]\Iale Thread. Burner Pillar. Charging Hose Connection No. 144. Regulating Valve. Blow-Off for Safety Device. Fig. 2239 — Parts Used in Acetylene Gas Lighting System. Commercial Acetylene Railway Light & Signal Company. Filling Valve. Figs. 2240-2246 PASSENGER TRAIN LIGHTING; Acetylene Gas, 819 Fig. 2240 — Vestibule Lamp Xd, 7()'i Fig. 2241— Two-Liglit Chandelier No. 720. Fig. 2242— One-Light Oval Corridor Lamp. Fig. 2245 — F o u r - Light Chandelier No. 754. Fig. 2243 — F(.)ur-LiglU Combination Gas and Electric Cliandelier Xo. 747. , i 1 D =.„ -,,,r,Kio Fie 2246 — View Showing Location of Fig. 2244— Generating Apparatus and Removable rig. z^to v /p„i„fr.r C rtridge Generator m Closet at Lnd ot Car. Adams & Westlake Comi)any. 820 PASSENGER TRAIN LIGHTING; Acetylene Gas. Figs. 2247-2253 Fig. 2247 — Combination Gas and Electric Side Bracket Lamp No. 723. Fig. 2248— Oval Panel Lamp No. 732. Fig. 2249— Panel Lamp No. 766, for Passage Way. Fig. 2250— Side Bracket Lamp No. 738. Globe Ventilator Fig. 2252 — Arrangement of Piping on Passenger Car. obe Holder negulator (ja3 Rgce/yin^ Tank' Fig. 2251— Section Through Lamp Body. Fig. 2253— Arrangement of Fixtures Under Car. Adams & Westlake Company. Figs. 2254-2263 PASSENGER TRAIN LIGHTING; Acetylene Gas. 821 Fig. 225^1 — One-Light Side Deck Lamp with Curved Foot for Empire Deck. Fig. 2258 — Four-Light Chan- delier No. 772. Fig. 2255— Four-Light Chandelier No. 792. Fig. 2256— Two-Light Electric Bracket No. 7190a. Fig. 2259 — Two-Light Chandelier No. 764. Fig. 2261 — One-Light Vestibule Fig. 2262— One-Light Chandelier Chandelier No. 798, for Flat Deck. No. 784. Adams & Westlake Company. Fig. 2257— One-Light Oval Panel Lamp. Fig. 2260— Two-Light Chan- delier No. 770. >'W() Fig. 2263— Two-Light Electric Bracket No. 7290. 822 PASSENGER TRAIN LIGHTING; Acetylene Gas. Figs. 2264-2259 Fig. 2264— Two-Light Chandelier No. 202. Fig. 2265— Two-Light Chandelier Xo. 302. Fig. 2266 — Bracket Acetylene Gas Lamps. Fig. 2267— Application of Generator and Gas Tank Under Car; Avery System of Acetylene Gas Lighting. Fig. 2268 — Generator Box Lowered for Recharging. Fig. 2269 — Generator Box Closed in Running I'osition. Dayton Manufacturing Company. Figs. 2270-2273 PASSENGER TRAIN LIGHTING; Electric. 823 Fig. 2270— Application of Generator to Truck in Ne^ oold System of Electric Lighting Fig. 2271— Generator with Casing Removed, Showing Brushes. Fig. 2272— Generator with Casing and Pulley Removed and Brushes Taken Down. Adams & Westlake Company. Fig. 2273 — Automatic Regulator. 824 PASSENGER TRAIN LIGHTING; Electric. Figs. 2274-2275 Fig. 2275 — Type C-2 Panel. Regulator and Automatic Switch. United States Light & Heating Company. Figs. 2276-2278 PASSENGER TRAIN LIGHTING; Electric. 825 Fig. 2276— Type A-2 Panel. Automatic Switcli; Buclcer Sj'stem. Fig. 2277— Type E-2 Panel. Regulator and Auto- matic Switch; Export Type. Fig. 2278— Lamp Regulators, Types C-3 and C-4, for Mounting Outside. United States Light & Heating Company. 826 PASSENGER TRAIN LIGHTING; Electric. Figs. 2279-2280 Fig. 2279— Type K Lamp Regulator Relay. r*+- 6 ^b (^ @ (*) 4) ^ Fig. 2339— Bolt Connector Fig. 2340— Lead Protector No. 7080. Cap No. 7090. ESOCO 201 Fig. 2336 — Ribbed and Perforated Rubber Separator for Type EP Storage Battery. (Ribbed on Both Sides.) Fig. 2343— Soft Lip Rubber Cover for Storage Battery Cell, Showing Knob and Soft Rubber Vent Plug. Fig. 2341 — Hard Rubber Cover for Type EP Storage Battery Cell, Showing Hard Rubber Vent pig_ 2342 — Tudor Accumulator Element for Plug. Type EP-13 Storage Battery. Fig. 23.44— Shelf Negative Plate for Type EP Storage Battery. Fig. 2345 — Tudor Positive Plate for Type EP Storage Battery. ^' _ _ic Storage Battery Company. Fig. 2346— Rolled Ne for Type EP Stora gative Plate e Battery. 844 PASSENGER TRAIN LIGHTING; Electric. Figs. 2347-2353 Fig. 2347— Positive Electrode. -^■Hi'- _a_-i- AA. Fig. 2348— Negative Electrode. ID /ei ^ -7,£- Fig. 2351— Battery of Three Cells Type A-SH. A%. V Fig. 2349 — Posi- tive Electrode Tube. Fig. 2350— Type .\-8H Battery .Vssembled, But Entirely Re- moved from Con- tainer. A-4H A-6H A-8H A-IOH A-12H ISO 225 300 375 450 Ampere Hour Capacities. Fig. 2352 — Types of Edison Storage Batteries. Edison Storage Battery Company. Fig. 2353 — Contents of Con- tainer Partly Lifted Show- ing End and Side, Insula- tion. Figs. 2354-2361 PASSENGER TRAIN LIGHTING; Electric. 845 '!■ -3'i A.^_A A ]D .2S| SA r3 Fig. 2354— r.attcry uf Five Cells. Type A-SH. ■^ flSQ. flj yn Fig. 2357— Battery of Three Cells, Type A-12H. Fig. 2355 — Jumper. Fig. 2356 — Conneetor. ill aiiiii!!i!iiii Fig. 2358— Poeket for XeKati\-e lUectrode. Fig. 2359— Battery of Three Cells, Type A-8H in Tray. Edison Storage Battery Company. Fig. 2360— Jack. Fig. 2361— Wrench. 846 PASSENGER TRAIN LIGHTING; Electric. Figs. 2362-2366 Fig. 2362— Complete Set of 25 Cells, Type A-8H. Fig. 2363— T3^pe A-8H Cell Cover Showing Filling Aperture and Check Valve. Fig. 2364— Electric Cell Filler. Fig. 2365 — Complete Cell with Cover Removed to Show Method of Insulating. Edison Storage Battery Company. Fig. 2366 — Willard Type P.T.L.-13 Train-Lighting Storage Battery and Parts, with Style A Connectors. Willard Storage Battery Company. Figs. 2367-2377 PASSENGER TRAIN LIGHTING; Miscellaneous Details. 847 J -"^^ iwiri-j Fig. 2367 — Types of Terminals for Use with Willard Train-TJghting- Batteries. i i f J*?M ^ r r L 1 BK' r ■* Fig. 2369 — Section Tlirough Car Receptacle for Charging Storage Batteries. Ward Equip- ment Company. Fig. 2368— Plate for Willard Train-Light- ing Battery. Willard Storage Battery Company. Fig. 2370 — Section Through Electric Charging Plug for Storage Batteries. Ward Equipment Company. Fig. 2371 — Morse Silent Chain for Driving Axle Light Generators. Morse Chain Company. Fig. 2374 — Connector for Charging Storage Bat- teries. Ward Equipment Company. Fig. 2373— Mica Chimney No. 109. Fig. 2372— Car Filler's Lantern No. 209, for Fig. 2375— Gas Lamp Fig. 2376— Gas Lamp j^i^ 237. Use When Filling Mantle No. 2640 Mantle No. 3044 Pintsch Gas Tanks. and Protector. and Protector. Fig. 2377— Types of Gas Lamp Chimneys. No. 234. Safety Car Heating & Lighting Company. 848 PASSENGER TRAIN LIGHTING; Reflectors and Shades. Figs. 2378-2406 Fig. 2380— Ring Re- flector Xo. 1625. Fig. 2381— Ring- Reflector Xo. 110. Fig. 2378— Enam- eled Chimne\". Fig. 2 3 7 9 — T w o - Flame Reflector. Fig. 2385 — Cup Reflector. Fig. 2332 — Re flector Xo. 410. Fig. 2383 — R e - flector X... 577. pig. 2384— Etched Shade. Fig. 2386— Clear Glass Bowl. Fig. 2387 — Clear Glass Bowl with Etched Figure. Fig. 2388— Opal Dome. Fig. 2393— Fig- 2394— Etched Glass Bowl G 1 a s s f o r 1 1 in. Lamp X^o. 205a. tT " ^■>, |X~« "* *' fNA ^"Vt^ - ; i ' ^ i . i 1 'tc ^ K. -7 Fig. 2396— Straw Opal Bowl, 8'4 in. Fig. 2398— Etched Bowl. Fig. 2399 — Opal Bowd, 6 in. Fig. 2400— Ribbed Dome, 7 in. Ml: ^-ffi Fig. 2 3 9 7 — Straw Opal j^f^yi^^^ Bowl, 4-:^ 5 in. %-^'^rri^^^^^^ Fig. 2401 — Etched Bowd. 6 in. Fig. 2402— Opal Shade, 2;4 in. Fig. 2403 — Pressed Fig. 2404 — Etched Fig. 2405 — Etched Shade, 2'-4 in. Shade, 2].'^ in. Shade, 3 in. Safety Car Heating & Lighting Company. Fig. 2406— Clear Glass Bowl with Etched Figure, 9 in. Figs. 2407-2431 PASSENGER TRAIN LIGHTING; Reflectors and Shades. 849 k^i^ Fig. 2407— Opal Dome, 10 in. Fig. 2408— Etched Globe, Fig. 2409— Etched Globe, Fig. 2410— Bowl, WA in. 4 in. 3'^ in. Fig. 2411— Bowl Xo. 8017. Fig. 2412 — Opal Globe, 4 in. Fig. 2413 — Shade Fig. 2414— Etched Fig. 2415— Etched No. 3847. Shade, 2'4 in. Shade, 214 in. -**** ilei ^ii \ w$ ' ^ m ill Fig. 2416— Corona Bowl Fig. 2417— Opal Envelope Fig. 2418— Bowl Xo. 8159. Fig. 2419— Bowl Xo. 8025. X'o. 3425. Xo. 8671 and Prismatic Reflector No. 8672. \ Fig. 2421— Shade No. 9011. Fig. 2422— Shade. Fig. 2423— Bowl Xo. 8098. ^s Fig. 2420-Opal Envelope Fig. 2424-Electro-Etched Fig. 2425-Shade No. 3990. Fig. 2426-Shade Xo, 3912. No, 8687 and Prismatic Shade, 4 in. Reflector No, 8693. I -i jj'i '??i ^|.=x ^ Fig. 2427— Shade No. 2346. Fig. 2428— Shade Fig. 2429— Reflector Fig. 2430 — Shade Fig. 2431 — Shade No. 8261. No. 3913. Xo. 3767. Xo. 3738. Safety Car Heating & Lighting Company. 850 PASSENGER TRAIN LIGHTING; Electric Lamps. Figs. 2432-2447 Fig. 2435— Lamp No. 2254. Fig. 2437— Lamp No. 3889. Fig. 2436— Lamp No. 2372. Fig. 2441— Lamp No. 2255. Fig. 2443— Lamp Fig. 2442— Lamp No. 8304. No. 3880. Fig. 2444— Lamp No. 8105. Fig. 2445 — C h a n ■ delier No. 3688. Fig. 2446— Lamp No. 2378. Fig. 2447— Lamp No. 2160. Safety Car Heating & Lighting Company. Figs. 2448-2477 PASSENGER TRAIN LIGHTING; Electric Lamps. 851 Pendant j,t„ jnoi Bracket No. 1749. ^^"■^^•^^- Lamp No. Fig. 2451— Cor- Fig. 2452— Fig. 2453— Fig. 2454 — 1785. nerBerthLamp. Berth Lamp Berth Lamp Lamp No. No. 2485. No. 3862. 8661. Fig. 2455— Lamp Fig. 245 6— In- Fig. 2 4 5 7 — In- _„^__-i^ No. 8094. direct Lighting direct Lightingpig. 2458 Lamp Fig. 2459 — Lamp Fig. 2460 — Lamp Fixture No. Fixture No. No. 3875. No. 3785. No. 3960. 8700. 8216. Fig. 2461 — Bracket Fig. 2462— Bracket Fig. 2463— Two-Light Lamp No. 2305. Lamp No. 8249. racket. Fig. 2464 — One- Fig. 2465 — I^ight Bracket. Pendant. Fig. 2466 Platform Lamp. Fig. 2467 Electric Lamp. V'Tf,,, Fig. 2470— Pendant No. 2482. hr^l \ 'f^^ ii Fig. 2471— Pendant No. 8139. Fig. 2472— Bracket Lamp No. 8183. Fig. 2469— Lamp No. 2310. Fig. 2473— Bracket Lamp No. 2318. Fig. 2474— Pendant No. 2412. m- Fig. 2475— Pendant No. 2145. Fig. 2476— Swinging Bracket Lamp No. 8181. ■" ' • '"ar Heating & Lighting Company Fig. 2477 — Removable Swinging Bracket Lamp No. 8380. 852 PASSENGER TRAIN LIGHTING; Electric Lamps. Figs. 2478-2502 / i No. 8406. Fig. 2478-Pend- Fig- 2479 -Ves- Fig. 2480-Pend ant Xo. 8185. t.bule L a m p ant No. 3S46. 5406. Fig. 2481 — Bracket Lamp Xo. 8373. Fig. 2482 — Bracket Lamp X'o. 8663. t^==T^^ .r.^^- Fig. 2483 — Bracket Fig. 2484 — Bracket ^'S- 2485- Bracket Lamp Xo. 8138. Lamp Xo. 8184. Lamp No. 3845. i ^- ,f^^> IL Fig. 2486-- Bracket Lamp No. lii'C'. Fig. 2487 — Pendant No. 2136. n '-U^ Fig. 2488— Bracket Lamp Xo. 8080. Fig. 2489— Fig. 2490— Fig. 2491- Fig. 2492— Fig. 2493 — Bracket Bracket Platform Lamp. 1-amp. Lamp. a c k e t il a i 1 C a i Lamp. Lamp. Fig. 2494— Electric Fig. 2495— retail Car Lamp for Condnit. Lamp X'o. 8801. Fig. 2496— Fig. 2497— ^ig. 2498— Wail Car :\1 a i 1 Car .Vdjustable Lamp. Lamp. Table Lamp. Fig. 2499— Candelabra Xo. 2125. Fig. 2501— Five-Light Deck Fig. 2500— Lamp No. §645. Lamp. Fig. 2502— Four-Light Deck Lamp. Safety Car Heating & Lighting Comnanv. Figs. 2503-2511 PASSENGER TRAIN LIGHTING; Electric Lamps. 853 No. 2453. No. 2166. No, 3665. Fig. 2503 — Candelabra. Safety Car Heating & Ligliting Company. Closed. Open. Fig. 2504— Berth Lamp. Fig. 2505— Pend- ant No. 7620. Fig. 2506— One-Light Chandelier. Closed. Open. Fig. 2507— Licrth Lamp No. 10540. Fig. 2508— Bracket Lamp No. 9230. Fig. 2509— Bracket Lamp No. 7260, Fig. 2510— Bracket Lamp. Fig. 2511— Pendant No. 7760. Adams & Westlake Company. 854 PASSENGER TRAIN LIGHTING; Electric Lamps. Figs. 2512-2518 0^- - ~ Fig. 2512-Four-Light Chandelier. Fig. 2513-One Light Center Fixture Fig. 2514— One Light Center Fixture Fig. 2515— Two-Light Bracket Lamp. Closed. Open. Fig. 2516— Berth Lamp No. 9600. Fig. 2517-One-Light Pendant. Fig. 2518-One-Light Pendant. Adams & Westlake Company. Figs. 2519-2524 PASSENGER TRAIN LIGHTING; Electric Lamps. 855 i'\ k-#-J Fig. 2519 — iliscellaneous Electric Lamps. Dayton Manufacturing Company. 1 Fig. 2520 — }>Iercury Vapor Mail Car Lamp. Cooper Hewitt Electric Company. Fig. 2521— Flex Shade Holder. ^iMm. , '^^^^^s*. j^^^^L, i^SijS^^. mt. j^h|mH^hH|^N ^^k m^H^^j^l^^H^^^&H^^ fL''-Jn& i^K;^J^^^^^^^ ^^K Tl ^Br" '^'' h3^ '^ .^sil^t^HBu lllpp-<#>,^ .--^ff^ w ™f *.i_«iJ g^^Wf' ^^^^^^^ mm ^^w Fig. 2522— Bracket Lamp. Fig. 2523— Gibbs Berth Lamp. Dayton Manufacturing Company. 856 PASSENGER TRAIN LIGHTING; Oil Lamps. Figs. 2525-2531 Fig. 2525— Side Wall Lamp. Fig. 2526 — Center Lamps. Fig. 2527 — Center Lamps. Dayton Manufacturing Company. Fig. 2528— Center Lamp. Adams & Westlake Company. Fig. 2529 — Center Lamps with Victoria Burners for LTse with Heavy Oil. Sherburne & Company. Fig. 2530 — Improved Combination Smoke Bell and Ventilator. Fig. 2531 — Vestibule Dome or Platform Lamp. Adams & Westlake Company. Figs. 2532-2536 MOTOR CAR DETAILS. 857 Fig. 2532— Switch Group for 1,500 Volt, Direct Current Control. Fig. 2533— Bolted Commutator and Shaft. Fig. 2534 — Armature Spider. Fig. 2535 — Double Equipment of No. 308 Commutating Pole Motors, with Forced Ventilation, and Type Y-E Double Blower Set, for the Long Island. Fig. 2536 — Motor Car Equipped with 1,500 Volt, Direct Current Apparatus. Westinghouse Electric & Manufacturing Company. 858 MOTOR CAR DETAILS. Figs. 2537-2543 Fig. 2537— Comniutatinc; Pole Railway Motor. Fig. 2539— Gear Case for Railway Motors. Fig. 2540— HL Control Unit Switch Group, Showing Overload Trip and Eight-Unit Switches. Fig. 2538— Type 264 Line Switch Without Cover. Fig. 2541— No. 323-A, 38 H. P., 600 Volt, Commutating Pole Motor in Open Position, Showing the Armature in the Upper Field Frame. Fig. 2542 — Type K Controllers for Railway Service. Westinghouse Electric & Manufacturing Company. ■■ ■ ■- ; ._ __..^= Fig. 2543— Interior of Type K-34-D Railway Controller. Figs. 2544-2549 MOTOR CAR DETAILS. 859 Fig. 2541 — Section Through Unit Switch Group. Bit POCKET tJHRMAL Oil, LEVEL' D5NG FIBRE VVOOI. WA5U BEARINfl OVERFLOW' poCKtT ^ Ughfning Nrester Choke Coil [Ti^eT^ Pl|f \snap ^-^ l-'g''^^ MU Tripping '^ Switci? Canopy Sw/fr/Tr-—^ i^ Trolley Terminal AMtllary Contacts in Line Switch lontroller^-^ Fig. 2545 — Wiring Diagram for Auxiliarj' Contactor Equipment. Fig. 2547 — Unit Switch iMagnet and Cylinders Cut to Show Working Parts of the Air Cylinder of Unit Switches. Fig. 2546 — ^lotor Bearing. "♦^fJW-^y ^ Fig. 2548— No. 321, 750-1,500 "Volt Direct Current Commutating Pole Railway Motor. Fig. 2549 — Single Jaw Line Switch of the Unit Switch Type for Use with Auxiliary Contactor Equipments. Westinghouse Electric & Manufacturing Company. 860 MOTOR CAR DETAILS. Figs. 2550-2554 Location of Spring Retaining, Bolt Hoies in Oppositt tV/iee/s iVi}en Wijeeis are Pressed on Axie. Wheeis Pressed on Axle at Pressure of Ten Tons per Inch of Diameter BotfJ Wheels on Pach Axle Must S,fMin Caliper Alike 3r/Max. T? Ig Length OferAII- Fig. 2550 — Quill and Spring Driving Arrangement for New York, New Haven & Hartford Victor Shown in Fig. 2561. Circui+Bkr. T I T ^^ T- 1 T ^> ^. B^^ 5g^ /CniffSmfch Sequence of S^vii-ches. A. C. Operation. B0:>% A ^6 BO 7ro//ei/ l/m/i #^/r Kic kGric/s ^Gl 'Gr 5i^ 1 S34\&£\7\8\9W/P5^% 1 o O xoo : oo 6 IF o ° oO 2: 00^ y oo 6 T o c > o oo o ff c ) oo o o D. C. OperaHon S^/ Z3i f^^78 ^'^ //p X- o O 21 o 6 (J o o % o O % o - o o o O % g i 3 O o o O £i 5 c ) O o o o o >" o c ) o o o O TroA o O 00 ~sr : o O ao ^ o o 00 .^ o o Ar mature mc/. Pin for? 2450 Lbs. Sfationar/ Parf incf-GearCase 5900 " Qui//. Gear, Or/Ve Defaiis / 600 " Total 7950 " Fig. 2561 — Motor Used on the Xew York, New Haven & Hartford. Shims for Height Adjustm^f Fig. 2562— G. E.-216A, 50 H. P., 600 Volt Railway Motor. Weight, 2,875 lbs. General Electric Company. Figs. 2563-2565 MOTOR CAR DETAILS. 863 Fig. 2564 — General Arrangement of G. E. 207 Railway Motor. Fig. 2565— G. E. 203A Railway Motor. Capacity SO H. P. at 600 Volts. Weight, Including Gear and Case, 2,150 lbs. General Electric Company. 864 MOTOR CAR DETAILS. Figs. 2566-2571 Rear. Fig. 2566— G. E. 207 Railway Motor. Fig. 2567 — G. E. 219 Railway ilotor with Lower Erame Dropped and Armature Ready for Removal. Fig. 2568— Third Rad Luireiit CUeLting bhoe IMounted on Truck. r • 1 1 -Open Conduit Plow or Current Fig. 2571— Series-Parallel Controller K-36. Collector. General Electric Company. Figs. 2572-2580 MOTOR CAR DETAILS. 865 Fig. 2572— T h r e e - \\';iy Snap Switch lor Lighting- Cir- cuit. Fig. 2573 — Keyless Lamp Socket and liase. Fig. 2574— Type R. G. Rheostat for Railway Service. Fig. 2575— ilaster Controller for Automatic Control. r~ //3SS 7 / /sesg 1 1 8/ /£ //etod i/e/oi — / s z /e — / /e/09 / /S /// /463d //a/ /6 //S / /O I /333Z 3 3 6-3 7 I I3SB0 //3£3/ //3ig6 U 3/dJ //OOdS /l3/<3 7 //ooez /I3&30 /I3 2 / 7 //3e /S 1/3233 30SZS //0035 //3S /? I/3S/9 /1 3a 30 /73 66 //3ei7 //sasi / / O0S7 / /3e/3 //3/se //OOS3 /OS7>6 ■ '/sa6a ■ /IBZ63 Fig. 2576 — Spring Type Cur- rent Collector for (J)\tr- Running Third Rail. Fig. 2577— Spring Type Cur- rent Collector for Under- Running Third Rail. Fig. 2578— Trolley Harps for High and Low Speed Service. Fig. 2579— Type K-36-B Controller. General Electric Company. Fig. 2580 — Master Controller. 866 MOTOR CAR DETAILS. Figs. 2581-2590 Fig. 2584 — Lamp Socket. Fig. 2583 — Form 10, 2 Ampere, 550 Volt, Di- rect Current, Luminous Arc Headlight. Fig. 2581— Control Coupler Socket. fi/OSZ Fig. 2582 — Control Coupler Jumper. Fig. 2585 — Ball Bearing Trollej- Base. Fig. 2587 — Three Ampere, 600 Volt, Single Pole, Com- bined Indicating Switch and En- closed Fuse Cut- out. Fig. 2586 — Circuit Breaker. Fig. 2588— Type M, Form D Lightning Arrester. Fig. 2589 — Contactor. Fig. 2590 — Automatic Circuit Breaker. General Electric Companj^ Figs. 2591-2594 MOTOR CAR DETAILS. 867 CiRCutF BnLAnER^ ^.AND fa.TAPS-ARE CONNECTED _TQ S'^VE Vtfl^e I^J CaBUE,. Fig. 2591— Car Wiring for Two Series-Parallel Controllers and Four Motors. Fig. 2592—1,200 Volt Lamp Receptacle. Fig. 2593— Roller Bearing Trolley Base. Fig. 2594— Circuit Breaker with Co General Electric Company. 868 MOTOR CAR DETAILS. Figs. 2595-2598 7ro//ey Ca6'Oi/6 <3y/6c/^ 5ii- P r i;-(---_-i-,-| 1-1 ^_ ^_ D 'e C/rCij^i Cor76crc6or Sox /Peye^nser SreeA-er Fig. 2595 — Control Wiring for Sprague-General Electric Type 'S\ Control. .^ 7^^ '-J ^k^-^= TPoZ/ey n i-il ,^ri CG /9Aeos6c6s [J =^ 3se \w X _Ah6o> /-eoah ^2) W % ffevenser /z/^e Sox Orca/6 Con6<7c6or Sox SreoA-er Fig. 2596 — Motor Wiring for Sprague-General Electric Type M Control. General Electric Company. Fig. 2597— Electric Incandescent Elood Fig. 2598 — Arrangement of Engine and Transmission on Fairbanks- Headlight. Dayton :\Ianufacturing Worse Gasolene Motor Cars. Company. . . Figs. 2599-2604 INSPECTION CARS. 869 Fig. 2599— Section Gasolene ilotor Car No. 14. Fig. 2600— -VU-Steel Gasolene Motor Car No. 28. Fig. 2601— Engine for Motor Car No. 28 Sho"n'ing Timer. Fig. 2602— Removable Power Plant of Motor Car No. 32. Fig. 2603— Engine for ^fotor Car No. 28. Fig. 2604— Engine and Gear for Motor Car No. 30. Fairbanks, Morse & Company. 870 INSPECTION CARS. Figs. 2605-2607 Fig. 2605— All-Steel Gasolene Motor Car No. 30. Fig. 2606— Bottom View of INIotor Car No. 32. Fig. 2607— Gasolene Section Motor Car No. 32. Fairbanks, Morse & Company. Figs. 2608-2611 INSPECTION CARS. Fig. 2608— Gasolene Sect 871 ion Motor Car No. 26. Fig. 2609_Inspection Gasolene Motor Car No. 2J. Fig. 2610— Ball Bearins Velocipede Car Fig. 2611-Velocipede Car No. 19. Fairbanks, Morse & C ompanj'. 872 HAND CARS. Figs. 2612-2615 Fig. 2512 — Hand Car with Auxiliary Gasolene jMotor. Fig. 2613— Standard Section Hand Car No. 1; Weight, 540 lbs. Fairbanks, Morse & Company. Fig. 2614— Pressed Steel Hand Car Wheel. The Buda Company. Fig. 2615— No. 1 Hand Car. Figs. 2616-2619 HAND AND INSPECTION CARS. 873 Fig. 2616 — Narrow Gage Hand Car. Fig. 2618— ilotor Velocipede Car No. 12. Fig. 2617 — Velocipede Car No. 3. Fig. 2619— Gasolene Motor Car Ko. 21. The Buda Company. 874 INSPECTION CARS. Figs. 2620-2623 Fig. 2520 — Section 3.Iotor Car No. 19. Tlie Buda Company. Fig. 2621— :\Iotor Velocipede Car No. 12A, The Buda Company. Fig. 2622 — Rockford ^Nlotor Car. Chicago Pneumatic Tool Company. Fig. 2623 — ^lotor Inspection Car No. 16. The Buda Company. Figs. 2624-2625 INSPECTION CARS. 875 Fig. 2624— Bottom View of Au-tra-kar, Showing Side Shaft for Supplying- Power for Outside Purposes. Railway Specialty Company. Fig. 2625 — Frame and Driving Mechanism of Rockford Motor Car No. 5 Chicago Pneumatic Tool Company. 876 JACKS. Figs. 2626-2634 Fig. 2626 — l^^dlauIlc journal Box Jack. Watbon-Still- man Company. Traversing Jack. Ratchet Screw Jack. Journal J;;ck. Capacity. 25 Tons. Fig. 2627 — Types of Xorton Ball Bearing Jacks. A. O. Norton, Incjrporated. Fig. 2628 — Hydraulic Wrecking Jack. A\'at- son-Stillnian C o m - pany. Fig. 2629— Ball Bearing Journal Jack. Duff Manufacturing Company. Fig. 2631 — Low T y p e Telescope Hydraulic Jack. DulT .Manufac- turing Company. 41J-O 5-0 D-O Fig. 2630— Universal Railroad Hydraulic Jack. Richard Dudgeon. Fig. 2632— Buckeye Automatic Lowering Jack Fig. 2633 — Buckeye Auto- Fig. 2634— Hydraulic Plain Type for Journal Box Work; Capacity, 10 Tons. matic Lowering Jack for Car Inspector's Double Pump General Car Work. Jack. Richard Dudgeon. Buckeye Jack Company. Figs. 2635-2643 JACKS. 877 Fig. 2635— Cone Bearing Fig. 2536— Cone Bearing Fig. 2637— Ball Bearing Postop Journal Jack. Postop Journal Jack for Journal Jack with Wheel Car Inspectors. Holding Device. Fig. 2638— Jack No. 110, Equipped with Foot Lift. Fig. 2639— Buda Postop Ball Bear- ing Jack. Fig. 2640 — Single Acting, Auto- matic Lowering, Geared Ivatchet Jack; Capacity, 40 Tons. The Buda Company. Fig. 2641— Car Jack No. 101. BEARING PLATE PRJV DED AITn ruL CR BEAR NbS OIL RESERVOIR OIL CMAoNNEL FOR LUBRICATING EVERY THREAD OEThE NUT CURVED 5^a; of nut allov/ing 5ide m.otion whi.:h relieve screw of al^ strains PACKING RING TO PREVENT OIL LEAKAGE Fig. 2642— Geared Screw Jack. The Joyce-Cridland Company. Fig. 2643— Compressed Air Jacks. Chicago Pneumatic Tool Company. 878 CAR REPLACERS. Figs. 2644-2649 Fig. 2644 — Inside and Outside Car Replacers. The Buda Company. Fig. 2645 — Alexander Car Replacers. Alexander Car Replacer Company. Fig. 2646 — Snr.w Car Replacers. Handy Rail\va>" Equipment Company. Fig. 2647 — Aldon Car Replacer. The .\ldon Company. Fig. 2548 — Fewings Wrecking Frogs. Railway Appliances Company. Fig. 2649— R. .\. Skid Shoe for Sliding Damaged Wheels, Figs. 2650-2653 CAR REPLACERS AND WRECK TRAIN EQUIPMENT. 879 Fig. 2650 — Johnson Wrecking I'^'og. Johnson Wreckmg I'rog Company. Fig. 2651 — Interior of Dining Car of New Y.jrk Central & Hndson Rix-er Wreck Train. Fig. 2652— Interior of Tool Car of Xew York Central & Ihnlson Kixer Wreck Train. Fig. 2653 — Arrangement of Cars in New York Central & Hudson River AA'reck Train. From Left to Right — Crane Tender, Crane, Truck Cars, Tool Cars, Sleeping and Dinin.g Cars. 880 WRECK TRAIN EQUIPMENT. Figs. 2654-2657 1^=^ .IBI— n=!\ i7^ , r??i f7^i__ iw.^- c?n . m 34'0'r/ai- Car "T2J O GT" -TS) ET- Adjusi-ab/e B/ocks j; Fig. 2654— New York, New Haven & Hartford Truck Car. Fig. 2655 — Goodman AVrecking Hook for Hauling Cars with Chain or Cable. National Malleable Castings Company. Fig. 2656 — Interior of New York Central & Hudson River Tool Car. Fig. 2657 — Interior of Erie Railroad Tool Car. Figs. 2658-2661 WRECK TRAIN EQUIPMENT. 881 ■Di/fch Ooor^^ r"l m ij H/nged Tables •-ri I I I !?e5X Saloon \ ZL helve'. mod Slocks n?&* ^ofe -/?ack for /iommers. Co^d -. — Ch/se/s, ^renchesdr Sma// \ "^ Tbo/5 on Sides of du/7ksjO/7 \ -r Side of Car Above Bi/nks^f?ocks ^ I ' for Shoye/s, P/'cAs, S/edges "§ and Ajres. Mockers -4- dui-tanferns _1 ^ar 0//Ca/7k\>^ /l\^Torches Bunk Bunk ^Z3^ Q Section C'D. Sec fion A-B. ^ Racks for .Smaf/Toofs. lockers Underneath for Spikes. So/fs, kope. Etc fVooi^ B/ocks Removahle ^ood S/oc ks ^ .Sheh if. A dI-s fir ffcjpes J^/t'A Ciller \ S/a/s y . . . . S/n/^ h/ifh Locker Undernealh forO/IC^ns Bunk On Top^ A/7leSp : forming Ba/tlcs ^-i- I I I I 1 I Hooks forHeoY Dratvers Underneaih ihr Record f//e ^tfnk On Top. Work Bench & Vise .Chain Space li. lA A lart It B. ' Jocks ^Mooks for Small Chaii\i ) In di coles Lamps - A -cj^ l?ad/as Jib Boom Made of ^ l"fioand Iron for Llfline^ Jacks Info Car Fig. 2658— Xew York, Xew Haven & Hartford Dining, Tool and Sleeping Cars. Fig. 2659-Euckley Wreck Chain Repair Link, Used on the Illinois Central for Temporary Repairs to Broken Chains. Fig. 2660— Interior of Erie Railroad Dining and Sleeping Car. Fig. 2661— Interior of Baltimore & Ohio Tool Car. 882 WRECK TRAIN EQUIPMENT. Figs. 2662-2664 N^SO To Be Hooked Under Side Sills of Box Cors- N^ld To Be Hooked To Rope Staples When Lif+ing Cars tVifhoul Couplers Fig. 2662 — Chicago, Burlington & Quincy Wreck Train Tools Details torSheove^lockN^Z9.^i Fig. 2663 — Interior of Southern Pacific Tool Car. The Pump is Used for Transferring Oil from Wrecked Tank Cars. Fig. 2664 — Interior of Southern Pacific Tool Car, Showing Portable Lights and Bins for Cable Storage. Figs. 2665-2667 WRECK TRAIN EQUIPMENT. 883 -v-o 6.7s 8 To L, ft CorBj/ Shonk of Couph, Bo/t i Washer for f/S/4 ^^''' NS85- Mook for Fos+ening To Coup/er fV/. ^s 13. /4. /5 & /6 Used To Fas ten To iler of Fire Door. Fig. 2665— Cliicag.-,. Burlington & Quincy Wreck Train Tools Fig. 2666 — Interior of Chicago, Burlington & Quincy Sleeping Car. Fig. 2667 — Interior of Chicago, Burlington & Quincy Tool Car, Showing .Arrangement of Blocking. 884 WRECK TRAIN EQUIPMENT. Figs. 2668-2672 y^rough+ Iron. Fig. 2668 — Chicago, Burlington & Quincj' Wreck Train Tools for Breaking Rods and Bolts So-ft-Stt ffinff Hook A B c D E F H ' J K L M N as.a/3 Sfo -5/ a" //' *' '/ // 6£ 3" // z" // 5" 'i' II" ...-4 zl'n ^i 10 // ol 4" £" 7| 10 'I b£ // 5 // II ■-I6 Sfo 3" id s" II" ll" Si- lOi a" Bi Sf si 'f "i H Slinq Chains Tab/e of Dimensions 1 Iron Hook SizAUnaih Siz^e L A B c D £ F G S" a 8 S j'o" a 6" 4 5" e 4" 4" 1 o/ron s" 4 /5 £" 8 j'o" l" 6" ^4 S'' 4 ^'■ '£ I" l^a/ron 71/ e 6 J" 4 y'o" 4" l" 7^" 3" i" 6" // l^airon l" 4 8 7'0" 4" '£ 8" 4' 1" 6" r l^^lron r 4 '8 lo'o" s" 'i" 4 'e 4 z" ^'o/ron // 4 '4 lo'o" ^/ r 3" 4" '£' // 7 1/ ££a/ror, Fig. 2669 — Dimensions of Southern Railway Wreck Chains. Chains yireckln^ Chams s,>4s-" Hook /nSery/ce Hmdof Choirs A 8 c D E F G H / J K L M M Sl^e 10 llommoh 4' If s' i-p If 6' -?' z' 4- *" 16-0' /" ■71 ifairon 4 Special 5f r 10' ¥ 4- a' ?/ II' -??' 4" r ze-^' f /' i'alron 6 !f r 10' 5" //' 8i W II" ei i" i ss'-o' li" fe" Sg'°lron a e" f 4 s" 'f 4' ?/ II" 3' 4 'f £4'-cl' ig 1^ S^°/ron " y e" lli 6' li 3' 4 // 4 5j' a- ao-S '/ 'i Zfalrxin Fig. 2670 — Dimensions of Southern Railway Wreck Chains. Fig. 2671 — Interior of Lake Shore & Michigan Southern Tool Car. Fig. 2672 — Interior of Lake Shore & Michigan Southern Dining and Sleeping Car. Figs. 2673-2674 WRECK TRAIN EQUIPMENT. 885 fhor Plan of doard/ng Cor Baker; Hecrfer Chin^~C^^rJ^ ^'^~~~ " Coo/et _ Kordro6e_ %,n^^ _^^ '^ '/^^ ^^■^^L'rwH Cab, Oil Can^ J^^ffsj -^^-^ Lantern AlbrcJi^ Cupboard. Cupboard for 0/1 Cons. "^ r/oor Plan of Tool Car. Window ESQ Ion & ^ 3-/5 Too Joks ^ ~fw, Rope Rack Rope Rack Window Oyer Bench. Windotv B'ISTonJacks Under Bench. TSO O Q '^ xu/pmenf Sox o o Side Elevation of Boarding Cor Siiowing Ega/pmenf Box.. Ibck/e Block Rod; ^}f"^C^. — Wire Rope Reefs 8-UBolfs ■e'o^-^ \ jffi Side E ley at /on of Tool Car Tender HLargeSingle IbcRle Blocks I " Double ^fL-Coal Bucke ts End Elevafion „n?fri China Cupboard. /PX^Agi^Water Closet Water Cooler no/ j!D ^ • r Car Heater-^ Floor Plan of Boarding Cor V P e-4tVhee/^ng/ne ^„^ £y^^^, U-tfV- nd Lie vat /on. MK t H^ Side Elevation of Boarding Car 4 Pairs of Truch & I0-65*ffoils . 30 'Long m D CY'eci vnTkLnWar r TTCT { o ± ■6 7- Side Elevat'on of Tool Car lender Side Elevation of Truck Car T-43. --7^"--*! Sliding DooP'^ Side Elevation of Auxiliary Derrick Fig. 2673— Southern Railway Wreck Train Cars. -se- ISpec'ol Hook Tkiis d'^ ^oder Plate I \ \ I * U^ I T — -'-ioj 2 Timber Pollers Thu, 1 'T £ fire Hose Injeci-or Cor/nec t'ons- r^\ r "1* -N I9i J^ 3 Links Thus 8 Special Links Thus. £ Stone Hooks Thus. 8 Shackle Bars Thus I S/n^le Block Thus. Fig. 2674— Southern Railway Wreck Train Tools. 886 WRECK TRAIN EQUIPMENT. Cars and Tools Used in Baltimore & Ohio Wreck Trains. Office and Dining Car. 2 Childs Fire Extinguishers 4 Axes 3 Hand Saws 1 Sealing Iron and Supply of Seals 2 Each, Red, \\"hite and Green Flags 2 Markers 2 Red and 4 White Lanterns IS Fusees 24 Torpedoes 1 Carpenter's Ratchet Brace 6 Assorted Ratchet Bits 4 Augers 1 Screw Driver 2 18 in. Pipe Wrenches 1 24 in. Pipe Wrench 2 Soft Hammers 1 Hatchet 1 Foot Adz 3 Pair Lineman's Tapping Clamps 1 Pair Lineman's Pliers 1 Pair Lineman's Pole Climbers 1 Pair Lineman's Comealongs 6 Cold Chisels 6 Hammers 4 14 in. Flat Files 2 14 in. Round Files 1 Limit Gauge 2 Emergency Cases 1 Pipe Cutter 1 Set, Stock. Dies and Taps 2 Wood Chisels Repair Parts for Steam Crane Material in Kitchen and 3 Childs P^ire Extinguishers 8 Fire Buckets 1,000 ft. 3H in. Manila Rope 500 ft. 2 m. Manila Rope 2 12 in. Pennants 2 10 in. Pennants 2 3 in. Block and Falls 2 I'i in. Wire Slings 2 V-A in. Wire Rope Lifts 1 300 ft. I'-s in. Wire Rope Boom Hoist 1 300 ft. I's in. AVire Rope i\Iain Hoist 2 150 ft. Wt. in. Wire Rope Auxiliary Hoists 4 35-Ton Jacks 2 60-Ton Jacks 2 25-Ton Norton Jacks 2 15-Ton Norton Jacks Rope Car. 4 35-Ton Barrett Jacks 2 25-Ton Barrett Jacks 4 IS-Ton Pearson Jacks 2 Canvas Covers 1 Vise 16 Sockets for Wire Rope 20 lbs. Babbitt Metal 1 Cross Cut Saw 1 Track Gauge 1 Axle Gauge 6 Air Hose 3 Signal Hose 1 Air Hose, 50 ft. Long 2 Syphon Hose 2 10 ft. Slings 12 Wire Rope Clamps Material in Tool Car. 2 Buckeye Lights 24 1 Gal. Torches 5 3 Gal. Oil Cans, Filled 2 Burgess Rail Clamps 4 Double Blocks 4 Snatch Blocks 14 Grain Baskets 1 Tele.graph Office Table and Stationery 1 Forge 10 Pairs Car Replacers 2 9 in. Screw Jacks 6 Iron Jack Levers 6 Wooden Jack Levers 6 Sledge Hammers 6 Chisel Ears 12 Drift Pins 2 Sets Iron Wrenches, J4 in. to 4 in. 3 3 in. Link Chains 6 1 in. Link Chains 3 Wheel Clamps, E. J. Napier. (Patented) 3 Emergency Knuckles 1 Childs Fire Extinguisher 100 Assorted Nuts 100 Assorted Blocks and Wedges 6 6 2 12 8 12 12 12 6 2 2 150 4 20 20 4 1 1 1 1 1 1 1 1 Spiking Hammers Claw Bars Stretchers Rail Cutters Lining Ears Tamping Picks Squeeze Joint Shovel? Scoop Shovels Track Wrenches Track Gauges Coils Telegraph Wire Grain Bags Wire Cables 1!-^ in, by 125 ft. lbs. Cotton Waste lbs. Wool Waste, Saturated Fire Hooks Ratchet and Grab 34 in. Tire Expander 36 in. Tire Expander 42 in. Tire Expander 50 in. Tire Expander 52 in. Tire Expander 60 in. Tire Expander 64 in. Tire Expander Material in Rail and Tie Car. 10 80 lb. Rails 50 2 Switch Points 4 7 100 lb. Rails 1 50 Cross Ties 2 S Kegs Track Spikes 1 2 Kegs Track Bolts 1 12 Sets Angle Iron Bars 4 12 Car Chains 2 Steel Trucks 2 1 Wooden Truck 2 1 Floisting Beam 6 75 ft. It4 in. Chain 2 100 ft. Yi, in. Chain ft. 1 in. Chain 4 Switch Ropes 4 Fire Box Toggle 20 Pulling Toggles 3 1>2 in. Wire Lifting Rope 3 2 in. Wire Lifting Rope 1 Journal Boxes 1 Material in Truck Car. l>j in. Wire Slings 2 in. Wire Slings Lifting Hooks Turning Hooks 1 Steam Wreck Crane. Caboose Pedestals Caboose Springs Assorted Knuckles Iron Slabs Push Poles Goose Neck Coupler Gasoline Tank Truck Chains Wooden Wedges 1,000 gal. Capacity Water Tank WRECK TRAIN EQUIPMENT. 887 2 Cars and Tools Used in New York Central & Hudson River Wreck Trains. 120 Tons Capacity Steam Self Propelling Wreck 2 Car Hamr Lrane 7 t id 1 Ci 1 r> ^ ' ^ ""^ck Bar; 1 Steel Boom Car imers oieci uuom i„ar 9 td- i d c^ , T- , ^ 2 Fmch Bars Steel truck Cars c 1 • n ^^■ T,. . . , J 1 m. Cuttm in. Cutting Bars 6 1 in. Cold Chisels 4 1 in. Hand Punches 1 Blocking Car 1 Tool Car T ^^. . ^ -r i 111. iiciuu riiiieiies 1 Dmmg Car /i i r/ ■ tj id i . ,,, f , 4 IJA m. Hand Punches 4 Wood .A.xes a ^ i i~i ■ i „„.,,,.,-.., 4 Track Chisels 2 2 in. Lhams, 2. tt. Long 3 Track Spike Mauls 2 1.4 m. Chams, L-, tt. Long 8 A,r Hose 2 L. m. Chams, 15 ft. Long „ Key Center Pins 3 H4 1". Ciauis, 10 tt. Long with Hook in One 11 2 in. Head Center Pms end tn Catch End Sdl 12 Knuckle Pins 3 II4 "1. Chams, 11 ft. Long, Used as Reach Chains, 2 Car Horses 25 's m. Chams, 16 tt. Long 2 Wheel Slides 10 's m. Chams, Id ft. Long 1 Balance Beam with Cables and Huoks for Han- 5 's m. Chams, 10 ft. Long dlmg Pullman Cars and Coaches 2 1 m. Chams, 10 ft. Long, Lmk m Center 100 Wooden Wedges - 1 m. Chams, 8 tt. Long, wuh IL.nk on Each 50 2 m. Planks, 24 m. Lone End. 1 1 in. Chain, 25 ft. Lona 1 1 m. Chain, 20 ft. Long 50 pje^es of Timljer, 6 in. by 12 in., to 24 in. L, 2 1 m. Chams, 10 ft. Long ^ 59 pieces of Timber, 6 in, by 12 in., to 36 in. L 1 1 m. Cham, lo ft. Eons- ^c -d;„„„„ „f -r;„i,„_ <; .■„ 1,,. n :„ .-... q (<- t „„, 50 3 in. Planks, 24 m. Long 50 1 in. Planks, 24 in. Long ^,ong ,ono 25 Pieces of Timber, 6 in. by 12 in., to 8 ft. Long 1 El V, m. Chams, 2d ft. Long 1 Set of Blocks for 1 in. Rope; and 200 ft, of Rope bumper Cham, 1 m., 8 ft. Lung 1 Set of Blocks for 34 m. Rope; and ISO ft. of Rope 1 tjrab Lmks fr,r 1 m. Chain 1 Set of Blocks for V/2 m. Itepe ; and 1,000 ft. of Rope 2 Cral. Lmks tor II4 in. Chain 500 ft. of 1 in. Rope 2 Grab Lmks tor L, in. Cham 3 3 ,„. Drag Ropes, 80 ft. Long 2 Crab Lmks tor L^ ,n. Cham 2 1 in. Wire Drag Ropes, 25 ft. Long 2 Grab Lmks for 2 m. Cham 1 1 ;„ wire Drag Rope, 20 ft. Long 1 Hand Saw 9 Engine Hooks and Chains 2 Cross Cut Saws 1 1 ;„ Hand Line, 70 ft. Long 4 16 m. Wrenche 2 1 in. Hand Lines, 50 ft. Long 2 24 m. Wrenches 5 ly^, ,„. Slings, 7 ft. Long 2 Xo. 3 .-Vlhgator A\ renches 2 Hand Lanterns, White 2 Xo. 4 .Alligator Wrenches 2 Hand Lanterns, Red 1 24 m. Pipe Wrench 2 Hand Lanterns, Blue 1 Pipe Cutter 2 Dietz Hand Lanterns 6 Track Wrenches 3 5 gallon Oil Cans 2 y, m. Wrenches 3 3 gallon Oil Cans 3 34 in. Wrenches 1 Pair of Timber Elooks 4 1 in. Wrenches 3 Draw Bars ■6 Xo. 4 Scoops 2 Plydraulic Jacks, 30 tons Capacity 4 Dirt Sho\els 2 Hydraulic Jacks, 25 tons Capacity 4 Picks 3 Hydraulic Jacks, 20 tons Capacity 5 Rail Tongues 2 Hydraidic Jacks, 10 tons Capacity 2 Track Gauges 2 Ballbearing Xortun Jacks, 30 tons Capacity 1 Wheel Gauge 2 24 in. Screw Jacks 1 Coupler Gauge 2 36 in. Screw Jacks S Water Pails 2 Tarpaulins, 20 by 30 ft.. Canvas 1 Water Cooler 1 Set of Telegraph Instruments 12 Bushel Baskets 1 Telephone 4 Kerosene Hand Torches 12 Pirasses, 4'4 in. bv 8 in. 4 Pike Poles, 20 ft. Long 8 Brasses, 5 in. by 9 in. 2 10 ft. Ladders 5 Brasses, 5Vj in. b\' 10 in. 2 20 ft. Ladders 10 Pairs of Rubber Boots 4 Pairs of Car Replacers 10 Pairs of Ruliber Gloves 7 Iron Wedges 1 Cannon to Blow Out Engine Pins, etc. 3 Emergency Knuckles. 30 £0,000 lbs. Capacity Wrecking Trucks 3 Gould Knuckles. 15 80,000 lbs. Capacity Wrecking Trucks 3 Chicago Knuckles 10 100,000 lbs. Capacity Wrecking Trucks 3 Janney Knuckles 1 Engine Truck 2 Hand Pumps 1 Tank Truck 1 Hand Pump for Fighting Eire. 1 Burgess Rail Anchor 3 Fire Extinguishers 1 Burgess Emergency Knuckle 3 Stretchers 2 Rail Clamps 2 Wells Lights 12 T Rails for Main Line 1 Milburn Light, No. 3-W, 5,000 Candle Power. 1 Keg of Spikes .3 Hand Hammers 2 Switch Points 6 7 lb. Sledges 1 Keg of Track Bolts 3 8 lb. Sledges 2 Switch Stands 888 WRECK TRAIN EQUIPMENT. Cars and Tools Used in Northern Pacific Wreck Trains. 2 2 2 4 600 600 300 300 300 2 1 1 2 2 1 1 1 1 2 6 20 2 12 24 4 2 6 2 2 1 1 1 3 2 3 3 3 2 1 1 12 4 4 6 4 2 6 ft. Lonff, with Becket Tools in 40-Ton Hj'draulic Jacks with Levers 30-Ton Norton Jacks with Levers Foot Lifts for Hydraulic Jacks 12 in. Pony Jacks ft. in. Rope ft, 2 in Rope ft. V/2 in. Rope ft. 1j4 in. Rope ft. 1 in. Ixope Pieces I1/4 in. Rope, 100 ft. Long Piece 3 in. Rope, 300 ft. Long, for Rolling Line Complete Set of Splicing Tools 2^ in. Rope Slings, 50 ft. Long Wire Cables, PA in, diameter, 1 Heavy Links at Each End 3-Sheave Tackle Block for 3 in, 2-Sheave Tackle Block for 3 in, 3-Sheave Tackle Block for 2 in, 2-Sheave Tackle Block for 2 in, 2-Sheave Tackle Blocks for L4 in with Becket 2-Sheave Tackle Blocks for 1 in, with Becket 3H in. Iron Snatch Blocks 2J^ in. Iron Snatch Blocks IH in. Iron Snatch Blocks 1% in. Iron Snatch Block 1 in. Iron Snatch Blocks 1% in. Chains, 25 ft. Long, and Grabs at Both Ends ^ in. Chains, 30 ft. Long, with Ring in and Grabs at Both Ends 5/s in. Chain, with Ring in Center with Hooks yi in. Chains, 4 to 6 ft. Long, Rin; Hooks at Other End l',l in. Switch Chains, 16 ft. Long 7-s in. Switch Chains, 16 ft. Long Coupling bars Coupling Links Knuckle Pins, Assorted Sizes Clevises, 1^ in,, with 3',4 in. Jaws Links, with Thimbles for Rope S Hooks, 2 in, to 3 in, in diameter Wells-Buckeye Lights No, 5 Extra Burners for Wells-Buckeye Lights Tent for Field Telegraph Service Complete Telegrapher's Outfit Portable Telephone, Complete with All Attachments 5 gallon Cans of Headlight Oil. 3 gallon Cans of Car Oil Buckets of Prepared Packing for Journal Boxes Packing Irons Packing Hooks Small Squirt Cans Small Funnel 5 gallon Can of Wood Alcohol for Hydraulic Jack; Hand Torches White Lanterns Red Lanterns White Globes, Extra Red Globes, Extra Blue Globes, Extra 1J4 in- Air Brake Hose Rope Rope with Rope Rope with Becket Rope, One Rope, One with Rin.g in Center Center and 4 Ends at One End, Tool Car. 2 Dummy Hose 2 Signal Hose 6 Pairs Rubber Boots 6 Cant Hooks 2 Cutting Bars, 4 ft. Long 3 Axes 4 Axe Flandles 1 Hand Axe 2 Carpenter's Foot Adzes 1 5 ft. Cross Cut Saw 2 30 in. Hand Saws 12 Scoop Shovels 6 No. 2 Track Shovels 2 Long Handled Shovels 4 Picks 4 Extra Pick Handles 4 Spike Mauls 2 Spike ^laul Handles 4 Lining Bars 2 Claw Bars 1 Track Level 2 12 lb. Sledges 1 16 lb. Sledge 1 8 lb Sledge 2 3 lb. Hammers 2 2 lb. Hammers 6 Cold Chisels 4 Track Chisels 1 IS in Stilson Wrench 2 18 in. Monkey Wrenches 2 15 in. Comb Wrenches 4 12 in, ;\Ionkey Wrenches 15 Assorted Open End Wrenches 1 S Wheel Pipe Cutter Assortment of Brasses and Wedges for Cars 2 Center Pin Drifts 2 Cranes at Side Door for Handling" Jacks 2 Hand Barrows for Carrying Jacks 2 I-'ire Extinguishers 2 Fire Axes 200 Grain Sacks 2 Pairs Aldon Car Replacers for 90 lb. Rails 3 Pairs Aldon Car Replacers for Lighter Rails 2 Pairs Alexander Car Replacers for Lighter Rails 2 Iron Wedges, 8 in. Wide, 2 ft, 9 in, long, 5 in thick 1 Track Gauge 4 Track Wrenches 12 Iron Buckets and 12 Iron Baskets for Handling Grain 1 Car Wheel Gauge 1 Box with Assortment of Nails 5 Pipe Rollers, 3 in, by 2 ft. Long 1 Carpenter's Brace 1 34 in. Car Bit 1 ',s in Car Bit 1 1 in Car Bit 1 2 in. Auger 2 Fleavy Iron Dollies 1 Tool Chest for Small Tools 4 Drifts, for J4 i"-. ?s in,, 1 in, and ['4 in. Bolts 4 Gilman Emergency Knuckles 25 lbs. Nuts and Bolts, Assorted Sizes 200 lbs. Assorted BoUs 2 Tarpaulins, 20 ft, by 40 ft,, for Protecting Freight 1 First Aid ^Medicine Case 2 80.000 lbs, Capacitv Steel Car Trucks 2 60,000 lbs. Capacity Steel Car Trucks 150 Pieces Blocking 25 Oak Wedges 6 30 ft. Cables Material on Truck Car. 2 lyi in. Cable Slings, with Heavy Links at Each End 4 1^2 in. Chains, 20 ft, to 30 ft. Long, Rings Each End 4 Kegs Track Spikes in Cellar 30 Pairs Angle Bars 4 Kegs Track Bolts 75 Ties 10 Bunks 10 Mattresses 8 85 lb. Rails Material on Tie and Rail Car. 8 72 lb. Rails 12 66 lb. Rails Material in Bunk Car. Complete Set of Cooking Utensils 1 Ice Box Complete Set of Porcelain Dishes Steel Kitchen Range 1 Stretcher, Complete with Blankets, Pillows, etc, 1 100 Tons Capacity Steam Wreck Crane. Figs. 2675-2676 M. C. B. STANDARDS. 889 6 3 Center to Center ,_L c^ny suitahte Dust Guar^ may ^e usea' Section ot i?ox may be ma,^e either circular or square t>e/ow ttie center line, proi^/'c/ed all the essen- tial dimensions are adt?erea' fa. Fig. 2675— M Standard Box and Contained Parts for 3'4 (.AI. C. B. Sheet 1.) by 7 in. Freight Car Journal Section of Ipoj< rnay be maa'e either clrcufar or sauare below the center line, proyia'ecf aft ff?e essential dimen- sions are a^/herecf to. When Journaf b IS <-^>- \ \\'V\\ \ \\ \\\\\\^, \\VVV\V ( vv fe- \^ y*>\ 1 //ivyf% J 5 r'^"k- ^Z 1 i r -/i'^_ .4; ?5 l^^lf Fig. 2678— M. C. B. Standard Bearing and Wedge for 3^4 in. by 7 in. Journal. (M. C. B. Sheet 3.) Figs. 2679-2680 M. C. B. STANDARDS. Section of hex rr/ay te maf^e e/fher circafar or sfuare i>e/oiv the center line provide':/ a// the essentia/ ctimen- 5 ion 3 are adherecf to. Fig. 2679 — M. C. E. Standard Box and Contained Parts for A\\ in- by 8 in. Freight Car Journal. (M. C. B. Sheet 4.) 5ec tion of i>oy may i?e made either c/rco/ar or st^uore i^eloiv ff7e center fine, provided ait /•he essential cf/mensions are adhered to. W/ien Journa/ t>ox is made of mai/eai'/e /ron, reduction in thickness o/ meta/ tund coring to liohten weiqht is per mis si t?/e, provided ait fi?e essentiai dimensions yvhfon affect inter- chan^eahi/i/f and /he proper tit tin f of co Gained parts, are adhered to. Jtei ifnyethod of mouidina does not perm/f of piacino /he tetters At.CS. on the side of the joarnat hnx, they may t>e piaced on hje top, between the hin^e 'u^ and the arch bor seat 4J4 in. by 8 in. Freight Car Journal. (M. C. B. Sheet 5.) 892 M. C. B. STANDARDS, Figs. 2681-2682 < — _4i'^_ „ ~r^" — ^ 1 --'» ^ ^A - 1 T - --1 -6 I"- 3 ^=" '4 - " '4 Fig. 2681— M. C. B. Standard Wedge for 414 in. by 8 in. Journal. (M. C. B. Sheet 6.) .-^ife K-' A ^t^ I'D ^im i ^ r Ki^ XT K--" - -£/"- -^ ■/i\ t- ^y *-!ti r< — r- ^ A Y Y s- 1 3" Fig. 2682— M. C. B. Standard Bearing and Wedge for 4'^ in. by 8 in. Journal. (M. C. B. Sheet 6.) The Journal Box Lid for This Size Journal is the Same as That Shown in Fig. 2677. Figs. 2683-2684 M. C. B. STANDARDS. 893 Section of Box May be Made Either Circular or Square Be/oiv The Center Line. Provided Alt The Essential Difnensions ore Adherec/ to. Fig. 2683—^1. C. B. Standard Box and Contained Parts for 5 in. by 9 in. Frci,gdit Car Journal. (M. C. B. Sheet 7.) £^--l-E^^:^^ Nofe-Secfion-of Soi May Be t^oae Tif her Circular orSguore Belo>^ The Center line. ProvideO All The Essenfiot Dimensions ^re Adhered iv. men Jour no I Box /s Made of Ma I lea tie Iron, fieduc tion If. Thickness of Metal and Coring iv Lightvn Weight is fhrmisslble. Provided All The E-,sent/al Dimensions Which _ Affect In^erchangeahilityand Vie Proper fitting of Contained fhrts. are Adhered to If Tlie Method o f A^ouldmg Does Not Permit of Placing The L e tters MC.B onThe Side of The Journal Box. They May 8e Placed on The 73p Bet>^een The Hmge lug and The Arch Bar Seat. X for 5 in. by 9 in. Freight Car Journal. (M. C. B. Sheet 8.) 894 M. C. B. STANDARDS. Figs. 2685-2686 Skeleton Wec/ge of Drop- FhrgeaorSteel May he Usea Proriaed the Essen-t-iol Pfmensions are Adhered /c- The Lid Spring Mai/ be of Any Design and May he Secured to the Lid by Any Proof /cable Method Prvi'fded Thaf j^i i^orks Pt-operLy on the Standard Box and 's of the Desiynated Section £xg A Rivet or Nut May be Used Instead of a Coffer in Hinge Pin iffyefered. ^--^f---^ v-ii- °—-ioi- Only The General Dimensions of Lid, Together With The Diameter of Hinge F'mHole ThBeStondard.TheLid i-^cy be of A nu Material and any Desired Thickness- Fig. 2685 — AI. C. B. Standard Bearing, Wedge and Journal Box Lid for 5 in. by 9 in. Journal. Sheet 9.) -M #fe (M. C. B. Fig. 2686— M. C. B. Standard Box and Contained Parts for S^^ in. by 10 in. Freii^ht Car Journal (M. C. B. Sheet 10.) Figs. 2687-2688 M. C. B. STANDARDS. 895 5€ztion A -A Fig, 2687—^1. C. B. Standard Box for Section of Box Mol/ Be Made Eii-her Circular or Square Seloiv The Cenier L ire oncf Mafen'Ql May Be Cast /ran. Malleable Iron. Pressec/ Steel or CqsI Steel , Provided All Tlie Essential Dimenshns are Adhered 7o' When Journal Box /a Made ofA-latenal Other Thar? Cost Iran, Peductfon ,n Thickness of Metal and ConnffTo Lighten Weight is Permissible Proyided All The Esse rrtial Dimensions fVhich Affect Interchongeabilit,/ ondThe Proper Tiffing of Contained Tbrts are AdheredTb. If The Method of A/onufactare Does Mot Permit of Placing Theletfers "M-CBTonTheSideofViBjourno/ Sox, They Mag Be Placed onJhelop Bettveen The Hinge Lug and Seat of Truck Sides- by 10 in. Freight Car Journal. (]\I. C. B .f<-//- -n % I -1"-i---i-t- 'i 'i -^ i'llr^::..: Onli/ the Genera/ Dimensions of Lie/, Togefher l/yifh the Diameter o f Hinge Pin Hole to be Sfonctord. The L id May he of Any Mafenal andof4ny ^'_ Desired Thickness. MB. This Lid. Hinge-Pin and Coffer are Same as ^xS^Sfandordos on M.C. B. Plate 15, Proceedings n n i . y y " of 1839. ^^\j^Aa Jzai: ■^["t ^. Skeleton Wedqe of AfQlleable Iron or Steel May be Used Pro^'idedThe Esserrt/at Dimensions are Adheredlb. The Li'd Spring May be of Any Design and Afoy be Secured tu The li'd by Any Practicable Method, Provided Thai it ^orks Proper/y on Standard Box and fs of The Desi'gnafcd Section £ x^. A Pi've/ or//iff Afoa be Used Instead of a Cotter in Mirige Pin if Fteferrecd. Fig. 2688 — M. C. E. Standard Bearing, Wedge and Journal Box Lid for 5j/2 in. by 10 in. Journal. (M. C. B. Sheet 12.) 896 M. C. B. STANDARDS. Figs. 2689-2590 t ^te 1 I "^TT 1 I r-t»d- _L±_ y//}/A//////////////M y/////yy//. — 6'' S' Center to Center A Rivef or Nut may te usei/ instead of a y^ ^:l^a<- Cotter^. _^ .A^ L Any suitable DustGuarc/ may t^e ./secf Fig. 2689 — :\I. C. B. Standard Box and Contained Parts for 4^4 in. by 8 in. Passenger Train Car Journal. (M. C. B. Sheet 13.) Note ■ Section of box may be made either circiflar or square below center line, prvsridea all essentia f dimens/ons are adhered fo - When Jouma I tpox is made of tnalleaPle irorij reduction in thickness of metal and coring to lighten weight is permissible, provided all the essential dim- ensions which affect infer - chanqeabilifyand the proper fitting of contained pa rts, are aatrered iv. <1> Fig. 2690— M. C. B. Standard Box for S in. by 9 in. Passenger Train Car Journal. (M. C. B. Sheet 8A.) Fig. 2691 M. C. B. STANDARDS. 897 Bearing - Thickness Gaije , jj'xl' t 4£x8" Journa/s. nqfh an^ n/fefs of Bear/r?^ p ^ ->4< ' ■ — ~- ^8 I -^-J Cur ye of Tap of Weiffe, 78 "/Radius Bearing i iVea^e - Lon^/fudirraf Sec f fa:? c .< '3 Bearing -Thickness Ca^e 5x3 i Sp k/0 Jourm^/s. t^ t: qB" Lent^fh and Filfefs of Bear/ny -5 II 5i' X fO '' Journaf -^ 4 Curye of Top of Wed^e, 78 ffadfus Searing if, Wed^e -Lon^ifudfnafSecffon Gage 7^^ '/s Lenqffi and Fi/lef of Bear in. y J// 4^ x8 Jaijrnaf ■ 3fc -i4< Lencftii and Fiiiefs of Bearing J II 5 'W 9 " Journal I Curve of Top of Wedqe^ 7g"ffadius / bearing i Wedje 'Lon^ifudinaf Secfion Cage 3 earing i Wedge Gages. Curve of Top of Wedge, 78 Fadius bearing S yVedge ^ Lon^fudinaf Secffon c^age 1 < — % — > ! n 3 \ . 1 1 ; -5" ^-^H J^ ^ 7 Jo(jrt?a/ Bearing -F/an^e 'S- J/^^ L ua Gacfe Bearm0' Bore Gage s"xS"journai. Bear/n^-Bore G^^ge 5fxlo"jourr7af. Fig. 2691— Journal Bearing and Wedge Gages. (M. C. B. Sheet 14.) '^ !^ /O Journal Bearing -Flange an^ Side Lug Gage 898 M. C. B. STANDARDS. Fis. 2693 -^i- Th/s porf-/on to be a straight taper- -S'-J- ,;— J -to- -From Center to Cenfer to Jaurnats 6' - 5'-^- , —.p^ 7 77-0 10 — Total Length Over/til 6-11^ Axle A Designed to Carry 15,000 Lbs. \ I i B ->|-s-2->K- 5" . w~ f^'^ This portion to be a 3trai^l?t taper -From Center to Center of Journals G'~3- Total Length Over All l' ' 0^- Axle B Designed to Carry EE,000 Lips. -= From Center to Center of Journals 6'-4-'l Total Length Oi-er All 7'-^^ — Axle C Designed to Carry 31,000 Lbs. rA E> 4_± >t<2 I" 'T-" i^i 4 Uc" r ^[■q. Thi's portion to he a istra/^ht taper X- d± -rsT7,-^sJo_ -From Center to Center of Journals 6'- 5'l- Total Length Over Ml T'-4-^ — Axle D Designed to Carry 36,000 Lbs. Fig. 2693— A[. C. B. Standard Axles. (^I. C. E. Sheet 15.) Figs. 2694-2695 M. C. B. STANDARDS. 899 34\7~ -c 7 i ^ ft 1 4 ;/•, 5 8 \/- y - -^/^U '- l^ormaf f^im^e Wiieef Trea^f an^ Ff^n^e for Cnsf iron Iffreefs ^'L\..fX-i--^-i-A^-r-A^-fX^-i-' I I I M I ^^-^. I II I I I y -^ / Hcjri^ene^ Steel ^ ^ ^ Wheet Defect ani^ Wcrn Coupler Limit Gage ' ' Normal Treoot il-A 'J ^-AciifcltSa)eDistmce\4 i^ " '^' ' \6jeeotmeeti4Vi- 1- — ^a^e ot Track -/'-e remounfeif. a k 4'L Cars 80,000 Fauna's Capacff/ arraf Oi/er Limit Ga^e-Q ttardenecf -3 feel For remounf/nf cast iron wfreefs, casf prior fo the M.C.B. standard/ frea^f and fianae, adopted prior to 1309. h 4" > Car^ an^fer 80,000 Pouna's Capacity. Cars 6Q000 Pomcfs Capac/'/y ^rnifoy&n Limif (^i7fe-g Har£/er7e^ 5 fee/ For remouryfir?^ cast ircr? whee/Sj yv/fh M.C.B. Sf^r7<^^r£f frei^a ar?^ f/a/7^e ai/^pfe^^ I'r? /90$, Star?(;/ari^ Wheel C/'rcufnfererfce Measure- Fig. 2696 — Isl. C. E. Standard XAdTeel Circumffreiice ]\Ieasure and Limit Gage for Remounting Cast Iron Wheels, (il. C. P.. Sheet 16A.) ' marked A fulldepfh anf/musf- > 1 -i;^ ^ihickmsicfm^hlbe^fnlba-. ^f/i rodws. Disnince befrreen '%L 1 I Niio ^^,ofcen^r /i/as and ke// ^/o^ , I \cef7i'er hgs c/ head ^^, \ ~^(_o o o-iv oT«- »i f Cu Under L eyer > i V(o^ d> ^"' /-' ^ »t fiumber. Locai/on of Poles & Detail of pnd Ma^ ^org To Suit Truck. \ "^ [i oooooooo o) "is . V End of Push Pod AnijkOf her form of Handle Mou Be Used- ■^ .a _ L -j'' ■^ y . i ^-i- Cuiinder& Floaiinq LeverConnectionTDiam. . . .- 5/5*23 ^^^° '^^^^ Lever Connecfion Outside Hung Brakes ^.f^^P^ Location of Main Air Pipe on Ere/ghf 4 '^4 ^ Diameter. ■^ "^ !f^ Intermediate Lever Dead Lever Guide. Truck Lever Connect/on. Inside Hung Brakes ->l^fc M3 Round Ircr orStsel.^ ^ CastSfeel Mo^Be (Q O (D'ffll^ '•'p^l OOP) UsedforTruckLevt Truck Lever Correction Connection jfo/fg ever ffgua/ 3 Strength 7b TheSectron ] of Wrought Iron orSteel ' Truck Equippec/ With Steel Wheels. Inside Pin Holes to be Used With Sen Wheels Inside Hung drakes. iofCoi^lerendUdih ^"^ lfVild>'Uipple\ AirPipe. k%.\J3'-\ ' Cars. forPetv Cars orComplele) Uetv Train Pipe. ^iJ 4^-: II I .^/^^' \C^'^"l 'I'l^ y^ xi2"U u linder ^ Lag Screws. General Arrangement Fig. 2702— Ti[. C. B. Standards for Air Brakes on Freiglrt Cars. (M. C. B. Sheet 18.) Fig. 2703 M. C. B. STANDARDS. 903 Nofe:- When c<7sf washer /s used uryder head af i'o/f in pface of no f lock, if shaff fpc con-5frucfe<^ fp pre ~ venf fiei^d from turning- Nofe:- Nut iocif fo be used under iyead and nuf of coiumn and jaurnaf t>ox bolfs and dauhfe nuff/n^ of :5ame fo I^e confinued on frucls, Capac/fy Cars. Fig. 2703— M. C. B. Standard Arch Bars and Column and Journal Box Bolts. (i\I. C. B. Sheet 20.) 904 M. C. B. STANDARDS. Figs. 2704-2705 Standard coupling and packing ring for air brake Hose. aisffow aisaow > aisaoh 1 d]aNI)N1Vlil3S u IE Y (0^ «0) 3 Z o MOO CMOO < tc 6 m — 1^ — 1- U. o u < 2 < OC —^2^2 < 1 1 f^ 1 1 O LABEL FOR AIR-BRAKE HOSE. Fig. 2704— M. C. B. Standard Coupling, Packing Ring and Label lor Air Brake Hose. (IM. C. B. Sheet ISA.) /^ m Over Wheef P/eces 6'-7j- ^ Fro^ Ce nf er f(? Center of Jour/7a/s 6'-J" ^/if ^_^,^_ yifil B Sectional Pl^n en Une A -d Half Plan Fig. 2705— M. C. B. Standard Pedestal for 3M in. by 7 in. Journal. (M. C. B. Sheet 21.) Figs. 2706-2707 M. C. B. STANDARDS. 905 Area of Confacf Faces 100 sq. ins. Cenfer Plate Fig. 2706— M. C. B. Standard Center Plate, (il. C B. Sheet 20.) Half Plan Fig. 2707— M. C. B. Standard Pedestal for 4;4 in. by 8 in. Journal. (M. C, B. Sheet 22.) 906 M. C. B. STANDARDS. Figs. 2708-2710 Fig. 2708— M. C. B. Standard Pedestal for 5 in. by 9 in. Journal. {U. C. B. Sheet 22.) Ti? 3c//y Brake Chain Fig. 2709— M. C. B. Standard Brake Chain. (M. C. B. Sheet 23A.) Fig. 2710 — M. C. B. Standard Uncoupling Attachments. U^ 4- (M. C. B. Sheet 23A.) Figs. 2711-2712 M. C. B. STANDARDS. 907 Yoke for Tandem Spring Gear C04 'MSF^ 4 /f/vef - "^^ Cast Iron Block , TV Yake for Fricficn Gear Fig. 2711—^1. C. B. Standard Automatic Coupler Yokes. (M. C. B. Sheet 23A.) Coupler Limfl Goug, Knuckle l/m/f Gauge. Fig. 2712— M. C. B. Standard Coupler and Knuckle Limit Gages. (M. C. B. Sheet 24.) 908 M. C. B. STANDARDS. Fig. 2713 Figs. 2714-2715 M. C. B. STANDARDS. 909 Dril/ed- For ffii^et Ho/es. le/^fffh of Buff o/?i/ Depfh of Shou/der For Voke Up. Mote-AI I Maximum and Mm/mum Dimens'ons 1d be Stenc'//ed on Gouges, ^h/ch ore -fo be Made of l/npo/fshed of eel NS2. i<-- — 6i'^ — J Inspectors Gauges ForCoup/er Shonk Fig. 2714 — :M. C. B. Standard Inspector's Gages for Coupler and Yoke. f^-S- " Shank and Yoke. (M. C. B. Sheet 24.) Boards lis" fastened IV/'ffr J -160 Wire Nails. 5'->| [<- 41, _a. Stakes 4x5 Fig.l-LimUs o-f Projection of Lading onSingle Car Which Does Not Require fhe Use of an Idler -lo'-^- ^m ^ X 71/ k --^ "<^im 4' Elevation Showmcj Applicotion of Block. Detail of Block for 6x5" Shank- Detail of diock for5i7 Shank Fig. 3- Metal Spacing Blocks for Tnin and Triple Loads. Fig. 2715— M. C. B. Standards for Loading Materials. (M. C. B. Sheet 25.) 910 M. C. B. STANDARDS. Fig. 2716 C) mm Chaining of Cars When Loaded W/'fh Long McderiaL rf/ardnood or Cost Iron Spacing/ BLock LbrTtvw loads. Size of Chain to Conform to M C.B Recommended T^|°f° ffule £6. Practice UUUULIUUU' -□ u □ a — a~ ~U D □" u u u u u u ^ ^ TTO f,g.3. for Number and Minimum Si^es for •Sfoftes See Sections offiu/e S4. -Clearance Not Less 1 han 6 /fu/e4 Flat Cars and Gondolas IVith Sides Less Than 3p"ftigh 4 Stokes 4"xS"ond ffStronds or 3 Rappings tVire,6oodg" Diameter or Boards lx5"6ondolas,With Sides 30"ond Over 4Lx4"Stakes. 4Stronds or S Wrappings Wire GoodgDiam. rig4 Rules 3S,33,34 and S3. Loading of Lumber on Gondo/a Cars W/thSides Over30"f/i'gh l"x5"Boards Secure/u Nailed to Stakes at Each End bij^S -16 Penny Nai/s or StoRes Tied Together W/th 6 Strands or 3 Wrappings Wire Good g Diame-ter / \ 6"iWin. \ H f^"~ Clearance Not LessThanS , RuLe4. O^erSO aS-^ Jt I UUU UUU UUUUUUUULJUu]! [ I LJ U & ea U U U LI IJ LI V- UUU LJ LJ L' o n Eig.4A Pu/es3e,J3or>dS4. Clearance Not Less Than 6" Rule 4. 1^ For Logs Pi/' ng Props and Te/egroph Pofes Use 10 Strands or 5 ^ropp/ngs Pu/e 57 3 Waj'-- -, 6Sf rands or J Wrappings "-JV'MaZTM^- »^^ GoodJ'Diom^ RuleSE. SStrands OrS ffropp/ngs Wire Good £' Diameter or Boards f'x 5" Pu/edS. Clearance Not Less 7~han 4' otC/osesr Point Pu/e J5'. Fg.S. Manner ofLoodng Long Lumber onJbp ofSttort Pieces 0/7 S/ng/e Cars. See Pu/es34,35,36,37,4dond 53. Clearance iVo-i lessT/?or? ff. Puie 4 ji^}^-^ r 5 Strands or 3 Wrappings W/re, Good a Diameter^ More 77?an£ Length of Car 4 Sf a Pes Pegu /red. LHM £ Mm I5'0'' Maximunr^ \ I L ess 7han£ L ength of . , I Cor3 Stakes R equired. / _ "1 add 6S fronds or 3 'ire Good Boards /"x5 rWroppingsWi / g'Oiam.arBoc 6"MinRule4. \ / Stakes 4x6" Bearing Pieces 6 Wide Afinimum. Clearance Not Less Than 4"ot C/osest Point. Rule 17 Eg.6-See Rules I7,3I,3£,34,3S,36.43.44,45,46 and 48. Fig. 2716— M. C. B. Standards for Loading Materials. (M. C. B. Slieet 25.) Fig. 2717. M. C. B. STANDARDS. 911 C/earance f/of less Than 6Stranc/s or S tYrapnmo ^e'o"M,r, l8'0"Ma.c7;fJ IBMih Cleaff/oiled To Bearing Piece Bearing Pieces IO'x/0 'Minimum- fiuleS/ Clearance Not LessThdn4'-fia/eS/ Beiiveen Sfdkes and Side Phnh Fig. IP See ifu/es JS. 34, 36. 48 and 5/. of Cor -Pnd Weivof Piff /p Fig /PA. Porloffspfc Pse lOStrcnds or Clearance AM less rhan6-fiale4. S lyraopings 'Pales 6/ord 57. I x^' Boards or IVire Gsod^ Hi. - SSfrands Y-^^iZ^s^p'O'Mi 13^"" For logs Ifc. l/se ICSf rands or 5 lyroppmffs 6 Strands or 3 lYrappinffs tVire (jood • iVireGoodfD/ometisr j Searing Pieces lOx/O'M/n.-Pt/le 5P. Clearance Hot lessJlion 4"-PoJe5l filling Pieces SetiwenSfaltEs eStranas or 3 Wrappings. SStraiiOscrJU'roppings IVire Good^"Diameter and lodingJoSe PasleneaTo Pmng Pieces Between Stakes and lading ^ l3-SeeP«les34J5,36,48,Sland3i Inside of Stakes, lo Be lostened to Inside of 'jfakes. ^ End Vieiv op Fig 13 Pig. I3A. Clearance ^iot lessPhan 6-Pule4. 10 Strands or 5 Wropp/nqs tVire Goods Diometer-Rule 57 ' ' / 3fakes_4"xS' Pig 14' Pule 55 Clearance Not Less Than 6 ~P?d/e ^ F,g./5-/fule57. i'J:^"3oards. J^SfrandssB/om.lfire. For Size oPSfakes See Pule 34 p'p'p , i^. . i"n ... II I y \" / J 1x6 Boards I Strand g Oiam K/ire. Par Size of Stakes SeePu/e34 F/g 15^ lading of Tan Bark on PlatCars. EWPhnk £"x4'Flank Fg l7'Loding of Ian Bark on Gondola Cars ForSize of Stakes PSfrandsg'Oiain K're See Puie 34. ^ Fig 17/l-ldfh Loadedon Flat Cars. Pig. 18 -Pules 58 and 69. £ ifngle Plate m Oiogona/ r/aflron Braae. // Piom ii^/n e'!<6"~-'.^ "I Jp- gVie' -OP — □ — □ — a — □ — a- on '/a^t.Pu^'1/oi r..j. u/^-L. Web Filling Piece for ~ Tm'n Loads. Locafed OS Hear Flange as Possliile. CleaieWilS'' CutlTosher rig SO. Fig. IS ~ large Girders loaded Flaf Fig. 2718— :\I. C. B. Standards for Loading Materials. (i\I. C. B. Sheets 25 and 25A.) Fig. 2719 M. C. B. STANDARDS. I Diom tbrSingle Loac/s tVeb Filling Piece forTivi/i loads , located as Hear Flange 05 Possible kD,omibrDaubleLoadS\ , l.fMmD,am.^_ 1^ u/Ofn-fbrDoub/eLooL Cut Washe, £x8 Mm/mum-'^ ''CenferofCar Chof-eWxfS'rCiji Jfc7sA FigEI'/.orge G/rders IfOoded Fhf ^ Angle 6xf2 Mmimum ^'>(6M„ S/ng/eloods. £"xl£"Mm!mum. _ 6x8 Mm. Doubfe Loads „ ^^ "^-h ^ Jx8 ^/n.Smg/e Loads- 6xL2'LiLm/mi/fn ^-^ /OrL£'M/?/mi/^ for Z"o-u "^-^ OoubLe loads If/jen ° Bearing Pieces Musi ' BoLf. C/eafSxd^ Beormg C!ea mThKk. \4Boif-\ '^^9^ ■ -- -1/ 1— — — BoLfedVirougL! Cleat eW'xiW'^ CuL iYasher. Floor and C/eafas Sho^n/n f/gs.£0sr2. V- 4x8 dpr/g/iL-SxSL^/ogo/yaL ng.£5-Brjcing for Loading ol^large Girder Fig.cS-Loding of Large Girder Overhanging. 913 ■IO"Diom.Mm. 2x8Spi/- More Than £0 Feet H '^'^^ Diagonal Piece I'iS" Fig B8- lading of Sfruc furat Material Atore TtionBOO' m Length Sufficient Blocking To Allow Pemo vat o f Chains Whicb nere Used in Loaaing- See Pule 74 -Figs £6 and 27 Fig ES'Manner of loading light Structoral Material in Bundles On Single Gondola. Cars. Fig SO-I Beams and Girders Lopped and Blacked at Fnds for Shipment Blocks for Brac/ng. F/'g.S/-- Lading of S fee/ Na/ff oof Trusses. EncfEie\'ofiot7 ofFig-SL Bx8 Niagara I Braces Spiked To Car Sides , and floor / tO"l)ia. Minimum Fxd Diagonal Braces Spiked lb Cor Sides and floor SxlOVpright £"xg" d ^8 Diagonal Braces FgBB'loyySide Gondola Cars Iffth Sides l/ndar J Thick BkS Oiogonol Braces I Blocking Behreen CarSides Spiled la Cor Sides and Upright if her Bearing and flooq \^'t/p''i/,„ Piece is tlot Hatched. fBoll Hearing Piece Notched 3xi0'llfr/g/7t^'^''p" JxS'Oiagonal Braces. at CarSides and at dprig/it FigJS'Pule 7 and 81 Fig. 2719— M. C. B. Standards for Loading Materials. (M. C. B. Sheet 25A.) 914 M. C. B. STANDARDS. Fig. 2720 m lo o o ' 1---J Si-r/ps Mailed To Spoc/ng Blocks- ■zrr "□ □ — cr -Q U U ^g.3/A-Ru/e '/^A~Manner of loac//rjQ Deep Girders on F/cf/- Cars. Fnd Blocking Bo/ied 7bf~/oor ■-'-'" oc) on I /^od Minifnum Bq/fed Fig 34 Ang/e Bo /fed To (j/rder Fig.S5-Pu/es 7e.85,8ff,87and r/g.34. AffernaHve fosfen/ng 6'^8'' FigJ6-PuJes7e,85.8e,87andF,g.34. £LQ on Fiq 37 r l" " ^ "^ 1 ^ Ilt'i q -a o- -n n a u lj' " Plan ^/e^v of F/g. 37 F/g.3d. [^ Bo/^ Through F/oor. 6x8 Top C/a/np. £x/F' Spacing B/ock. 1 1 ^ ^ -i-pj,(i-r- LJ LJ LJ LJ LJ ' •s=r1 Xk 'al£U'la'Spii oiron .jecured IV/lli Lag Sere ns al Bach Bpd. Cleats mg Piece ILofched Over lop Flange rg.45A-Manner o F Blacf iiig and Sndcing Bearing P/ece on Steel Condold Cars ^lih Inside Sfake Facie el. 4xd Timbers 4U"Si-aks 7b h} Mem fnSiokePockei. C/eafhwIed On. Bearing Piece /^ofcheaiMrTSpf/ange. /7y . 45 B- Manner a f Block i/ig and Bracing Bearing Piece on Si-eel Gondola Cars Wiihouf Inside Stake fbckets. ards for Loading :\Ial-erials. (AL C. B. Sheet 25A.) 916 M. C. B. STANDARDS. Fig. 2722 ftr/ffoa Cuf Washer 4.XC£ C/amp Manner o f BIockmg/?ound 8eor/nff Piecesr£x4'x/3"C/eat Ci/fh/osher Fig.46-Sfrucfuro/ Ma-^eriofloaaed On Haf Cors.-Pule/OO. Manner of B/ock/n(^ Bear/ng Piece c Steel Gondo/o Cars. A ng.47 P/on yiewo-f F/'g 47 LT-" — C3 □ a~ F,g.4B. Buflf Up Side T/es Can Be Used and /^a/fed /f Si/^sfonf/o//i/ Made Fin 5/~ load ih^ of Turn-fables. On Open Cars. fn r-H ri) s"So/ts earing P/ece. King PinShou/abe Sufficienf/i/ Lorrq to Peslon Center Sill Coyer Flofe, Mich Should lilol be Cul io /I lion ICingPIn to Pass Through BCinfer ' ' -^ £x8 Mm/mum, iVebBeorihg Block. /ing Pm Should be Sufficierrfig 'Long To fieslon CenterSillCoter 'Plate michShouldNotbeCul lb AlloK h'ing Pin lb PossThrcugh. •^Solts Io be located OS Hear Girders as Possible. Top and Bottom Plates for Center and Top Plate for Side Bearings, to be §" Sleet Plate. ountersunk Hut, Core tobeToken That Pod Does Hot Projecl Through Nut Washer Strap Connecting Bearing Piece . Tivo Bolts, Fig.SS-Vertical Lading of Long Girders. Location of Bearing fiece for Bolster fbrTmn Loads. Cars equipped Kth Steel ilnderfram/ng. See Pules S8, S3. 103, 104, lOGand III /Bottom Plales for Side Bearing to be f Steel bolsters Should in no Case be More Than S's'long. For Girders Weighing JO.OOOIbs or Less, Bolster -ho he 8"Deepxlo"mde. for Girders Weighing JO.OOOIbs to 7F,000 lbs. -lO'fleepx I4"mde. For Girders Weighing JEfiOOtbs or More " " "ikOeep/f l6"lVide. Fig.SB-fforiz-onfal Load/ng of Long Girders on Pirated Bolsters Cars equipped IVith Steel Underframes See Pules gBondtOg. Fig. 2722— M. C. B. Standards for Loading i\Iaterials. (M. C. B. Slieets 25A and 2SB.) Fig. 2723 M. C. B. STANDARDS. 917 Angle ofi Channe/ f^ t l^ofer Center and Side Bean Mast be ^e//Coafea', W/fh Grease Thelocf/hg /:i on Them. To Projeci S'Se/otv. ngJ4-~See fiufes fOJandW Ofid Figs 55^55^ -Tor /)/n?e/7 5/0/75 See Tab/e /?ufe /04. Angle Iron Bo/fed to Girder F/g55-P/on l^/efv of Fig S^Sce /?u/es mana/lA' p- < onger Than 70 'O "One Pm Fo/e Ob/on g >1 ! ->1 \<-f-^"Ob/ong forG/rders4/oreThon 7o'o"lof^g Fg S4/l~See fiu/e/(HB, L c ffcrFand Figures 54. S5 and 55A *—Ang/e or Chanref ^ drder Ang/e iron BoFed to Girder G F/gFFAS/de y/ei^of FigSFSee Fu/es '03and/04 and F/gs.54-FF. Pipe B4 ort\4ore fn DiamGter Fig. S6~ L adir^g o F F/pe on Fiai Cars. Fipe More Thar? i£ and Less Fhan F4 "m Diameter iOStrands Wire 4'!^s" 4'x5" F/g 57- lading of Cash iro/? Pipe Or? Fiat Cars. iOStrarids^irs. P'pe Afore Than i£arrdless Thar? £4 "rr? 0/arr?efe/: Fig.S8-ladihg of ^roughi Iron Pipe or? FicrtCars. FF''Oiagonal Braces Secured at Fnd of Sftrkes With Fot Less Than Four 10 Penng M71I5 10 Strands or 5 fVrappings oflVire Goodg Diameter,, Beoring-Pi'eces Spaced t/ot More Than Srx feet Apart, Afast be Placed Between Consecutive Courses ofFipe.These BeanngFieces Must Be ^ot t ess Than Fur ^) Inches h'ide and at least One 0) Inch Ihic/r fur tyrooght Iron Pipe and Ti^o(£) Inches Thictc tor Cost Iron Fpe - See Pule HE. FigBO-loodingT^olcrrgths af otlPpeorTubingtSorless inff/o/yf.irtGc'ndolaCors. Clearance Atot Less Thar? 6 ~ Puie4. Cleat Securely //alied Strips Crosstvise ie%Qrt of Sirch ^\ To Prevent Shi ffing. Thictrness as to Peep Stone Clear "^ h" of Floor \ \ ] I lOStrai^ds or S IVrappinqs ofiyire,Gocdd Diameter . ., . , ^ S Chock forlE Pipe Secured Wifh Four 6D Fails. B"Ci70ck for Less Thar? l£"Pipe Secured n'lfh Four FD Foils. FOD Fails To Preyenf Stoke From Lifting. Fail Fot lb Fxtend Through Stake. Fig 61 Enlarged ^letv Shoiv/nq ChocLc of End Hew as Per Fgs -5$&60 Fach Side of Fpe or? Each, peanng Fierc- 1x5 Diagonal Braces SecurePa^ Fnd of Stakes With Hot Less Than thuriO Pcnng Fails Bearing-Pieces Spaced Fat More Than Six feet Apart Must be Placed Belneen Consecutive Courses of Pipe These BeanngFieces Mast Be Not L ess Than Four0) Inches ^ide and at leas t One (D Inch Thick Tor fVrought Iron Pipe and Tno(Z) Inches Thick forCosflron Pipe.-SeePutettP. fig 59~Loading One length of oil P'pe or Tubing Ip or Less In Diam InGondolaCars CI f S i tt t ri Clearance Fat Less Than B-fiuLe4. To%eZn7shit^ing ^^'^/^f Failed To Car floor h ^ f^ ^ ^/rre'.'enr Kack/ng. \_ ) Fig S£-loadrng o f Sfone - See Xu/e /SO. Fig.63- loading of Sfone - SeeXa/e/SO. Fig. 2723— M. C. B. Standards for Loading Materials. CM. C. B. Sheet 2SB.) 918 M. C. B. STANDARDS. Fig. 2724 Sx8 P/anA- -4x5 Diogono/ Brace 4x4 B/ocking^ Fig. 64- Lading of PIcrfe Giass on Fiat Cars. Sooras or S/ais of ffcod Mof less JTto/f /^ Thick f/a//ed To Door /hs^s \V :\ r. A /^ /"' f\ 7^.[ K'ttt-rH-rrttr f;^ JlipW^f^ WPMiM^^mW c^^i C) o /Tgr 67~ Manner of Loading Barre/s h Bat or Sfvc/c Cars. Braces ^of less Thar 4''mck Nailed To f/oor Boards orS/ahsof Ifood P/oilessTha/? 1^ Thick Naiied ins/de of Door fbsfs ufnps i^oflessTiianJ Illicit Naiied To Inside ofDoorfbsfs fig 68-Monneraf Load/ng Ties. Fence Posts, Wooden Bit lets, Barrel Sfayes and Similar Jhori ^oad In Closed Cars. n^Zl LLA. ^n Fig. 70-Monner of loading Wheels In Closed Cars End Pro Feci-ion Str/ps Nol- Fess Thar? ^''TTiicFr. ProFecfion SFnps Aiof less I Than ^"Th/ck. m ^^.^^-A^ n rt Fjg SS- Manner of Load/trp77res /n Box or Stock Cars Fig. 2724— M, C. B. Standards for Loading Materials. (M. C. B. Sheet 2SB.) Figs. 2725-2727 M. C. B. STANDARDS. 919 1^— 1' '•••'^ 1 1 t , ^'^ ..J ^.. _- U. -.1 . ;. . K rrrr.r.. ,„„,ftf.l Ties Should Be Blocked ^parf Be^fyee/? 7/ers o/?cl Cars Should Be Taken So That Top Ouiside Ties of U/dd/e Tier Cannot Shift Bearing Pieces Not less Than 6' Thick Laid Crosswise on Floor of Car fig 7TMannerofloac//ng four Piles of Ties In Closed Cars fearing Pieces Hot lessThan 6"T?!/cP laid Cross tv/se on Floor of Can Fig 7£'Mannerof loadingThreePilesofTies in Closed Cars Cleal Spiked To Floor yx4"Posf Splped To S/de Plofe ^ Clea/. Fig. TJ-MonneroP loadPng Seyver P/pe In Closed Cars. Fig. 2725— M. C. B. Standards for Loading Materials. iM. C. B. Sheet 25B.) i -J" -c — --Tl Ssjt; 1 _fi -+> IF Si A Rough M A S" 6" 7" 8" 9" lO" a 4'sl'f4'fM'4[ c 4|V4'4'4 ^k ^i Flooring. ~T~ t ,» W^ "tlOJ f- ^ H' "a« 1 fM^ * 1 ^ ,„K-- -ITTfefefT -*\r6f- "lib '4 js I r ',r''T" 'u ^ Rough Size — ^ Finished Flooring. , ^ -Si. Hi Y (jRaugh5ize— A ■Si y^r i^ Jis; ^iftiLII k ^'Rougli Size »l Roofing and Lining. Fig. 2726— M. C. B. Standard Flooring, Sheathing, Roofing and Lining. (M. C. B. Sheet 26.) "1 j ^ii^-ff i -13 I I j.^ 4"Rwgh5ize 'A Stieafiiing. t<-i-H^4 -*-i M^ K-a-H Signal Lamp 5ocl rAV ^ ^^ 4 i- -i-- ;^ ^- Jl z-Jss. '^% -^^ —i- _'£'S>. rv/wvi I ^ ■^ I ^4 ^1 ■U mJ^ ^' -R. .^ I I I » I ^-R^- \^t\/tH^ m ^iis h-/ff/!s-^ ^ t^l O CO CT IN CO > u Figs. 2729-2730 M. C. B. STANDARDS. 921 On cars sfanding oyer fS H. from fop ofraJ/fo eofes \ sVr^HElGMT AT EAVES 'f^XWIDTH AT EAVES -vi^COUPLER SHANK S'k 7 ■^-^"STYLE or DRAFTGEAR 3'--j/:.YOKE ATTACHMENTS Cenfer Line of Coap/er " Markings may be placed on end of car abo/e coupler If preferred. Cenlsr Line of Coupler-^ On cars s f:7ncf/nff oyer /2ff. from fop of rail fo eayes. Markings may be placed on end of car. aboye coap/er, /f preferred. Boj( cars more fhan IS fee f from lop of rati Id eayes fo show^ helghf and w/dffi of eaves nearfioffom ofslcfe of can Size of coupler, sfyle of rear affachmenfs, kind of draff gear and sly le of brake beams (ivooci or mefal) fo be sho^rn on side of car of end, oronenc/ of car abo^e coupler Truck bolsfers fo sho^v size of journal and lelfers fi.C.B. If ff.C.B. axles are used, ord/sf- ance C. fo C. of journal, if axles ars nof M. C. B. In I Hals of road on one side of iruck bolsfer on fruck Iransom. Slock cars more ffian IZ ff. from fop of rail io eayes,loshotr heighl and yvidlh aleat^es onouf- side of Side sills Slyle of coupler, slyle of draff gear, sfyle of rear affachmenfs, kind of brake beam (yvood or melal} fo be sfenciled on oufslde of side sills, or on end of car above coupler. Truck bolsfers fo show size of journal and feffers ff.C.B. If M.C.B. axles are L/sed,oraisf' ance cdoC- of journals if axles are naf M.C B. Ini Hals of road on one s/de of fruck bolsfer or Iruck Iran- 5om. LENGTH 00 FT 3" -e'^coupler shank 5-7 2*— :d7:style of draft gear \>?""yoke: attachment ^^flM&TAL BRAKE BEAMS INSIDE LENGTH OOFT^ dole ■ Dmp Bnd Gondola Size of coupler, sfyle of rear aihchmenfs, kind of draff ^ear and slyle of brake beams Ctrood or mefal) h be sboyyn on s/de of car ai end or on end of car aboye coupler. Truck bolsfers la sbotvsize of Journal and leflers M. C. B. If kj. C. B. axles are used, or ff?e d/sf- ance c. fo c. of journals if axles are nof fi.CB. Inif/'als of raad on one side of fruck bolsfer or fruck Iran- som. Marking of Frelghl- Car^ Fig. 2729— M. C. B. Standard Marking for Freight Cars. (M. C. B. Sheet 26.) -29"- Ji ^- One Thus -A S Oil Hardened N^26 Oak Block One Thus Nsas WIBand^xl^ Fig. 2730- List of Bolts for Jerk Test No. olBott No Used Diam. Length Remarks ^a 1 '/" ss£ SqHd ^^/i6 Aero 55 rials ^9 ^ 4," j>." 30 4 'A J' Turn Tapered 31 I % sV J^ z '/8 J>/ Tap Bolts -Details for Standard Jerk Test for M. C. B. Couplers. See Figs. 2730-2733. (M. C. B. Sheet 29A.) 922 M. C. B. STANDARDS. Fig. 2731 I hJ^M ,-- _^L 1—11. I rrri I -Th Note-- Cut-away fil/ef to recetye l7ecr£^ i?f t^ l:'0/f. - Columns Two Tl-ius -S C. One Leff-/itam Section -4-s < /3" Fig. 2731— Details for Standard Jerk Test for M. C. B. Couplers. (M. C. B. Sheet 29A.) See Figs.. 2730-2733. Fig. 2732 M. C. B. STANDARDS. 923 Two Thus 5. C M 10669 3fCd \* /J' One Thus -S.C. Jerk Test 5prina H(?u3it7q Bracked M 10681 ■—J'- J" Drill for ^' pin to '^upporf strap wiiiie coupler is , I o ■■ ' in place One Thus -5. C. Coupler Holder M- 10674 H 'f^ H ;=^ ' c' li- 7> il One Thus ' 5.C Strap M '10687 P -IIt,- ..X a, L if^rS^n -'47- One Thus -S.C. One Thus ' 5. C. Bushing for Butts Bushin^^ tor Butts of 5"x5^ Shank at 5"j( 7" Shank All DM 10668 Alio /mioses Fig 2732— Details for Standard Jerk Test for M. C. B. Couplers. (M. C. B. Sheets 29A and 29B.) See Figs. 2730-2733. 924 M. C. B. STANDARDS. Figs. 2733-2734 Vtfi J One Thus -S.C roUower M lOGTS One Thus -J. C Follower M'I0676 ~jf~J( Four Thus - 5. C. ~ ~ ^ I boiled logelher In pairs ^- Xj Spr/nq Housmq ^ M- 10672 CD i^ >^ \.y Ti :^^3 Tap .TT' lfi)4- ^ ^^ 7"^ i^- -)^ ^ -^ I Center Secilor? -.'^-^ 1^3 [E s Ct7/3 Casting One Thus 3.C. M 10673 One Thus -C.5. Bk. Yoke M 10680 Fig. 2733— Details for Standard Jerk Test for M. C. B. Couplers. (iM. C. B. Sheets 29A and 29B.) See Figs. 2730-2733, LIU ,^ / // Two thus - A.S. BK. Fillers to be used next to Couoler Shan/^ -7"~- K?^ Wed^e TiYo thus- A.S. BK. No.4- Fig. 2734— Details for Standard Striking Test for M. C. B. Couplers. (M. C. B. Sheet 29B.) Se Fig. 2735. /|t^ when of the taper variety No. a Fig. 2735 M. C. B. STANDARDS. 925 ^ 3,^ " J'-^i -*^7/'lj^^3 Coupler yved^ln^ Blocks- A. S. BK. Three of each One thuj - A. S. BK. Filler lo be used next to No. 3 Note. For c^efall of Cajlina M. 10669 see Strilini) Te5l Fig 2735-Details for Standard Striking Test for M. C. B. Couplers, (M. C. B. Sheet 29B.) See also Fig. 2734. 926 M. C. B. STANDARDS. Fig. 2736 Spr/'r?^ L/sf Class HI3 3pr/na Descrii^ee/ in P. f?.R. htftlca/ Spr//?^ Spec/f/cat/a/7S N^/^C an4 shovYi? on M. £. Trac/rr^ 3333 i2 Reautr*ecf' . Class H4 Spring Fig. 2736 — General Arrangement for I\I. C. B. Standard Drop Test jMachine for M. C. B. Couplers and Axles. (AI. C. B. Sheet 29.) Fig. 2737 M. C. B. STANDARDS. 927 Note:- Far cfefa// al casting M 10669 See M.e4460 MI0S69- V \ 1 1 "^^ 3' A . 15 f >. <-j/-^ \ \f 4 T _ i vi- \ Filler Blocl< Om Thus for 5'xS' Shank 9p Fnd S.C M3I7I7 ••TO ^' - — -^ -7K V r -c — — --^ \ 1 \ Wedge One Thus for 5'nS'ana 5"x7"Shank S.C M3I7I6 1 ^r — J .k i.i — i»i_ "/' 1 ■e-A-> s^ ^^ *i. iLj:: :i"7r P-4"^z4'J &'k I I ^^-f r3 *!i- ^ i?" W6 F///e/- Block , One Thus for 5^5" Shank-C.5. A= Bj^ One Thus for 5"x 5° Shank-C.S A ' 4" 1 ■e/5 -^ r iTaperl'lnlS.^ -0 AS' NS 7 Filler Block „ One Thus for S'x 7' Shank CS-A =2^ One Thus for S'n 7" Shank C 5- A' 4" Fig. 2737— Details for Standard Face Test for M. C. B. Couplers. (:M. C. B. Sheet 29C.) See also Fig. 2738. 928 M. C. B. STANDARDS. Figs. 2738-2739 If I I I I I I ^^f-A mB :--J F///er Block One Thus for 5°xS' Shank Sf End S CM 31719 ' N^5 Wedge One Thus - C. S. ^ £. ^ J 4"^ Shank r Core I Contour to t'e 0rour?£/ fo f/'f G^^e We^^if7^ Block One Thus 2.C M5S76 '-r- Ga^e for We^f^/na Block " ' ' 5 tee/ Coupler fo i^e wedged here I J If ji rP^ ::7:: , / •I' (lof /J •>X< — 111. / 5 Ir iking Horn of Coupler fo resl here I ^, ^ 3St Ji I Cc up/er Sham ^ » il= 11 (i. V; ^L,_ ^; -i Btf ■tV ^ f ,4] -(of Coupler Shanl< ani^ drof . Buff en^ of coupler J V. musf fiat'e a i'ear/ng '^^ on huse of ^r^p fesf I macfrfne. Base Bfffcf( One Thus -S. C. MSeSE Hardened Sf Fig. 2738— Details for Standard Face Test for M. C. B. Couplers. (M. C. B. Sheet 29C ) See also Fig. 2737. Elevaf/on Dl. am/C's-A. > for^ l^fyefi-x 1"^ .1^ ~w ^-'ilj /"lyo 7*i/j-(f / ,^/ andt:'s-/r. NS ?4 ^^^^J?+^ n ^3 JJ l_L Two Thus- W.I. »l I ^ /'"'^i"yo.i.? .t .1 I il Fig. 2739— Details for Standard M. C. B. Knuckle Pin Test. (M. C. Figs. 2740, 2741. Base Block One Thus C.I -ff4584 Sheet 29D.) See also Fig. 2740 M. C. B. STANDARDS. 929 Plunger One thus of Ax/eSfeel fa he case hari^er7e:/ a// ^k'er yvifh charcoal -sof^a N^ 20 Ore thus of Teat Steel Temperei^ N^ei - 10" -A Knife Edge Two thus of Tool Steef Temperect Slot cc^se haraerea with prussla te ofjgota- f/f in 5/at f^ound - 10" - M Bearing B/tPck Two fhu3 Axfe 5 tee I No.ES S/x Thus -— H Fie 2740-Details for Standard M. C. B. Knuckle Pin Test. (M. C. B. Sheet 29D.) See also Figs. 2739, 2741. 930 M. C. B. STANDARDS. Figs. 2741-2743 ^y^Mrzszi'yA^t'tm Fig. 5 fanifari^ One fhus fromj'Sfeel P/^fe 2741— Details for Standard M. C. B. Knuckle Pin Test. (M. C. B. Sheet 290.) See also Figs. 2739, 2740. - ■?«■■ ^ ■€'>^3i'* -5i'-J Striker, Jerk Test One ffiuj- A.S. No. 3. Fig. 2742 — Details for ^I. C. B. Standard Separate Knuckle Test. C^I. C. B. Sheet 29E). See also Figs. 2743, 2744. wmm striking Test !,—- f,' -!--■ ji£U£3-.^a4fr£^^ — £^ijS^ Jerl< Test Fig. 2743— Details for M. C. B. Standard Separate Knuckle Test. (M. C. B. Sheet 29E). See also Figs. 2742, 2744. Fig. 2744 M. C. B. STANDARDS. 931 J. 1 1 J 1 k 1 < —/7^" > \^ Sack Block One Thus W. I. Striking Test NS 17 f X \ 1 <. 17§" > ''I Baci\ Biock One Tl^us -W.-l. Jerk Tesf Hofe Case Hcirdened Knuckle Pin One Thus St. Case Hardened NS 16 Note: For detail if Cas ting M 10669 See. Knuckle Support SIrikInf Two Ti/us -A -5 N^ 13 Two Thus-W. /, /!=/; Two ThuS-W. / A-g ^ Two Thus ~YJ. I A'£ Two Thus -W. I a4" ivs /g Knuckle Support Jerk Test Two Thuc -/' -5. RandL. A'? 14 IxUI i< 6--HH'i Liners Two Thus -W.I A ' 1" Two Thus - VI. I A -j"^ Two Thus - W. I A 'I' Two Thus ' W. I A -g NS 15 '^ 1 r' \'1 i pa^^ y. ( 1 1 .1 (.... . 1 m- ^r] U -y^ \ — — -Si"-- —^ [— |7j-^^'4t^^?'fe4-''j^- * si ->-- /P" -> t Knuckle Liners One Thus-W. 1 A • t<- ->f---^i-->j ! ^ tfJ>S' |Hl<-/i->l<--/i'-k- --Jr- — -.^-t-^::^- T frfeMitt' l<-4-->i I I ! T — -7|1 ->i<--/i-'->| Door Handle. Mall. Irvn Fig. 2745— M. C. B. Standard Outside Hung Box Car Side Door and Details. (M. C. B. Sheet 30.) See also Fig. 2746. Door Hasp Slaple Mall.lmn. J'^ '. Figs. 2746-2747 M. C. B. STANDARDS. 933 1 1 1 1 1 O 1 .A I III Jl , '--I ffad. . \:—-3-—-\i—3"—-:\ Door Oulde. Maf/./mn. Fig. 2746— Details for M. C. B. Standard Outside Hung Box Car Side Door. (M. C. B. Sheet 30.) See also Fig. 2745. ft Fig. 2747— Details for M. C. B. Standard Flush Side Door for Box Cars. (M. C. B. Sheet 30A.) also Figs. 2748, 2749. See 934 M. C. B. STANDARDS. Fig. 2748 m IS c I ^,/H Door Rod D. W /. Fig. 2748— :\I. C. B. Standard Flush Side Door and Details for Box Cars. (:\I, C. B. Sheet 30A.) See also Figs. 2747, 2749. Figs. 2749-2750 M. C. B. STANDARDS AND RECOMMENDED PRACTICE. 935 >4*-/6--^— /<;•- >U _/7'_ ^ _ /7'_ >K _ /7!_ ^ _ i^r -itg-^'i'^ ►;/[K-/^-Y-/^->t*-/^'->t<-/^'^K-/^^>t<-/fl-->L-,„LJ^_;^._j,_„:LU._,.- J._„/' Bottom Kail-B . ^^^^^□□□□□□^Q ^^'K--^- ^i_iiit: - /O - 5 " J^ jc« — — 4- IMS P -S'-6"- /V-VO A"'/^ Sfubt-s Gage .109 0. U.S. Chafing Irons for Door Rod Bearings. Secfjon A -A Wafer Tai>/e - C /V-° leiilafifronj i t^_,'^4._4"4_4q Section C-C ^>'^ t "^'r^iiM<-ii^ki T — N^ 17 Mail. Iron ^T Fig. 2749— Details for M. C. B. Standard Flush Side Door for Box Cars. (M. C. B. Sheet 30A.) See also Figs. 2747, 2748. 66 ifo1f^iNG LIMIT MEASURING LINE ■K-y - „ y« ■ I t-NOTLESSTHAN^' F16.3. &TEEL TIRE. RETAINING RING FASTENING Diawe ferof Wheel is to ire measured on Line A-B. \- \<=-Taperl'inT0'----^ -'l^''----~M 4^ Normal Tread- WheetTreadand flange for Steel and Steel Tired iYheels. EOTUNDITY (^iUSE FOR 33" OR 36' OR 38" SOLID STEEL WHEELS ■•NOT LESS THAN I FIG. 4: STEEL WHEEL. MINIMUM THICKNESS FOR STEEL TIRES. PLANE GAUGE FOR SOLID STEEL WHEELS Bas eLine-y -4^' Norma I Tread- -?|c- H— -Taper I'/h^O" —-^ i ,A i r^m^v Diameter of Wheel is fo be measuredon Line A -B. Proposed Tire fastening for Steel Tired yf heels Fig. 2751 — I\L C. B. Recommended Practice for ^linimum Tliickness of Steel Tires, Wheel Tread and Flange for Steel Wheels, Rotundity and Plane Gages and Tire Fastening for Steel Tired Wheels. (M. C. B. Sheet C.) Figs. 2752-2753 M. C. B. RECOMMENDED PRACTICE. 937 Fig. 2752 M. C. B. Recommended Practice for Gage for Measuring Steel Wlieels to Restore Contour. (il. C. B. Slieet CI.) BRANDING OF SOLID STEEL WHEELS Fig. DETAILS OF LETTERS AND FIGURES BRANDING SOLID STEEL. WHEELS. 27S3_M C B. Recommended Practice for Branding Solid Steel Wheels and Details of Letters and Figures. (1\'I. C. B. Sheet C2.) DEPTH Of\eTTEB FOR 938 M. C. B. RECOMMENDED PRACTICE. Figs. 2754-2755 C3- Temporary 5take pockefs to t>e p/ace^ on oufsicfe when wiath over pockef^ will not exceec/ clearance limifs, otherivise fa be placec^ on /r?3/We, of car Size of Temporary Stake Pockefs. ■4"x4'' Sfake Pockef-5 for Gondola Car with 30" hi^fi and atove -^'xS" " -■■' " Flat and Goncfofa Cars less ttian 30" hi^fi. ^- 5'0''-'^-5'-O''-'^-5''O''-^-5'' 0-~^~ S'-O-'^-S'-o''--^ SUSl Lonqitudinal Spacing for Temporary Side Sfake Pockets. Gondola Cars Permanent Safety Chafns hr Woff^en Unt^erframe-rre/^hf Cars '<-~4'L--^ ■^mm^m JttiE^SE ' — I ^ \jf Section on A-B y - ^'L-^-^ £L—-a Chain -B Weight 168 it's — — — ' y r , — ^l^y Temporary CtJuins for Cars Carrying Oout^ie L oai^s Fig. 2754— M. C. B. Recommended Practice for Safety Chains and Stake Pockets. (M. C. B. Sheet E.) Er7i^ Door C.I.-2Reii. 'eaJBalf m, "^ws "7~ _ Bo/f for Upfer End Door Wrot frof?. ilK'T ffafcf? far Upper End Door Wrot Iron. 2afef/ Hoo/( and Cfia/n End Door and E/xfures for Box Cars Fig. 2755 — M. C. B. Recommended Practice for Box Car End Door and Fixtures. (M. C. B. Sheet F.) Figs. 2756-2757 M. C. B. RECOMMENDED PRACTICE. 939 Corners Mirrked />-B'C ^ Rad D / ■■ ■ T! VtJ founcfea'Ccrners cf Doors tx. of Stock Cars <: Fig. 2756— M. C. B. R ecomniended Practice for Rounded Corners of Doors, etc., of Stock Cars (^r. C. B, Sheet F. ) Lirrjih'n^ Con four < -mWffr Limffin^ Cor?four Ga^e ~ ffead Mifsfer for drake Beam Cff0e Fig. 2757 — M. C. B. Recommended Practice for Braise Beam Gages and Details, (il. C. B, Sheet F.) 940 M. C. B. RECOMMENDED PRACTICE. Figs. 2758-2759 '' '^T FTTT^RTMn nnr\nr\ capy ooooo: _„ y-— ^J^ „ ■'^'^^ ^^^-^ vJWW^Uxiaa. WT ooooo ... so a lenoti HOP FT ' t. I A SATEJi ipPuAi H Pt , LETTERINGIT— <» f^TT^OOOOOI l~CAPV. nonon lb3. X125. WT. OOOOO *.* 5.o.a:±-^4" Z /O2 Maximum ' Z -^^ Norma I as shortn / /O3 Minimum J Cen'f'er of Coup/er LENGTH 00 FT . I SAFETr APPLIiMCE ^ ^ ILETTERING TZIOOOOO xis; CAPY. OOOOO lb: WT, 000OO«**5.0&' "a" I L_)_ l ettering: fT^ooooo=r. J, ^''^JT'WT- OOOOCT IT Marking tobe P/ocedafAnu laaif/on in Ufioer Half of Cor Number of Sfors Ind/cafes the f^ei/yeighmg Period. X./S3- Indicates Station Symbol. Lettering to beon InsideorOutsaJe of Both Side Doors ^ "~\ Center of Coupler^ ^ \ [f \ Lettering tope on Insic/e or Outside of Both Doors Mor/(: '}" i" '<\y}ff tobe Placed at Ang Location in Upper 'Hdlf of Car . DOOOO j^_^. — . ^, j^ ^^ — CAPY. OOOOO LBS.rpt \ „ \ -S^ K J^ :3 WTOOOOO **. 5 O. ^'\k.___4 f^-^ ■■-^jXJZS WTOOOOO**- 5O.0.V 4^ Lettering {initla/s or flam^ Oi/er Truck, Preferably an Left Side of Center of Center Line of S/de cf Car, (Yhers doors S/tdefoLeft. Lettering t^og he Placed on l?ight of Center Line of Side of Car Number Under Lettering. Capac/tg Under ttumher L/gtif Weight i/nder Capacity Doors 7a Sear Lettering On Outside or tns/de. Ends To S/Joiy lettering. Number Under Lettering and Hgtit tVe/ght Under Number, In Upper Half of End of Coc Fig. 2758— il. C. B. Recommended Practice for ^larking of Freight Cars. (^I. C. B. Sheet G.) Spring £ W,000 Lbs. Cars (Pedestal Trucks). Spring F 80,000 Lbs. Cars C Pedestal Trucks). two Bars : hi Bar Ig Diam. 61$ Long, Topered h T6q 2nd. Bar J Diam. Ijl'^ long. Tapered to &6g Normal Wl. Isl. Bar IS Lbs. 8oz. Minmum tVt ZTIbs.lOo^. Normal IVt 2nd.Barl0lis. 8oz. Minimum fTI. 10 Lbs. !oz. Outside Diameter /si. Coil t"; Snd. Co/I 4§ Heighls. 1st Coil Ig'Free; S^'Solid; egSZIOlbs. Copy. IS.SSOlbs. 2nd.Coil efe'tme; S^'Solid: i^' 3.080 Its Capi/. TOOOibs. Cluster at Springs Heighls: IgFree .sl'Solld; efll,3fOLbs. Capg. 2i,S30Lbs Sprinff Q 100.000 Lbs. Cars ( Pedestal Trucks). two Bars: hi Bar l^ Diam. 7&£ long. Tapered lo 6C^ Znd.Bar^j^ Diam. 74 Long, Tapered lo 80 Normal « Isl Bar 38 lbs. ioz.Minimum 111 3tlbs.4oz Normal Wllncl.Barl4Lbs.iozMinimumlVtl3LbslSoz. Oulside Diameler I si Coil 8. tnd. Coil 4g Heighls. Isl Coil J^^'Free.SjSoU-, efs.lOOLbs Capgl9.4(!0lbs. 2nd. Coil tl'Free-.Jg'Solid; Sg' 3, 780 Lbs Capg TJOOits Cluster ot Springs Heighls; 7^"Free;S§'Mid; 6g" I2,3S0 Lbs. Capg 26.500Lbs. Tno Bars: Isl Bar 1^ Diam. 74l Long, Tapered lo 842,, 2nd. Bar I' Diam. ^SzLong, Tapered lo II if. Normal IVt lslBar4VLbs.Soz.HinimumlVt39Lbsli oz. 2nd.aarl4Lbs Soz. Minimum Wt 14 Lbs I oz. Oulside Diameler Isf. Coil S," 2nd. Coil 4$' Heighls. IstCoil TgFree-.Sl'bolid, efll,340lbs,Ccipg.20,300Us. 2nd. Coll 7lFree; S'^iolid: l§'S,030Lbs. Capg. I0,060lbi, Clusler at Springs Heighls: 7 j Free: S^ii Solid, cf li,970Lbs. Capg 30.360 Lbs. Fig. 2759 — ^f. C. B. Recommended Practice for Springs and Spring Caps for Freight Car Trucks. (M. C. B. Sheet H.) See also Fig. 2760. Fig. 2760 M. C. B. RECOMMENDED PRACTICE. 941 60,000 Lb5. Cars. (/Irch Bar Trucks) Section A-B. Sechon C-D. Spring B 70.000 Lbs Cars. ( .'Jrch Bar Trucks) Secfion A-B. BecHon C-D. EigM Bars . Four Bars I D'lam &S4 Long, Tapered fo 72 4 Four Bars J Diam 62^ Lorig, Tapered fo ^6^ Normal iVi of each Isf FourBars l4Lbs.L?oz Minimum SVf L4LbsSQz Normal Wf. of each ?r7d. FourBars Slbs Ooz.Ninimum lYf SLbs.3oz. Oufside Diam hf FourCoiis Sg, 2nd Four Coils 3^ Heights. IstFoorCoils Ff'Free,4^'iolid,sf'3.370Lbs.Capi/ 7,440Lbs 2nd. Four Coils (i^'Free.4%'iolid,S§' l,S30Lbs Capi/ 3,060 Lbs. Cluster of 3prir?g3 . Heights Exclvsife of Caps igFree, 4X'5olid, F§"22,0OOLbs. Capi/. 42,0Ci0Lbs Sprina C 80,000 Lbs. Cars. (Arch Bar Trucks) Section A-B. Secf'ion 3-C. 4 Bars 1% Diam. 73^ long. Taps red to 80 g Normal nt of each Bar 23 Lbs Mmlmum ll'f. 22Lbs.5az. Outside Diam Ji;^ Heights, 84 Free, 6% Solid. 7^' 7,400 Lbs Copy. l2,S00lbs. CI us fer of bp rings Heights Bl^'Free, 6%'5olid, iii' 29,000 Lbs Copy. SO.OOO Lbs. Spnincf D 100,000 Lbs Cars. (Arch Bar Trucks) Section A-B. Secfian B-C. 6 Bars: ^ ^„ 4 Bars. ifii'Diam. 73^ 'tang, Tapered fo 80g^^^ 2Bars,'^'0lam. T4'i Long. Tapered fo 77^ Normal W. of each Isi four bars 23 Lbs Minimum PVf 22 Lbs Soz Normal Wtof each 2nd.tivo bars dLbs.Toz ~ « e_Lbs4oz Outside Diam, of Isf four Coils Sfe. 2nd tiro Colls 2e Heights ht fourCoils S^^'Free^ 6f,;'Solid: ii, 7,400 Lbs Capg.l2,LT0OLbs Heights 2ndf„o Colls Sii'Free, 6%' Solid, 7 H 2,100 Lbs Copi^.a.fOOLbs Clusfer of Springs Heighfs m/hccf Cap3:8^'Free.ef&^oM. ik" 33.800 Ibs.Capi/SZOOO Lbs. ^ighf Bars : 4 Bars if^ Diam. 73\ 'long. Tapered fo 80§ 4 Bars q Diam. 74'i^ Long. Tapered fo 77% Norma! Wi of each I ,^f. FourBars 23 Lbs. ffmimum W. 22Lbs.Soz. Norma f Iff of each 2nd FourBars 6 lbs. 7oz. ^ Iff Bibs.doz Oufside Diam. of Isf. Four Coils Sp^ , 2nd. Four Zg Heighfs. bf Four Coils 3^ Free, ^'f^bolid. 7^" 7,400Lb5.Capg./2.F00lbj. ffe/ghfs.2nd.FourCoils3^'Free.C;%'bol/d. 7^° 2,100 Lbs.Capg 3,F00Lbs. Clusfer of Springs Heighfs If/fhouf Cops. S^Free. ef^'SoFd. 7^'38,000Lb5 Copy. HOOOLbs 17;^ 97fin i\T r "R T?A (^1-Mm m r-nrl pri I'l-actice for Springs and Spring Caps . U. Sheet H.) See also Fig. 2759. for Freight Car Trucks. (j\I. 942 M. C. B. RECOMMENDED PRACTICE. Fig. 2761 Tab/el For Curs Wei^ hinii 8 0. OOP h I 00.000 Lt -s B 1.500 h 65600 639 to 8 15 ai.850 to 86.10069.0 to 81. 5 4 14 Brake C/linafer Cvtfrder Le^er 8ll~A IprCytPresof WhsperS/ln 13250 to8l,4508S.9 to87.5 ? 86.250 to 83.700.900 fo31i 88 750 to 91300 900 to 8 7.5 91,350 to 94,000.900 to 815 34, 050 to 96. 700 90.0 to 8 75 96.750 to 99,650 99,700 fo/02,60O9a0foS7.S I0 IZlj t3% IM 20%Wi Ts^ ^/" w 'Mm WM I lis 14: 21' 14- 3rake Be^ms shout!;^ be ^/jltai'le for Ivtax/murr? Loa:^ at m/i^d/e of .Beam of Id.OOO Lfs. Tablell Sc/iei/c'/e A F or Cars Weigh/nijIOQOOO folj/:000 Lbs . ForCarWe/^f?/n^brCilP.'aafm A 103350 to 106,300,90.0 fo87.5 106.350 to loasooso.otoaTs 103,550 to lt},500\300 to 815 16 Brake Cylir^der Cylinder le^er BL 1-A 100,500 to 103.30090.01087.5 112,550 to 11S.750 900 to 87,5 115,800 to 119, too 900 to 875 119,150 fot22,700 121,750 tol26,200\900to675\8 126.250 to 129,850 900 to 87.5 9 901 to87SJ 129,900 to 133,300 , 902 to 874 lOjIWiSU 133,950 to 137,900:300 to87f^ll\22kW2 20li 20H 20iJ, 21' \I5 M. WM 2n4i4!4 7? 5? 2m_m w Brake Beanis shoul,/ be suitable for Ataxfmurr? Load af mldJfe of Beam of 26,000 Lbs. /B-CJ -A -N'2A ■f/'/C-^ Tfie use of ffie f/oaf/r7^ fever fu/crum cannecfior? ijtic^ chain may pe di.5C0r7fir?uei:/ and cy/ir7der ant^ f loafing let-er connection (B-C2-A)l7r7d infermediafe and frucl<:-lever connection {B-C7~A) made in one piece, tkieret'j' eliminating five parts : B-C5-a:b-C4-A, B-^-Aj B-CJ-A,andS-L3-A ■ -. 3 '-0'- "^ ^/; ^-Li'A Cylitider Lever '^ -r4^ ^-Ci-A Cy finder Lever Oonn if ^ ^If B-L2-A rtoaffn^ Lever l^*\ t^ //-Hi- — -a'-4" — *< 1^//' B-Cr'-A Cyiinder and ^,- l}-\\' f /^foaffn^ Lever Cann. "^.J'/? ,/• ; I Lenaffi to suit Ca/ r : -r"- Or>y ll^^ B~L4-A hand Brake^ Lever /^_'^ ";; \^j^. ''''^1^_t B-C7-A Infermediafe i Truck Lever Conn. B-C4-A rioatlnif Lever rulcrum Chain PinN^2 Pintl^ZA PinN^BB ^fii- m^ h£i^. ■^•O^ -!>. I 7,' XT .1.1 \*lri"-^ Pin N^l Vk\ PinNS 4 PinN-'IB I PintVOIC W 2'-10i *|M5. - rulcrutr?: Intermediate Lever PCcl-A Truck Lever Conn. '"-^ Fig. 2751 — M. C. B. Recommended Practice for High Speed Foundation Brake Gear for Passenger Service; Schedule for Six-Wheel Trucks. (M. C. B. Sheet J.) Fig. 2762 M. C. B. RECOMMENDED PRACTICE. 943 1-CS-B. B-C4-B Table I. 3<:h€dule B-l. For Cars lYeighincr SO.OOO h 70,000 Lbs fioJB ^ Chain B-C7-B Inside Hung Bnakes. Z'9~ ->J 3. Ci/linder- Letren K- — 30 --H -^ nT- -^'^! c-/," IB^ 12" Brake Ci/fmdsr Cylinder Leyer B-LhB. For Cars iVei^hing XBrk^.Porvtr l^rO/I.Pr^ii of tOibi F^rSi) In. Lt'tr No A B 49,00OkS0,500 900h87,3 1 13 20' so.eoo.SBjoo 90.0 .87.4 z 19k- ,9r FZ,2OO.S3,7O0 90.0 .87.S 3 I8f IS? 53fi00,S5300 90.1 .87.6 4 I3i 19^ SS,400 . S7.Z00 90.2 .87.4 S i4' 19" S7.300.S9,000 90.0 .87.4 6 i4j; I3i' S9.l00,i0,B00 89.8 .87.3 7 I4P i4' i0.900,e£.700 90.0 .87.3 a 14^ 4' 52800.64,600 900.87.^,9 IS' 18" 64700.66^00 90.0.874' 10 isH "i\ 6 (,,800. 63,7 00 90.0 .87. 5\ II i4' n^' 68,800.70,800 90.0 .8 7i\l2 '4' /7i' Brat ■ 1^ iC/-C. Boi-i-om Conneci-ion. ' f'Bg^ lis 1 iTe l-CS'C. 8o-f-him Conneci-/on 'S-4" ^M^ Used on A// Conn- eci-ions Excepi- fi/here P/„f^S/J^ Of'herm'se Uo-ted Fig. 2763 — M. C. B. Recommended Practice for High Speed Foundation Brake Gear for Passenger Service. (^I. C. B. Sheet L.) See also Fig. 2762. pi~]l POSITK3N OF AIR BRAKE HOSE LABEL ON MOUNTED HOSE. Center Line of Car Note- The Dimensions Underscored Shouid Moinfoined But Deporiure from Of her Dimensions Are Alionable fo Suit Condi-fions. dZ- Air Brolte Hose Ig/i^i „ Air Signal Hose I xEZ Diameter of Steam Hose To Be if and of Such Length That Distance From Face of Coupling Gasket To Lnd of Hippie nil Be 31 Inches. Steam and Air Connections for Passenger Cars. Steam dose Coupling if Full Opening Casket £' Train Line End yoHes With Not Less Than Is Opening Fig. 2764 — j\I. C. B. Recommended Practice for Steam and Air Connections, and Position of Air Brake Hose Label. (M. C. B. Sheet Q.) Figs. 2765-2766 M. C. B. RECOMMENDED PRACTICE. 945 t of Brake Cylinder _ j and Triple Valve "" Outside Line of Car Body — kt ( + Location of Air Brake Farfs on Box ancfoflier Clear Bottom Cars. 'aa\.- 3 tt ^ il:ii)_ 3 iofAIr Brake Cylinder^ __AM and Triple Valve ' ^1^^ Outside Line of Stakes >' N Note: Dimension 'A' from center of air brake cylinder and triple valve to outside line of stakes, siiould t>e made fa suit construction of car loccttinijthe air brake cylinder and triple valve as near to the outside line of stakes as practicable for safety and convenience in cleaning and repairs- Location of Air Brake Parts on Hof per Bottom Gondola Cars. -«-E m T'^^^n: n^^ t ofAir Brake Cylinder _ J and Triple Valve ^ i Location of Air Brake Parts on Drop Bottom Gondola Cars. Outside L irre of Stakes - Fig. 2765 — M. C. B. Recommended Practice for Location of Air Brale\Llne^ ^lS-\ Fig. 2773 — ^I. C. B. Recommended Practice for Solid Steel Wheels for Freight and Passenger Service. (M. C. B. Sheets R and S.) See also Fig. 2774. Figs. 2774-2775 M. C. B. RECOMMENDED PRACTICE. 949 Gaijinj Point GaainaFoint^ L__l__^//"_- :^'A Fig. 2774 — ]\I. C. B. Recommended Practice for Solid Steel Wheels for Freight and Passenger Service. (iM. C. B. Sheet T.) See also Fig. Zm. ':'--lfs-'+''-li6 -'^ Fig. 2775 — M. C. B. Recommended Practice for Train Line Connectors for Electric Lighting. (M. C. B. Sheet U.) 950 M. C. B. RECOMMENDED PRACTICE. Fig. 2776 <-/y< — -5- J. -+-/'- s — ~r 7f^ ^ 4". -^- r <--/^. ± 7^ j>_^ -^ f^ 6 TT- -ri- ^z-K -+- H -5^ _ Qei7ter_Llr7e^of_Cl7ar^/rrf_Se_cef^fac/e_ "mss 1^ J^q'/. r-//|--H M TT I I DnII-fhr, ^"^'"^^'X Section B-B Two Thus per C^r C. I. k-^'';i '^\'i^ Secf/orr A-A 16 ^ "- Hii^Mi. /"(vt; Thus -W.I. Oneffi^hf -One Leff ^i^Pit: B:3SSC. fT/fScreK'*-- 5ecfionA-A Front Etevaf/on. Two Thus per Car -Brass. Thus 6 tee! . , „ N^8-3SUach Tt]ri}oJhos. J^VmSfs^ One Thus Phosfhor ■c^tSK*««*¥ Wr" Bronze Wire "Dl.i!m^CS.ft>er Bushings. Bridges, j \\ar7i/ P/ates n ot zhoivn '-JumA^t l 27- Size /£i7c/ fa/7k iv/m or?^ ca^f of chrfso/if-e_, then m'/fy pefrafyfe. the/7 inserf in wooi^e/7 fank whic/? iraj hee/7 f/f/et^ h .? cfepf/i of 2' w/ff?amkfure ofparaff/neipefro/yfe i?at^/n& a me/f/f7i^ pahf- of /S0° F. A/ofe -Mefhoi^ i^f remote ing Lead Unir?^3. i^i/i /inlna wiffr i?of wafer unfif paraff/ne meffs, then wifMraiv iiriir;^. NoPrA Name Maferlaf T Tank ^/^es Wood ■ Fndt " . Farm/on ? 4/*T 1 f^d 1 inma Lead T r.nvpr Framf^ 4 Hiit^l^er ^ide L inina HardFiuli fl Fnd ■■ 1 Covers 111 V^nH II tJp/7/ifjV^ Jt^rm' Buzh. Self " 1? Pnsitii'e: " I> 1 Connector 5!eeye 14 4 Botfom In.-iit.i^for'. Porcelain Rol/er.-: If' Buffers 17 4 Roller Brackets IJ. 1 Ifi 4 ,. .. Spind/e Sfeel 1 Che.,t Handle l-iTrmreadSfoiye floft WJ. ?l &i" Niifs % fi yj' Washerr, %" Coffer Pin 'M Wesl'fjoi/je Con'forifale Brass SMe-IISi7 "Female 1^ »IO-rfa.ffeadl¥oodic. 'lO-tPfFlaf" " » ■ i •l4-l' ^/lo" Wood Dowels Wood »6Flex.lf.C Wire I- f4 49Strands G General Electric Co General Railway Supply Co Globe Ventilator Co Goodwin Car Co Gould Coupler Co Gould Storage Battery Co Grip Nut Co H FTale & Kilburn Co Harlan & Hollingswortli Cor]ioration . Hilles & Tones Co Howard & Co., James L .30- .22- 64 4,^ 44 58 00 50 56 16 66 47 62 31 51 60 20 23 22 ^•2 54 16 66 32 Hunt & Co., Robert W'. , . Flutchins Car Roohng Co. J Joliet Railway Supply Co... Jones Positive Xut Lock Co. Joyce-Cridland Co K La}' (i Ess Co Kerite Insulated Wi.e & Cable Co. Krupp { Prosstr & Son, Thomas)... Kuhlman Car Co., G. C L Lacouia Car Co. Lehon Co 36 60 50 50 68 58 3 61 12 63 M McConwaj- S: Torley Co.. . McCord & Co Miner, W. 11 ^It. Vernon Car Mfg. Co. .26- N National Car Coupler Co National Dump Car Co National Malleable Castings Co Nickel-Chrome Chilled Car Wheel Co. Pantasote Co Parker Car Heating Co Pratt & Letchworth Co Pressed Prism Plate Glass Co. Pressed Steel Car Co Prosser & Son, Thomas R Railway ALiterials Co Railway Steel-Spring Co Railway Ctility Co Ralston Steel Car Cc' Rodger liallast Car Co Russell Wdieel & Foundr\ Co- .48- -27 64 1 24 32 20 66 56 56 40 64 42 11 61 58 57 62 16 20 24 Safety Car Heating & Lighting Co 38-, Scarritt-Comstock I'urniturc Co Simple.K Railway Appliance Co Standard Car Truck Co Standard Coupler Co Standard Steel Car Co Standard Steel Works Co Stephenson Co., John ' Symington Co., T. H 18 u Union Draft Gear Co Union F'ibre Co I'. S. Light & Pleating Co U. S. Metal & Mfg. Co Uni\'ersal Draft Gear .Vttachment Co. w AVason Manufacturing Co Western Railway Equipment Co.. AVestern Steel Car & Foundry Co. Westinghouse Air Brake Co AVhipplc Car Co Wor.d, Guilford S Woods & Co., Elei- Cm. National :\[allrat;lo Castinixs Co. Simplex It;iilwa\- Ai>olianr,.s Co. COUPLINGS, HOSE AND STEAM. Chicago Car ITeatiu^ Co. I'arker Car Heatiug Co.. Ltd. Railway Utilily Co. Safety Car Healini; & I.ightius Co. Westiiigbonse Air I'.rake Co. CRANES. I'airiiaiiks, :\lorse ^t Cm. CURTAIN FIXTURES. Acme Supply Co, Curtain Supply Co. Edwards Co., O. M. General Railw.iy Supply Co. CURTAIN MATERIAL. Barney & Smith Car Co. Curtain Supply Co. I'antasote Co, CURTAINS, CAR. r.arney & Smllh Car Co. Curtain Supply Co. DIAPHRAGMS, VESTIBULE, Acme Supply Co. Curtain Supply Co. DIRT COLLECTORS, CENTRIFUGAL (AIR BRAKE SYSTEMS), Westiughouse Air Drake Co. DOOR DUMP MECHANISM. Enterprise Raihvay Egnipimait Co. DOOR FIXTURES (Freight Cars), Camel Co. Edwards Co,, 0. II, Miner, W, H. National Malleable Castings Co. . Railway Utility Co. Western Railway Equipment Co. DOOR LOCKS. Dayton Mfg. Co. Howard & Co., James L. National Jlallealile Castings Co. DOOR SPARK AND WEATHER STRIPS (Freight CaiV DOOR STOPS AND HOLDERS, Dayton Mfg. Cm. Howard & Co.. .Tamos I.. DOORS, FIREPROOF, Kahlslrom Jlolalli.' l)MMr Cm. DRAFT RIGGING. Butler Draniiar Aliadoocol Co. Commonwealth Slt'd i.'m. I'orsyth Brothios C". Gould Coupler Cm. McCord & Co. .Miner, W, H. Xaiiiaial Car Ctnipler Co, Standard Coupler Co. Symiugtou Co., T, 11. Union Draft Gear Co. Universal Draft Gear AttaeliniMuT Co. Westiughouse Air Brake Co. Western Itaihvay Eipliiomut Co. DRAWBAR ATTACHMENTS. Butler Drawbar AltaclniO'nt C". Universal Draft Gear .Vltacliment Co. DRAWBAR CENTERING DEVICE. Korsyth Brothers Cm. Miner. W. H. DUST GUARDS. Symiugtou Co., T, I-l. Western Railway Eifniitment Co. DYNAMOS. General Electric Co. ELECTRIC APPARATUS AND SUPPLIES. General Electric Co. EMERGENCY KNUCKLES, National Car Coupler Co. FLOORING, CAR. Acme Supply Co. American Mason Safety Tread Co. General Railway Suppl,\- Co. Wood. Guilford S. FORGINGS AND CASTINGS. American Car & Foundry Co. American Steel Eouuilrios. Barney & Smith Car Co. Eaume & Marpent. Ltd. Central Locomotive & Car Works. Cleveland City Forge & Iron Co. Commonwealth Steol Co. Dayton Mfg. Co. Gould Coupler Co. I.aconia Car Co. Krupp ll'rosser & Son). i\IeCon"n-ay & Torley Co. .Mt. Vernon Car Mfg. Co. National Car Coupler Co. National JIalleable Castings Co. Nickel-Chrome Chilled Car Wheel Co Pratt & Letchworth Co. Pressed Steel Car Co. Prosser & Son, Thos. Simplex Railway Appliances Co. Standard Steel Car Co. Standard Steel Works Co. Symington Co., T, H. FURNACES, Railway Materials Co, GAGES, Ashlon A'alve Co, Chicago Car Heating Co. T'arker Car Heating Co.. Lid. GAGES, WHEEL PRESS RECORDING, Ashton Valve Co, GEAR BLANKS, ROLLED STEEL, Stanilard Steel Works Co, GLASS, PRISM-PLATE ORNAMENTAL, I'ressed Prism Plate Glass Co. HEADLIGHTS. Commercial Acetylene Railway Light i^: Sig- nal Co. Dayton Mfg. Co. General Electric Co. Safety Car Heating & Lighting Co. HEAD LININGS, CAR, Bai-ney & Smilh Car Co, Pantasote Co, HOISTS, Fairbanks, Morse & Co, General Electric Co. HOPPERS, CAR — (SEE LAVATORY SUPPLIES). HOSE FIXTURES, Camel Co, Chicago Car Heating Co, HOSE PROTECTOR, Wood, Guilford S. HYDRAULIC MACHINERY, Dudgeon, Richard. INSPECTING LABORATORIES. Hunt & Co., Robert W. INTERIOR TRIM. Acme Supply Co. Dahlstrom Metallic I r Co. Forsyth Brothers Co. Hale & Kilburn Co. Wood, Guilford S INTERLOCKING LINK LADDER — (SEE LADDERS, FREIGHT), JACKS. Buda Co. Chapman Jack Co. Dudgeon, Eichatil. Fairbanks. Morse ^- Co. Joyce-Cridland Co. JOURNAL BOXES AND LIDS. Brill Co., J, G. Chicago Railway Equipment Co, Davis Solid Truss Brake Beam Co. Gould Coupler Co. McCord c& Co. National Malleable Castings Co. Pratt & Letchv\-orth Co. Railway Steel-Spring Co. , Symington Co.. T. H. JOURNAL BOX WEDGES. ClcTeland City Forge & Iron Co. McCord & Co. Symington Co., T, H. Western Railway Equipment Co. LABORATOREES, CHEMICAL AND TEST- ING. Hunt & Co., Robert W. LADDERS, FREIGHT CAR. Acme Supply Co. Davis Solid Truss Brake Beam Co. waaiHiHMiia Balanced Doors for Dump Cars Can be applied to Gondola as well as Hopper cars. ^ Dalanccd lioors Aveighing 1500 pounds arc opened and closed b}' one man in less than 10 seconds. Dalanced 1/oors move directly with the operator's hand, there being no chains, ratchets or gears. Dalanced 1/oors are not supported b}- the operating device, but by iixed parts of the car body. Dalanced Doors when closed arc locked and will not open by shock in transit. Dalanced Doors can ahvays be opened or closed by hand, so that shippers have no occasion to misuse them. Clark Car Company Pittsburgh, Pa. CLASSIFIED DIRECTORY OF ADVERTISERS-^Coatrntied LAMP JACKS, CAR. Globe Ventilator Co. LAMPS AND LANTERNS. Adams & Westlake Co. Dayton Mfg. Co. General Electric Co. Howard & Co., James L. LAVATORY SUPPLIES. Adams & Westlake Co. Dayton Mfg. Co. Duuer Co. Howard & Co., James L. LIGHTING FIXTURES. Adams & Westlake Co. Commercial Acetylene Eaih^ay Ligbt & Sig- nal Co. Dayton Mfg. Co. Safety Car Heating & Lighting Co. LOCK NUTS. Boss Nut Co. Columbia Nut & Bolt Co. Grip Nut Co. Jones Positive Nut Lock Co. MOLDINGS, METAL. Dahtstrom Metallic Door Co. Edwards Co., O. M. MOTORS. General Electric Co. NUTS AND BOLTS, Cleveland City Forge & Iron Co. Columbia Nut & Bolt Co. OILS, PAINT. Kay & Ess Co. PADLOCKS. Edwards Co., 0. M. PAINTS. Kay & Ess Co. Lehon Co. D. S. Metal & Mfg. Co. PLANING MACHINERY. Hilles & Jones Co. PLATFORMS, CAR. Commonwealth Steel Co. Gould Coupler Co. Standard Coupler Co. POSTS, SIDE, END, DOOR AND WINDOW. Cleveland Car Specialty Co. Forsyth Brothers Co. PRISMATIC GLASS. Pressed Frism I'late Glass Co. PUNCHING AND SHEARING MACHINERY. Uilles & Jones Co. RAIL BENDERS. Buda Co. REGULATORS, TEMPERATURE. Chicago Car Heating Co. Consolidated Car Heating Co. Parker Car Heating Co., Ltd. Railway DtiUty Co. RESERVOIRS, AIR. Westinghouse Air Brake Co. RIVETING MACHINERY. Hilles & Jones Co. ROOFING, CAR, Franklin Railway Supply Co. General Railway Supply Co. Hutchins Car Roofing Co. Lehon Co. U. S. Metal & Mfg. Co. EUBBEE GOODS, MECHANICAL. Wood, Guilford S. SASH LOCKS AND BALANCES. Adams & Westlake Co. Curtain Supply Co. Dayton Mfg. Co. Edwards Co., O. M. General Railway Supply Co. Howard & Co., James L. SASH RATCHETS, DECK. Forsyth Brothers Co. General Railway Supply Co. SCREENS, CAR WINDOW. General Railway Supply Co. SEATS, CAR. Barney & Smith Car Co, Brill Co., J. G. SHAFTING. Knipp (Prossor ^; S## Tnuk-Mark. The Standard "Class G" Dump and Ballast Car THE GOODWIN STANDARD CLASS " G " DUMP AND BALLASTING OAR AIR DUMPING AND AIR REPLACING Ti-ade-Mark. Capacity 80,000 100,000 Pounds 20 Do you know why you have so many broken couplers, knuckles and knuckle pins? They break because the right kind of a draft gear is not between them and the car body to destroy the shocks of switching, buffing and pulling strains. The fact that a car roof leaks is not necessarily an indication that the car roof is a poor one. It probably means that the draft gear with which the car is equipped is not a shock destroyer, and the jolting and jarring that the car gets in service has opened up the roof. Grain does not leak from a car because the flooring and the siding has not been properly constructed. The grain leaks are accounted for by the fact that the car is not equipped with a draft gear which destroys the shocks of switching service. It is the impact of a 300,000 or 400,000 pound blow given one car by another that causes the trouble. Broken shipments of eggs or tiling, lumber driven through the ends of the cars, side doors on the track, couplers torn out, break-in-twos and their disastrous results, are remedied by putting in a draft gear that is a shock destroyer, that does not allow the blow or impact of a locomotive or car to be distributed all through the car. It isn't in the treatment of symptoms but in the treat- ment of causes that we are going to find the solution of the difficulties incident to car maintenance. If a car is going to stand still, a good coat of paint will keep it in repair, but if that car is going to be moved there is nothing but the best friction draft gear made that will insure it against damage. UNION DRAFT GEAR CO, Cardwell Friction Draft Gear CHICAGO Gould Storage Battery Co., 341-347 Fifth Ave., N. Y. "GOULD" Car Lighting Batteries o^m^y. ^mcmw:0 GOULD oimplex System See pages S35 to 841. Gould Coupler Co. 341-347 Fifth Ave., N.Y. 22 >^ >-' >^ 2 2 2 ^ ^ ^ V / « S -w -5^ / ■ o 3IJ /V LJ Q. O o D O Logging Cars and Trucks, Dump Cars Platform and ConstructionCars Wheels and Axles Steam Skidders and Loaders Russel Wheel and Foundry Company Detroit, Michigan W. C. ARTHURS, President D. P. SETTLEMIRE, Secy. & Treas. R. K. WEBER. Vice-President FRANK SNYDER, Superintendent MT. VERNON CAR MFG. CO. MT. VERNON, ILL. MANUFACTURERS OF C.P.C.. .w p.. FREIGHT CARS OF EVERY DESCRIPTION 28 STEEL FREIGHT CARS CAR WHEELS, CASTINGS AND FORGINGS CAPACITY OLD PLANT 25 CARS-450 CAR WHEELS PER DAY WHIPPLE CAR COMPANY BUILDERS Refrigerator Cars All Kinds of Freight Equipment Heavy Repairs GENERAL OFFICE Suite 618-622 Commercial National Bank Building 72 West Adams Street, CHICAGO, ILL. 24 PLANT 51st Street and St. Louis Avenue CHICAGO, ILL. THE UNDERFRAME with the proper distri- hution of metal is a Earner Ay? THE BETTENDORF U N D E R FR A M E— PA RTLY ASSEMBLED BETTEXDORF I'nderframes for 5 different clasM'^ of cars on one of the largest railroads demonstrate the following- average merits, compared with other makes of Steel Underframes: Increased Strength 12.3 per cent. Reduction in Parts and Rivets.... 61 percent Increased Buffing Area 3b.6 " " REDUCTION IN WEIGHT 17. " Reduction in number of Parts 53.7 " In addition to the above, the Bettendorf Underframe absolutely eliminates draft sill troubles ]>y the use of the Cast Steel Draft sills having the necessary stojis and pockets cast integral to accommodate the draft gear. Our Underframe is the only Underframe possessing this feature. Other important features are the needle beams and body bolsters, which are one-piece construction and are continuous from side sill to side sill, and do not depend on workmanship or ri\ets to sustain the load. The Increased Strength and Buffing Area will lengthen the life of the car. The Reduction in number of parts greatly facilitates inspection and also reduces weight. Statistics show: The a\'erage cost of hauling dead weight is appro.ximately $25.00 per ton per year. An Underframe weighing 5 tons, substituted by Bettendorf Underframe of greater strength would weigh 4.15 tons, or a saving of 1700 lbs. per car in dead weight, figured at $25.00 per ton per year for 1000 cars re- sults in a saving of $21,250.00 per 1000 cars each year for life of a car. Would this saving not help to maintain a large number of cars on your road? THE TRUCK THAT HAS PROVEN BY SERVICE TO BE A DIVIDEND EARNER. Statistics show the cost of maintaining Arch- Bar Trucks per 1000 cars. Repairs to Arch-Bar Trucloe !n '> C*^'*^'^GO PITTSBURGH LONDON SAN FRANCISCO VANCOUVER E/siduiiMieu uiiites iii^p^g^ YQ^j^ ST. LOUIS Montreal Toronto Seattle Mexico city Buffalo Brake Beam Company OFFICES: NEW YORK 30 Pine Street ST. LOUIS Syndicate Trust Building MONTREAL QUE. 195 Commisioner Street WORKS: Buffalo, N. Y. Hamilton, Ont. BRAKE BEAMS FOR ALL CLASSES OF CARS, LOCOMOTIVES AND ELECTRIC EQUIPMENT lftiiVer»sfaI Cast Steel Drawbar Yokes Key or rivet connected Twin Spring Draft Gear Cast Steel Draft Arms or Sills Suitable for any style of gear Draft Lugs Universal Draft Gear Attachment Co. Railway Exchange Building CHICAGO 36 CRECO The "Safety First" Brake Beam OVER SIX MILLION BRAKE BEAMS SOLD m iiaiii ««« ■•■ nil »"» "••« ***"« m&HSl^iaieo.ria^.y^^K^aS^ii&'Jf^ CRECO IS THE HIGHEST TYPE OF BRAKE BEAM CONSTRUCTION General Offices, 46th, Robey and Lincoln Sts,, Chicago. m'^'&^imi "**.;.« •m«j^rj«pp^ I ts?s„ -.^a. ^ 'z-txt>^ *>■> . . .-fc" •^, •' U.^ ^»v"^ ■%i£-^.'' General View of Chicago Plant. Geneial View of Chicag:o Plant. "\-^m. Plant at Franklin, Penn, Plant at Marion, Ind. Plant at Detroit, Mich. Plant at Grand Rapids, Mich, CHICAGO RAILWAY EQUIPMENT COMPANY have been the pioneers and originators in all that is best in Brake Beam Construction. They have always been and are to-day the ^^ ^"^^ They have always been and are to-day the ■ L^ L ^V ' WORLD'S BRAKE BEAM BUILDERS^ ' ?<7 PINTSCH MANTLE LIGHT is the established standard of railway car lighting. The initial cost of a Pintsch equipment is less than the cost of the equipment of any other system of light- ing. The gas IS of a con- stant high quality and when burned under the constant pressure assured by the pressure regulator, guarantees long life of the mantles. The Pintsch sys- tem is a unit in itself, depending upon no outside power or con- ditions. The light weight of the Pintsch equipment is a factor that must be ^^^^ considered in the cost of operation of a light- ing system. It produces a light of 1 00 candle power with a consump- tion of 2. 1 2 cu. ft. of gas an hour at a cost of only 1 cent. L \ SAFETY ELECTRIC LIGHT is the most efficient system for electrically lighting railway cars. The ball bearing dynamo decreases the cost of lubrication, mainte- nance and inspection. It also requires less power from the locomotive. The Safety Type "F" lamp regulator is of simple and rugged construction and maintains constant voltage at the lamps, materially increasing the lamp life. By means of the Safety Type "F" dynamo regulator the generator is made to deliver at all times the maximum power that can be used. This maintains the batteries in approximately a "floating" condition, prolonging the life of the batteries. The Safety Car Heating & Lighting Co. Philadelphia St. Louis Washington 2 Rector Street, New York Chicago, Boston Montreal San Francisco 38 SAFETY LIGHTING FIXTURES These fixtures are the product of many years' study and experience in the railway hghting field, and are guar- anteed to meet all the service re- quirements. Ample illumination, proper light distribution, mechanical excellence and artistic design are com- bined in every Safety fixture. ELECTRIC FANS Fans correctly placed in a railway car will add much to the comfort of the passengers in the hot months, and during the winter aid in producing ventilation in the car. The construc- tion of the Safety fans is of the best and their design is peculiarly adapted to railway service. COOKING UTENSILS Electric heating and cooking appara- tus affords much comfort and con- venience for the passengers and adds to the popularity of the railroad. These utensils designed for the prepa- ration of buffet lunches, afternoon teas, breakfast, parlor car buffet serv- ice, the barber on the train, individual compartment car service, etc., are of the best construction and may be had in many styles and sizes. LOCOMOTIVE HEADLIGHT This electric headlight is of simple, neat design, is compact and is so con- structed as to be dust and dirt proof. The reflecting mirrors are scientifically constructed and the brilliancy of the beam of light is guaranteed to meet the most exacting requirements. These reflectors are readily accessible and the operation required for cleaning is a minimum. The Safety Car Heating & Lighting Co. 2 Rector Street, New York Chicago Boston St. Louis Montreal Philadelphia San Francisco Washington 39 ^^^S!^^ji5f?fi^\i!^?fi.^*i^^jr " Chicago Car Heating Co. NEW YORK RAILWAY EXCHANGE CHICAGO ATLANTA VAPOR SYSTEM ° CAR HEATING VERTICAL STEAM TRAPS, HORIZONTAL STEAM TRAPS. END VALVES OPERATED FROM PLATFORM. END VALVES OPERATED FROM SIDE OF STEP POSITIVE LOCK STEAM HOSE COUPLERS. EMERGENCY HOT AIR HEATER. DIRECT STEAM HEAT WITHOUT ANY PRESSURE ON RADIATING PIPES. CONSIDERABLY LESS DRAIN ON THE LOCOMOTIVE. ABSOLUTELY FOOL PROOF. WILL NOT FREEZE UP. PARKER SYSTEM OF CAR HEATING ADVANTAGES No drip, no escaping steam, not even the usual discharge of condensation. Automatic temperature control. Tests made on several large roads show a saving of from 1.0 to 1.5 tons of coal, per car per month, over other Direct Steam Systems. Steam Hose Couplers with wedge-shaped gaskets. Trainline Valves. Testing outfits for testing efficienc_y of car heating systems furnished gratis to Railroad officials. Write for latest illustrated catalogue. THE PARKER CAR HEATING COMPANY, Ltd. DETROIT, MICH. LONDON, CANADA Two-piece Straight Port Automatic Lock Steam Coupler. Vapor Trap having PACKLESS stuffing box with SYLPHON diaphragm. PACKLESS Train Line End Valve. Pressure Trap with SYLPHON diaphragm. Twin Pressure Trap with SYLPHON diaphragm. PACKLESS Admission Valve. PACKLESS Twin Admission Valve. Write for details of PACKLESS steam heat SPECIALTIES employing the SYLPHON bellows principle. The latest development in the art of heating. No. 33TD No. 333. No. 433. No. 533. No. 533T. No. 633. No. 633T. Electric Light Regulating- Panels, Types S-I and B-I Axle Equipment The advantageous features of the latest U-S-L Axle Equipment make electric lighting of cars such a simple, reliable, and economical proposition that no Railroad can afford to have any but U-S-L Equipments on its trains. An operating economy never before attained is made possible by the new Regulating Panels. U-S-L Car Lighting Batteries are used more than any other because of absolute reliability Winter and Summer — exception- ally long life — high capacity — small amount of charging current required. We employ the only correct method for making car lighting battery plates. U-S-L Signal & Interlocking Batteries mean sure service in the coldest w^eather — a characteristic especially valuable for this work. Purity of materials guards against w^aste- ful internal discharge w^hile the battery is standing idle. Our special process of man- ufacture insures durability and efficiency. Batteries for every requirement. The U. S. Light & Heating Co. U-S-L Car Lighting Battery Two-Cell Tanli. General Offices 30 Church Street, New York Branch Offices and < Cleveland Service Stations I St. Louis rNew York ■I I Factory- Niagara Falls, N. Y. Boston Buffalo Detroit Chicago San Francisco U-S-L Signal & Interlocking Battery Cell 41 The "Automatic," Intake »RESSEI3 f^FilSm F-LATE GLrtSS CO/VIF'AN'V ^ CHICAGO ___________________ _ NEW YOHK CITY 25 N. Deartorn St. fe k fc fe fc fe t 1 fit t fc ^ & E- ^ £• S. fc fe fc fc £: t | 44 E. 23d St. ^ .^».|k&|kA,ft^KB KEEliE E I^K i^ ^ i^ ^ ^ ^ i^ Ik iki^ ^ 1^ K k. p. ». m^ WWWWWWWWWm WORKS— MORGANTowH. VIRGINIA. fgff||riiriffgriririrl Reproduction of Night Photographs — 10 Min. Exposures Supplies an Entirely Satisfactory Gas System — Economical, Highly Efficient. Great storage capacity permits use on distant branch lines. (Several weeks' supply in one tank 20 " x 1 14".) Note: — The reproductions show cars equipped with four different systems. Car on left in upper picture is equipped with Commercial Acetylene, Commercial Acetylene Railway Light & Signal Co. A G A — Dalen and Commercial Systems 80 Broadway, New York San Francisco Chicago Boston Atlanta Toronto 42 Adams & Westlake Co. MANUFACTURERS %^ ilj^^K^' Railway and Steam^ip Supplies 43 THE Double Pump Jack is one of the latest and most useful improvements in large Jacks. Using both pumps together runs the ram out rapidly ; then using the small pump only gives full power. Wiite for latest catalogue RICHARD DUDGEON Broome and Columbia Streets NEW YORK COLUMBIA LOCK NUTS "The nut that will not shake off" ( ^ 1 1 _LLJ FOR ALL KINDS OF CARS Our Special for Wrist, Knuckle and Cross Head Pins has proven a great success on locomotives INEXPENSIVE SIMPLE EFFECTIVE Samples free for the asking \Ve also make Cold Punched Nuts, Castellated Nuls and a THREE THREAD NUT LOCK. COLUMBIA NUT & BOLT CO. Bridgeport, Conn. New York, 165 Broadway "Improved Columbia" Assembled U. S. Metal and Manufacturing Co. 165 BROADWAY, NEW YORK CITY CHICAGO STEAM RAILWAY SUPPLIES ATLANTA ELECTRIC RAILWAY SUPPLIES Dunham Hopper Door Feasible Drop Brake Staff "Barol" Coppered Carbolineum Wood Preservative " Empire " Pressed Steel Truck Bolster Howard Wrot Iron Brake Jaws Heat Treated Steel Axles Car Forgings Diamond Steel Pole Detroit Box Car Door Columbia Lock Nuts " Texoderm" General Eastern Agents for Hutchins Car Roofing Company Sole Eastern Agents for St. Louis Surfacer and Paint Company Eastern Agents for Anglo American Varnish Co. „ . C The Tool Steel Gear 4. Pinion Co. Special Agents for < _. d ,, ,, o.. i /~_ ( The Pollak Steel Co. 44 Furnishings for Railway Cars Water-closets, Vestibule and Platform Trimmings, Brake- Handles, Switch and Car Locks, Basket Racks, Sash Fixtures, Switch, Station and Signal Lamps, Oil, Gas and Electric Car Lighting Fixtures. Oil, Acetylene and Electric HEADLIGHTS for Locomotive and Street-Railway Service The "ECKERT" Car Water Closet No. 8, Entire Hopper Enameled Iron No. 13, Enameled Base, Vitreous Top No. 8 Illustrated. Right Hand. Style "A" Woodwork Catalog No. 160 shows "Dayton" Sanitary Fixtures The Dayton Manufacturing Co. DAYTON, OHIO Cable Address, "VAPOR" Dayton 45 flliMiiiiiiiiiiiiiiijM . : tp:y^l^:VAv.,H'pt R-RV ifRtesid eiit;-: ;;i^y::;H;;i;te*M:R,B:EtLyXGeriw;Sa!es;:A /R;;;Lv;LANGT|Mv MechvSiipt; vyifES:TEITNi;vBB.>(k.E';-iJAWa:^^^ ;:V-v:i:':!v:::;:-;-[iiiN:S:rRO-IVlV:SSrpH&^^^ ■:-':^:-^-.^;i;NSCReH:AN:GCABLE/-C5A WESTERN SILL AND CARLINE POCKETS ;/-:;)/;V;-;v;:V;;;;:^-;.;o:;-::v::l:l:N-STR(b M:i.;EGGEiSITRlGSN. ■•■.: :--i;/f.;:'':'-i;vWESSERiSl3'FLUi&H :::Ddw:Ki:i:NG;::GAR^;H0LDERS«;:^^ A-Sni';;Svi/ESn-£JRN;;:BEL:U;VmNiGE ■:v;o;-.::V:;iFliS:H;*Ha6:ia;E^ ::0Fi;tM?^:iisi!yi<9iti CAMEL COMPANY, TnTATS 332 South Michigan Avenue, ILL. CAMEL No. 27 DOOR FIXTURES CAMEL No. 30 DOOR FIXTURES SECURITY No. 8 DOOR FIXTURES SECURITY No. 5 DOOR FIXTURES END DOOR FIXTURES CAMEL BURGLAR PROOF COMBINA- TION STOP AND LOCK For Box Cars Ventilated Box Cars Automobile Cars Stock Cars in Either Steel or Wood J. M. HOPKINS, President See Fig. Nos. 775 to 779, pages 516, 517, 518 W. W. DARROW, Secretary P. M. ELLIOTT, General Mgr. LINOFELT STANDARD INSULATING QUILT FOR REFRIGERATOR CARS A large sheet of Linofelt which extends from one door of a refrigerator car around the end of car to the other door. Note the bound edges. Linofelt is made from degummed flax fibre cliemically prepared, combed and felted by ma- chinery into a flexible felt y2 inch thick. It is then quilted between two layers of waterproof paper and furnished in any size sheets the car builder specifies. It is unaffected by water, either cold or boil- ing, and is not damaged by acids. Long usage and severe tests pro\'e that it will not decay and that it is perfectly sanitary and hygienic, not carrying taint or odor It is easily applied and extremel}' durable. Its insulating value is ad- mittedly the highest of any form of refrigerator car lining. The leading railroads in the United States use Linofelt and are convinced of its superiority over all other insulating materials. Sample and booklet sent you upon request and the services of our engineers are at the service of prospective customers. We also manufacture felts and boards for steel cars UNION FIBRE COMPANY, WINONA, MINN. Philadelphia Chicago San Francisco 46 M i^ (J to >t>0 OO I— t !^^ < OOo« r 1 ^ OJ o o o Q ^ ™ I- J- ^'B oj 5 «3 -M o " to u 3 n o i-* ^ i-i ■^^^ M C O <^ bJl So (S < U w?^ h \ C/3 ItH Oh< MJ •s J to f-H ETA RAS S, E u cof^O «Oh <:o< • UQ W rt\ u w u c/] (u ;> CO U} U i-T *" nl ^ (U ^ Mo o J: « M % >- u ^ J) O o 01 " " s - o '" ra (U ^ x: x: « Q I h >- (fi Q tH p r OS so 47 aRftIl^ft«VMiE3CM««!Wiks. Steol Car Shops, etc. Large line of \ arioiis sizes and threat depth.-. SjKX-ialists i n SI eel Car Shr.p >[ai liiiif^rv. HILLES & JONES COMPANY Wilmington, Del. PiHsburgb Office, 201 Oliver Bide, SHARON COUPLERS THE NATIONAL MALLEABLE CASTINGS CO. Works at Cleveland Additional Sales Offices in Chicago New York Indianapolis Philadelphia Toledo Washington Sharon San Francisco Melrose Park St. Paul Also Manufacture Tower Chicago Climax Melrose Latrobe Munton and Vulcan COUPLERS and Repair Parts for Same U and % Size M. C. B. Couplers for Logging, Plantation, Mining and Industrial Equipment MALLEABLE IRON CASTINGS National Safety Car Door Fasteners. National Brake Wheels. National Washers. National Brake Jaws. National Dead Lever Guides. National Safety Brake Levers. National Safety Uncoupling Rod Clevis and Pin. National Burglar-Proof Car Door Brackets. Forsythe Hand and Rubble Car Wheels. Dead Lever Guides. Floating Lever Brackets, Brake Lever Pins, Brake Levers, .M. C. B. Brake Shoe Keys, Lower Brake Connecting Rods, Push Rods for Air Brake Cylinders, Refrigerator Car Door Hinges, Socket, Floor and Nut Washers. Uncoup- lin;^ Rod Clevises, Clevis Pins and Links, Uncoupling Lever Brackets. Shop and Track "S" Wrenches, Train Pipe Hangers and Clamps, Steam Hose Nipples and Clamps, Coal Picks, Fire Shovels, Air, Steam and Signal Hose Clamps, RAIL BRACES TIE PLATES Write for "Specialties Catalog No, IB" National, Climax and Side Hinge JOURNAL BOXES also Wedges and Lids for Same STEEL CASTINGS Goodman Wrecking Hooks Driver Brake Shoes 66 The Importance Of Standardizing Air Brake Equipments F ROM a broad operating standpoint there is no question so material to the railroads as the establishing of air brake standards. ^ Greatly increased operating efficiency and greatly decreased operating cost will follow the standardization of so important a part of car and locomotive equipment as the air brake. ^ Rolling stock covers a vast and ever increasing territory. In the interchange of cars between different systems it is imperative that they be equipped with a standard air brake, not only on account of ease of renewals and repair, reduction in percentage of time cars and locomotives are idle, and of carrying only one line of repair parts, but because greater train unit efficiency must result. ^ For a generation Westinghouse Air Brakes have been the accepted standards. The building of brakes has been our exclusive business for a lifetime. Westinghouse Air Brake Co. Pittsburgh, Pa. « A Saving of Time is A Saving of Money In absence of wheel pit, how much time do you consume in replacing cen- ter wheel of your six wheel trucks? Reduce this time 50% to 607^, by using Joyce No. 401 Full Automatic Geared Coach Jacks. Run out your truck without removing steps, and re- place your center and end wheel in one jacking of truck by using our No. 225 Full Automatic Special Truck Jack. Write us for full information. The JOYCE-CRIDLAND Co. DAYTON, OHIO No. 225 Special Pull Automatic Truck Jack. Buda Positive Stop High Speed Ball Bearing and Cone Bearing Jacks Buda 40-ton Geared Ratchet Jacks for car work Buda 20-ton Double Acting Automatic Lowering Jacks for car work Builders of highest grade Motor Cars, Motor Velocipedes and Railroad Track Tools in general Send for catalogue of articles you are interested in. See description of our goods onpages 872,873,874,877,878. The Buda Co. New York Chicago St. Louis W. A. Green Caxton House Westminster, London 68 The Dahlstrom Organization, The Largest Of Its Kind In The World, Can Help You With Your Interiors For Pas- senger Cars. Our Business Is To Use Metal Where Precedent Calls For Wood. Though we start with self-praise this is not an egotistical advertisement. Those engaged in the creating or erecting of modern buildings throughout the land are familiar with the word Dahlstrom and its meaning. In ciimmcnting nn one of iiur installa- tions. Dankers Trust Company liuilding, Xew York, .\rchitecture (Xew York] says: "Tliis is another installation of the Dahl- strom Products which can be tnithfully given credit for making the first totally fireproof building. Certainly no concern has been more i"es|ionsib]e for bringing about the ideal fire- proof Iniilding than has the Dahlstrom Metallic I )(ior Cnmtiany." It is daily becoming more widely known that a lireproof building is an impossibility so long as it is possible for the incipient hre to eat its way out of the room in wdiieh it originates; that steel interiors possess other virtues of almost equal importance. When the Pennsyh'ania and New York Central Railroads added their respective equipments of all steel type Pullman cars it was the Dahlstrom Products that made this type r.f car possible. The detinition of the Dahlstrom Products, in a few words, is that wherexer precedent calls for the use of wood for interior finish we supply cold- drawn steel or other metals in any pos- sible or conceixable shape. It is well to remcmljer that we arc the originators, pioneers and largest producers of metallic trim. A\'e have long experi- ence and sincerely Ijelieve that we i)roducc the best and most artistic products of their kind possible. To those at all interested we would lie pleased to send descriptive literature or to confer with you personally. You should know more about us and what we make. Dahlstrom Metallic Door Company Executive Offices and Factories 48 Blackstone Ave., Jamestown, N. Y. Branch Offices id All Principal Cities COMMONWEALTH DEVICES (Patented) The Steel LTnderframe for Passeng-er-Train Cars. The riatform Integral with flouhle Body liolster. The Upright End-Frame for Pa.ssenger-Train Cars. |j|_| The Donble liod)' Bolster /^S^^ ^\ ^^ for Passenger-Train Cars. The Four-Wheel Passenger-Train Truck. The Six-Wheel Passenger-Train Truck. The Doulde Truck Center Bolster. The Truck Center Frame for Repairs and New Trucks. The End Sill for Passenger-Train Cars. The Needle lieams for Passenoer and Freight Car; The Commonwealth Transom Draft Gear for Freight Cars. The Separable Body Bolster for Freight Cars. The Flory Carry Iron and Striking' Palate. The Tender Truck. The Engine Trucks. isij Ma f The Pilot Beams and Tender Bumpers. The Davis Counter-Balanced Driving-AVheel Center. The One-piece Tender Frame. l^© i — 1\ — m The Self- Propelling Weed Burner. And CHher E.xcelleiit L.)e\'ices. Commonwealth Steel Co., St. Louis, Mo. 69 Why It Pays To "Look For "Goes" On A Wrench" when you find '^Coes" on a wrench, it means: 1) That the wrench is absolutely guaranteed to give satisfaction. (2) That it's 30% stronger and 30% more durable than any other make. '3) That it's backed by a 68 year old reputation. That's why every rail- road man recom- mends them and why a million and more ''Coes" wrenches were sold last year. The Most Durable Wrench Made Coes" steel handle wrenches withstand abuse- acid, water, steam, fire — which would ruin the ordinary wood handle wrench. Further- more, ''Coes" wrenches are made in five styles and 51 sizes to meet every railroad need. To be sure of satisfac- tion see that "Coes" is on the wrench you buy. Catalog upon request. ■A- COES WRENCH CO., Worcester. Mass. AGENTS : J. c. Mccarty & co. 29 Murray St., New York City J. H. GRAHAM & CO. 113 Chambers SI.. New York City 70 11 III ■'Jijnuni'iinywmmfm 'nanaammf.misnit, ''!£L'i!S!!!t?^""'""""™!!g°pg°Mmlw^^BSt^M«Si)i