Cornell lnttu>r0tttt, IGtbrarij BOUGHT WITH THE INCOME OF THE SAGE ENDOWMENT FUND THE GIFT OF fUnrg *W. Sage 1891 fl-aaM*g " -.api^.fc. Cornell University Library arY890 Car builders' dictionary olin.anx 3 1924 032 183 216 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/cu31924032183216 Car Builders' Dictionary 1916 (Eighth) Edition 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 Railway Age Gazette and Editor of the Railway Mechanical Engineer, and A. C. LOUDON, Associate Editor of the above publications, assisted by George Mitchell. UNDER THE SUPERVISION OF THE FOLLOWING COMMITTEE H. C. Manchester, Superintendent Motive Power and Equipment, Delaware, Lackawanna & Western Wm. Schlafge, General Mechanical Superintendent, Erie Railroad G. W. WimiN, Mechanical Superintendent, New York, New Haven & Hartford Published by Simmons-Boardman Publishing Company Woolworth Bldg. Transportation Bldg. New York, N. Y. Chicago, 111. Sole Selling Agents McGraw-Hill Book Company, Inc. New York London Berlin 239 West 39th Street 6 Bouverie Street, E. C. 31 Under den Linden Ev £ Preface In the seventh edition of the Car Builders' Dictionary, published in 1912, the definition section was given a thorough revision and the entire illustrated section of the book was reconstructed, very few of the illustrations which appeared in the previous edition being retained. In this, the eighth edition, the definition section has again been thoroughly edited and the attempt has been made in the illustrated section to embody the latest features in the design and construction of railway cars and their accessories. Where any engravings have been retained from the 1912 edition they illustrate practices which are still in use. The development of the steel car, both passenger and freight, has been brought thoroughly up to date and, wherever possible, prac- tices which have seemed obsolete have been omitted. The defini- tion section has been greatly enlarged by the addition of all the re- cent Master Car Builders' Association specifications; the Interchange Rules have been brought up to date, and the latest tank car and pos- tal car specifications included. The main part of the illustrated section of the dictionary includes practically the same number of pages as the 1912 edition, but the pages devoted to Master Car Builders' Association standards and recommended practices have necessarily increased in number be- cause of the numerous additions made within the past three years. New York, January, 1916. To the Users of this Dictionary It has been pointed out by the users of this work that if some way could be found to amplify the information given in the Illustrated Section respecting the various cars, devices, and other products, it would be extremely helpful. The very nature of the book, covering as it does every known and available device helpful to car building and maintenance, makes an unusually large volume. It is, therefore, absolutely necessary to re- strict the type matter to captions. Many of the devices are, however, described in greater detail in the Catalogue and Advertising Sections which begin on page 977. The Catalogue Section, in particular, goes systematically into a seri- ous attempt to give briefly the construction, utility, advantages, and savings to be derived from the use of certain articles. _ The Alphabetical Index, giving the names of the companies so listed (page 1022) ; the Buyers' Classified Directory, giving the dif- ferent products mentioned (page 1 023) ; and the Trade Name Index, giving the name by which a product is usually distinguished (page 1 029), will all be found of practical help by those who make full use of this work. Copyright slmmons-boardman publishing company 1916 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. 2145. 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. 5S2-55S. A term sometimes applied 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. Acetylene Gas. A colorless gas, C2H2, 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, under the car, or carried in tanks filled with acetone and asbestos under pressure. Acetylene Gas Lamps and Fixtures. Figs. 2372, etc. Acetylene Gas Lighting Systems. Figs 2392-96. 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 re- mains in the tank and may be used over again on recharging ; 2,000 cubic feet of acetylene may be stored under a pressure of 150 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 sup- ply is sufficient for more than one month's lighting of an ordinary car. The gas is generated in sta- tions 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. 2397-2420. In this system the gas is gen- erated in the apparatus shown in Figs. 2401-03, which is enclosed in one end of a car. The carbide is con- tained in cartridges, pockets or baskets. The water flowing down and coming into contact with the carbide generates acetylene gas, which is stored in the receiv- ing tank under the car as shown in Fig. 2410. The piping and arrangements through the car are similar to those of the Pintsch system. The form of the lamp is shown in Fig. 2408. Figs. 2421-26. 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 genera- tor as shown in Figs. 2425-2426. 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.) 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 injurious 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 humidity. Used exten- sively for interior finish of steel cars, owing to its insulating and sound-deadening properties. The ma- terial used in steel cars is fire resisting. Air Brake. Figs. 1345-1475. Any brake operated by air pressure, but usually restricted to systems of continu- ous 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 compressor 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 trans- mitted 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 Automatic Air Brake. See also Electro-Pneumatic Brake, Traction Air Brake, Vacuum Brake, Empty and Load Brake Equipment, High Speed Brake, Quick Action Auto- matic Air Brake. Air Brake. (General arrangement and details.) Figs. 1345- 1475. (M. C. B. Standard.) Fig. 2845. The general arrangement and details of brake gear for air-brake cars, as shown, are standard. The fol- lowing standards have also been adopted in this con- nection : 1. Maximum train-pipe pressure, 70 pounds per square inch. 2. Maximum 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 1 3-32 inches in diameter; all jaws or clevises made of %-inch by 2^4-inch iron; all rods 54-inch diameter. 4. Angle of brake beam lever, 40 degrees with ver- tical. The revision made in 1896 consisted in the omission 1 AIR CAR BUILDERS' DICTIONARY AIR 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 drawing, such as the pipe clamps, staples, etc. The dimensions 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 1% 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 ^ to Y% 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 3^-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 ^2-inch wrought iron or steel, and shall be secured to brake-shaft drum by not less than i^-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 levers, 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 diame- ter nor more than 1% 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 draw- ing, as follows : For brake cylinders larger than 8 inches or for brake-cylinder pressures above 50 pounds per square inch, trie size of brake rods and levers should be increased, if neecssary, 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 discontinued, and provision made that the truck con- nections be made of round iron or steel not less than lf£ inches diameter. In 1911 the use of cast steel for truck-lever con- nections 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 addi- tional lever, in order that the hand brake and air brake will work in harmony on double hand-brake cars. Air Brake (General Arrangement and Details) (M. C. B. Recommended Practice). In 1913 the braking power for freight equipment at 60 per cent of the light weight of the car, based on 50 pounds per square inch cylinder pressure, was adopted as Recommended Practice. Air Brake and Train Air Signal Instructions. (M. C. B. Recommended Practice.) In 1898 the Air Brake and Signal Instructions which had been in use since 1892 were slightly revised and adopted as a Recommended Practice of the Associa- tion. Revised in 1904. These instructions were also approved by the American Railway Master Mechanics' Association as originally adopted in 1892 and as re- vised in 1898 and 1904. For instructions in detail, also see separate pamphlet. In 1911 Rule 121 was modified and some slight changes made in text and illustrations and the rules ordered printed in the Proceedings. In 1914 the Air Brake and Train Air Signal In- structions were revised. In 1914 the general questions regarding the use of the air brake and train air signal instructions were omitted in accordance with the result of letter bal- lot. A — GENERAL INSTRUCTIONS. 1. The following rules and instructions are issued for the government of all employees of this railroad whose duties bring them in contact with the main- tenance and operation of the air brake and train air signal apparatus. They must be obeyed in all respects, as employees will be held strictly responsible for the observance of same. Every employee whose duties are connected in any way with the maintenance and operation of the air. brake will be examined from time to time as to his qualifications for such duties by the Inspector of Air Brakes or other person appointed by the proper authority, and a record will be kept of such ex- amination. Any employee whose work indicates an apparent lack of the requisite brake knowledge will be re- quired to pass an examination at any time following such indications. B — INSTRUCTIONS TO ENGINEMEN. 2. Enginemen when taking charge of locomotives must see that the air brake and train air signal ap- paratus on engine and tender is in good working order and that the air compressor and lubricator work properly ; that the devices used for regulating all pressures are adjusted at the authorized amount; that brake valves work properly in all positions of the handle, and that, when brakes are fully applied, with cam type of driver brake, the pistons do not travel less than 2, nor more than 3^4 in., and with other forms of driver brakes from 4 to 6 in. ; that the engine truck and trailer brake piston travel be not less than 4, nor more than 6 in. ; that the tender brake piston does not travel less than 6 nor more than 8 in. Enginemen must report to roundhouse foremen, in writing, at the end of the run, any defects in the air brake or train air signal apparatus. 3. Making Up Trains. Testing Brakes at Terminal Points and Before Starting Dozvn Such Grades As May Be Designated By Special Instructions. — The brake pipe on the engine and under the tender must always be blown out and maximum pressure obtained in main reservoir before coupling engine to train. After the train has been coupled, stretched and fully charged, the engineman shall, at the request of the inspector or trainmen, apply the brakes with full A AIR CAR BUILDERS' DICTIONARY AIR service application and leave them so applied until all brakes operated from the engine have been inspected and the signal given to release. The engineman must then release the brakes and he must not leave the station until it has been ascertained that all brakes are released and he has been informed by the in- spector, or the trainmen, of the number of brakes in service and of their condition. If any defect is discovered during this test same must be corrected and the brakes again tested, and the operation re- peated until the brakes are known to be in good con- dition. In testing passenger train brakes, signal for releas- ing must be given from the air signal discharge valve on rear car. Following the separation of couplings for local switching, or when engine is parted from train, or train has been parted for any purpose, the above test need not be complied with further than to ascertain, by test, that the rear brakes are responsive to brake valve on engine and that all brakes have properly released. However, when cars are added to train, the brakes on such cars must be inspected as in terminal test. When a back-up hose is to be used to control the train, the brakes must be applied for test with the back-up hose, and released from the brake valve on the engine. 4. Service Application — Passenger Trains. — In mak- ing service stops from high speed, two applications should be used. The first application should be de- rived from two or more brake-pipe reductions, and when the speed has reduced to about fifteen miles per hour, release all brakes, and complete the stop with a moderate service application. In making service stops with trains of less than seven cars, the brakes should be released about the time the drivers make the last revolution, except on heavy grades. Even on moderate grades and when stopping at water stations, coaling chutes, short plat- forms, etc., this should be done, and after releasing re-apply the brakes, either automatic or independent, as required, to prevent the train from starting. To avoid shocks and train parting the brakes must not be released on trains of seven or more cars while moving at a speed of less than ten miles per hour. If undesired quick action has taken place during a service application on trains of more than five cars, the brakes must not be released until the train comes to a stop. 5. Service Application — Freight Trains. — In apply- ing the brakes to steady the train on descending grades, or for reducing speed for any purpose, an initial brake-pipe reduction of not less than 7 lb. must be made. Releasing brakes at low speeds must not be attempted unless local conditions are favorable for same. Ample time should always be allowed for making the stop, first permitting the slack of train to be- come adjusted before commencing to use the brake. After this the first brake-pipe reduction should be made and it should be sufficiently heavy to make the stop, being not less than 7 or more than 12 lb., according to the length of the train. Then when not more than a car length (40 ft.) short of the comple- tion of the stop, a second reduction sufficiently heavy should be made to cause the brake valve to be blow- ing when stop is completed. After a reduction to apply brakes, no attempt must be made to release, until air ceases to discharge from the brake-valve pipe exhaust. When backing freight trains and it is desired to stop, apply the brake in service, and when conditions permit, keep the engine brake from applying and the throttle open until stop is complete, the idea of keep- ing the engine brake released and using steam while train brake is applying being to keep the slack of train bunched and thus prevent train parting. 6. Emergency Applications. — The emergency appli- cation of the brakes must be used only in actual emer- gencies. Under such conditions the brake valve han- dle must be left in emergency position until train has come to a stop. enginemen's straight air or independent brake VALVES. (A) Always keep both brakes cut in and ready for operation, unless failure of some part requires cut- ting out. (B) Always carry an excess pressure of 20 lb , or more, in the main reservoir, as this is necessary to insure a uniformly satisfactory operation. (C) The straight air or the independent brake valve should not be used for bunching the slack of the train previous to an automatic application ; neither should it be used alone for making ordinary stops with a train. (D) The reducing valves for the straight air and the independent brake and the safety valves for the locomotive brakes should be kept adjusted at the authorized pressures. When a full application of the straight air or of the independent brake causes any of the safety valves to operate, it indicates that same is out of order, or too high adjustment of the reducing valve or too low adjustment of the safety valve, or leakage of same. Have the reducing and safety valves tested and adjusted. 7. Brakes Applied from an Unknown Cause. — If it is found that the train is dragging as though the brakes were applied without rapid falling of the pointer on the brake pipe air gage, the engineman must make an effort to release the brakes, which may be done as follows : First, if brake-pipe pressure is less than authorized amount and the required ex- cess pressure is carried in the main reservoir, move the handle of the brake valve to release position for an instant and then return it to running position ; second, should the brake pipe be fully charged, apply the brakes with a heavy service reduction, and release them in the usual way. In case the brakes can not be released in this manner, the train must be stopped and the trainmen notified. If, however, the brakes go on suddenly with a rapid fall of brake-pipe pressure, it is evidence that (A) a conductor's valve has been opened,- (B) a hose has burst or other serious leak has occurred, or (C) the train has parted. In such an event the en- gine throttle should be closed and the brake-valve han- dle immediately placed on lap or in emergency posi- tion, to prevent the escape of air from the main reservoir, and left there until the train has stopped and the signal to release has been given. 8. Braking By Hand. — Hand brakes must not be used, except in emergency. 9. Cutting Out Brakes. — The engine and tender brakes must always be used automatically at every application of the train brake, unless defective, except upon such grades as shall be designated by special instructions. When necessary to cut out either the engine or the tender brake, it shall be done by closing the cut- AIR CAR BUILDERS' DICTIONARY AIR out cock, located between the brake pipe and triple valve, and opening the drain cock in the auxiliary reservoir, on locomotives so equipped. On locomo- tives having the ET or the LT equipment close the cut-out -cock in the pipe leading to the respective brake cylinder. 10. Double Headers. — When two or more engines are coupled in the same train, the brakes must be connected through to and operated from the leading engine. Engineman of each engine, except the lead- ing one, must close the double-heading cock below the automatic brake valve and carry the handle of brake valve in running position. He will run the compressor for the purpose of maintaining pressure on his engine, and of enabling him to assume charge of the train brakes should occasion require. 11. Dead Engine Feature. — Its purpose is to sup- ply air to the main reservoir for operating brakes and other devices on engines where pump has failed, or on dead engines en route. In both cases the cut- out cock in this device must be kept open and handle of both brake valves on such engines left in run- ning position, and the double heading cock below automatic brake valve kept closed. The dead engine cut-out cock must be kept closed on all engines whose compressors are running. C — INSTRUCTIONS TO TRAINMEN. 12. Making Up Trains and Testing Air Brakes. — After the locomotive has been coupled to the train, or after two or more sections have been coupled to- gether, the brake and signal couplings must be united, the cocks in the brake and signal pipes must all be open, except those at the rear end of the last car, which must be closed, and the rear hose hung up in the dummy couplings, when cars are so equipped. After the train has been coupled, stretched and fully charged, the engineman must be requested to apply the brakes. When he has done so, the brakes of each car must be examined to see if they are properly applied. When it has been ascertained that each brake has so applied, the engineman should be sig- nalled to release. In testing passenger-train brakes the train air sig- nal whistle code for releasing must be used, and the signals to release must be given from the air signal apparatus on the rear car. The brakes of each car must then be examined to see that each is released, and the engineman informed as to the num- ber of brakes in service and of their condition. If any defect is discovered it must be remedied and the brakes tested again — the operation being repeated until it is ascertained that everything is right. The conductor and engineman must then be notified that the brakes are all right. Following the separation of couplings for local switching or when engine or train has been parted for any purpose, the above test need not be complied with other than to ascertain, by test, that the rear brakes are responsive to brake valve on engine, and that all brakes have properly released. No passenger train must be started out from its terminal with the brakes upon any car cut out or in a defective condition. The air brakes must be relied upon to control all trains. 13. Detaching Locomotive or Cars. — First close the cocks in the brake and signal pipes at the point of separation, and then part the couplings by hand. Couplings Frozen. — If the couplings are found to be frozen together or covered with ice, the ice must first be removed and then the couplings thawed to prevent injury to the gaskets. 14. Brakes Sticking.— li brakes are found sticking and can not be released from the engine, or if the brakes are applied to detached cars, the release may be effected by opening the release valve in the auxiliary reservoir until the air begins to release through the triple valve, when the valve must be closed. 15. Train Braking in Two or More Parts.— First close the cock in the brake pipe at the rear of the first section, and then signal the engineman to release the brakes. Having coupled to ■ the second section, observe the rules for making up trains — first being sure that the cock in the brake pipe at the rear of second section has been closed, if the train has broken in more than two sections. When the engineman has released the brakes on the second section, the same method must be employed with reference to the third section, and so on. When the train has been once more entirely united the brakes must be inspected on each car to see that all are released before proceed- ing. 16. Cutting Out the Brakes on a Car.— When neces- sary to cut out the brake upon any car, close the cut-out cock in the cross-over pipe near the triple valve, and open the drain cock in the auxiliary reser- voir, leaving it open on passenger cars. On freight cars the release valve must be held open until all of the air has escaped from the reser- voir, when an air-brake, defect card must be applied. The conductor must notify the engineman of brake cut-out. 17. Conductor's Valve. — Should it become neces- sary to apply the brakes from the train, it may be done by opening the conductor's valve in any car so equipped. The valve must be held open until the train comes to a stop, and then must be closed. This method of stopping the train must not be used except in case of emergency. 18. Burst Hose. — In the event of the bursting of a brake hose, it must be replaced and the brakes tested before proceeding, so as to ascertain that the rear brakes are responsive to the brake valve on engine. At least one extra air-brake hose complete should be carried by all crews, and in addition one extra signal hose complete carried by passenger crews. 19. Brakes Not in Use. — When the air brakes are not in use, hose should be kept coupled between the cars or hung to the dummy couplings when cars are so equipped. 20. Pressure Retaining Valve. — When this valve is to be used, the trainmen must, at the top of the grade, at the point authorized, test the brakes upon the whole train, and must then pass over the train and turn the handles of the pressure retaining valves upon all or upon a part of the cars, as may be directed, to proper position for retaining pressure. At the foot of the grade, the handles must be turned downward (lengthwise with pipe) again. Special instructions will be issued as to the grades upon which these valves are to be used. 21. Train Air Signal. — In making up trains, all couplings and car discharge valves on the cars must be examined to see if they are tight. Should the car discharge valve upon any car be found defective, it may be cut out by closing the cock in the branch pipe leading to it. The conductor must be notified when the signal has been cut out upon any car, and he must report the same for repairs. In using the signal, pull down upon the cord during AIR CAR BUILDERS' DICTIONARY AIR one full second for each intended blast of the signal whistle, and allow three seconds to elapse between the pulls. 22. Reporting Defects to Inspectors. — Any defect in either the air brake or the train air signal ap- paratus must be reported to the inspector on ar- rival at terminal; or, if the defect be a serious one in passenger service, it must be reported to the nearest inspector, and such defect must be remedied before the car proceeds. D — INSTRUCTIONS TO ENGINEHOUSE FOREMEN. 23. General. — It is the duty of the enginehouse foreman to know that the air brake and train air signal equipment is properly inspected upon each lo- comotive after each run, and that necessary repairs are made before leaving the engine house. Air gages must be tested at least once every thirty days, and date of testing shown. 24. Air Compressors. — The air compressors must be tested for efficiency by orifice test, and their con- dition determined. Compressors must be started slowly with drain cocks open, these cocks to be left open until com- pressor is free from all condensation. They must also be left open while compressor is not working. 25. Compressor Governor. — The compressor gov- ernor should cut off the steam supply when the air pressure for which it is adjusted has been obtained, and promptly admit steam to the compressor when air pressure falls slightly below the authorized amount. 26. Brake Valves. — These valves must be kept clean and be known to be in working order in all positions of the handle before the engine leaves the engine house. 27. Adjustment of Brakes. — Engine brake piston travel should not be less than 4 nor more than 6 in. ; for tender brake not less than 6 nor more than 8 in. When cam driver brake is in use piston travel should be not less than 2, nor more than 3 l /i in., and care must be taken to adjust both cams alike, so that the point of contact of the cams will be in line with the piston rod; the brake shoes should be correctly adjusted at equal distances from the wheel at the top and bottom of the shoe and in line with the tires. 28. Brake Cylinders and Triple Valves. — Engine and tender brake cylinders, plain triple valves and high-speed reducing valves should be cleaned, lubri- cated and tested, at least once in six months ; when locomotive is equipped with distributing valve or con- trol valve, or the tender has a quick action triple valve, these parts should be cleaned and tested at least once in three months. Time and place of cleaning to be stenciled according to standard drawings. 29. Draining. — The main reservoir, and also the drain cup and dirt collector in the brake pipe under the tender, must be drained of any accumulation after each trip. The auxiliary reservoirs and triple valves must also be drained frequently, and daily in cold weather, and the brake pipe under the engine and tender blown out. 30. Train Air Signal.— The train air signal appa- ratus must be examined and tested, both at front of engine and rear of tender, before every trip by means of a suitable appliance to which is attached an air gage for testing the pressure carried. It must be known that the whistle responds properly, also that the pressure-reducing valve maintains the authorized pressure. E — INSTRUCTIONS TO INSPECTORS. 31. General. — It is the duty of all inspectors to see that the couplings, the pipe joints, the triple valves, the high-speed reducing valves, the conductor's valves, the air-signal valves, and all other parts of the brake and signal apparatus are in good order, of standard size for the car, and free from leaks. For this reason they must be tested under the full air pressure as used in service. No passenger train must be al- lowed to leave a terminal station with the brake upon any car cut out, or in a defective condition. If a defect is discovered in the brake apparatus of a freight car, which can not be held long enough to give time to correct such defect, the brake must be cut out and the car properly carded, to call the at- tention of the next inspector to the repairs required. Special rules will specify the smallest proportion of the total number of freight cars, with the air brakes in good condition, which may be used in operating the train as an air-brake train. 32. Making Up Trains and Testing Brakes. — In making up trains, the couplings must be united and the cocks at the ends of the cars all opened, except at the rear end of the last car, where the cocks must be closed ; the inspector must know that the air is passing through the pipes to the rear end, and the hose couplings at the rear are properly attached to the dummy couplings on cars so equipped. After the train is stretched and fully charged, the engineman must be requested to apply the brakes. After the brakes are applied they must be examined upon each car to see that they have the proper piston travel. This having been ascertained, the inspector must signal the engineman to release the brakes. In testing passenger train brakes, the signal to re- lease must be given from the discharge valve on the rear car. He must then again examine the brakes upon each car to note that all have released. If any defect is discovered, it must be corrected and the testing of the brakes repeated, until they are found to work properly. The inspector must then inform both the engineman and conductor of the number of cars with brakes in good order. The examination must be repeated if any change is made in the makeup of the train before starting. 33. Cleaning Cylinders, Triple Valves and Slack Adjusters. — The brake cylinders and triple valves on freight equipment cars must be cleaned, lubricated and tested, at least once in twelve months, and the method of marking brake apparatus which has been cleaned, lubricated and tested, should be as shown in Rule No. 60, of M. C. B. Rules of Interchange. On passenger cars, the cylinders, triple valves and slack adjusters must be cleaned and lubricated at least once in six months, and in case cars are equipped with high-speed brakes, the triple, high-speed valves and control valves must be cleaned at least once every three months, and date and place of last clean- ing stenciled on these parts with white paint. The triple valves and auxiliary reservoirs must be frequently drained, especially in cold weather, by re- moving the plug in the bottom of the triple valve and opening drain cock in bottom of reservoir. 34. Adjustment of Brakes. — The slack of the brake shoes must be taken up by means of the truck dead levers on cars having four-wheeled truck and at the turnbuckle nearest the center of the car on cars hav- ing six-wheeled trucks. In taking ip such slack it must first be ascertained that the hand brakes are AIR CAR BUILDERS' DICTIONARY AIR released, and the slack is all taken out of the upper connections, so that the truck levers do not go within one inch of the truck timber or other stop, when the piston of the brake cylinder is fully back at release position. When under a full application the brake piston travel is found to exceed 9 in. upon passenger or freight cars, the brake shoe slack must be taken up and adjustment so made that the piston shall travel not less than 6 in. In taking up the brake shoe slack it must never be taken up by the hand brakes. Where automatic slack adjusters are applied to a car, such adjuster must be fully released before the slack is taken up elsewhere, and where cars are equipped with P. C. control apparatus it must be seen that both slack adjusters are evenly adjusted. 35. Braking Force. — Where the cylinder lever has more than one hole at the outer end and different holes are for use upon cars of different weights, it must be carefully ascertained that the rods are con- nected to the proper holes, so that the correct braking force shall be exerted upon each car. 36. Repair Parts. — Inspectors must keep constant- ly on hand for repairs supply of all parts of the brake and signal equipment that are likely to get out of order. 37. Hanging Up Hose. — Inspectors must see that, when cars are being switched or while standing in the yard, the hose is coupled between the cars or properly secured in the dummy couplings, where cars are so equipped. 38. Responsibility of Inspectors. — Inspectors will be held strictly responsible for the good condition of all the brake and signal apparatus upon cars placed in trains at their stations ; they will also make exam- inations of the brakes, and make such repairs as may be required. Air Brake and Train Air Signal 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 190S. Revised 1913. In 1911 detailed specifications of label were placed under the heading "Label for Air-Brake Hose." Mod- ified and changed as to form in 1914. Modified in 1915. I. MANUFACTURE. 1. Scope. — These specifications supersede all pre- vious specifications for air brake and signal hose, in- cluding that for "woven and combination woven and wrapped air brake hose.'' Air brake hose of the woven and combination woven and wrapped type shall meet all tests of these specifications except that of friction, Section 4, on those constructions where friction can not be made. 2. All hose shall be soft and pliable and not less than four-ply. They shall be made of rubber and cotton fabric, each the best of its kind for the purpose. II. PHYSICAL PROPERTIES AND TESTS. 3. Hose shall be subjected to the following tests, which must be made at a room temperature of not less than 65 deg. F. 4. Friction Test. — The quality of friction shall be determined by suspending a 20-lb. weight from the separated end of the duck of one of the 1-in. test specimens described in Section 9, the force being ap- plied radially. The separation shall be uniform and regular, and the average speed shall not exceed 8 in. in 10 min., the distance being measured while the weight is still in place. 5. Stretching Test. — Test specimens from tube and cover will be quickly stretched until the 2-in. marks are 10 in. apart and immediately released. They will then be re-marked as at first within 10 sec. after starting to release and again stretched to 10 in. between the new marks, remaining so stretched for 10 min. The specimens shall then be completely released, and within 30 sec. after starting to release the distance be- tween the marks last applied will be measured, and the initial set must not be more than }4 in. At the end of 10 min. the distance between the marks will again be measured, and the final set must not be more than Y% in. These test specimens may be cut from the tube and cover of the friction-test specimen, but shall not be used for tensile test. 6. Tensile Strength. — Test specimens from tube and cover shall be pulled in a tensile machine with a test speed of 20 in. per minute. The inner tube must have a tensile strength of not less than 800 lb. or more than 1200 lb. per sq. in., and the cover not less . than 700 lb. or more than 1100 lb. per sq. in. The elongation shall be such that the marks, originally 2 in. apart, stretch to at least 10 in. before specimen breaks. If the tensile strength in lb. per sq. in. is greater than that required, the sample may be accepted, providing the per cent increase in elongation is equal to or greater than the per cent increase in tensile strength in lb. per sq. in. above the maximum figure. 7. Porosity Test. — The remaining 17 in. shall be mounted and placed in a test rack, the circumference will be measured and the hose filled with air at 140 lb. pressure per sq. in., the rubber cover shall be cut from clamp to clamp (taking care not to injure the duck) and this pressure maintained for 5 min. At the end of this time the hose will be submerged in water to de- termine whether the inner tube is porous. The escape of air through the tube shall be distinct enough so that the porosity will not be confused with the escape of air which is confined in the structure of the hose. In the event the hose fails on bursting test at the point at which cut was made for porosity test and a satis- factory hydraulic test is not obtained, the porosity and hydraulic test will be repeated on another piece. 8. Bursting Test. — The section of hose, which was used for porosity test, shall then be subjected to a hydraulic pressure of 200 lb. per sq. in., under which pressure it shall not expand in circumference more than ?4 in. for air-brake hose and 11/16 in, or air- signal hose, nor develop any small leaks or defects. ^ -irf 2t -W -2- 3q i *4' 77^ ~\_ TEST SPECIMEN. After the above test, this section shall then stand a hydraulic pressure of 500 lb. per sq. in. for 10 min., without bursting or developing any small leaks or de- fects, after which the hydraulic pressure shall be in- creased to a minimum of 700 lb. per sq. in. without bursting, at the rate of not less than 100 or more than 200 lb. per 5 sec. 9. Test Specimen. — (a) A hose shall be selected at random and a section 5 in. cut from one end. Two sections, each 1 in. long, shall be cut from the 5-in. section for making friction, stretching and tensile tests, the remaining 3-in. section shall be used for making additional tests, which may be desired on the tube and cover. Stretching and tensile test specimens shall be AIR CAR BUILDERS' DICTIONARY AIR cut from the tube and cover with a die having the dimensions shown. (b) In measuring the thickness of the test specimen shown in Fig. 1 to determine the strength per square inch, a micrometer graduated to 0.001 in. having a shoe 0.24 to 0.26 in. diameter, exerting a pressure of from 8 to 10 oz. on the test specimen, shall be used. 10. Number of Tests— For each lot of 200 pieces of hose one extra hose shall be furnished free of cost for test purposes. III. PERMISSIBLE VARIATIONS. Thickness of Length, Outside Inside Cap Vul- In. Diameter, Diameter, canized on, , In. In. In. Aih-Brake Hose. Maximum 22 H 2% 1^ JL Minimum 22 2^ 1^ ^ Air-Signal Hose. Maximum 22^ \% ift ^ Minimum 22 \\\ \y a ^ IV. WORKMANSHIP AND FINISH. 11. Workmanship. — (a) Tube. — The tube shall be made either by hand or machine. It shall be free from holes and imperfections, and in joining must be so firmly united to the cotton fabric that it will meet the friction tests prescribed in Section 3. The tube shall be of such a composition and so cured as to suc- cessfully meet the requirements of tests given in Sec- tions 4 and S, the tubes to be not less than 3/32 in. thick. (b) Cover. — The cover shall be of the same quality of rubber as the tube and shall not be less than 1/16 in. thick, and shall meet the requirements of tests given in Sections 4 and 5. (c) Duck. — The canvas or duck used as a wrapping for the hose shall be made of long fiber cotton, loosely woven, and shall weigh not less than 22 oz. per lin. yd., 40 in. wide. The canvas or duck shall be frictioned with rubber on both sides and shall be applied on the bias and edges lapped at least T A in. and not sewed. 12. Finish. — The hose shall be smooth and regular in size throughout its entire length. V. MARKING. 13. Serial Number. — Each lot of 200 or less shall bear the manufacturer's serial number, commencing at 1 on the first of the year and continuing consecutively until the end of the year. 14. Label. — Each length of hose shall have vulcan- ized on it the label ior airbrake hose of white or red rubber, as shown under the specifications for "Label for Air Brake Hose." This label shall be applied around the hose at a point 6 in. from the end (a varia- tion of Y% in. either way will be permitted) and with the top of the lettering toward the center of the hose. VI. INSPECTION AND REJECTION. 15. Inspection. — (a) The manufacturer shall afford the inspector, free of cost, all reasonable facilities to satisfy him that the material is being furnished in ac- cordance with these specifications. (b) The purchaser may make the tests and inspec- tion to govern the acceptance or rejection of the ma- terial in his own laboratory or elsewhere. Such tests and inspection to be made at the expense of purchaser. (c) All tests and inspection shall be so conducted as not to interfere unnecessarily with the operation of the works. 16. Rejection. — Material which, subsequently to above tests at the mills or elsewhere, and its acceptance, or prior to being placed in service, develops weak spots or imperfections, or fails to pass any one of the tests herein required, within 60 days from date of ship- ment, will be rejected and shall be replaced by the manufacturer at his own expense. 17. Rehearing. — Samples tested in accordance with this specification, which represent rejected material, shall be preserved for 14 days from date of test report to the manufacturer. In case of dissatisfaction with results of the tests, the manufacturer may make claim for a rehearing within that time. Air Brake Appliances (M. C. B. Recommended Practice). Figs. 2910-2912. In 1899 a Recommended Practice for the location of air-brake parts on different classes of cars was adopt- ed, 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 exceed 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 a standard. In 1904 the location of the main air pipe and angle cock was changed to standard. Air Brake Appliances (M. C. B. Standard). Fig. 2845. In 1913 10-inch air brake cylinders for freight cars weighing between 37,000 pound's and 58,000 pounds light weight were adopted as Recommended Practice. In 1914 advanced to Standard and note made on drawing. In 1913 the K 1 for 8-inch, and the K 2 , for 10-inch equipment, were adopted as Recommended Practice. In 1914 advanced to Standard and note made on drawing. Air Brake, Cleaning and Testing (M. C. B. Standards. 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 dismantaled and all the internal parts, except those with rubber seats and gaskets, cleaned with gasoline, then blown off with compressed 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 AIR CAR BUILDERS' DICTIONARY AIR 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 is 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 in the guide nut. The graduating spring and the retarded-release spring in retarded-release triple valves must conform to stand- ard dimensions and be free from corrosion. The thread portion of the graduating-stem guide should be coated with oil and graphite before reapplying it to the triple cap. The tension of the side-valve spring should be regu- 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 bush- ing 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 side 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 coat- ing 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 coat- ing of loose graphite. The triple-valve piston-packing ring and its cylinder should be lubricated with either a light anti-friction oil - .flrjKfl'/TO**' r i r "4 > \ j k ) Holes Cored j%" Holes cored j§' Drawing A. Drawing B. front and back stop. Spacing Between Coupler Horn and Buffer Beam. — In 1905, that the spacing between coupler horn and buffer beam be 1^4 inches for all spring gear, and 2J4 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. B. Standard). Figs. 2859, 2860. Standard con- tour line was announced by Executive Committee under instructions from the Association, April 8, 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. 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 J4 inch i n 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 7j4 inches as a minimum. Automatic Car Coupler Head (M. C. B. Standard). In 1899 the recommendation of the coupler committee 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 market after January 1, 1909, have a dimension of 9% 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*4 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 12>4 inches for the M. C. B. Temporary Standard Coupler for existing 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 34>4 inches and the minimum height of drawbars for freight cars on such standard-gage railroads measured in the same manner, shall be 31 y 2 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 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 20 AUT CAR BUILDERS' DICTIONARY AUT 17^ inches, and the minimum height of drawbars for freight cars on such 2-foot gage railroads, meas- ured in the same manner, shall be 14 l / 2 inches. Adjusting Height of Couplers.— (M. C. B. Stand- ard). 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 interstate 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 34J4 inches, or within % inch thereof, and when it is necessary to alter a loaded car it should be adjusted to 33^4 inches or within % inch thereof, or as near as possible to such height as will bring it to 34^ 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 1905 they were revised and adopted as a Stand- ard. 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 the head of the knuckle pivot pin. In 1912 the specifications were changed to permit of an underneath unlocking device operating with an up- ward movement. In 1913 the guard-arm test was readopted as a Stand- ard in place of the face test and specifications revised as to form only, as follows : Specifications revised in 1915 to take care of the number of samples being reduced from 13 to 8, by in- creasing the lots from 100 to 200 couplers. In 1915 paragraph 39 was modified. 1. The couplers will be subject to the inspection and test of the railroad company as to their workings, general condition and strength. 2. Place of Inspection and Test. — The test and in- spection will be made at the place of manufacture. 3. Help. — All necessary assistance and labor for making inspection, tests and prompt shipment shall be furnished by the manufacturer free of charge. 4. Ordering. — Couplers shall be ordered as far as practicable in lots of 1,000. 5. For each 1,000 ordered, the manufacturer shall furnish 1,008 and 6 additional knuckle pivot pins, and in the event of additional couplers or knuckle pivot pins being required to carry out the tests, they shall be furnished free of cost by the manufacturer. 6. Definitions. — The word "Coupler" as here used includes the bar itself and the contained parts within the head, such as locks, knuckle throws, etc. I. MANUFACTURE. 7. Manufacture. — The couplers furnished under these specifications shall be made of steel in accord- ance with the best foundry methods and shall not be painted. 9. Annealing. — All parts shall be well annealed throughout. II. PHYSICAL PROPERTIES AND TESTS. 10. Drop-test Machine. — The testing machine ap- proved by the Master Car Builders' Association shall be used for the testing of couplers. For drop-test- ing machine and details, see Figs. 29, 29-A, 29-B, 29-D and 29-E. 11. Test No. 1, Striking Test on Closed Knuckle of Completed Coupler, Taking Sample for Test No. 1. — After the inspection by the manufacturer and the rail- road inspector, as per sections 38 and 40, the latter shall select one complete coupler, taken at random from each of the lots as provided for in section 39 and subject them to the following test: 12. Preparation for Test No. 1. — As a preliminary, the coupler shall be marked on the bottom of butt with a center-punch line, parallel to the axis of the shank, this line to extend to the inner face of the knuckle (see Fig. 1). The coupler shall be rigidly fixed in the machine in a vertical position, with the axis of the coupler in the center line of drop, the pivot pin hole parallel to line through center of legs of 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, this sledging repeated after each blow. The heights of support from bottom of butt end should not be greater than 10^4 in. 13. Striking Test. — Blows to be struck directly on knuckle. Three blows of 1,640 lb. falling 5 feet. Three blows of 1,640 lb. falling 10 feet. 14. Failure of Test No. 1. — 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 three blows at 10 feet, or if any crack appears more than 1 inch long or open more than 1/16 inch or the center-punch line measured at the contour is distorted more than 1% inches after having received three blows at 10 feet, or if the knuckle is closed more than J4 inch from its original position, when pulled out against the lock by hand after receiving three blows at 5 feet, or if the knuckle will not open, or if the locking device is inoperative after test. For measuring axial distor- tion and knuckle closure see Figs. 1 and 2. Note. — The knuckle should be pulled out against lock by hand as far as it will go and not pushed in to the extent of play when making the original meas- urement of distance from face of bar to pulling face of knuckle. 15. Retest. — If the coupler fails to stand the pre- scribed tests, but, before failing, stands three blows at 5 feet and one blow at 10 feet, a retest will be ad- missible, and a second coupler shall be taken from the same lot from which the first coupler was taken and tested as per Section 11. 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 re- jected and another lot substituted and tested in the same way. 16. Taking Samples for Tests Nos. 2, 3 and 4. — From each 1,003 couplers accepted by test No. 1, three complete couplers shall be selected by the inspector, one of which shall be subjected to test No. 2, one to test No. 3 and one to test No. 4 hereafter specified. 17. Retest for Tests Nos. 2, 3 and 4. — 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 200 couplers 21 AUT CAR BUILDERS' DICTIONARY AUT and the failure allows a retest, a second coupler shall be taken from the fourth 200 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 r ejected and another lot of 1,000 couplers substituted. 18. Test Xo. 2, Guard-arm Test of Drawbar. — As a preliminary, pivot pin, knuckle and locking dc\ice hav- ing 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 ; a center-punched mark must also be placed at the end of guard arm and on lug (see Fig. 3). The coupler must be blocked rigidly in a vertical position in the machine with steel fillers and wedges, the latter sledged down tight and the sledding repeated after each blow. The butt must rest solidly on the anvil and must be blocked to prevent lateral motion. The edge of guard arm must be on line through centers of legs of machine. izer bar placed so as to rest level, one end in the closed knuckle, the other resting central on the spring follower cap. 22. Jerk Test.— The weight shall strike the equal- izer bar midway between the center line of coupler and the center line of the spring follower cap. Three blows of 1,640 lb. falling 5 feet. Three blows of 1,640 lb. falling 10 feet. 23. Failure of Test No. 3. — A coupler shall be con- sidered as having failed to stand this test if it is broken before it has received three blows at 5 feet and three blows at 10 feet, or if any crack appears more than 1 inch long or open more than 1/16 inch or if the knuckle is open more than i/i inch from its original position after the third blow at 10 feet, or if the equal- izer bar will not stay in place when struck, or if the knuckle will not open or if the locking device is inoperative after receiving the full test. Should the coupler fail to stand the prescribed test, but stand three FIG.2 AFTER TEST FIG3 BEFORE TCS7 AFTER TEST Tr.ST » 1 ■' NOT fMCETRO Ify . ■ WOT HOTtitil O >^ )lj . 19. Guard-arm Test. — Blows to be struck directly on. guard arm. Three blows of 1,640 lb. falling 3 feet. Four blows of 1,640 lb. falling 5 feet. 20. The coupler shall be considered as having failed to stand this test if it is broken before it has received three blows at 3 feet and four blows at 5 feet, or if any crack appears more than 1 inch long or open more than 1/16 inch or if the center-punched line is dis- torted more than lyi inches for 5 by 7 inch shank, or \y% inches for S by 5 inch shank couplers, or if the distance between center-punch marks on bottom of head has widened more than 7/16 inch. For method of measuring axial and guard-arm deflection, see Figs. 3 and 4. Should the bar before failing stand three blows at 3 feet and two blows at 5 feet, another coupler shall be provided and tested as per Section 17 governing retest for Tests Nos. 2, 3 and 4. 21. Test No. 3, Jerk Test of Complete Couplers, Preparation. — One coupler shall be placed in an inverted position in the yoke forging of test machine and equal- wcrMco or uM»ywa owlection in tcst moil . A B .cuumi >.i'l »;n.ccT.o« a,. .«> .«'.- cxr.cco l£rop ukldis «/.«. if '!...".«. Oil Ij ra» ™«t»s v,.T» JSi» »"»» ,. C'D-CD ItCZU'lZ-- CUARO AW« OtSTOBTlOW *»° <-'"^ "<>'>' i.*XCCOi b blows at S feet and one blow at 10 feet, another com- plete coupler shall be provided and tested as per Sec- tion 17 governing retests for Tests Nos. 2, 3 and 4. 24. Test No. 4, Pulling Test of Complete Coupler. — One complete coupler shall be supported in the ma- chine by yoke forging and locked as in a running posi- tion to a dummy, the axes of the coupler and dummy to be in the same straight line. The dummy shall have the contour lines of an M. C. B. coupler, with the exception of the guard arm, which may be omitted. The coupler shall stand a steady pull of 150,000 pounds. 25. Failure of Test No. 4. — A coupler shall be con- sidered 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 1 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, or if it slips apart from the dummy in the machine, or if the knuckle will not open, or if the locking device is inoperative after test. Should the coupler fail to stand the prescribed 22 AUT CAR BUILDERS' DICTIONARY AUT test, but before failing stand a pull of 100,000 pounds, another complete coupler shall be provided and tested as per section 17 governing retest for Tests Nos. 2, 3 and 4. The measurement of the knuckle opening shall be obtained after the pressure is released. 26. Failure of Parts.— The final failure of any part to meet test shall not condemn the complete coupler, but only that part which fails, and such parts in all couplers represented shall be replaced, after which the test shall proceed, using new couplers, as if no part of the test had been made. (a) Note.— Any part of any coupler which has been subjected to test is condemned for service. 27. Test of Pivot Pins.—H the lot of 1,000 couplers is accepted on test No. 1, the inspector shall take at random from the accepted 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 test, the couplers complete may be accepted. 28. Failure of Pins.— If the pins do not pass the in- spection 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 treated in accordance with the requirements of the specifications for knuckle pivot pins. If these are ac- cepted, then the manufacturer will be required to re- move all the former lots of pins in the couplers other- wise acceptable and substitute the lot of pins accepted. III. DIMENSIONS AND GAGES. 29. Dimensions. — Couplers must conform to M. C. B. standard drawings and contour lines, and the dimen- sions of butt and shank shall be within the limits of variations shown by M,. C. B. standard drawings. 30. Gages. — Standard M. C. B. gages shall be used in gaging all parts for which gages are provided. IV. WORKMANSHIP AND FINISH. 31. Workmanship. — Bars, knuckles, locking pins or blocks and knuckle pivots pins shall be accurately made to gages furnished by the manufacturer. These gages shall govern all dimensions representing fitting sur- faces, thereby insuring absolute interchangeability and freedom of motion between the assembled parts with- out adjustment or machining. When assembled, knuckles and locking pins or blocks must work freely, but the lost motion between knuckle and bars must not permit more than j4 in. vertical play, or between knuckles' and locks must be such that the knuckle can not be pulled forward by hand beyond the proper contour line, but % in. to Y% in. lost motion in oppo- site direction is desirable. Bars and knuckles shall not be accepted if distorted by improperly matched flasks or by any other defects due to molding. 32. Finish. — They shall be free from injurious shrinkage cracks, flaws, checks, and sand holes or blow holes. 33. Holes, Drilled or Cored.— The. holes for pivot pins in lugs of bars and knuckles may be drilled, or if cored shall be broached out, and shall not be more than 1/32 inch larger than pin, and rivet holes in butt shall be drilled, or if cored, shall be broached out. The holes shall be parallel to the face of the bar or knuckle and at right angles to the axis of the bar or knuckle. 34. Faces. — The pulling and contact faces of coup- lers and knuckles shall be clean, smooth, and at right angles to axis of bar. V. MARKING. 35. Marking. — The name of coupler shall be legibly cast on the top side of head of the bar. The knuckle shall also bear the name of the coupler and the manu- facturer's name or identification mark legibly cast or stamped at some point where it will not be worn off. Knuckle pins shall bear the manufacturer's mark on the head of pin. 36. M. C. B. Marking. — Every coupler and knuckle made to comply with these specifications shall 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 success- fully passed inspection and tests herein required, the letters M. C. B. shall be legibly stamped upon the plate at each coupler and knuckle, this mark to be evidence that the complete coupler is an M. C. B. Standard. 37. Serial Number. — Each knuckle and drawbar shall bear the serial number legibly stamped or cast on it. VI. INSPECTION AND GROUPING. 38. Manufacturer's Inspection. — The couplers shall be thoroughly inspected by the manufacturer to see that they meet the requirements as to interchange- ability, soundness and dimensions of parts, etc., herein specified. 39. Grouping. — Couplers shall then be arranged in lots of 201 and 202 so as to provide for the necessary 1008 couplers specified in section 4. Where possible, care should be taken to put all couplers of the same melt number or numbers in the same lot or lots. 40. Purchaser's Inspection. — The inspector shall then inspect and gage each coupler as to its com- pliance with drawing sizes and for surface defects and proper contour lines. Any irregularities or swol- len parts on the working or bearing faces shall be ground or chipped off before the couplers are ac- cepted. VII. MECHANISM. 41. Operating Parts. — Couplers shall have a lock set within the head of the coupler. They shall be so designed as not to part when the knuckle pin is broken or removed. They shall couple or 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 with the hand. They shall have steel pivot pins \Y% in. diameter of sufficient length to permit applying a y% 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. 42. Lock Lift. — The lock lift shall be in the central longitudinal vertical plane of the coupler, located be- tween the vertical plane of the striking horn and contour lines, and shall operate either from the top or bottom by an upward movement. The total lift of locking pin shall not be more than 6 inches. SPECIFICATIONS FOR KNUCKLE PIVOT PINS — STANDARD. In 1907 the following specifications were adopted as Recommended Practice and made Standard in 1909. Revised as to form in 1913. In 1914 specifications for heat-treated knuckle pivot pins were adopted as Recom- mended Practice. 1. The knuckle pivot pins will be subject to the inspection and tests of the railroad company for gen- eral condition and strength. 23 AUT CAR BUILDERS' DICTIONARY AUT 2. Place of Inspection and Test. — The inspection and test will preferably be made at the place of manu- facture. 3. Help. — All necessary assistance and labor for making inspection, tests and prompt shipment, shall be furnished by the manufacturer free of charge. 4. Ordering. — Knuckle pivot pins shall be ordered as far as practicable in lots of 500. The manufacturer shall furnish three extra pins with each order of 500 pins, and in the event of ad- ditional pins being required to carry out the pre- scribed tests they shall be furnished free of cost by the manufacturer I. MANUFACTURE. 5. Process. — All knuckle pivot pins ordered under these specifications shall be made from open-hearth steel, properly -forged and then annealed and shall not be painted. II. PHYSICAL PROPERTIES AND TESTS. 6. Drop-test Machine. — The testing machine ap- proved by the Master Car Builders' Association shall be used in the test of knuckle pivot pins. 7. Sampling. — From each lot of 503 pins, the in- spector shall select three pins taken at random and subject them to the cross-bending drop test as here- inafter specified. 8. Cross-bending 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 in. center to center to be subjected to a blow by the standard weight of 1,640 lbs. falling at a height of 3 feet. The blow of the weight should be transmitted to the specimen by a block having a round lower edge resting on the specimen. The radius of all these round edges is to be 54 in - All pins are to be tested cold and shall not show any cracks or fractures. The bend shall be directly under the nose of the plunger. 9. Failure. — Pins will be rejected if they crack, break or show a deflection less than 15 degrees or greater than 35 degrees. 10. Retest. — If one of the pins fails to stand the test herein required 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 prescribed tests, that lot of pins will be accepted, otherwise that lot of pins shall be rejected and another lot substituted and tested in same way. III. DIMENSIONS AND GAGES. 11. Permissible ] 'ariations . — All pins shall not be more than 1 41/64 in. nor less than 1 39/64 in. in diameter determined by a suitable gage and shall not vary more than % in. above or below the proper length. IV. WORKMANSHIP AND FINISH. 12. Workmanship. — The head shall be well formed and the pins which are not straight and true, and those which have blisters or surface defects of any kind, will be rejected. 13. Finish. — The lower end of the pin shall be cut off square and have at least 54 in. bevel or chamfer. The cotter-pin hole to be properly drilled for T>/% in. cotter. V. MARKING. 14. Marking. — Pivot pins shall have the manufac- turer's marks on the head of the pin. VI. INSPECTION AND REJECTION. 15. Manufacturer's Inspection. — Knuckle pivot pins shall be thoroughly inspected by the manufacturer to see that they meet the requirements as to interchange- ability, soundness, dimensions of parts, etc., herein specified. 16. Grouping. — Knuckle pivot pins shall then be ar- ranged in lots of 503, and, where possible, care should be taken to put all pins of the same melt number or numbers in the same lot or lots. 17. Purchaser's Inspection.— The inspector shall then inspect and gage each knuckle pivot pin as to its compliance with drawing sizes and for surface defects. SPECIFICATIONS FOR SEPARATE KNUCKLES — STANDARD. In 1904 the following specifications were adopted as Recommended Practice for separate knuckles and in 1907 advanced to Standard. Revised as to form in 1913. 1. Knuckles will be subject to the inspection and tests of the railroad company as to their general condition and strength. 2. Place of Inspection and Test. — The tests and in- spection will be made at the place of manufacture. 3. Help. — All necessary assistance and labor for making inspection, tests and prompt shipment shall be furnished free by the manufacturer. 4. Ordering. — Knuckles will be ordered as far as is practicable in lots of 100 each. For each 100 knuckles ordered the manufacturer shall furnish 102, and in the event of additional knuckles being required to carry out tests, they shall be furnished free of cost by the manufacturer. I. MANUFACTURE. 5. Manufacture. — The knuckles furnished under these specifications shall be made of steel in ac- cordance with the best foundry methods and shall not be painted. 6. Annealing. — All parts shall be well annealed throughout. 7. Number Cast in One Melt. — As many knuckles as possible shall be cast from the same melt. II. PHYSICAL PROPERTIES AND TESTS. 8. Drop-test Machine. — The testing machine ap- proved by the Master Car Builders' Association shall be used in the test of knuckles. 9. Sampling. — From each lot of 102 knuckles the inspector shall select two knuckles at random from lot or lots and subject one to test No. 1 and other to test No. 2. 10. Test No. 1 — Striking Test — Preparation. — 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 into position be- tween the tail and housing casting so that the striking face of the knuckle is in a horizontal position. 11. Striking Test. — Blows to be struck on striking block, through which they are transmitted to knuckle 3 blows of 1,640 lbs. falling 4 feet. 3 blows of 1,640 lbs. falling 8 feet. 24 AUT CAR BUILDERS' DICTIONARY AUT 12. Failure of Test No. 1.— 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 crack appears more than 1 inch long or open more than 1/16 inch. 13. Retest.—li this knuckle fails to stand test No. 1. but before failing stands three blows at 4 feet and one blow at 8 feet, a retest will be admissible and another knuckle shall be taken from the same lot and tested as per section 9. 14. Jerk Test— Preparation.— The jerk test back block and knuckle supports are placed in the housing against the back and sides, the knuckle dropped in be- tween the supports and held by inserting the pin through the hole in the knuckle supports. The knuckle is then adjusted by means of liners between the back block and 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 inserted between the tail of the knuckle and striking block so that the striking face of the knuckle is in a horizontal position. 15. Note. — If preferred by manufacturers, an old coupler and lock of the same kind in which the knuckle fits properly and which may be suitably reinforced in order to endure as many tests as possible may be used in place of supporting casting for this test. 16. Jerk Test. — Blows to be struck on the striking block, through which they are transmitted to the knuckle. 3 blows of 1,640 lbs. falling 3 feet. 2 blows of 1,640 lbs. falling 6 feet. 17. Failure Test No. 2. — The knuckle shall be con- sidered 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 crack appears more than 1 inch long or open more than 1/16 inch. 18. Retest. — If this knuckle fails to stand test No. 2, but before failing stands three blows at 3 feet, a retest will then be admissible, and another knuckle will be taken from- the same lot and tested as per section 14. III. DIMENSIONS AND GAGES. 19. Dimensions. — These shall be within the limits of variations shown by M. C. B. Standard drawings. 20. Gages. — Standard M. C. B. gages shall be used in gaging all parts for which gages are provided. IV. WORKMANSHIP AND FINISH. 21. Workmanship. — Knuckles shall be accurately made to gages furnished by the manufacturer. These gages shall govern all dimensions -representing fitting surfaces, thereby insuring absolute interchangeability without machining. Knuckles shall not be accepted if distorted by improperly matched flasks or by any pther defects due to molding. 22. Finish.— They shall be free from injurious shrinkage cracks, flaws, checks and sand holes or blow holes. 23. Holes, Drilled or Cored.— The holes for pivot pins in knuckles should be drilled, or if cored shall be broached out, and shall not be more than 1/32 in. larger than 1% in. diameter pivot pins. The holes shall be parallel to the face of the knuckle and at right angles to the axis of the knuckle. 24. Faces.— The pulling and contact faces of knuckles shall be clean and smooth. V. MARKING. 25. Markiny. — Each knuckle shall bear the name of the coupler, a serial number and the name of the manufacturer or identification marks legibly cast at some point where it will not be subject to wear. 26. M. C. B. Marking. — Each knuckle made to com- ply with these specifications shall have a raised plate or flat surface cast upon at 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 herein, the letters M. C. B. shall be legibly stamped upon the plate on each knuckle, this mark to be evidence that the knuckle is an M. C. B. Standard. VI. INSPECTION AND GROUPING. 27. Manufacturer's Inspection. — The knuckles shall be thoroughly inspected by the manufacturer to see that they meet the requirements as to interchange- ability, soundness and dimensions of parts, herein specified. 28. Grouping. — Knuckles shall then be arranged in lots of 102 and, where possible, care should be taken to put all knuckles of the same melt number or num- bers in the same lot or lots. 29. Purchaser's Inspection. — The inspector shall then inspect and gage 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 shall be ground or chipped off before knuckles are accepted. Automatic Car Coupler. Specifications for Heat- Treated Knuckle Pivot Pins for Passenger and Freight Equipment Cars. (M. C. B. Recommended Practice.) I. MANUFACTURE. 1. Process. — The steel shall be made by the open- hearth process. 2. Heat Treatment. — The pins shall be properly heat-treated to meet the requirements of the physical tests. II. CHEMICAL PROPERTIES AND TESTS. 3. Chemical Composition. — The steel shall conform to the following requirements as to chemical com- position : Carbon 0.55 — 0.70 per cent. Manganese 0.40 — 0.60 " Phosphorus, not over — 0.05 " Sulphur, not over 0.05 " Silicon 0.15 — 0.25 4. Ladle Analysis. — An analysis shall be made by the manufacturer from a test ingot taken during the pouring of each melt, to determine the percentage of carbon, manganese, phosphorus, sulphur and silicon. Drillings for analysis shall be taken not less than J4 in. beneath the surface of the test ingot. A copy of this analysis shall be given the purchaser or his rep- resentative. This analysis shall conform to the re- quirements specified in Section 3. 5. Check Analysis. — A check analysis shall be made from the finished material representing each melt, by the purchaser or his representative, and shall meet the requirements specified in Section 3. III. PHYSICAL PROPERTIES AND TESTS. 6. Drop Tests. — This test shall be made on a stand- ard "M. C. B." drop test machine, the pins resting on rounded supports held rigidly 10 in. center to center, to be subjected to a blow by a standard weight of 1640 lb. falling from a height 25 AUT CAR BUILDERS' DICTIONARY AUX of 3 ft., and shall show a deflection not less than IS deg. or more than 35 deg. without cracking or breaking. 7. Number of Tests. — The manufacturers shall fur- nish, free of charge, one extra pin with each lot of 200 or less. IV. PERMISSIBLE VARIATIONS. 8. The diameter of the pins shall conform to the standard M. C B. limit gages for rounds. The length shall not vary more than % in. below or above that specified. v. FINISH. 9. The finished pin shall be straight, have a smooth surface, be uniform in diameter and shall not be painted. VI. MARKINGS. 10. The manufacturer's name or identification marks shall be stamped on the head of each pin. VII. INSPECTION AND REJECTION. 11. Inspection. — (a) The inspector representing the purchaser shall have free entry, at all times while work on the contract of the purchaser is being per- formed, to all parts of the manufacturer's works which concern the manufacture of the material or- dered. The manufacturer shall afford the inspector, free of costs, all reasonable facilities to satisfy him that the material is being furnished in accordance with these specifications. (b) The purchaser may make the tests to govern the acceptance or rejection of the material in his own laboratory or elsewhere. Such tests, however, shall be made at the expense of the purchaser. (c) All tests and inspection shall be so conducted as not to interfere unnecessarily with the operation of the works. 12. Rejection. — Material which, subsequently to above tests at the mills or elsewhere, and its accept- ance, develops weak spots, cracks or imperfections, or is found to have injurious defects, will be rejected and shall be replaced by the manufacturer at his own expense. 13. Rehearing. — Samples tested in accordance with this specification, which represent rejected material, shall be preserved for 14 days from date of test re- port. In case of dissatisfaction with results of tests, the manufacturer may make claim for a rehearing within that time. Automatic Car Coupler Striking Horn (M. C. B. Stand- ard). In 1899 the vertical height of the stop shoulder, or horn of coupler was fixed at not less than 354 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 end 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). Fig. 2858, 2859. 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 coup- lers to gage rivet holes and lug for yoke fitting, also length and height of butt. Gage No. 2 is used on 9Ms-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 5 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. 1475- 1481. 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 provided for inter- change with cars not equipped with the device. See Emergency Head Back-up Connection. 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, Auto- matic. Automatic Slack Adjuster. See Slack Adjuster. Automatic Switch (Electric Lighting). A device connected to the armature of the generator, by which the current is automatically turned onto the lights and batteries when the armature has reached a predetermined speed of rotation and consequent voltage output. Automatic Train Stop. Fig. 1435. A valve mechanism mounted on the car or locomotive, operated by a track trip, and connected with the brake system so as to produce an automatic emergency application of the brakes at predetermined points when the conditions within any block are such as to forbid train movement into it. Automatic Ventilator. Figs. 2267, etc. 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 window sash from being shoved up or down. See Sash Lock. Automobile Car. Figs. 19-21, 267, 268. A box car for carrying automobiles and having exceptionally large side or end doors. See Car. Auxiliary Belt Rail. 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. The same as a Center Compression Beam Brace. Auxiliary Contactor (Motor Cars). A Contactor ap- plied 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 con- troller. Auxiliary Reservoir. Figs. 1346, 1352, 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. 26 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. 2834. In 1899 it v,as de- cided 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 instead of cars of particular capacity. Axle. — A. With journals, 3}4 by 7 inches. De- signed 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 diam- eter 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 454 inches, by letter ballot. In 1901 the diameter of wheel seat was changed from AYt to 5% 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 bor- ings 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 to the rough collar; also in the diameter of the rough col- lar. In 1907 the radius between the wheel seat and the rough collar on the inside of the hub of the wheel was changed to 34 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 54 inch. Axle. — B. With journals, AV* by 8 inches. Designed to carry 22,000 pounds. This axle was adopted as a standard of the Asso- ciation for cars of 60,000 pounds capacity, by letter ballot, in 1889. In 1901 the diameter of wheel seat was changed from Sy% inches to 554 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 bor- ings to be taken from steel axles for analysis. In 1901 the diameter of the middle was increased from 4^ inches to 4^4 inches. In 102 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 54 inch. In 1910 the radius of dust-guard fillet was increased from J4 inch to $i inch, and the wheel seat fillet from 54 inch to -Hj inch. Axle. — C. With journals, 5 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 byi inches to 654 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 bor- ings 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 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 % inch. In 1910 the radius of the dust-guard fillet was in- creased from 54 i ncn to 54 inch. Axle. — D. With journals, Sj4 by 10 inches. De- signed to carry 38,000 pounds. This axle was adopted as a standard of the Associa- tion 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 54 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 in- creased from 54 inch 54 inch. 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 advanced to standard in 1913. Axle Collar. A rim or enlargement on the end of a car axle, which takes the end thrust of the journal bear- ing. 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. 2428, etc. 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. 991, 1010. A beam or bar supported by a truck frame and extending over the axles. Iron straps attached to this beam form a sup- port for the axle in case of breakage. See End Axle Guard. Axle Guard Truss. A wrought iron forged bar connect- ing the iron transoms of a six-wheel truck, and carry- ing the middle axle guard. Axle Lighting. See Electric Lighting. 27 AXL CAR BUILDERS' DICTIONARY AXL Axle Pulley. Figs. 2459, etc. 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. 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. 991, 1010. A strap con- nected 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. Standard.) Fig. M. C. B. IS. SPKCIFICATIONS FOR STEEL AXLES. In 1899 the following specifications, including tests for steel axles for passenger and freight equipment cars were adopted as Recommended Practice : In 1914 they were modified and revised as to form and advanced to Standard. I. MANUFACTURE. 1. Process. — The steel shall be made by the open- hearth process. II. CHEMICAL PROPERTIES AND TESTS. 2. Chemical Composition. — The steel shall conform to the following requirements as to chemical compo- sition : Carbon 0.38 — 0.52 per cent. Manganese 0.40 — 0.60 " Phosphorus, not over 0.05 " Sulphur, not over 0.05 " 3. Ladle Analysis. — An analysis shall be made by the manufacturer from a test ingot taken during the pouring of each melt, to determine the percentage of carbon, manganese, phosphorus, sulphur and silicon. Drillings for analysis shall be taken not less than Y% in. beneath the surface of the test ingot. A copy of this analysis shall be given the purchaser or his rep- resentative. This analysis shall conform to the re- quirements specified in Section 2. 4. Check Analysis. — A check analysis shall be made from the finished material representing each melt, by the purchaser or his representative, and shall meet the requirements specified in Section 2. III. PHYSICAL PROPERTIES AND TESTS. 5. Drop Tests. — The axles shall conform to the fol- lowing drop-test requirements : (a) The test axle shall be so placed on the sup- ports that the tup will strike it midway between the ends. It shall be turned over after the first and third blows, and when required after the fifth blow. When tested in accordance with the following conditions, the axle shall stand the specified number of blows without fracture, and the deflection after the first blow shall not exceed that specified in Table No. 1. (b) The deflection is the difference between the distance from a straight-edge to the middle point of the axle, measured before the first blow, and the dis- tance measured in the same manner after the blow. The straight-edge shall rest only on the collars or the ends of the axle. 6. Drop-Test Machine.— -The anvil of the drop-test machine shall be supported on 12 springs, as shown on the M. C. B. drawings, and shall be free to move in a vertical direction, and shall weigh 17,500 lbs. The radii of the striking face of the tup and of the sup- ports shall be 5 in. Dis- - Size of Axle, tance In. Capac- be Weight of Tup, Lb. 1640 2200 ity tween Hght. Num- Max. Hght. Num- Max. Diam. of Sup- of ber Deflec- of ber Deflec- Journal. at Cars, ports, Drop, of tion, Drop, of tion, Center. Lb. Ft. Ft. Blows. In. Ft. Blows. In. 4Jix 8 4% 60,000 3 34 5 7M 5 x 9 5% 80,000 3 43 5 6H 5K*10 5% 100,000 3 43 7 4M , 6 xll 6A 3 40 7 5Ji 7. Number of Tests — (a.) One drop test shall be made from each melt. Unless otherwise specified, not less than 30 axles shall be offered from any one melt. (b) If the test axle passes the physical tests, the inspector shall draw a straight line 10 in. long parallel with the axis of the axle, and starting with one end of it he shall prick-punch this line at several points. A piece 6 in. long shall be cut off from this same axle so as to leave some prick-punch marks on each piece of axle. Drillings for chemical analysis shall be taken by using a 5^-in. drill and drilling in the cut-off end 50 per cent of the distance from the center to the circumference and parallel with the axis of the axle. IV. WORKMANSHIP AND FINISH. 8. Workmanship. — All axles shall be made and fin- ished in a workmanlike manner and all journals and wheel seats shall be rough-turned. In centering, un less otherwise specified, 60-deg. centers shall be used with large diameter of countersink not less than % in and with clearance drilled Yz in. deep. 9. Finish. — The axles shall be free from injurious defects and shall have a workmanlike finish. V. PERMISSIBLE VARIATIONS AND WEIGHTS. 10. Permissible Variation. — The axle shall conform in size and shape to the standard M. C. B. drawings. Length shall not be less than shown and not more than 3-32 in. over. VI. MARKING AND STORING. 11. Marking. — The manufacturer's name or brand, melt number and month and year when made shall be legibly stamped on each axle on the unfinished por- tion, unless otherwise specified. 12. Storing. — If, as a result of the inspection and tests, more axles are accepted than the order calls for, such accepted axles in excess shall be stamped by the inspector with his own name, and will then be piled and allowed to remain in stock at the works, subject to . further orders from the purchasing agent. On receipt of further orders, axles once accepted will not be subjected to further test. In all cases the inspector will keep an accurate record of the melt numbers and the number of axles in each melt which are stored and will transmit this information with each report. VII. INSPECTION AND REJECTION. 13. Inspection. — (a) The inspector shall examine each axle in each melt for workmanship, defects, and 28 AXL CAR BUILDERS' DICTIONARY AXL to see whether the axles conform to the dimensions given on the order or tracing, or whether they con- form to the specifications. All axles not satisfactory in these respects shall not be considered further. If in this inspection defects are found which the manu- facturer can remedy while the inspector is at the works, he may be allowed to correct such defects. (b) The inspector representing the purchaser shall have free entry, at all times while work on the contract of the purchaser is being performed, to all parts of the manufacturer's works which concern the manufac- ture of the material ordered. The manufacturer shall afford the inspector, free of cost, all reasonable fa- cilities to satisfy him that the material is being fur- nished in accordance with these specifications. (c) The purchaser may make the tests to govern the acceptance or rejection of the material in his own laboratory or elsewhere. Such tests, however, shall be made at the expense of the purchaser. (d) All tests and inspection shall be so conducted as not to interfere unnecessarily with the operation of the works. 14. Rejection. — Material which, subsequently to above tests at the mills or elsewhere, and its accept- ance, develops any imperfections, shall be rejected and shall be replaced by the manufacturer at his own ex- pense. 15. Rehearing. — Samples tested in accordance with this specification, which represent rejected material, shall be preserved for 14 days from date of test re- port. In case of dissatisfaction with results of the tests, the manufacturer may make claim for a rehear- ing within that time. Axle Specifications (M. C. B. Recommended Practice). SPECIFICATIONS FOR IRON AXLES. In 1899 the following specifications, including tests for iron axles, were adopted as Recommended Prac- tice: 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 off and faced to exact lengths, and be centered with 60 degree centers in the manner indicated in blue-prints, so as to prevent lathe centers from bottoming. Axles must be made of dou- ble-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 upon 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 circumstances 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 ordered, one additional axle must be furnished for test. This axle will be selected at random from the pile, and subjected 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. Axles will not be ac- cepted if the diameters fall below the dimensions for forged sizes given in the blue-prints, or if exceeding those dimensions by more than % inch. Car axles in the rough must not have less than the prescribed minimum weight, nor more than the prescribed maxi- mum 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 Build- ers' Association. These essential parts are : The points of support 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 supports and of the striking face on the tup in direction of the axis of the axle must be five (S) inches. When an axle is tested it must be so placed in the machine that the tup will strike it midway be- tween 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 speci- fied below. 6. It is desired that the axles when tested as speci- fied above shall stand the number of blows at the heights specified in the following table without rup- ture, and without exceeding, as the result of the first blow, the deflections given : No. Height Axle. Blows, of Drop. Deflection. M. C. B. 4J4 by 8 inch journals 5 2V/ 2 ft. 7% in. M. C. B. 5 by 9 inch journals 5 2.9 ft. 6ft in. M. C. B. Syi by 10 journals S 36 ft. 5ft in. 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'A by 8 inch journals 8^ inches. M. C. B. axles, 5 by 9 inch journals 8ft inches. M. C. B. axle, $y 2 by 10 inch journals 6^j 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 difference of the two measurements is the deflection. 29 BAB CAR BUILDERS' DICTIONARY BAR B Babbitt Metal. "An alloy, consisting of nine 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 published 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. 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. Figs. 1483, 1484, 1515. A cock which is operated by the brakeman in applying the back-up air brake. Back-Up Air Signal. A warning signal which can be operated at the rear of the train when backing up. Baggage-Buffet Car. Figs. 222, 224. A passenger train car with club and dining facilities and a compartment for carrying baggage. See Car. Baggage Car. Figs. 124-131, 220-225, 371-374. See Car. 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. 128. See Car. A car similar to a baggage car, used for either baggage or ex- press matter. Baggage and Mail Car. Figs. 129-131, 372-374. A car run in passenger service and providing facilities for both baggage and mail matter. See Car. 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. 2111, etc. 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. See Brake Beam Adjusting Hanger. Balance Spring (Passenger Truck Brake Gear). 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. Bail-Bearing (Car Journals). Figs. 1072, 1073. Bali-Bearing Butt Hinge. A butt hinge, the washer of which is a ball-bearing. Ball-Bearing Center Plate. Figs. 1079, 1085. A center plate fitted with ball-bearings to reduce the friction in turning. Ball-Bearing Side Bearing. A side bearing fitted with ball-bearings to reduce the friction in curving. See Side Bearing. Ballast Car. Figs. 42-44, 329, 333, 334. See Car. A car for carrying ballast for repair and construction work, usually of either the flat or gondola type. Ballast Plow or Ballast Spreader. Figs. 208, 209, 213. See also Ballast Spreader. A plow for removing bal- last either from cars or from the track. The plow shown in Fig. 209 is used on the tops of flat cars or gondola cars which have side doors and is hauled over the cars either by a locomotive and cable or a special winding engine which takes steam from the locomo- tive. The plows shown in Figs. 208, 213 are for plow- ing and spreading ballast from the center of the track and are drawn or pulled by a locomotive. The plows are raised or lowered by hand or compressed air. 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. Bars, Mild Steel, Specifications for, for Passenger and Freight Equipment Cars. (M. C. B. Recommended Practice.) In 1915 the following specifications were adopted : 1. Scope. — This grade of material will be used for miscellaneous parts, such as arch bars, bolts, hand holds, steps and for general threading and welding material. 2. Process. — The steel shall be made by the open- hearth process. 3. Chemical Composition. — The steel shall conform to the following requirements as to chemical composi- tion : Carbon Optional per cent. Manganese Optional " Phosphorus, not over 0.05 " Sulphur " " 0.05 This material may be used when so desired for rivet steel. 30 BAR CAR BUILDERS' DICTIONARY BAR 4. Ladle Analysis. — An analysis shall be made by the manufacturer from a test ingot taken from the pouring of each melt, to determine the percentage of carbon, manganese, phosphorus and sulphur. Drill- ings for analysis shall be taken not less than % in. beneath the surface of the test ingot. A copy of this analysis shall be given the purchaser or his repre- sentative. This analysis shall conform to the require- ment specified in Section 2. 5. Check Analysis.— A check analysis shall be made from the finished material representing each melt, if so desired by the purchaser or his representative, and shall meet the requirements specified in Section 2. 6. Tension Tests.— -The steel shall conform to the following requirements as to tensile properties : Tensile strength, lb. per sq. in.... SO 000-65 000 for sizes smaller than 1 in. flats and 2 in. rounds. Tensile strength, lb. per sq. in.... SO 000-60 000 for larger sizes. Elongation in 8 in., per cent....l 500 001 tensile strength. 7. Yield Point. — The yield point as determined by the drop of the beam of the testing machine shall be one-half the ultimate tensile strength. 8. Bend Test. — The test speciment for rounds, squares and hexagon bars shall bend cold through 180 deg. without cracking on the outside of the bent por- tion, as follows : For material J4 in- or under in thick- ness, flat on itself ; for material over 54 in- to and including 1^4 in. in thickness, around a pin the diam- eter of which is equal to the thickness of the speci- men; and for material over Xyi in. in thickness, around a pin the diameter of which is equal to twice the thick- ness of the specimen. 9. Test Specimen. — Tension and bend-test speci- men shall be of the full section of material as rolled, if possible ; otherwise the specimen shall be machined from the material as rolled. The axis of the speci- men shall be located at any point one-half the distance from the center to the surface of round bars, or from the center to the edge of flat bars, and shall be paral- lel to the axis of the bar. 10. Number of Tests. — (a) All bars of one size shall be piled separately. One bar from each 200 or less shall be selected at random and tested as specified. (&) If any test specimen from the bar originally selected to represent a lot of material contains surface defects not visible before testing, but visible after test- ing, or if a tension-test specimen breaks outside the middle third of the gage length, one retest from a bar will be allowed. 11. Permissible Variations. — (a) Round Bars. — Round bars shall conform to the limits as given in Table No. 1. Round steel 2 in. and over in diameter shall not be under size or more than 1/32 in. greater in diameter. (6) Flat Bars. — Thickness shall not vary more than corresponding diameter for rounds ; thus, 1 in. thick could vary from 0.9905 to 1.0095 in. (1) Sizes under 3 in. wide shall not be more than 1/32 in. under or over size in width. (3) Sizes 3 in. and over shall not be under size or more than 1/16 in. wider than ordered. 12. Finish. — The finished material shall be smoothly rolled and free from injurious seams, slivers, flaws and other defects, and shall have a workmanlike finish. 13. Inspection. — (a) The inspector representing the purchaser shall have free entry at all times, while work on the contract of the purchaser is being per- TABLE I. Nominal Diameter Large Size Small Size Total of Steel, End, End, Variation. In. In. In. In. K 0.2550 0.2450 0.3070 0.010 _s_ 0.011 % 0.3690 0.4310 0.012 a 0.013 K 0.4930 0.014 ft 0.5550 0.015 % 0.6330 0.6170 0.016 H- ■■ 0.7585 0.7415 0.8660 0.017 Vs 0.018 l 1 0095 0.9905 1.1150 0.019 m 0.020 1M 1.2395 0.021 m 1.3640 0.022 iy 2 1 5115 1.4885 1.6130 0.023 1% 0.024 m 1.7375 0.025 m 1 . 8620 0.026 formed, to all parts of the manufacturer's works which concern the manufacture of the material ordered. The manufacturer shall afford the inspector, free of cost, all reasonable facilities to satisfy him that the ma- terial is being furnished in accordance with these specifications. (&) The purchaser may make the tests and inspec- tion to govern the acceptance or rejection of the ma- terial in his own laboratory or elsewhere. Such tests and inspection shall be made at the expense of the purchaser. (c) All tests and inspection shall be so conducted as not to interfere unnecessarily with the operation of the works. 14. Rejection. — Material which, subsequently to above tests at mills or elsewhere and its acceptance, develops weak spots or imperfections, or fails to pass any one of the tests herein required, will be rejected, and shall be replaced by the manufacturer at his own expense. 15. Rehearing. — Samples tested in accordance with this specification, which represent rejected material, shall be preserved for 14 days from date of test re- port. In case of dissatisfaction with results of tests, the manufacturer may make claim for a rehearing within that time. Bars, Refined Wrought Iron, Specifications for (M. C. B. Recommended Practice.) In 1914, by letter ballot, specifications for refined wrought iron bars for passenger and freight equip- ment cars were adopted as Recommended Practice, as follows : 1. Process. — The finished product shall consist either of new muck-bar iron or a mixture of muck- bar iron and scrap, but shall be free from any ad- mixture of steel. Muck bars shall be made wholly from puddled iron. 2. Tension Tests. — Unless otherwise specified, the iron shall conform to the following requirements as to tensile properties : Tensile strength, lb. per sq. in 47,000—53,000 Elongation in 8 in., minimum per cent 22 3. Permissible Variations in Physical Properties. — (a) Tensile Strength. — Large sections reduced or flats and rounds of y 2 in. or under may show a tensile strength of 45,000-52,000 lb. per sq. in. (b) Elongation. — Twenty per cent of the test speci- mens representing one size may show the following percentage of elongation in 8 in. : */2 in. or over, tested as rolled 20 per cent. Under z / 2 in., tested as rolled 16 per cent. Reduced by machining 18 per cent. Flat Bars: Y% in. or over, tested as rolled 18 per cent. Under fa in., tested as rolled 16 per cent. Reduced by machining 16 per cent. 31 BAR CAR BUILDERS' DICTIONARY BAS 4. Bend Tests. — (a) Cold-bend Test. — For round, square and hexagon bars under 2 sq. in. in section, and for flats less than i/\ in. thick, shall bend cold around a pin the diameter of which is equal to the diameter or thickness of the specimen. For rounds, flats and hexagon bars 2 sq. in. or over in section, and for all flat bars over 54 in- in thickness, around a pin the diameter of which is equal to twice the diameter or thickness of the specimen. (b) Hot-bend Test. — The test specimen, when heated to a temperature between 1700 and 1800 deg. F. (light cherry red), shall bend through 180 deg. without frac- ture on the outside of the bent portion, as follows: For round, flat and hexagon bars under 2 sq. in. in sec- tion, flat on itself ; for round, flat and hexagon bars 2 sq. in. and over in section, around a pin the diameter of which is equal to the diameter or thickness of the speci- men. (c) Nick-bend Test. — The test specimen, when nicked 25 per cent around the round bar, and along one side for flat bars, with a tool having a 60-deg. cutting edge, to a depth of not less than 8 or more than 16 per cent of the diameter or thickness of the specimen, and broken, shall not show more than 10 per cent of the fractured surface to be crystalline. 5. Test Specimen. — Tension and bend test speci- mens shall be of the full section of material as rolled, if possible, otherwise the specimens shall be machined from the material as rolled ; the axis of the machined specimen shall be located at any point one-half the distance from the center to the surface of round bars, or from the center to the edge of flat bars, and shall be parallel to the axis of the bar. 6. Number of Tests. — (a) All bars of one size shall be piled separately. One bar from each 200 or less shall be selected at random and tested as specified. (6) If any test specimen from the bar originally selected to represent a lot of material contains sur- face defects not visible before testing, but visible after testing, or if a tension-test specimen breaks outside the middle third of the gage length, one retest from a bar will be allowed. 7. Permissible Variations. — (a) Round bars shall conform to the standard M. C. B. limit gages. (6) Flat Bars. — Thickness shall not vary more than corresponding diameter for rounds : thus, 1 in. thick could vary from 0.9905 to 1.0095 in. (1) Sizes under 3 in. wide shall not be more than 1/32 in. under or over size in width. (2) Sizes 3 in. and over shall not be under size or more than 1/16 in. wider than ordered. 8. Finish. — The bars shall be smoothly rolled and free from slivers, depressions, seams, crop ends, and evidences of being burned. 9. Inspection. — (a) The inspector representing the purchaser shall have free entry at all times, while work on the contract of the purchaser is being per- formed, to all parts of the manufacturer's works which concern the manufacture of the material ordered. The manufacturer shall afford the inspector, free of cost, all reasonable facilities to satisfy him that the material is being furnished in accordance with these specifications. (b) The purchaser may make the tests to govern the acceptance or rejection of the material in his own laboratory or elsewhere. Such tests, however, shall be made at the expense of the purchaser. (c) All tests and inspection shall be so conducted as not to interfere unnecessarily with the operation of the works. 10. Rejection.— -Material which, subsequently to the above tests at the mills or elsewhere, and its accept- ance, develops weak spots, cracks or imperfections, or is found to have injurious defects, shall be re- jected and shall be replaced by the manufacturer at his own expense. 11. Rehearing.— Samples tested in accordance with this specification, which represent rejected material, shall be preserved for 14 days from date of test report. In case of dissatisfaction with results of tests, the manufacturer may make claim for a re- hearing within that time. 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. A door bolt made of a round metal bar and held in a round tube or "barrel." It is con- structed so that when it is either engaged or disen- gaged 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. An- other 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. 1760, etc. A hollow vessel made of porce- lain 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 bush- ing, which is closed by a basin plug. The basin plug is attached to a basin chain, which again is fastened to a stanchion called the basin chain holder. For standard postal car basin see Fig. 1712. See, also Folding Lava- tory. Basin Bushing and Plug. Figs. 1727, 1729. See Basin. Basin Plug. Figs. 1727, 1729. See Basin. Basin Pump. Figs. 1751, 1752. A pump of peculiar con- struction 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, however, on tourist sleep- ing cars, chair cars and many day coaches. Basin Valve. 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. Figs. 1848-1858. 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 passengers, so as to be out of the way. Continuous basket racks extend the full length of the car, and are increasing in favor. 32 BAS CAR BUILDERS' DICTIONARY BER Basket Rack Bracket. 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 manner of fastening on a bayonet to a gun, applied to the mode used in many forms of hardware and mechani- cal 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 section. 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 term 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 sub- ject to transverse strain or not; as, for example, 'col- lar beam,' 'tie beam,' 'Brestsummer beam,' the two for- mer being subject to longitudinal strains of compres- sion and tension, respectively, and the latter to trans- verse 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 journal is called a bearing. For M. C. B. Standard journal bearing see Figs. 2811-2833. 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 literally 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 triangu- lar 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. 27, 57, Figs. 287, 288; 30, Fig. 410. 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 supports the window sills. The Upper Belt Rail is a similar strip directly above the window. See Auxiliary Belt Rail. Belt Rail Cap. A strip of wood nailed to the top of a belt rail, and forming a seat for the window sill. Belt Rail Stiffener. 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 pre- vent spreading, and also to support the doors or wind- ing shaft about which the winding shaft chain is wound. Berth. Figs. 1594, 1598. 1, 2, 3, Figs. 1600, 1601. 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 sec- tion. 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 sometimes 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. 10, Figs. 1600, 1601; Fig. 1613. 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 coun- teract the weight of the berth. The berth chain does the service of the berth spring rope and berth brace. Berth Chain Pulley. 11, Figs. 1600, 1601 ; Fig. 1613. A pulley attached to the roof of a sleeping car, over which a berth chain runs. Berth Curtain. 7, Figs. 1600, 1601. A curtain hung in front of a sleeping car section to afford privacy to occupants. A single curtain covers both berths, and is hung from the berth curtain rod. Berth Curtain Hook. Figs. 1608, 1610. 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. 6, Figs. 1600, 1601. 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 33 BER CAR BUILDERS' DICTIONARY BLO when berths are made up. See Berth Curtain 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. 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 sometimes 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 in 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 cur- tain rod bushing. Berth Front. The bottom or front of an upper berth. Berth Headboard. See Headboard. Berth Hinge. 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. 9, Figs. 1600, 1601; Figs. 2613, 2641, etc. A lamp for lighting a sleeping car berth. Berth Latch. A device for holding the upper berth of a sleeping car up in its place when not in use. To obvi- ate the danger of the berth shutting up in case of overturning of the car, the safety berth rope and at- tachments 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. A bar or pin of an upper berth latch which engages in a corresponding strike plate or keep- er 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. Fig. 1607. Berth Lock or Latch Rods. Fig. 1606. 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. 1600, 1601, 1614. Figures or num- bers, usually made of metal or porcelain, for number- ing the berths or sections of sleeping cars. They are frequently sewed to plush panels and hung from the berth curtain rods. Berth Partition. The partition between the upper berths of two adjacent sleeping car sections. It is of the same outline as the upper berths' cross-section. Berth Safety Rope. 13, Figs. 1600, 1601. A wire rope fastening the upper berth of a sleeping car to the fixed arms of the lower berth, to prevent 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 berth by inserting a knob into a berth safety rope holder. See Safety Berth Latch. Berth Safety Rope Hook. Fig. 1609. A hook for holding a berth safety rope. Berth Spring. Fig. 1613. 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 coun- teract the weight of the latter and make it easy to raise and lower. Berth Spring Frame. Fig. 1613. A metal support which holds a berth spring and fusee. Berth Spring Fusee. See Fusee. Berth Spring Lug or Clip. The means by which the end of a berth chain is fastened to the upper berth, some- times called a berth chain end plate. Berth Striker Plate. A Berth Latch Keeper. Beveled Washer. A washer used 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. 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 through- out for transportation of hot steel billets or other heavy material. Bit (of 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 detached from the locomotive is sometimes called bleeding. The bleeding valve is located on the auxiliary reservoir, and the brakes may be released by opening it and allow- ing the air in the brake cylinder and auxiliary reser- voir to escape. Blind. A Window Blind. They are sometimes single, but usually double, distinguished as lower and upper. Flex- ible window blinds are rarely used now, having been displaced by window shades. Blind Ceiling (Refrigerator Car). A layer of light boards next above the inside ceiling in the roof of the car. Blind End Car (Passenger Equipment). A term some- times used to designate non-vestibuled cars, but more properly a car without end doors, either non-vestibuled (dummy) or with open platforms. Blind Floor (Refrigerator Cars). A layer of boards un- der the sub-floor and fastened to ceiling strips secured to the bottom of the sills. Blind Lining (Refrigerator Cars). A thin layer of boards between the outside sheathing and the inside lining; also sometimes called intermediate lining. Block. "A heavy piece of timber or wood, usually with 34 BLO CAR BUILDERS* DICTIONARY BOD 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 latter 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, ar.e 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 Fram- ing). A term used to designate planks or blocking used to strengthen the side frame. Board. "A piece of timber sawed thin, and of consider- able length and breadth, compared with the thick- ness, used for building and other purposes" — Webster. Boarding Car. 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 con- sist of a body carried on two trucks. (Of a Valve, Cylinder, etc.) The main or principal part, to which the other parts are attached, as cylin- der body, etc. Body Bolster. 5, Figs. 287, 288; 7, Fig. 291 ; 10, Fig. 314; 4, Fig. 335; 2, Fig. 340; 4, Figs. 351, 352; Figs. 483, etc. The transverse members of the underframe over the trucks which transmit the load carried by the longi- tudinal sills to the trucks through the center 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. 7, Fig. 404; Fig. 478; 2, Fig. 490. The bottom cover plated 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. The lower or compres- sion member of a built-up body bolster. Also desig- nated as the Body Bolster Bottom Cover Plate. Body Bolster Cover Plate. Fig. 478. 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 wool 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. Body Bolster Filler. Fig. 478; 19, Fig. 490. 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 sand- wiched between pieces of wood and bolted together to give a wooden bolster greater strength. Frequently called body bolster sandwich plates. Body Bolster Sandwich Plate. See Body Bolster Flitch Plates. Body Bolster Tension Bar. The upper or tension mem- ber of a built-up body bolster. Also designated as the Body Bolster Top Cover Plate. Body Bolster Thimble. 4, Fig. 490. See Bolster Thim- ble. Body Bolster Tie Plate. 7, Fig. 404 ; Fig. 478. See Body Bolster Bottom Cover Plate. Body Bolster Top Cover Plate. Fig. 478; 1, Fig. 490. The top cover plate used on a body bolster of the built-up type. Also known as the Body Bolster Ten- sion 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. An inclined member of the body side or end framing. In the usual form of side framing for freight cars the braces are inserted in the panels be- tween 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. 7, Figs. 287, 288; 11, Fig. 490. 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. 291. 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. 35 BOD CAR BUILDERS' DICTIONARY BOL Body Framing. Figs. 450, etc., and General Drawings. The framework of that part of a car above the under- frame, so called to distinguish it from the underframe. 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 vertical members of the side frame of a car body. See Post and Side Post. Body Queen Post. See Queen Post. Body Side Bearing. 6, Figs. 287, 288; 8, Fig. 404; Fig. 481 ; 9, Fig. 490. The upper one of the two side bear- ings, 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. 15, Fig. 490. A rod extending 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, intermediate and side or out- side 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. 14, Fig. 490. A block of wood or a casting which forms a distance piece on top of a bol- ster, and on which a continuous body truss rod bears. Properly speaking, 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 timber 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 timbers, or hang- ing 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, admitting of lateral motion to mitigate shocks, or rigid bolsters, which permit no lateral motion. All passenger trucks have swing bolsters. In freight car service the rigid bolster 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. 404 ; Fig. 479. A hollow rectangular-shaped casting placed between the center sills and body bolster plates; the king bolt passes through it. Sometimes called a bolster center filler. Bolster Center Filler. See Bolster Center Casting. Bolster Chafing Plate. This is an iron plate attached to the side of the transom to prevent wear from abra- sion 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 plates, is commonly called friction block or friction plate. Bolster Diaphragm. Fig. 478. 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. 989. More commonly called columns. Posts be- tween the arch bars, held in place by column bolts, which form a guide for the end of the bolster. These columns are sometimes also required to perform the office of a brake hangar carrier. An offset shoulder is then cast on the column near the top and on the inside with a jaw, to which the brake hanger is fas- tened by a pin. They are also often combined in one casting with the spring seats. (See Figs. 1171, 1184.) Bolster Hanger. See Swing Hanger. Bolster Hanger Carrier. A Swing Hanger Pin Bearing. Bolster Jack Screw (Wreck Cranes). A jack screw at- tached to the spring plank for the purpose of taking the load off the springs and making the entire truck and car body one rigid structure when the derrick of the crane is in use. Bolster Plate (Passenger Equipment Trucks). Wrought iron plates bolted to the sides of wooden bolsters to strengthen them. Bolster Sandwich Plate. See Bolster Flitch Plate. Bolster, Specifications for Cast-Steel (M. C. B. Recom- mended Practice). In 1912 specifications were adopted for cast-steel bolsters. Modified in 1915. 1. When the manufacturer is ready to make a ship- ment of material he shall notify the purchaser of that fact and await the arrival of the purchaser's inspec- tor, to whom he shall furnish free any assistance and labor needed to make satisfactory inspection test and prompt shipment. 2. The manufacturer shall protect all castings so that they do not become covered with rust. 3. Cleaning. — At his option the inspector may re- quire that any or all castings be subjected to sand blast in order to make an examination of the surface for checks or cracks. 4. Painting. — They shall not be painted before being inspected unless otherwise specified. 5. Process. — Castings furnished under these specifi- cations shall be made by the open-hearth process in accordance with the best foundry methods. 6. Chemical Composition. — The steel shall conform to the following requirements as to chemical compo- sition. Carbon not below 0.20 or above 0.30 per cent. Manganese not above 0.70 per cent. Phosphorus not above 0.05 per cent. Sulphur not above 0.05 per cent. 7. Ladle Analysis. — To determine whether the ma- terial conforms to the requirements specified in sec- tion 6, an analysis shall be made by the manufacturer from test ingot taken during the pouring of each melt. Drillings for analysis shall be taken not less than 54 i ncn beneath the surface of the test ingot. A 36 BOL CAR BUILDERS' DICTIONARY BOL copy of this analysis shall be given to the purchaser. 8. Check Analysis. — A check analysis may be made by the purchaser from a test coupon representing each melt, and this analysis shall conform to the require- ments of section 6. 9. Sampling for Chemical Analysis. — From the cou- pon described in section 12 (a), which has satisfac- torily passed the physical requirements, borings shall be taken for chemical analysis. 10. Physical Properties. — The physical properties of the steel shall be as follows : Ultimate tensile strength, lbs. per sq. in., not less than 60,000. Yield point (by drop of beam), not less than 50 per cent of the ultimate tensile strength. Elongation in 2 in. per cent, not less than 1,400,000 divided by the ultimate tensile strength. 11. Annealing. — All castings shall be thoroughly an- nealed. Test coupons shall be annealed with the cast- ing, before they are detached. To determine the qual- ity of annealing, the inspector will have one of the test coupons mentioned in section 12 (b) cut half way through and broken off from the casting for examina- tion of fracture. If, in his opinion, the annealing has not been properly done, he may require the castings to be reannealed, using the second test coupon for ex- amination in this case. If after annealing or reanneal- ing 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. 12. Sampling. — For the purpose of determining whether the physical and chemical requirements are complied with, the inspector shall select at random one casting from each melt. From this casting the two physical and chemical test coupons shall be re- moved by the inspector, one of them shall be subjected to physical test, but if the coupon casting proves un- sound the other coupon shall be used in its stead for this purpose. (a) Physical Test Coupons. — The manufacturer shall have cast upon each bolster two test coupons having a cross section of 1% by V& in. and 6 in. long. These coupons are to be used for physical and chem- ical test and their location upon the casting shall be specified by the purchaser. (b) Annealing Coupons— -There should be two ad- ditional 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 an- nealing as specified in section II. 13. Limiting Weights.— -Bolsters shall conform to the weights given in table, which cover the bolster casting, either with center-plate cast integral or sep- arate center plate, and do not include side bearings, fulcrum castings, or other attachments. In case the castings have met all requirements except that of overweight, they may be accepted at the maximum allowable weight specified. Cast-steel truck bolsters with separate center plate. (Exclusive of weight of center plate, side bearings, fulcrum brackets or other attachments). Car Capacity, Lbs. 80,000 100,000 140,000 Weight, Lbs. Car Capacity, Lbs. 80,000 100,000 140,000 Weight, Lbs. Minimum. 660 740 945 Normal. 680 765 975 Maximum. 700 790 1,005 Cast-steel truck holsters with separate center plate. (Exclusive of weight of center plate, side bearings, fulcrum brackets or other attachments.) Minimum. Normal. Maximum. 670 690J ■*».. Ikfc710 755 780 ^.^t, 805 960 990 j^.Hlk 11.020 14. Workmanship. — They shall conform to the di- mensions shown on drawings and shall be free from rust, scale, blowholes and shrinkage cracks. 15. Marking. — Each casting shall have the follow- ing markings cast upon it in raised letters and figures : (a) Initials of Railroad Company. (b) Month and year in which cast, thus, 6-12. (c) Manufacturer's serial number and trade marks (or other designation). (d) M. C. B. S. 16. Rejection. — In case the test pieces selected do not meet the specifications, all castings from the entire melt shall be rejected. 17. Removal of S. — From each casting rejected by the inspector under these specifications he shall cause to be chipped the "S" of the letters M. C. B. S. which are specified in section 15 (d). Bolster Spring. 80, Figs. 989, 991, 1010; Figs. 1172, 1179, etc. 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. 490. 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. Bolster, Truck, Gages for Cast and Pressed Steel. See Truck Bolster. Bolster, Truck, Cast Steel, 80,000, 100,000 and 140,000 Lb. Capacity Cars. (M. C. B. Recommended Prac- tice.) Figs. 2925-2930. In 1915 designs for cast-steel truck bolsters with center plate cast integral for 80,000, 100,000 and 140,000 lb. capacity cars, as shown on the drawings, were adopted. In 1915 designs for cast-steel truck bolsters with center-plate separate for 80,000, 100,000 and 140,000 lb. capacity cars, as shown on the drawings, were adopted. Bolster, Truck, Pressed Steel, for 80,000, 100,000 and 140,000 Lb. Capacity Cars. (M. C. B. Recommended Practice.) Figs. 2931-2933. In 1915 designs for pressed steel truck bolsters for 80,000, 100,000 and 140,000 lb. capacity cars, as shown on the drawings, were adopted. Bolster, Truck; Specifications and Tests for Pressed Steel, for 80,000, 100,000 and 140,000 Lb. Capacity Cars. (M. C. B. Recommended Practice.) In 1915 a recommendation was adopted that the steel for pressed steel truck bolsters should conform to the requirements of the specifications and tests for struc- tural steel for freight cars. See Steel, Specifications for Structural Sheets and Plates. 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 Recommended Practice : The side of the head shall be one and one-half times 37 BOL CAR BUILDERS' DICTIONARY BOX 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 Stand- ard. Bolted Commutator (Motor Cars). Fig. 2673. A motor commutator in which the segments and mica insula- tion 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 hoisting 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 hoist- ing 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 supported 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 Bar. 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. 97, Figs. 991, 1010. The brake rod connecting the bottom ends of the live and dead truck brake levers. Bottom Door Rail. The lower transverse piece of a door frame. Bottom Door Track. 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. 2523-2531. A glass bowl used on center and vestibule gas lamps. See also Basin. Box. See Journal Box. Box Car. Figs. 1-21, 109-115 and 2S9-290. 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. Box Car Details. Fig. 482, etc. Box Car Door. 33, Figs. 287, 288; Fig. 795, etc. See Door. Used on both the sides and ends of the car. See End Door. Box Car End, Design and Strength. (M. C. B. Recom- mended Practice.) In 1914 the following was adopted by letter ballot : New cars should have steel plate ends ?4 in. thick, reinforced between corner posts with the equivalent of either two vertical steel braces with a total section modulus of not less than 9 ; or one vertical and two diagonal steel braces with a total section modulus of not less than 10; or three horizontal steel braces with a total section modulus of not less than 10. New cars may have the following alternative ar- rangement : Three or more steel braces, two of which run diagonally, with a total section modulus of not less than 12J4, and wood lining 1J4 in. thick. To concentrate strength at a point near floor line on vertical center line of car, diagonal braces should extend from the center sills to the side plates, and not from the bottom corner to the ridge. The attachments for the braces and the members to which they are attached must be sufficiently strong to realize the full strength of the braces. Hardwood or yellow pine may be considered equiva- lent to the steel members, if the section modulus is four times as great. Wooden posts and braces should be set in metal pockets not less than V/ 2 in. deep, and must be held in place by adequate tie rods. Lining at car ends should be supported at intervals not greater than 30 times the thickness. Two 4 by 3 in. Z baro. 12.4 lb. per ft., have a total section modulus of 9.34. Two 5-in. I beams, 9.75 lb. per ft., have a total section modulus of 9.6. Three 4-in. I beams, 9.5 lb. per ft., have a total section modulus of 10.2. Three 3-in. Z bars, 14.2 lb. per ft., have a total section modulus of 10.3. Type of ends similar to VanDorn ends, made of %-m. plate, or Murphy ends, with the lower half made of l A-'m. corrugated plate, and the upper half with 3/16-in. corrugated plate, may be substituted for those described. Box Car Side and End Door Fixtures. See Door Fix- tures. Box Car, Ventilated. See Ventilated Box Car. Box Cars, Framing for (M. C. B. Recommended Prac- tice). Fig. 2911. In 1904 the style of framing shown on the drawing for cars of 60,000 pounds capacity was adopted as Recommended Practice. 38 BOX CAR BUILDERS' DICTIONARY BRA 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 draw- ing for cars of 60,000 pounds, 80,000 pounds and 100,- 000 pounds capacity, was adopted as Recommended , Practice. In 1904 the use of a plank lining \y A 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. Recommended 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 feet $4 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 cush- ion, 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 of 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, Journals and Details. See Journal Boxes and Details. Brace. 16, 18, Figs. 287, 288; 12, Figs. 3S1, 352. An inclined beam, rod, or bar of a frame, truss, girder, 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 incapable of altering its form from this cause, and it also dis- tributes 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 tension. 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, according to the inclination of their top to a person standing 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 framing. See Post Pocket. Brace Rod. An inclined 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 below the window, brace straining rod. See Body Brace Rod, Counterbrace Rod. Brace Rod Washer. Fig 482. A bearing plate for the nut or head of a brace rod, sometimes made in a tri- angular 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 members 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 equivalent in freight service is the sill and plate-tie rod. Brace and Tie Rod Washer. 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 de- sired 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. 2302, 2632, 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. 84, Figs. 989, 991, 1010; Figs. 1225-1293. 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 pas- senger 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. Standard). Figs. 2844 2847. In 1907 the following details regarding brake beams were adopted as Recommended Practice: That brake hangers shall have an angle as near as 39 BRA CAR BUILDERS' DICTIONARY BRA 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 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. In 1914 the marking of No. 1 and No. 2 beam was added to the drawing. Brake Beam, Details and Capacities (M. C. B. Stand- ard). Figs. 2844, 2847. 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, 1454 inches. In 1907 the following details for brake beams and gages were adopted as standard : All brake beams shall be 60K inches in length from center to center of brake head, with an allowable vari- ation of Y& 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 vari- ations 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 V/% 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 Stand- ard: Brake beam hangers shall be 7/% inch in diameter. In 1908 two brake beams were adopted as standard, as follows : Brake beam No. lto 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 uniform 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 the 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. 40 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. In 1913 a spacing of 60 inches from center to center of brake heads, with an allowable variation of Y% inch in either direction, was adopted. 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). Figs. 2844, 2847. 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) Limit- ing 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. In 1913 the limiting outline gage was altered to suit the change in beam from 60^4 to 60 inches, center to center of head, and a new brake beam gage, with de- tails, adopted as Standard. Brake Beam Gage Limiting Outlines (M. C. B. Stand- ard). Figs. 2844, 2847. 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. 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. 88, Figs. 991, 1010. A chain sometimes attached by eye bolts to a brake beam to act as a safety device in the same manner as a brake beam safety hanger. Brake Beam Safety Chain Eye Bolt. 89, Figs. 991, 1010. An eye bolt attached to a truck or car body to hold a brake beam safety chain. Brake Beam Safety Hanger. 90, Figs. 989, 991, 1010; Fig. 1327. 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). In 1915 the following specifications and tests for brake beams were adopted in place of those heretofore approved. 1. Initial Load.— Apply an initial load correspond- ing to the number of the beam as in the second col- umn of the accompanying table, then reduce to zero. Apply a load of 500 lb. and reset the deflection instru- ment to zero. 2. Test Load.— Apply a test load corresponding to the number of the beam as in the second column of the accompanying table, and under this load measure the deflection, which is desired to be 1/16 in. or 0.0625 but should not exceed 0.07 in. 3. Test for Set Load.— The beam must then be loaded to the load shown in the third column of the BRA CAR BUILDERS' DICTIONARY BRA table after which the permanent set shall not exceed 0.01 of an in. 4. Total Deflection Test. — The brake beam should stand a total motion of the head of the machine of not less than 2 in. without failure at any point. Number of Deflection Set Beam. Load. Load. Ratio. 1 6,500 14,000 47 2 12,000 24,000 50 3 18,000 30,000 60 4 24,000 36,000 66.7 5 30,000 42,000 71 . 2 6 36,000 48,000 75 5. Sampling. — 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 manufacturing the beams, in the presence of the railroad company's inspector, to the above test in a suitable machine. 6. Number of Tests. — In case a brake beam shall fail in test described herein, 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 do so and the third beam stands the test, the 500 beams or less shall be accepted as filling the requirements of this test. 7. Preparation. — The beams shall be equipped with suitable heads and shoes, and the shoes placed in con- tact with castings representing the tread of the wheel. When mounted in this manner, the load shall be ap- plied to the fulcrum in the normal line of pull. 8. Rejection. — A lot of 500 brake beams or less submitted for test that fail to meet the prescribed test will not be accepted. 9. Individual beams which do not conform to the standard dimensions and those that have physical de- fects will not be accepted. Brake Beam Strut. Figs. 1293, 1318. A post or dis- tance 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. 1225, etc. Brake Beam Truss Rod. A rod used to truss or strengthen a brake beam. Brake Block. Another name for a Brake Head. Brake Carrier. See Brake Hanger Carrier. Brake Chain. See Brake Shaft Chain. Brake Chain (M. C. B. Standard). Fig. 2855. 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, usu- ally the floating lever. Brake Chain Drum. 51, Figs. 287, 288. The enlarged end of the hand brake shaft, on which the chain is wound. 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. A pin used for connecting brake 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 (Air Brake). 15, Fig. 340; Figs. 1351, 1359, 1378, 1454, etc. 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 re- turned 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 pressure 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 cylinder heads. The piston rod of the passenger brake cylinder, Fig. 1286, has a crosshead at its outer end, to which is attached the cylinder lever. The piston rod of the freight brake cylinder, Fig. 1289, is hollow and loosely encloses a push rod, which is attached to the cylinder lever. In the vacuum brake a somewhat similar cylin- der 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. 1307. 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 cylinder with the triple valve. Brake Cylinder Plate. Fig. 478. The steel plate to which a brake cylinder is bolted and by which it is attached to the sills. Brake Cylinder Support. See Brake Cylinder Plate. 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. Figs. 1345, 1356, etc. See Air Brakes, Gen- eral Arrangements and Details ; Foundation Brake Gear. Brake Gear, Foundation. See Foundation Brake Gear. Brake Guard Rail. A rail sometimes placed around the hand brake wheel on box and other house cars to pre- vent the brakeman falling off in case he misses his foot- ing while applying the hand brakes. Brake Handle. Figs. 623, 625. A Brake Lever. Brake Hanger. 86, Figs. 989, 996, 1010. 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. 991, 1010. An eye or U-bolt, a casting or other fastening by which a brake hanger is attached to the truck or body of a car. 41 BRA CAR BUILDERS' DICTIONARY BRA Brake Hanger Pin or Bolt. A pin passing through the brake hanger carrier and brake hanger, and supporting the hanger. Brake Head. 83, Figs. 989, 991, 1010; Figs. 1290, 1292, 1295, 1296, 1328. 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. 2841. 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). Fig. 2843. 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 modifi- cations in details made since that date. Drawing re- vised in 1896, 1898 and 1907. The revision made in 1896 consisted in the modifica- tions of the designs of brake head and shoe so as to secure increased clearance at the ends of shoe and equal clearance 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 formerly 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. 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 Y% 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 center 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. 1308, etc. Jaws which may be fastened to standard rods to form brake rods. Brake Lever (Air Brakes). Figs. 477, 598, 623, 625; 92, Figs. 989, 991, 1010; Fig. 1356. 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. Fig. 1313. A 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 brace lever bracket. Brake Lever Clevis. A Brake Lever Fulcrum. Brake Lever Coupling Bar (Inside Hung Brakes). See Bottom Connecting Rod. Brake Lever, Designation of. Fig. 1356. See Founda- tion Brake Gear. Brake Lever Fulcrum. Fig. 478; 93, Figs. 991, 1010; Fig. 1299, etc. A forked iron attached to a brake beam, by means of which a brake lever is connected 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 ful- crums, see Fig. 1225, 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. 478. A U-shaped plate, riveted at both ends to a plate which acts as a bracket. The brake lever is inserted in the opening between the two and held in place by a pin passing 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. 2847. 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 break lever coupling bar or bot- tom rod connection. Brake Mast. See Brake Shaft. Brake Pawl (Hand Brake). Fig. 482. 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. Brake Pawl Weight. Fig. 482. 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). 18, Fig. 340; Figs. 1346, 1351, etc. A pipe extending from one end of the car to the other under the car body and connected to the pipes on adjoining 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 com- pressed 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 communica- tion between the auxiliary reservoir and the brake cylinder, so that the compressed air stored in the reser- 42 BRA CAR BUILDERS' DICTIONARY BRA voir 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 completely released from the brake pipe and the triple valves automatically apply the brakes as before, only with mce speed and greater power at first. In an emergency application the full main reservoir pressure 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 equalize the pressures in the auxiliary reservoirs and the brake pipe, at the same time opening the brake cyl- inder to the atmosphere and releasing the brakes. This pipe is sometimes called train pipe, train line, or train brake pipe, but its proper name is brake pipe to distin- guish it from the signal and steam heating pipes. Brake Pipe Air Strainer. Figs. 1387, 1445. 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 (Hand Brake). SO, Figs. 287, 288; 26, Fig. 291 ; Figs. 482, 1519, etc. 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 backward. In some forms the ratchet wheel has the ratch on the under side, instead of on the edge, the brake pawl being au- tomatically pressed upward against the teeth by a Brake Paul Weight, and without 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 rec- ommendation has not been universally adopted, though it is a very common practice. Brake Ratchet Wheel. See Brake Ratchet. Brake Rod. Fig. 478; 97, Figs. 991, 1010; Figs. 1294, 1309, 1317, 1325, etc. A rod connecting brake levers and through which the braking force is transmitted. Brake Rod Guide. Figs. 477, 480. 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. 45, Figs. 287, 288; 14, Fig. 291; 17, Figs. 314, 340; 7, Figs. 351, 352; Fig. 477. 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. 47, Fig. 287, 288; Fig. 478; Fig. 481. 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 Bearing, 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. A support for holding a brake shaft in its place. Brake Shaft Chain. Fig. 477. A chain connecting the brake shaft with the brake levers through the brake shaft connecting rods, to the end of which it is at- tached. The force exerted on the shaft is transmitted by this chain. Brake Shaft Chain Sheave. 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 standpoint. Brake Shaft Connecting Rod. A rod which is attached at one end of 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. That part of a brake shaft on which the brake chain is wound. Brake Shaft Step. 46, Figs. 287, 288; Figs. 480, 1536, etc. 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. 991, 1010; Figs. 1340, 1344. A piece of metal shaped to fit 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. Steel backs are often used for cast shoes to reinforce and strengthen them. Brake Shoe Gage (M. C. B. Standard). Fig. 2841. In 1910 a brake shoe gage shown on the drawing was adopted as standard. Brake Shoe Key. Fig. 1315. 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 1990 they were replaced by the following : 1. Shoes shall be tested for coefficient of friction and for wear upon the Master Car Builders' Associa- tion testing machine, or upon a machine with equiva- lent characteristics. Coefficient of Friction. 2. Shoes shall develop upon the cast-iron wheel, in effecting 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 lb. ; 43 BRA CAR BUILDERS' DICTIONARY BUC 16 per cent when the brake-shoe pressure is 6,840 lbs. 3. 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 12yi per cent when the brake-shoe pressure is 6,840 pounds; 11 per cent when the brake-shoe pressure is 12,000 pounds. No limitation is placed upon the rise in coefficient of friction at the end of the stop. Shoe Wear. 4. 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 revo- lutions of the latter, and between applications the shoe shall remain out of contact during 610 revolu- tions 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. 5. Shoe wear shall be determined upon the steel or steel-tired wheel by making not less than ten stops from an initial speed of sixty-five miles per hour and under a pressure of 12,000 pounds. Ten minutes shall intervene between successive applications 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. Note. — When a shoe not entirely metallic in its com- position 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. 6. That the back of the shoe be made to conform to the gage shown in Fig. M. C. B. 17. 7. 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 standard box cars, from top of rail to top of brake staff of 14 feet was adopted. Brake Step. 48; Figs. 287, 288; 25, Fig. 291; 18, Fig. 314; 19, Fig. 340; Fig. 1520. A small shelf or ledge on the end of a freight car near the top, on which the brake- man 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. 49, Figs. 287, 288; Fig. 480. An iron bracket to support a brake step. Brake Strut. 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 com- mon 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. 1413, etc., 1472. The valve operated by the motorman 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 Fig. 1523. See Hand Brake Wheel. Brake Windlass. A term sometimes used to designate the brake shaft, with all its attached parts. Brakeman's Step. A step on the inside of a wide vesti- bule for the use of trainmen in applying hand brakes. Branch Pipe (Air Brake). Figs. 1346, 1347. A pipe ex- tending from the triple valve to the brake or train pipe. Branch Pipe Strainer. A strainer used in the branch pipe. Branch Pipe Tee (Air Brake). Figs. 1346, 1347, 1395. 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- dername 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. 1715, etc. 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. Figs. 2444, etc. A device bearing on an arma- ture, and through which current is supplied to an elec- tric 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. 2444, etc. The apparatus pertain- ing to the brushes of a motor or generator. Bucker (Electric Lighting). A machine somewhat like 44 BUF CAR BUILDERS' DICTIONARY CAB 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. Fig. 509, page 411, etc. 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 attach- ments in which springs are used to give the apparatus elasticity. Buffer Beam (Freight Cars). See Dead Wood. (Passenger Cars.) See Platform End Sill. Buffer Beam Extension. 22, Fig. 404. A buffer block on the platform end sill of a passenger car. Buffer Block. 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 some- times being termed Buffer Block. See Dead Wood. Buffer Block Face Plate. A metal plate bolted to the face of a wooden buffer block or dead wood to protect 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 tra%i. 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 buffer head and buffer stem. Buffer Sill. Fig. 509, Page 411, etc. 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 buffer springs, which absorb or transmit it to the car body. (Freight Cars.) A draft spring. Buffer Stem (Three-Stem 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 abrasion and wear. Buffet Car. See Car. The cars in which a buffet are most used are parlor, sleeping, observation, library and smoking cars, and in such cases the cars are termed buffet-sleeping, buffet-observation, or observation-buf- fet, buffet-library and buffet-smoking cars. Buffing Sub-Sill. A sub-sill bolted to the center sills on the underside and forming a continuous buffing sill in conjunction with the draft timbers. They are bqlted and keyed to the center sills with key blocks and bolts. Also called back stop timber. Bulkhead (Refrigerator Car). 10, Figs. 351, .352; Fig. 884, etc. A partition which separates the ice chamber from the part of the car in which the lading is placed. (Passenger Equipment Cars.) , Fig. 1588. A parti- tion which divides the car into rooms or compartments. 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 designate a buffer. Bunk. 24, Fig. 364. A rough form of sleeping berth built against the side of a car. (Logging Cars.) Figs. 1145-1147. A cross piece similar to a body bolster, on which timber is loaded. Bunk Apron. A board attached on 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. A 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. Fig. 2058, etc. "That part of a lighting appa- ratus at which combustion takes place." — Knight, Fig. 897. See Lamp Burner. Burner Cock (Pintsch System of Gas Lighting). A cock used for wall lamps. It is opened and closed with a key. Bushing. Usally 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. A term frequently applied to a car used by railway officials while traveling. See Car and Pri- vate Car. Butt Hinge. A hinge for hanging doors, etc., which 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 Valve. A valve which, either through manual control or automatically, will' pass a gas or fluid through a direct route or an alternate route, as may become necessary in connection with the operation of the particular apparatus to which it is applied. Cabin Car. Figs. 116-123, 363-370. A term sometimes applied to Caboose Cars, but more particularly to the four-wheel type. See Caboose. Cabin Door Hooks. Fig. 1813. See Door Hook. Cabinet Lock. 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 possible security. Caboose or Caboose Car. Figs. 116-123, 363-370. A car which is attached to the rear of freight trains for the accommodation of the conductors 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 Car and Way Car. 45 CAB CAR BUILDERS' DICTIONARY CAR Caboose Deck or Cupola Lamp. Fig. 20S1, etc. A signal lamp used in a caboose cupola. Cafe Car. Figs. 169, 172, 173. A passenger equipment 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. Cafe Coach. Figs. 163, 164. A combined day coach and cafe car. See Kitchen Car and Lunch Counter Car. Cafe-Parlor Car or Parlor-Cafe Car. Figs. 169, 172, 173. A combined cafe and parlor car. Cam. A device used to convert rotary into reciprocating motion ; commonly an eccentric disc. Camber. The upward deflection or bend of a beam, girder, or truss. Candelabra. 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. 2306. 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 lamp, 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 the bevel of the roof; hence its name. Cantilever. A term sometimes, but not desirably, applied to a Cross Bearer. See Cross Bearer. Cantilever Cover Plate. See Cross Bearer or Cross Tie Cover Plate. Cantilever Diaphragm. 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 cov- ering passenger equipment cars. Car. ■ See Box Car, Automobile Car, etc. A vehicle used on railways for the transportation of passengers or material. classification op cars. M. C. B. Recommended. — In 1910 a committee con- sidered the question of harmonizing the terms used in designating the different kinds of cars in each class according to their physical requirements and submit- ting the following definitions, which were adopted by letter ballot, as Recommended Practice. In 1912 the designations RS, RA, RB, VS and VA were adopted. In 1913 the following designations were adopted: BM, ES, GB, MBE, XI, MWX, MWE, MWJ, MWP, MWR, MWN, SH. Revised 1915. definitions and designating letters of general service passenger equipment cars. In 1915 the following definition was submitted by the American Railway Association : A passenger train car is defined as a car suitably built to operate in passenger trains, its characteristics being: passenger type of truck passenger brake, air signal, steam train line, in accordance with definition and designating letters for general passenger equip- ment cars as follows : "BA" — Baggage Car. — A car constructed and equipped to render it suitable for passenger train 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 constructed and equipped to render it suitable for passenger train service for the transportation of fine stock, fitted with stalls (movable or stationary) and space left for carriage or horse equipment. "BM" — Milk Car. — Exclusively for the transporta- tion of milk, being a car for this purpose and fully equipped for handling in passenger trains. "BR" — Refrigerator Express. — A car constructed and equipped for passenger train service and fitted with ice bunkers or boxes, and suitable to carry prod- uce, oysters, fish or any commodity requiring icing in transit. "BX" — Express Car. — Constructed and equipped for passenger train service and used for express matter, having suitable side doors, with or without end doors or windows. "CA" — Combined Car, Baggage and Passenger. — A car having two compartments, one suitable for trans- porting baggage, the other fitted with seats for passen- gers, 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 com- partments, 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 transporta- tion of passengers. "CB" — Business Car. — A special type of car for the convenience of business men, used as smoker and fitted with tables or desks, carrying stationery and fitted with typewriters and carrying regular stenographers. class D. "DA" — Dining Car. — Regular dining car, for the use of passengers in transit, with regular kitchen, tables, chairs or seats, with or without bar, carrying cooks and waiters. "DB" — Buffet Cor.— Car for the transportation of passengers and fitted with small broiler or buffet to serve simple meals to passengers ; cooking and serving 46 CAR CAR BUILDERS' DICTIONARY CAR 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 smok- ing 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 observation compartment fitted with stationary or mov- able tables and observation platform at rear. "DP" — Dining and Parlor Car. — A car fitted with dining compartment, kitchen and compartment for pas- sengers, fitted with chairs, stationary or otherwise, car- rying regular cooks and waiters. "EA" — Electric Street Railway Service Car. — Direct current, for transportation of passengers ; without au- tomatic couplings. "EP" — Electric Passenger Car. — For long hauls or suburban service, multiple unit and fitted with auto- matic couplings and air brakes. Third rail, trolley or pantagraph contact. "EB" — Electric Baggage Car. — For long hauls or suburban service, multiple unit with automatic coup- lings 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 coup- lings and air brakes. This car is made up of two compartments, separated by bulkhead, one suitable for the transportation 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 en- gine 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 ; fit- ted with storage cells and with or without booster. "ES" — Electric Passenger Car. — For long hauls or suburban service; multiple unit, and fitted with auto- matic couplings and air brakes. Operating power, stor- age battery. 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 sort- ing and classifying of mail in transit, with or without end doors or windows. "MB" — Baggage and Mail.— A car having two com- partments, one for baggage and one for mail, sepa- rated 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 Service, 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 stanchions and with or without end doors or windows. "MS"— Mail and Smokers— A. combined car hav- ing two separate compartments, separated by bulk- heads, one compartment suitable for the transporta- tion, sorting and classifying of mail, the other fitted with seats or chairs, to be used by passengers as smok- ing car. "MBE" — Combination Baggage, Mail and Express Car. — A car having three compartments, each entirely separate from the other, for handling its individual class of business. "PA" — Passenger Car. — A car for ordinary short haul suburban service, with seats and open platforms. "PB" — Passenger Car. — A vestibule (wide or nar- row) car for through service, fitted with seats or re- clining seats, and having toilet rooms for men and women, also wash basins. "PE" — Emigrant or Colonist Car. — A second-class passenger 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 com- partments, also toilet and washroom facilities for men and women, and smoking compartments 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 compartment 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 in- dividual's car and railroad pay car — usually composed of sleeping compartments, dining compartments, obser- vation end and with kitchen, servants' 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 transcontinental 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 daylight runs and having toilet and wash- rooms. "I A" — 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 electric lighting, and small "G" for gas lighting; also figures showing approximate length of car or length of baggage or mail compartment. Definitions and Designating Letters of 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 47 CAR CAR BUILDERS' DICTIONARY CAR 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 trans- portation of produce or other foodstuffs not needing refrigeration. "XI" — Box Car, Insulated. — A box car having walls, floor and roof insulated, not equipped with ice bunkers or ice baskets. This car ordinarily used for transport- ing vegetables, fruit, etc. "XT" — Box Car Tank. — A box car without doors, metal lined, or inclosing tank for the shipment of water or other liquids. CLASS R. "RA" — Meat and Provision Refrigerator. — A car with body, doors and hatch plugs equipped with insulation and brine ice tanks and 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 body, door and hatch plugs equipped with insulation, with trap door in the roof for admission of ice and salt ; also water seals in- side of car. "RS" — Standard Refrigerator. — A car with body, doors and hatch plugs equipped with insulation, with ice tanks and either with or without ventilating devices. "VA" — Vegetable Ventilator. — A car equipped with insulation, but having common box car end and side doors which afford no protection against heat or cold. "VS" — Standard Ventilator. — A car equipped with insulation, including insulated side, end and top open- ings, and ventilating devices without ice tanks. "SM" — Stock Car. — This car is for transportation of stock on the hoof, and is equipped with roof, slat- ted sides and side doors, and single or double deck. With or without 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 poultrymen, 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. "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-dtump arrangement. "GM" — Gondola Car. — Suited to mill trade, having solid bottom, low sides and drop ends to facilitate twin shipments. "GB" — Gondola Car. — A car with solid bottom, sides and endls, and open on top ; suitable for mill trade. "GF" — Gondola Car. — A car equipped with coke racks and having solid bottoms. "GS" — Gondola Car. — A car with fixed sides and ends, and flat bottom composed of dump doors hung at inside edge, and dumping to the side of track. "HM"— Hopper Car.— Similar in general design to gondola car, having sides and bottom ends and open at top, equipped with hopper bottom and self-cleaning. "HT" — Hopper {Twin). — Similar to ordinary hop- per, only equipped with two or more hopper doors instead of one. "HD." — Hopper car equipped with side-dump hop- pers. "HC." — Hopper car equipped with coke racks. Note. — If any of these hopper cars are provided with roof or cover for protection of contents, the let- ter "R" should be affixed to the regular symbol to designate its special class of service. CLASS F. "FM." — Ordinary flat car for general service. This car has flooring laid over sills and without sides or ends. "FG." — Flat or gun truck car for special transporta- tion of heavy ordnance. "FW ." — Flat well-hole car for special transporta- tion 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, suit- able for carrying barrels, known as "Barrel P^ck Car.' 7 "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 connected by a skeleton or flexibk 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 bottom. At the top is a dome, with or with- out 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-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." — Freight train service caboose for conven- ience of trainmen. This caboose is mounted on four wheels and has lookout at top over roof. It is fitted with bunks or benches and a stove for cooking and heating purposes, also tank for storage of drinking and washing water, and small tool storage boxes. "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 48 CAR CAR BUILDERS' DICTIONARY CAR classification 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 a 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. Any of the following classes of equipment, having special heating appliances for the protection of com- modities against freezing, to be covered by affixing the letter "H" to the designating symbol. "SH" — Horse Car. — A car specially fitted for the transportation of horses in freight service. Weed Burner. — A car equipped with machinery for propelling itself, or otherwise, and burning weeds along the track as it proceeds. Ditching Car. — A car equipped with machinery for propelling itself, or otherwise, and excavating ditches along the sides of the track as it proceeds. Rail Saw. — A car equipped with machinery for saw- ing track rails and similar material. Rail Bender. — A car equipped with machinery for bending track rails and similar material. Grass Cutter. — A car equipped with machinery for propelling itself, or otherwise, and cutting grass along the track as it proceeds. Track Layer.- — A car equipped with machinery for propelling itself, or otherwise, and laying the track ahead of it as it proceeds. "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 gen- erally 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 don- key engine 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 appliances. The cubic capacity of shovels, in yards, can be indicated by figures after classification letters. "MWW"— Wrecking Derrick— & 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 for heavy lifting. Fitted with safety appliances and propelled by means of locomotive. Lifting capac- ity in tons shown by means of figures. "MWU" — Wrecking Derrick. — This derrick has boom and hoist fitted to frame of flat car and lifting done by means of hand power ; propelled by loco- motive. "MWV" — Wrecking Derrick. — This derrick has boom and hoist fitted to flat car and having 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 car- rying all descriptions of tool equipment and blocking. This car has side and end housings and roof, also end platforms. There are 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 caboose, with bunks, stove and water storage, with or without look- out, 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 pro- pelled 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 gasoline engine serving as motive power. "MWX" — Boarding Outfit Car. — This includes cars used for boarding, sleeping or cooking purposes in construction and similar work. "MWE" — Ballast Spreader and Trimmer. — A car with blades or wings for spreading or trimming ballast. "MWJ" — Ballast Unloader. — A car equipped with machinery for pulling a plow through cars loaded with ballast. "MWP" — Pile Driver. — A car equipped with ma- chinery for pile driving. "MWK" — Snow-removing Car. — A car equipped with any special device for removing snow from be- tween or alongside of rails. "MWM" — Store-supply Car. — A car equipped for handling material to be distributed for railway use. Car Axle. 2, Figs. 989, 991, 1010. A shaft made of wrought iron or steel to which a pair of car wheels is attached. 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 Bear- ing, Collar, Journal. In a few cases in steam railroad service where roller bearings have been used the axle does not rotate but 49 CAR CAR BUILDERS' DICTIONARY CAR is fixed and the wheels turn on the roller bearings. See also Axle. Car Box. A Journal Box. Car Closet. See Dry Closet and Water Closet. Car Discharge Valve (Train Air Signal Apparatus). Figs. 1354, 1394, 1428, 1437. 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 Signal Apparatus. Car Door Sheave. See Door Sheave. 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 Heater. Fig. 2211, etc. Any apparatus for heating cars by convection ; that is, by conveying hot water, steam or warmed air into, or through, the car. It gen- erally refers to any arrangement for warming cars other than stoves. With most steam heating systems the steam is taken from the locomotive, but in many cases a heater is supplied to the car to take care of emergencies. See Baker Car Heater. Car Inspectors, Rules for Examination of. See Ex- amination of Car Inspectors. Car, Lettering. See Lettering Cars. Car Moldings. See Moldings. Car Receptacle. A device placed on a car for use in charging storage batteries. A connector carries the current from a charging plug to the car receptacle, from which it enters the batteries. Car Replacer. Fig. 2781, etc. A device for getting a de- railed 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. 39, Figs. 287, 288; 17, Figs. 351, 352; 914-950. 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 without felt or other material between the boards. Inside metal roofs are formed of metal protected by a covering 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 con- struction. 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. Figs. 844, 845. A device to secure freight car doors against opening by making it impossible without destroying the seal. Car Seat. Figs. 1646-1705. The complete set of fixtures on which passengers sit in a car. It ordinarily con- sists of a seat frame, seat cushions, seat back, arm rest, foot rest, and their attachments. Ordinarily, 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 parlor cars are commonly called chairs, and are usually revolving. In private and parlor cars, sofas, placed longitudinally 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 Seat, Parlor Car Chair, Reclining Chair, Reversible Car Seat, Rocker Car Seat, Walkover Seat. Car Seat Moldings. Metal 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. A brush made for washing the outside of passenger cars. Car Wheel. 28, Fig. 291 ; 1, Figs. 989, 991, 1010; Fig. 1185, etc. See Wheel. Carburetor. Fig. 2364. See Vapor System. Card Rack. A small receptacle on the outside of a freight car to receive cards giving shipping directions. Carline. 36, Figs. 287, 288 ; 18, Fig. 364 ; 35, 36, Fig. 404 ; Figs. 475, 914, 915, 926, 934, etc. 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 passengers 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. 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. Carry Case (Fusees and Torpedoes). A metal receptacle sometimes kept in cabooses for the use of flagmen. Cars, Reinforcing of Existing Wooden Freight. (M. C. B. Recommended Practice.) In 1915 the following minimum strength require- ments for the reinforcement of existing wooden cars were adopted. 1. The draft attachments, including draft arms, if used, must be of metal, either integral or riveted con- struction. 2. The strength value of the 'draft attachments and center-sill construction must be equivalent to at least 10 sq. in. of steel in tension and compression, 6J4 sq- in- of rivet-bearing area and \iy 2 sq. in. in shear. The ratio of unit stress to end load must not exceed 0.15. 50 CAR CAR BUILDERS' DICTIONARY CEN 3. Metal draft arms applied to wooden center sills must extend at least 30 in. beyond center line of bol- ster, toward center of car, must be securely fastened to bolster and center sills, and where possible should butt against compression members placed between draft arms and needle beams and also between the needle beams. Hardwood or yellow pine center sills may be consid- ered equivalent to steel in center-sill construction be- tween bolsters, if they have four times the specified unit values, namely, 40 sq. in. tension and compression area, and a ratio of unit stress to end load not ex- ceeding 0.0375. Where wooden members are reinforced with metal (composite construction), either the steel or the wood must alone meet the strength requirements. Where horn of coupler is allowed to come in contact with the end sill, the latter must be provided with a striking plate of sufficient strength to resist its pro- portionate load without deformation. 4. The draft-gear capacity is indirectly governed by the rules in paragraph 2. Cartridge (Acetylene Gas Lighting). A cylinder used for holding carbide in the generation of the gas. Casing. See Window Casing. Cast Steel Bolsters, M. C. B. Specifications for. See Bolster Specifications. Caster. Fig. 1633. A small wheel on a swivel attached to furniture and on which it is rolled on the floor. Caster Holder (Dining Cars). A shelf or tray for holding bottles of condiments. Casting. Any piece of metal whish has been cast in a mold. Catch. A device to prevent a gate, door or window from opening. Catch Lever (Three-Stem Coupler). A crank lever pass- ing vertically through the catch, by means of which it is caused to release the knuckle for uncoupling. Catch Spring (Three-Stem Coupler). A coiled spring on the catch spring bolt operating the catch. Cattle Car. More properly Stock Car. Ceiling. 18, Figs. 351, 352. The inside or under surface of the roof or covering of a car. This term is some- times used to mean Sheathing. The ceiling of a pas- senger car is generally termed Head Lining. Deafen- ening Ceiling is boarding under the sills of a car, the space between it and the floor being either left empty or filled with shaving or some similar substance to deaden the noise of the wheels. See Agasote, Head Lining, LignomUr. Ceiling Furring. Strips or pieces fastened to the car- lines overhead, to which the paneling or veneering of the ceiling is applied. Ceiling 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. Cell. An electro-chemical device for producing electrical energy, consisting of two metaloid elements immersed in a liquid electrolyte. When the two plates are con- nected by an exterior conductor a current of electricity is caused to flow from one element 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. Center Axle Guard. The axle guard for the center axle of a six-wheel truck. See Axle Guard. Center Bearing. Figs. 1078-1085. 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 arrangement and the functions which it performs, in distinction from Side Bearing. See also Center Plate. Center Bearing Arch Bar. 66 and 67, Fig. 1010. See Center Bearing Bridge. Center Bearing Beam. See Center Bearing Bridge. Center Bearing Bridge (Six-Wheel Trucks). 66 and 67, Fig. 1010. A structure formed by the top and bottom 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 extremities rest. Center 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 passage for air in the center of the burner. Center Dump Car. Figs. 42-45, 63, 68, 326, 327, 329, 333, 334. A car which will discharge its entire load between the rails. See also Convertible Car. Center Floor Timbers. The Center Sills. Center Frame. See Truck Center Frame. Center Girth. See Door Center Girth. Center Pin or King Bolt. Figs. 364, 1077. 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 by 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 51 CEN CAR BUILDERS' DICTIONARY CHA into the floor of a passenger equipment car to cover the head of the center pin. Center Plate. 7, Figs. 287, 288; 6, Fig. 291 ; 14, Fig. 314; 5, Fig. 335; 7, Fig. 340; 26, Figs. 351, 352; 31, Fig. 364; Fig. 479; 11 and 12, Fig. 490; 63, Figs. 989, 991, 1010, 1078-1085. 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. 2856. In 1915 the center plate shown in the drawing was adopted as a standard. Center Plate Block. 64, Fig. 1010. The member sup- porting the center plate of a six-wheel truck. It is in turn supported by the center bearing arch bars. Center Plate Shim. Fig. 1076. Center Rod (Postal Car). 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 distributing trays, etc., near the center of the car, are fastened. Center Sill. 4, Figs. 287, 288; 2, Fig. 291; 1, Figs. 314, 335, 340; 1, Figs. 351, 352, 364; Fig. 373. The central main longitudinal members of the underframe of a car which are usually close together in the center of the car. They form as it were the backbone 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 Plate, Center Sill Bottom Angle, and Center Sill Cover Plate. (Hand Car.) The corresponding member in the floor framing of a hand car. Center Sill Bottom Angle. 2, Fig. 404. 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. 291; 13, Fig. 335; 4, Fig. 404. 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. 480. A filling piece riveted between the center sills to act as a brace for holding them rigid. Center Sill Top Angle. 3, Fig. 404. 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. 404. The plate which forms the web of a center sill of the built-up type. Center Sills (M. C. B. Recommended Practice). In 1914 by letter ballot, minimum design requirements for new cars were adopted for steel center sills. Area of center sills : 24 sq. in. minimum. Ratio of stress to end load : 0.06 maximum. Length of center or draft sill members between braces: 20 d, maximum ("d" is the depth of member, measured in the direction in which buckling might take place). Center Sills, Spacing Between (M. C. B. Standard). In 1905, the spacing 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 filling piece combined. Centrifugal Dirt Collector. Figs. 1386, 1459. A device connected in the branch pipe between the brake pipe and distributing valve, or triple valve, and so con- structed that due to the combined action of centrifugal force and gravity, all dirt and foreign material is au- tomatically 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. Fig. 1182. 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. 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. See Chain Holder. Chain, Specifications for. (M. C. B. Recommended Prac- tice.) In 1914, by letter ballot, specifications for chain for passenger and freight equipment cars were adopted as Recommended Practice. Revised 1915. 1. Process.— (a) The chain may be made of either iron or steel, and may be welded by either the electric or fire process. (b) Iron chain shall be manufactured from a grade of wrought iron that will meet the requirements of the M. C. B. specifications for Refined Wrought Iron Bars. (c) Steel chain shall be manufactured from steel which has been made by the open-hearth process, and which shall be ductile and of satisfactory welding quality. (d) Chain 5/16 in. in diameter or less may have links twisted, if so specified on the order; all other sizes shall have straight links. 2. Tensile Test.— Samples from finished chain shall conform to the minimum requirements as to tensile properties given in Table No. 1, the elongation being determined in a length of from 12 to 18 in. to the nearest link. 52 CHA CAR BUILDERS' DICTIONARY CHE 3. Proof Test.— (a) All chain shall be proof-tested by subjecting it to the loads given in Table No. 1, and when so tested it shall stand these loads without showing any defects. (b) The manufacturer shall furnish a certificate of proof-test to the purchaser or his representative. 4. Test Specimen.— Tension test specimens shall consist of not less than 2-ft. lengths cut from the finished chain. 5. Number of Tests.— One tension test shall be made to represent each 200 ft. or fraction thereof ordered. t, , „ M axi- Nor- Proof-test Breaking mum mal rv n , loads. Elongation, length, weight. IJiam. Pounds. Pounds. Per Cent. 100 100 T ar ' c i t r links. feet. ?; ,1 -A , ?S- Stee1 ' Iron - Steel - Iron - Ins. Lbs. H J,6o0 l,o00 3,300 3,000 12 10 102 75 ft 2,6o0 2,400 5,300 4,800 12 10 114 7 110 % 3,700 3,400 7,500 6,800 12 10 125 165 & f'iS 4 ' 700 10 ' 200 9 ' 400 12 10 137.5 205 K 6,700 6,100 13,400 12,200 12 10 150 265 ft 8,o00 7,800 17,000 15,600 12 10 168 325 Yt 10,500 9,600 21,000 19,200 12 10 176 425 H 12,500 11,600 25,000 23,200 12 10 195 520 H 15,100 13,800 30,200 27,600 12 10 213 610 H 17,600 15,800 35,200 31,690 12 10 225 725 Vi 20,600 18,800 41,200 37,600 12 10 238 810 H 23,500 21,200 47,000 42,400 12 10 250 925 1 26,900 24,500 53,800 49,000 12 10 263 1,025 lft 30,400 27,600 60,800 55,200 12 10 295 1,225 IX 31,100 31,000 68,200 62,000 12 10 325 1,350 1M 42,100 38,300 84,200 76,600 12 10 353 5 1,650 yS 190,000 . . 15 525 3,6*0 2 216,000 . . 15 575 4,200 6. Length. — The length of 100 links, inside to inside of end links, shall not exceed the values given in Table No. 1 by more than two, and shall be measured after proof-test has been made. In making this measure- ment a load not to exceed ten per cent of the proof load shall be applied so that the slack may be taken up. 7. Weight. — The weight of the chain shall not vary more than three per cent above and five per cent below the weight given in Table No. 1. Excess over the allowance permitted will not be paid for. 8. Workmanship. — (a) The chain shall be free from injurious defects and shall have a workmanlike finish. The diameter of the welds shall not be per- ceptibly less than the diameter of the bar, and unless otherwise specified shall not exceed the diameter of the bar by more than twenty-five per cent. (&) Prior to inspection, the chain shall be free from paint or any other coating which would -tend to con- ceal defects. 9. Limiting Weights. — Bolsters, including center- plate and side bearings, shall conform to the weights given in table. In case the bolsters have met all requirements except that of overweight, they may be accepted at the maximum allowable weight here specified. Car Capacity, Weight, Lb. Weight, Lb. Weight, Lb. Lb. Minimum. Normal. Minimum. 80,000 775 795 815 100,000 840 865 890 140,000 1,110 1,140 1,170 10. Inspection. — (a) The inspector representing the purchaser shall have free entry at all times, while work on the Contact of the purchaser is being per- formed, to all parts of the manufacturer's works which concern the manufacturer of the material or- dered. The manufacturer shall afford the inspector, free of cost, all reasonable facilities to satisfy him that the material is being furnished in accordance with these specifications. (b) The purchaser may make the tests to govern the acceptance or rejection of the material in his own laboratory or elsewhere. Such tests, however, shall be made at the expense of the purchaser. (c) All tests and inspection shall be conducted as not to interfere unnecessarily with the operation of the works. 11. Rejection.— Material which, subsequently to the above tests at the mills or elsewhere, and its accept- ance, develops weakness or imperfections, or is found to have injurious defects, will be rejected and shall be replaced by the manufacturer at his own expense. 12. Rehearing. — Samples tested in accordance with this specification, which represent rejected material, shall be preserved for 14 days from date of test report. In case of dissatisfaction with results of tests, the manufacturer may make claim for a re- hearing within that time. 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, 149, 378-380. 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. A lamp or lamps having an elaborate form of suspension from a roof or ceiling. Change-Over Switch (Electric Lighting). Fig. 2S43. Change-Over Valve (Empty and Load Brake). Fig. 1358. Channel. A rolled steel commercial bar shaped like a trough or channel. It is commonly used in steel car construction. Channel Section Bolster. A bolster whose cross sec- tion has the shape like that of a trough or channel. Chapel Car. Figs. 180, 181. A car whose interior is arranged as a chapel. Chaplet. A piece of iron used in a mold for casting, to hold a core in its place. Charging Plug. An electric fitting or connection de- vice to which wires leading to a yard charging 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 invariably 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 generating plant is carried on the car. Charging Receptacle. 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. 991, 1010. 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, 53 CHE CAR BUILDERS' DICTIONARY CLI 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 this recommendation referred to passenger equipment only. A difficulty 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 con- trollable. Check Chain Chafing Plate. A plate attached to a truck timber to resist the wear of a Check Chain. Check Valve (Triple Valve). IS, Fig. 1360. 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 emer- gency application the emergency valve opens and al- lows 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, Fig. 1360. See Check Valve. Check Valve Case Gasket (Triple Valve). 14, Fig. 1360. Check Valve Spring (Triple Valve). 12, Fig. 1360. Cheek Casting. See Draft Casting. 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). 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. 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. 2692, 2724, etc. 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. 2113. 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. Standards). See Wheel Circumference Measure. Clam Shell Bucket. Fig. 205. A form of digging or shovelling 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 tightening screws, by which two portions of an article are 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. 999, 1002, 1003, 1006, 1009, 1016. 1329, etc. An application 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 passenger 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 road. 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 can 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 stirrup-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. See Pipe Clip. More broadly a device permanently at- tached to one part, whose function it is to hold another part in place which can readily be slipped into position. See Release Spring Clip. 54 CLO CAR BUILDERS' DICTIONARY COM 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. 182, 245. See Lounging Car. Coach. Figs. 140-149, 226-229, 378-398. A term com- monly used to designate passenger cars which are used for day travel. See Car ; 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 frequently used for this purpose. See also Car. Coat Hook. Fjg. 2026, etc. 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 Spring. See Helical Spring. Coke Car. Fig. 32, etc. 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. 196. A car with an inclined floor, into which coke is discharged from the furnace and quenched with water. Coke Rack. Fig. 291. 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. 291. 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 Bolster Guide Bar. (Of Crane.) Another name for the mast, par- ticularly when entirely supported from below. Column Bolt. 109, Fig. 991. 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 Arch Bars, Column and Journal Box Bolts. (M. C. B. Stand- ard.) Combination Baggage Car. A baggage car having compartments for express or mail, or both, as well as for baggage. See Combination Car. Combination Car or Combined Car. Figs. 139, 221-225. A passenger train car divided into two or more com- partments for the accommodation of different classes of traffic. See Car. 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. Fig. 2305, etc. A lamp arranged for two lighting systems, as gas and electricity. Combination Valve (Steam Heating). Figs. 2050, 2092. Combined Platform and Double Body Bolster. A pas- senger equipment car platform frame and double body bolster made in one piece. See Double Body Bolster and Body Bolster. Combined Stop and Lock. Fig. 494. See Door Stop. Combined Triple Valve, Reservoir and Brake Cylinder (Freight Air Brake). To lessen the complication and reduce the cost of freight brake gear these three parts, which are separate in passenger brake gear, are com- bined. Commutator. See Armature, Bolted Commutator. Commutation Pole Motor. Fig. 2675, etc. 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. 178, 244. A sleeping car which is divided into staterooms all opening into a common corridor which runs the whole length of the car. See Sleeping Car. Compensating Valve. A valve 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 application, 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 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 55 COM CAR BUILDERS' DICTIONARY COO 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 combines iron and wood, in the sills, posts, plates, etc. The sills and plates of the body and deck consist of two pieces of wood with an iron or steel flitch plate be- tween, the three pieces being bolted together as one. Compound Carline. A carline having 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, ow- ing to their following the shape of the clere-story. Compressed Air Jack. See Pneumatic Jack. Compression Beam. A horizontal timber in the side fram- ing of a wooden passenger-equipment car body, which acts as the compression member of a truss. The com- pression beam brace abuts it. The compression beam is sometimes made double, one piece above the other, with separate braces (main compression brace and center compression brace) acting upon each. See End Compression Beam. Compression Beam Brace. A timber used in connection with a compression beam to form a truss in the side framing of a wooden passenger-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 disk 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 sleeping cars. Condensation Meter (Car Heating). A device for meas- uring 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 at- tached to it by which it can be held on the arm, leaving the hands free. Conductor's Switch. Fig. 1407. A device used in connection with electro-pneumatic air-signal equipments for traction roads, which, when the signal cord is pulled, energizes the signal magnet, opening the magnet valve and admitting air to the signal whistle. Conductor's Valve. Figs. 135S, 1383, 14S8. A valve for applying the train brakes and placed at some convenient point in each passenger car, usually in the saloon. Conductor's Valve Chain and Hook. Fig. 2038. 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. A piece of commercial angle or a bent plate riveted to two members of a steel frame to hold them rigidly together. Connection Clip. See Connection Angle. Construction Car. A car used in building a new line of railroad or making repairs to roadbed and structures. The cars used as eating and sleeping cars for the men employed on construction work are frequently placed under this heading, as well as ballast cars, etc. See Ballast Car and Contractor's Car. Contactor. Fig. 2730. A magnetic switch used to make or break a circuit in a motor control system. See Auxiliary Contactor and Control System. Continuous Basket Rack. See Basket Rack. Continuous Brake. A system of brakes so arranged that by connecting the brake apparatus on the different 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 profile carline, which is bent to follow the outline of the clere-story. Continuous Draft Gear. A draft gear, having a continu- ous rod or rods extending throughout the length of the car from the drawbar at one end to the drawbar at the other end, whose office is to transmit the tractive stresses and relieve the draft timbers. See American Continuous Draft and Buffing Apparatus. 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. Fig. 60, etc. A car used by contractors in construction work ; usually a dump car. Control System. See Multiple Unit Control, Unit Switch System. Control Valve (Air Brake). Fig. 1368. A device which performs all the functions of the triple valve and, in addition, provides a maintained brake cylinder pres- sure ; automatic emergency should the brake pipe pres- sure be depleted below a predetermined point ; full emergency braking power at any time during or follow- ing a service application, and maximum braking power more quickly than by the use of the triple valve. Controller (Electric Motor Car). Figs. 2682, 2729, etc. A device for regulating the speed and direction of rotation of the electric motors. Convertible Car. Figs. 42-44, 93, 95-97, 333, 334, 348, 349. A car so built that it may be converted, without recon- struction, from one type to another, as stock to box 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. A freight car equipped with motors for moving freight under special conditions, as on a coal wharf. Cooking Utensils. Fig. 1721, etc. For use on dining, cafe-parlor, buffet cars, etc. 56 COP CAR BUILDERS' DICTIONARY COU 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 comer post in the body framing of a car which consists of an angle bar, sometimes in combination with a wooden post. Corner 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 Corner Plate (Freight Car Bodies). 58, Figs. 287, 288; 30, Fig. 477. A wrought or cast iron angle plate or knee on the outside corner, to strengthen and protect the frame. There are, usually three corner plates, upper, lower and middle. Very commonly a push pole pocket is combined with lower corner plate. Also used on the inside corners. (Passenger Equipment Car End Framing.) An angle iron applied to the corner of the deck end plate to keep it from abrasion and strengthen it. Corner Casting. Usually a Corner Plate or Push Pole Pocket. Corner Handle. More commonly a Hand Hold or Grab Iron. Corner Plate. See Corner Brace. Corner Post. 22, Figs. 287, 288; 29, Fig. 291; 36, Fig. 364; 23, Fig. 404. The vertical member which forms the corner of the frame of a car body. Corner Post Grab Iron. 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 outside 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. The moldings where the ceiling or headlining joins the sides and ends of the car inside. Cornice Sub-Fascia or Panel. 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 pri- vate cars have corridors to pass the staterooms, smok- ing compartments, etc. Corrugated Metal Car Roof (Freight Cars). A roof consisting of iron, steel or zinc plates usually covered 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. In passenger equipment 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. 291; 6, Fig. 340; Fig. 624, etc. The term applied to the modern drawbar. The coupler proper is the head of the drawbar, which is so con- structed 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. 291; Fig. 481. See Drawbar Carry Iron. Coupler Carry Iron. See Drawbar Carry Iron. Coupler Centering Device. See Drawbar Centering Device. Coupler, Electric. A device attached to the end of a car including insulated metallic contacts for the con- nection 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. Fig. 2712. Two coupler plugs con- nected by an insulated flexible cable. See Control System. Coupler Latch (Steam Coupler). A catch to lock the steam hose couplers together and prevent accidental parting in rounding sharp curves. Coupler Knuckle. See Knuckle. Coupler Knuckle Kicker. Figs. 6S1, 652. A knuckle opener. Coupler Knuckle Lock (Automatic Couplers). Figs. 626-670. The block which drops into position when the knuckle closes and holds it in place, preventing uncoupling. Coupler Knuckle Opener (Automatic Couplers). Fig. 649, etc. 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. 626- 670. 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. 644. 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. 57 cou CAR BUILDERS' DICTIONARY CUP Coupler Locking Pin Trigger. Figs. 648-650. Coupler Plug. A movable coupler designed to engage and connect to a coupler socket. See Control System. Coupler Release Rigging. See Uncoupling Lever. Coupler Rightener. Figs. 523-526. See Drawbar Cen- terinc. Device. Coupler Socket. Fig. 2709. A fixed electric coupler. See Control System. Coupler Yoke. Figs. 482, 694-713. The yoke or strap that surrounds the draft gear and is riveted or keyed to the end of the coupler shank or drawbar. See Automatic Car Couplers (Miscellaneous M. C. B. Standards). Couplet (of Springs). Two Elliptic Springs placed side by side, to act as one spring. Three springs united 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 coupling 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 January 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 Cover, 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). Metal 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. Sea 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. 8, Figs. 287, 288; 8, Fig. 291; 11, Fig. 314; 6, Fig. 335; 5, Figs. 351, 352; 28, Fig. 364. 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 sometimes 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 together, the Cross Bearer usually having a filler between the center sills and thus extending across the car. Cross Bearer or Cross Tie Cover Plate. Figs. 478, 480. 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 Center Filler. See Cross Bearer Dia- phragm. Cross Bearer Diaphragm or Cross Tie Diaphragm. 15, Fig. 404; Fig. 478. The web plate or filling piece, out- side the center sills, to which the cover or tie plates are riveted in a built-up Cross Tie. Cross Tie. See Cross Bearer. Cross Tie Timber. See Cross Bearer. 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. 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 lower 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 about it. Crosshead (Air Brake Cylinder). A forked casting or forging 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 holding a drinking cup. Cup Washer. A Socket Washer. Cupboard Bolt. See Door Bolt. Cupboard Catch. An indefinite 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. 364. A small cabin built on the roof of a caboose to afford 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 commonly used on dynamometer cars. Cupola Hand Rail. 19, Fig. 364. 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. 364. A step attached to- the inside of a caboose to enable trainmen to enter and leave the cupola. Cupola Marker Lamp. See Cupola Signal Lamp. 58 CUP CAR BUILDERS' DICTIONARY DEA Cupola Signal Lamp. 21, Fig. 364. A signal lamp mounted on the cupola of a caboose. Current Director (Car Heating). Fig. 2187. 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 rectricted to loosely hung drapery, suspended on a curtain rod by curtain hooks or rings, in distinction from a shade, which is flat and rolls up. Curtains in cars are chiefly used for sleeping-car berths (Berth Curtains). Window curtains are used in dining, parlor and private cars. Except in the saloons, blinds have been abandoned, and window shades are in al- most universal use on steam railroads. Blinds are still in general use in street cars. The protecting shield used over vestibule diaphragms is called a cur- tain. Curtain Fixtures. Fig. 1922, etc. 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 Bushing. A socket or bushing for the end of a curtain rod where it abuts a wall or partition. Curtain Rod Folding Bracket (Sleeping Car). A bracket for a curtain rod in a sleeping car which 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. Cushions used in passenger car upholstery are of the box type, being built upon and connected with a wooden framework (cushion frame). See Car Seat. Cushion Frame. A wooden frame to which the seat springs and upholstery of a car seat are attached. Cuspidor. Figs. 2035, 2036. A vessel to receive dis- charges 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. 1346, 1384, 1450. See Brake Cut- Out Cock. Cut-Out Valve (Car Heating). 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 cylinder of a steam engine. See Brake Cylinder. A name sometimes given to the fire pot of a stove or heater. A type of lock is called a cylinder lock, Fig. 1655. Cylinder Head. A metal cover for the end of a cylin- der, held on by cylinder bolts or cylinder studs. The cylinder head through which the piston passes is com- monly termed the back cylinder head, and the other the front cylinder head, corresponding to locomotive practice. Brake cylinder heads are called Pressure and Non-Pressure Heads. Cylinder Lever. Figs. 477, 1307, etc. In passenger brake equipment, two levers which 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 cylinder 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 cyl- inder lever, the term applying only to the lever which receives the braking force direct from the push rod. Cylinder Lever Bracket (Air Brakes). A T-shaped piece of iron bolted to the front cylinder head, to which one of the brake levers is attached. Cylinder Lever Guide. A guide or support for the cylinder lever. Cylinder Lever Support (Air Brakes). A wrought iron bar bolted to one of the center sills, on which the ends of the cylinder levers rest. Cylinder Support. Fig. 478. 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 meas- uring the outside of cylindrical objects, and they are called internal and external cylindrical gages. They are generally used as standards alone, from which other tools and gages are made of the proper size. D Dairy Car. Fig. 115. A refrigerator car used for carry- ing butter, cheese, milk and other dairy products. Damper. A valve in the stove pipe or in the bottom of a stove for regulating the draft. Day Coach. See Passenger Car. Dead Air Space (Insulation of Refrigerator Cars). Air spaces which have no communication with the atmospheric air outside, so there can be no free cir- culation or change of air as there is in a free air space. Dead Block. See Dead Wood. Dead Lever (of Brake Gear). Fig. 477. The one of a pair of truck brake levers to which the brake con- 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 consequently 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. 479; 95, Figs. 991, 1010; Fig. 1310, etc. 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 moving 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. 481. 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. 11, Fig. 335. A single wooden block or 59 DEA CAR BUILDERS' DICTIONARY DEF 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 attachment 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. See Deck Sill. Deck Bridging. Bridging or blocking used in the upper 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. 2313, 2570, etc. A lamp which is fastened to the deck or ceiling of a car. Deck Plate. A plate used in constructing the roof or deck of a steel passenger equipment car. A longi- tudinal 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. An upright member which connects the deck plate with the deck sill. Deck Roof. The roof of the upper deck or clere-story, itself sometimes called the deck or upper deck. See Deck. Deck Sash. Figs. 1887, 1979, 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. A spring bolt attached to a deck sash, which engages with a deck sash latch keeper or strike plate. Deck Sash Opener. Fig. 1963, 1971, etc. 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 cin- ders. Deck Sash Pivot. Fig. 1966, etc. Roughly a metal stud or spindle attached to a suitable flange by which it is fastened to a deck sash, and 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. 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. 1903, 1939, 196S, 1978, etc. 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. 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. 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. The facing or finishing material ap- plied 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. 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. 60 DEN CAR BUILDERS' DICTIONARY DOO Dental Lavatory. Figs. 1746, 1769. A basin with the necessary faucet, tumbler holder, etc., used in con- nection 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. 54, Figs. 287, 288 ; 9, Fig. 291 ; Fig. 474. 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. 986, 989, 997. A car truck with iron side frames consisting 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 members of the truck, bolster, spring plank, etc., are either of wood or metal, or of both wood and metal combined, 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. wheelbase, 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. S36-S48. 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. 150-162, 230-233, 243, 400-403. A car operated in passenger trains and equipped with kitchen and utensils, dining tables, etc., for serving meals to passengers. See Car. Dining Car Chair. Figs. 1681, 1683. 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. 2153, etc. A sys- tem of car heating in which the steam from the loco- motive is carried directly to the radiators or heating pipes. The term is used to distinguish the system from those in which the steam is employed to heat the water which circulates 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. 1862. 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. 1862. A strap hinge for the table on which mail is sorted in postal cars. 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 locomotive 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 pawl 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). The top of a Tank Dome. Dome Lamp Shade. A Lamp Shade of curved or spherical outline. Door. A frame of boards or plates of metal for clos- ing a doorway, as Box Car Door, Drop Door, Plat- form Trap Door, etc. See Door Frame for names of parts. Door Back Stop. See Door Stop. Door Bolt or Bar. An iron bar, actuated by a handle, which slides into a bracket or eye and locks the door. Used chiefly on the swing doors of refrigerator cars. Fig. 1804, 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 shoul- der 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 61 DOO CAR BUILDERS' DICTIONARY DOO latches. See also Barrel Door Bolt, Flush Bolt, Square Door Bolt. Door Bolt Bracket. An iron eye attached to the body of the car into which 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, Box Car End, Seal Records of. (M. C. B. Recom- mended Practice.) In 1913 the following recommendations were adopted : End doors used for loading lumber in box cars are essential only on roads having long lumber loading in box cars as an essential feature of traffic. End doors must be so constructed that when closed they lock automatically by means of a lock accessible from the inside of the car, thus avoiding the neces- sity of taking seal records. Seal appliances now in use, and not accessible from the ground or from end ladders, should be revised so as to be accessible from the ground or end ladders, to promote the safety of employees. Door Brace (Freight Car Doors). A diagonal piece of timber framed into the door frame to stiffen the door. Door Bracket. Fig. 826. See Side Door Bottom Guide. Door Bumper. Figs. 603, 619. A door stop. Door Butt. A Butt Hinge. 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. Figs. 869, 871, 875, 876. 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 Closer. Figs. 869, 871. A Door Check. Door, Door Jamb and All Other Inside Exposed Cor- ners of Stock Cars, Rounding Corners (M. C. B. Recommended Practice). Fig. 2880A. 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. The common term for the device by which a car door is locked with the aid of a seal. Door Fixtures, Box Car (M. C. B. Standard). Figs. 2896-2900. 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 construc- tion. 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 S 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 SYi 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. 2909. In 1912 the box car side door fixtures were trans- ferred to standard, the end door fixtures remaining as a recommended practice. Door Frame. 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 (Baggage and Freight Car Sliding Doors). Strips of wood which inclose the space occupied by the door when open to keep the freight from interfering with its movement. Door Guide. See Side Door Bottom Guide. Door Handle. 61, Figs. 287, 288; Fig. 482. A handle, commonly of a D-shape, attached to a door as a means of opening and closing it. Door Hanger. 60, Figs. 287, 288; Figs. 833, 870, 873. 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. Door Hanger Sheave. See Sheave. Door Hanger Roller. See Door Hanger. Door Hasp. Figs. 482, 822, 824. 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 malle- able iron and the pin attached so that it cannot be lost. Padlocks are rarely used on freight cars. Door Hasp Holder. Fig. 482. 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. 1807. 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. A steel plate or combination of steel plates placed across the top of a door opening. Door Hinge. See Hinge. Door Holder. Figs. 602, 609, 877, 880, 881, 887. 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- 62 DOO CAR BUILDERS' DICTIONARY DOO tion stop) of a car, with which a door holder engages, to hold a door open. Door Hook. Fig. 1813. A hook for holding a door open or shut. Door Jamb. The side piece or post of a door case. Also called door post. Not to be confused with the stiles of the door itself. See Door Post. Door Knob. Fig. 1814, etc. 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. An attachment to hold the door shut. See Latch and Lock. 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. A plate fastened to a door as a guard or bearing for the latch spindle. A rose is frequently called a rosette. See Escutcheon. Door Latch Spindle. 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 fiat piece of steel. Door Lintel. The horizontal part of a door casing above the door. See Door Frame. Door Lock. Figs. 796, 821, 832. See Lock. A Latch is usually combined with a passenger car door lock. Door Lock Bolt. See Lock. Door Lock Keeper or Nosing. See Keeper. Door Mullian. 2, Fig. 847. 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 in- scribed on it. The name is now more commonly painted on. Door Notice Plate. See Notice Plate. Door Operating Gear. 17, Fig. 291; 9, Fig. 314; Figs. 786-794. The mechanism used to open and close the type of doors commonly known as drop doors, which are used on hopper, gondola and other types of drop- bottom cars. Figs. 865-868. A power arrangement for controlling the opening and closing of sliding doors on suburban or street railway cars. Door Panel. 10 and 11, Fig. 847. "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 Parts. Fig. 864. 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. 23, Figs. 287, 288; 37, Fig. 364; 24, Fig. 404; 1, Fig. 847. A vertical post which 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. The pocket for the door post. See Post Pocket. Door Protection Plate. A plate placed at the side of a doorway 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. Fig. 847. A horizontal member or bar of the framing of a door. The upper one, 4, is called the top rail; the lower one, S, 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. 874. Also called 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, Fig. 847. 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. See Door Sheave. Door Sill. A cross piece attached to the floor on the under side of a door opening. Door Slide. See Door Sheave. Door, Sliding. See Sliding Door. Door Specifications for Outside Hung Side Doors for New Box Cars. (M. C. B. Recommended Practice.) Fig. M. C. B. 30. In 1915 the following specifications for box car out- side hung side doors for new cars were adopted as Recommended Practice: 1. Means must be provided for continuous weather- proofing and fireproofing around the top, bottom, front and back edges of door when closed. 2. Top of door must be continuously supported against outward pressure, and this support must also form the weatherproofing. 3. Closed door stop must be of metal, preferably continuous from top to bottom of door. If continuous door stop does not support the door against outward pressure, such support must be provided by not less than two brackets with lips, equivalent to brackets shown on the drawing, and located as shown thereon. 4. Metal open door stops are recommended, one or more in number, equivalent in strength to design shown on Revised Sheet M. C. B. 30, securely bolted to the belt rails or framing of the car with at least two yi-'m. bolts or their equivalent. If wood open door stop is used, it should extend the entire height of the door and be reinforced by clip washers or through bolts to prevent splitting. 5. Bottom of door must be supported against out- ward pressure at not less than two points for any posi- tion of the door. 63 DOO CAR BUILDERS' DICTIONARY DOU If individual bottom door guides, fastened to car body, are used, they must be at least four in number, one located adjacent to each door post, one in the middle of the doorway, and one between the back door post and the open door stop, approximately as shown on the drawing, and similar in design, with particular reference to height of lip, which should be not less than 154 in. 6. If door hangers are fastened to door with bolts, the design of door fastenings must be such that with hangers broken or removed the door can not be re- moved from the car, except by removal of either track, door guides, or door stops. When substantial hangers are riveted to steel doors, or to steel frames of wooden doors, with not less than four 5^-in. rivets or their equivalent, this provision need not apply. 7. When hangers, or rollers are fastened directly to sheathing of wooden doors, bolts must be not less than 34 in. in diameter at least four in number for each hanger and spaced not less than 4 in. apart horizontally and 5 in. vertically, hangers preferably located so bolts will pass through two or more boards. 8. Door track may be located either above or below the door opening and the door supported so that under any service conditions there will be no binding of the door from vertical interference with door guides or track. The upper door track, if used, must be con- tinuous in one piece, strong enough so that it will not sag, and securely fastened to car; proper flashing, if necessary, to be provided over door track. If door is supported at bottom, means for keeping the supports in alignment must be provided. 9. For wooden doors, the door-hasp fastener must be at least 24 in. long, fastened with not less than five 5^-in. bolts, with nuts on the inside of the door. The door-hasp fastener must be of such design that the hasp can not be removed without removing the bolts from the fastener. The door-hasp fastener must be secured to the steel frame of the door by at least one bolt or rivet. For steel doors, the door-hasp fastener must be riveted to the door. 10. Proper clearance must be provided so that Yz in. bulging of the side of the car will not interfere with the free movement of the door. Door mechanism must be so designed that in a closed position the door is drawn reasonably tight against side of car. It should be possible for one man to open or close the door readily from the ground without tools. 11. All of the above recommendations apply partic- ularly to cars with 6-ft. door openings and single out- side hung side doors, and in all cases where a partic- ular construction is described, or specific dimensions are given, their equivalent will be acceptable. Door Spindle. The bar passing through the door which carries the door knobs. Door Spring. An attachment to make doors self- closing. Door Stile. 8, Fig. 847. One of the two upright pieces on the outer edges of a Door Frame. Door Starter. Fig. 796. A device for helping to start a door to open. Door Stop. A peg or block against which a passenger car door strikes when opened, often provided 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. 602, 609, 877-881. Freight Car Sliding Doors. 59, Figs. 287, 288 ; Figs. 482, 796, 82S. 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. 34, Figs. 287, 288. A guide which sup- ports 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. 480. 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. 489, 492, 504-508, page 411. See Body Bolster. Double Chair. Fig. 1682. A twin car seat. Double Check Valve. (Air Brakes.) Fig. 1434. 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 seam 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). 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. (Automobile Car.) A similar arrangement 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. 64 DOU CAR BUILDERS' DICTIONARY DRA Double Pressure Retaining Valve. See Pressure Re- taining Valve. Double Track Snow Plow. Fig. 216. 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. A single bolster consisting 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. Figs. 679-687. 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 Casting. 11, Figs. 287, 288; 5, Fig. 291; IS, Fig. 314. One of a set of castings riveted or bolted to the draft sills and transmitting to them the stresses received from the draft gear. The latter lies between the draft. sills and the ends of its follower plates bear against shoulders on the castings. 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. Attached Draft Casting. 55, Figs. 287, 288; Fig. 513, etc.; Figs. 678, 709, 714, etc. 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. A plate which extends under- neath the draft sills and supports 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. A key used with some forms of draft gear. Draft Lug Angle. 44, Fig. 404. An angle riveted to the bottom of the center sill at the draft gear, to which the lower part of the draft casting is fastened. Draft Plate. See Draft Casting. Draft Regulator. See Fire Regulator. Draft Rod (Continuous Draft Gear). A rod which unites two drawbars at opposite ends of a car, and relieves the draft timber attachments from tensile stress. Draft Sill. 1, Fig. 291; Figs. 679-687. In wooden cars 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 Sill Splicing. Draft Sill Tie Plate. Fig. 480. A plate riveted to the draft sills to help in holding them rigid. Draft 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. Draft Spring Pocket. A Drawbar Spring Pocket. Draft 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. Draft Spring Thimble. A projection riveted to the follower plates and fitting inside the draft spring to hold it in place. Draft Timber. 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. Draft Timber Bolt. A bolt used to secure a draft sill to a center sill. Draft Timber Pocket. A casting attached to the body bolster or center sills of a car to receive the end of a draft timber. Draft Timber Tie Bar. A transverse iron bar attached to the under sides of a pair of draft timbers to tie them together. Drain Cock. See Reservoir Drain Cock. Drain Cup or Drip Cup (Air Brake). A globular recep- tacle under a triple valve to collect water of con- densation. (Refrigerators and Ice Cars.) Fig. 361. A metal cup through which the drippings from the ice pass, but which is so arranged as to prevent the entrance of air to the car. Drain Valve (Car Heating). A valve for draining off the water condensed in the steam pipes where an auto- matic trap is not used. Draw Head. The head of an M. C. B. automatic coupler, exclusive of the knuckle, knuckle pin and lock. Draw Spring. See Draft Spring. Draw Timbers. See Draft Timbers. Drawbar. 9, Figs. 287, 288; 16, Fig. 314; 6, Fig. 340, 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 pro- ceedings of the M. C. B. Association, in speaking of the height of drawbars, the term is applied to the M. C. B. standard automatic coupler. See Automatic Car Coupler. Drawbar Carry Iron. 10, Figs. 287, 288; 22, Fig. 291; 28, Fig. 404; Figs. 481, 671-677. 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. Drawbar Centering Device. Figs. 688-693. 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 Draft Casting. 65 DRA CAR BUILDERS' DICTIONARY DRU 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 facili- ties. Drinking Cup Vendor. Fig. 17SS. Drinking Fountain. Fig. 1761, etc. See Water Cooler. 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). Fig. 892. 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. Fig. 2136. 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 axles. Drop (of 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. 42-47, 49-56, 59, 93, 314-321, 326-329, 331-334. A car with a level floor or bottom, equipped with a number of drop doors, for discharging the load. See also Car and Hopper Bottom Gondola Car. Drop Brake Shaft. Figs. 1521, 1523, 1524, 1543, 1544, etc. A brake shaft which is normally in a vertical posi- tion, but can be dropped to a horizontal position and still remain operative should conditions of lading re- quire this to be done. Drop Door. 8, Fig. 314. 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 open- ing. Drop doors are usually in pairs, and are sup- ported 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. A chain attached to a drop door, and usually connecting it with a winding shaft, for the purpose of controlling the door. Also sometimes termed hopper chain. Drop Door Chain Ring. An iron ring to which are fastened the 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.. A hinge on which a drop door swings ; usually made of flat bar iron, bent to form an eye, through which a hinge pin passes. Drop End Door. Fig. 842. Used on gondola cars, The entire end is arranged to swing down at right angles to its normal position, for loading long ma- terial. Drop End Gondola Car. Figs. 57, 58, 322, 323. A gon- dola car with the ends in the form of doors, which can be dropped when the car is used for shipping long material 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.) 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 suspension. 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). Figs. 2881-2894. 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 above. Dropper Bar. 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 generally 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- 66 DRY CAR BUILDERS' DICTIONARY ELE 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. Fig. 1781, etc. 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). Fig. 124, 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. 1393. 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. 60-69. 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 Apparatus (Drop Bottom, Hopper Ballast Cars, etc.) Figs. 783-794. Dumping Tray (Postal Car). Fig. 1862. A tray used in a postal car for handling mail. Duplex Air Gage (Air Brake). 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). Fig. 1953. A device for deflecting dust and cinders and preventing them from entering the car, particularly through the windows. Dust Guard. Figs. 1022, 1023, 1051, 1065. A thin piece of wood, leather, felt, asbestos or other material in- serted 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 pre- vent 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. 2832. In 1909 standard dimensions for dust guards were adopted for the four standard journal boxes. In 1913 dimensions for dust guards for 6 by 11 inch journal box were adopted as Recommended Practice. Advanced to Standard in 1914. 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. 199, 200, 241, 242, 414-417. A car equipped with apparatus for measuring and re- cording 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.) 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. 1718. 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. 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. 2510. A device for supply- ing storage battery cells with water. Electric Compressor Governor. See Air Compressor Governor. Electric Fan. Figs. 2276, 2277. Electric Heater. Figs. 2162; 1, 2207, etc. Heaters used on electrically operated cars, where electric, current is available for their operation. Usually placed under the seats. Heat is developed by passing current through resistance coils and is controlled by regulat- ing switches. (Figs. 2167, 2175.) Electric Lamps. Fig. 2518, etc. Electric Lighting. Fig. 2427, etc. Storage System. In this system each car is pro- vided with a storage battery, which must be charged at terminals during the layover period. Head-End System. The head-end system consists essentially of a steam-driven generator located in the baggage car or on the locomotive. Proper con- 67 ELE CAR BUILDERS' DICTIONARY ELE trolling 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 gen- erator, usually steam turbine-driven, placed in the baggage car or on the locomotive, and furnished with steam from the locomotive ; the necessary indicating, 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 connections being made between cars, in the vestibule ; batteries, consist- ing of a suitable number of cells connected in series and placed in battery boxes attached to the under side of the cars ; lamp regulators are sometimes in- stalled in the cars to compensate for the line drop and to maintain constant voltage at the lamps. Axle Generator System. 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 voltage impressed on the lamp circuits. A battery of a suit- able number of cells to supply current when genera- tor 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. U to U-9. In 1912 the following specifications were adopted for electric lighting of passenger equipment cars. Revised 1913. In 1914 safety hangers for battery box trays were addeo", dynamo pulley fit for axle and electric light bulb G 18^ were changed. Revised 1915. 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 following information, and that this notice shall be posted in the switchboard locker : 68 ♦System. Type of generator. 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. In wiring cars for electric lighting, all the wire shall be run in conduits, and the conduit shall be so installed that the wires can be pulled in and out of the conduit after the car is completed. 5. Standard lamps for car-lighting service should be in accordance with dimensions shown. 6. That where train-line connectors are used, a f/ty. Battery |-»; \ fbs.Botfery and Dynamo ' p-arri T | ^T>%- Dynamo. till Location of Connector and Arrangement of Terminate When Faci'nq Con fig/- /bs.Hi|'|i|>|i|i|'|i|t-|/fey. -sz Neg. E •! *] t| ■ | r 1 >| • 1 1 J — I Jumper* •' Pos Mg^yrbs. Dynamo Connection of Battery 7b Tram line f>ff.Z connector having dimensions as shown 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. (6) Battery. ( c) Axle-dynamo. (d) Circuits for lamps, fans, etc. The axle-dynamo terminals to control the positive *State whether axle-dynamo, straight storage, and if used on head-end system. ELE CAR BUILDERS' DICTIONARY ELE 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 controlled, 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 2y 2 inches between centers ; stud or screw to be % inch diameter with 20 threads per inch. (B) Battery.— Optional. Fuse terminals, 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 ter- minal; terminals to have N. E. C. code standard ISO amperes knife-blade contact clips mounted with 4-inch clearance between clips. (o) Axle Generator. — Negative armature fuse ter- minal optional. If used, terminal shall be same as positive. (6) Axle Generator. — Positive field optional. If used, to have ferrule type clip mounted with 1- inch clear space between clips 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 ques- tion. 11. That each electrically lighted car equipped with battery box or boxes shall have provided a fuse block, mounted in a suitable metal box. 17. Battery boxes shall have provided in each door a vent, substantially as shown on the drawing. 18. Battery boxes with two compartments, each 22§^ in. long, or with one compartment 3 ft. 9% in., must be designed to safely carry a battery weight of 1,600 lb. Battery boxes with four compartments each 22§4 in. long, or two compartments each 3 ft. 9J4 in- long, must be designed to carry a battery weight of 3,200 lb. 19. In all battery-box designs, two angle irons or straps shall extend longitudinally under the battery box in such a location that in case of a defective battery-box floor the battery trays will be supported by the said angle iron or straps. The angle irons or straps shall be supported to the car body independ- ently of the battery box proper, and shall be of suf- ficient strength in all parts to safely support the battery in accordance with the weight shown in para- graph 18 and the additional weight of the battery box proper, and the angle iron or straps and the sup- ports for same shall be so installed that they can be readily inspected for corrosion. Battery boxes shall have the following dimensions: Height in clear, 2V/ 2 in.; depth front to back, 2 ft. 1 in. Length of compartment to hold two standard double compartment trays, 22$i in. Length of com- partment to hold four standard double compartment trays, 3 ft. 9% in. AXLE DYNAMO. 20. A straight pulley seat should be provided for the axle pulley. 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 7y 2 inches and to be 8J^ inches long, turned straight. The pulley hub should have a uniform internal diam- eter of 7j4 inches, the length of the hub to be 6J4 inches, the face of the pulley to be 9 inches or wider if flangeless, and 8 inches if flanged. The generator pulley should be flanged and crowned and have a 7-in. face. The diameter of axle pulleys should preferably be 17 in. or 21 in.; the diameter of the generator pulley should preferably be 8 in. or 11 in. 21. When facing the end of the truck on which axle generator is mounted, the pulley or sprocket shall be on the right-hand side. 22. The electric connector between the dynamo leads and permanent wiring on the car should be made with non-reversing, self-locking receptacle and plug. 23. Axle-dynamo suspensions must be designed so that with full diameter wheels and truck, on straight, level track, any part of the dynamo or suspension must have a clearance not less than 6 inches above top of rail, and a clearance of at least 3j/£ inches between any part of the mechanism attached to the car body. 24. The dimensions of axles at the point of pulley fit shall be in accordance with the dimensions shown on the drawing 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. Knife- blade fuses shall be provided with a capacity of be- tween 101 and 200 amperes. 12. That where axle dynamos are used, negative, positive and dynamo field shall be fused as close as possible 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 hun- dred 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. 16. That where double compartment tanks are used, the connections and arrangements of battery terminals are to be as shown in Fig. 3. Front of Double Comparfmenf Tray Note: When Yfestinghouse Hand Connections are used. Mate Head to be used for Pas. Terminal, Female Head for Neg. Terminal Fig. 3. f\a. Connection and arrangement of Terminals in Doable Comparfmenf Tray. 25. In axle-dynamo suspension the metal carrying the weight of the dynamo must not be subjected to wear. 69 ELE CAR BUILDERS' DICTIONARY EMP 26. In axle-dynamo suspensions, if side arms are used, the end to be secured to the truck frame must extend under the transom and be bolted to the side frame near the transom, and if carried through or over end sill must be held securely to end sill by a hooked bolt not less than 34 inch in diameter. 27. When possible, the belt should go over the end sill and under the brake beam, with belt clearance of at least an inch. 28. A typical design covering the general require- ments in the above recommendations is shown on the drawings, and is recommended where applicable. On all new and remodeled axle dynamos provided with ball or roller bearings, armature pulleys shall be in accordance with dimensions shown. In all new or remodeled ball or roller bearing axle dynamos, the details of the pulley end of the arma- ture shaft shall be in accordance with the dimensions shown. On all sleeve bearing generators having armature shaft less than \% in. in diameter at the inside end of the pulley fit, it is recommended that a taper fit of 34 in. in 12 in. be used, the inside dimension of the taper fit being V/z in. with a length of 2 l / 2 in. measured on the axis of the shaft. On all future and remodeled ball and roller bearing axle dynamos, the roller or ball bearing in annular ball bearing size used shall be that known as No. 412. Electric Motor. Figs. 2675, 2677, 2703, etc. See Motor, Electric. Electric Motor Car. Figs. 183-187. A car which is pro- pelled by electric motors. See Motor Car and Car. Electric Motor Car Equipment. Fig. 2672, etc. See Fig. 2676 for arrangement of apparatus. Electric Shovel. A power shovel operated by electric power. Electric Train Line Coupler (Electric Lighting). A device somewhat like a steam or air brake hose coupler which is used to connect the electric light circuits on adjoining cars. Electro-Pneumatic Brake. Figs. 13S9, 1398, 1399, etc. For long high speed electric trains, such as used in subway service. In addition to the functions per- formed by a quick action automatic 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 motorman's brake valve and continuous train wires. Brakes on long trains can be applied instantaneously and simultaneously with this device, eliminating any tendency to surging. Electro-Pneumatic Car Discharge Valve. Fig. 1437. A valve used with the train-signal equipment on cars employed interchangeably in electric road and steam-road service and requiring electro-pneumatic operation in electric road service and pneumatic opera- tion in steam road service. Electro-Pneumatic Compressor Switch. A device used in conjunction with the electric compressor governor in the governor synchronizing system for insuring uniform compressor labor. Its operation is controlled iby the governor and its function is to automatically .open or close the circuit to the motor-driven air com- pressor when the pressure in the main reservoir line falls below a predetermined minimum or rises to a predetermined maximum, respectively, which pressures are determined by the setting of the governor. See Air Compressor. Electro-Pneumatic Signal System. Fig. 1404. An electrically operated train air-signal system, adapted to either single cars or trains which may or may not carry trailers, and providing means for signalling to the motorman from any part of the train and in as rapid succession as desired, the signals being sharp, distinct and coincident with the pulling of the signal cord. The system is so designed that, if desired, the whistle on each end of every car in the train may be sounded from a signal given from any part of the train. The equipment includes a conductor's signal switch, combined magnet and bracket, signal whistle, jumper and receptacle, cut-out cocks, fuses, snap switches, etc. For cars which operate in both steam road and electric road service, an electro-pneumatic car discharge valve is used, electric operation being used in electric road service and pneumatic operation in steam road service. Electrode. 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. A spring of elliptical form made of two sets of parallel steel plates of constantly decreas- ing length. Such springs are generally used for bolster springs for passenger cars. The set of elliptic 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. 636 and 638. A knuckle which is designed for use in case of damage to the knuckle of automatic couplers. Emergency Coupling Device. A short shank coupler which can be chained in place if the standard coupler is pulled out or broken. Emergency Head Back-Up Connection. Fig. 1478. 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, Fig. 1360; Fig. 1473. A valve used for making emergency applica- tions of the brakes with the straight air system. See Triple Valve. Emergency Valve Nut (Triple Valve). 28, Fig. 1360. Emergency Valve Piston (Triple Valve). 8, Fig. 1360. Emergency Valve Seat (Triple Valve). 9, Fig. 1360. 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). Figs. 1351, 1358. This equipment not only operates to ma- terially increase the total braking power controlling train units on grades, but gives a practically uniform braking power on car units— whether empty or loaded — in any service. In addition to the standard brake cylinder, auxiliary reservoir, and other details now used with the standard freight brake, this equipment 70 END CAR BUILDERS' DICTIONARY END comprises: (1) An extra brake cylinder, called the "load" cylinder, with notched push rod and enclosed locking mechanism, which operates when the equip- ment is set in load position ; (2) suitable connections, levers, etc., to form the connection and required mul- tiplication 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 equip- ment may be placed in either the empty or load posi- tion, as desired; (S) additional reservoir capacity to furnish the air supply for the "load" brake. End Axle Guard. The axle guard at the 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. 18, Figs. 287, 288; 21, Figs. 351, 352. 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 compres- sion 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. 364; Figs. 806, 809, 820. A door in the end of a car. In box cars this door, when used, is small and gen- erally about half way up to the roof. It is used for loading and unloading long material, which cannot be handled through the side doors. See Door Fix- tures, 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. 42, Figs. 287, 288. A plain board on the end of a car covering the upper ends of the sheathing boards and extending to the roof line. End Frame. Figs. 463, 474, 469, 471, etc. The frame which forms the end of a car body. It includes the posts, braces, belt rail and end plate. See Body Fram- ing 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. 991, 1010. 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). 130, Figs. 991, 1010. A plate or casting used to connect the wheel and end pieces and stiffen the truck frame. End Piece Plate. A plate used to stiffen the end piece of a wooden passenger equipment 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. 26, Figs. 287, 288; 37, Fig. 404; Fig. 938. 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. 21, Figs. 287, 288; 22, Figs. 351, 352; 37, Fig. 364; 24, 25, Fig. 404. 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. Lad- der rounds are usually secured to the two end posts in the center. End Post Pocket. 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. 291; 5, Fig. 314. A plate used in closing in the end of a steel car. End Sill. 2, Figs. 287, 288; 4, Fig. 291; 3, Fig. 214; 8, Fig. 335; 4, Fig. 340; 3, Figs. 351, 352; 42, 43 and 45, Fig. 404; Figs. 465, 470; Figs. 477, 479. The transverse member of the underframe of a car framed across the ends of all the longitudinal sills. In wooden under- frame cars a heavy timber, 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. End Sill Angle. Figs. 477, 479. A commercial angle used on an end sill which is built up of several mem- bers. 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. 54, Figs. 287, 288; 9, Fig. 291 ; Fig. 479. 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. 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 71 END CAR BUILDERS' DICTIONARY EXA 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. End Slope. The sloping floor from the end of a hopper car to the hopper door. See Hopper Slope Sheet. End Stiffener. 6, Fig. 314; Fig. 951. A reinforcing member extending across the end of a freight car to prevent it from bulging or breaking out due to shift- ing of the load or end shocks. An end tie band is a member of this kind, but with the ends bent and fas- tened to the side of the car, thus tying the end of the car securely. End Stud See Stud. End Tie Band. Fig. 951. See End Stiffener. End Timber. See Buffer Beam, End Sill, Platform End Sill. End Train Pipe Valve (Steam Heating). Figs. 2138, etc. A 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. End Truss Plank. See Truss Plank. End Ventilator. An aperture for the admission or escape of air at the end of a car. See Ventilator. End Window Panel. A panel at the end and on the outside of a passenger car alongside the window, in distinction from the end panel proper, which is below the window. See Panel. Equalizer. A short term for Equalizing Bar. (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 end of the horizontal equal- izing lever. Equalizer Spring. 79, Figs. 991, 1010. 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 Tracks). 76, Fig. 1010. A casting bolted to the wheel piece and resting on the equalizer spring cap. Equalizer Spring Cap. 72, Figs. 991, 1010. 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. 991, 1010. A casting which rests on an equalizing bar and supports the spring. Equalizing Bar (Passenger Equipment Trucks). 71, Figs. 991, 1010. Commonly abbreviated into equalizer. A wrought iron bar which bears on top of the journal boxes and extends longitudinally from one to the other. Equalizer springs rest on it between the two boxes. It is used to transfer part of the weight on one axle to the other, and thus equalize it on both; hence its name. Equalizing Bar Pedestal (Four-Wheel 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 in top of a journal box on which an equalizer rests. See Equalizing Bar. Equalizing Brake Lever. A floating brake lever is also called an equalizing lever. See Brake Lever. Equalizing Lever Set. Fig. 1440. An arrangement of cylinder levers and connections for double-truck cars, so designed as to insure proper equalization of braking force on both trucks with either the hand or air brake. Escutcheon. 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 inspectors 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 eyfe 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 frac- tion 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 can only read the line marked 70 feet, his vision— 20-70. If at 20 feet he reads the 15-foot line, the vision— 20-15, or more than normal. If a room, 20 feet long can not be used, a testing distance of 15 or 10 feet should be employed, 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 Vision. — 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 spacing between them, until the applicant sees it com- ing. 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 exam- iner that the applicant is not deceiving. The distance 72 EXH CAR BUILDERS' DICTIONARY FAS at which the applicant hears the watch should be noted in inches. The normal ear should hear 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 dis- tant, his hearing— 10-48, and so on. Color.— The committee does not think it essential that inspectors should be rejected on account of im- perfect 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 legible hand in English, and also to read manuscript matter 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 examination 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 an- other 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 responsi- ble? 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 re- pairs ? 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 atmo- sphere 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. Expander Ring (Air Brake Cylinder). Fig. 1S04. Express Car. Fig. 127. A car operated in passenger trains for carrying express freight. See Car. Extensible Trap Door. Fig. SS6. A trap door with an extension device to prevent passengers stepping be- tween a car and the station platform. 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. 991, 1010. An extra or auxiliary member placed alongside the transom to further strengthen the truck frame. Extra Transom Tie Rod. 23a, Figs. 991, 1010. Eye. "A small hole or aperture." — Webster. See Eye Bolt. Eye Bolt. "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 Hanger having a very short link attached to an eye bolt passing through the transoms. Eyelet. A short metallic tube, the ends of which are flanged over against the object through which it passes. Used as a bushing or reinforcement for holes. In metallic eyelets of the usual form the two halves which when compressed together form the eyelet are known as grommets. See Carpet Eyelets. (Window Shade.) A slot in the window shade leather to fit over the sash lift to hold the shade fast. Eyelet Nail. A wire nail with turned knob for use with carpet eyelets. 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). The plates con- necting 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. 42, 43, Figs. 287, 288; 11, Fig. 364. 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 73 FAS CAR BUILDERS' DICTIONARY FLA 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. 1730, 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 fife 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. Fig. 1418. Also called slide valve feed valve. (Traction Air Brake.) A valve which automatically maintains the pressure of air supplied through the 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 sometimes called male and female plates, re- spectively. See Center Plate.' Female Gage. An external gage. See External 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. A metal cast with one or more incorporated wear, heat and acid-resistant strata, exposed as one or several faces, or embodied at a desired depth. A stratum may be so exposed as to give a gritty sur- face 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. 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. 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). A cock used for supply- ing water to the hot water circulation heating system. In some cases has a funnel attachment. Filling Device (Car Heating). Figs. 2148, 2262, etc. Used in connection with hot water heating systems. Filling Funnel (Baker Heater). A funnel attached to the combination 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. 2300. Filling Valve (Pintsch System). This valve is a soft metallic seated valve of peculiar construction. Is han- dled 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 (\% 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 secured to it by four screws. Finger Guard (Brake Beams). A projecting rod or finger which prevents the brake beam from being ex- cessively 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. Figs. 2073, 2074. Usually a small receptacle carried in a corner of passenger cars, and containing some chemical which will extinguish fire. Fire Regulator and Pressure Indicator (Baker Heater). This device is attached to the hot water circulating pipes at a point a little above the coils, and is some- what 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 concave plates bolted together, with a corrugated steel diaphragm and two copper duplicates, top and bottom, between (for pres- ervation). On this set of diaphragms 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 "adjusting spring 1 ' is to be hooked into the hole at the figures denoting the pressure and con- sequent temperature 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. 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. Brake Shoes so constructed that they bear on both the tread and flange of a wheel. Flange Fittings (Pintsch System). Special fittings re- 74 FLA CAR BUILDERS' DICTIONARY FOL quired for the Pintsch system are all flanged and made of brass, the flanges held together 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. 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. 212. 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 the inside of the rails to provide a clear passage for the wheel flanges. Flangers are also frequently at- tached to locomotives, either 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. 70-80, 335-339. A freight car having a floor laid over the sills, and without any housing or body above. See Car and Well Car. Flexible Car Roof. Figs. 940, 942, 943, etc. A roof de- signed to accommodate itself to the weaving or distor- tion of the car frame. Flexible Joint. See Flexible Metallic Joint. Flexible Metallic Joint. Figs. 2100, etc. A metallic joint so designed as to provide for flexibility. For a swing joint, see Fig. 2102. Flexible Truck. A truck with a more or less flexible connection between bolster and side frame. Flitch Plate. An iron or steel plate 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 lever, 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 square bracket or hanger supporting the floating lever. Floor. 14, Figs. 287, 288; 12, 13, Fig. 404. The boards, plates, or other material which cover the sills of a car. In passenger cars the floor consists of two, and some- times three, courses of boards, called respectively the flooring, intermediate floor and deafening ceiling, the latter being on the under side of the sills. With the introduction of steel passenger cars has come the use of floors of concrete and other mixtures (see Figs. 1706-1713). An intermediate or upper floor, more commonly called the double deck, is used in stock cars for carrying sheep and hogs. See Floor Nailing Strip, Floor Support. Floor Beam. 56, Figs. 287, 288; 57, Fig. 335; 14, Fig. 404. A beam for supporting the nailing strips or floor stringers in a steel car, and also acting to a cer- tain extent as a tie between the side and center sills. Floor Chute. See Hopper Tube. Floor Mat. Fig. 1708. 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. 335. A strip of wood placed between the sills, to which the floor boards are nailed. See Nailing Strip. Floor Nailing Strip Stiffener. A metal reinforcing strip on a floor railing strip. Floor Pipe. See Hopper Tube. Floor Plate. Fig. 574. See Center Pin Floor Plate. Floor, Refrigerator Cars, Height of. See Refrigerator Cars, Floors 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 wall or partition. See Door Holder. Floor Stringer. See Stringer. Floor Strip. The strips that make the grated floor of a street car. Flooring Support. 14, Fig. 404. See Floor Beam. Flooring. Fig. 478. See Siding, Flooring, Roofing and Lining. Flush Bolt. A bolt attached to a slide which is let into a door, sash or window, so as to be flush with its sur- face. A spring flush bolt is commonly called a cup- board catch. 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 Door. (Box Cars). Figs. 818, 819. A door which is flush with the side of the car when closed. Flush Handle. A handle for a lock or latch which is placed in a recess, as of a door, sash or berth, and which 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. 1760, etc. A wash stand for the staterooms of sleeping, private and business cars, which can be folded out of the way and out of sight. Folding Platform Tail Gate. See Tail Gate. Folding Table Leg. See Table. Folding Wash Stand. See Folding Lavatory. Follower Block. A special form of draft gear follower plate. Follower Bolt. A piston follower bolt. See Piston. Follower, Draft Gear (M. C. B. Standard). Decided in 1905 that flat followers made of wrought iron or open-hearth steel 15/s in. thick for tandem spring gear and 2J4 inches thick for twin spring and friction gear be adopted as' recommended practice. Advanced to Standard in 1907. Follower Lug. See Cheek Casting. Follower Plate. Plates which bear against each end of a draft spring and transmit the tension and compres- sion on the drawbar to the draft springs and to the draft timbers. 75 FOL CAR BUILDERS' DICTIONARY FOU Follower Plate Support. A support or guide placed across the center or draft sills for the draft gear fol- lowers. 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. Foot Plate Housing. See Foot Plate. Foot Rail. A horizontal wooden bar underneath a car seat for the passengers who occupy the next seat to rest their feet on. A foot rest. See 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 moved out of the way if desired. Another style is an adjustable foot rest sliding in a grooved channel. A portable stuffed carpet foot rest is usually termed an ottoman or hassock. Forefoot Sheave (Steam Shovel). A fixed pulley located below the floor under the boom foot sheave about which the hoisting chain runs before being carried to the hoisting drum. Foreign Car. Any car not belonging to the particular railway on which it is running. See Interchange of Traffic. Foundation Brake Gear. The levers, rods, brake beams, 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. 2911, etc. In 1903 the schedules for high speed founda- tion brake gear, as shown on the drawings, were adopted as Recommended Practice. Modified in 1907. In 1912 the drawings were revised to permit the hand and power brake to work in harmony. In preparing these schedules the following fundamentals of design were adopted : fundamentals. Braking 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 % 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 exceed 23,000 pounds per square inch, The reduction of stresses in rods, lever and jaws due to friction of the foundation brake, and the re- duction of braking power due to the same cause and to the action of release springs should be neglected, because it is considered too difficult to determine their value even with a fair degree of accuracy. SIX-WHEEL TRUCKS. The committee submits schedule "A-l" 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 six- teen-inch brake cylinder is to be used for schedule "A" and a fourteen-inch brake cylinder is to be used for schedule "A-l," 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 schedule "A" there should be used a brake beam suitable for a load of 28,000 pounds, and with schedule "A-l" there should be used a brake beam suitable for a load of 22,000 pounds imposed at the middle of the beam. FOUR-WHEEL TRUCKS. Schedule "B-l," submitted herewith, is for cars weighing 50,000 to 70,000 pounds and having four- wheel trucks, and schedule "B" is for cars weighing from 70,000 to 90,000 pounds and having four-wheel trucks, the differences between the two being that a fourteen-inch brake cylinder is to be used with sched- ule "B" cars, weighing 70,000 to 90,000 pounds, and a twelve-inch brake cylinder is to be used with schedule "B-l," 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-l" there should be used a brake beam suitable for a load at the middle of 22,000 pounds, the same as for sched- ule "A-l." The proper braking power for the weight of car is obtained by the location of the fulcrum hole in the cylinder lever. Schedule "C" was designed for cars weighing 50,000 pounds and less and equipped with four-wheel trucks. A ten-inch brake cylinder is to be used with this sched- ule and a brake beam suitable for a load at the mid- dle of 15,200 pounds. DESIGNATION OF RODS AND LEVERS. On the drawings, the location of levers and rods is designated by letters ; the first letter in the designation distinguishes between body and truck. The second letter distinguishes between the levers and the connec- tions. 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 belongs. Thus B-C2-B means body connection number two (second from cylinder piston rod), of schedule "B"; also T-L2-B would mean truck lever number two for schedule "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 exposed, furnishes a convenient place on which to show the weight, but when this place is not avail- able some other means should be provided. In addi- tion to this the length of the cylinder end of the cyl- inder lever should be shown so that no calculation would be necessary to determine the proper cylinder lever for the car. 76 FOU CAR BUILDERS' DICTIONARY GAG MARKING LEVERS. It may be found desirable by some railroad com- panies to mark each lever in a manner to indicate the schedule to which each belongs and the location of each in the brake rigging, and if this is done it is suggested that the marking be the same as indicated on the draw- ings. TABLE I. Light Maximum Weights Size Load Schedule of Cars Type of of Brake at Middle of Designation. (Lbs.) Truck. Cylinder. Brake Beam. r 100,000 ] A. | to L 6-wheel 16 inches 28,000 lbs. [ 137,000 J f 80,000 ] A-l. | to L 6-wheel Winches 22,000 lbs. [ 100,000 J f 70,000 I B. I to I 4-wheel 14 inches 28,000 lbs. [ 90,000 J f 50,000 "I B-l. ! to t 4-wheel 12 inches 22,000 lbs. [ 70,000 J C. ( 50,000 ) 4-wheel 10 inches 15,200 lbs. ) and less. ( Three have been brought together in Table 1 the distinctive data of each schedule so that by referring 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 Underframe, 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. 1-115, 259-362. A general term used to designate all kinds of cars which. carry goods, mer- chandise, produce, mineral, etc., to distinguish them from those which carry passengers. See Car. Freight Car Lock. A Lock for fastening the doors of freight cars. Freight Equipment Car. See Car and Freight Train Car. Freight Equipment Cars, Marking on. See Marking on Freight Equipment Cars. Freight Train Car. A car ordinarily operated in freight trains. See Car. Freight Truck. 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. 1010. A casting attached to the truck bolster as a guide and to prevent wear between the bolster and transom. Friction Buffer. A Buffer in which shocks are absorbed by friction. Friction Draft Gear. Figs. 718, 719, 729, 733, etc. 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. 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 plate 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. 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 Guard Rail and Frog Wing Gage. Fruit Car. Fig. 112. 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. 1721. For use on parlor and buffet cars. Fuel Instruction Car. Figs. 201, 238. A car equipped for instructing railway employees in the economical use of fuel. 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. 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 tun- nel." — Webster. See Filling Funnel. Furniture Car. A large box car, particularly designed for carrying furniture or other light freight which is bulky. See Car. Furring. 23, Figs. 351, 352. 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 required. See Block- ing 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 simi- lar 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. Fusee Carrying Case. Fig. 2078. G Gage. A tool or instrument used as a standard of meas- urement 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 77 GAG CAR BUILDERS' DICTIONARY GIR 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 l / 2 in. is the standard gage; if greater than this by more than % 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 Bear- ing and Wedge Gages. Gages, Limit, for Inspecting Second-Hand Wheels. See Wheels, Limit Gages for Inspection. Gage for Measuring Thickness of Rim of Steel Wheels. See Wheels, Steel, Gage for Measuring Thickness of Rim. Gage, Plane, for Solid Steel Wheels. See Wheels, Solid Steel, Plane Gage for. Gages for Round Iron. See Limit Gages for Round Iron. Gage, Rotundity. See Wheels, Solid Steel, Rotundity Gage for. Gage, Wheel-Cheek. See Wheel-Cheek 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 ammoniac, 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 mer- cury is sometimes used. It is usually made in sheets about 2 feet wide by 6 to 9 feet long, and its thick- ness is measured by its number, wire gage (W. G.). See Kalamined Iron. Gas Arm. A Gas Way Tube. Gas Boiler and Utensils. Figs. 1719, etc. A small' cook stove heated by gas for use on parlor and sleeping cars in preparing light meals. i Gas Burner. "The jet piece of a gas lighting apparatus, at which the gas issues and combustion takes place." —Knight. Gas Lamps. Figs. 2302-2423. Gas Pipe. See Pipe. Gas Plate. See Fig. 1860 and U. S. Postal Car spec- ification for standard gas plate for postal car use. Gasket. A thin sheet of rubber, cloth or sheet metal put in a joint between two pieces of metal to prevent leakage. Gasolene Motor Car and Gas-Electric Motor Car. See Motor Car. Gate. See Platform Gate. (Of a Casting Mold.) The opening through which the melted metal is poured. Gauze. See Wire Gauze. Gear. In mechanics the term is used to designate a combination of appliances for effecting 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). A case enclosing 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. A car suitable for carrying a variety of classes of freight. See also Car, M. C. B. Classes X M and S D, Convertible Car. Generator (Electric Lighting). Fig. 2428, etc. A machine for generating an electric current, driven by a belt, chain or gear from an axle or by an engine or steam turbine mounted in a baggage car or on a locomotive. See Electric Lighting, Axle Generator. Generator Apartment. An apartment in a passenger equipment car in which the electric lighting generator is located. Generator Coils (Electric Heaters). 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. Fig. 2441, etc. An automatic device for controlling the action or output of the axle driven generator. As it is desirable 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 gener- ally 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 rheostatic type, contacting type and counter electro motive force type. The rheo- static type consists of a rheostat of some form in the shunt field circuit of the generator. 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 motive power device is con- trolled by the electrical conditions that obtain in the system. The contacting type employs a fixed resist- ance in the field circuit of the generator, which is intermittently cut in and out, depending upon the conditions. In fact, such a regulator acts substan- tially like a rheostatic device and accomplishes the same purpose. The counter electro motive force type consists of a small motor-driven generator which generates counter electro motive force or back pres- sure in the field circuit of the main generator. 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 accomplishes 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 78 GIR CAR BUILDERS' DICTIONARY GRO 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. 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. Glideover Seat. Fig. 1685. See Walkover 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. Glue Size. One pound of glue in a gallon of water. Double size has about twice this quantity of glue. Patent size is a kind of gelatine. Gondola Car. Figs. 42-59, 314-334. 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. Governor (Air Brake). See Air Compressor Governor. Grab Handle. Figs. 601, 616, 621, 622. A Grab Iron. Grab Iron. 32, Figs. 287, 288; 23, Fig. 291 ; 9 and 10, Fig. 364. Also termed hand holds and grab 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 stiff er. 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 Nut (Triple Valve). 20, Fig. 1360. Graduating Sleeve (Triple Valve). 21, Fig. 1360. See Graduating Spring. Graduating Spring (Triple Valve). 22, Fig. 1360. A spiral spring which acts against a collar on the grad- uating 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 Valve (Triple Valve). 7, Fig. 1360. A device attached to the piston stem by a pin and whose move- ments are controlled by the piston. Its office is to open and close the service port in the slide valve, feeding air from the auxiliary reservoir to the brake cylinder when a service application of the brakes is made. (Car Heating.) Figs. 2181, etc. Used for regulat- ing the steam supply. Graduating Valve Spring (Triple Valve). 35, Fig. 1360. Grain Door. Fig. 836. 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 suspended 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 leak- ing 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. Grain Shoe. 24, Figs. 287, 288. A strip of wood or other material used to prevent leakage of grain from freight cars. Grated Door. A door consisting of a wooden frame with iron or wooden bars, used on cars for carrying fruit, live stock, etc. Grating. 16, Figs. 351, 352. A perforated or slatted cover- ing for an opening. On the floor of refrigerator cars, to raise lading above the floor and prevent its coming in contact with water, etc. Gravel Car. A car for carrying gravel; usually either a dump car or a flat car, the latter most used. See Ballast Car, Contractor's Car. Gravity Relief Trap (Steam Coupler). Fig. 2158. 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 removed 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. A side bearing which is returned to its normal position by gravity. Grease Box. A Journal Box. Grille (Interior Decoration). Fig. 2034. Fret work for decoration. Used in the place of panels, over door- ways an'" in bulkheads and sometimes employed as brackets. Grommet. Fig. 1709. The separate parts of any metallic eyelet are known as grommets. The two grommets, 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 79 GUA CAR BUILDERS' DICTIONARY HEA of separate springs, single or nested united by a com- mon pair of spring plates. Guard. See Dust Guard, etc. (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). The guard-rail and frog wing gage was adopted as standard in 1894, to define the dimensions of track to which M. C. B. standard wheel and flange gages have been made to conform. Modified 1907. Modi- fied 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 Dead Lever Guide, etc. Guide Bar. See Bolster 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 Friction Plate. 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. 30, Fig. 291 ; 38 and 40, Fig. 404; Fig. 480. A flat plate used to fasten two parts of a metal under- frame together by riveting 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 riveted 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 Spring. Hammer (Pile Driver). The 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). 5, Figs. 1600, 1601. A light hammock of twine hung lengthwise across a sleeping car berth to hold day wearing apparel. Hand Brake. 44 and 51, Figs. 287, 288; Figs. 1514-1550. 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 loco- motive is coupled to them and a hand brake is neces- sary so that the trainmen may control them. See Brake Shaft, Brake Chain, etc., and Safety Appli- ances. Hand Brake Chain. Fig. 477. One of the hand brake connections. See Brake Chain, Brake Shaft Chain. Hand Brake Chain Carrier. A guide for the hand brake chain, riveted to the underframe. Hand Brake Connections. Fig. 477. The rods and chains connecting the hand brake shaft with the brake levers. Hand Brake Guide. Fig. 480. 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. 45, Figs. 287, 288. See Brake Shaft. Hand Brake Wheel. 44, Figs. 287, 288 ; 15, Fig. 291 ; 8, Fig. 364; Fig. 481. 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. 2747, 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 Hold. 32, Figs. 287, 288. (Interstate Commerce Commission and M. C. B. Standard). See Safety Ap- pliances, also Grab Iron. Hand Rail. Fig. 611. 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). 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." — Webster. "A means for supporting shafting of machinery." — Knight. See Berth Curtain Rod Hanger, Brake Beam Adjusting Hanger, 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. 1720. For use on dining 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. Figs. 2026, etc. A metal hook on which to hang hats. Hat Rack. A basket rack. Hatch. 8, Figs. 351, 352. The opening and also its cover, through which ice is placed in refrigerator cars. 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 usually revolves upon a head block pin. See also Tank Head Block. Head Board. 4, Figs. 1600, 1601. 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. 80 HEA CAR BUILDERS' DICTIONARY HIN It is secured in place at the back and front 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 interrup- tion of a flush surface by day, while still giving a secure attachment. Head Board Bolt. Fig. 1602 See Head Board. Head Board Bolt Bushing. Fig. 1602. See Head Board. Head Board Coupling. A metal hasp and keeper by which a head board is fastened to the. side of the car. Head Board Fastener. Fig. 1605. Head Board Plates. Fig. 1606. Reinforcing plates for a wooden head board. Head Board Pocket. 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 ap- parel 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 locomotive, 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 lines. 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. 20, Figs. 1600, 1601. 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. 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). Fig. 2710. 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. See Heating Apparatus. 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. 898. A box applied to refrigerator cars and containing the burners for heating during cold weather while transporting perishable products. Heater Car. Figs. Ill, 113, 883-912. A car, equipped with heating apparatus, for carrying fruits, vegetables, and other perishable products during cold weather. Re- frigerator cars are frequently converted to heater cars by adding heating apparatus. Heater Car Details. Figs. 883, etc. 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. 21S3, etc. See Direct Steam Heating System ; Drum System of Car Heating; Pressure and Vapor Heat- ing System ; Hot Water Circulation Heating System. Helical Spring. 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. Figs. 1352, 1355, 1369, etc. The principles involved in the high speed brake were dem- onstrated by a series of experiments known as the Westinghouse-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 applied 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 pres- sure 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 appli- cation, and then to cause a gradual reduction of brake cylinder pressure so as to proportion, as far as pos- sible, the blow-down of brake cylinder pressure to the reduction in speed as the stopping point is ap- proached. High Speed Foundation Brake Gear. See Foundation Brake Gear (M. C. B. Recommended Practice). High Window. 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. 882, 2011-2025. 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 hinge, the varieties of which are the acorn butt, a large ornamental hinge, the Blake butt and the hopper 81 HIN CAR BUILDERS' DICTIONARY HOP 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 orna- mental 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 combination 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 hoisting 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. 2300. A tank, hung below a passenger equipment car, to hold a supply of gas for lighting. Holder Valve (Pintsch System). Fig. 2300. A valve which controls the supply of gas from the holders to the pipes. Hollow Piston Rod (Freight Brakes). A brake cylinder piston rod which is hollow to receive the Push Rod. Hood. See Platform Hood, Ventilator 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. A bolt having a hook at one end. Hoop (for Oil Lamps). A ferrule with an interior thread into which the burner screws. Hopper. (Passenger Cars). Fig. 1789, etc. A closet hopper, water, or soil hopper. (Freight Cars.) See Hopper Bottom Car. Hopper Bottom Box Car. Figs. 783-785. Hopper Bottom Gondola Car. Figs. 4244, SO, 326, 327, 333, 334. 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. 22-41, 291-313. A car with the floor sloping from the ends and sides to one or more hop- pers, 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 Chain. Hopper Deflector. See Hopper Ventilator. Hopper Door. 16, Fig. 291. 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. Hopper 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 Operating Shaft, End for. (M. C. B. Standard). Fig. 290S. In 1913 a 2-inch square end for hopper door operating shaft was adopted as Recom- mended Practice. In 1914 advanced to Standard. 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 bottom 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 hop- per cars. See Hopper Slope Sheet. Hopper Siding. The planking that forms the side of a box hopper. Hopper Slope Sheet. 18, Fig. 291. 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, forming 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 office 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 doors are hinged. 82 HOP CAR BUILDERS' DICTIONARY INS Hopper Tube. The tube or chute leading from the hopper of a closet. Hopper Ventilator or Hopper Deflector. A device for exhausting air from the closet hopper to the outside of the car. Horizontal Brake Shaft. See Brake Shaft. Horse Car. Figs. 101-107. A car, usually of the pas- senger equipment type, fitted with' stalls, and water and feed facilities, for carrying horses. See Car. Horse Car Door. Specially designed to suit the condi- tions, and larger than standard side doors. Hose. Flexible tubing for conveying water, air, or other fluids. For metal hose see Figs. 1925, 1927. See also Air Brake and Metal Hose. 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. Fig. 2077. A clamp to bind the hose to the hose nipple and coupling. Sometimes called a hose band. Hose Couplings. See Air Brake Hose Couplings. Hose Nipple. Fig. 2077. See Brake Hose Nipple. Hose Protector. A device to protect the air brake, signal or steam heat hose from injury. See also Ar- mored Brake Hose. Hospital Car. Fig. 237. A car fitted with hospital ap- pliances for use in treating injuries caused by railroad accidents. Such cars are usually run to the scene of accidents with the wreck train. Hot Water Circulation Heating System. Figs. 2156, etc. 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 locomotive, or by 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 heated. Between the seats the pipes on the side of the car have a hot water pipe guard rail running over and above them. House Car. An enclosed freight car. House Cars, Placard Boards For. (M. C. B. Recom- mended Practice). See Placard Boards for House Cars. Housing. A term frequently applied to any part of a device which encases some or all of the working parts. Housing Box. A Journal Box. Hub (of a Car Wheel). The central portion into which the axle is fitted. Hub Bolts (Steel-Tired Wheels). Bolts fastening the face plates to the hub. Hydraulic Jack. Figs. 2763, etc. A machine in which the power is exerted by means of the pressure of some liquid acting against a piston or plunger, for raising heavy weights, as a car. I-Beam. A rolled steel commercial bar whose cross section has the form of the letter I. I-Beam Type Bolster. A bolster whose cross section has the shape of the letter I. I-Section Bolster. See I-Beam Type Bolster. Ice Bunker (Refrigerator Car). 9, Figs. 351, 352; Fig. 891, etc. The receptacle in which the ice is placed in a refrigerator car. Ice Car. A car for transporting ice, usually constructed with insulation similar to a refrigerator car, but with- out ice tanks or ventilators. Ice Pan (Refrigerator Cars). A receptacle for carrying ice in cars which do not have end ice bunkers. Ice Tanks, Refrigerator Car. See Rrfrigerator Cars, Floors and Ice Tanks. Icing Door. A door in the roof of a refrigerator car through whose 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 (Hopper Car). The wooden sills to which the sloped floor of a hopper car is nailed. Indicator (Car Heating). Used in connection with the regulation of the hot water circulation heating system. Indirect Lighting. Figs. 2588, etc. A system of lighting in which the light is not thrown directly on an object but thrown up and reflected. Injector (Car Heating). Used in connection with the regulation of the hot water circulation heating system. Inlet Valve (Steam Heating). 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, which forms the top of the fire pot. Inside Ceiling (Refrigerator Car). The inside layer of light boards in the roof of the car. More properly, Ceiling. Inside Corner Brace. 58, Figs. 287, 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. Figs. 1335, etc. Brake attachments for trucks in which the brake shoes and beams are be- tween the wheels. When attached on the outside they are Outside Hung Brakes. 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. A light board roof or ceiling under the main roof and separated from it by the purlins. Inside Window Panel. 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. Inside Window Stop. A wooden or metal strip attached to a window post on the inside of a window blind 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. 2734, etc. A car used for inspecting track and right-of-way. See Hand Car, Velocipede Car. Instruction Car. A car used for the instruction of rail- 83 INS CAR BUILDERS' DICTIONARY INS way employees in matters pertaining to their work. See Air Brake Instruction Car. Insulating Paper (Refrigerator Cars). 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 Methods and Apparatus for Testing. (M. C. B. Recommended Practice.) In 1915 the following method of making insulation tests, together with a description of the testing ma- chine, was adopted as Recommended Practice : (a) The car shall be insulated throughout, includ- ing floors, sides, ends and roof (except pier panels), with material of such a nature that it can be securely fastened so as to withstand the vibration incident to railway service. The insulating material must be such that it will not support combustion, will not absorb moisture beyond its weight, and when wet, will not become corrosive. (?) The thermal efficiency of the materials in side and end walls, in roof and in floor, must be such that a test duplicate section through walls, roof or floor (duplicate with the exception of framing members such as posts, braces, carlines or stringers which are to be omitted), will not transmit, when subjected to the test hereinafter described, more than the following amount of heat per square foot of surface in twenty- f or 24 hours : For side walls, end walls and roof . .8 b. t. u. For floor 7 b. t. u. The method of testing shall be as follows : A calorimeter, as illustrated and described in Rail- way Mail Service drawing, Sheet 18, shall be used in all tests. It shall be carefully constructed and of the materials indicated and before used must be stand- ardized for its thermal loss factor. The sections to SeCTiofct Twkoush Cewre* Place The Two Blanks In Position,Any Cracxs Or Openings Arouno Edges To BE Caulked Witk Cottom Cord heat For 48 Hours Ano Then Adjust Current t Maintain Approximately 70*f Plus Room Temperature ,Ow Inside of Calorimeter (An \ns>ne. StillA* room For Test is Recommended, To Insure More Even Temperature) After Flow of Heat Becomes Constant, Takc Hourly Readings For Eight (Q) Hours And Average The Readings The Con- ductivity Of The Apparatus Under These Conditions Should Be Found To Be Close ToO.IO BTU. Per Square Foot Per Hour For Each Degree F. Dif- ference Between inside Ano Outside Temperature As The Annular 5pacc Is 3' Wide And Two Feet Square, Resulting In Two Square Feet Of Surface The Thermal Loss Factor Through This Surface Should Be Approximately ZxOIOGTU OROtOliTU t-houSS Should Be ReouCXO To (ITU BvThe Factor 3 4£ The FMmiaa Fon Thermal Loss Factor The-j Becomes i-^W^^^S^ IN WHICH S . THERMAL L03S FACTOR . BTU LOSS PER SOUARE FOOT OF CALORIMETER PER HOUR PER DEGREE DEFERENCE BETWEEN IN3II3E Ann OUTSIDE TEHPERA'IJIE - AMPERES ' ■ TOTAL ASCERTAINED OECR.EES F " '"EC- NCE BETWEEN InSIOE'AHO Outside temperature lV The Test uins determined j, the calorimeter is read* por testing car , men Tme Formula Secomcs ■ ■ n (U.C.W.Z,.o i (muc-HOJ C ■ AMPERES D = Total Ascert^neo Decrees F Difference BETWEEN Inside. AnO OuTSIOE ~ CMPERATUAB Ot THE TEST J . Tmermal Loss Fact-op, Op Calor,imieteir Total Weicht Of Complete Abpaoatus- 105 L53 Apparatus for Insulation Tests. (b) Side and end wall and roof insulating material shall be securely fastened. Where the nature of the material permits, it shall be cemented ; and also me- chanically clipped if necessary for proper support. Floor insulation shall extend the entire distance be- tween side walls either in one full width or in sections fitted between floor supports and be secured in place. (c) The construction of side and end walls and roof of car shall be such as to avoid or reduce to a minimum continuous metal connection from outside to the inside of the car. (i) To insure maximum of insulating and sound- deadening efficiency, the construction at the junction of side and end walls and floor shall be such as to prevent the circulation of air through the side and end walls or through the floor or into the car. be tested shall truly represent the materials as used and disposed in the car. The heat must be supplied by direct electric cur- rent of constant voltage, measured by standardized instruments. The difference between inside and out- side temperatures must be held as nearly 70 degrees Fahrenheit as possible. Readings of temperature and current shall not be recorded until forty-eight hours after heat is turned on and test begins, in order to insure throughout heat saturation of calorimeter and test sections. The duration of actual test shall be eight (8) hours, during which time temperature and electric readings shall be made and recorded each hour or more frequently, if considered necessary. The average of all readings thus recorded shall be taken is the final result. 84 INS CAR BUILDERS' DICTIONARY INT Insulation (Refrigerator and Heater Cars). 11, Fig. 351, 352; Fig. 885, etc. A system of walls, and dead air- space used in the construction of the sides, ends, roof and floor to make them poor conductors of heat, thus facilitating the keeping of the contents of the car cool or warm, as may be desired. (Passenger Train Cars.) The proper insulation of all-steel passenger cars is also an important matter. See Figs. 1580, etc. Interchange of Traffic (M. C. B. Rules for). The following code of rules governing the con- dition of, and repairs to, freight cars for the inter- change of traffic is the result of the revision made in June, 1915, and takes effect October 1, 1915. Where numbers are vacant the rules have been dropped from time to time, as the code has been re- vised. Preface. — These rules make car owners responsible for, and therefore chargeable with, the repairs to their cars necessitated by ordinary wear and tear in fair service, so that defect cards will not be required for any defects thus arising. Railroad companies handling cars are responsible for damage done to any car by unfair usage, de- railment or accident, and for improper repairs made by them, and they must make proper 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 loading will be in accordance with this Code of Rules, the Specifications for Tank Cars, and the Loading Rules, issued by this Association. CARE OF FOREIGN FREIGHT CARS. Ride 1. — Each railway company must give to foreign cars, while on its line, the same care as to inspection, oiling, packing, adjusting brakes and repairs that it gives to its own cars. INTERCHANGING FREIGHT CARS. Rule 2, — Cars having defects for which delivering company 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. Owners must receive their own cars, when offered home for repairs, at any point on their lines, subject to the provisions of these rules. M. C. B. ASSOCIATION— AUTHORITY FOR TRANSFER OR ADJUSTMENT OF UDIMG. (NAME OF ROAD) Date- Transferred or Lading Adjusted. Account of— SEE RULE 2. Loaded cars offered in interchange must be accepted, with the following exceptions : (a) Cars (whether loaded or empty) having de- fects in violation of the Safety Appliance Acts, must not be offered in interchange. (b) Cars loaded with explosives must be handled in accordance with the regulations of the Interstate Commerce Commission. Cars containing inflammable liquid which is leaking must be repaired or transferred without any unneces- sary movement or at nearest available point. (c) Cars improperly loaded (not complying with the Loading Rules) when transfer or rearrangement of lading is necessary. (d) Lading of open cars when dimensions of lad- ing are in excess of published clearances of roads over which the shipment is destined. (e) When cars can not pass approved third rail clearances of American Railway Association. (/) The following defects must be repaired while car is under load : 1. Defective wheels and axles under all cars. 2. All other truck defects on home cars. RAILROAD. BAD ORDER TRANSFER. Send to Transfer track and Send to owner or.. R. R. v. hen empty for repairs Account of follow Car No. Date... Signed 191... Car Inspector 3}4 by 8 inches. To be printed in green. SEE RULE 2. 3. All other truck defects on foreign cars, except metal bolsters, metal truck sides and metal spring planks; also excepting non-M. C. B. standard journal boxes and contained parts in cases where the M. C. B. standard is not a proper substitute. 4. Defective outside wooden end sills on all cars. 5. Defective body center-plate or body center-plate bolts on all cars, except where such center-plate is cast integral with bolster on foreign cars. 6. Renewal of- roof boards of outside wooden roofs, and of inside metal roofs, where such renewal does not exceed 25 per cent of the roof boards, and where RAILROAD. BAD ORDER. Return when empty to owner or ■ R. R, For Repairs Car No Initial Date 191.. Per To be printed in black. SEE RULE 2. purlines, rafters, ridge pole, side and end plates are in good condition, on all cars. 7. Side doors, where lading is properly loaded as required by the Loading Rules, on all cars. 8. Missing or defective side doors where requiring 85 INT CAR BUILDERS' DICTIONARY INT no protection ; end doors, roof doors and hatch covers, on all cars. A. R. A. Car Service Rule 15 to apply when trans- fer or rearrangement of lading is necessary. The car transfer check authorizing transfer or re- arrangement of lading to be of the form shown. When load is transferred by the receiving line, the car, when empty, may be returned to the delivering line, properly side-carded on both sides of car with a bad order transfer, return when empty card, show- ing the defects for which the car was transferred, in which case it must be accepted. RETURN CARD. .Car No. from, to.... .Ry. .Ry. for the following defects. .191.. Inspector 3}4 by 8 inches. To be printed in red.) SEE RULE 2. When load is not transferred car may be returned, when empty, to the delivering line, properly side- carded on both sides of car with a bad order return when empty card, showing the defects for which the car is returned, in which case it must be accepted. In rejecting cars account having defects in viola- tion of the Safety Appliance Acts — per Section (a; — or on account of being improperly loaded — per 1 Section (b) and (c) — or on account of being unable to pass approved third rail clearances of the American Railway Association — per Section (e) — also in reject- ing defective empty foreign cars, all of the defects objected to must be designated with ink or black in- delible pencil on return cards of the form shown and placed on both sides of car. Rule 3. — (a) Cars will not be accepted in inter- change unless equipped with air brakes having \% in. air brake pipe and angle cocks ; also quick action triple valve, pressure retaining valve and an efficient hand brake. (b) Cars will not be accepted in interchange equipped with stem or spindle coupler attachments. (c) Cars built after October 1, 1914, will not be accepted in interchange unless equipped with either the No. 1 or the No. 2 M'. C. B. Standard brake beams and so marked plainly on strut by stamping or casting on. (d) Cars built after October 1, 1915, with axles other than M. C. B. Standard, will not be accepted in interchange. Cars built prior to October 1, 1915, will not be ac- cepted in interchange after October 1, 1917, unless equipped with M. C. B. Standard axles. After October 1, 1916, M. C. B. Standard axles must be used in repairing foreign cars. Cars built after October 1, 1916, with journal bear- ings other than M. C. B. Standard, will not be ac- cepted in interchange. (e) After January 1, 1916, tank cars (empty or loaded) will not be accepted in interchange unless the safety valves are stenciled to show adjusted, etc., within the time limit required by paragraphs 6 and 7 of the M. C. B. Specifications for Tank Cars. (/) After October 1, 1916, no car carrying products which require for their refrigeration the use of salt with ice and which are equipped with brine tanks will be accepted in interchange unless provided with suitable device for retaining the brine between icing stations. (g) After July 1, 1916, cars will not be accepted in interchange unless stenciled showing month and year originally built. Cars built prior to 1895 may be stenciled "Built prior to 1895." (h) After October 1, 1916, cars will not be accepted in interchange unless equipped with all-metal brake beams. (i) After October 1, 1916, cars will not be ac- cepted in interchange equipped with continuous draft rods. (/) After October 1, 1917, no car will be accepted in interchange unless the body is stenciled light weight and capacity in pounds as provided for in Rule 86. (k) After October 1, 1916, all cars of less than 60,- 000 lb. capacity, having wooden or metal draft arms which do not extend beyond the body bolster, will not be accepted in interchange. (/) If the car has air-signal or train-line steam pipes, the hose, pipes and couplings are at owner's risk, unless the car is stenciled that it is so equipped. (m) When two or more cars chained together are delivered at an interchange point, the receiving road shall deliver 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 lieu thereof, furnish a defect card for such chains. («) After October 1, 1916, refrigerator cars not equipped with door hooks and fasteners to secure the doors in an open position will not be accepted in in- terchange. USE OF DEFECT, BILLING REPAIR AND JOINT EVIDENCE CARDS. USE OF DEFECT CARD, RULES 4-6 Rule 4. — If a car has defects for which the owners are not responsible, the receiving line shall require that a defect card be securely attached to the car, as per Rule 14. Note — Fill in defects on both sides with ink or black indelible pencil. Attach this card to car as per Rule 14. M. C. B. Defect Cabd. (Name of Road.) GO a u. cr tr*- o- S' a p •t a. $ Car specified below will be received at any point on this company's line with the following defects: 1% by 8 inches. SEE RULE 5. Defect cards shall not be required for any damage that is so slight that no repairs are necessary. At outlying points where joint inspection is not in effect, the matter will be left to the judgment of the receiving line. At the larger points where chief in- 86 ININT CAR BUILDERS' DICTIONARY INT interchange inspectors are employed, the decision will be made by the chief interchange inspector as a repre- sentative of the car owner and the receiving line Defect cards shall not be required for missing material in fair usage from cars offered in interchange Neither shall they be required of the delivering com- pany for improper repairs that were not made by it, with the exception of the cases provided for in Rules 56, 57 and 70. Rule 5.— Defect cards must be of the form shown on page 222. They must be of cardboard, printed in red ink on both sides, and must 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 authorized, 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 card will have the defects repaired crossed off the original card with M. C. B. ASSOCIATION-BILLING REPAIR CARD (NAME OF RAILROAD) lot Repairs Made Iroo ■a | c Call Slccl WhTMiit Cssl Wrol. Mall. Date t9—B*t*ir*/«, r- _ *? 6or Car lnitiql No w W„mr Kin j - . . _ SEE RULE 8. ink or indelible pencil and card replaced on car. A copy of the card accompanying the bill with the defects which were not repaired crossed off will be sufficient authority to bill. USE OF BILLING REPAIR CARD, RULES 7-11. Rule 7. — When repairs of any kind are made to foreign cars a billing repair card must be made out. This card must specify fully the repairs made, the reason for same, the date and place where made and name of road making repairs; also show location 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 M.C.B. ASSOCIATION-RECORD REPAIR CARD (NAME OP RAILROAD) Enl Repair* Made Iron 3 1 B a •g Cam Steel Why Mads ■ Cm Wrol. Mall. > ; Z < 5 ■ -. » Labor I 1 SEE RULE 8. "no bill" written across the face of the card, in which case the cards must be entered in the billing state- ment in the first four columns, with the notation "'no bill" in the fifth column for reference. Rule 8. — The billing repair card shall be made in duplicate, the original to be known as the billing re- pair card and the duplicate to be known as the record repair card, and to be of the forms shown, all items of repairs to be in handwriting. M. C. B. ASSOCIATION— BILLING REPAIR CARD— (Wheels and Axles) (NAME Or RAILROAD) ■VIICELB AND AXLE REMOVfcB WHEELS ASD AXLE APPLIED i „..„ K,C* Ksffi S«Wr U...I ■■..■■!■■■ >i n M-i... Hr-Co 1 ssts •sss "E cK. T«Z tI^Ta A. it. A*- Lmi» Dili ml Mad u( WfcnU AHXtO SmsT Jnrailj I T«J Oin . . 1)1... Rmundil t ., (upBiot .... .... CuHp (f'SuU Kuxl SEE RULE 8. Note. — Use of present forms, if not conforming to recommended forms shown, may be continued until stock is exhausted. Rule 9. — The following information must be speci- fied on billing repair cards : f New or secondhand. M. C. B. couplers, or parts there- Size of shank. of, R. and R i (Where \2%-\n. head coupler is applied or removed it must be so stated.) [ Yoke or key attachment. Wheels and axles, R. and R.. Journal bearings.. Metal brake beams, or parts thereof, R. and R Brake shoes, applied. Triple valve, R. and R. Cast-iron, cast-steel, wrought-steel or steel-tired wheels. New or secondhand. Cause of removal (see Rule 10). Solid, filled or other kind, R. and R. Length of journal. Box number (see Rule 14). Make or name of beam. If M. C. B. Standard brake beam is applied, state whether No. 1 or No. 2 in addi- tion to name of beam. New or secondhand. Complete, or part or parts- Cause of removal. Part or parts scrapped. Cast or reinforced back. Make and type. (Need not be shown when cleaned only.) When triple valve, cylinder or centrifugal dirt col- lector is cleaned, the initial of road and date of last previous cleaning must be shown. M. C. B. ASSOCIATION-RECORD REPAIR CARD-(Wheels and Axles) fllME OF lUILROID) WHUAS AND AUK TtniOl CD ffHCELS ASD AXLE AppUFD 1 M* n R,C«' K C»lroilltn»«l Mjta, ,'xt ssv. «'...; ;fJ cK, tK'X Wv | A.I. *""* iM.Kl K.Ddunilftl! Awt*J Silr Hi JtMtsiJ) AwlKii y <,„ T^l CrN» , i!°ilL SEE RULE 8. If necessary to remove load to make repairs, as specified 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 wrought-steel wheels, the actual thickness of tread must be shown before and after turning off, measured from base line of tread to the condemning limit of tread, which is % in. 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 or not repairs are chargeable to owners. Rule 11.— Journal bearings having a babbitt lining Jg in. thick or thicker, shall be charged as filled journal bearings, and not as solid journal bearings. 87 INT CAR BUILDERS' DICTIONARY INT 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 rail- road company, that the repairs are not proper, shall be final ; the evidence to be signed only after an actual inspection has been made. THE Car No Initial Received /to -RAILWAY CO. ... . Ry. * How Rffair .. .!•?! . Show how Carded on oilier Side We Certify Above to be Correct. {:::::::.::. Ry- Siic, 3 '4 by. 8 inches. FORM OF JOINT EVIDENCE CARD. SEE BELOW FOR OTHER SIDE. A joint evidence card shall be used for this pur- pose, which shall describe and show location of parts repaired or renewed, as per Rule 14. This card shall be of the form shown. If repairs are not corrected at time of the inspec- tion, the joint evidence card shall be attached to the car, as per Rule 14. THE RAILWAY CO. Ry. At Date,. cart or m C. B. Detect Cidd. Iisuuiby Irtspltlar Reading as follows Copt of M. C B I Inspector \s fallows . . Carded to Shop; Re faired, forward without rt REVERSE SIDE OF JOINT EVIDENCE CARD — SEE RULE 12. The joint evidence may be obtained at any point on the home line at which the improper repairs are found, but preferably at the point where the car is received, and only after an actual inspection is made. Rule 13. — The joint evidence card showing copy of billing repair card, covering wrong repairs, when wrong repairs have been corrected, shall be sent to the com- pany issuing such billing repair card, and it shall issue M. C. B. defect card. Rule 14. — The end of car toward which the cylinder push rod travels shall be known as B end and the opposite 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 cards and joint evidence cards must be se- curely attached to the car with at least four tacks, preferably on the outside face of intermediate sill between cross tie chambers on wooden cars, and on steel cars to cardboard located either on cross tie under car or on inside of side sill at the end of car. Rule IS. — Duplicate defect, billing repair of joint evidence cards must be furnished promptly, on request, for lost or illegible cards. GENERAL INSTRUCTIONS. Rule 16. — Any car having defects which render it unsafe 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 con- struction, and with the quality of material originally used, except as provided for in Rules 17 and 18. Rule 17. — In repairing foreign cars : (a) Defective non-M. C. B. Standards may be replaced with M. C. B. Standards (which must comply with M. C. B. specifications), provided such substitution does not im- pair the strength of car. Any increased cost resulting from and any expense of alteration necessary for the application of such M. C. B. Standards shall be charged to the party responsible for the repairs. Scrap credits are to be allowed for undamaged parts thus removed. (&) Malleable iron, wrought iron or steel M. C. B. Standards may be substituted for each other or for gray iron M. C. B. Standards. Gray iron M. C. B. Standards applied in lieu of malleable iron, wrought iron or steel M. C. B. Standards shall be considered as wrong repairs. (c) In replacing M. C. B. Standard couplers or M. C. B. Temporary Standard couplers, the dimensions of shank and butt of M. C. B. couplers standard to the car must be maintained. (d) If the car owner elects, on account of improper repairs, to remove M. C. B. Standard or M. C. B. Temporary Standard coupler in good condition, sec- ond-hand credit should be allowed, and charge be con- fined to second-hand coupler applied. (j.L bolts £'z>/nvr. Cars delivered in interchange with center sills spliced in accordance with Fig. 9A will be accepted. Steel sills may be spliced in accordance with Figs. A, B, C and D. Adjacent sills may be spliced. -* — I — 4s *! t H' !rt" iirt- M- %- T 9 - X-4 ^fct*k" ;i--^.-l 1| 4- I FIG.9.C. The splice for center sills, except as otherwise here- in stated, to be located not less than 7 in. from either side of the body bolster, consisting of butt joints. The butt joints to be reinforced by plates on both Ssction A^ sides to be not less than twice the length of the pro- truding end, but not exceeding 24 in., and not less than thickness of web plate, with the one on the flange side of channel to include flanges, while the outside plate should only cover the web. The rivets to be spaced as shown on Figs. A and B. Fig. A shows the method of splicing center sills in iront of body bolster. 89 INT CAR BUILDERS' DICTIONARY INT Fig. B shows the method of splicing center sills back of body bolster. Fig. C shows method of splicing in cases where cars are damaged to such as extent that the center sills Fig B sktion B-9 have to be cut off less than 8 in. from the front side of the body bolster. This method is not recommended for sills with protruding ends less than 3 in. The outside plate in this splice may be made of pressed steel or a steel casting. The rivets should be spaced as shown on sketch. Fig. D shows the method of splicing side sills. This splice may be located on either side of the body bolster. The rivets should be spaced as shown on sketch. Rule 23. — In making repairs for which owners are responsible, wheels other than 33 in. may be replaced with 33 in. wheels, if practicable. If changes are neces- sary in order to bring the 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 the thickness of the two flanges to- gether will exceed the thickness of one normal and one maximum flange, or 2 17/32 in. Rule 25. — New wheels 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 be reduced more than 1/16 in. to fit the wheels, and in no case must they be reduced below the limits given in Rule 86. Rule 29. — When second-hand axles are applied the journals must not exceed }i in. over the standard length and the collar must be not less than 5/16 in. thick. The diameter of the wheel seats or centers must not be less than, and the diameter of the journals must be at least Y% in. greater than the limiting diam- eters given in Rule 86. Rule 30. — (a) All freight cars. shall be lightweighted as follows, and shall be marked in accordance with M. C. B. rules with the following marks : (1) The light weight, which shall be the multiple of 100 lb. nearest the scale weight, except that when the scale weight indicates an even 50 lb., the lower multiple shall be used. (2) Capacity in pounds. Cubical capacity, except for flat and tank cars. (3) Station symbol. (4) Date of weighing, month and year. (b) Each new car must be weighed separately and marked at the carworks, under the supervision of the owner's inspection. The accuracy of the scales used must be certified to by a railroad-scale inspector ap- pointed by the car owner. These provisions to be incorporated in the contract covering the purchase of the equipment. (c) Wooden and steel underframe cars should be reweighed and remarked at least once every twelve months during the first two years the car is in service, and thereafter once every twenty-four months. All- steel cars should be reweighed and remarked at least once every thirty-six months. (d) When a car is materially changed by repairs, alterations or repainting, it should be reweighed and remarked. (See paragraph (/) (8).) (e) Any car without marking or which has not been reweighed and remarked within the prescribed period should be immediately reweighed and marked. If the car is reweighed at any time and is found to have a variation of 300 lb. or more between the marked and actual weight, it should be immediately remarked. (/) (1) When empty cars are received in yards for inspection for defects or while empty cars are on shop tracks for repairs, there should be selected the cars whose condition and whose date of last weigh- ing, etc., indicates that they should be reweighed and remarked. The number of cars selected will be regu- lated in accordance with facilities and traffic condi- tions. (2) The initials and numbers of cars selected, also old light-weight marks, shall be reported to the weigh- master on the prescribed blank. (3) Cars should then be cleaned and swept out under the supervision of the yardmaster or some one es- pecially designated. Cars should be dry and free from snow, ice, false floors, removable stakes, posts, or anything else af- fecting the weight. (4) Missing parts, such as side or end doors, or parts peculiar to certain types of cars, should be re- placed and included in the marked weight. (5) Temporary double decks in stock cars should be removed before cars are weighed. (6) The old light-weight stencil marks should be entirely painted out with quick-drying paint. (7) Before cars are weighed, the accuracy of the scale must be regularly certified by the scale depart- ment, scale must be properly balanced and free from interference, and the weighmaster must know that cars are clean. (8) Cars should not be light-weighed during rain, snow, sleet or heavy winds ; except that when cars have been materially changed by repairs, alterations or repainting they must be weighed, even if it is necessary to do so under unfavorable weather condi- tions. (9) Cars should be light-weighed at rest, uncoupled and free at both ends. (10) The weights of the cars so obtained should be 90 INI INT CAR BUILDERS' DICTIONARY INT furnished immediately on the prescribed blank to the car marker, who will mark the cars as provided in paragraph (a). When desired, any portion of the marks which will not be changed may be marked on the car before reweighing. Complete reports of such reweighing and remark- ing should be forwarded on prescribed form to the designated transportation and mechanical offices and a copy retained by the weighmaster. (p) When a car is remarked, the car owner should be notified of the old and the new weights, with place and date. The proper officer to whom these re- ports should be made will be designated in The Official Railway Equipment Register. (h) Whenever a weighmaster at a point not equipped for marking ' freight cars, as provided in paragraph (e), ascertains, as per paragraph (/), the light weight of a car which is not marked in accordance with this rule, he shall attach to the car the prescribed Light Weight Card with the light weight and send two copies of the card to the designated officer of the railroad on which the scale is located, one copy to be sent to the owner of the car. The presence of the Light Weight Card on the car shall be authority for remarking the car at the first available station. Rule 3 — The re-light-weighing of cars, as provided above, to be charged to car owners, 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 re-light-weighing may be included on same authority. PARTS OF CARS WHICH JUSTIFY REPAIRS IF OWNERS ARE RESPONSIBLE, OR REPAIRS OR CARDING IF DELIVERING COMPANY IS RESPONSIBLE. BODIES. DEILVERING COMPANY RESPONSIBLE, RULES 32-36. Rule 32. — Damage 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. — Repairing or replacing ladders, handholds, sill steps or brake shafts, whether or not in connec- tion with other repairs. Rule 36. — 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 re- quired by the railroads, such as initial and number of cars, consignee, consignor, destination, contents, point of shipment, route, etc. These cards may be issued by consignor. (See illustrations for copy of card in reduced form.) 2. Special Cards : Required by the Regulations for the Transportation of Explosives and other Dangerous Articles by Freight and Express, formulated by the Interstate Commerce Commission. They shall be used, be of the text and size described, and be attached to cars as prescribed by said regulations. 3. Symbol (for example, fast freight line, manifest freight^ etc.) and various M. C. B. cards: Cards pre- scribed by individual roads for special purposes. Their size, use, text and method of application will be pre- scribed 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 (Name of Consignor, etc.) (Name of Consignor, etc. , in letters not more than one-half inch in any ditnension.) Initial and No Contents Point of Shipment R. R. Consignee and Destination Via , Date Vertical dimensions, max. 5 inches. Horizontal " " 8 " To be permitted on all loaded cars. No picture or trade-mark to be permitted. Space for railroad inforrnation to occupy lower thtee-fifths of card. Printing on upper two-fifths to be limited to letters not .exceeding one-half inch, in any dimension. All printing to be in black ink. see rule 36. ROUTING CARD. example, as quarantine regulations, and must be used as prescribed by the United States Customs Regula- tions ; also routing cards used by the United States Army for shipment of Quartermaster's supplies. COMBINATIONS OF DAMAGES TO CARS WITH WOODEN UN- DERFRAMES OR COMPOSITE WOOD AND METAL UNDER- FRAMES WHICH DENOTE UNFAIR USAGE, IF EXISTING AT THE SAME END OF CAR AND REQUIRING REPAIRS OR RENEWALS. (RULES 41 AND 42.) DELIVERING COMPANY RESPONSIBLE, RULES 41-42. Rule 41. — Damaged longitudinal sills, if necessitating replacement or splicing of more than two sills. Rule 42. — Damaged corner and end posts, if neces- UNITED STATES ARMY. Q. M. SUPPLIES. Initial and No. Contents Point Shipment Via R. R. Consignee Destination Via Date Shipment Consignor. Size 5 inches vertical dimension. " 8 " horizontal " ROUTING CARD FOR QUARTERMASTER'S SUPPLIES SEE RULE 36. NOTE. — In the case of three longitudinal sills requiring renewal or splicing at the same end of the car, if the repairs to any or all of such sills are due to decay, elongated bolt holes, or split on account of elongated bolt holes, or broken on account of decay, joint inspection statement, made as per Rule 120, shall accompany the billing repair card which to- gether will be authority for bill against the owner. In the case of four or more longitudinal sills requiring renewal or splicing, if the repairs of each of such sills are due to decay or elongated bolt holes, the car shall be held and joint inspection statement forwarded to owner, who shall promptly authorize repairs at his expense, or destruction of car. In this case, any sill decayed and cracked, or decayed and broken, must be considered as a broken sill. 91 INT CAR BUILDERS' DICTIONARY INT sitating the renewal of more than three posts. This will include damage to upper structure of cars with metal underframes. ALL-STEEL UNDERFRAME OR ALL-STEEL CARS. RULES 43-52. Rule 43. — Any damage to the underframe of all-steel or steel-underframe cars, unless such damage occurred in wreck, derailment, cornering or sideswiping, and ex- cept unconcealed fire damage. 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 joint evidence and defect cards. Rule 52. — Running boards in bad order or insecurely fastened. In making repairs to safety appliance details, nails or lag screws must not be used where screws, bolts or rivets are required by law. Hand holds or grab irons must be of wrought iron or steel. The use of drive screws is not permissible. BRAKES. Rule 54. — Car owners are not responsible for dam- age to any part of the brake apparatus caused by un- fair usage, derailment or accident that requires re- pairs or renewal. DELIVERING COMPANY RESPONSIBLE, RULES 56-58. Rule 56. — Cars intended to be equipped with metal brake beams and so stenciled, if found with wooden brake beams. Rule 57. — Cars not equipped with M. C. B. Standard \$i in. air brake hose. Label to be made of white or red rubber, vulcanized . io cover 3t location shown. Lettering and figures must be not less, than % in. high and stand in relief not less than 1-32 in. U-F-J M. C. B. HOSE LABEL AND APPLICATION. The use of rectangular label in addition to the band label is optional with any railroad, provided space be- tween the two labels is not closer than two inches. After October 1, 1914, the delivering line will be responsible for hose not conforming with the 1913 M. C. B. Standard specifications and so labeled, ex- cept that 1905 M. C. B. specification hose, the date of which shows it was manufactured before October 1, 1914, may continue in service until it is worn out. Rule 58. — Missing air brake hose; missing or dam- aged cylinders, reservoirs, triple valves, angle cocks, cut-out cocks, brake pipe strainers or dirt collectors, pressure-retaining valves, release valves, pipe, pipe fit- tings, or any parts of these items, except as specified in Rule 59. OWNERS RESPONSIBLE, RULES 59-60. Rule 59. — Air hose burst, torn or worn out ; air hose labels illegible or missing from wear; air hose coup- lings that have become defective in fair usage; re- lease valve rods defective or missing; leaky pipe or pipe fittings on account of rust or seams ; broken pipe or pipe fittings on account of insecure fastenings; de- fective interior parts of cylinder or triple valve; fail- ure or loss under fair usage of other parts of brakes. Rule 60.— Cylinders or triple valves not cleaned, oiled and tested or dirt collectors not cleaned within twelve months, and the initial of road, together with date of last cleaning, oiling and testing, preferably stenciled on the brake cylinder or auxiliary reservoir, or if same is not readily visible, in a convenient location at re- lease 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 cleaned, oiled and tested, is illustrated. In order IP THE LOCATicn Of LCTTtRind DOES MOT PRESENT A CLEAR VIEW fBorl OUTSIDE OF CAR TMC STCHDUnS WOULD BE PLACED On SIDE SILL nEAR. RELEASE. VALVE. MftrlOLE. iniTIALS Of SHOP OR STATIOTIAT I- WORK 13 DOnt TO BE STCntlLED MERE. 4jTCYLINDER-AV.5-eM4 •^Cd.B.C ffOAD _V— \ 'flTRIPLE-AV'Wff-M . mex-ROAD / . SDWU0LLElTOR-AV.5-K-'H m. ' iA.BC ROAD WrtCfl TRIPLE VALVE OR CTUrlDeft 13 CLEAriCO AMD a LEO, OR OTflT COLLECTOR CLEAtiCO.TME IfllTlALS OT TnE ROAD OOinG, TH£ WORr*. TO BE aTtnciLCO in i" letters in location snawn SEE RULE 60. to condense the stenciling as much as possible, the words "cleaned and oiled" and "tested" have been omitted, as their significance is well known. Old mark- ings must be erased before new stenciling is applied. Rule 62. — In replacing air-brake hose on foreign cars, new 1913 M. C. B. Standard specification hose must be used. TRUCKS. DELIVERING COMPANY RESPONSIBLE, RULES 63-65. Rule 63. — Damage of any kind to the truck due to unfair usage, derailment or accident, that requires re- newal or repairs. Rule 65. — Journal bearings (regardless of previous condition) and journal-box bolts which require re- newal, when delivering company is responsible for change in wheels and axles. OWNERS RESPONSIBLE, RULE 67. Rule 67. — Defective, missing or worn-out parts of trucks not elsewhere provided for, which have failed under fair usage, or if any part of the truck frame fig. 1.- stamp Sizes of. Slots on each Side of Cage. 5 Hakosnso STeo. -WHEEL DEFECT AND WORN COUPLER LIMIT GAGE. or attachments is less than 2 l / 2 in. above the top of the rail. 92 IN INNT CAR BUILDERS' DICTIONARY INT WHEELS. DELIVERING COMPANY RESPONSIBLE, RULES 68-70. Rule 68. — Flat sliding, cast-iron, cast-steel, wrought- steel or steel-tired wheels ; if the spot is 2 l / 2 in. or over in length, or if there are two or more adjoining spots, each 2 in. or over in length, the same responsi- -METHOD OF GAGING SHELLED AND FLAT SPOTS. SEE RULES 68 AND 71. bility to apply to mate wheel, regardless of length of slid spot. Rule 69. — Broken flange; chipped flange, if chip ex- ceeds V/2 in. in length and y 2 in. in width. Broken rim, if the tread, measured from the flange at a point % in. above tread, is less than 3^ in. in width (see Fig. S), provided these defects are caused by derailment or wreck. Rule 70. — Cars equipped with wrought-steel or steel- FIG. 3 — METHOD OF GAGING WORN FLANGES — SEE RULE 74. tired wheels and so stenciled, if found with cast-iron or cast-steel wheels. Cars equipped with cast-steel wheels and so sten- ciled, if found with cast-iron wheels. Wrought-steel wheels may be substituted for cast- steel wheels. OWNERS RESPONSIBLE, RULES 71-81. Rule 71. — Shelled out: wheels with defective treads on account of cracks or shelled-out spots 2 z / 2 in. or I FI FIFIG. 4. — METHOD OF GAGING WORN FLANGES — SEE RULE 74. over, or so numerous as to endanger the safety of the wheel. Brake burn: wheels having defective treads on ac- count of cracks or shelling out due to heating. Rule 72.— Seams y 2 in. long or over at a distance of y 2 in. or less from the throat of the flange, or seams 3 or more in. long, if such seams are within the lim- its of 3^4 in., as shown in Fig. 5. Rule 73.— Worn through chill : when the worn spot is 2y 2 in. or over in length. Care must be taken to FIG. 5.- -METHOD OF GAGING CHIPPED RIMS. SEE RULES 69 AND 78. distinguish this defect from flat spots caused by sliding wheels. Rule 74. — Worn flanges — cast-iron or cast-steel wheels : wheels under cars of less than 80,000 lb. capac- ity, with flanges having flat vertical surfaces extend- ing 1 in. or more from tread, or flanges 15/16 in. thick or less, gaged at a point Y% in. above tread. Wheels t«p*|, i-i„i , * V Charge Charge Hours, for Hours, for Labor. Labor. Advertisements, temporary, tacked on car, re- moving per car $0.50 .... SO. 50 Advertisements, temporary, pasted, glued or varnished on cars, removing, per car 1.00 .... 1.00 Air-brake equalizer or fulcrum, one, renewed. . % -21 % .21 Air-brake block or plate (plus labor charge for R. and R. cylinder, when necessary to do so), one, renewed 2 .56 2 .56 American continuous draft rods, one rod, welding 2Y 2 .70 2H -70 Anchor rod (bolster and dead wood), one, renewed % .21 % .21 Anchor rod (bolster and dead wood), black- smith labor repairing, including R. and R.. . 1% .49 1% .49 Anchor rod, head block tank car or Gould draft one, renewed 1 .28 1 .28 Anchor rod. head block tank cai oi Gould draft, , blacksmith labor repairing, including R. and R 1H -49 1% .49 Anchor tank band, one, renewed 1 .28 .... Anchor tank band, blacksmith labor, repairing, including R. and R 2 .56 Anchor tank band "Y" bolt, one, renewed. ... 3^ .14 Anchor tank band "Y" bolt, blacksmith labor repairing, including R. and R \}/i .35 Anchor or lug straps, one, renewed 1 .28 1 .28 Anchor or lug straps, blacksmith labor repair- ing, including R. and R \% .49 1% .49 Arch bars, 1 or 2, replaced on same end of truck 3M -98 Zy 2 .98 Arch bars, blacksmith labor, each, repairing.. . 2H 70 2% .70 Arch bar, drawing down 1 .28 1 .28 Arch bar tie strap, one, renewed 1 .28 1 .28 Arch bar tie strap, blacksmith labor, one, re- pairing, including R. and R 2 .56 2 .56 Belt rail or girth (end), renewed, when two posts or biaces are renewed, per end 1J^ .42 \]/^ .42 Belt rail or girth (end), renewed, when not associated with renewal of posts or braces, per end 3 % .84 4 1.12 Belt rail plank (end) when renewed separately, per end \y 2 .42 \y 2 .42 Belt rail plank (side) when renewed separately 2 .56 2 .56 Bolster, body, composite, one, replaced ■. 12 3.36 15 4.20 Bolster, body, metal, one, renewed 9H 2.66 9J^ 2.66 Bolster, body, wood, one, renewed 9H 2.66 12 3.36 Bolster, body, metal, one, renewed when draft timbers extend through same 15 4.20 17 4.76 Bolster, body, plain, metal or wood, one, re- newed when one or more defective sills are renewed 2>£ .70 2% .70 Bolster, composite, one, renewed, when one or more defective sills are renewed 3 .84 3 .84 Bolster, truck, one, renewed 9 2.52 9 2.52 Bolster, tiuck, one, and one spring plank in same truck, renewed 13 3.64 13 3.64 Bolster, truck, one, renewed, when no bolts or rivets require removal to remove bolster from truck (not including Bettendorf de- sign) %y 2 .98 %y % .98 Body truss rod bearing or queen post, closed, one, renewed 1 .28 1 .28 Body truss tod bearing or queen post, closed, two on same rod, renewed 1J-^ .42 13^ .42 97 INT CAR BUILDERS' DICTIONARY INT Ordinary Refrigerator Cars Cars , -* w * s Charge Charge Hours, for Hours, for Labor. Labor. Body truss rod bearing or saddle block, open, one, renewed 94 SO. 21 % SO. 21 Body truss rod, washer, renewed J^ .14 Yt .14 Body truss rod, full length, renewed 2H .70 %% 1.05 Body truss rod, per section, renewed \% -49 3 .84 Body truss rod, per section, or full length, black- smith labor repairing 1J4 -35 134 -35 Body truss rod, tightening and replacing on saddle % .14 H .14 Braces, side or end, one, renewed 4J^ 1.26 6H 1-82 Braces, side or end, each, renewed, when associated with the renewal of posts 2% .77 4M 1.33 Brake beam, one, replaced, including attach- ments and connections 2 .56 2 .56 Brake beam, metal, one, blacksmith labor repairing 2 .56 2 .56 Brake beam, wooden truss, repairing \\i .35 lJi -35 Brake beam guide or finger guard, one, renewed yi .07 34 -07 Brake beam head (wooden beam), one, renewed % .21 % .21 Brake beam head (wooden beam), two on same beam, renewed 1 .28 1 .28 Brake beam safety chain, separately, one, renewed 34 07 M .07 Brake beam suspension spring hanger or link, one, renewed H -14 M - 14 Brake beam suspension spring and cap, single or double, either or both, renewed % -21 % .21 Brake beam hook bolt,'one, renewed A .14 A -14 Brake chain, one, renewed A -14 Yi -14 Bfake connection rod or lever, one or both, renewed Yt -14 ^ .14 Brake connection, repaired and replaced 1 .28 1 .28 Brake hanger, repaired and replaced 1 .28 1 .28 Brake hanger, separately, one, lenewed Yi .14 % .14 Brake hanger bearing, double, secured to spring plank, one, renewed 1 .49 X% .49 Brake hanger shackle box or bearing and cap, one, renewed Z A .21 % .21 Brake hanger trimmer block, one, renewed.. . . 1J^ -42 1J^ .42 Brake hanger eye bolt, separately, one, renewed A .14 Y .14 Brake lever guide or carrier, one, renewed Y .14 Y .14 Brake lever bracket, one, renewed Z A .21 % .21 Brake pawl, one, renewed 34 .07 34 .07 Brake pin 01 key bolt, separately, one, renewed. 34 -07 34 -07 Brake rod carrier, one, renewed 1 .28 1 .28 Brake shaft, one, renewed 1 .28 1 .28 Brake shaft, blacksmith labor repairing, in- cluding R. and R VA .42 1Y -42 Brake shaft brace or support, one, renewed... . Y -14 Y -14 Brake shaft brace or support, blacksmith labor repairing, including R. and R 1 .28 1 .28 Brake shaft carrier or bow, one, renewed Y -14 Y -14 Brake shaft carrier or bow, blacksmith labor repairing, including R. and R 1 .28 1 .28 Brake shaft ratchet wheel, one, renewed % .21 % .21 Brake shaft step board plate, only, one, renewed 1 .28 1 .28 Brake shoe, renewed on authority of defect card when brake beam is not renewed or replaced . Y -14 Y .14 Brake step board, one, renewed 2 .56 2 .56 Brake wheel, one, renewed Y .14 Y .14 Buffer block, one, cast-iron, renewed 1 .28 1 .28 Bolts- Carrier iron bolts, 6 in. or less, each 34 -07 34 .07 Carrier iron bolts or draft timber bolts, over 6 in. long, either or both, renewing at same end of car. 5 or less, each Y -14 Y .14 6 or more, all 3 .84 3 .84 Center plate bolts, one or more, or all at one end, renewing 3 .84 3 .84 Center plate bolts and center plate, at one end, renewing 3 .84 3 .84 NOTE. — If center plate bolts pass through draft timbers, they shall be termed center plate bolts and charged accordingly. Coupler stop bolts, lug strap bolts, draft timber cross-tie bolts or coupler follower guide bolts, at same end of car when coupler is not removed. 5 or less, renewing Y .14 Y -14 6 or more, all renewing 3 .84 3 .84 Draft timber bolts, or carrier iron bolts, over 6 in. long, either or both, at same end of car, renewing. 5 or less, each Y .14 Y .14 6 or more, all 3 .84 3 .84 Journal box bolt or column bolt, one, renewed . . 134 .42 1% .42 Each additional bolt renewed, in same truck. Y -14 Y -14 Bolts, 6 in. or less in length, other than those provided for, each, renewed 34 -07 34 .07 Bolts, over 6 in. in length, other than those provided for, each, renewed Y .14 Y -14 Cap, discharge valve for tank car, one, re- newed Y -14 Cap, dome, for tank car, one, renewed % .21 Carline, one, renewed 4 1 . 12 Carline, one, replaced, when out of place 134 -35 Carrier iron, one, renewed %, -21 24 .21 Carrier iron, blacksmith labor repairing, in- cluding R. and R 1H -42 1H .42 Carrier iron, one, tightening Y -07 34 .07 Chute plank, top, middle or bottom, side, each, renewed 1M .42 Chute plank, end, each, renewed 1 -28 Column casting, one or both, renewed, on same side of truck - ■ 3 .84 3 .84 Column casting, two, renewed, on opposite sides, same truck 5J4 . 1 . 54 §Y 1 . 54 Column casting, when arch bar is off, one or two, renewed Y -14 Y .14 Ordinary Cars Refrigerator Cars Charge Charge Hours, for Hours, for sy 2 Column guide, one, renewed 1 Column guide, two, at same end of bolster, renewed 1 73 Center pin (head), renewed 1 Center pin (head), renewed, and placing car on center ; ■ • 2 Center pin (key or plain), renewed, including placing car on center if necessary 2 Center plates, one or two, at same end, re- newed 234 Corner band, one, renewed 1 Coupler, and complete gear, key attachments, renewing or replacing 4 Coupler, with stem attachments, coupler springs, one or more follower plates, American continuous draft key, American continuous draft rods, one or more coupler stops, re- newing 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 stop bolts, coupler pocket, coupler pocket rivets, re- newing or replacing, any or all at same end of car, at same time o (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, when it is necessary to do the riveting). Coupler, with key attachments, renewing or replacing ; • • 2 Coupler key attachment cross key, renewing or replacing 1 Coupler yoke bolts, renewed, one or two, at same end of car (coupler not R. and R.)... . 1 Coupler yoke, blacksmith labor repairing 1Y Coke rack cleat (wooden rack), each, renewed. %. Coke rack gate (2 bars), renewed 1 Coke rack gate (3 bars), renewed I74 Coke rack gate guide, each, renewed 24 Coke rack gate slat, each, renewed M Coke rack stake clamp, each, renewed Y Coke rack stake clip, each, renewed 34 Coke rack thimble or catch, each, renewed.. . . 34 Cross-tie timber, one. renewed 6 Cross-tie timber, one, renewed, when one or more defective sills are renewed Dead block, wooden, renewed, at one end of car 3; Dead block, metal, renewed, at one end of car. 2; Deck bearer, upper (stock car), one, renewed.. 1 Deck, upper, flooring, per board, renewed Door, end, old, rehanging 1 Door, side, old, rehanging 2 Door bar (stock car), renewed 1 Door siding, renewed, including fixtures and trimmings, per lin. ft. (not including R. and R. door) Door batten or stile (nailed door), renewed, not including R. & R. door 1 Door rail or stile (framed door), renewed, not including R. & R. door 2 Door cap or housing (wood), renewed 2 Door cap or housing (metal), renewed 2 Door cap block or casting, separately, one, re- newed Door cap for small end door, renewed. Door, end, old, rehanging on automobile car... Door hanger or roller, either or both, renewed, except when door is rehung Door hinge, one, renewed, except when door is rehung Door guide bracket, one, renewed Door guide rail bracket, one, renewed Door hasp or keeper, one or both, renewed.. . . Door seal hook and chain, one, renewed Door stop, iron, one, renewed Door stop, wood, one, renewed Door rod (lock), one, renewed, not including door rehung Door rod (lock), blacksmith labor repairing. . . Door rod bearing, only, one, renewed Door rod shoe, only, one, renewed, except when door is rehung Door track, top or bottom, one, renewed, not including door rehung 2 Door track, top or bottom, blacksmith labor repairing 1 Door track repaired on car ^ Draft timbers, one, renewed 7 Draft timbers, two on same end, renewed 11 Draft timbers, one, extending beyond body bolster, renewed '. 12 Draft timbers, two, extending beyond body bolster, renewed 16 Draft timbers, one, renewed, when its center sill is renewed or spliced, at same end of car 23>^ Draft timbers, one, renewed, when its opposite center sill at same end of car is renewed or spliced 334 Draft timber filler block, renewed, when draft timbers are not renewed 2 Draft timbers, tightened, each; no additional labor for tightening when draft bolt or bolts are renewed in same timber Draft rod key, repaired Drop end gate, replacing on authority of de- fect card Drop end gate (1 plank), plain, renewed Drop end gate (1 plank), metal bound, renewed Drop end gate (2 or 3 plank), plain, renewed. Labor. SO. 28 Labor. 1 SO. 28 VA 34 H Y. "H IY 2 IY2 1 Y H 34 l 2 3 .42 .28 .56 .56 .70 .28 1.12 .70 .28 .14 .28 .56 .28 .24 .28 .56 .56 .56 .07 .28 .84 .28 .28 .28 .07 .14 ".ii .42 .42 .28 .14 .56 .28 .21 1.96 3.08 3.36 4.48 .70 .98 .56 .07 .28 .28 .42 .56 .84 1 2M 1 .98 3H 1.40 .28 .28 .42 .21 .28 .35 .21 .21 .14 .07 .07 L.68 .42 1 IY2 7 2 3J4 2Y 2 H IX 9 13 15 19 2H 3H 2 .42 .28 .56 .56 .70 .23 1.12 1.40 .58 .28 .28 .42 1.96 .56 .98 .70 .84 .24 .28 .56 .56 .56 .28 .07 .42 2.52 3.64 4.20 5.32 .70 .98 .56 .07 .28 98 INT CAR BUILDERS' DICTIONARY INT Ordinary Cars Refrigerator Cars Charge Charge Hours, for Hours, for Labor. Drop end gate (2 or 3 plank), metal bound, renewed 5 $1.40 Drop end gate plank, plain, one, renewed 1% ,42 Drop end gate plank, plain, two on same end, renewed 2 .56 Drop end gate plank, metal bound, one, re- newed. 2H .70 Drop end gate plank, metal bound, two, same end, renewed 41^ \ _ 26 Drop end gate cleat or stop, one renewed 1}4 .35 Drop end gate hinge, one, renewed 1 .28 Drop end gate keepei or latch, one, renewed.. X .14 Drop door chain, one, renewed J^ .14 Drop door hinge, one, renewed 1 .28 Drop door plank, each, renewed 1 ,28 Drop door reach or connecting lod, one, R. and R. or renewed. . , % ,14 Drop door reach or connecting rod, blacksmith labor repairing 1^ ,21 Drop door shaft and latchet, either or both, renewed \y% .42 Drop door shaft, blacksmith labor, repairing. . 1^ .42 Drop door shaft pawl, one, renewed J-£ .14 Drop door shaft key, one. renewed % .07 End plank on gondola cars. Without corner bands, one plank, renewed. 3X .98 Without corner bands, each additional plank, renewed on same end of car 2 .56 With corner bands, bolted or riveted, one plank, renewed 5 1.40 With corner bands, bolted or riveted, each additional plank, renewed on same end of car 3H 98 End plate, one, renewed 14 3.92 Fascia or drip molding, renewed, per lineal foot 03 Fascia, renailing, one or two ends, or one side. X .07 Flooring boards, renewed, per lineal foot 22 Flooring, short, over center silts, between drop doors, per lineal foot J^ .07 Follower guide or rest plate, steel, steel under- frame or steel center sill cars, tightened, per .end..... yi .07 Follower tie strap, one, renewed J^ .14 Hand hold, removed and straightened, one.. . . 1 .28 Hand hold, straightened on car, one or two. . . X -07 Hand rail rod or pipe, per side, separately re- newed 1 J£ . 42 Hand rail post, including rail removed and re- placed. 2 .56 Hand rail post, renewed, each additional X -14 Hay box, complete, renewed 3X -98 Hay box door, one, renewed 2 .56 Head block casting (tank car), one, renewed... 3 .84 Journal boxes, on arch bar truck. One, renewed 2 .56 Each additional, on same truck, renewed... . IX -42 Journal boxes, on solid pedestal truck. One or two, renewed, on same axle 4 Three or four, renewed, on same truck 7 Journal box lid, one, renewed X Journal, truing up, one or two, on same axle. . 2 Journal wedge, renewed or replaced, separately. X Key for center pin> separately, one, renewed... J^ Ladder, complete (wood), renewed 2X Ladder stile (wood), one, renewed XX Ladder treads (wood), one or two, renewed... . X Lag screw, one, renewed X Letter or number board, one, renewed X Lining, renewed, per sq. ft Lining, renailing, per end or side section from door to end of car, either above or below belt rail Nuts only, 1*^ in. or under, four or less, re- newed X Nuts only, 1% in. or over, one or two, re- newed X Pedestal tie bolt or casting, either one or both renewed X Pedestal tie strap, one, renewed X Pjpe hanger cap or clamp, one, renewed X Pjpe hanger, complete, renewed X Pipe hanger, blacksmith, labor repaying.. X Pipe hanger, tightening, one or two ,. X Platform end sill plank, one, full length, renewed 2 Platform end sill plank, one half section, re- newed 1 Post, center, door, automobile cars, one, R. and R., to repair door (when attached to door). . IX Post, door or side, each, renewed 3X Post, corner or end, each, renewed ^X Post, corner, door, end or side, each renewed, where associated with renewal of side sill, or inside end sill, side or end plate 2 X Push rod guide, one, renewed X Push pole pocket (bolted), one, renewed.. . .... X Push pole pocket, blacksmith labor repairing, including R. and R IJi Release lever (coupler), one, renewed X Release lever (coupler), blacksmith labor re- pairing, including R. and R IX Release lever (coupler), repaired on car X Release lever bracket (coupler), one, renewed. . X Renailing roofing or siding, per lineal foot Rod, vertical tie rod, one, renewed X Rod, vertical tie rod, blacksmith labor repair- ing, including R. and R IK Rod or pipe, side or center hitch (stock car), one. renewed _. • ■ X Rod, transverse tie, one, applied, first applica- tion, including drawing sides of car together.. 2 Rod, transverse tie, one, renewed (except first application) /* Labor. 1.12 1.96 .14 .56 .21 .07 .70 .42 .14 .07 .21 .03 15H X X 1 X .07 .07 .07 .14 .14 .07 .14 .14 .07 .56 .28 .42 .98 1.26 .70 .14 .21 .35 .21 .35 .07 .14 .015 .21 .35 .21 .56 .21 SX x % IX X IX X x 4.34 .03 .07 .30 .07 .14 .28 .07 2 IX 4 7 X 2 X 2& IX x x X X X X X X X X .56 .42 .12 .96 .14 .56 .21 .07 .70 .42 .14 .07 .21 .04 .07 .07 .14 .14 .07 .14 .14 .07 .56 .28 .98 .14 .21 .35 .21 .35 .07 .14 .015 .21 IX .35 Ordinary Refrigerator Cars Cars Charge Charge Hours, for Hours, for Labor. Labor. Rod, longitudinal tie, full length, on hopper cars, one, renewed $1X .49 Roof boards, single, including removing and replacing running board, per lineal foot 10 .... $0.10 Roof boards, double board roof, including re- moving and replacing running board, per lineal foot 15 15 Roof purline, one, renewed 1 .28 1 .28 Roping staple, one, renewed X -14 X -14 Roping staple, blacksmith labor repairing, in- cluding R. and R 1 .28 1 .28 Running board, latitudinal, secured with bolts or screws, renewed, per single board X -21 X -21 Running board, latitudinal, one, renewed, com- plete ,. . . . 3 .84 3 .84 Running board, longitudinal, complete, re- newel 10 2.80 10 2.80 Running board, renewed, per lineal foot, per single board 02 02 Running board to secure with screws, per lineal foot of single board 01 01 Running board saddle, separate, one, renewed. X .14 X -14 Running board bracket, one, renewed X - 14 X * 14 Running board bracket, blacksmith labor re- pairing, including R. and R 1 .28 1 .28 Running board extension block, renewed X -14 X • H Safety chain hook or link (end sill), one, re- newed X .14 X .14 Safety valves, one or two, per tank, testing and stenciling only 1 .28 Safety valve, one, per tank, adjusting, testing and stenciling 2 .56 Safety valves^ two, per tank, adjusting, testing and stenciling 3 .84 Side bearing, one, renewed IX -42 XX -42 Side bearing, each additional, at same end of car, renewed X -14 X - 14 Spring plank, one, renewed 8 2.24 8 2.24 Side plank on gondola car. With corner bands, one, spliced 4 1.12 Without corner bands, spliced, one 3X -98 Without corner bands, one plank, renewed... 7 1.96 Without corner bands, same side of car, each additional plank, renewed 6 1.68 With corner bands, bolted or riveted, one plank, renewed 10 2.80 With corner bands, bolted or riveted, each additional plank, on same side of car, re- newed 6 1 . 68 Side plate, one, renewed 35 9.80 45 12.60 Side plate, one, spliced 11 3.Q8 20 5.60 Side slat or end slat (stock car), nailed, one, renewed X .14 Side slat (stock car), inside or outside, bolted, one, renewed 1 .28 Siding removed and replaced, per lineal foot 18 22 Siding removed and replaced, per lineal foot, where nails are set and holes puttied. 26 Siding, short, above or below door openings, not including fixtures, R. and R., renewed, per lineal foot X -07 X .07 Slat, end (stock car), bolted or riveted, one, renewed 1 .28 Sheave wheel, in brake rod, one, renewed X -14 X 14 Sill nailing girth, longitudinal or end, for steel or steel undername cars, applied (excluding all other operations, which should be paid for in accordance with M. C. B. Rules), per lineal foot for longitudinal or end girths, including removal 04 04 Sill step, bolted, one, renewed X .21 % .21 Sill step, blacksmith labor repairing, including R. and R . ... IX .35 IX -35 Sill steps, hand holds and ladder treads, tight- ening, four or less X -07 X -07 Sills, short stub, bolted to side of full length single center sill, and extending from end sill to point back of body bolster, and to which draft timbers are bolted One, renewed l&X 5.18 Two, renewed, same end 23 6.44 1 center sill spliced, per end 22 6.16 30 8.40 2 center sills, spliced, same end 30 8.40 40 11.20 1 center sill, renewed 43 12.04 65 18.20 2 center sills, renewed 52 14 . 56 80 22 . 40 1 end sill, under siding, renewed 18 5.04 22 6. 16 1 end sill, outside siding, renewed. 8 2 . 24 8 2 . 24 1 end sill, under siding, renewed, when one or more defective sills are renewed or spliced... 8 2.24 10 2.80 1 end sill, outside siding, renewed when one or more defective sills are renewed or spliced.. . iX 1.26 4X 1.28 1 intermediate sill, renewed 30 8.40 52 14.56 1 intermediate sill, short, for hopper cars, re- newed 14 3.92 2 intermediate sills, short, for hopper cars, at one end of car, renewed 16 4.48 2 intermediate sills, renewed 37 10.36 72 20.16 3 intermediate sills, renewed 44 12.32 91 25.48 4 intermediate sills, renewed 51 14.28 110 30.80 1 intermediate sill and one center sill, renewed.. 50 14.00 84 23.52 1 intermediate sill and two center sills, re- newed 59 16.52 99 27.72 2 intermediate sills and one center sill, renewed. 57 15.96 103 28.84 2 intermediate sills and two center sills, re- newed 66 18.48 118 33.04 3intermediate sills and 1 center sill, renewed. . . 64 17.92 122 34.16 3 intermediate sills and 2 center sills, renewed . . 73 20 . 44 137 38 . 36 4 intermediate sills and 1 center sill, renewed. . 71 19.88 141 39.48 4 intermediate sills and 2 center sills, renewed. . 80 22.40 150 42.00 1 intermediate sill, spliced 15 4.20 21 5.88 1 side sill and 1 center sill, renewed 59 16.52 91 25.48 1 side sill and 2 center sills, renewed 68 19.04 106 29.68 99 INT CAR BUILDERS' DICTIONARY INT Ordinary Cars Refrigerator Cars Charge Charge Hours, for Hours, for Labor. Labor. 2 side sills and 1 center sill, renewed 75 $21.00 117 $32.76 2 side sills and 2 center sills, renewed 84 23.52 132 36.96 I side sill, spliced 15K 4.34 20 5.60 1 side sill, renewed 39 10.92 58 16.24 Two side sills, renewed 55 15.40 86 24.08 One side sill and one intermediate sill, renewed.. 46 12.88 79 22.12 One side sill and two intermediate sills, renewed 53 14.84 97 27.16 One side sill and thiee intermediate sills, re- newed 60 16.80 117 32.76 One side sill and four intermediate sills, renewed 67 18.76 135 37.80 Two side sills and one intermediate sill, renewed 62 17.36 105 29.40 Two side sills and two intermediate sills, re- newed.. 69 19'.32 124 34.72 Two side sills and three intermediate sills, re- newed... 76 21.28 143 40.04 Two side sills and four intermediate sills, re- newed... 83 23.24 162 45.36 One side sill, one intermediate and one center sill, renewed. 66 18.48 110 30.80 Two side, one intermediate and one center sill, renewed 82 22 . 96 136 38 . 08 One side, two intei mediate and one center sill, renewed 73 20.44 129 36.12 Two side, two intermediate and one center sill, renewed 94 26.32 160 44.80 One side, three intermediate and one center sill, renewed. 80 22.40 148 41.44 Two side, th0 Outside, double windows «7*nn " Coal, Anthracite (including labor), per ton . 7.00 .... Conductor's valve or signal cord and couplings, renewed, per car : * • •; ■ ■• • ■ ■ '" Drinking water container, cleaning and steaming, includ- ing R. and R., each «> Gas mantels, renewed, each -*0 .... Gas, Pintsch, per receiver -™ Glass, setting, per light •«*° Average Credit. Hose. 1M in- straight port, steam, complete with fittings, renewed ?°° %-™> Hose, as above, 1H or XH in 50 ° Cr *$f Ice (including labor), per cwt -40 Journal bearings, brass oi bronze, lined or unhned, per lb., applied ............. • ■ ■ .18 ■" Journal bearings, cast steel or malleable iron back, credit for scrap, per lb - • ■ * :/ • Journal bearings, filled brass or bronze shell, per lb., applied -I* 12 Journal bearings. Weights to be charged and credited as _>» ows: , Lb. Lb. For journals — **r* nR 7" long and over, but not 8" long 10 00 8" long and over, but not 9" long £j* •«§ 9". long and over, but not 10" long -. *" • *■* 10" long and over, but not 11" long JO. 25 $0.15 11" long and over -37 .23 Labor, on lubrication, per hour -28 .... Labor, on repairs, per hour ; . . ■ -35 .... Lumber, for framing (not exterior or interior finish), yellow, white and Norway pine, poplar, oak, hickory and elm, dressed and framed, per foot B. M. required to make the part .05 Nails, per lb 03 Oil, car, per gal .22 .... Oil, coach, per gal -35 .... Oil, illuminating, American roads, per gal .11 Oil, illuminating, Canadian roads, per gal .16 Shades, Acme or common lamp, renewed, each .30 .... Steel, for springs, rough, per lb .05 .005 Steel, helical springs, per lb .035 .005 Waste, woolen, per lb., renewed . 125 .... Waste, cotton; per lb., renewed .07 .... Wicks, dual, renewed, each .01 .... Wicks, round, renewed, each .02 .... Wheels, labor changing, center pair only 4.00 .... Wheels, laboi changing, center pair with one pair outside wheels, in same truck 4.50 .... Wheels, labor changing, center pair, with two pair out- side wheels, in same truck 6.00 Wheels, labor changing, outside pair, when center pair is not renewed 3.00 .... Wheels, labor changing, two outside pair in same truck, when center pair is not removed 4.50 .... Wheels, steel tired, average value service metal, per t"a" (on radius of tread in connection with full flange contour) 1-00 .... Wheels, wrought steel or steel-tired, turning to provide full flange and standard tread contour (not including R. and R.), per pair 125 Wheels, wrought steel, loss of service metal per iV ", 33" wheel 625 .625 Wheels, wrought steel, loss of service metal, per Jg ", 36" wheel.. .....".. .875 .875 Average Credit MATERIAL. New. Price. Scrap. One 36" cast iron wheel $10.50 $5.25 One 33" cast iron wheel 9.00 4.75 One 36" wrought steel wheel 26.00 $5.00 One 33" wrought steel wheel 19.50 4.50 One 33" cast steel wheel 19.50 4.75 NOTE. — New 33-in. and 36-in. wrought steel wheels must have base of limit groove not less than 29^ in., respectively in diameter, must contain 1)4 in. service metal (on radius of tread), above condemning limit (which is Vi in. above base of limit groove). In no case shall a charge or credit for service metal be made in excess of NOTE. — Cuirent market price should be charged for all material not covered in the list above (net Store Department cost). Interior Finish or Inside Finish (Passenger Cars). Figs. 1586, etc. 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 Can). See Bund Lining. Intermediate Sill. 3, Fig. 364. The main longitudinal members of an underframe between the side sills and the center sills. Seldom used in steel construction. Internal Cylindrical Gage. A very accurately made solid steel cylinder, used as a standard of measurement 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 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. J Jack. Figs. 2763, etc. 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 107 JAC CAR BUILDERS' DICTIONARY JOU 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 jack, traversing jacks, track jacks, etc. See Hydraulic Jack. (Storage Battery.) Fig. 2490. 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. 2212, etc. 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 Block. Fig. 328. A Jacking Plate. Jacking Plate. Fig. 477. 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). More 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. 1042, 1066, 1071. 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. Roller and ball bearings have been used to some extent. Figs. 1073-1075. Journal Bearing Key. See Journal Box Wedge. Journal Bearing and Wedge Gages (M. C. B. Standard). Figs. 2831, etc. Journals, 3^4 by 7, 4J4 by 8, S by 9 and 5^2 by 10 inches. In 1900 gages for journal bearings and wedges for journals 5 by 9 inches and 5^> by 10 inches were adopted as Standard. In 1903 gages for journal bearings and wedges for journals 3^ by 7 inches and 4?4 by 8 inches were advanced from Recommended Practice to Standard. Journals, 6 by 11 inches. In 1913 gages for journal bearings and wedges for journals 6 by 11 inches were adopted as Recommended Practice. In 1914 these gages were advanced to Standard. Journal Bearings for Passenger and Freight Equipment Cars, Specifications for. (M. C. B. Recommended Practice.) In 1915 the following specifications were adopted : 1. Classification. — This specification will cover two grades of bearings and will be known as A and B. 2. Composition of Shell. — The shell shall conform to the following requirements as to chemical composi- tion: Shell. A. B. Lead 24.0 to 30.0 per cent. 8.0 to 16.0 per cent . Tin, not less than 4.0 " 7.0 " Zinc and other im- purities, not over 3.0 " 3.0 " Copper, not less than.. 65.0 " Not over 82.0 " 3. Composition of Lining. — The lining metal shall conform to the following requirements as to chem- ical composition : Lining. Up to J-jj In. J^ In- and Over. Lead 94.0 to 96.0 per cent. Not over 88.0 per cen Antimony and Tin. . . . 3.0 to 5.0 " " " 17.0 " Tin.. 0.50 to 1.5 " Other impurities, not over 0.5 " 0.75 " 4. Analysis. — The sample for chemical analysis shall be taken from the shell and lining at three points along the fractured surface, described in Section 5, either by drilling or by using cuttings thus obtained, well mixed. 5. Tests. — The finished bearing representing a lot for acceptance shall be broken along the center line of the bearing, without nicking, in order to ascertain the uniformity of the grain of the metal. When this fracture shows distinct signs of imperfect mixing, such as separation of component parts and dross or dirt spots, the lot shall be rejected. 6. Number of Tests. — Bearings shall be divided into lots of three hundred or less and one bearing shall be taken for test and chemical analysis from each lot. 7. Gaging. — All bearings shall conform to gages and dimensions shown on drawings, and when linings are required they shall conform to the gages and dimensions for linings as shown on drawings. 8. Finish. — All bearing surfaces shall be smooth and free from tool marks. The castings shall be sound and free from blow-holes, dross and mechanical de- fects. 9. Marking. — Each lot of three hundred or less shall bear a serial number, commencing with one at the beginning of the year and continuing consecutively until the end of the year, the year when cast, and the pattern number, legibly cast, by depressing the letters, on the sloping surface of the shoulder of the brass, and on the opposite sloping shoulder the railroad com- pany's initials, M. C. B., and either "A" or "B," de- pending on the composition of the metal, and the figures to show the size of the journal bearing, and on the collar the manufacturer's name or trade-mark. All letters to be ^ in. high, except the manufacturer's name or trade-mark, which should be the width of the shoulder or collar. The above marking shall be in accordance with Fig. 1. 10. Inspection. — (a) The inspector representing the purchaser shall have free entry at all times, while work on the contract of the purchaser is being per- 108 JOU CAR BUILDERS' DICTIONARY JOU formed, to all parts of the manufacturer's works which concern the manufacture of the material or- dered. The manufacturer shall afford the inspector; free of cost, all reasonable facilities to satisfy him that the material is being furnished in accordance with these specifications. (b) The purchaser may make the analysis of the material at his own laboratory or elsewhere. Such tests shall show the material to conform to Sections 2, 3, 4 and 5. (c) All tests and inspection shall be so conducted o J w oi x»/s-v-aow-OD«a SERIAL NO.-15-PAT NO."^A- *n r\ FIG. 1. as not to interfere unnecessarily with the operation of the works. 11. Rejection. — Material which, subsequently to above tests at the mills or elsewhere, and its accept- ance, shows any defects, shall be rejected and shall be replaced at the expense of the manufacturer. 12. Rehearing. — Samples tested in accordance with this specification, which represent rejected material, shall be preserved for 14 days from date of test re- port. In case of dissatisfaction with results of tests, the manufacturer may make claim for a rehearing within that time. Journal Box. 3, Figs. 989, 991 ; Figs. 1024-1075. A metal box or case which incloses the journal of a car axle, the journal bearing and key, and which holds the pack- ing for lubricating the journal. Also called an axle box, car box, grease box, housing box, oil box, and pedestal box. British, usually axle box. Journal Box Bolts. The bolts on either side of the journal box which secure it between the arch bars and the pedestal tie bar. See Arch Bars, Column and Journal Box Bolts. (M. C. B. Standard.) Journal Box Cover. See Journal Box Lid. 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. 2811, etc. For Journals 3j4 by 7 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 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 curving the top of the wedge, thus making this construction similar in general arrangement to the standard forms for the 4J4 by 8 inch journal box. The revision made in 1896 consisted in the elimina- tion of the dust guard and the addition of notes pro- viding that any suitable dust guard might be used, and that a rivet or nut might be used instead of the cotter, if preferred, 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 in- creased so as to measure 1% 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. ' In 1915 a hole was added to the front flange of wedge to facilitate removal by use of a packing hook : and the arc recess on each side of the wedge was made optional. For Journals 4J4 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 seat 4j4 inches wide. Also in the addition of notes providing that any suitable dust guard might be used, and that a rivet or nut might be used in- stead of a cotter, if preferred, in the hinge pin of the lid. Also in the addition 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 1% inches long in- stead of 54 inch long, as they were formerly. The revision in 1901 consisted of cutting out entirely the inner dust guard wall at the top. In 1905 the addition of a rib Y% 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 joined 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 box. In 1908 the distance from center line of box to edge of wedge stop was increased from AY% inches to 4 11-16 inches to allow Ms-inch clearance between wedge and stop. In 1909 the vertical clearance of 1-16 inch between the side lugs on the journal bearings and the journal wedge was increased to % inch, to conform with the other standard journal boxes, the side lugs being re- duced from Y% inch to 13-16 inch. In 1915 a hole was added to the front flange of wedge to facilitate removal by use of a packing hook; and the arc recess on each side of the wedge was made optional. For Journal 5 by 9 Inches. The journal box and details shown in these draw- ings were adopted as Recommended Practice in 1896. In 1898 they were adopted as standards of the Asso- ciation. In 1900 the opening at the back end of the box, cor- responding with the dust guard, was increased from 109 JOU CAR BUILDERS' DICTIONARY JOU 3 3-16 inches to 3^ inches radius, making the open- ing 6J4 inches wide, instead of 6$i inches, the height remaining unchanged. The revision in 1901 consisted of cutting out entirely the inner dust guard wall at the top. In 1902 the wedge stop lugs were increased in size and extended laterally to the sides of box. In 1905 the addition of a rib Y% inch deep on the back face of the lid immediately within the inside of the oil box was adopted. In 1907 the inside dust guard was restored at the top and joined to the inside side wall with a 3-inch radius, with the center located 1 inch above the hori- zontal center line of the box. The opening in the outside wall was enlarged at the side and struck with a 4-inch radius all around. The distance from the center of the box to the inside of the lug for the jour- nal bearing key, located in the top wall of the box, was increased to 5 3-16 inches. The width of the inside side lugs for the journal bearings was decreased to 25^ inches. In 1908 the center of box from which the lower half of the circle is struck was raised % inch, increas- ing the depth to 1$^ inches. In 1909 the vertical clearance of 1-16 inch between the side lugs of journal bearing and wedge was in- creased to % inch, to conform to the other standard boxes, the side lugs being reduced from \]4, to 1 1-16 inches. In 1909 the dust-guard opening in this box was modi- fied and words ''cast steel" were omitted from the drawing of the wedge. In 1912 the wedge was changed in design to provide increased bearing surface against side lugs. In 1913 the distance from inside face of lid to center of pin hole was changed from 9-32 inch to 5-16 inch. In 1914 the reference to skeleton wedge was omitted on drawing and note changed to read "Wedge shall be malleable iron or steel." In 1915 a hole was added in the front flange of wedge to facilitate removal by the use of packing hook. In 1915 the arc recess on each side of wedge was made optional. For Journals 5j4 by 10 Inches. The journal box and details shown in these draw- ings were adopted as standard in 1900. In 1901 the inner dust-guard wall at the top was cut out entirely to avoid all danger of the journal bearing striking the wall of the box at the rear. In 1902 the wedge stop lugs were extended laterally to the sides of box. In 1903 the radius of the dust-guard opening was changed to 3^ inches, and the diameter to 7J4 inches, to allow proper play for the wheel fit. In 1905 the addition of a rib Y% inch deep on the back face of the lid immediately within the inside of the oil box was adopted. In 1907 the inside dust-guard was restored at the top and joined to the inside side wall with a 3-inch radius located V/z inches above the horizontal center line of the box. The opening in the outside back wall was enlarged at the side and struck with two 4-inch radii, the lower one-half having its center line on the center line of box, the center of the upper one-half being % inch above the center line of the box. The distance from center of the box to the inside of the lug for the journal box key was increased to 5 11-16 inches. The width of the inside side lugs for journal bearings was decreased to 2S/s inches. In 1908 the distance from center line of box to face of wedge stop was increased from 5 11-16 inches to 5^4 inches, thus allowing Y% clearance between wedge and stop. In 1908 the note reading "the total lateral [extreme positions of axle] equals y% inch,' - was eliminated. In 1909 the word "malleable" was stricken out and the words "drop forged" substituted for journal bear- ing wedge. In 1911 the use of pressed or cast steel for journal box was authorized and reduction in thickness of metal and coring to lighten weight permitted, provided that the essential dimensions affecting interchangeabil- ity and the fitting of contained parts are adhered to. In 1911 the note on the drawing referring to placing of letters "M. C. B." on top of box was changed from "arch bar seat" to "seat of truck sides." In 1912 the wedge was changed in design to pro- vide increased bearing surface against side lugs. In 1913 the distance from inside face of lid to center of pin hole was changed from 9-32 inch to 5-16 inch. In 1914 the reference to skeleton wedge was omitted on Sheet M. C. B. 12 and the note changed to read "Wedge shall be drop-forged or steel." In 1915 a hole was added in the front flange of wedge to facilitate removal by the use of packing hook. In 1915 the arc recess on each side of wedge was made optional. For Journals 6 by 11 Inches. The journal box and details shown in these draw- ings were adopted as Recommended Practice in 1913. In 1914 the journal-box lid key was changed to con- form with the key shown for the 5^2 by 10 inch box. In 1914 the journal box and details were advanced to Standard. In 1915 the arc recess on each side of wedge was made optional. Passenger Car Journal Box and Contained Parts for Journals 4j4 by 8 Inches. In 1898 a Recommended Practice was adopted for passenger car journal box and contained parts for journals A 1 /^ by 8 inches. In 1901, as a result of letter ballot, this was changed to standard. Passenger Car Journal Box and Contained Parts for Journals 5 by 9 Inches. In 1911 the mouth and dust guard opening was changed to conform to similar journal box for freight car, and advanced to Standard. Journal Box Guide. See Pedestal. Journal Box Jack. See Journal Jack. Journal Box Lid. 4, Figs. 989, 991; Figs. 1024-1075. A door or lid covering an opening in the end of the journal box, by means of which oil and packing are supplied and journal bearings are inserted or re- moved. Such covers are made of cast iron, malle- able iron, pressed steel, and sometimes of wood. They are usually closed by a spring. Journal Box Lid Spring. Figs. 1024, 1035, 1049, etc. A flat spring to hold the lid in place. Journal Box Wedge. Figs. 1040, 1042, 1066-1068. A de- vice used to hold the journal bearing in place, to dis- tribute the load evenly over the bearing and to allow it to be removed easily. Also called a journal box key. See Journal Boxes and Details. 110 JOU CAR BUILDERS' DICTIONARY KNU Journal Brass. A Journal Bearing. Journal Cooler. Fig. 2099. Journal Jack. Figs. 2626, 2627, 2629, 2632, 2635-37. A small jack used for relieving the weight from car journals for the purpose of changing bearings or brasses. See Jack. Journal Packing. Waste, wool, or other fibrous material saturated with oil or grease, with which a journal box is filled to lubricate the journal. Commonly termed dope. Journal Packing Guard. Fig. 1069. A device to keep journal packing in place. Journal Spring. A spring supporting part of the weight of a car which is placed directly over the journal, and which usually rests on the journal box under the truck frame. Jumper. Fig. 2501. A short conductor cable used to connect two electric circuits. Jute. A course fiber raised in India for making bags, matting, ropes, etc. * K Kalamined Iron. Sheet iron, coated with an alloy of zinc, lead, tin and nickel in the proportion of 29 lbs. of tin, 50 to 75 lbs. of zinc, 100 lbs. of lead, and three to six ounces of nickel. The alloy melts at a lower temperature than common zinc, and is claimed to give a more durable compound as well as a thinner and more adhesive coating. Galvanized iron is sheet iron coated in the same way with pure zinc. Keeper. "A ring, strap, pocket, or the like device for detaining an object; as "The box on a door jamb into which the bolt of a lock protrudes when shut. When the keeper is for a beveled latch bolt, which is moved by contact with it, it is more commonly called a strike plate. They are also further designated by the name of the lock or latch which they accompany. See illustrated sec- tion on Locks. "The latch of a hook, which prevents its accidental disengagement." — Knight. Key. In a general sense, a fastener; that which fastens; as a piece of wood in a frame of a building. Hence a pin inserted in a hole in a bolt, and used to secure the bolt or its nut. A Split Key is a special form. "An instrument for opening or shutting a lock by pushing the bolt one way or the other." See Lock and Bit. A block over the top of a journal bearing, called in full Journal Bearing Key. This part is also com- monly called a wedge. A beveled bar used with a gib to form a Gib and Key. See also King Bolt Key. (For Lamps and Valves of Pintsch Gas Apparatus.) A substitute for the ordinary cocks of gas fixtures to prevent unauthorized tampering. Key Bolt. A bolt slotted near the end to receive a key, which takes the place of a nut. Key Hole Plate. An Escutcheon or Escutcheon Plate. Key Pin (of a Lock). The pivot on which the key turns when inserted in the lock. Key Ring Tire Fastening. A mode of securing the tire to the wheel, composed of two rings, one of U- section and the other nearly rectangular. The former ring holds the tire and wheel together, and the lat- ter ring holds the former in place, filling up the groove in the tire. When both rings are in place the outer lip of the groove in the tire is slightly hammered over, thus gripping the second or key ring, and retain- ing it in place. Kicker. See Coupler Knuckle Kicker. Kicking Coil. A coil of wire consisting of about ten turns wound on a wooden core; it is located in the feed circuit between the lightning arrester and con- troller, and acts as an inductive resistance to the passage of lightning discharge through the apparatus. See Lightning Arrester. Kilowatt. One thousand watts. King Bolt or King Pin. See Center Pin. King Post (of a Truss). A single post or distance piece between a truss rod and the chord of a truss or beam. If two such posts are used they are called queen posts. Kitchen (Dining Car). A large compartment at one end of the car provided with all the facilities of a well-or- ganized kitchen. For ranges and other equipment, see Figs. 1714, etc. Kitchen Car. A combined day coach and dining car for use on trains where a regular dining car could not be profitably run. More commonly Cafe Car or Cafe Coach. Knee Iron. An L-shaped or angle iron casting or froging which is fastened to the corner where two timbers are joined to strengthen the joint. Knuckle (M. C. B. Couplers). Figs. 626-670.' The rotat- ing coupling hook by means of which coupling is ef- fected when the knuckle is locked by the catch or lock. It must conform to certain contour lines adopted by the M. C. B. Association. (Of a Hinge.) The central tubular projections which carry the hinge pin. The term is of wide and general application in mechanics to many similar parts. Knuckle (M. C. B. Standard Specifications). See Auto- matic Car Couplers, Specifications. Knuckle, Automatic Car Coupler (M. C. B. Standards). Fig. 2860. In 1899 the vertical dimension of the knuckle was fixed at 9 inches as a minimum. In 1903 the solid knuckle was adopted as a Standard of the Association to be used for all repairs and in all new couplers after January 1, 1904. In 1907 a limiting dimension of not more than 1 inch was shown for the diameter of core hole in lug of knuckle to prevent a recurrence of the slotted knuckle weakness. Knuckle Throw. — In 1905 the the following Recom- mended Practice was adopted : "That the use of a knuckle-throwing device which will throw the knuckle completely open and operate under all conditions of wear is favored by the Association. Advanced to Standard in 1910. Knuckle Pivot Pin. — In 1899 the sizes of pivot pins were fixed as follows : V/2. inches or 1^ inches in diameter and 12^ inches from the under side of head to center of pin hole for J^-inch cotter. In 1904, as a result of the letter ballot, the note in the lower left-hand corner of the drawing, relating to pivot pins, was changed to read as follows : "Pivot pin must be of steel, l^j inches in diameter, of sufficient length to permit applying a ^-inch cotter pin below the coupling lug." Lock Lift. — In 1905 a recommendation was adopted that the knuckle lock lift be in the central longitudinal vertical plane of the coupler, located between the strik- 111 KNU CAR BUILDERS' DICTIONARY LAM ing horn and contour lines and operate from the top by an upward movement. Advanced to Standard in 1507. In 1908 the following notes were added to the draw- ing : That the total lift of locking pin be not more than 6 inches. That all couplers must have a 1 1-16-inch eyelet for locking device located immediately above locking pin hole. Knuckle, Contour Line and Limit Gages. See Auto- matic Car Coupler. Knuckle, Emergency. See Emergency Coupler Knuckle. Knuckle Joint. "A joint in which a projection on each leg or leaf of a device is inserted between corre- sponding recesses in the other, the two being con- nected by a pin or pivot on which they mutually turn. The legs of dividers and the leaves of door hinges are examples of true knuckle joints. The term, how- ever, has been somewhat commonly restricted to com- pound or universal joints designed to act in any direction." — Knight. Knuckle Kicker. See Coupler Knuckle Kicker. Knuckle Lock. See Coupler Knuckle Lock. Knuckle Opener. See Coupler Knuckle Opener. Knuckle Pin (M. C. B. Coupler). Figs. 627-670. The steel pin holding the knuckle in the jaws of the coup- ler. Sometimes called pivot pin. Knuckle Pin Plate. Used in connection with three-stem coupler. Knuckle Pivot Pin Testing Machine (M. C. B. Standard). Fig. 2891. In 1907 a design of apparatus for testing knuckle pivot pins was adopted as Recommended Practice, and is shown on the drawing. Label. See Air Brake Hose, Label for. Label Box (Postal Car). Fig. 1864. A small box in which the labels for letter pouches are carried. Ladder. 24, Figs. 351, 352; 23, Fig. 364; Figs. 911, 952, 953, 955, 956, 960, 961. Bars of wood or iron attached to the side or end of a freight car or caboose so as to form steps by which persons may climb to and from the top of the car. The individual bars, whether of wood or iron, and whether round or square, are termed ladder rounds. They are sometimes fastened at their ends to ladder side rails. The handles along- side of the ladder are termed grab irons, or hand holds, or sometimes corner handles ; the one placed on the roof near the ladder is called the roof grab iron or ladder hand rail. See Safety Appliances and Up- per Berth Ladder. Ladder Bolt. A bolt designed especially for securing the ladder rounds at the corner post when two rounds are directly in line on the side and end of the car. Ladder Round. 31, Figs. 287, 288. A round cross bar or step of a ladder. See Safety Appliances. Ladder Side Rails. The vertical side pieces to which the ladder rounds are attached. Lag Screw. An iron bolt with a square or hexagonal head, and with a wood screw thread cut on it, in- tended to screw into wood. Lamp. See Alcove Lamp, Argand Lamp, Berth Lamp, Caboose Deck Lamp, Deck Lamp, Electric Lamp, Gas Lamp, Oil Lamp, Side Deck Lamp. Lamp Alcove. A metal casing or lining for a recess in the side of a car to contain an alcove lamp. Lamp Arms. Rods by which a lamp is attached to the ceiling of a car. Some lamp arms have bracket angles to support the shade, and are then called bracket arms. Lamp Bottom. The lower portion of a lamp which is removable. Contains the wick, burner and oil. Lamp Burner. That portion of a lamp by which the open- ing on the top of the reservoir is closed, which holds the wick, and by which the latter is adjusted. In gas lighting, the burner is the tip where the gas escapes and is ignited. Lamp Canopy. A large and elaborate Smoke Bell. Lamp Chimney. A glass tube which incloses the flame of a lamp-, conducts away the smoke and gases and produces the necessary draft. Lamp Chimney Bracket. A projecting metal arm at- tached to the side of a car and carrying a chimney holder, by which a lamp chimney is held in place. Lamp Chimney Reflector. Usually a reflector with a hole in the center in which the chimney is inserted. Lamp Fount. The receptacle • for the oil burned in a lamp. Also called lamp reservoir. Lamp Globe. Figs. 2544, etc. A glass or porcelain case or vessel inclosing or surrounding the flame of a lamp or candle, and intended to protect the latter from wind. Lamp globes are approximately globular in form, in distinction from a lamp shade, which flares at the bottom, but are often made of different shapes, as round, pear-shaped, etc. Lamp Globe Chimney. A metal tube attached to the top of a lamp globe for conducting away the smoke. A shade cap is an equivalent device for a lamp shade. Lamp Hoop. A ring with an interior screw thread for attaching to cheap oil lamps to receive the burner. Lamp House Hinge. Figs. 1839-1841. Lamp Jack. Fig. 2278. A cap or covering over a lamp vent on the outside of a car to exclude rain and prevent downward currents of air. Lamp Key (Gas). A substitute for the ordinary cock of gas fixtures, used to prevent unauthorized tamper- ing with the burners. Lamp Panel. A small switchboard placed generally in some locker of an electrically lighted car, upon which are mounted switches for controlling the lamps and ventilating fans. Lamp Reflector. Figs. 2518, etc. Lamp Regulator (Electric Lighting). Figs. 2442, etc. An automatic electrical device for maintaining constant voltage upon the lamps or, more popularly expressed, a device for insuring the constant brilliancy or candle power of the lamps. The lamp regulator is usually mounted underneath the car body where the heat which is dissipated in it may be easily taken care of and radiated. The lamp regulator may be of the rheostatic or counter electro motive force type. As a rheostatic device it varies resistance in series with all the lamps, responding to variations in lamp voltage and having a tendency toward maintaining constant lamp voltage. If it is of the counter electro motive force type, it acts in the same way as far as the lamps are concerned, but varies a counter electro motive force in series with the lamps instead of varying a resistance. In either case, the lamp regulator is governed by an auxiliary relay or equivalent device, generally placed inside of the car with the other electrical apparatus. See Electric Lighting. 112 LAM CAR BUILDERS' DICTIONARY LET Lamp Regulator Relay (Electric Lighting). Figs. 2434, etc. An automatic and very sensitive electrical device for controlling the action of the lamp regulator. Such device must be very sensitive in operation and robust enough in construction to withstand railway service. It is generally enclosed for protection against dust and accident, but when once adjusted should not re- quire attention for long periods. Lamp Reservoir. See Lamp Fount. Lamp Shade. Figs. 2518, etc. A conical shaped reflector placed over a lamp to reflect the light downward. Lamp Socket. A socket which holds an electric lamp. A bracket for supporting a tail lamp. See Signal Lamp Socket. Lamp Stay. A horizontal bar, usually reaching from side to side of the clere-story, by which a car lamp is steadied, and also made more ornamental. Lamp Switch (Electric Lighting). A switch for con- trolling the lamp circuit of the car and which, by opening or closing, turns off or throws on all of the lights. This switch is generally mounted on or near the lamp panel. Lamp Vent. An opening in the roof through which the gases from a lamp escape. Lantern. Figs. 2054, etc. A portable lamp the flame in which is protected from wind and rain by glass, usu- ally in the form of a globe surrounded by wires, called guards. According to the number of these wires the lantern is called single, double or triple guard. The conductor's lantern is one with a large bail or handle, so as to be carried on the arm, leaving both hands free. Lantern and Flag Holder. Figs. 2054, etc. A device for displaying signals on rear of trains. See Marker Bracket. Lantern Globe. Fig. 2048. Latch. The primary sense of this word is — to catch, to close, stop, or make fast ; hence, an attachment to a door, window, etc., to hold it open or shut, is called a latch. The ordinary distinction between a latch and a lock is that a lock is closed and opened with a separate key, and usually has a square bolt; whereas, a latch has no separate key, and usually has a beveled bolt which snaps shut automatically by contact with the keeper or strike plate. The most exact distinction between a latch and lock seems to be the form of the bolt, and not the use or disuse of a key. See Sash Lock. Latches named from the use which they sub- serve are the following, which see: Berth Latch, Deck Sash Latch, Safety Berth Latch, Spring Door Latch, etc. A sliding door latch, or lift latch, has a beveled hook instead of a beveled bolt, but operates upon substan- tially the same principle. Nearly all forms of latches are spring latches. A night latch is a large and care- fully made form of an ordinary latch, which can be opened from the. outside by a key. A cupboard latch is any form of small latch. A rim latch, like a rim lock, is one attached simply to the inside of the door, in distinction from a mortise or rabbeted latch (both rarely used), which is boxed into the door. Lateral Motion (Truck). Figs. 1088, 1096. A movement sidewise. Rollers between the journal box and spring seat provide for this on pedestal trucks. Lateral Motion Spring. A spring sometimes used to check lateral motion in trucks. Lavatory. A room provided with washbowl, towels, combs, brushes, etc., in which passengers may make their toilet. Parlor and sleeping cars are provided with separate lavatories for men and women, which are separated from the saloons. The best and most modern coaches have a lavatory. A saloon is some- times termed a lavatory. For the arrangement of water piping in a men's wash room see Fig. 1776, and for a Pullman drawing room sleeper see Figs. 1777 and 1778. See Water Supply and Folding Lavatory. The term is also used in a more restricted sense to designate the wash basins and their equipment Figs. 1760, etc. (see Basin), or the basin for dental pur- poses, which is termed a Dental Lavatory. Lead-Lined Journal Bearing. A journal bearing which has its inner surface covered with a thin layer of lead, so that it may fit itself to the journal as soon as subjected to wear. Leader (of Pile-Driver). The long vertical timbers serv- ing to guide the Hammer in its fall. Leader Cap (Pile Driver). A cross piece connecting the two leaders at the top and carrying the main sheave and pile hoisting sheave of the hoisting gear. Leader Stay. An oblique diagonal brace, attached at the upper end to top stringers, serving to stiffen the leaders. Leakage Groove (Air Brake Cylinder). A small passage past the brake piston to prevent application of the brakes by trifling leakages of air. Leatheroid. A substance somewhat resembling leather, and somewhat similar to vulcanized fiber in its general character and appearance. It is made by treating paper with sulphate of zinc. Leg Rest (Reclining Seats). A bracketed and adjustable shelf, which may be used on a chair seat to support the limbs when the seat or chair is in a reclining posi- tion. It is adjusted by a leg rest ratchet and leg rest pivot casting, or by a leg rest slide fitting in a leg rest socket casting. Lens. An optical instrument for conveying rays of light upon a fixed path or fixed point. See Fresnal Lens. Letter Board (Passenger Equipment Car Exteriors). A horizontal board under the cornice, extending the whole length, on which the name of the company to which the car belongs is usually painted. The letter board occupies the frieze of the car, and is sometimes so called. Letter Case (Postal Car). Figs. 1866, etc. Used for the distributing of letters. Letter Drop (Postal Car). Fig. 1861. A plate with a spring flap for receiving letters for the post. A letter box lid. Letter Drop Chute (Postal Car). Fig. 1861. The chute extending from the letter drop on the outside of a postal car to the floor inside of the car. Lettering. See also Marking on Freight Equipment Cars. Lettering Cars (M. C. B. Standard). Fig. 2880. In 1896 it was decided : That on all box cars standing more than twelve (12) feet from top of rail to eaves, the height and width at eaves be stenciled in 3-inch letters on side of car, as near the bottom as convenient. That all classes of cars have size of coupler, style of rear attachments, kind of draft gear and style of brake beams stenciled in 2 or 3-inch letters on each side of car at opposite ends, or on each end of car directly above coupler, where design of car permits it. Where the kind of draft gear implies the style of rear attachments, the marking for the latter may be omitted. II--* LEV CAR BUILDERS' DICTIONARY LIM That where the construction of the truck permits, trucks shall be stenciled on each side, giving the size of journal, and the letters "M. C. B." if the axle is M. C. B. standard axle. If the axle is not M. C. B. standard, use dimensions from center to center of journal in place of M. C. B. This stenciling to be in 1 or 2-inch letters, and to be put on end or side of bolster in Diamond trucks, and on side truck frame in center on pedestal type of trucks. Initials of the road should also appear in letters 1 or 2 inches high on one side of bolster or transom of each truck. In 1901 this was changed from Recommended Prac- tice to Standard, as a result of letter ballot. Modified in 1906 by the elimination of fractional sizes of fig- ures and letters. Modified in 1908 and 1909. In 1909 the following was adopted : Flat cars should be stenciled with the length of car over end sills, measured at the center. The stencil, "Length 00 feet," to be located on side of car. Drop end gondola cars should be stenciled with length of car inside of drop end doors, measured at the center; this stencil, "Inside length 00 feet," to be located on side of car. In 1914 a note was added to the drawing to provide that where latitudinal running board is flush with eaves, the height should be given to top of lati- tudinal running board. As a result of a special letter ballot in March, 1906, certain sized letters and numerals were adopted as Recommended Practice for the uniform lettering of cars, as follows : 1. That Roman letters and figures of the design shown on the drawing be used. 2. That the sizes of these letters and figures be con- fined to 1, 2, 3, 4, 7 and 9 inches. 3. That 7 and 9-inch letters or figures be used for the initials, names and numbers for the sides of cars, and 4-inch letters or figures for the lettering on the doors and ends of cars. 4. That for other car-body markings on sides and ends, such as capacity, couplers, brake beams, class of car, date built, outside and inside dimensions, and markings inside of car, 2 or 3-inch letters and figures be used, with the following exceptions : (a) All weight marks to be 3 or 4-inch letters or figures. (b) Trust marks, patent marks and other private marks should be 1-inch letters or figures. 5. That all marks on trucks be confined to 1 or 2- inch letters or figures. 6. That stenciling on air-brake cylinders or reser- voirs be 1-inch letters or figures. In 1911 these were advanced to Standard. Lever. "In mechanics, a bar of metal, wood or other substance, turning on a support called a fulcrum." — Webster. See Brake Lever, Uncoupling Lever, etc. Lever Faucet. A self-closing faucet, shut by a spring and opened by the movement of a handle or lever. Also called telegraph faucet. They are called vertical or horizontal according to the direction of the pipe or opening into which they are fastened. Lever Frame (Hand Car). A wooden frame shaped somewhat like a letter A, on top of a hand car, which supports the lever shaft and lever. Lever Frame Cap (Hand Car). A short horizontal piece of timber, to which the lever journal bearings are fastened. Lever Frame Tie Rod (Hand Car). A vertical rod by which the lever frame cap is bolted to the floor frame. Lever Guard. A guide on a platform rail for a platform uncoupling lever. Lever Guide. See Lever Guard and Dead Lever Guide. Lever Shaft (Hand Car). A short iron shaft to which the propelling levers are attached. Levers, Marking of. See Foundation Brake Gear. Library Car. Generally a parlor or observation car equipped with a small library containing books and periodicals for the use of passengers. See Car. Lift. A finger hold attached to windows and window blinds to grasp in raising or lowering them. See Sash Lift. Lift Latch or Sliding Door Latch. A lock, the latch of which is lifted by turning a knob, instead of draw- ing it backward. Light Weight of Car, Stenciling of. See Foundation Brake Gear. Lighting. See Acetylene Gas, Electric Lighting, Pintsch Gas Vapor System. Lightning Arrester. Figs. 2695, etc. A device for protect- ing the electrical apparatus from damage by lightning. Lignomur. A decorative head lining made from straw- board or paper, with figures stamped or embossed upon it. The figures are usually light colored, while the background is darker. It is glued to a thin nar- row matched ceiling or may be applied directly to an old veneered ceiling. Limit Gage. A term applied to many forms of gages which are used for determining whether pieces do not exceed or fall below a certain specified range of dimen- sion. See Automatic Car Coupler. Limit Gages for Round Iron (M. C. B. Recommended Practice). In 1893 limit gages and diameters for round iron were adopted as a Recommended Practice; these had formerly been Standard of the Association. LIMIT GAGES FOR ROUND IRON. In 1911 the limiting dimensions for \y 2 inch and 1-Hs-inch round iron were modified and limits for 154 inches and larger sizes added. Limit gages such as shown harewith for l^-inch 114 I I LIM CAR BUILDERS' DICTIONARY LOC iron are recommended for use in procuring round iron to take the Sellers' standard screw threads ; round iron used to be of such size as will enter the large or + end of the gage intended for that size, in any way, and also of such size as will not enter the small or — end in any way. The limiting diameters for certain nominal sizes of iron, together with the maximum variation allowable by such use of these gages, are given in the following table : SIZES OF LIMIT GAGES FOR ROUND IRON. Nominal Diameter Large Size, Small Size, Total Vari- of Iron. — Inches. + end. — end. ation. Inches Inches Inches. 54 2550 .2450 .010 5/16 3180 .3070 .011 V% 3810 .3690 .012 7/16 4440 .4310 .013 54 5070 .4930 .014 9/16 5700 .5550 .015 H 6330 .6170 .016 Va, 7585 .7415 .017 % 8840 .8660 .018 1 1.0095 .9905 .019 Wi 1.1350 1.1150 .020 154 1.2605 1.2395 .021 Wi, 1.3860 1.3640 .022 V/ 2 1.5115 1.4885 .023 1^ 1.6370 1.6130 .024 m 1-7625 1.7375 .025 VA 1.8880 1.8620 .026 Round iron 2 inches in diameter and over should be rolled to nominal diameter. Limit Gages for Inspecting Second-Hand Wheels. See Wheels, Limit Gages for Inspecting. Line Car. A short term to designate cars belonging to the various fast freight lines which run over sev- eral roads between the leading shipping points east and west. Line Switch. Figs. 2679, etc. A combination of one or two unit-switches, assembled in a case, for handling main power currents. Lining. 29, Figs. 287, 288; 27, Fig. 364; Fig. 478. The lining which is nailed to the insides of the posts of freight, baggage and other cars. In box cars it extends half way up only, to the girth. Inside lining becomes sometimes inside sheathing 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; also Lumber Specifications. Lining for Outside-Framed Cars. (M. C. B. Recom- mended Practice). Fig. 2940. In 1913 a section for lining for outside-framed cars was adopted as Recommended Practice. In 1915 two additional sections, 15^ in. and 1J4 in. thick, respectively, were adopted. Lining Strips. Wooden or metal strips put on the inside of freight or baggage cars to protect the inside of the car from being injured by freight or baggage. Lining Stud. Vertical studs placed between the posts and over or under the braces, and to which the lining is nailed. See Nailing Strip. Link. "A short connecting piece, of circular or other equivalent shape ; as one of the oval rings for divisions of a chain." — Knight. Link Hanger. A Swing Hanger in the form of a link. Link Hanger Eye Bolt. A bolt passing through the truck transoms, from which a short swing hanger is suspended. Link Pin. A coupling pin. Link and Pin Coupler. An old type of drawbar by which cars were connected by a link and a pin. Link Suspension (Electric Lighting). A system in which the axle generator is suspended on a pair of parallel links supported on the truck frame, the adjusting of the driving belt or chain being accomplished by a de- vice which swings the links slightly. See Suspension. Linoleum. A form of floor covering manufactured from linseed oil, prepared by a special process, mixed with ground cork and backed with canvas. Another floor covering of substantially the same nature as linoleum is known as corticine. Lintel. The horizontal part of a door or window frame above the sash. Lip Lamp Chimney. One with an indented ring near the bottom, for use with screw lamp burners. Liquid Soap Fixture. Figs. 1754A, 1766, etc. A container placed above the wash basin for holding the liquid soap. Live Lever. The one of a pair of truck brake levers to which the brake power is applied from the cylinder. Loading Gage (British). American equivalent, Clear- ance. The limiting dimensions of carriages or wag- ons as to height and width, in order that they may clear tunnels, bridges, station platforms, etc. Loading Materials, Rules for. 2861, etc.. See Rules for Loading Materials. Lock. Figs. 821, 828, 832, 1794-1847. Generally, a fasten- ing of any kind operated by a key. Specifically, one having a dead bolt as distinguished from one having a spring latch bolt, the latter being technically termed a latch. A rim lock is one applied to the surface of a door. A mortise lock is one designed to be mortised into the edge of a door. A rabbeted lock is one with an offset front to conform in shape to a rabbeted door. A dead lock is one in which a bolt is moved by a key and not a spring. A latch is a lock with a spring bolt. A night latch is a lock with a spring bolt oper- ated from the outside only by a key and from the inside usually by a knob. A padlock is a detached lock provided with a shackle adapted for engagement with a hasp or staple. According to their uses, locks are divided into berth locks, door locks, freight car locks, grain door locks, seat locks, sliding door locks, etc. See also Sash Lock. (M. C. B. Automatic Coupler.) The catch which drops in front of the knuckle horn and holds it shut, thus locking the couplers together. Lock Case. The outside or covering part of a lock, more particularly a padlock. Lock Chain. A chain by which a padlock is fastened to prevent its being lost. Lock Keeper. See Keeper. Lock Lifter. See Coupler Lock Lifter. Lock Nut. Figs. 1551, etc. The outer one of a pair of nuts on one bolt, which, by screwing up separately to a tight bearing, locks the inner one. A large number of special forms of lock nuts and nut locks, which serve the same purpose, are in use which are not strictly included under the above definition. Lock Seal. A piece of glass, lead or paper, which forms 115 LOC CAR BUILDERS' DICTIONARY LUM a seal for a lock, so that the latter cannot be opened Car Builders' Association working in conjunction with without its being known. the Railway Storekeepers' Association and the various Lock Set. See Coupler Lock Set. Lumber Manufacturers' Associations, submitted speci- Lock Washer. Figs. 1572, etc. A washer for locking fications and grading rules for car and locomotive lum- the nut in place while it is being tightened or drawn ber ' which ' on motlon ' were ordered submitted to letter ballot and adopted as Recommended Practice. T , , In order to have standard descriptions of the various Locker. A small compartment or closet for storage. wQods used by railroadSi the folIowing standard names Locomotive Crane. A self-propelling car with a steam for car and locomotive lumber were agreed upon by crane mounted upon it. See Wrecking Crane. t ^ e j ; nt Committee: Locomotive Valve (Steam Heating). The valve on the Description of various woods used by railroad com- locomotive which admits live steam to the train line. panies for car and locomotive lumber. Lodging Car. A passenger or box car fitted up with 1- Ash To cover Wh j, te ' Black, Blue - sleeping accommodations for men at work on the line Green and Red Ash. of a road. More commonly called boarding car. 2 - Basswood To cover Linden, Linn, Lind Logging Car. Figs. 79, 80. A special type of car for ,, „ _ ', , ,,,,-. • , ,, ■ <.■ * * * i a 3. Beech To cover Red and White carrying logs, usually consisting of two trucks and a _ , skeleton frame. See Car. „. , _ ' „ , ,■,,,., ,, .. 4. Birch To cover Red, White, Yellow Logging Truck. A truck used in logging cars. The mem- and Bi ac k Birch. ber corresponding to the body bolster in other types s _ Buckeye To cover wood from Horse of trucks is called a Bunk and is so arranged tha f chestnut tree timber or logs may be chained in place on it. 6 Butternut To cover wood from tree of Lookout (Caboose). See Cupola. that name, also known as Loose Berth Hinge. A berth hinge, the two parts of White Walnut. which are detachable. 7. Cherry To cover Sweet, Sour, Red, Lorry. Small push cars used in construction for mov- Black and Wild Cherry. ing rails, ties etc. 8- Chestnut To cover wood from tree of Lounging Car. Figs. 182, 245. A term applied by some that name ' , , • i . • , . r , , . 9. Cottonwood To cover wood from tree of railways to a special type of parlor car arranged in «^<,u, , .. that name. (Do not confuse two or more compartments, such as reception room, . , „ , „ , . , • , n u • 1.1 • with Popple or Poplar.) smoking room, etc., and generally having movable in- ,„ _ „ * , _ ,. ' „ stead of fixed seats. Also called Club Car. 10 - C ^ rMJ To Hem . Lower Deck Carline. A short carline extending under l oc k f ro m all States east of the lower deck or main roof only. and i nc l u ding Minnesota. Lower Deck Headlining. The inside finish of the lower i Q . Western Hemlock To cover Hemlock from the deck. It forms the top finish for the upper berth Pacific Coast in sleeping cars. See Headlining. !7_ Hickory To cover Shellbark, Kingnut, Lower Deck Roof Support. See Lower Deck Carline. Mockernut, Pignut, Black, Lower Wainscot Rail (Passenger Car Interiors). A Shagbark and Bitternut. longitudinal rail immediately above the truss plank. 18- Western Larch To cover the species of Larch The upper wainscot rail comes directly below the or Tamarack from the Rocky window. Mountain and Pacific Coast Lubricator. An instrument used for applying a lubricant regions. to a journal or other moving part. Also called oiler. 19 " Maple-soft To cover Soft and White Lug. A propecting stud or ear to afford a bearing or point on ,, ,, , , „ ' TT . _ . _ , , 5 . F , 6 r 20. Maple — hard To cover Hard, Red, Rock and of attachment. t, ,, , Sugar Maple. Lug Bolt. A Strap Bolt with a lug turned up at one end 21. White Oak To cover White Burr or to enter a mortise in the timber and in part to relieve Mossy Cup| Ro( I kj p ost or the attaching bolts from strain. Irorl) 0v ercup, Swamp Post, Lumber Specifications. Live, Chestnut or Tan Bark, In 1910 a joint committee of the American Rail- Yellow or Chinquapin and way Master Mechanics' Association and the Master Basket or Cow Oak. 116 LUM CAR BUILDERS' DICTIONARY LUM 22. Red Oak To cover Red, Pin, Black, Water, Willow, Spanish, Scarlet, Turkey, Black Jack or Barn and Shingle or Laurel Oak. 23. Pecan To cover wood from tree of that name. 24. Southern Yellow Pine. To cover Long-leaf and Short- leaf Yellow Pine grown in the Southern States. 25. White Pine To cover wood from tree of that name grown in Maine, Michigan, Wisconsin, Minne- sota and Canada. 26. Norway Pine To cover Norway or Red Pine grown in Michigan, Minne- sota, Wisconsin and Canada. 27. Idaho White Pine To cover variety of White Pine grown in western Mon- tana, northern Idaho and eastern Washington. 28. Western Pine To cover timber known as White Pine grown in Ari- zona, California, New Mex- ico, Colorado, Oregon and Washington ; sometimes known as Western Yellow or Ponderosa Pine, or Cali- fornia White Pine or West- ern White Pine. 29. Poplar To cover wood from the Tulip Tree, otherwise known as Whitewood, Yellow Poplar and Canary Wood. 30. Redwood To cover wood from tree of that name. 31. Spruce To cover Eastern Spruce ; that is, the Spruce timber coming from points east of and in- cluding Minnesota and Can- ada, covering White, Red and Black Spruce. 32. Western Spruce To cover the Spruce timber from the Pacific Coast. 33. Sycamore To cover wood from tree of that name, otherwise known as Buttonwood. 34. Tamarack To cover Tamarack or East- ern Tamarack, grown in States east of and including Minnesota. 35. Tupelo To cover Tupelo Gum and Bay Poplar. 36. Walnut To cover Black Walnut (for White Walnut, see Butter- nut). CLASSIFICATION, GRADING AND DRESSING RULES FOR NORTHERN PINE CAR MATERIAL, INCLUDING WHITE AND NORWAY PINE AND EASTERN SPRUCE. 1. Norway Pine. To cover Norway or Red Pine grown in Michigan, Minnesota, Wisconsin and Can- ada. White Pine to cover wood from tree of that name grown in Maine, Michigan, Wisconsin, Minnesota and Canada. Spruce to cover Eastern Spruce; that is, the Spruce timber coming from points east of and including Min- nesota and Canada, covering White, Red and Black Spruce. 2. Northern Pine Lumber shall be graded and classi- fied according to the following rules and specifications as to quality, and dressed stock shall conform to the subjoined table of standard sizes, except where other- wise expressly stipulated between buyer and seller. 3. Recognized defects in Northern Pine are knots, knot-holes, splits, shake, wane, worm-holes, pitch pock- ets, torn grain, loosened grain, sap, sap stain, checks and rot. KNOTS. 4. Knots shall be classified as pin, small and large or coarse, as to size, and round or spike, as to form, and as sound, loose, encased, pith and rotten, as to quality. 5. A pin knot is sound and shall not exceed Yi inch in diameter. 6. A small knot is larger than a pin knot and shall not exceed V/z inches in diameter. 7. A large or coarse knot is one of any size over V/z inches in diameter. 8. A round knot is oval or circular in form. 9. A spike knot is one sawn in a lengthwise direc- tion. The mean or average diameter of knots shall be considered in applying and construing these rules. 10. A sound knot is one solid across its face ; is as hard as the wood it is in and is so fixed by growth or position that it will retain its place in the piece. 11. A loose knot is not firmly set, but still retains its place in the piece. 12. A pith knot is a sound knot with a pith hole not more than Y\ inch in diameter. 13. An encased knot is one surrounded wholly by bark or pitch. 14. A rotten knot is one not as hard as the wood it is in. PITCH. 15. Pitch pockets are openings between the grain of the wood containing more or less pitch or bark, and shall be classified as small, standard and large pitch pockets. 16. A small pitch pocket is one not over Y& of an inch wide. 17. A standard pitch pocket is one not over y% of an inch wide, or 3 inches in length. 18. A large pitch pocket is one over y% of an inch wide or over 3 inches in length. 10. A pitch pocket showing open on both sides of the piece Ys 0I an mcn or more in width shall be considered the same as a knot-hole. WANE. 20. Wane' is bark, or the lack of wood, from any cause, on edge. SAP. 21. White or bright sap shall not be considered a defect in any of the grades provided for and de- scribed in these rules, except where stipulated. MISCELLANEOUS. 22. Defects in rough stock caused by improper man- ufacture and drying will reduce grade, unless they can be removed in dressing such stock to standard sizes. 23. All lumber for uses described in these rules 117 LUM CAR BUILDERS' DICTIONARY LUM shall be inspected on the face side to determine the grade, and the face side is the side showing the best quality or appearance. 24. Chipped grain consists in a part of the surface being chipped or broken out in small particles below the line of the cut, and as usually found should not be classed as torn grain, and shall not be considered a defect. 25. Torn grain consists in a part of the wood being torn out in the dressing. It occurs around knots and curly places, and is of four distinct characters ; slight, medium, heavy and deep. Slight torn grain shall not exceed 1/32 of an inch in depth, medium 1/16 of an inch, and heavy Ys of an inch. Any torn grain heavier than % of an inch shall be termed deep. 26. The grade of all regular stock shall be deter- mined by the number, character and position of the defects visible in any piece. The enumerated defects herein described admissible in any grade are intended to be descriptive of the coarsest pieces such grades may contain, but the average quality of the grade shall be midway between the highest and lowest pieces allowed in the grade. 27. Lumber and timber sawed for specific purposes must be inspected with a view to its adaptability for the use intended. 28. All dressed stock shall be measured strip count, viz. : Full size of rough material necessarily used in its manufacture. 29. Lumber must be accepted on grade in the form in which it was shipped. Any subsequent change in manufacture or mill work will prohibit an inspection for the adjustment of claims, except with the consent of all parties interested. 30. The foregoing general observations shall apply to and govern the application of the following rules. The rules referred to under Sections 31, 32, 33, 34 and 35 govern 4 or 6-inch strips, and are intended to cover strips used for car siding, car lining and car roof- ing. B and Better White Pine. 31. Material of this grade shall be practically clear and free of all defects, except will admit of not ex- ceeding four pin knots, and bright sap not to exceed 25 per cent of the face of the piece. C and Better Norway Pine. 32. Bright sap is no defect in this grade and stained sap will be admitted to the extent of not exceeding 1/5 the surface of the face of the piece, if not in com- bination with other defects. This grade shall be free from shake, rot and splits, but will admit of not exceeding four pin knots. No. 1 Common White Pine, Norway Pine and Eastern Spruce. 33. This grade admits of small sound knots, but shall be free from large or coarse knots, knot-holes, should have practically no shake, wane or rot, but will admit of bright sap to any extent. No. 2 Common White Pine, Norway Pine and Eastern Spruce. 34. This grade is similar to No. 1 described above, except that it will admit of spike knots, bright or stained sap, slight shake, slight wane or reverse side, but not a serious combination of any of these defects. No. 3 Common White Pine, Norway Pine and Eastern Spruce. 35. This grade, in addition to the defects men- tioned in No. 2, described above, will also admit of large or coarse knots, more shake, sap, wane on re- verse side that does not affect the tongue or groove and torn or loosened grain, checks, pin worm-holes and splits, but no loose knots or knot-holes, nor a serious combination of the defects named. No. 1 Common Norway Pine Car Decking or Flooring. 36. This grade will admit of sound knots, any amount of sap, and shall be free from shake, wane, rot and large or coarse spike knots. 37. STANDARD LENGTHS. Car Siding — 8, 9, 10 and 12 feet or multiples. Car Roofing — 5 feet or multiples. Car Lining— 8, 9, 10, 12, 14, 16, 18 and 20 feet or multiples. Car Decking — 9 and 10 feet or multiples. All orders shall be shipped in standard lengths, un- less otherwise specified, but no lengths of either car siding, lining or roofing shall be shipped except in the lengths specified or multiples thereof. Those who do not desire stock shipped in multiple lengths should so specify. CLASSIFICATION, GRADING AND DRESSING RULES FOR SOUTHERN YELLOW PINE CAR MATERIAL. 1. Southern Yellow Pine. — To cover Long-leaf and short-leaf Yellow Pine grown in the Southern States. 2. Southern Yellow Pine Lumber shall be graded and classified according to the following rules and specifications as to quality, and dressed stock shall conform to the subjoined table of standard sizes, except where otherwise expressly stipulated between buyer and seller. 3. Recognized defects in Southern Yellow Pine are knot, knot-holes, splits (either from seasoning, ring hearts or rough handling), shake, wane, red heart, pith, rot, rotten streaks, dote, red heart worm holes, pitch streaks, pitch pockets, torn grain, loosened grain, seasoning of kiln checks and sap, sap stains and im- perfect manufacture. KNOTS. 4. Knots shall be classified as pin, standard and large, as to size ; and round and spike, as to form ; and as sound, loose, encased, pith and rotten, as to quality. 5. A pin knot is sound and not over J4 inch in diam- eter. 6. A standard knot is sound and not over V/i inches in diameter. 7. A large knot is one any size over \ l / 2 inches in diameter. 8. A round knot is oval or circular in form. 9. A spike knot is one sawn in a lengthwise direc- tion. The mean or average diameter of knots shall be con- sidered in applying and construing these rules. 10. A sound knot is one solid across its face; is as hard as the wood it is in and is so fixed by growth or position that it will retain its place in the piece. 11. A loose knot is one not held firmly in place by growth or position. 12. A pith knot is a sound knot with a pithhole not more than *4 i ncn m diameter. 13. An encased knot is one surrounded wholly or in part by bark or pitch. Where the encasement is less than Vz of an inch in width on both sides, not 118 LUM CAR BUILDERS' DICTIONARY LUM exceeding one-half the circumference of the knot, it shall be considered a sound knot. (See Sections 10 and 17.) 14. A rotten knot is one not as hard as the wood it is in. PITCH. 15. Pitch pockets are openings between the grain of the wood containing more or less pitch or bark, and sha 1 be classified as small, standard and large pitch pockets. 16. A small pitch pocket is one not over li of an inch wide. A standard pitch pocket is one not over 3/ s of an inch wide or 3 inches in length. A large pitch pocket is one over 3/ s of an inch wide or over 3 inches in length. 17. A pitch pocket showing open on both sides of the piece % of an inch or more in width shall be considered the same as a knot-hole. _ 18. A pitch streak is a well-defined accumulation of pitch at one point in the piece, and when not suffi- cient to develop a well-defined streak, or where fiber between grains is not saturated with pitch, it shall not be considered a defect. 19. A small pitch streak shall be equivalent to not over one-twelfth the width and one-sixth the length of the piece it is in. A standard pitch streak shall be equivalent to not over one-sixth the width and one-third of the length of the piece it is in. WANE. 20. Wane is bark, or the lack of wood, from any cause, on the edge. SAP. 21. Bright sap shall not be considered a defect in any of the grades provided for and described in these rules, except where stipulated. SHAKE. 22. Shakes are splits or checks in timbers which usually cause a separation of the wood between annual rings. Through Shake: A shake which extends between two faces of a timber. Ring Shake: An opening between the annual rings. MISCELLANEOUS. 23. Defects in rough stock caused by improper man- ufacture and drying will reduce grade, unless they can be removed in dressing such stock to standard sizes. 24. All stock except car sills and framing shall be inspected on the face side to determine the grade. Stock surfaced one side, the dressed surface shall be considered the face side. Stock rough or dressed two sides, the best side shall be considered the face, but the reverse side of all such stock shall not be more than one grade lower. 25. Pieces of siding, lining or roofing with 3/16 of an inch or more of tongue will be admitted in any grade, provided it does not run more than one-third the length of the piece. 26. In all grades lower than B and better, wane on the reverse side, not exceeding one-third the width and one-sixth the length of any piece is admissible ; pro- vided the wane does not extend into the tongue, or over one-half the thickness below the groove. 27. Chipped grain consists in a part of the surface being chipped or broken out in small particles below the line of the cut, and as usually found shall not be classed as torn grain and shall not be considered a defect. 28. Torn grain consists in a part of the wood being torn out in dressing. It occurs around knots and curly places, and is of four distinct characters — slight, me- dium, heavy and deep. Slightly torn grain shall not exceed 1/32 of an inch in depth; medium, 1/16 of an inch; heavy, Ys of an inch; any torn grain heavier than Y & of an inch shall be termed deep. 29. Loosened grain consists in a point of one grain being torn loose from the next grain. It occurs on the heart side of the piece and is a serious defect, especially in flooring. 30. Rot, Dote and Red Heart: Any form of decay which may be evident either as a dark-red discolora- tion not found in the sound wood, or the presence of white or red rotten spots, shall be considered as a defect. Firm red heart shall not be considered a defect in any of the grades of Common Lumber. 31. The grade of all regular stock shall be deter- mined by the number, character and position of the defects visible in any piece. The enumerated defects herein described admissible in any grade are intended to be descriptive of the coarsest pieces such grades may contain, but the average quality of the grade shall be midway between the highest and lowest pieces al- lowed in the grade. 32. Lumber and timber sawed for specific purposes must be inspected with a view to its adaptability for the use intended. 33. All dressed stock shall be measured strip count, viz.: Full size of rough material necessarily used in its manufacture. 34. Equivalent means equal, and in construing and applying these rules, the defects, whether specified or not, are understood to be equivalent in damaging effect to those mentioned applying to stock under consideration. 35. Lumber must be accepted on grade in the form in which it was shipped. Any subsequent change in manufacture or millwork will prohibit an inspection for the adjustment of claims, except with the consent of all parties interested. 36. The foregoing general observations shall apply to and govern the application of the following rules : 37. B and Better Car Siding, Lining and Roofing will admit any two of the following, or their equiva- lent of combined defects : Sap stain not to exceed five per cent; firm red heart not to exceed fifteen per cent of the face ; three pin knots ; one standard knot ; three small pitch pockets ; one standard pitch pocket ; one standard pitch streak; slight torn grain, or small kiln or season checks. Where no other defects are contained, six small pin worm-holes will be admitted. 38. Select Car Siding will admit of one standard pitch streak, one standard pitch pocket, or their equiv- alent; and, in addition, will admit of not exceeding five pin knots and two standard knots, or their equiva- lent ; ten per cent sap stain ; firm red heart ; slight shake; heavy torn grain; defects in manufacture or seasoning checks. Pieces otherwise good enough for B, but containing a limited number of pin worm-holes shall be graded select. This grade is intended to be accumulated from running B and Better stock, and will consist of all the droppings which do not contain defects in excess of those mentioned in this para- graph. 119 LUM CAR BUILDERS' DICTIONARY LUM 39. Xo. 1 Common Car Siding will admit of the following defects or their equivalent: Sound knots, not over one-half of cross section of the piece at any point throughout its width; three pin knots or their equivalent ; wane y 2 inch deep on edge not exceeding \ l /i inches wide and one-half the length of the piece; torn grain ; pitch pockets ; pitch ; sap stain ; seasoning checks ; slight shakes ; firm red heart and a limited nurnher of small worm-holes well scattered. This grade is intended to be worked from fencing stock, either kiln or air dried. 40. Select Car Lining and Roofing will admit of one standard pitch streak ; one standard pitch pocket, or their equivalent, and, in addition, sound knots not over one-half the width of the piece in the rough; ten per cent, sap stain ; firm red heart ; slight shakes ; heavy torn grain ; defects in manufacture, or seasoning checks. Pieces otherwise good enough for B, but containing a limited number of pin wormholes shall be graded select. This grade is intended to be ac- cumulated from running B and Better stock, and will consist of all the droppings which do not contain defects in excess of those mentioned in this para- graph. 41. No. 1 Common Car Lining and Roofing will ad- mit of the following defects or their equivalent ; Sound knots not over one-half the cross section of the piece at any point throughout its length ; three pin knots or their equivalent ; torn grain ; pitch pockets ; sap stains ; seasoning checks ; firm red heart, and a lim- ited number of pin or small worm-holes well scat- tered. This grade is intended to be worked from fenc- ing stock, either kiln or air dried. 42. Standard Patterns. (Insert B/P reference, showing net sizes after working.) 43. All-heart Car Decking or Flooring will admit sound knots not over one-third of the cross section of the piece at any point throughout its length, provided they are not in groups ; pitch pockets ; firm red heart ; shake and seasoning checks which do not go through the piece ; loose or heavy torn grain, or other ma- chine defects, which will lay without waste or will not cause a leakage in cars when loaded with grain. Must be strictly all heart on both sides and both edges. 44. Heart Face Car Decking or Flooring will admit of sound knots not over one-third the cross section of the piece at any point throughout its length ; pro- vided they are not in groups ; pitch pockets ; firm red heart ; shake and seasoning checks which do not go through the piece ; loosened or heavy torn grain, or other machine defects, which will lay without waste, or will not cause a leakage in cars when loaded with grain. Will admit of any amount of sap provided all of the face side of the piece is strictly all heart. 45. No. 1 Common Car Decking or Flooring will admit of sound knots not over one-half the cross sec- tion of the piece at any point throughout its length, provided they are not in groups ; pitch pockets ; sap stain ; firm red heart ; shake and seasoning checks which do not go through the piece; a limited num- ber of pin worm-holes ; loosened or heavy torn grain, or other machine defects, which lay without waste, or will not cause a leakage in cars when loaded with grain. 46. Standard Lentths: Car Siding— 8, 9, 10 and 12 feet or multiples. Car Lining— 8, 9, 10, 12, 14, 16, 18 and 20 feet or mul- tiples. Car Roofing — 5 feet or multiples. Car Decking or Flooring — 9 and 10 feet or multi- ples. All orders shall be shipped in standard lengths, un- less otherwise specified, but no lengths of either car siding, lining or rooting shall be shipped, except in the lengths specified or multiples thereof. Those who do not desire stock shipped in multiple lengths should so specify. CAR SILLS AND FRAMING. 47. No. 1 Common Heart Car Sills and Framing will admit of sound knots, provided they are not in groups, the mean or average diameter of which shall not exceed two (2) inches; pitch; pitch pockets; slight shake ; seasoning checks, or other defects which will not impair its strength more than the defects afore- mentioned. Must be sawed from sound timber, free from doty or rotten red heart and true to measure- ments, or at least the measurements at no point on the sill shall be less than the size required. Measurement of the girth at any point throughout the length of the piece must show at least 75 per cent heartwood. Cubical contents shall not be used as basis for ob- taining percentage of heartwood under this rule. 48. No. 1 Common Car Sills and Framing will admit of sound knots, provided they are not in groups, the mean or average diameter of which shall not exceed two (2) inches; pitch; pitch pockets; slight shake; seasoning checks ; sap ; sap stain, or other defects which will not impair its strength more than the defects aforementioned. Must be sawed true to measure- ments and from sound timber free from doty or rotten red heart ; must be square cornered, except that one (1) inch of wane on one corner or one-half (^2) inch of wane on two corners is admissible. 49. Sizes up to 6 inches in width shall measure full when green, and not more than % inch scant when dry or part dry. Sizes 6 to 12 inches in width shall measure full when green and not more than J4 mcn scant when dry or part dry. Sizes 12 to 16 inches in width shall measure full when green and not more than y% inch scant when dry or part dry. Unless otherwise specified, one-fourth inch shall be allowed for each side which is to be dressed. In pieces 3 by 6 inches and under when ordered in lengths exceeding 30 feet, sound knots shall not exceed one-quarter the width of the face through which they project, and the grain shall not cross sufficiently to impair the strength. CLASSIFICATION AND GRADING RULES FOR LOCOMOTIVE, FREIGHT AND PASSENGER CAR OAK. GENERAL INSTRUCTIONS. Those who are not familiar with the anatomy of the oak tree should, when reading over these rules, take into consideration that the rule describes the poorest piece that goes into the grade and that a large per- centage is above the grade described. The term "Construction Oak'' means all such prod- ucts of Oak in which the strength and durability of the timber is the controlling element in its selection and use. The following is a list of products which are recommended for consideration as "Construction Oak" : I. — Construction Oak. (An (B) LCover Maintenance of Way Material. (C)J (D) Locomotive Timbers: Sills, End and Truck Tim- bers. 120 LUM CAR BUILDERS' DICTIONARY LUM (E) Car Timbers: Car Framing, including Upper Framing, Car Sills, End and Truck Timbers, Car Decking, Inside Lining. (G) (H) (I) (J) (K) (L) Cover Maintenance of Way Material. II. — Standard Defects. Definition of "Defect"— Fault, Blemish, Mark of Imperfection that will materially injure the strength. Measurements which refer to the diameter of knots or holes shall be considered as referring to the mean or average diameter. II.— (A) Knots. (1) Sound Knot. A sound knot is one which is solid across its face, and which is as hard as the wood surrounding it ; it may be any color and contain checks. (2) Loose Knot. A loose knot is one not firmly held in place by growth or position. (3) Pith Knot. A pith knot is a sound knot with a pith hole not more than ]/ A inch in diameter in the center. (4) Rotten Knot. A rotten knot is one that is not sound and not as hard as the wood surrounding it. (5) Pin Knot. A pin knot is a sound knot not over 54 inch in diameter. (6) Standard Knot. A standard knot is a knot not over 2 inches in diameter. (7) Large Knot. A large knot is a sound knot more than 2 inches in diameter. (8) Round Knot. A round knot is one which is oval or circular in form. (9) Spike Knot. A spike knot is one sawn in lengthwise direction. The mean or average width shall be considered in measuring this knot. (10) Bird Peck. Bruises apparently caused by bird pecks during the growth process of the timber. Con- sidered no defect. II. — (B) Worm Defects. (1) Pin Worm-holes. Pin worm-holes are very small holes caused by minute insects or worms. These holes usually are not over 1/16 inch in diameter, or smaller, and the wood surrounding them is sound and does not show any evidences of the warm-hole having any effect on the wood other than the opening. (2) Spot Worm Defects. (Also known as Flag Worm Defects.) Spot worm defects are caused, like pin worm holes, by minute insects or worms working on the timber during its growth. The size of the hole is about the same as pin worm-holes, but the surrounding wood shows a colored spot as evidence of the defect. This spot is usually sound and does not affect the strength of the piece. (3) Grub Worm-holes. Grub worm-holes are usual- ly from about Y& to 3/16 inch in width and vary in length from about 3/16 inch to 1 inch, and are caused by grub worms working in the wood. (4) Wooden Rafting Pinholes. This defect some- times appears on river timber which has been rafted and holes bored in the solid -wood for tying the tim- ber and a solid plug or pin driven in the hole filling it completely. These defects must be treated and con- sidered the same as knot defects. Ordinary metal raft- ing pin or chain dog hole is considered no defect. II.— (C) Sap. Definition of "Sap." — The alburnum of a tree — the exterior part of the wood next to the bark ; sap wood not considered a defect. Sound Heart. The term sound heart is used in these rules whenever heart of piece is split or opened and shows on outside of piece and its condition is sound and solid, not decayed. Openings between an- nual rings are checks not considered a defect. II.— (D) Wane. Wane is bark or lack of wood from any cause on edges of timber. II. — (E) Shakes. Definition of "Shakes." — Shakes are splits or checks in timber which usually cause a separation of the wood between the annual rings. (1) Ring Shakes. Ring shakes are openings be- tween the annual rings usually showing only on the end of the timber. (2) Through Shakes. Through shakes are shakes which extend between two faces of the timber. (3) Checks. A small crack in the wood due to seasoning; not considered a defect. II. — (F) Grain. Crooked or Cross Grain. Crooked or cross grain oc- curs where the grain crosses the piece within a sec- tion of 24 inches in running length of the piece. This is only considered a defect in certain smaller sizes of dimension for specific purposes. II.— (G) Rot. Any form of decay which may be detected as giving the timber a doty or rotten texture is a rot defect, including what is commonly known as dry rot. Water stain, or what are sometimes called scalded or burned spots, usually caused by timber lying in the water under certain conditions before it is sawed, and burned spots where the timber is improperly piled green, not considered defects, as they do not affect the strength of the piece. III. — Standard Names for Construction Oak. Standard names for Construction Oak timbers ; White Oak and Red Oak. Unless specially mentioned, these terms include the following: White Oak. Red Oak. White Oak. Red Oak. Burr or Mossy Cup Oak. Pin Oak. Rock Oak. Black Oak. Post or Iron Oak. Water Oak. Overcup. Willow Oak. Swamp Post Oak. Spanish Oak. Live Oak. • Scarlet Oak. Chestnut or Tank Bark Turkey Oak. Oak. Black Jar or Barn Oak. Basket or Cow Oak. Shingle or Laurel Oak. Yellow or Chinquapin Oak. Term : Mixed Oak means any kind of Oak. IV. — Standard Specifications for Structural Oak timbers. (1) General Requirements. Except as noted, all structural timbers shall be white oak, to be sound timber and sawed specified sizes ; free from ring shakes, crooked grain, rotten knots, large knots in groups, rot, dote and wane in amounts greater than allowed in these specifications. 121 LUM CAR BUILDERS' DICTIONARY LUM (2) Boxed Hearts. Boxed hearts are permitted in pieces 5 by 5 square and larger. The center of the heart shall be boxed as near the center of the piece as practical, and not to exceed 30 per cent of the pieces can have the center of the heart nearer than V/ 2 inches from any face ; 20 per cent may show one heart face, corner or edge, not to exceed 75 per cent of the length of the piece. IV.— (3) Wane. EXPLANATION. The term 20 per cent of number of pieces or amount shipped refers to each item and size of each car shipped. (a) Pieces 5 by 5 to 8 by 8 square may show 1 inch wane, side measurement on any two corners or edges, of the length of the piece singly, or 50 per cent in and this wane not to exceed more than 25 per cent aggregate. In the absence of wane on all corners excepting one, the one corner may contain wane 50 per cent of the length of the piece as above described; not to exceed 20 per cent of number of pieces may have this defect. (b) Pieces over 8 by 8, including 12 by 12, square may show V/2 inches wane, side measurement, edge of any two corners or edges, and this wane not to exceed more than 33 1/3 per cent of the length of the piece singly, or 66 2/3 per cent in aggregate. In the absence of wane on all corners excepting one, the one corner may contain wane 66 2/3 per cent of the length of the piece as above described; not to exceed 20 per cent of number of pieces may have this de- fect. (c) Pieces over 12 by 12 square may show 1^4 inches, side measurement, any two corners or edges, and this wane not to extend more than 40 per cent of the length of the piece singly, or 80 per cent, in aggregate. In the absence of wane on all corners excepting one, the one corner may contain wane 80 per cent of the length of the piece as above described; not to exceed 20 per cent of number of pieces may have this defect. (d) In event that pieces have two faces as wide as above described and two faces narrower, the propor- tion of the amount of wane is admissible. (e) Pieces 1 inch to 5 inches thick, not exceeding 8 inches wide, are governed by defect specifications above mentioned, with the exception that they shall not con- tain wane, and not to exceed 20 per cent of pieces 2 inches and thicker may show sound heart on one face ; pieces under 2 inches thick must be free of heart Pieces 8 inches and wider may contain wane as per paragraphs b and d. (f) Rough sizes of structural timber shall not vary more than ^4 inch scant of specified size. Dressed sizes may be Y 2 inch scant after dressing. V.— (B) Locomotive Timber Oak. Passenger Car Di- mension Oak. Refrigerator Car Dimension Oak. Thickness cut to order, widths cut to order, lengths cut to order. Unless otherwise noted, must be cut from white oak. This stock, wherever practical, should be cut outside the heart and must be free of heart shake in pieces under 6 by 6 square. No attempt should be made to box the heart in pieces smaller than 5 by 7, unless heart is very small and tight. When heart is well boxed it must be firm and tight, and the center of the heart must not be nearer than 2 inches from any face. Must be sawed full to sizes with square edges, and cut from sound timber and free from worm-holes, with the exception of a few small pin worm-holes well scattered, and an occasional spot worm. None of these defects, however, to affect the serviceability of the piece for the purpose intended. Must be free from split, rot or dote, large, loose, rotten or unsound knots, or, in other words, free of all defects affecting the strength and durability of the piece. Sound standard knots well scattered not considered a defect. V.— (C) Freight Car Timber. Freight car dimensions, including all cars other than refrigerator and passenger cars. Sizes cut to order. Unless otherwise ordered, must be sawed from good merchantable white or red oak timber. This stock must be free of rot, shakes and splits, large, loose, rotten or unsound knots, any of which will materially impair the strength and durability of the piece for the purpose intended. This stock is intended to work full size and length without waste for side posts, braces and end sills, end plates, drafting timbers, cross ties, etc., used in the construction of ordinary freight or stock cars. On pieces 3 by 4 inches or equivalent girth measurement and larger (nothing under 2 inches thick), heart check showing on one corner, admitted on twenty per cent of the pieces in each car shipment. Well-boxed, sound hearts admitted in this material in pieces 5 by 6 and larger. On pieces 3 by 4 to 6 by 6, inclusive, or equivalent girth measurement and larger (nothing under 2 inches thick), in absence of heart defects, wane on one cor- ner, J4 i ncn s 'de measurement, admitted on not to exceed twenty per cent of the number of pieces in each car shipment. Pieces over 6 by 6 square may contain 1 inch wane, side measurement, on one corner, with other condi- tions same as 3 by 4 to 6 by 6 sizes. CLASSIFICATION AND GRADING RULES FOR DOUGLAS FIR CAR AND LOCOMOTIVE MATERIAL. 1. The term "Douglas Fir'' will cover the timber known likewise as Yellow, Red, Western, Washington, Oregon or Puget Sound Fir or Pine, Northwest and West Coast Fir. 2. Douglas Fir Lumber shall be graded and classi- fied according to the following rules and specifications as to quality, and dressed stock shall conform to the subjoined table of standard sizes, except where other- wise expressly stipulated between buyer and seller. 3. Recognized defects in Douglas Fir are knots, knot-holes, splits, checks, wane, rot, rotten, streaks, worm-holes, dog or picaroon holes, pitch seams, shake, pitch pockets, chipped grain, torn grain, loose grain, solid pitch, stained heart, sap stain and imperfect manufacture. 4. Knots shall be classified as pin, small, standard and large, as to size ; round and spike, as to form, and tight, loose and rotten, as to quality. 5. A pin knot is tight and not over H inch in diameter. 6. A small knot is tight and not over J4 m ch in diameter. 7. A standard knot is tight and not over \ x /i inches in diameter. 8. A large knot is tight and any size over V/2 inches in diameter. 9. A round knot is oval or circular in form. 122 LUM CAR BUILDERS' DICTIONARY LUM 10. A spike knot is one sawn in a lengthwise di- rection. The mean or average diameter of knots shall be considered in applying and construing these rules. 11. A tight knot or sound knot is one solid across its face, is as hard as the wood it is in, and is so fixed by growth or position that it will retain its place in the piece. 12. A loose knot is one not held firmly in place by growth or position. 13. A rotten knot is one not as hard as the wood it is in. PITCH. 14. Pitch pockets are openings between the grain of the wood, containing more or less pitch and sur- rounded by sound grain wood ; they shall be classified as small, standard and large pitch pockets. 15. A small pitch pocket is one not over % of an inch wide. 16. A standard pitch pocket is one not over J^ of an inch wide, or 3 inches in length. 17. A large pitch pocket is one over Y% of an inch wide or over 3 inches in length. 18. A pitch shake or seam is a clearly defined open- ing between the grain of the wood and may be either filled with granulated pitch or not, but in either case is considered a defect in any of the grades hereinafter described. 19. A pitch streak is a well-defined accumulation of pitch at one point in the piece, and when not sufficient to develop a well-defined streak, or where fiber between grains is not saturated with pitch it shall not be con- sidered a defect. 20. A small pitch streak shall be equivalent to not over one-twelfth the width and one-sixth the length of the piece it is in. 21. A standard pitch streak shall be equivalent to not over one-sixth the width and one-third of the length of the piece it is in. 22. Wane is bark, or the lack of wood, from any cause on edge. SAP. 23. Bright sap shall not be considered a defect, in any of the grades provided for and described in these rules, except where stipulated. 24. Sap stain shall not be considered a defect, except as provided herein. 25. Discoloration of the heart of the wood, or stained heart, must not be confounded with rot or rotten streaks. The presence of rot is indicated by decided softness of the wood where it is discolored or by small white spots resembling pin wormholes. MISCELLANEOUS. 26. Defects in rough stock caused by improper manufacture and drying will reduce grade, unless they can be removed in dressing such stock to standard sizes. 27. All stock, except car sills and framing, shall be inspected on the face side to determine the grade. Stock surfaced one side, the dressed surface shall be considered the face side. Stock rough or dressed two sides, the best side shall be considered the face, but the reverse side of all such stock shall not be more than one grade lower. 28. Chipped grain consists in a part of the surface being chipped or broken out in small particles below the line of the cut, and as usually found, should not be classed as torn grain, and shall be considered a defect only when it unfits the piece for use intended. 29. Torn grain consists of a part of the wood being torn out in dressing. It occurs around knots and curly places, and is of four distinct characters — slight, medium, heavy and deep. 30. Slight torn grain shall not exceed 1/32 of an inch in depth; medium 1/16 of an inch, and heavy Y& of an inch. Any torn grain heavier than */& of an inch shall be termed deep. 31. Loosened grain consists in a point of one grain being torn loose from the next grain. It occurs on the heart side of the piece, and is a serious defect, especially in flooring. 32. The grade of all regular stock shall be deter- mined by the number, character and position of the defects, visible in any piece. The enumerated defects herein described admissible in any grade are intended to be descriptive of the coarsest piece such grades may contain, but the average quality of the grade shall be midway between the highest and lowest pieces allowed in the grade. 33. Lumber and timber sawed for specific purposes must be inspected with a view to its adaptability for the use intended. 34. All dressed stock shall be measured strip count, viz.: Full size of rough material necessarily used in its manufacture. 35. Equivalent means equal, and in construing and applying these rules, the defects allowed, whether specified or not, are understood to be equivalent in damaging effect to those mentioned applying to stock under consideration. 36. Lumber must be accepted on grade in the form in which it was shipped. Any subsequent change in manufacture or millwork will prohibit an inspection for the adjustment of claims, except with the consent of all parties interested. 37. The foregoing general observations shall apply to and govern the application of the following rules : The rules referred to under Sections 38, 39 and 40 govern 4-inch or 6-inch strips, and are intended to cover strips used for car siding, car roofing and car lining. The term "Edge Grain'' is here used and synonymous with vertical grain, rift-sawn, or quarter-sawed. The term "Flat Grain'' is synonymous with slash grain or plain sawed. No. 2 Clear and Better Edge Grain. 38. Material of this grade shall be well manufac- tured, with angle of grain not less than forty-five de- grees. This stock shall be kiln-dried and practically free from all defects, but will admit of bright sap on the face ; not exceeding three small close pitch pockets not over 2 inches long, one pin knot, slight roughness in dressing, but not a serious combination of these defects. No. 2 Clear and Better Flat Grain. 39. Material of this grade shall be well manufac- tured. The stock shall be kiln-dried and practically free from all defects, but will admit of bright sap on the face ; not exceeding three small close pitch pockets not over 2 inches long, one pin knot, slight roughness in dressing, but not a serious combination of these defects. No. 3 Clear. 40. Material of this grade shall be sound common lumber and will admit of roughness in dressing, bright 123 LUM CAR BUILDERS' DICTIONARY MAG sap, and also may contain five pin, three small and one standard knot and five pitch pockets in any con- tinuous 5 feet of length of the piece; or any com- bination of tight knots or pitch pockets equivalent to those mentioned above. This grade particularly re- fers to stock used for inside lining of freight cars. Standard Car Decking or Flooring. 41. Material of this grade shall be well manufac- tured from sound, live timber and shall be free from splits, shakes, rot, bark or waney edges, and un- sound knots, or pitch pockets, pitch seams or large knots which would weaken the piece for the use in- tended. This grade will admit of sound knots not to exceed one-third width of the piece, provided they are not in clusters, and sap. Common Car Sills and Framing. 42. Material of this grade shall be well manufac- tured from sound live timber, sawed full size to sizes ordered and free from rot, unsound knots, cross grain, bark or waney edges or shakes, but will admit of sap and any number of sound knots, provided they are not in clusters, and do not exceed one-third width of piece ; pitch pockets or pitch seams that would not weaken the piece for the purpose intended. 43. Sizes up to 6 inches in width shall measure full when green, and not more than r /% inch scant when dry or part dry. Sizes 6 to 12 inches in width shall measure full when green and not more than % inch scant when dry or part dry. Sizes 12 to 16 inches in width shall measure full when green and not more than y% inch scant when dry or part dry. Unless other- wise specified ^ inch shall be allowed for each side which is to be dressed. In pieces 3 by 6 inches and under when ordered in lengths exceeding 30 feet, sound knots shall not exceed one-quarter the width of the face through which they project, and the grain shall not cross sufficiently to impair the strength. 44. Standard Lengths. Car Siding — 8, 9, 10 and 12 feet or multiples. Car Roofing — 5 feet or multiples. Car Lining— 8, 9, 10, 12, 14, 16, 18 and 20 feet or multiples. Car Decking — 9 and 10 feet or multiples. All orders shall be shipped in standard lengths, un- less otherwise specified, but no lengths of either car siding, lining or roofing shall be shipped, except in the lengths specified or multiples thereof. Those who do not desire stock shipped in multiple lengths should so specify. CLASSIFICATION AND GRADING RULES FOR CYPRESS CAR MATERIAL. 1. Cypress to cover Red, Gulf, Yellow and East Coast Cypress, also known as Bald Cypress. 2. Cypress Lumber shall be graded and classified ac- cording to the following rules and specifications as to quality, and dressed stock shall conform to the sub- joined table of standard sizes, except where otherwise expressly stipulated between buyer and seller. 3. Recognized defects in Cypress are knots, knot- holes, sap, worm-holes, shake, season checks, splits and wane. 4. Knot shall be classified as standard and small, as to size, and sound or rotten, as to quality. 5. A standard knot is sound and not to exceed 1% inches in diameter. 6. A small knot is one not exceeding 34 i ncn in di- ameter. 7. A sound knot is one solid across its face, is as hard as the wood it is in. 8. A rotten knot is one not as hard as the wood it is in. SAP. 9. Stained sap or bright sap shall not be considered a defect in the material specified in these rules. SEASON CHECKS. 10. Ordinary season checks are such as occur in lumber properly covered on yard or season checks of equal size in kiln-dried lumber. WANE. 11. Wane is bark or lack of wood from any cause on edge. MISCELLANEOUS. 12. The grade of all regular stock shall be deter- mined by the number, character and position of the defects visible in any piece. The enumerated defects herein described admissible in any grade are intended to be descriptive of the coarsest pieces such grade may contain, but the average quality of the grade shall be better than the coarsest pieces allowed in the grade. 13. Lumber sawed for specific purposes must be in- spected with a view to its adaptability for the use in- tended. 14. All dressed stock shall be measured strip count, vis. : Full size of rough material necessarily used in its manufacture. 15. Lumber must be accepted on grade in the form in which it was shipped. Any subsequent change in manufacture or millwork will prohibit an inspection for the adjustment of claims, except with the consent of all parties interested. 16. The foregoing general observations shall apply to and govern the application of the following rule. The rule referred to in the following section is in- tended to govern 4-inch or 6-inch strips and to cover strips used for car siding, car roofing and car lining. CAR ROOFING AND SIDING. "C and Better" Grade. — This grade will admit sound knots, stained sap, pin worm holes, very slight shake and other defects, but none that will prevent the use of each piece in its full width and length for car roofing and car siding; may be random or specified • lengths and may be worked to pattern specified and graded from pattern side or S2S and C. M. and graded from the better side. CAR LINING Shall be specified widths and 8 to 20 inches in length. Will admit tight knots, stained sap, pin wormholes, slight shake and other defects, but none that will prevent the use of each piece in its full width and length for car lining purposes. Lunch Counter Car. Figs. 165, 166. A passenger equip- ment car fitted up with a lunch counter for serving light meals. M Magazine (Base Burning Stove). A general term for a receptacle for coal before it reaches the fire-pot proper, usually situated directly above the latter. 124 MAG CAR BUILDERS' DICTIONARY MAL Magnets, Application and Release. Used in connection with electro-pneumatic brakes. See Electro-Pneu- matic Brake. Mail Apartment. Figs. 1881, etc. Similar to an alley apartment, but extending the full width of the car. See Alley Apartment. Mail Bag Hook (Postal Car). Fig. 1867. A hook for securing the mail bags to the mail bag rack. Mail Bag Rack (Postal Car). Figs. 1867, 1886. A rack for mail bags, etc. Mail Car. See Postal Car. Mail Car Lamp. A lamp used for lighting mail or postal cars. Mail Catcher Bracket. Fig. 1863. The brackets or sockets on either side of the postal door which hold the mail catcher. Main Cock (Pintsch Gas Lighting). A cock usually placed in the saloon for the control of the low pres- sure supply. It regulates all the burners at once, in addition to which there are separate cocks to each. Main Cock Cover (Pintsch System). A cast-iron cover with hinged lid to fit over the key shaft of the main cock. It is screwed to the side of a car or to a bulkhead. Main Floor (Refrigerator Car). The top layer of boards in the floor of the car. Main Reservoir (Air Brake). Fig. 1353. A cylindrical tank, carried on the locomotive, or motor car, to hold a supply of compressed air. So called in distinction from the auxiliary reservoirs under each car. Main Roof (Refrigerator Cars). The outside roof. See Car Roof. On cars with clere-stories, the lower deck, or that part of the roof over the sides of the car and on either side of the deck or clere-story. Male Center Plate. The body center plate is sometimes called a male center plate. See Center Plate. Malleable Iron. Cast iron which has been annealed and the brittleness greatly decreased by packing the castings in iron pots containing forge scale, hematite ore or some other oxide of iron and subjecting them to a continued red heat for from four to six days. They are then allowed to cool slowly. The change which takes place is internal, and while little or no carbon is removed its physical condition is changed from graphitic to amorphous or cement carbon and the iron is rendered less brittle. Malleable castings can be bent within moderate limits, but are not truly malleable like wrought iron. Malleable Iron Castings for Passenger and Freight Equipment Cars, Specifications for. (M. C. B. Rec- ommended Practice.) In 1915 the following specifications were adopted : 1. Process. — Malleable-iron casings may be made by either the open-hearth, air furnace or electric fur- nace process. 2. Annealing. — Malleable castings shall be neither over nor under annealed. 3. Tensile Test. — The tensile strength of the stand- ard test bar shall not be less than 38,000 lb. per sq. in. with an elongation, measured in 2 in., of not less than five per cent. 4. Transverse Test. — The standard transverse test bar, tested cope side up and on supports 12 in. apart, with the load applied at the center, shall show the following deflection : 900 lb. with 1.25 deflection in y 2 in. specimen. 1400 lb. with 1.00 in. deflection in % in. specimen. 2000 lb. with 0.75 in. deflection in J4 m .specimen. Note. — The test specimen shall be 14 in. long, 1 in. wide and either T / 2 , % or J4 in- thick, these thick- nesses to be proportional to the thickness of the material which they represent. 5. Special Tests. — In addition to the above tests, the inspector shall have the right to satisfy himself of the suitability of the metal used for malleable cast- ings made under these specifications, by breaking a reasonable number of castings from the sand, to ex- amine for excessive mottling or graphite spots. In the case of castings of special design or importance, the inspector may also call for suitable test lugs, bear- ing a proper relation to thickness, to be left on the castings for final inspection, not over 94 in- by %i in. in section. 6. Test to Destruction. — If the purchaser or his representative desires, a casting may be tested to destruction. Such casting shall show good, tough malleable material. 7. Standard Test Bars. — All test bars shall be cast without chills, and with the ends perfectly free in the molds, using heavy risers of sufficient height at each end to insure sound bars. Of the bars selected, two tensile and two transverse test bars shall be cast in one mold. Where the full heat goes into castings which are subject to specifications, two molds shall be poured within five minutes after tapping into the first ladle and two from the last iron of the melt. Molds shall be suitably stamped to insure identifica- tion of the bars, the bars being annealed with the castings. Where only a partial melt is required for work in hand, two molds shall be cast from the first ladle used and two after the required iron has been tapped. (a) Tensile Test Bars. — The test bar as cast shown in Fig. 1 shall be used for all tensile tests. r -M-+- -M-+- 1 "roi* o 12 FIG. 1. — TEST SPECIMEN. (b) Transverse Test Bars. — The purchaser and the manufacturer may agree upon a transverse test bar, as cast, the width of which shall be 1 in., the thick- ness y 2 in., f£ in. or *Hn., depending upon the thick- ness of the castings represented, and the length to be 14 in. (c) Test Bars from Finished Castings. — If the pur- chaser or his representative so desire, a test speci- men may be cut from the finished casting if possible. 8. Number of Tests. — Of the test bars required for each melt, two shall be tested for tensile strength and elongation and two for transverse deflection; these bars shall be taken from the hottest and coldest parts of the annealing furnace. The remaining bars are reserved for either the tensile or transverse test in case the other two bars fail to come up to the re- quirements through shrinkage spots. 9. Finish. — (a) Castings shall be true to patterns, free from blemishes, scale or shrinkage cracks. A variation of 3/32 in. per ft. shall be permissible. (b) Irregular castings shall be cast with shrinkage prints so that they will be equally strong at all points. Castings failing to withstand the strains produced by riveting into place will be rejected, and shall be re- placed by the manufacturer. 125 MAN CAR BUILDERS' DICTIONARY MAR 10. Marking. — Such markings as indicated by the purchaser shall be put on the castings in such a way as not to interfere with the casting. 11. Inspection. — (a) The inspector representing the purchaser shall have free entry at all times, while work on the contract of the purchaser is being per- formed, to all parts of the manufacturer's works which concern the manufacture of the material or- dered. The manufacturer shall afford the inspector, free of cost, all reasonable facilities to satisfy him that the material is being furnished in accordance with these specifications. (6) The purchaser may make the tests and inspec- tion to govern the acceptance or rejection of the material in his own laboratory or elsewhere. Such tests and inspection shall be made at the expense of the purchaser. (c) All tests and inspection shall be so conducted as not to interfere unnecessarily with the operation of the works. 12. Rejection. — (a) Material which, subsequently to above tests at the mills or elsewhere and its ac- ceptance, does not conform closely to the blue-print, or if distorted by improperly matched flasks, improper annealing, undue wrapping or any other defects, or fails to satisfy requirements as herein specified, will be rejected. (6) All rejected material shall be replaced by the manufacturer at his own expense. 13. Rehearing. — Samples tested in accordance with this specification, which represent rejected material, shall be preserved for 14 days from date of test report. In case of dissatisfaction with results of tests the manufacturer may make claim for a rehearing within that time. Manhole. An opening in a boiler or tank to enable a man to enter and make inspection or repairs. Manhole Cover. 11, Fig. 340. A plate or lid to close a manhole. Manhole Cover Chain. A chain with which a manhole cover is fastened to a tank to prevent it from falling when the manhole is open. Manhole Hinge. A hinge by which a manhole cover is attached to the manhole ring. Manhole Ladder (Tank Cars). An iron ladder extend- ing down into the tank under the manhole to allow workmen to descend for purposes of cleaning, in- spection or repairs. Manhole Ladder Brace (Tank Cars). A wrought iron piece attached to the inside of the tank and to the manhole ladder to keep the latter in a vertical posi- tion. Manhole Ring. A metal ring riveted around a man- hole, and forming a seat for the cover. Manifold. See Three-Pipe Manifold. Mansell Retaining Ring. A mode of connecting steel tires to the wheel centers by a ring of an approximate L or U cross-section, which secures the tire to the wheel, so that every part of the tire is securely held, into however many pieces it may be ruptured. This ring is almost universally used in English passenger service. See Wheel and Car Wheel. Mantle. Figs. 2375, 2376. A device used as a burner in mantle gas lamps, so constructed that when the gas is ignited the mantle becomes in candescent. See Pintsch Mantle Lamp. Mantle Lamp. See Pintsch Mantle Lamp and Vapor System. Marker. A lamp or flag used to indicate the rear end of a train. See Tail Lamp. Marker Bracket. Figs. 1883-1886; 1888, 1891. A term used to indicate both the bracket or socket on a car which supports marker or tail lamps as well as flags; and the bracket or arm which fits into the socket and supports the tail lamp. Marking on Freight Equipment Cars. (M. C. B. Stand- ard.) Fig. M. C. B. 26-A. See also Lettering Cars. In 1909 the following was adopted : 1. Freight Equipment Cars that have a superstruc- ture which will permit, should be stenciled with mark- ings on sides of car, in the following order: Lettering (Initials or name of Road), Number, Capacity, Light Weight. This marking is to be located as nearly over the truck as the lettering will permit, preferably to the left of center line of side of car. On box and other house cars where doors slide to the left the above marking may be placed to the right of center line of side of car. On any other cars where the construc- tion makes it necessary, this marking may be placed either to the right of center line of side of car, or in the center of side of car. The distance from the center line of coupler to the bottom of car number to be normally 2 feet AY 2 inches, with a minimum dimension of 1 foot 10^2 inches, and a maximum of 2 feet lO 1 /^ inches. The spacing of the remaining marking to be as shown on diagram. The ends to show the initials or name of road, car number and light weight, in the upper half of end of car. On box or other house cars having end doors this lettering should be so located that it will not be obscured when doors are open. Flat and low-sided gondola cars should show the lettering (initials or name of road), number, capacity and light weight on the side of car in the best availa- ble location offered by the construction of the car. Suggestions as to the arrangement of this lettering are shown on the diagrams. When possible the sizes of lettering and figures should correspond with pres- ent Recommended Practice. The end marking on flat cars may be omitted. Side and end doors should be stenciled with the initials or name of road either on the outside or in- side of door. If placed on the inside the stenciling should be so located that it will not be defaced by the sliding of the door. In 1911 it was agreed that the "date weighed" should include the station symbol where weighed. In 1912 the minimum height of number on steel underframe gondola cars above the center line of the coupler was changed from 1 foot 1054 inches to 1 foot 5 inches and the drawing changed accordingly. Advanced to Standard in 1913. In 1913, in order to conform to the requirements of the American Railway Association Car Service Rule No. 11 as amended November 20, 1912, the word "'new" was arranged to precede the word "weight" on the drawing. In 1912 the following paragraphs were incorporated under this head and the star indication added : "Wooden and steel underframe cars one year old should be reweighed and restenciled, the weight to be followed by one star ; cars two years old should 126 MAR CAR BUILDERS' DICTIONARY MET be again weighed and stenciled, the weight to be fol- lowed by two stars; cars three or more years old should be again weighed and stenciled, the weight to be followed by three stars, which will indicate final weight. "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." In 1913 the above method of weighing and stencil- ing cars was modified as follows: "(a) Each new car must be weighed separately and the light weight, capacity in pounds^ station symbol and the date (month and year) must be marked thereon at the car works, under the supervision of the owner's inspector. The accuracy of the scales used must be certified to by a railroad scale inspector ap- pointed by the car owner. "These provisions to be incorporated in the con- tract covering the purchase of the equipment. "(b) Wooden and steel underframe cars should be reweighed and remarked at least once every twelve months during the first two years the car is in serv- ice, and thereafter once every twenty-four months. All-steel cars should be reweighed and restenciled at least once every thirty-six months. A car must be clean when weighed for marking. "The station symbol and the date (month and year) of each reweighing should be marked the same as provided for new cars in paragraph (a). "(c) When a car is materially changed by repairs, alterations or repainting, it should be reweighed and remarked. "(d) Any car without marking or which has not been reweighed and remarked within the prescribed period should be immediately reweighed and marked. If the car is reweighed at any time and is found to have a variation of over one per cent between the marked and the actual weight, it should be imme- diately remarked. When a car is remarked the car owner should be notified of the old and of the new weights, with place and date. The proper officer to whom these reports should be made will be designated in 'The Official Railway Equipment Register.' "(e) Whenever a weighmaster at a point not equipped for marking freight cars, as provided in paragraph (d), ascertains the light weight of a car which is not marked in accordance with this rule, he shall attach to the car the prescribed 'Light Weight Card' with the light weight and send two copies of the card to the designated officer of the railroad on which the scale is located, one copy to be sent to the owner of the car. The presence of the Light Weight Card on the car shall be authority for re- marking the car at first available station." In 1911 designating marks for cars equipped with United States Safety Appliance Standards were adopt- ed as follows : For cars built on or after July 1, 1911 : UNITED STATES SAFETY APPLIANCES. STANDARD For cars built prior to July 1, 1911 : UNITED STATES SAFETY APPLIANCES The above markings to be used on each side of the car: letters, if stenciled, to be not less than 1 inch in height and as per M. C. B. standards for lettering for freight cars; letters, if on a metal badge Jand cubical capacity, except for flat and tank cars. plate, to be not less than 1/16-inch and have not less than Ms-inch bar or staff. The arrangement of the words to be as near as possible as shown above. o UNITED STATES o SAFETY-APPLIANCES o STANDARD o A metal badge plate, 3^4 by 10 inches, with the proper marking, is preferred, one plate to be secured on each side of the car by four bolts or rivets, if on metal cars, and by four bolts or screws if on wooden cars, the bolts, rivets or screws to be not less than $4-inch diameter. The badge plate to be of metal as shown on the above drawing. 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. PAMPHLETS, 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, 3^ inches by 5^4 inches. For pamphlets and trade catalogs, V/i inches by 6 inches, 6 inches by 9 inches, 9 inches by 12 inches. For specifications and letter paper, 8 inches by Wyi inches. In connection with these standards it was decided that a standard practice should be to have the proper 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 changed to the Government standard, namely, 8 by. 1054 inches. Master Controller. See Control System. Master Key. A key which commands many locks of a certain set, the keys of which are not interchangeable. Match Box Holder. Fig. 2040. Match Striker. Figs. 2039A, 2040, etc. 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. Meat Timbers (Refrigerator Car). The vertical and horizontal timbers inside the refrigerating chamber on which the meat is suspended. Menu Card Holder. Fig. 2041. Mercury Vapor Lamp. A lamp consisting of a tube con- taining mercury through which the electric current is passed, vaporizing the mercury and giving out a green- ish light. Metal Hose. Figs. 2103, 2104, 2105. 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 Meter. 127 MIC CAR BUILDERS' DICTIONARY MUL Mica Chimney (Pintsch Lamp). 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. 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 (Six-Wheel Trucks). 21, Fig. 1010. The term applied to the two transoms nearest the center of the truck, in distinction from the two out- side transoms. Milk Car. Figs. 357, 358. A car similar to a refrigerator 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 corresponding hook when cars were brought together, by side dis- placement of the drawbars. To uncouple, one or both of the drawbars were pulled to one side by an un- coupling lever and chain operated from the platform. A strong spring kept the drawbars normally in the center line of draft. Mine Car. A small car for carrying minerals in mines, usually having four wheels, and provided with a dump- ing 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. 1586, 1593, etc. "A mode or orna- mentation by grooved or swelling bands or forms, following the line 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 different 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- Story. Mortise Lock. A lock adapted to be inserted into a mortise in the edge of a door, so as only to expose the selvage or edge plate. See Lock. Motor (Electric). Fig. 2675, etc. A machine for con- verting electrical energy into mechanical energy of rotation. May be operated by either alternating or direct current. (Gasolene). Figs. 2735, etc. An internal combus- tion engine, using gasolene as the means of power. Motor Bearing. See Fig. 2686 for the details of rail- way electric motor bearing. Motor Cut-Out. Fig. 2698. 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. 183-194; 2734, etc. A car driven by some form of motor which is carried by the car itself. The common types of motor cars are electric, which receive current from a third rail, trolley wire or storage batteries; gasolene, which are propelled by internal combustion 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, and Self-Propelled Car. Motor Controller. Fig. 2704, etc. See Controller. Motor-Driven Air Compressor (Air Brake). An air compressor driven by a motor for use on electric cars. See Air Compressor. Motor Inspection Car. A small four-wheel car with seats, propelled by a gasoline engine. See Inspection Car. 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 device to render noiseless the emission of steam at the ejector when brakes are applied. It is simply a collection of beads or shot, through the interstices of which the steam forces its way. Muffler 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 Westinghouse unit-switch system of automatic mul- tiple-unit control the unit-switches, which perform the same functions as contactors, are operated by com- pressed air at 70 lbs. per sq. in., taken from the air-brake system, the pistons being controlled by elec- tro-magnetic needle valves. These switches are inter- locked and automatically make the proper combina- tions 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 when 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 positions in each direction. The first is the switching point and throws all motors in series with full resistance in circuit. The second point is the series position 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" position. Current for the control circuit is obtained from a small storage battery of 7 cells, giving 14 volts. Mul- tiple-unit control apparatus for single-phase equip- ments differs but slightly from that used for direct- current motors. The contractors control circuits of varying voltage taken from taps on the auto-trans- 128 MUL CAR BUILDERS' DICTIONARY NIP former. The speed of the motors is thus regulated by varying the voltage impressed on them. Multiple Unit Control System (Sprague-General Elec- tric). See Electric Motor Car. 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," which 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 efficient 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 having 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 easily operated. It is provided with separate operating and reversing interlocked handles, and has a magnetic 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 economical 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 master controllers are connected together, making all of the motor controllers operative from any master controller The cars may be coupled into a train without refer- ence 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 contacts 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). A device used in con- nection with a lamp regulator to prevent variations in the current supply to the lamps. N • Nail. "A small pointed pieec 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, clinch nails, and wire nails. They are dis- tinguished in size by the number of pennies, as 10d., 20d., etc., nails. Nailing Sill. See Nailing Strip and Floor Nailing Strip. Nailing Strip. 53, Figs. 287, 288; 14, Fig. 335; 2, Fig. 364; 9, 10, 11, Fig. 404. 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 refrigera- tor 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 Nailing Strip and Furring. Nailing Strip Bracket. 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. Nailing Strip Silencer. 17, Fig. 404. Serves a purpose similar to that of a Nailing Sill Bracket. Name Plate. See Door Name 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. 8 l / 2 in. See Gage. Narrow Vestibule. See Wide Vestibule. Needle Beam. 28, Fig. 364; Fig. 476. The transverse members of the underframe of a car between the body bolsters which support the truss rod queen posts. Also act as crossties for the longitudinal sills. The term needle beam is sometimes applied to what is more properly a cross bearer or cross tie. Needle Beam Bottom Tie Plate. A plate which extends across the bottom of a needle beam of the built-up type and ties the various members together. Needle Beam Center Filler. A casting between the cen- ter 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. Fig. 1794, 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 Latch and Lock. Nipple (Pipe Fittings). Figs. 2259, etc. 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 See Air Brake Hose Nipple. 129 NON CAR BUILDERS' DICTIONARY PAC 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 Equipment). Fig. 124, etc. A car having either open platforms, 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. Fig. 2033. Varieties are the platform 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 bolts, rods or other parts to which they are attached. They are usually either square or hexagonal. See Screw Threads. Nut Fastener. See Nut Lock. Nut Lock. Figs. 1552, etc. A device for locking the nut in place on the bolt after it has been drawn up. See also Lock Nut. Also called nut fasteners. Nuts. See Screw Threads, Bolt Heads and Nuts. Oakette. An artificial leather used for curtains and upholstering. It is made by coating a cloth fabric with a compound which gives it the appearance of leather. Observation-Buffet Car. Fig. 179. See Buffet Car and Observation Car. Observation Car Figs. 175-177, 179. A car equipped with an observation end. See Car and Observation End. A special type of observation car is also in limited used in mountainous regions and generally has open sides and seats arranged in tiers. Observation End or Observation Room. Figs. 175, 179. That end of a car which is fitted with an extended platform and large windows for the purpose of afford- ing passengers an unobstructed view. Commonly ap- plied 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. A parlor car with an observa- tion end. See Observation End. Observation Platform Railing. Figs. 582-584. Observation Sleeping Car. Figs. 175-177. 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. 2665, etc. 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. A platform covered by a hood or canopy but not enclosed by a vestibule. Ore Car. Figs. 37-41, 309-313. 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. Outlet Valve. (Tank Cars). 14, Fig. 340; Fig. 954. The valve by means of which the tank is emptied. 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). The end piece nearest the end of the car, in distinction 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 bear on the outer side of the wheels, or the side of the wheels away from the bolster. Outside Sills. The side sills. Outside Transom (Six-Wheel Trucks). 22, Fig. 1010. 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. Outside Window Stop. A wooden or metal strip attached 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 Bodj'.) That part of a car body be- tween the body bolster and end. Overhang Brace Rod (Passenger Equipment Car Fram- ing). A truss rod extending over the side sills and between the sheathing and wainscoting. Its office is to sustain and stiffen that part of the underframe which 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 equipment. Overhead Lining (Refrigerator Cars). See Ceiling. Overhung Door. A sliding door which is hung from or supported on a rail above the door. P. C. Brake Equipment. Figs. 1348, 1349. 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. 130 PAC CAR BUILDERS' DICTIONARY PAS 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 Leather. Packing Ring (Triple Valve). 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 compressed 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. 1797, etc. 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 padlock has no springs. Painting (of Passenger Equipment Cars). Consists usual- ly of the priming, rough stuff or scraping filling coats, color coats and varnishing. The care and expense devoted to the process and the order and number of the coats are varied. Pamphlets, Catalogs, Specifications, etc. See Master Car Builders' Association Reports. Panel. A board inserted in the space left between the stiles and rails of a frame or between moldings. 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 distinguished 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 the end roof panel over the door. (Of a Truss.) The space between two vertical posts or braces and the two chords of a truss. (Electric Lighting.) A board or support for elec- tric switches and other apparatus. Panel Back Seats. Figs. 1681, etc. A car seat made with a loose panel in the back, pivoted and supported by springs set in the seat back frame. The panel pushes back and accommodates itself to the occupant's back. Panel Ceiling. Any form of ceiling divided into panels. This term is commonly used synonymously with wood or Agasote ceiling. Panel Furring. Nailing strips or block for panels. Panel Lamp. An Alcove Lamp. Pantagraph Trolley (Electric Motor Car). Figs. 2697, 2728. 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 upholstering and decorating cars and steamships. The material 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). A box used for the distribution of papers. Parallel. A method of connecting two or more pieces of electrical apparatus of a common circuit so that the positive poles of each are connected to a common positive conductor and the negative poles are con- nected to a common negative conductor. See Series. Parallel Brake Hanger. See Brake Beam Adjusting Hanger. Parcel Rack. See Basket Rack. Parlor Car. Figs. 167-169, 134, 235. A car for day travel but of a more luxurious character than a day coach, having 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, as a chair car is properly a day coach with reclining seats, on which no extra fare is charged. See Car. Parlor Car Chair. Figs. 1667, etc.; 1686, etc.; 1702, etc. The most common type of chair for parlor cars is a simple arm chair revolving on a pivot which enters a fixed pedestal. In observation 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 distinction from a floor stop. Passenger Car. Figs. 138-195, 378-413. A car used for carrying passengers. This term is, however, generally confined to that class of passenger cars commonly known as day coaches, which are equipped with seats or reclining chairs for day travel. See Car, Coaches, Parlor Car, and Sleeping Car. Passenger Car Journal Box. See Journal Boxes and Details. Passenger Equipment Cars, Steam and Air Connections for. See Steam and Air Connections for Passenger Equipment Cars. Passenger Train Car or Passenger Equipment Car. Figs. 124-195, 371-413. A car usually operated in passenger trains. See Car. 131 PAW CAR BUILDERS' DICTIONARY PIN 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). Standards which are used to carry the two longitudinal rods near the center of the car which support one side of the distributing tray, dump- ing 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. Truck.) 5, Figs. 991, 1010; Fig. 1180. 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. (Revolving 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 Pedestal. Pedestal, Passenger Car (M. C. B. Standard). Figs. 2850, 28S2, 2853. For Journal 5 by 9 inches Adopted as Recommended Practice 1903. Revised 1909. Adopt- ed Standard 1911. For Journals, 354 by 7 inches. The pedestal shown on this drawing was recommended in 1874. See Pro- ceedings 1874, page 40 ; again approved as standard in 1881 ; see Proceedings 1881, pages 14, 15 and 27. Also approved by the Master Mechanics' 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 ped- estal 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. 991, 1010. 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. A Pedestal Tie Bar. Pedestal Tie Bar. 6, Figs. 991, 1010. A bar extending across the mouth of a pedestal jaw underneath 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 longitudinal 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. 963, 965, 990-996, 998, etc. 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 transmitted 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. 2037. Pendant. Figs. 2627, etc. A small suspended lamp. Perforated Veneer. A form of seat covering which con- sists 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 excellence by skillful fluxing with phosphorus. It is supposed that the presence of phosphorous gives the tin a crystal- line character which enables it to alloy more com- pletely and strongly with the copper. Whether for this reason or not, the phosphor bronzes, when skill- fully 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. A decorative feature of a car interior, placed between the windows and cov- ering the window post. Pile Driver. Figs. 210, 211. A car used for driving 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 to place in trains the leaders fold back and the forward end is carried on a flat car. Pile drivers are usually self-propelling for short distances at low speeds, such as moving about yards, etc. See Car. Pile Hoisting Sheave (Pile Driver). A wheel placed at the side of the main sheave, for use in hoisting piles. Pillar Crane. A style of crane having the mast supported from below, either by a mast pocket or a base plate. Pillow Box (Sleeping Cars). The space under the seat in which pillows are stored when the berth is not made up. Pinion. The smaller cog wheel of two wheels in gear. Pintsch Gas Burner. 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. 2302, etc. A lamp for burning gas, the essential features of which are the closed globe at the bottom, the white porcelain reflector 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 132 PIN CAR BUILDERS' DICTIONARY PIP 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 effect 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 escape through the flues, 321, and the chimney, 324, to the outside air. Any excess of air over and above 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 Connect- ing). (Four-Arm Lamps.) The arms are secured by means of nipples, 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 above the putty, and an iron washer above the rubber. Lock nuts 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, the three blank arms with caps. The elbow is then con- nected with the Ji-in. pipe to the flange tee on the roof line. The roof around the smoke bell is protected with a tin thimble, large enough to give a }4-in. air space around the smoke bell flue. The upper end of this thimble is made of proper size to receive the ventilator. Pintsch Mantle Lamp. Figs. 2313, etc. An improvement on the standard Pintsch gas lamp whereby the same gas is burned with an incandescent mantle enclosed in a bulb, Fig. 2168. The candle power 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 give a higher pressure in the car piping. The form of lamp used is very similar to the standard Pintsch gas lamp. Pintsch Pillar. 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. 2298, etc. 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 luminosity. The pressure of 150 lbs. of the receiver tank is automatically reduced by the Pintsch regulator to a uniform pressure at the burners of about y 2 oz., regardless of the pres- sure in the gas receiver. The arrangement of the apparatus is shown in Fig. 2299. The receiver or gas holder, A, suspended be- neath the car floor, is connected by a system of extra heavy }4-in. pipes, with soldered joints and special fittings, to the regulator. The charging of the re- ceiver is effected (from either side of the car) by means of hose, connecting the charging lines from the gas station with the filling valves. The gage com- municating with the high pressure pipes connecting the various parts of the apparatus below the car, serves the double purpose of registering the amount of pres- sure in the receiver at any time and of showing the amount of gas consumed in lighting the car for any given period. From the regulator the gas (with its pressure re- duced to about y-i oz. per sq. in.) passes upward through the car toward the roof. At some convenient point, as in a saloon or locker, a main cock is placed, whereby the flow of gas to the lamps is controlled. A %-inch pipe is run along the roof, with J^-inch branches to each lamp or bracket. These branches are made by means of special flanged tees. Where %- inch connections are necessary, passing downward from the 54-inch l° w pressure line on the roof to brackets or vestibule lamps, the flanged elbow or angle fitting is used. For lamps and methods of suspending and con- necting them see Pintsch Gas Lamps. The burner is of the "fish-tail" type, and from one to six are used in each lamp or light, four being the 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 rub- ber is always placed first on the fitting, 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 pro- tects the outside surface of the rubber, and the rib protects the outer edge of rubber. The rubber 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. 1482, 1489, etc. A clamp for holding 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 object. They are usually single, but sometimes double, for two or more pipes. See Clip. Pipe Coupling. 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 connecting wrought iron pipes. Such screws are cut "tapered" ; 133 PIP CAR BUILDERS' DICTIONARY PIP that is, the end of the pipe, or the inside of the coup- ling 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 number 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 nom- inal. The exterior diameter of ordinary gas pipe is from .27 to .37 inches greater than the inside diam- eter. American Standard System of Pipe Threads. Size pip of in. Outside diam- eter. Ins. .405 Inside diam- eter. Ins. .27 Inside diam. Extra strong. Ins. .205 Inside diam. Double extra strong. Ins. Threads per Inch 27 Whit- worth's thread. 28 % in. .54 .364 .294 IS 19 H in. .675 .494 .421 18 19 H in. 1.05 .824 .736 .422 14 14 l in. 1.315 1.048 .915 .587 ny 2 11 l% in. 1.66 1.38 1.272 .884 uy 2 11 iy in. 1.9 1.611 1.494 1.088 ny 2 11 2 in. 2.375 2.067 1.933 1.491 \\y 2 11 2li in. 2.875 2.468 2.315 1.755 8 3 in. 3.5 3.067 2.892 2.284 8 3 1 /, in. 4. 3.548 3.358 2.716 8 4 in. 4.5 4.026 3.818 3.136 8 4/ 2 in. 5. 4.508 8 S in. 5.563 5.045 8 6 in. 6.625 6.065 8 7 in. 7.625 7.023 8 8 in. 8.625 7.982 8 9 in. 9.688 9.001 8 10 in. 10.075 10.019 8 That all wrought iron pipe for car work be threaded with a standard total taper of 54 inch in one foot, and that all pipe fittings be tapped to suit the standard pipe thread with a total taper of 54 inch in one foot, so that the thread on pipe and fittings will be uniform and taper-tight. See Illustrations on page 135. Pipe, Welded, Specifications for. (M. C. B. Recommended Practice.) In 1914, by letter ballot, specifications for welded pipe for passenger and freight equipment cars were adopted as Recommended Practice, as follows : 1. Process. — (a) Steel used in the manufacture of pipe shall be of a soft, weldable quality made by the Bessemer process. (6) The wrought iron used in the manufacture of pipe shall be double-refined. (c) All pipe 2 in. nominal diameter or under may be butt-welded, but all pipe larger shall be lap-welded. 2. Tension Test. — The material shall conform to the following minimum requirements as to tensile properties : Steel. W. I. Tensile strength, lb. per sq. in 50,000 45,000 Elastic.limit, lb. per sq. in 30,000 Elongation in 8 in 18 12 3. Hydrostatic Tests. — All pipe shall be tested to the following hydrostatic pressures : Extra Strong Pipe. Double Thickness. %... 1 . 1M- 1M. 2 . 2M- 3 . 3M- 4 . Standard Grade Pipe Single Thick ness. Butt. Lap. 700 71)0 700 700 700 700 700 700 1,000 700 1,000 1,000 1,000 1,000 1,000 Butt. Lap. 700 700 700 700 700 700 1,500 1,500 2,500 1,500 2,500 2,000 2,000 2,000 2,000 DIMENSIONS FOP STANDARD PIPE U NIONS 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 ir 18 19 20 21 , 22 i-inch 375 .270 .105 .50 63 78 .80 .85 .89 1.05 .26 i 27 .2225 .08 .5625 i .59 .015 006 .05 i * - -■ 496 .364 .132 76 .80 .96 .98 1.05 1.09 1.29 .33 A 18 .2625 10 .6925 i'o .76 .76 000 06 » * 630 .494 .136 90 .95 1 11 1. 13 1.20 1.24 1.45 .34 i 18 .2825 .11 .7325 8 90 .905 006 07 1 ' 783 .623 160 1.16 1 21 1.38 1.40 1.49 I 54 1 78 40 A 14 .3025 .12 . .8225 U 1.03 1 20 006 .08 1 " 992 824 108 1.38 1 43 1 61 1.63 1.72 1.77 2.02 42 i 14 .3225 .13 8725 i 1.24 4-43 007 .09 i ■ 1.246 1.048 198 1 74 1.79 1 98 2.01 2.13 2.19 2.49 49 i*« 11 (.3625 15 1.0025 V. 1 565 1 70 007 .10 H ' 1 592 1 3S0 212 2.12 2 18 2 37 2.40 2.52 2.58 2.90 53 .6 11 1.3825 7 4025 16 1.0725 9 1.91 2.15 007 .11 H ' 1.831 1.610 221 2.40 2 46 2 60 2 69 2.81 2 87 3 20 .55 7 11 17 1.1225 1.0 2.18 2.40 007 13 2 " 2 306 2 067 239 2.89 2.95 3 IB 3.19 3.31 3 38 3.74 . 60 8 11 •1225 18 1.2025 1.1 2 GO 2.00 008 14 2) * 2.775 2.468 307 3.39 3.45 3.67 3.70 3.86 3 93" 4 39 77 .9 8 5225 23 1.5225 1.2 3.16 3.41 008 .10 3 * 3.401 3.067 334 4.07 4.13 4.36 4.40 4.56 4.63 5 13 84 1 8 .5625 25 1.6525 1.3 3.81 4 08 008 .18 3i * 3.901 3.548 353 4 61 4.68 4.91» 4.95 5.11 5.19 5 72 88 1.1 8. 6025 27 1.7525 1 4 4.31 4.63 008 .20 4 " . .. . 4.4 4.026 .374 5. IS 5.22 5 47 5.51 5.67 5 75 6.31 94 1.2 8 6225 28 1.8425 1 5 4.81 5 19 008 .22 DESCRIPTION ACCOMPANYING TABLE OF MALLEABLE PIPE UNIONS. MBER5 AT THE HEAD OF THE COLUMNS ABOVE ARE THOSE GIVEN IN THE DIMENSION LINES ON TABLE * Column No. i in table represents the nominal diameter of pipe. Column No. a represents diameter of pipe at one-half the height of full thread nearest solid section Column No. 3 represents the internal diameter of the pipe. » . . . . . , Column No. 4 represents the difference between columns Nos. 3 and 3, and is equal to twice the thick- ness of metal in pipe measured from inside line to one-half the height of thread, as specified before. Cojumn No. 5 represents the outside diameter of end of pipe union and is taken as ;Vo. 2, plus twict No. 4, plus an arbitrary increment. . , . Column No. 6 is equal to No. 5 plus an increment varying from .04 to .07 of an men. Inis incre- ment was allowed for the purpose ofbeing able U> slip the nut over upper j;-""- 1 Colum the thread v vivel end of u C0I1 n No. 7 is No. 6 plus an amount varying between 15 and . 15. This lip created is considerably of what exists on present pipe unions for the reason that we find thesurface between^the lip and the corresponding part of nut is often damaged, and the bearing surface, when the full strength of the n used on the wrench, is sufficient. We assume that a man would pull about 30 pounds on awrench, with a possibility of using less force on pipes of small diameters. _ of lip, which lip, theoretically, would be uniform for all si tc prevent the lip from deflecting upward. Column No. 8 is No. 7, plus n " inr -™* For that reason we made a variation in the width ■s of pipe. The nut itself has been strengthened 1 increment varying from 03 to 04 of an inch. 1 No. o is No. S, plus twice the height of the thread. l No. 10 is No, o, plus an increment varying between 04 and .08 of an inch. 1 No. 1 1 is No. 10, plus one and one-half times No., 4. mn No. 11 is two and one- ha If times No. 4, and was figured especially for bearing surface, so that iuld not wear away too rapidly when the nut is occasionally removed. t No. 13 has been assumed arbitrarily, but in all cases is greater than the length of full thread on standard pine. Column No. 14 represents the number of threads per inch In length of nut. This thread, we believe, should be United States Standard form and not sharp thread. Column No. 15 is taken arbitrarily, but is based on the probable requirements of manufacturers for tapping out the nut. Column No. r6 is three-fourths of No. 4. Column No. 17 represents the full height of nut, and is equal to No. ts, plus No. 15, plus No. ifl. Column No. 18 is the amount of projection outside of nut. Column No. ig is No. s, plus No. 4, plus an arbitrary increment. Column No. 20 is No. 7, less No. 16, with slight modifications. Column No. 21 represents the clearance at several points, as indicated on print. Column No. 31 is assumed arbitrarily. SEE PAGE 135 FOR ILLUSTRATION WITH NUMBERED DIMENSIONS ( The European standard is the Whitworth pipe thread, which is quite different.) Taper of Thread 24 in - P er foot - 3*ipe Shield (Steam Heating). A metal covering over the radiator pipes to protect surrounding parts or pas- sengers' 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 : 4. Flattening Test. — A section of pipe 6 in. long shall be placed in a compression machine with the weld at the top and flattened until the distance be- tween the plates of the machine is 60 per cent of original external diameter for wrought iron and 25 per cent for steel pipe. The pipe shall not show any opening, except that opening of the weld will not be considered cause for rejection. 5. Bend Test—A sufficient length of pipe to be bent cold 180 deg. around a mandrel the diameter 134 PIHP CAR BUILDERS' DICTIONARY PIP of which is 18 times the nominal diameter of the pipe without any opening of weld or cracks in any portion of pipe. 6. Test Specimens. — Test specimens shall consist of sections cut from a pipe; they shall be smooth on the ends and free from burrs. 7. Number of Tests. — One of each of the above tests shall be made from each diameter of pipe for each 2,000 ft. or less. 8. Weights. — The standard weights for pipes of various inside diameters are as follows : STANDARD GRADE PIPE. EXTRA STRONG PIPE. Single Thickness. Double Thickness. Weight of Pipe per Lin. Weight of Nominal Outside Ft. threaded Outside Pipe per Diam., Diam., with Diam., Lin. Ft. No. of In. In. Couplings. In. Plain Ends. Threads. Y t 405 .25 .405 .31 27 U 540 .43 • .540 .54 18 y % 675 .57 .675 .74 18 14 840 .85 .840 1.09 14 y. 1.050 1.13 1.050 1.47 14 1 1.315 1.68 1.315 2.17 11^ \yi 1.660 2.28 1.660 3.00 \\>A \Yi 1.900 2.73 1.900 3.63 11J4 2 2.375 3.68 2.375 5.02 U'A 2K 2.875 5.82 2.875 7.66 8 3 3.500 7.62 3.500 10.25 8 3K 4-000 9.20 4.000 12.51 8 4 4.500 10.89 4.500 14.98 8 Ten per cent of each lot shall be weighed and a comparison made with the sample. All pipe shall (6) Couplings.— Each pipe shall be provided with a standard coupling, having clean-cut threads tapped straight through and of such a pitch diameter that will make a tight joint. Coupling may be wrought iron or steel. 10. Finish.— The finished pipe shall be reasonably straight and free from injurious defects. 11. Inspection.— (a) The inspector representing the purchaser shall have free entry at all times, while work on the contract of the purchaser is being per- formed, to all parts of the manufacturer's works which concern the manufacture of the material ordered. The manufacturer shall afford the inspector, free of cost, all reasonable facilities to satisfy him that the material is being furnished in accordance with these specifications. (fe) The purchaser may make the tests to govern the acceptance or rejection of the material in his own laboratory or elsewhere. Such tests, however, shall be made at the expense of the purchaser. (c) All tests and inspection shall be so conducted as not to interfere unnecessarily with the operator of the works. 12. Rejection. — Material which, subsequently to above tests at the mills or elsewhere, and its ac- ceptance develops weak spots, cracks or imperfec- 51* £/Oes UP TO AND INCLUDING t% UNION Fight ■sioes /£" and ov&f. THREE-QUARTER INCH PIPE UNION WITH DIMENSIONS NUMBERED. SEE ALSO PAGE 134 FOR TABLE OF SIZES. be rejected that varies more than 5 per cent from that given in the above table. 9 Workmanship.— The finished pipes shall be cir- cular within 0.002 in. All pipe shall be provided with the prevailing standard thread, which will make a tight joint when tested to the internal hydrostatic pressure at the mills. The threads shall not vary more than one and one-half turns either way when tested with a Pratt and Whitney standard gage. All burrs at the end shall be removed. tions, or is found to have injurious defects, will be rejected and shall be replaced by the manufacturer at his own expense. 13. Rehearing. — Samples tested in accordance with this specification, which represent rejected material, shall be preserved for 14 days from date of test report. In case of dissatisfaction with results of tests, the manufacturer may claim for a rehearing within that time. Piping. See Lavatory and Water Supply. See also 135 PIS CAR BUILDERS' DICTIONARY PLA 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 pres- sure of a working fluid to the external rod and work- ing parts of some form of engine. In a brake cylinder the piston transfers the pressure of the air to the foun- dation brake gear. A piston consists of a piston head, attached to a piston rod. The piston follower or fol- lower plate lies at the back of the piston head, inclosing between them the piston packing rings, or (in air brake cylinders) the piston packing leather, which lat- ter 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 substitue 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 piston to the levers and brake shoes, while it allows an ap- plication of the brakes by hand without pulling out the piston. Piston Travel (Air Brakes). The amount of movement 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 by the number of threads in a given space, as (in 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 arched 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. Placard Boards for House Cars. (M. C. B. Recommended Practice.) In 1914 by letter ballot the following was adopted : The space available for placards should be not less than 16 in. by 24 in. on each end and each side of car. House cars with sufficient space available on wood siding, or exposed lining, should have a rectangular space, painted black, on each side and each end. Other house cars should be provided with placard boards, made of soft wood, not less than 16 by 24 by 1 in. The vertical edge should be reinforced with metal protection, and the bolts fastening the boards to the car should be not less than six in number, and should pass through the metal reinforcing pieces, three through each. The boards may be made of more than one piece, and should then be tongued and grooved. The distance from the floor line of car to bottom of board should be not less than 4 ft. 6 in. Routing boards, preferably the same size as the pla- card boards described, should be placed on the side of the car, as near as possible to the door seal. Plain Triple Valve (Air Brake). A triple valve which has no provision for making emergency applications. See Triple Valve. Plane Gage for Solid Steel Wheels. See Wheels, Solid Steel, Plane Gage for. Plank. A board piece of sawed timber, differing from a board only in being thicker. Plastic Car Roof. Figs. 928, 930. A roofing material 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 conies in contact. See Car Roof. Plate. (Architecture). "A piece of timber which supports the ends of the rafters." — Webster. (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 Wheel.) The central portion connecting the hub and tread, sometimes single plate, sometimes double plate. The plate is stiffened by brackets. Plate Facing. An inside cornice fascia. Plate Rod (Freight Cars). A horizontal metal rod pass- ing across the car through the two side plates to tie them together. Plate Washer. Usually a wrought iron cut washer, in 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. 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. 507, Page 412, etc. 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 platform 136 PLA CAR BUILDERS' DICTIONARY POL railings, posts and rails, closing the passageway be- tween 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. 404. A steel cover plate over the platform sills. Platform End Bracket. An ornamental casting attached under the platform roof on each side of the vestibule face plate on narrow vestibule cars. Platform End Sill. 16, Fig. 364; 21, Fig. 404. The trans- verse end piece of the platform framing. Platform End Timber or Buffer Beam. A cross timber at the outer end of a car platform. A platform end sill. Platform Floor. The layer of boards over the platform sills. Platform Gate. A gate used to close the side entrance to a platform, in general use only for private cars, suburban cars and street cars. See Platform Tail Gate. Platform Hood. A cover or canopy formed by extending a car roof over the platform. Sometimes called Can- opy. It is made of wood, sheet iron or agasote. Platform Hood Bow. A bent member which forms the outer edge of a platform hood and to which the plat- form hood carlines are fastened. Platform Hood Bracket. A bracket or knee iron to con- nect the hood to the corner post. Platform Hood Carlines. Transverse members which support the roof of a platform hood. Platform Hood Ceiling. See Platform Hood Side Piece. Platform Hood Post. An upright iron bar or rod some- times attached to the platform or platform railing, 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 plate 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. 364; Figs. 576-580. An in- cisure 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 platform roof. See Carline. Platform Roof End Carline. The carline at the extreme end of the platform roof. See Carline. Platform Safety Chains. See Safety Chains, Platform. Platform Short Sills. Short longitudinal pieces of tim- ber, not extending under the car proper, which are framed into and bolted to the end sills and platform end timbers of a passenger car to sustain the floor of the platform. The longer timbers which extend under the body of the car proper are called platform sills. Platform Sill. A sill extending beyond the end of a car to support the platform. Platform Steps. The stirs at each corner of a passenger equipment or caboose car which afford the means of in- gress and egress. Forms of steps have been introduced, but are not in general use, which are folding or ex- tensible, being dropped down into position when the car is stationary, and removed or elevated when the train starts. In modern passenger cars the platform steps usually consist of three and sometimes four sep- arate step below the platform. Wooden steps are some- times called box steps. Platform Tail Gate. Figs. 575 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. 2050, etc. 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 portions of the frame of the car securely together. Platform Timber. See Platform Sill. Platform Trap Door. Figs. 549-566. 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 plal- forms, and suburban, elevated and subway train car;, which commonly make stops at station platforms which are level with the car platform. Platform Trap Door Bumper. Fig. 603. A stop for a trap door to prevent its striking the vestibuble wall when opened. Platform Trap Door Lift. Figs. 624, 1835. A metal device attached to trap doors, with a recess for inserting the fingers to pull the door open. Platform Trap Door Fixtures. Fig. 608, etc ; Figs. 1843, etc. Plow. See Snow Plow and Ballast Plow. Plug. See Refrigerator Car Plug. Plug Connector. Fig. 1431. The term applied to the jumper and receptacle used in connection with electro-pneumatic signal and brake equipments, and which provides flexible electric connections between cars for the electric operation of these equipments. (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. A jack operated by compressed air. See Jack. Pocket (Drawbar Attachment). A yoke. (Sleeping Car.) A receptacle for the clothing and small baggage of occupants of sleeping berths. Known as the head board pocket for the lower berth and upper berth pocket. Any object having a cavity or opening which forms a receptacle to hold anything in its place. See Push Pole Pocket. Pole Changer (Electric Lighting). Figs. 2443, etc. 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 rotating type employs the principle of shifting the 137 POL CAR BUILDERS' DICTIONARY POS brushes of the generator automatically when the direc- tion of rotation changes through an angle equal 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. Th 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 fixed 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. The 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 Car. 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 or air. Positive. An arbitrary term used in electrical engineering to denote a pole or connection away from which cur- rent flows toward a negative pole or conductor. See Negative. Post. A piece of timber or metal set upright and intended to support something else, as the posts of a house. See Queen Post, Side Post, etc. Post Cap. See Post Pocket. Post Office Car. See Postal Car. Post Pocket. 17, Figs. 287, 288; Fig. 481. A casting at- tached 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 distinction 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 some- times called post caps. See Pocket. Postal Car. Figs. 129-137, 221, 372-374-377, 18774884. A passenger equipment car for carrying mail. Some pos- tal cars are fitted with pigeon holes, etc., for the dis- tribution of mail, and others are for storage only. See Car and Postal Cars, U. S. Gov't Specifications. Postal Car Details and Floor Plans. Figs. 1859-1884. Postal Cars. United States Government Specifications. 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 fixtures. These specifications cover 60 ft., SO 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 floor plans shown in Figs. 1880-1884give the representative sizes of cars and apartments, the others being similar. The following specification, dated March 28, 1912, and corrected to March 17, 1915, is for the construction of steel full postal cars. GENERAL. 1. Type.— Postal cars may be built according to any of the following types of construction : 1. Heavy center-sill construction, the center sills act- ing 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 bolsters. III. Underframe construction in which the load is car- ried by all the longitudinal members of the lower frame. The superstructure framing shall be of steel. 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.— (a) All rolled-steel plates and shapes used in the car framing shall be made by the open-hearth process. (b) The physical and chemical properties of all ma- terial used in the car framing shall be in accordance with the latest standard specifications of the American So- ciety for Testing Materials, as follows: The standard specification for structural steel for cars; the standard specification for wrought iron, for iron bars and plates, and the standard specifications for steel castings. 3. 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. 4. Live Loads. — (a) 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 by the railroad company, the maximum capacity of car, as determined by journal loads given in section 36, shall be used as a basis for calculations. (b) For distributing cars the following shall be as- sumed as the minimum live-load capacity: 40-foot cars, 10,000 pounds; 50-foot cars, 15,000 pounds; 60-foot cars, 20,000 pounds. Where postal cars are used for storage cars or under unusual load conditions, live-load capacity shall be from 40,000 to 50,000 pounds, depending upon the character of the mail to be handled. 5. Buffing. — The maximum end shock due to buffing shall be assumed as a static load of 400,000 pounds ap- plied 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 as- sumed to be resisted by all continuous longitudinal under- frame members below floor level, provided such members are sufficiently tied together to act in unison. Calculations for resistance to buffing shocks shall be based only on underframe members below floor level. These under- frame members may be considered supported against buck- ling vertically by the superstructure between center plates at cross bearers to the extent that the strength of super- structure, cross bearers, and attachments is available for this purpose. Note. — For electric cars operated on lines where elec- tricity is the only motive power and the total weight of trains does not exceed 600,000 pounds, the static load may be assumed to be 200,000 pounds. This does not apply to cars run in electric trains on railroads using both steam and electric power. 6. Details. — (a) All connections, except those specified for end construction in section 18, shall be designed by the maximum load to which the member connected shall be subject; and secondary stresses in any members caused by eccentric loads shall be combined with the direct stresses in such members. The maximum fiber stresses in any 138 POS CAR BUILDERS' DICTIONARY POS member subject to both direct and secondary stresses may be taken at 20 per cent greater than those given in sec- tion 20; but the direct stresses considered alone must not exceed the allowable stresses given in said section. (b) The distance between centers of rivet holes shall be not less than three diameters of the rivet and not more than 24 times the thickness of the thinnest outside mem- ber. The minimum distance between the center of the rivet hole and a sheared edge shall be not less than V/Z times the diameter of the rivet. (c) 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, channels, 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. (rf) The use of fillers in the underframe and superstruc- ture shall be avoided wherever possible. (c) All holes for rivets or bolts in the underframe, superstructure, or 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 one- sixteenth inch larger than the diameter of the rivet or bolt. The effective area of a rivet shall be taken as its area before driving. (/) All rivets, when driven, must completely fill the holes and have full concentric heads or countersunk when required. 7. Center Sills. — The center sills may 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 the 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. 8. 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. 9. Floor Beams.— Transverse floor beams may be of rolled or pressed shapes, with suitable connections at cen- ter and side sills. 10. Floor Supports.— Longitudinal floor supports shall be supported at each transverse floor member. 11. 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 section 18. 12. Side Frame— 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 door posts shall be con- sidered as being resisted by the section above and below door openings, atad the sum of the direct stresses and those due to bending at such sections shall not exceed the stresses specified in section 20. A sufficient proportion of any reinforcing members added to these sections shall be extended far enough beyond the door posts at each side that their reaction can be taken care of by the side frame without exceeding the limit specified for stresses. 13. Posts. — The sum of the section moduli taken at any horizontal section between floor line and top line of windows, of all posts and braces on each side of car lo- cated between end posts, shall be not less than 0.30 mul- tiplied 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. 14. Sheathing. — Outside sheathing plates of steel or iron shall be not less than % inch in thickness. Ad- ditional outer finish may be used. 15. Roof — General. — -The roof may be of either the clear-story or turtleback type. In the clear-story type, the deck plates shall be in the form of a continuous plate girder or equivalent construction 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 cantilever extensions of the posts. 16. Carlines. — 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. 17. Roof Sheets. — Roof sheets, if of steel or iron, shall be of a minimum thickness of 0.0S inch and either riveted or welded at their edges. END CONSTRUCTION. 18. Vertical End Members.- — (a) The sum of the sec- tion 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. Any excess of section moduli over 65 may be distributed at the discretion of the railroad for whose service the cars are built. (fe) The horizontal reactions of all vertical end mem- bers at top shall be calculated from an assumed external horizontal force, applied 18 inches above floor line, to all vertical members in proportion to their respective sec- tion moduli, such force being of sufficient amount to cause bending of all vertical members acting together, and top connections of vertical end members shall be de- signed for these reactions. The bottom connections of the vertical end members shall be sufficient to develop the full horizontal shearing value of such members. (c) Except where vertical end members shall bear di- rectly against or be attached directly to longitudinal mem- bers at either top or bottom, the assumed reactions shall be considered as loads applied to whatever construction is used at end sill or end plate, and both these last-named members shall have section moduli, respectively, suffi- cient to prevent their failure horizontally before that of the vertical end members. Note. — For electric cars operated on lines where elec- tricity is the only motive power and the total weight of trains does not exceed 600,000 pounds, the sum of the section moduli of the vertical end members shall be not 139 POS CAR BUILDERS' DICTIONARY POS less than 40, and the section moduli of the main mem- between doors and standing surface in front of letter bers, either forming or adjacent to the doorposts, shall tables and paper racks, as stated in above paragraph, is be not less than 75 per cent of this amount. This does denned as follows : not apply to cars run in electric trains on railroads using Wearing surface between doors is the full width of the both steam and electric power. door opening between side doors. Standing surface in Note 2. — In mail cars having vestibules at one or both front of paper racks shall extend from the center of car ends, similar in form to vestibules of passenger cars, the to point directly under rod No. 4 on each side. In front requirements of the preceding paragraph that "the sum of the letter tables, standing surface shall extend at least of the section moduli of all vertical end members at each 2 inches back of a point directly under the front line of end shall not be less than 65" may be considered as apply- table. ing to the vertical body end members and the main vertical Where a single-course main floor is used, the same shall members of the vestibule taken together. The require- be VA inches thick. In cars for service in extremely ment that "the section moduli of the main members, either cold sections or elsewhere, when desired by owners, two forming or adjacent to the door posts, shall not be less courses of not less than %-inch wood flooring, with one than 75 per cent of this amount (65)" may be considered course of building paper between, is preferable. Where as complied with if the sum of the section moduli of the two courses of main flooring are used, the lower course main vertical body end members and the main vestibule shall be laid either diagonally or transversely and the vertical members is not less than 75 per cent of 65. upper course longitudinally. 19. End Plate. — The end plate may be a rolled or 22. Interior Finish. — Inside, side and end linings and pressed section or of built-up construction and shall ex- head lining of postal cars to be of flat or corrugated steel tend across end of car from side plate to side plate, plate, composition board, or wood, properly secured to the with ample connections at ends, or shall be of other car framing. satisfactory construction to withstand the assumed loads 23. Insulation. — (a) The car shall be insulated through- given above. out, including floors, sides, ends and roof (except pier 20. Stresses. — All parts of the car framing shall be panels), with material of such a nature that it can be secure- so proportioned that the sum of the maximum unit ly fastened so as to withstand the vibration incident to rail- stresses to which any member is subject shall not exceed way service. The insulating material must be such that the following amounts in pounds per square inch, except it will not support combustion, will not absorb moisture as modified in sections 6 and 18. These stresses, unless beyond its own weight, and when wet will not become otherwise stated below, are for steel having an ultimate corrosive. tensile strength of from 50,000 to 65,000 pounds per square (b) Side and end wall and roof insulating material inch. Where other materials are used, they shall bear shall be securely fastened. Where the nature of the ma- the same proportion to the ultimate strength of the ma- terial permits, it shall be cemented and also mechanically terial used. clipped, if necessary, for proper support. Floor insulation Bolsters of rolled steel. — Stress shall not exceed 12,500 shall extend the entire distance between side walls either pounds per square inch. in one full width or in sections fitted between floor sup- Sills and framing of rolled steel. — Stress shall not ex- ports and be secured in place, ceed 16,000 pounds per square inch. (c) The construction of side and end walls and roof When cast steel is used, the allowable stresses may be of car shall be such as to avoid or reduce to a minimum the same as for rolled steel, except tension stresses, which continuous metal connection from outside to the inside of must be at least 20 per cent less than those allowed for the car. rolled steel as specified above. (d) To insure maximum of insulating and sound-dead- For members in compression the stresses shall be de- ening efficiency, the construction at the junction of side termined by the following formula : and end walls and floors shall be such as to prevent the •r circulation of air through the side and ,end walls or Steel 16000 70— through the floor or into the car. R (e) The thermal efficiency of the materials in side and end walls, in roof and in floor must be such that a test In the above formula L equals length in inches. duplicate section through walls, roof or floor (duplicate R equals least radius of gyration in inches. with the exception of framing members, such as posts, Rivets (rivet steel). braces, carlines or stringers, which are to be omitted) will Pounds per not transmit , when subjected to the test hereinafter de- square inch. scribed, more than the following amount of heat per Shear, other than buffing 10,000 r rr*o^i r < < « . Bearing, other than buffing 20,000 square toot ot surtace in 24 hours for each degree Fahren- .Bearing b , U b* n ffin E : ! '. '. '. \ '. lifiOO heit difference in temperature between the inside and out- side walls of the section. 21. Floor. — (a) Subfloor of postal cars to be of iron or steel, flat or corrugated plate, upper or wearing surface „ . , „ , . is. t. u. , , . , , a a ■ 1 -r*. j For side walls, end walls, and roof 8 to be of matched wooden flooring, maple or rift-sawed „ „ yellow pine or fir, laid longitudinally, or composition, pref- erence in order named. If composition is used, the wear- The method of testing shall be as follows : ing surface between doors and the standing surface in A calorimeter, as illustrated and described in Railway front of letter tables and paper racks shall be of wood, Mail Service drawing sheet 18, shall be used in all tests. cork or other suitable material. Proper insulation, in- It shall be carefully constructed and of the materials eluding air space, shall be provided. Floor strips for indicated and before used must be standardized for its wood upper course shall be secured by bolts or rivets. thermal loss factor. The sections to be tested shall truly Composition flooring may be secured by corrugated, key- represent the materials as used and disposed in the car. stone or equivalent style of plate or by wire fastening The heat must be supplied by direct electric current of securely anchored. constant voltage, measured by standardized instruments. (6) Where composition floor is used, wearing surface The difference between inside and outside temperatures 140 POS CAR BUILDERS' DICTIONARY POS must be held as nearly 70 degrees Fahrenheit as possible. Readings of temperature and current shall not be recorded until 48 hours after heat is turned on and test begins, •in order to insure thorough heat saturation of calorimeter and test sections. The duration of actual test shall be eight (8) hours, during which time temperature and elec- tric readings shall be made and recorded each hour or more frequently if considered necessary. The average of all readings thus recorded shall be taken as the final result. All differences regarding results which may arise between the Post Office Department and the railroad com- panies affected shall be referred to the United States Bureau of Standards for decision. 24. Doors, Windows and Skylights. — (a) Postal cars shall be equipped with side doors not less than 6 feet in height from floor, end doors, side windows and skylights as shown on the standard plans of the Railway Mail Service. Storm or double windows shall be provided where required. Doors and windows may be of wood, combination wood and metal, or metal, preference in order named, and when glazed, the glass shall be double strength. Windows shall be made of two sash sections. The upper section shall preferably be divided into approximately two equal por- tions — 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 side framing makes this impracticable, equivalent screen application will be allowed. Where storm windows are applied, they shall be hinged or made easily removable to allow cleaning. Doors and windows shall have suitable weather stripping. Trim- mings and locks shall be the railway company's standard. Hasp and staple for outside of side doors shall be in ac- cordance with Railway Mail Service details, modified to suit shape of doorpost. (b) Skylights shall have S square feet of glass admitting light, glazed with not less than J4 inch .rough wire glass or ^j-inch rough plain glass; fixtures and suitable shades shall be provided. For curtain shades below skylights, 10-ounce duck or good quality of buff or light yellow holland shall be used ; spring roller fixtures shall be pro- vided, or if canvas is used, it may be strung on wires so as to be easily adjusted according to service require- ments. 25. Lighting.— (o) Lighting of postal cars primarily to be with electricity or gas, where feasible; mantles to be used on gaslights where practicable; provision shall be made for emergency lighting as hereinafter specified. Fix- tures, wiring, battery boxes and their equipment, gas pip- ing, and all other accessories in connection with the light- ing system shall be railway company's standard practice. Each electrically lighted car equipped for axle generator or head-end system of lighting shall be equipped with storage battery of sufficient capacity to furnish for 12 hours the intensity of illumination specified hereinafter. Each car using gas or straight storage electricity as the primary system of lighting shall be equipped with stor- age capacity sufficient to furnish light for 36 hours at the intensity of the illumination specified hereinafter. Lights are to be located by the railway companies or car builders to produce results called for under the specifi- cations. The Railway Mail Service will not suggest or recommend location of lights. This applies to new or changed installation where the specifications apply. (6) Location of light units.— Body of car. The light units for illuminating the bag-rack and storage portions of the car shall be located on the center line of the car. Direct lighting units in the bag-rack section shall be located at such uniform height that the shadow of the paper boxes is not cast on any bag-rack label, nor higher than approxi- mately 3 inches above the back rod of rack. In no case shall any light unit except oil lamps, the lowest point of which may be 6 feet 9 inches from the floor) be mounted at a height of less than 7 feet measured from the floor' to the lowest point of the light unit. Spacing between adjacent units in the bag-rack portion of the car shall not exceed 8 feet 6 inches in case of any direct system of lighting, nor 14 feet in case of any indirect system. (c) Letter cases. — Light units for illumination of the letter case shall be mounted at a uniform height from the floor but not lower than the units in the bag-rack sec- tion, and as far from front of the face of the letter case as possible without the body of the distributor throw- ing any shadow on his work. In standard construction the above distance is 20 inches. Where the car construc- tion does not permit the above distance, a lesser distance, but not less than 16 inches, may be employed. Separation between adjacent letter-case units shall be such as to pro- vide an illumination intensity at all points within the requirements hereinafter specified. (d) If an indirect lighting system be employed, the provisions of the above paragraph will be waived. In such case, the only requirements imposed for location of units at letter cases are those involved in providing for sufficient vertical and horizontal illumination intensities to meet the provisions of these specifications as hereinafter stated, all units in the car burning. For the purpose of these specifications, an indirect system is here defined as any system in which at least 85 per cent of the hori- zontal illumination on the 46-inch plane of utilization is received, either directly or indirectly, by reflection of the light from the deck of the car. (e) Special features of light units. — In the case of in- candescent electric or gas lamps, the design of light unit, except letter-case units, shall be such that no portion of the bare lamp filament or the bare mantle is visible to the eye when the unit is observed at an angle of 70 degrees or greater from the nadir. (In general, light units are preferred which emit no light or only a small amount of light between the angles of 50 and 100 degrees from the nadir.) (/) The control of the lights in the postal apartment shall be in that apartment and independent of any other lights in the car and the letter-case units shall be con- trolled independently of any other light units in the postal apartment. Knife and snap switches only shall be placed in mail apartment; all other mechanism to be placed in adjoining apartment. (g) Initial illumination values. — All horizontal illumina- tion values shall be taken on plane 46 inches above floor line. Vertical illumination values shall be taken on the vertical plane on the face of letter case as specified below. New lighting installations shall be such as to give initial illumination values within the following limits : Minimum, Maximum. Location. F. C. F. C. Bag-rack portion: Center of car, horizontal 4.70 10.00 Mouth of bags, illumination measured 18 inches from side of car, horizontal 2.50 10.00 Letter cases: Over table, horizontal 4.70 16.00 Face of case, vertical 2.08 16.00 Storage portion, not behind obstructions, horizon- tal, measured 30 inches from side or end of car. . 2.50 10.00 (/!•) Illumination requirements at letter cases as above specified shall be entirely fulfilled by letter-case units, other units in the car not burning, but letter-case units may be considered as contributing to the specified illu- mination values for the body of the car. (»") If globes or reflectors of opal glass, rough crystal glass, prismatic glass, or aluminumized metal, and those giving similar results (excluding heavy density opal with glazed reflecting surface, mirrored glass, porcelain enam- 141 POS CAR BUILDERS' DICTIONARY POS eled metal, and those giving similar results) be employed, the minimum values specified in the above table may be reduced 20 per cent and the maximum values increased 20 per cent. (/) Above illumination values are based on an allow- ance of 40 per cent for depreciation in service. Less efficient maintenance must be compensated for by increased initial installation. (k) If an indirect lighting system be employed, the mini- mum and maximum values in the above table may be respectively decreased and increased 40 per cent in the bag- rack and storage portions of the car and 25 per cent at the letter case locations specified in above table. (/) Emergency lighting. — An emergency lighting sys- tem consisting of candle lamps will be required on all cars lighted primarily by electricity or gas. A more adequate system of emergency lighting as defined hereinafter, may be required. (See floor plans for location of candle lamp holders.) A candle lamp should be furnished for each holder. Boxes to contain candle lamps when not in service should be located at some convenient and accept- able point in the car. Suggestion is made that such boxes be located in connection with electric light control boxes when available, either above or below, as may be practica- ble, or the candle lamp box may be located in the storage end of the car above the brakewheel, clearing the latter. In 30, 25, 20 and 15 foot apartments, locate box over letter case on partition. (m) Electric switches. — In apartment cars locker con- taining knife and snap switches controlling current and lights should be located on end of paper boxes when same will not project into doorway lower than 5 feet 8 inches above floor line. Where this would occur, locker should be located as high as possible on the bulkhead next to hopper, on hopper side. (n) Service illumination values. — While the car is in active service the lighting installation shall be maintained at all times to give illumination values not less than the following minimum values : Location Minimum, F. C Bag-rack portion: Center of car, horizontal 2.80 Mouth of bags, illumination measured 18 inches from side of car,horizontal 1.50 Letter cases: Over table, horizontal 2.80 Face of case, vertical 1 .25 Storage portion, not behind obstructions, horizontal, meas- ured 30 inches from sides or ends of car 1 .50 (o) Illumination requirements at letter cases as above specified shall be entirely fulfilled by letter-case units, other units in the car not burning; but letter-case units may be considered as contributing to the specified illumination val- ues for the body of the car. (p) If globes or reflectors of opal glass, rough crystal glass, prismatic glass, aluminumized metal, and those giv- ing similar results (excluding heavy density opal with glazed reflecting surface, mirrored glass, porcelain enam- eled metal, and those giving similar results) be employed, the minimum values specified in the above table may be reduced 20 per cent. (g) If an indirect lighting system be employed the minimum value in the above table may be decreased 40 per cent in the bag rack and storage portions of the car, and 25 per cent at the letter-case locations specified in the above table. (r) Light failure. — A light failure is defined as the con- dition where for a period exceeding 30 minutes the primary lighting system fails to give sufficient illumination to per- mit distribution of mail matter to be continued. It will be considered that whenever the lamp voltage falls below 80 per cent of the normal operating lamp voltage such a condition of light failure has been reached. (s) Car movement. — A car movement is defined as the use of a postal car by a crew of postal clerks over the length of their run in one direction. Where a car covers more than the run of one crew, each separate run shall • be considered a car movement. (t) Percentage of failure. — The percentage of failure of the lighting system is defined as the ratio of the total number of failures to the total number of car movements of each primary system of lighting (gas and electrically lighted cars to be considered separately) on each railway system. The determination of percentage of failure shall be based on the operating performance of each car for the preceding 12 months' period. Only such failures as are promptly reported by the Railway Mail Service to the operating railroad shall be considered in computing the percentage of failure. (m) Emergency lighting. — If the percentage of failure of the primary system of electric or gas lighting does not exceed 1 per cent, candle lamps will be accepted as a suitable emergency light. If the percentage of failure of the primary system of gas or electric lighting exceeds 1 per cent and is not greater than 4 per cent, an emergency system of suitable oil lamps, gas or electric lights, maintained by independent storage capacity, may be required. Such emergency sys- tem must provide illumination values not less than 50 per cent of the minimum operating illumination values specified above for the primary system, with the exception of letter cases and center line of car through bag-rack portion, where the illumination shall not be less than 60 per cent. If the percentage of failure of the primary system of electric or gas lighting exceeds 4 per cent, a new installa- tion or a second complete primary system of lighting will be required on cars so failing. (v) The illumination values herein specified shall be determined by the usual and approved methods. Any differences regarding the same which may arise between the Post Office Department and the railway companies affected shall be referred to the Bureau of Standards for decision. 26. Heating. — (a) Requirements of the department embody three main points : First, sufficient heat to keep the postal car or apartment comfortably warm; second, proper distribution of heat, particularly throughout that part of the car occupied by letter cases and bag-racks (care should be taken not to have excess of heat around letter cases), and third, an arrangement of pipes to avoid inter- ference with distributing facilities. (b) To obtain the results outlined above, the depart- ment 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 between 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 sub- jected when in service. Sufficient radiation should be provided in the end of the car containing hopper and wash- stand to maintain a temperature of at least 48 degrees in that location. (c) Heating of postal cars primarily to be with steam or hot water. Pipes are to have suitable protection guards of wire or perforated metal. Pipes located behind bag- rack sections shall not occupy space exceeding 20 inches in height and Ay 2 inches from wall of car to outside of guard. All heating-pipe screens, whether of wire netting or perforated metal, should stop 2 or 2]/ 2 inches above the floor so as to permit of cleaning. All inlet and trap valves must be accessible when bag racks are hung with sacks or storage stalls are full of mail. (d) Where perforated metal is used for heating-pipe 142 POS CAR BUILDERS' DICTIONARY POS covering behind bag racks, perforations should extend along the top as well as the side of the guard to permit radiation of heat. Preference is expressed for wire net- ting for this purpose. Where feed pipes to these wall radiators extend along the face of door pockets, and the screen over these pipes covers the opening at the back of the pocket, a section of the screen should be detachable so as to make opening accessible for the removal of dirt and snow. (e) Where bulkhead radiators are used as part of the heating system, the inside line of same shall be not less than 21 inches from center of car, so that a clear aisle space of 42 inches will be provided where two radiators are installed oppositely. All radiators must be screened. Bulkhead radiators should be substantially supported and corresponding stanchions omitted. (/) Where wall radiators are installed in storage end of cars, wire netting or perforated-metal covering should be reinforced every 18 inches and provision made to hold the screen at least 1 inch from the pipe. Considerable weight will rest against screen, and it should be sub- stantially constructed. (g) Where service conditions require, an auxiliary coal- burning stove shall be furnished, complete with coal box and firing tools, smokejack properly screened, and pro- tection guards. The stove and coal box to be securely attached to floor. Stoves furnished must be of a safety pattern or design, properly guarded by metal casing so as to prevent overheating of closely surrounding objects and damage which might result therefrom. Protection guards should be built to height of stove and wire netting used above that point to permit better radiation of heat. Stove guards should extend toward center of car as far as the front line of stove. Front support of guard should be iron pipe. (h) All exposed edges of wire netting or screen shall be bound. (i) The train-pipe steam line to be applied and equipped with end valves, steam hose and couplings, as per M. C. B. requirements and the railway company's standard. All valves must be located so as to be readily accessible. 27. Deck of Car. — (a) Ventilation of postal cars of clere-story design to be accomplished preferably by means of self-acting ventilators, having intake and exhaust work- ing in conjunction. Four such ventilators per side for 70 and 60 foot cars; three per side in SO and 40 foot cars, and two per side in mail apartments, placed to obtain maximum results. Other deck sash to have clear glass and to be placed in fixed position without screens. Trim- mings 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. (c) Where exhaust ventilators only are used, intake of air should be provided substantially equal to the capacity of the exhaust. If this is accomplished by means of swinging deck sash, they should be limited to the fewest number necessary. Such deck sash should be screened. (rf) As much clear glass surface as possible should be provided in deck of car for the purpose of admitting light, and deck piers should not be wider than necessary. 28. Vestibules. — Postal cars are to be equipped with the railway company's standard short vestibule, preferably with outside buffer springs, and with diaphragms when needed for communicating between cars. 29. Couplers and Draft Gears. — The details of the coupler and draft gear to be in accordance with Master Car Builders' and United States safety-appliance require- ments and the practice of the railroad for which the cars are built. 30. Buffing Mechanism. — The details of the buffing mechanism to be in accordance with the practice of the railroad for which the cars are built. 31. Brake and Signal Equipment. — (a) Postal cars shall be equipped with automatic air brakes and signal equip- ment in accordance with railway company's practice. Hand brakes in accordance with United States safety-appliance standards. Brakes shall be applied to all wheels, and, on four-wheel trucks, preferably inside hung or clasp type. (&) Brake wheels should be installed inside postal cars and apartments only so far as necessary to comply with Interstate Commerce regulations. One brake wheel in each full mail car is sufficient, located in clear storage end of car. One brake wheel in combination cars, to be located in baggage end, is acceptable where there is a creep or other door connecting the apartments. (c) Suitable cord or attachments shall be furnished for convenient operation of the conductor's valve and train- signal system, which may be hung to safety rod, provided supports are placed at short intervals to prevent cord hanging loosely. 32. Steps, Handholds, Signal Brackets. — The details of the steps, handholds and signal brackets to be in accord- ance with United States safety-appliance 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 door post. See R. M. S. drawings for detail step construction. 33. Stanchions and Screens. — Stanchions in storage ends and at ends of pouch racks, screen frames, and screens to be located as per standard Railway Mail Service plans. 34. Safety Rods and Bars. — Safety rods to be ap- plied in an equivalent manner to that called for in Rail- way Mail Service interior specifications. Each side door not equipped with catcher arm should be provided with safety bar. 35. Interior Equipment. — The following equipment shall be furnished. Railway Mail Service drawings should be followed where these details are shown; otherwise details to be as per railway company's standard. Broom Catcher arms Chair or stout stool Cinder guards Coffee heater when necessary Cots when necessary Disinfectants Distributing tables Deck-sash opener Dustbrush Dumping tray Fire buckets Fire extinguishers Folding washbasin Hopper Letter cases Lock rods 36. Trucks. — (a) Trucks may have either built-up metal or cast-steel frames, and may be either four-wheel or six- wheel type, within the limits of the journal loads given below. (&) For 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. In this case the maximum weight per journal of loaded car for Master Car Builders' standard axles shall not exceed 10,000 pounds for 4$4 by 8 inch journal, 14,000 pounds for 5 by 9 inch journal, 17,000 pounds for 5^2 by 10 inch jour- nal, or 20,000 pounds for 6 by 11 inch journal. Where Mirror Paper-boxes Paper rakes Portable bins Register cages Sack and pouch racks Shelf and letter drop Slip case Stepladder Torch for lighting gas Toilet-paper holder Wardrobe Water cooler Water tank Wrecking tools Wire screens for letter case 143 POS CAR BUILDERS' DICTIONARY POS two brake shoes per wheel are employed the standard Master Car Builders' journal loads may be used. (c) 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 Master Car Builders' requirements and the practice of the rail- way for whose service the cars are built. 37. Painting. — The painting of car body and trucks shall be in accordance with railway company's specifica- tions for steel cars. Light-color enamel paint shall be used for interior finish above side plate; below that line the car shall be painted a medium shade of darker color, preferably light buff or light brown, with dull finish. The lettering and numbering of postal cars shall conform to Railway Mail Service requirements and the railway com- pany's standards. The inside length and width, the car number, and title of the company owning shall be painted at a convenient place inside the car. End doors and end- door posts must not be sanded. SPECIFICATIONS FOR FIXTURES FOR POSTAL CARS, REVISED TO MARCH 17, 1915. 1. Distributing Tables Under Letter Cases. — (a) Contour and location are shown on Railway Mail Service floor plans for mail cars. Letter case tables in 60, SO, and 40 foot full postal cars and 30, 25, 20 and 15 foot apartment cars should be 18 inches wide in clear between front of letter cases and inside of molding at widest part. For width of table in apartments less than 15 feet in length, see Railway Mail Service floor plans. (ft) Tables shall be of cherry, birch, or maple, prefer- ence in order named, and when finished shall be V% inches thick. Top of table shall be 28 inches from floor. Wooden drawers with hasp for locking shall be installed as indicated on Railway Mail Service floor plans. (c) 10 inch by 10 inch canceling pads of high-grade elastic rubber, y 2 inch thick, shall be installed in letter tables at points indicated on Railway Mail Service floor plans, top surface of pads to be flush with top of tables. (rf) A flat wooden strip, 2yi inches wide, 1 inch thick, quarter round at outer top edge, shall be placed at front edge of letter tables, to project 1 inch above surface of table. Sections shall be cut out at front, flush with sur- face of table, to provide for the removal of sweepings, ends of strip at opening to be rounded. See Railway Mail Service floor plans. ( Max. •a%. M. X^ The end of handie to extend not iess tban 4"he/oyr bottom ofends/Jtor to be so constructed as to give a ot/n/mum Clearance of ?* around frand/e rJk Application to outside ends/// cars fcr- PLATE B BRAKE STEP. Number. Dimensions. Location. Manner of application. Same as specified for "Box and other house cars." SILL STEPS. 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 top ladder tread shall be located not more than four (4) inches from top of car. Same as specified for "Box and other house cars." Same as specified for "Box and other Number, 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 buffer 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 buffer block. DROP-END HIGH-SIDE GONDOLA CARS. HAND BRAKES. Same as specified for "Box and other house cars." 156 SAF CAR BUILDERS' DICTIONARY SAF Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of application. Same as specified for "Box and other Dimensions, house cars." Each hand brake shall be so located that Location, 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. SILL STEPS. Same as specified for "Box and other house cars." LADDERS. Two (2). Same as specified for "Box and other house cars," except that top ladder tread shall be located not more 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 "Box and other house cars." 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 low-side cars.] HAND BRAKES. Same as specified for "Box and other house cars." Manner of application. Number. Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of application. 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 specified for "Box and other house cars.'' BRAKE STEP. 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 hand- hold shall be not more than eight (8) inches from end of car. Same as specified for "Box and other 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 or 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 157 SAF CAR BUILDERS' DICTIONARY SAF 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. Number. Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of application. DROP END LOW-SIDE CARS. GONDOLA 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. 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. Same as speciefid 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 house cars." 'Box and other 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 flat cars.] HAND BRAKES. Number. Same as specified for "Box and other house cars." Dimensions. Same as specified for "Box and other house cars." Location. 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. Manner of Same as specified for "Box and other application. house cars." SIDE HANDHOLDS. Number. Same as specified for "Box and other house cars." Dimensions. Same as specified for "Box and other house cars." Location. Horizontal: 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. Manner of Same as specified for "Box and other application. house cars." END HANDHOLDS. Number. Four (4) . Dimensions. Same as specified for "Box and other house cars." Location. 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. Manner of Same as specified for "Box and other application. house cars." UNCOUPLING LEVERS. 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. Number. Four (4) or more. Dimensions. Same as specified for "Box and other house cars." Number. Dimensions. Location. Manner of application. 158 SAF CAR BUILDERS' DICTIONARY SAF Location. Horizontal: 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. 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. Manner of Same as specified for "Box and other application. house cars." END HANDHOLDS. Number. Four (4). Dimensions. Same as specified for "Box and other house cars." Location. 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. Manner of Same as specified for "Box and other application. house cars." TANK-HEAD HANDHOLDS. Number. Two (2). [Not required if safety railing runs around ends of tank.] Dimensions. Minimum diameter, five-eighths ($-6) of an inch, wrought iron or steel. Minimum clear- ance, two (2), preferably two and one-half (2}4), inches. Clear length of handholds shall extend to within six (6) inches of outer diameter of tank at point of application. Location. Horizontal: One (1) across each head of tank, not less than thirty (30) nor more than sixty (60) inches above platform. Manner of Tank-head handholds shall be securely application. fastened. SAFETY RAILINGS. Number. 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. Dimensions. Not less than three-fourths (J4) of an inch, iron. Location. 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. Manner of Safety railings shall be securely fastened application. 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, Number. Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of application. Number. Dimensions. Location. Manner of application. Number. Dimensions. 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. 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.'' 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) . \ Seat. , x ':.;... ■„■;; Jk:,;, A ; x - /: ic "!'-\ s A" ■''. 4 > ,;A In Mechanics: "The part on which another thing • ■■/ / 7 ■/ VWW* ■ ' r .k r-V | rests, as a valve seat." — Knight. Xtj' Fio.^ Seat Arm Cap. A piece of metal shaped to the form of Ev/yNAA/y^v^A — - -*- -£- t he seat arm an( j screwec i to the top to take the wear ■i' "ti\ _//Kv"'~-^>-T^aJv ant ^ as an ° rnarnenf: - vorthtjre.o f ■ :'{A -----U .-*- -A _/-...\--. Seat Arm Pivot. Fig. 1627. A metal pivot by which a ., ....<-'- ;.;-| — yf~ ~'f~" ~A~ "~"^CsX~«-*k~ seat arm °f a reversible seat is attached to a seat ''^S^fS/Kr^fh^ir v^0''"^""~ '^jf~~^T"~~~~'^\ en ^ or th e s 'de °^ a car. I" some cases the pivot is fio.is. ^-(io^j, ■ ,v; . j ,,...,.,;,, --- made in one piece with the seat arm plate, which is Ei^fW ^ E!_ :'- 4 ;_-_ attached to the seat end. The two combined then ! fk'"iy.lY/ffX : ^it n Ss~^^%.IJ~ become a seat arm pivot plate. A seat arm pivot is sac .! fl \Vrr.7?t2*iX--~---~^-~^^~-- sometimes called a seat arm rivet. i -/ ^"^^TJCZS&~jgCII~C^I- Seat Arm Pl ate - A plate fastened to a seat end with a ^ JWW&W^ \ZZSZ/ZIZZ Z ™L" ji\*Yll~JSSv^ h°' e m t^ corner, which receives and holds a seat ' V f7o. 16. . \; . arm pivot. In some cases the pivot is made in one ria ' 16 - piece with the plate. The part formed by combining the general practice in this country. Divide the the tw0 is then called a seat arm P ivot P late " Some ' pitch, or, which is the same thing, the side of the tlmes a seat arm pivot plate or washer and a bolt thread, into eight equal parts, take off one part from ls used - the top and fill in one part in the bottom of the thread, Seat Arm or Seat Arm Rest. Fig. 1630. An arm by which then the flat top and bottom will equal one-eighth the back of a seat is attached to the seat end or to PROPORTIONS FOR SELLERS* STANDARD SCREW THREADS, NUTS AND BOLTS. SCEEW THKUDS. Hkxaoon Nuts. Hexagon Bolt. Heads. Threads per inch. Width of flat. Thickness rough. Thickness finish. Thickness rough. u Thickness finish. □ A ft A JL. 16 A A A 1 m m m va m 2 20 18 16 14 13 12 11 10 9 8 7 7 6 6 5 5 4H .185 .240 .294 .344 400 454 507 620 731 .837 940 1 065 1.160 1.284 1.389 1.491 1.616 1.712 0062 0074 .0078 0089 0096 .0104 0113 0125 0138 0156 0178 .0178 .0208 .0208 .0227 .0250 .0250 .0277 A 15 12 A H lft VA lft m Hi 2 2ft W% 2ft VA 2M 3Vs A 1 Its W% 1A m 1H 2H 2A 2H 2H 2Vs 3ft A l A 9 T5 A A A l m VA m VA IX VA W% 2 A ft A A a 9 16 » H JL5. 1-6 1ft lft 1ft lft lft m in 27 ■3^ X5 16 1*8 lft 1^ ltt 1>8 2A 2A 2ft 2^ 2*H 3 i9 A lft IK lft 1^ iH 2 , 2ft 2Ji 2A VA 2M ft A A lft 1^ lft lft m m H a a 3? A 31 32 lft *32 IH 1M lft 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 stand- ard screw threads, nuts and bolt heads. Scrubber (Acetylene Gas Lighting). A device for clean- ing the gas. 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 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. 1617. 168 SEA CAR BUILDERS' DICTIONARY SEC Seat Arm Stop. Figs. 1623-1626. 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. 1619. Seat Arm Washer. A small washer for the head of a screw, by which a seat arm is fastened to a seat end. Now little used. Seat Back. 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, by which 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. 1620. 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. 1632. A metallic cornice piece to screw to the backs of seats and protect the up- holstery from wear. Seat Back Curved Stop. 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. 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. 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. 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. 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-i 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. The upper part of the seat end projecting' out beyond the head rest. Seat Hinge (Sleeping Cars). Fig. 1629. 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. 1618, 1621. A lock for holding the back of a seat so that its position cannot be 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 provided 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. 1621. The beveled bolt by which locking is effected. Seat Pull (Sleeping Cars). Fig. 1634. 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. 1628. 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. 1647. 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 obsolete 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. 1647. 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. 169 SEC CAR BUILDERS' DICTIONARY SID 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- 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. 183-194. See Motor Car. A car propelled by a motor which is carried entirely by the car itself and does not require power from any outside source. Sellers System of Screw Threads. A system of screw threads designed by William Sellers of Philadelphia. Often called Franklin Institute or United States Stan- dard Thread. See Screw Thread. 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 next 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. See Series Parallel 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 Roller (Window Shades). Figs. 1973, 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 com- municated by torsion." — Webster. See Brake Shaft, Winding Shaft, etc. Shank (of a Coupler). That part of a coupler or drawbar between the draw head and tail. The body of the coupler. Shear Beams (Snow Plow Framing). The timbers form- ing 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. 28, Figs. 287, 288; 6, Figs, 351, 3S2; 26, Fig. 364; 34, Fig. 404; Figs. 478, 1S92. The side and end covering of a car. Tongued and grooved lumber is used on wooden cars and steel plates on all-steel cars. Lining is in addition to the ordinary outside sheathing. See Siding, Flooring, Roofing and Lining, and Lum- ber Specifications. Sheathing Furring. Wooden strips or blocks to which to nail sheathing. Sheave. A wheel, roller or pulley, over which a cord or rope runs, or on which any object, as a door or window, rolls. Sheave is often used to designate a block or pulley, but more properly it designates simply the grooved wheel in the block. See Pulley. Sheave Hook (Derrick Cars). The hook carried at the lower end of a hoisting block, to which the load is at- tached. Sheave Pin or Pintle. The axle of a sheave. Sheet. The plates used in inclosing all types of steel cars are termed sheets, as end sheet, side sheet, roof sheet, floor sheet, etc. Sheet Iron. Iron rolled into thin sheets. Shelled Out (Car Wheels). A term applied to wheels which 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 Brake Shoe. Short Sill or Floor Timber. An auxiliary longitudinal timber sometimes used in a car floor, but not extend- ing its whole length. Shot (Chilled Car Wheels). See Cold Shot. Shovel. See Steam Shovel Side Bearing Arch or Bridge (Six- Wheel Truck). 62, Fig. 1010. An iron bar, truss or wooden beam at- tached to the bolsters to support the truck side bear- ing. Side-Bearing Clearance, Truck (M. C. B. Recom- mended Practice.) In 1914, by letter ballot, side-bearing clearance for new cars was adopted as Recommended Practice, as follows : _ „. , „ Minimum. Maximum. Per Side Bearing. J^ i„ c h J^inch Total (one truck) Ji inch clinch Side Bearing Truck. Figs. 980, 988. A truck in which the weight of the car is transmitted at the sides in- stead of the center. The term balanced side bearing truck is also used to indicate that the car body is so balanced on the truck that the weight is equally distributed to all the wheels at all times. Side Bearings. Figs. 1081, 1083, 1084, 1086, etc. Bearings which are attached to the bolsters, body and truck, near their ends to prevent too much rolling or rocking of the car body on the center plate and to allow the truck to turn freely when the weight of the car is not evenly distributed on the center and the body is tilted over. Usually a plate or block of iron or steel is attached to the body bolster and a corresponding plate, block, roller or ball bearing on the truck bolster. The first is called the body side bearing in distinction from the second which is called the truck side bearing. 170 SID CAR BUILDERS' DICTIONARY SID They are also distinguished as upper and lower side bearings. See Anti-Friction, Ball Bearing, Gravity, Rocker and Roller Side Bearings. Side Bearings, Spread of (M. C. B. Recommended Practice). In 1915 the following was adopted: "That the side bearing spacing, center to center of side bearings, be within the limits of 48 in. to 58 in., both inclusive, on the M. C. B. design of bolster." Side Brace. 16, Figs. 287, 288, 12 and 13 ; Fig. 364. Com- monly designated as simply Body Brace or Brace, except when the end braces are to be distinguished from them. Side Brace Rod. See Brace Rod. Side Casting. A Cheek or Draft Casting. Side Chute Plank. The planking of an inclined floor which discharges its load transversely to the car, either toward or from the middle of the car. Side Deck Lamp. A bracket lamp fastened above the windows and to the deck sill, or to the lower deck ceiling and the deck post. Side Door. 33, Figs. 287, 288; Designated thus to distin- guish from end doors on both freight and passenger equipment. See Door, and Box Car Door. Side Door Bottom Guide. 35, Figs. 287, 288; Fig. 482. An iron bracket attached to the side of freight cars with sliding doors to guide the door while it is being opened and shut and also to prevent its swinging away from the car at the bottom. Side Door Fixtures. See Door Fixtures, Box Car. Side Door Hanger. See Door Hanger. Side Door Protection Strip. Fig. 477. See Protection Strip. Side Door Stiffener. Fig. 477. See Stiffener. Side Door Top Track. See Door Track. Side Dump Car. Figs. 42-55, 60-69, 314-318, 324, 325, 329, 331-334. A car so constructed that its contents may be discharged to either side or both sides of the track through doors in the car sides, or drop doors in the floor, by means of an inclined floor and side doors, or by tipping the car body sidewise. See also Dump Car and Hopper Car. Side Eave. A term sometimes used to designate a steel plate running along the eaves or edge of the roof of a steel passenger equipment car. Side Fascia. 43, Figs. 287, 288; 11, Fig 364. See Fascia. Side Frame. The frame which forms the side of a car body or truck. It includes the posts, braces, plate, belt rail, etc., for the car body and the side member of a truck frame. See Truck Sides, Cast Steel, Specifications for; Truck Side Frame. Side Furring. See Furring. Side Lamp. A lamp attached to the side of a passenger car in distinction from a center lamp, which hangs from the roof. They are usually made with brackets, by which they can be conveniently fastened. Side Lamp Braces. Diagonal bars attached to a side lamp and to the side of a car to steady the lamp. Side Lamp Holder. A metal ring or bowl-shaped re- ceptacle usually attached to a bracket to hold a lamp. Side Nailing Strip. S3, Fig. 287, 288. A piece of wood bolted outside the side sills of steel underframe cars to which the ends of the floor planks and the bottom ends of the sheathing are nailed. See Nailing Strip. Side Piece (Platform Hood). A thin block cut to the curve of the hood. Side Plank Tie Rod. A vertical rod passing through the side sill and side planking of a wooden gondola car and tying them together. Side Plate. 25, Figs. 287, 288; 15, Fig. 364; 41, Fig. 404. More properly, simply plate. The longitudinal mem- ber connecting the tops of the side posts of the car body. So called as distinguished from the end plate. Side Plate Stiffening Angle (Steel Cars). An angle iron riveted to the side plate, and serving the same purpose as the stakes. Often called stake. Side Plate Tie Rod. A rod extending across the top of the car and tying the side plates together. Side Post. 20, Figs. 287, 288; Fig. 274; 13, Figs. 351, 352; 19, 20, Fig. 404; Fig. 475. Vertical member used in the side framing of freight and passenger cars. Side Post Strap Bolt. A strap bolt joining the post to the side sill. Side Rail. A longitudinal timber extending along the top of the side frame of a coal or ore car. It rests upon posts and braces and connects with end rails, which go across the end of the car. It corresponds to the plate of a box car, but does not carry any rafters or carlines, as does a plate. Side Seat. A longitudinal car seat, the back of which is against the side of a car. Side Sheet. 20, Fig. 291; 4, Fig. 314. A plate used in closing in the sides of a steel car. Side Sill. 1, Figs. 287, 288; 2, Fig. 314; 2, Fig. 335; 3, Fig. 340; 2, Fig. 351, 352; 4, Fig. 364; 5, Fig. 404. The outside longitudinal members of the underframe. In some designs of steel cars the side sills are done away with entirely and the entire side of the car is designed as a deep plate girder to carry most of the load to the bolster. Side Sill Flitch Plank. One of the planks which enclose the flitch plate and make up a composite or built-up side sill. Side Sill Step. See Side Sill Step and Safety Appliances. Side Slope. That part of the floor which slopes from the side of a hopper to the hopper door. See Hopper Slope Sheet. Side Stake. 21, Fig. 291. See Stake. Side Stake Pocket. See Stake Pocket. Side Stem. Figs. 547, 551; 54, Figs. 552-555. A bar attached to the side of a three-stem coupler to trans- mit part of the force to springs separate from the regular draft springs. See Three-Stem Equipment. Side Straps (Gondola Cars). The straps to which the end planks and sometimes also the side planks, are bolted. They are also called side plank tie straps. Side Strut for Hopper Floor (Hopper Cars). An in- clined strut or support for the hopper floor between the bolster and the end of the car, fastened to the corner of the end sill. Siding. A side track. See below and also Sheathing and Lumber Specifications. Siding, Flooring, Roofing and Lining (M. C. B. Stand- ard). Fig. 2904. In 1901 the following specifications were adopted as standard : Flooring. Flooring shall be of three kinds: Square-edged, dressed all over; ship-lapped, dressed all over; or 171 SIG CAR BUILDERS' DICTIONARY SIL tongued and grooved, dressed all over, in accordance with section shown on the drawing. In 1908 the dimensions of dressed flooring were in- creased % inch. In 1908 a drawing was added showing details of flooring 2y% inches thick for use on cars for rough freight. In 1909 drawing was revised to show flooring of 2Y%- inch finished section. In 1912 the drawing was revised to show the under shoulder on the tongue edge set back 1-32 inch. Siding, Roofing and Lining. Siding, roofing and lining shall be of the section shown on the drawing. In 1908 drawing was revised to show separate sec- tions for roofing and lining. In 1912 the drawing was revised to show the under shoulder on the tongue edge set back 1-32 inch. Signal. See Back-Up Air Signal, and Train Air Signal Apparatus. Signal Branch Pipe. A pipe leading from the train air signal pipe to the car discharge valve. Signal Cord. Fig. 2010. Where the train air signal system is used a separate signal cord is used in each car and is attached to the car discharge valve; a pull on the cord releases the air in the signal pipe and blows the signal in the cab. Signal Cord Bushing. Fig. 2004. A thimble lining a hole through a partition for a signal cord to pass through, in distinction from a signal cord guide, which is attached to the side or roof of the car or to the signal cord hanger and serves solely the purpose which its name implies. For passing the signal cord through inclined surfaces beveled bushings are used, which are frequently provided with one or more pulleys to avoid friction. Signal Cord Coupling. Fig. 2009. The hook attached to the end of a signal cord to enable it to be connected or disconnected at pleasure with another signal cord. Signal Cord End Hook. A common metal hook with a screw shank by which it is attached to the end of the car. The hook is used to fasten the end of a bell cord to the last car and thus hold it in its place and prevent it from being drawn out of its guides. Signal Cord Guide. Figs. 200S-2008. A metal eye or ring attached to the roof or ceiling of a car, or to the end of a Signal Cord Hanger, and by which a signal cord is carried or conducted. Signal Cord Hanger. Fig. 2003. A guide for the signal cord, hanging usually from the center of the clere story or upper deck. Signal Cord Pulley or Sheave. Figs. 200S, 2006. A wheel in a signal cord guide over which a signal cord runs. Signal Cord Sheave. A Signal Cord Pulley. Signal Cord Splice. A metal coupling with right and left hand screws for permanently splicing the ends of a broken cord. Signal Cord Strap. See Signal Cord Hanger. Signal Cord Thimble. See Signal Cord Bushing. Signal Hose. An air hose similar to, but of smaller diameter than, an air brake hose, and used between cars to connect the train air signal lines. Signal Lamp. See Tail Lamp. Signal Lamp Bracket. Figs. 2044, etc. A bracket at- tached to the car body to hold the signal lamp or marker. Signal Lamp Socket (M. C B. Standard). Fig. 2906. In 1903 a form of combination lamp holder and flag bracket was adopted as Recommended Practice. In 1911 the dimensions showing the slot and taper of the socket were advanced to standard and the bracket omitted. Signal Pipe (Train Air Signal Apparatus). A con- tinuous pipe running from car to car through the train, substantially a duplicate of the brake pipe, but working with a lower pressure of air. The signal pipe couplings are also similar to brake pipe hose couplings, but are arranged so that they will not couple with the latter. Signal Pipe Cut-out Cock (Train Air Signal Apparatus). A cock placed at each end of every car for closing the signal pipe when desired. Signal Pipe Strainer. Strainer used in signal pipe. Signal Reducing Valve. (Train Air Signal). Fig. 1429. Signal Reservoir (Train Air Signal Apparatus). See Whistle Reservoir. Signal Valve (Train Air Signal Apparatus). Figs. 1427, 1466. A valve attached to a branch from the signal pipe, which, on the opening of the car discharge valve in any car, and the consequent reduction of pressure in the signal pipe, permits the air to escape to blow the signal whistle. On motor cars this valve and whis- tle are placed in the cab at each end of the car. Signal Whistle (Train Air Signal Apparatus). Fig. 1432. See Whistle. Sill (Car Building). The main longitudinal timbers which are connected transversely by the end sills, body bolsters, and cross ties. Sills are divided into side sills, intermediate sills and center sills. For the splice for broken sills required by the regulations for the interchange of cars see Interchange of Traffic. See also End Sill, Platform End Sill, Side Sill, etc. The lower horizontal member of the frame sur- rounding a window or door. See Door Sill, Window Sill. See Lumber Specifications. Sill Knee Iron. An L-shaped or right-angled iron casting or forging bolted into the inside corner of a car frame to strengthen it. Sill and Plate Rod Washer. A large rectangular washer for the ends of the sill and plate tie rod. Sill and Plate Tie Rod. 19, Figs. 287, 288; 14, Fig. 364. A vertical iron rod which passes through the sill and plate of a car body frame and ties the two together. A Brace Straining Rod is a similar part for low passenger car trusses below the windows. Sill Splice. See Interchange of Traffic. Sill Splicing (M. C. B. Standard). Fig. 2879. Steel Center Sills.— At the convention of 1905 the following methods for splicing of center sills on steel cars and cars constructed with steel underframes were adopted as Recommended Practice. In 1911 these splices were advanced to Standard. The splice for center sills, except as otherwise herein stated, to be located not less than 7 inches from either side of the body bolster, consisting of butt joints. The butt joints to be reinforced by plates on both sides to be not less than twice the length of the protruding end, but not exceeding 24 inches, and not less than same thickness of web plate, with the one on the flange side of channel to include flanges, while the outside plate should only cover the web. The rivets to be spaced as shown on Figs. "A" and "B" of the drawing. Fig. "A" shows the method of splicing center sills 172 SIL CAR BUILDERS' DICTIONARY SLI in front of body bolster, and Fig. "B" shows methods of splicing center sills back of body bolster. Fig. "C" shows method of splicing in cases where cars are damaged to such extent that the center sills have to be cut off less than 8 inches from the front side of the body bolster; this method is not recommended for sills with protruding end less than 3 inches. The outside plate in this splice may be made of pressed steel or a casting. The rivets to be spaced as shown on sketch. Fig. "D" shows the method of splicing side sills; this splice may be located on either side of the body bolster. The rivets to be spaced as shown on sketch. In 1909 the illustrations were revised by the addi- tion of end sills to drawing. Advanced to Standard in 1911. In 1912 the text of standards was changed to show the limit of length of projection for splicing as 7 inches. Wooden Sills.— In 1909 the form of splice shown on the drawing for the splicing of center sills of freight cars was adopted. Five-eighths inch diameter for bolts and 11-16 inch for bolt holes were adopetd as Recom- mended Practice for assembling sill splices for freight cars. The butt or step splice, without side plank, was adopted for the splicing of all freight-car sills other than center sills. In 1911 all reference to draft sills was omitted on account of being construed in some quarters to mean draft timbers, and the illustrations advanced to Stand- ard. Sill Step (Freight Cars). IS, Figs. 287, 288; 24, Fig. 291. A U-shaped iron attached to the sill of a car as a step for trainmen. See Safety Appliances. Sill Strap Bolt. A strap bolt used to fasten the side and end sills together. When set into the sill it is called a joint bolt. Sill Tie Rod. A transverse iron tie rod in the floor of a car for holding the sills together. Sill Timber Key. A metal block let into a gained seat on the sills to relieve the sill bolts from shearing stresses. Sills, Uniformity for Section of (M. C. B. Standard). In 1899 the following finished sizes for sections of longitudinal car sills were adopted as standard of the Association : For cars such as box, stock, flat, long gondolas, refrigerators, etc., 32 feet and over in length, but under 40 feet: 4 "x8" 4 "x9" 4 "xlO" 4^"xl2" 5"xl4" 4^"x8" 4^"x9" 4^"xl0" 5 "xl2" 5 "x8" 5 "x9" 5 "xlO" For cars 40 feet long and over such as furniture and special long gondolas" 4^"x8" 4^"x9" 5"xl0" 6"xl2" 6"xl4" S "x8" S "x9" 6"xl0" 6 "x9" It is believed that the above recommendations afford a sufficient range of sizes to cover all requirements of design; they are good merchantable sizes, and if used as suggested car repairs will be greatly expedited, as there will be less delay in getting special sizes of lumber, and requisitions for regular sizes can be filled more promptly, as lumbermen can saw in advance of orders with a reasonable certainty of selling their stock. Single Plate Wheel. A wheel, in which the hub and rim are united by only a single plate, which is strength- ened usually by ribs, called brackets, or sometimes by corrugations. See Wheel. Single Track Snow Plow. Fig. 215. A snow plow for use on single track railroads and so constructed that it throws the snow to both sides of the track. Sink (Dining Car). A shallow metallic box to receive and carry off dirty water. See Fig. 1728 for sink plug. Six-Wheel Truck. Figs. 981-983, 1008-1020. See Truck. Skid Shoe. Fig. 278S. An iron shoe used to slide broken car wheels to a side track in order to avoid blocking the road. Slack Adjuster. Figs. 1346, 1347, 1S08-1S13, etc. A de- vice for automatically taking up the slack in the foundation brake gear when normal piston travel is exceeded. Slat. A narrow strip of board or metal. Slat Seat. A seat composed of narrow strips of wood. Sleeping Car. Figs. 170, 171, 174-178, 236, 244, 404-407, 409-411, 413. A car provided with fixed seats, ar- ranged to face each other, which can be used for day travel and at night can be made up into berths. A pair of seats, which makes a lower berth, and its corresponding upper berth, together make up a sec- tion. The mattress and bedding are carried in a pocket under the deck, the bottom of the pocket being hinged to lower and form the upper berth, while the seat cushions and backs are arranged on the seat frame to form the lower berth. See Figs. 1458, 1459. Most of the sleeping cars in the United States are owned and operated by the Pullman Company and hence are often referred to simply as Pullman cars The Pullman sleeping cars are commonly referred to either as standard or tourist cars. Emigrant Sleeping Cars, Colonist Cars and Tour- ist Sleeping Cars resemble standard sleeping cars, but are without such expensive upholstery. Compartment sleeping cars are divided into compartments, gener- ally with one upper and one lower berth in each. A corridor runs along the side of the car. See also Car. Sleeping Car Seat. Figs. 1600, 1601. Sleeping Car Section. Figs. 1600, 1601. The space in a sleeping car occupied by two double seats in day- time and by two berths (a lower berth and its cor- responding upper berth) at night. Slewing Gear (Pile Driver). The means for causing the swinging platform to revolve. Slewing Rings (of a Derrick). Rings attached to the upper end of the boom for attaching a rope by which to move or steady it when loaded. Slide Valve (Triple Valve). 3, Fig. 1360. A plain side valve, controlled in its motion by the piston, by means of which the air is admitted to, and exhausted from, the brake cylinder, applying and releasing the brake. Slide Valve Feed Valve. See Feed Valve. Slide Valve Spring (Triple Valve). 6, Fig. 1360. Slideover Seat. Figs. 1675, etc. Sliding Chair. Figs. 1298, 1336. A casting attached to a brake beam which slides on an inclined member in such a way as to secure a proper adjustment of the brake shoe as it wears. Sliding Door. A door which opens by sliding sideways instead of swinging on hinges. Such doors are al- most universally used on freight cars; also on bag- 173 SLI CAR BUILDERS' DICTIONARY SPE gage, express and postal cars, subway trains and tunnel cars. They are hung by hooks called the door hangers, which slide on a top door track. See also Car Door Hanger. Sliding Door Bracket. A Door Bracket. Sliding Door Curtain. Fig. 587. A curtain which auto- matically rolls up when a sliding door is opened. Used to darken the motorman's cab on electric cars. Sliding Door Friction Roller. A small wheel attached to the top or bottom of a sliding door to make it run easily. It may or may not carry the weight of the door. Slip Case (Postal Car). Fig. 1864. A small pigeon hole case for use on a postal car. Sloped Floor Sheet. See Hopper Slope Sheet. Smoke Bell. A cover or screen of glass, porcelain or metal, shaped somewhat like a bell, and placed over a lamp to protect the ceiling of a car or room. Large smoke bells are often called canopies. Smoke Bell Bracket. A separate carrier for a smoke bell. Smoke Bell Stem. A tube attached to the upper part of a smoke bell and serving to carry away the gases so as to bring the smoke bell lower and nearer to the lamp. Smoke Flue. A smoke pipe. Smoke Jack. 20, Fig. 364. A term commonly applied to the outside portion of a smoke flue when used on caboose and work cars. Smoke Pipe (Heaters). The pipe by which the smoke is conducted to the outside of the car, usually called stove pipe, but the stove pipe of heaters is called a smoke pipe or smoke flue, to distinguish it from the air pipes. Smoke Pipe Cap. A covering on top of the smoke pipe to exclude rain and wind. Also called jack. Smoke Pipe Casing (Heaters). An outside pipe which incloses a smoke pipe, leaving a space between the two through which air is admitted from the top and is thus warmed. Smoke Screen (Baker Heaters). A conical-shaped box, the front of which is the feed door and the bot- tom of which is the hole through which the coal enters the fire pot, and which is covered by the safety plate. Smoke Top (Baker Heaters). The upper part of the heater, made of Russia iron, in a conical form. Smoking Car. A passenger car reserved for smokers Combination cars frequently have a smoking com- partment. See Car. Smoking Room (Sleeping Cars). A compartment now almost universal in modern sleeping cars and parlor cars. Snatch Block. Properly a single block which has an opening (notch) in one cheek to receive the rope. The snatch block is usually provided with a swivel hook. The term is also popularly applied to any form of single block provided with a hook, although more properly it applies to only one with an opening at the side for readily inserting or removing the rope. Snow Flanger. Fig 212. See Flanger. Snow Plow. Figs. 215-218. A car so constructed that it will remove snow from railroad tracks. Snow plows are generally of either the wedge or rotary types. What is frequently called a wedge plow has a wedge- shaped front end, and is pushed through the snow by a locomotive. A wing-elevator snow plow has large wings which may be swung out by means of com- pressed air. Such a plow clears a wider space than one without the wing-elevator, and the sloped surfaces on the wings throw the snow well clear of the track. Snow plows are usually equipped with Flangers. See Double Track Snow Plow, Single Track Snow Plow. A rotary snow plow has at the front end a wheel, set at right angles to the track, and furnished with blades. This wheel is driven through a horizontal shaft by a steam engine located on the car and when the whole machine is pushed forward by a locomo- tive the blades cut the snow from before the plow and discharge it through a chute to one side of the track. Snow Scraper. A Flanger. Soap. See Liquid Soap Fixture. Soap Dish. Figs. 1736, 1738. Soap Holder. A soap dish attached to a partition like a bracket. See Soap Dish and Liquid Soap Fixture. Socket, Signal Lamp. See Signal Lamp Socket. Socket Washer. A large washer with a cavity to re- ceive the head or nut of a bolt or rod so that it will not project beyond the surface of the wood to which it is attached. Also called cup washer. Sofa (Sleeping Cars). A longitudinal seat which makes up as a berth by pulling out sidewise so as to drop the back. Now used only in staterooms. Sofa Arm Rest Bolt. Figs. 1635, 1636. Sofa Arm Rest Fixtures. Fig. 1638, etc. Sofa Back Leg Socket. Fig. 1643. Sofa Back Pivot Hinge and Bushing. Fig. 1640. Sofa Bolt (Sleeping Cars). Fig. 1637. A sliding bolt used for holding a sofa in its place. It is operated from the front by a sofa pull working through a sofa crank. Sofas standing against the side of the cars are now little used. Sofa Caster. Fig. 1633. See Caster. Sofa Hinge. A hinge by which the seat and back of a sofa are fastened together so that they can be changed from a sofa to a bed. Sofa Rail End and Socket. Fig. 1642. Solenoid. A coil of insulated copper wire wound on a spool which, when the electric current flows through it, may draw or attract an iron rod, core or plunger into its interior. A modified form of electro mag- net. Used as a means for operating regulators, switches and other electrical apparatus. Solid Bottom Gondola Car. Figs. 57, etc. A gondola car without openings in the floor or bottom for dis- charging the load. See also Car. Spanner. A wrench for uncoupling hose, etc., formed like the arc of a circle, with notches or lugs for en- gaging in dogs or grooves on a spanner nut. An ordinary wrench is termed a spanner in Great Britain. Spark Strip. A filling strip placed between a box car side door and the car to prevent the entrance of sparks or cinders. Specification for Cast Steel Truck Sides. See Truck Sides, Cast Steel, Specifications for. Specifications for Tank Cars. See Tank Cars, Specifi- cations for. Specifications for Wheels. See Wheels, Specifications for. Speed Recorder Figs. 2079, etc. A device, usually driven from an anxle, which records the speed of 174 SPI CAR BUILDERS' DICTIONARY SPR a train. Its use is confined practically to official cars, dynamometer cars and locomotives. Spiral Elliptic Sea Spring. A spring made of a thin band of steel wound in a spiral coil, the transverse section of which is elliptic. Spiral Seat Spring. The common form of Seat Spring. Spiral Spring. See Helical Spring. Spiral Spring Cap. A casting or plate which forms a bearing for the top of a spiral spring, and which also holds it in its place. A similar seat is used at the other end. Spittoon. See Cuspidor. Splice Plate. Fig. 480. A plate used to fasten the ends of two members of a frame together, so that they make a continuous member. Splicing Sills. See Sill Splicing. Split Key. A form of pin which is self-fastening, con- sisting essentially of two parallel strips or bars of metal, which, when united, constitute one pin, but the ends of which may be forced apart to prevent the pin being withdrawn. Spoke. "One of the radial arms which connect the hub with the rim of a wheel." — Knight. Spoke Wheel. A wheel, the rim or tire of which is connected with the hub by spokes instead of one or more plates. See Wheel. Spool (of Hoisting Gear). The drums on which the hoisting rope or chain is wound. Spreader. See Ballast Plow. Spring. Figs. 718, 1169, 1170, 1172, etc. Elliptic springs, Figs. 1172, etc. An elastic body to resist concussion. Springs are also used to produce motion in a reverse direction to that caused by some other applied force, as a brake spring and the spring of a door latch. The leading forms of springs are Elliptic Springs and Spiral or Helical Springs. Spiral springs are designated according to the number combined one within the other, as double coil, triple coil, etc., or if the springs are placed side by side, as two group, four group, six group, etc.; elliptic springs, according to the number united to work together as one spring, are designated as double or duplicate, triple or tripli- cate, quadruple, quintuple and sextuple. The main springs about a car are nearly all spiral springs, ex- cept that elliptic springs are almost exclusively used for the bolster springs of passenger cars. The principal springs of a car supporting its weight are the bolster springs, also called bearing springs or body springs. Equalizing bar or equalizer springs are used in addition on passenger cars, as also some- times journal springs. Side journal springs are used on street cars, and are sometimes key-shaped or spool- shaped. See also Draft Springs. See Spring Dampener. Spring Band (Elliptic Springs). A wrought iron strap which embraces the plates at the center. Spring Bed Sections. Fig. 1644. Spring Block. See Equalizer Spring Block. Spring Buffer. See Buffer. Spring Cap. X, Fig. 965, 72 and 75, Figs. 989, 1010. A cup-shaped piece of cast or wrought iron for holding the top of a spring and against which the latter bears. They are further distinguished by the name of the spring, as bolster spring cap, etc. The spring seat comes below the spring, but both these parts are very commonly called spring plates, especially in large group springs. Spring Caps for Freight Car Trucks. See Springs and Spring Caps for Freight Car Trucks. Spring Controller. A telescopic band which guides or keeps coil springs in proper position. Spring Dampener. Figs. 1178, 1181. A device to in- crease the capacity of a spring by bringing into play a certain amount of friction which helps to absorb the load or shock, the friction increasing at a greater rate than the load as the latter increases. Some spring dampeners are intended to retard the sharp vibration of a coil spring and make its motion more like that of an elliptic spring. See also Friction Draft Spring. Spring Door Latch. A latch, the bolt of which is thrown into contact with a catch by a spring, and is disengaged by a knob or handle. Such latches are not arranged so as to be fastened with a key. See Latch. Spring Door Lock. A lock ususally called a night latch. Spring Edge (Car Upholstery). A term applied to a method of upholstery which protects the frame work entirely by springs, so that it is not felt by the occu- pant of the seat. Spring Hanger. See Swing Hanger. Spring Hinge. A hinge fitted with a spring to make the door self closing. A double acting spring hinge (Fig. 1830) is one which will permit the door to open either way and also to make it self-closing. Spring Plank. G, Fig. 965. 43, Figs. 991, 1010; Fig. 1135, 1141. A transverse member underneath a truck bolster and on whicl} the bolster springs rest. Also called sand plank. A Spring Plank Safety Hanger passes under the spring plank. A swing spring plank is used in passenger and other Swing Motion Trucks. In rigid bolster trucjcs the spring plank is bolted to the lower arch bar of the truck frame. Spring Plank Bearing. 44, Figs. 991, 1010. A casting on which a spring plank rests. Spring Plank Bolt. A horizontal bolt connecting the spring plank and truck columns. Rivets are also used. Spring Plank Safety Hanger (Passenger Equipment Trucks). 45, Figs. 991, 1010. A U-shaped strap of iron attached to the transoms, and passing under the spring pjank, so as to hold it up in case the swing hangers pr their attachments should break. Spring Plate. A spring seat or cap. Spring Pocket or Strap Drawbar A drawbar with a rectangular strap or "pocket" at the back end, in which the draft spring is placed. Spring Seat. 73 and 74, Figs. 989, 991, 1010. A cup- shaped piece of cast or wrought iron, on which the bottom of a spring rests. See Spring Plate. They are further distinguished by the name of the spring for which they serve, as bolster spring seat, equalizer spring seat, etc. Springs and Spring Caps for Freight-Car Trucks (M. C. B. Standard). Figs. 2901, etc. In 1898 detail designs of spring coils and caps suitable therefore were adopted as Recommended Practice. In 1901 a committee presented revised drawings with full details and specifications. They were submitted to letter ballot and adopted as Recommended Practice. In 1901 designs with full details and specifications for springs for 100,000-pound capacity cars were pre- sented, and as a result of letter ballot were adopted as Recommended Practice. In 1912 the form of spring caps was changed. In 1914 by letter ballot design of springs for cars of 140,000 lbs. capacity were adopted. 175 SPR CAR BUILDERS' DICTIONARY STA In 1915 these items were advanced to standard. Springs, Helical, Specifications for. (M. C. B. Recom- mended Practice.) In 1914 by letter ballot specifications for helical springs for passenger and freight equipment cars were adopted, as follows : 1. Process. — The steel shall be made by the open- hearth, electric or crucible process. 2. Chemical Composition. — The steel shall conform to the following requirements as to chemical compo- sition : Bars 1 in. and under Over 1 in. Carbon 0.90— 1. 10 per cent. 0.95— 1 . 15 per cent. Manganese, not over. . 0.50 " 0.50 " Phosphorus, not over.. 0.05 " 0.05 " Sulphur, not over 0.05 " 0.05 " 3. Ladle Analysis.— An analysis shall be made by the manufacturer from a test ingot taken during the pouring of each melt, to determine the percentage of carbon, manganese, phosphorus, sulphur and silicon. Drillings for analysis shall be taken not less than J4 in. beneath the surface of the test ingot. A copy of this analysis shall be given the purchaser or his repre- sentative. This analysis shall conform to the require- ments specified in Section 2. 4. Check Analysis. — A check analysis shall be made by the purchaser or his representative from the finished material representing each lot as specified in Section S, and shall meet the requirements specified in Section 2. 5. Number of Chemical Tests. — One sample from each 500 springs or less shall be taken. If the springs are small, the entire spring shall be taken; if large, a section weighing y 2 lb. shall be cut from any part of the spring. The sample shall be stamped as soon as chosen with the inspector's stamp. If the sample for chemical analysis is cut off hot, it shall be cooled in such a way as not to harden it. 6. Tests. — (a) Free Height. — Place each spring on a flat plate, and measure the distance between the plate and the other end of the spring. This measure- ment is the free height. (&) Solid Height. — Place the measured springs, either singly or in lots, in the testing machine and apply a load at least 25 per cent greater than the capacity of the springs, then measure the distance between the two plates of the machine. This is the solid height. (c) Set. — Remove the load and again measure the free height at the same point in the circumference at which the first free height was taken. If now the second free height is less than the first by more than 1/32 in., the spring or springs will be regarded as having taken permanent set and will be excluded from further consideration. (d) Working Height. — Apply the specified working load and measure the height. 7. Number of Tests. — Unless otherwise specified, 10 per cent of all springs will be subjected to the above tests. 8. Compression Tests. — All springs shall be com- pressed solid at least six times before submitting them for inspection and tests. 9. Preparation for Tests. — Unless otherwise speci- fied, all springs shall be tested after being assembled. 10. Dimensions. — All springs shall not vary more than % in. from specified height or 1/16 in. from specified diameter. 11. Weight. — Ten per cent of the springs shall be weighed, and if any springs are found that weigh less than the specified minimum, the whole lot shall be weighed and all springs that weigh less than the minimum shall be excluded. 12. Finish. — The bars shall be free from injurious defects and shall be rolled within 0.01 in. of the specified diameter. 13. Marking. — The springs shall be marked as speci- fied by the purchaser. 14. Inspection. — (a) The inspector representing the purchaser shall have free entry at all times, while work on the contract of the purchaser is being per- formed, to all parts of the manufacturer's works which concern the manufacture of the material or- dered. The manufacturer shall afford the inspector, free of cost, all reasonable facilities to satisfy him that the material is being furnished in accordance with these specifications. (fc) The purchaser may make the tests to govern the acceptance or rejection of the material in his own laboratory or elsewhere. Such tests, however, shall be made at the expense of the purchaser. (c) All tests and inspection shall be so conducted as not to interfere unnecessarily with the operation of the works. i 15. Rejection. — Material which, subsequently to above^ tests at the mills or elsewhere, and its ac- ceptance, develops imperfections or does not come within the permissible variations given in Sections 10 and 11, will be rejected and shall be replaced by ■ the manufacturer at his own expense. 16. Rehearing. — Samples tested in accordance with this specification, which represent rejected material, shall be preserved for 14 days from date of test re- port. In case of dissatisfaction with results of tests, the manufacturer may make claim for a rehearing within that time. Sprocket. A toothed wheel. Spud. Fig. 1739. A bushing or coupling by which the hole of a sink or water cooler drip is connected with the drain or drain pipe. Spur Wheel. A toothed wheel. Square Door Bolt. Fig. 1660. A door bolt made of a square and straight bar of metal. When the bolt has an offset it is termed a square neck door bolt. Stake. 21, Fig. 291; 7, Fig. 314. A piece of timber in- serted in a pocket on the sides and ends of flat cars to hold the load in place. The sides of wooden gon- dola cars are sometimes held in a similar manner. The side stiffening pieces on steel hopper and gondola cars are frequently called stakes. Stake Pocket (Gondola and Flat Cars). 10, Fig. 335; Figs. 958, 959. A metal receptacle or collar, attached to the side and end sills to receive the end of a stake which supports the side or confines the load. Also used near the top of gondola cars to receive the stakes used in applying a coke rack or other appliance for increasing the depth of the car. Stake Pocket Strap or U-Bolt. A U-shaped bolt which sometimes serves as a substitute for the ordinary form of stake pocket, when the stakes are intended as per- manent attachments. Stake Pockets, Permanent (M. C. B. Recommended Practice). In 1905, as a result of letter ballot, the following Recommended Practice was adopted re- garding Permanent Stake Pockets : 1. That the method of securing permanent stake pockets to cars of wooden construction be by U bolts. 2. That the method of securing permanent stake pockets to cars of steel construction be by rivets or U bolts. 176 STA CAR BUILDERS' DICTIONARY STE 3. That malleable iron be used in the manufacture of permanent stake pockets. 4. That stakes should be located to suit the con- struction of the car or the requirements of the serv- ice, but should not be placed farther apart than 4 feet from center to center. Stake Pockets, Temporary (M. C. B. Recommended Practice). In 1905, as a result of the letter ballot, the following dimensions were adopted as Recommended Practice for Temporary Stake Pockets : For flat cars and gondola cars with sides less than 30 inches high, 4 inches wide by 5 inches deep. For gondola cars with sides 30 inches and over, 4 inches wide by 4 inches deep. Stake Pockets, Temporary, Longitudinal Spacing of (M. C. B. Recommended Practice). Fig. 2908. In 1906 a plan for longitudinal spacing of temporary stake pockets for gondola cars was adopted as Recom- mended Practice. Stanchion. A prop or support. A metal post or hanger with an eye in one end, which holds a rod or other object, as a hand rail or curtain rod. The opposite end is usually fastened by a nut, or with a flange or lugs, which form a part of the stan- chion. Movable stanchions are required in postal cars. See Fig. 1864. Standard Gage. The most common distance between the rails of railroads, which is throughout the world 4 ft. 8J4 in. See Gage. This gage originated from the use of an even 5 ft. gage, with outside flanges. As inside flanges came to be preferred, and had to run on the same rails (then with much narrower heads than now), the present standard was of necessity used. Staple. A U-shaped piece of metal which is pointed at the ends, to be driven into wood to hold a hasp, hook, pin, etc. The term is also applied to the keeper, which is screwed or bolted to the door frame, and which holds the door hasp. Starting Valve. A valve on the locomotive to admit steam to the train line for heating purposes. Stateroom. A compartment in sleeping and private cars sometimes Containing a stationary bed and in other designs the usual berths. Stateroom Sleeping Car. A sleeping car having one or more separate compartments or state-rooms in ad- dition to the standard sections or berths in the main part of the car. A drawing-room sleeping car has one or more separate compartments which are larger than a stateroom. Stay. A beam, bar, rod, etc., by which two or more objects are connected to prevent lateral deviations of one or both of them. Stay Rod. A rod which acts as a stay. Steam and Air Equipment for Passenger Equipment Cars (M. C. B. Standard). In 1912 the following items were transferred to standard : Two-inch train line. End valves with not less than 1^-inch openings. Steam and Air Connections for Passenger Equipment Cars (M. C. B. Recommended Practice). Figs. 2913, 2936. In 1903 the following specifications for steam and air line connections were adopted as Recom- mended Practice. Steam hose, 1^-inch inside diameter and of such length as to provide 31 inches from face of coupling gasket to end of hose nipple; 1^-inch steam hose couplings of dimensions to agree with those shown, with gaskets having lj^-inch diameter opening, gas- kets to be so constructed that the normal diameter of opening will always be maintained; couplings not provided with gravity traps ; inlet valves to have re- duced openings which should be as small as possible and maintain the volume of steam required by the radiating pipes for the severest weather conditions. That the steam heat, air-brake and air-signal connec- tions be located as shown on the drawing. That the air-brake and air-signal hose should be 1 inch in diameter and 22 inches long. In 1911 the above dimensions were changed to read: Air-brake hose must be \y% inches inside diameter and 22 inches long, and the air-signal hose must be 1 inch inside diameter and 22 inches long. In 1911 the angle cock was changed to show 30 degrees from the vertical. In 1911 the steam and air connections were erro- neously shown as standard. In 1912 they were changed to Recommended Practice. Steam Car. A term used to designate ordinary railroad cars when it is desired to distinguish them from elec- tric cars. A self-propelled car using steam as its motive power. Steam Coupler. See Steam Hose Coupler. Steam Crane. Figs. 203, etc. A crane operated by steam engines. Also frequently provided with gears for propelling itself by means of the same engines that operate the hoisting apparatus. Steam Drum (Car Heating Apparatus). Figs. 2189, etc. A part of the indirect steam heating system, being the covered coil or nest of tubes in which the circulat- ing water is heated by the steam surrounding the pipes. Also called jacket. Steam Cage (Steam Heating). A dial or gage for re- cording the pressure of steam in the steam pipes on a car or locomotive. Steam Hose. Figs. 2075. See Steam Hose Coupler. Steam Hose Clamp Lock. Fig. 2195. Used on the coupler connecting the steam hose between the cars. Steam Hose Coupler. Figs. 2132, 2194, etc. Couplers for connecting steam hose between passenger train cars. See Fig. 2005 for a clamp lock for steam coup- lers. Steam Hose Couplings. (M. C. B. Recommended Prac- tice.) Figs. 2913 and 2936. In 1913 the following specifications for steam hose couplings were adopted as Recommended Practice : 1. Coupling contour to be such that coupling will interchange with the coupler as shown on Fig. 3 on the drawing. 2. Coupler must have a locking attachment which will securely lock the two couplers together without depending on the hose in any way. 3. The angle of the nipple to a line perpendicular to the coupling face of the coupling should not be less than 20 degrees. 4. The coupler should be of the two-piece type, hav- ing the nipple separate and screwed into the coupler head with 1 ^2-inch pipe thread. The nipple shall be of the type having a shoulder to engage clamp-nipple shown on Fig. 4. 5. The clamp shall be of the two-piece type, as shown on Fig. 5. 6. The minimum diameter of hose through gasket to be 1 7/16 inches. 7. Gaskets shall be flat face, securely held in place 177 STE CAR BUILDERS' DICTIONARY STE in coupler head, but so designed that they can be re- moved and replaced without removing hose or coupler head from car. Iu 1913 it was adopted as Recommended Practice that no pipe having an internal diameter less than that of 1-inch standard weight be used on passenger cars, and that on all new equipment lj^-inch extra-heavy pipe be used. In 1913 the position of bolting lugs on hose clamps at nipple and coupling ends, as shown on the drawing, was adopted as Recommended Practice. Steam Hose, Specifications for. (M. C. B. Recommended Practice.) In 1913 the following specifications for steam hose for passenger equipment cars were adopted as Rec- ommended Practice : Steam-heat hose must be composed of a tube of rubber, wrapped with five-ply cotton fabric and the whole covered with rubber. The railway company's inspector will select for test one piece at random from each lot of 201 pieces. When this hose is received at the test laboratory, a section 2J4 inches long will be cut from one end in order to determine the friction, tensile strength and elonga- tion. The remaining portion will then be subjected to steam heat in the digester. After this section has been heated another section ly* inches long will be cut from it and used to ascertain the friction, tensile strength and elongation, in order to show the change in these characteristics due to the action of heat. Friction Test Before Steaming. — A section 1 inclj long will be cut from the hose and supported in sucb a manner that it will turn freely on its axis. A twentv- pound weight will be suspended from the separated end of the fabric. The latter must unwind uniformly, if at all, and not faster than 6 inches in ten minutes. 1* — Hr c ■" ■ — -v K \M — ^ — »— TEST SPECIMEN. Tensile Test After Steaming. — A strip cut from the tube with a die or other suitable means to the dimen- sions shown in the above illustration will be marked at points 2 inches apart, and the width and thickness will be accurately measured. It will then be slowly stretched in a suitable tensile-testing machine until it breaks. The ultimate tensile strength must not be less than 600 pounds per square inch, and the elongation of the 2-inch section at the time of fracture must not be less than 6 inches. Friction Test After Steaming. — A section 1 inch long will be supported in such a manner that it will turn freely on its axis. A fifteen-pound weight will be sus- pended from the separated end of the fabric. The lat- ter must unwind uniformly, if at all, and not faster than 6 inches in ten minutes. Tensile Test Before Steaming. — A strip cut from the tube with a die or other suitable means to the dimen- sions shown in the illustration will be marked at points 2 inches apart, and the width and thickness will be ac- curately measured. It will then be slowly stretched in a suitable tensile-testing machine until it breaks. The ultimate tensile strength must not be less than 450 pounds per square inch and the elongation of the 2- inch section at the time of the fracture must not be more than 8 inches or less than 4 inches. Digester Test. — The digester shall consist of a cylin- der containing dry saturated steam at a pressure of 45 lb. per sq. in. The hose shall be put into this di- gester and will remain there for 48 hours contin- uously. An examination of this section, after being submitted to the heat of the steam, should not dis- close any blistering of the inner tube or any loosen- ing of the tube from the fabric. Examination and test after heating, prescribed in the specifications, will be made as soon as possible after the specimen has cooled for (24) hours. The tests will be made at a tempera- ture of not less than 60 degrees Fahrenheit. SIZE AND DIMENSIONS. Maximum Inches Length 24^4 Ini^er diameter .... Ou^er diameter .... Thickness of tube .... Thickness of cover .... Minimum Inches 2354 1/16 Tyfee. — The tube should be composed of at least two calendars of rubber. It must be free from holes, bits of wopd, bark, sand and other foreign matter, and from ether imperfections. It must be so firmly joined to the fabric that it can not be pulled off without tear- ing it. Fabric. — The fabric must be of duck, with the warp containing not less than 27 strands, 3 threads per strand, and the filler 18 strands and 4 threads per strand. It must be frictioned on both sides and have, in addition, a distinct layer of rubber on one side, readily yisible between the plys when the finished hose is cut open. Cover.. — The material of the cover should be a rub- ber compound which has good weather-resisting quali- ties, as fjrmly attached to the fabric as is the tube, and to be, equally free from defects. The end of the hose should be cut off true to length, but shall not be capped. Serial Number. — Each lot of 200 hose or less must bear the manufacturer's serial number, beginning with one on the first of each year and continuing consec- utively until the end of the year. Serial numbers of hose which are rejected must not be used again. With each lot of 200 hose or less, one extra piece of hose must be furnished free of cost. Label. — Each piece of hose must have securely vul- canized to it a label of white or red rubber, as shown herewith : A.B.C. ROAD NAME OF MANUFACTURER II 6 SERIAL NUMBER I Rejection. — If the sample fails to pass the above tests, the lot represented by it will be rejected and the same serial number must not be applied to any other steam hose during the same calendar year. 178 STE CAR BUILDERS' DICTIONARY STE Inspection— H the sample passes all the tests, all pieces represented by it will be accepted if free from injurious mechanical defects. Rejected hose will be returned at the expense of the manufacturer. Steam Motor Car. See Motor Car. Steam Pipe. The pipe under passenger cars corre- sponding to the brake pipe and connected with hose and couplings for conveying steam from the locomo- tive to heat the cars in the train. Steam Shovel. Figs. 206, 207. A shovel operated by steam hoisting engines mounted on a car. The shovel or dipper holds from 1 to 6 cu. yds. of dirt and is mounted on the end of a heavy beam, which is carried by the boom. The dipper is operated and controlled by engines in such a manner as to permit of its being filled with earth or rock, lifted and swung over an adjacent car and there dumped. Used in construction work. See Car. Steam Trap (Car Heating). Figs. 2133, etc. A device for catching and liberating the water of condensation in any steam pipe line. For vertical steam trap see Figs. 1968, 2031, 2088. For T-trap see Fig. 1973. For half moon steam line trap, see Fig. 2103. Steel, Specifications for Miscellaneous Castings for Passenger and Freight Equipment Cars (Recom- mended for M. C. B. Practice). In 1915 the following specifications were adopted : 1. Process. — The steel may be made by the open- hearth, crucible or any other process approved by the purchaser. 2. Heat Treatment. — Castings shall be allowed to become cold, they shall then be uniformly reheated to the proper temperature to refine the grain (a group thus reheated being known as an annealing charge), and allowed to cool uniformly and slowly. If, in the opinion of the purchaser or his representative, a cast- ing is not properly annealed, he may at his option Tequire the casting to be reannealed. II. CHEMICAL PROPERTIES AND TESTS. 3. Chemical Composition. — The steel shall conform to the following requirements as to chemical composi- tion: Carbon Optional per cent. Manganese Optional Phosphorus, not over 0.05 I Sulphur, " " 0.05 4. Ladle Analysis. — An analysis shall be made by the manufacturer from a test ingot taken during the pouring of each melt, to determine the carbon, man- ganese, phosphorus and sulphur. Drillings for analysis shall be taken not less than J4 in. beneath the sur- face of the test ingot. A copy of this analysis shall te given the purchaser or his representative. This analysis shall conform to the requirements specified in Section 3. 5. Check Analysis.— (a) A check analysis shall le made from the finished material representing each -melt, if so desired by the purchaser or his representa- tive, and shall meet the requirements specified in Sec- tion 3. (6) The purchaser shall have the privilege of taking drillings for analysis from a casting, so long as it does not destroy or weaken the casting. III. PHYSICAL PROPERTIES AND TESTS. 6. Tension Tests.— The steel shall conform to the following minimum requirements as to tensile prop- erties : Tensile strength, lb. per sq. in 60,000 *Elongation in 2 in., per cent..l 400000/ (tensile strength) Reduction of area, per cent, 30. *Not under 22 per cent. 7. Alternative Tests to Destruction. — In the case of small or unimportant castings, a test to destruc- tion on three castings from a lot may be substituted for the tension tests. This test shall show the ma- terial to be ductile, free from injurious defects, and suitable for the purpose intended. A lot shall consist of all castings from the same melt, annealed in the same furnace charge. 8. Test Specimens. — (a) Sufficient tests bars, from which the test specimens required in Section 9 may be selected, shall be attached to castings weighing 500 lb. or over, when the design of the casting will permit. If the castings weigh less than 500 lb., or are of such a design that test bars can not be attached, two test bars shall be cast to represent each melt; or the qual- ity of the casting shall be determined by tests to de- struction as specified in Section 7. All test bars shall be annealed with the castings they represent. (6) The manufacturer and the purchaser shall agree whether test bars can be attached to castings, on the location of the bars on the castings, on the cast- ings to which the bars are to be attached, and on the method of casting unattached bars. (c) If the purchaser or his representative so de- sires, a test specimen may be cut from the finished casting; such casting so destroyed shall be paid for by the purchaser. (<£) Tension test specimens shall be of the form and dimensions shown on Fig. 1, Annealing coupons shall be located at points agreed upon by the manufac- turer and the purchaser. FIG. 1. — TEST SPECIMEN. 9. Number of Tests. — One tension test shall be made from each melt. IV. VARIATION IN WEIGHT. 10. Weight— All castings shall come within the maximum and minimum weight, where shown on the prints, and when castings weighing more than the al- lowable maximum weight are presented, such castings shall be accepted at the maximum weight, provided they meet all other tests; the excess weight shall be at the expense of the manufacturer. V. WORKMANSHIP AND FINISH. 11. Workmanship. — The castings shall substantially conform to the sizes and shapes shown on the draw- ings, and shall be made in a workmanlike manner. 12. Patterns. — When patterns are furnished by the purchaser, the manufacturer shall make sure that the allowance for shrinkage in these patterns agrees with his own practices, and castings shall be rejected which do not conform closely to dimensions on prints, or if 179 STE CAR BUILDERS' DICTIONARY STE distorted by improperly matched flasks, undue rappings or any other defect caused by molding. Special atten- tion should be given to properly rounding all fillets and corners shown on drawings. Where surfaces are machined, the castings shall have the proper allowance for finish. Under no circumstance shall manufacturer change purchaser's patterns, without written permis- sion from the purchaser. 13. Finish. — (a) The castings shall be free from all injurious defects. Castings shall not be painted be- fore inspection. Castings rusted to any extent, or covered with any material to hide defects, shall be rej ected. (6) Any casting found with blow holes, cracks, low spots or thin sections filled with cement, "Smooth- on," or like material will be rejected, and shall not be further considered. Oxy-acetylene, electric, or similar welding will not be permitted, unless authorized by the inspector, and then only when the defects are cleaned to solid metal and only at locations where the defects will not in any way be detrimental to the strength of the casting; this welding allowed only in order to improve the appearance of the casting. 14. Marking. — The manufacturer's name or iden- tification mark shall be cast and the melt number stamped on each casting, this at such location as shall be agreed upon by the manufacturer and the pur- chaser. 15. Inspection. — (a) The inspector representing the purchaser shall have free entry at all times, while work on the contract of the purchaser is being per- formed, to all parts of the manufacturer's works which shall concern the manufacture of the material ordered. The manufacturer shall afford the inspector, free of cost, all reasonable facilities to satisfy him that the material is being furnished in accordance with these specifications. (6) The purchaser may make the tests and inspec- tion to govern the acceptance or rejection of the ma- terial in his own laboratory or elsewhere. Such tests and inspection shall be made at the expense of the purchaser. (c) All tests and inspection shall be so conducted as not to interfere unnecessarily with the operation of the works. 16. Rejection. — Material which, subsequently to above tests at the mills or elsewhere and its accept- ance, develops weak spots, shrinkage cracks or imper- fections, or is found to have finishing defects or fails to pass any of the tests herein required, will be re- jected and shall be replaced by the manufacturer at his own expense. 17. Rehearing. — Samples tested in accordance with this specification, which represent rejected material, shall be preserved for 14 days from date of test re- port. In case of dissatisfaction with results of tests, the manufacturer may make claim for a rehearing within that time. Steel Shearing Values of Structural, Rivet and Mild. (M. C. B. Recommended Practice.) In 1915 the following rule was adopted for use in all calculations for strength of parts : The allowable stress per sq. in. for iron or steel, subject to shear in a plane perpendicular to the di- rection of rolling, shall not exceed 80 per cent of the allowable stress per sq. in. for tension, in the direction of rolling. Steel, Specifications for; Structural Steel, Steel Plate, Steel and Steel Sheets for Freight Equipment Cars. (M. C. B. Recommended Practice.) In 1915 the following specifications were adopted : 1. Scope. — These specifications apply to all shapes, plates and sheets. 2. Process. — The steel shall be made by the open- hearth process. 3. Chemical Composition. — The steel shall conform to the following requirements as to chemical com- position : Carbon, not over 0.25 per cent. Manganese Optional per cent. Phosphorus, not over 0.05 per cent. Sulphur, not over 0.05 per cent. 4. Ladle Analysis. — An analysis shall be made by the manufacturer from a test ingot taken during the pouring of each melt, to determine the percent- age of carbon, manganese, phosphorus and sulphur. Drillings for analysis shall be taken not less than J4 in. beneath the surface of the test ingot. A copy of this analysis shall be given the purchaser or his repre- sentative. This analysis shall conform to the require- ments specified in Section 2. 5. Check Analysis. — A check analysis may be made from the finished material representing each melt, if so desired by the purchaser or his representative, and shall meet the requirements specified in Section 2. 6. Bend Tests. — (a) The test specimen for struc- tural steel shall bend cold through 180 deg. without fracture on the outside of the bent portion as follows : For material 54 in- m thickness and under, flat on itself ; for material over 54 i n - to and including X% in. in thickness, around a pin the diameter of which is equal to the thickness of the specimen ; and for thick- nesses over X% in. around a pin the diameter of which is equal to twice the thickness of the specimen. (&) Angles J4 ™- or under in thickness shall open flat, and angles J4 in. or under in thickness shall bend shut, cold, without fracture. Note. — The above tests may be made either by pres- sure or by blows. (c) Bend test specimens shall be 1^2 in. or over in width by the thickness of the material, with planed or milled edges. 7. Number of Tests. — At least one bend test for structural steel shall be made for each thickness from each melt, and shall be taken from the finished product. 8. Permissible Variations. — The cross section or weight of each piece of steel shall not vary more than 2.5 per cent from that specified, except in case of sheared plates, which shall be covered by the following per- missible variations to apply to single plates : (a) When Ordered to Weight. — For plates 12J4 lb. per sq. ft. or over. Under 100 in. in width, 2.5 per cent above or be- low the specified weight. 100 in. or over in width, 5 per cent above or below specified weight. For plates under 12^ lb. per sq. ft. Under 75 in. in width, 2.5 per cent above or below the specified weight. 75 to 100 in. in width, 5 per cent above or 3 per cent below the specified weight. 100 in. and over in width, 10 per cent above or 3 per cent below the specified weight. (&) When Ordered to Gage. — The thickness of each plate shall not vary more than 0.01 in. under that ordered. An excess over the nominal weight corresponding to the dimensions on the order shall be allowed for each plate, if not more than that shown in Table No. 180 STE CAR BUILDERS' DICTIONARY STE 1; 1 cu. in. of rolled steel being assumed to weigh 0.2833 lb. TABLE NO. 1. Allowable Excess (Expressed as Percentage of Nominal Weight), for Width of Plates. Nominal Thickness Weight, Ordered, Lb. per 75" 100" dered, Lb. per 50" 70" to to 115" In. Sq. Ft. Under to 70" and Under 100" 115" and v . , .. „ ._ 50 «cl. over. 75" excl. excl. over. Ye to ft 5.1 to 6.37 10 15 20 ft to A 6.37 to 7.65 8.5 12.5 17 A to J4 7.65 to 10.2 7.0 10 15 ¥ jo-20 io ii is :: A 12.75 8 i2 16 H J5.30 7 10 13 17 ' ff oni£ 6 8 10 13 Jj 20.40 5 7 9 12 * 22.95 4.5 6.5 8.5 11 $•■■•„>■ 2o - 60 4 6 8 10 Over^ 3.5 5 6.5 9 (c) A variation from the length ordered of z /g in. either way will be permitted for lengths 12 ft. and under and a variation of % in. either way will be permitted for lengths over 12 ft. 9. Finish. — The finished material shall be free from injurious seams, slivers, flaws and other defects, and shall have a workmanlike finish. 10. Marking. — The name of the manufacturer and the melt number shall be legibly stamped or rolled on all finished material, but small pieces may be shipped in securely fastened bundles, with the above marks legibly stamped on an attached metal tag. 11. Inspection. — (a) The inspector representing the purchaser shall have free entry at all times, while work on the contract of the purchaser is being performed, to all parts of the manufacturer's work which concern the manufacture of the material ordered. The manu- facturer shall afford the inspector, free of cost, all reasonable facilities to satisfy him that the material is being furnished in accordance with these specifica- tions. (fc) The purchaser may make the tests and inspec- tion to govern the acceptance or rejection of the material in his own laboratory or elsewhere. Such tests and inspection shall be made at the expense of the purchaser. (c) All tests and inspection shall be so conducted as not to interfere unnecessarily with the operation of the works. 12. Rejections. — Material which, subsequently to above tests at the mills or elsewhere and its acceptance, develops weak spots, brittleness, cracks or other im- perfections, or fails to pass any one of the tests herein required, will be rejected, and shall be replaced by the manufacturer at his own expense. 13. Rehearing. — Samples tested in accordance with this specification, which represent rejected material, shall be preserved for 14 days from date of test report. In case of dissatisfaction with results of tests, the manufacturer may make claim for a re- hearing within that time. Steel, Specification for; Structural Steel, Steel Plate and Steel Sheets for Passenger Equipment Cars. (M. C. B. Recommended Practice.) In 1915 the following specifications were adopted: 1. Scope. — These specifications apply to all shapes, plates and sheets. 2. Process.— The steel shall be made by the open- hearth process. 3. Chemical Composition.— The steel shall conform to the following requirements as to chemical compo- sition : Carbon, not over 0.25 per cent. Manganese Optional per cent. Phosphorus, not over 0.05 per cent. Sulphur, not over 0.05 per cent. 4. Ladle Analysis.— An analysis shall be made by the manufacturer from a test ingot taken during the pouring of each melt to determine the percentage of carbon, maganese, phosphorus and sulphur. Drillings for analysis shall be taken not less than J4 in. be- neath the surface of the test ingot. A copy of this analysis shall be given to the purchaser or his repre- sentative. This analysis shall conform to the require- ments specified in Section No. 3. 5. Check Analysis. — A check analysis may be made from the finished material representing each melt, if so desired by the purchaser or his representative, and shall meet the requirements specified in Section No. 3. 6. Tension Tests. — (a) The material shall conform to the following requirements as to tensile properties: Structural Steel. Tensile strength, lbs. per sq. in.. 50,000-65,000 Yield point, min. lb. per sq. in., 0.5 tens. str. Elongation in 8 in. min. per cent. 1,500,000 Plates for Cold Flanging. 48,000-58,000 0.5 tens. str. 1,500,000 Tens. str. Tens. str. (6) The yield point shall be determined by the drop of the beam of the testing machine. 7. Modifications in Elongation. — (a) For material over 34 in. m thickness, a deduction of 1 from the percentage of elongation specified in Section 6 (a) shall be made for each increase of % in. in thickness above J4 in., to a minimum of 18 per cent. (6) For material under 5/16 in. in thickness, a deduction of 2.5 from the percentage of elongation in 8 in., specified in Section 6 (a), shall be made for each decrease of 1/16 in. in thickness below 5/16. 8. Bend Test. — (a) The test specimen for struc- tural steel shall bend cold through 180 deg. without cracking on the outside of the bent portion, as fol- lows : For material J4 in. or under in thickness, flat on itself ; for material over J4 in. to and including XYn in. in thickness, around a pin the diameter of which is equal to the thickness of the specimen; and for material over 1^4 in. in thickness, around a pin the diameter of which is equal to twice the thickness of the specimen. (6) The best specimen for plates for cold flanging shall bend cold through 180 deg. flat on itself without cracking on the outside of the bent portion. 9. Test Specimens. — (a) Tension and bend test specimens shall be taken from the rolled material. FIG. 1. — TEST SPECIMEN. (&) Tension and bend test specimens, except as specified in paragraph (c), shall be of the full thick- ness of material as rolled, and may be machined to the form and dimensions shown in Fig. 1, or with both edges parallel. (c) Tension and bend test specimen for plates and bars over V/z in. in thickness or diameter may be machined to a thickness or diameter of at least 54 in. for a length of at least 9 in. 10. Number of Tests. — (a) One tension and one bend test shall be made from each melt; except that if material from one melt differs Y% in. or more in thickness, one tension and one bend test shall be made 181 STE CAR BUILDERS' DICTIONARY STE from both the thickness and the thinnest material rolled. Shapes less than 1 sq. in. in section need not be subjected to a tension test. (b) If any test specimen shows defective machining or develops flaws, it may be discarded and another specimen substituted. (c) If the percentage of elongation of any tension- test specimen is less than that specified in Section 6 (a), and any part of the fracture is outside the middle third of the gage length, as indicated by scribe scratches marked on the specimen before testing, a retest shall be allowed. 11. Permissible Variations. — The cross section or weight of each piece of steel shall not vary more than 2.5 per cent from that specified, except in the case of sheared plates, which shall be covered by the following permissible variations to apply to single plates : (a) When Ordered to Weight. — For plates 12^ lb. per sq. ft. or over : Under 100 in. in width, 2.5 per cent above or below the specified weight ; 100 in. or over in width, 5 per cent above or below the specified weight. For plates under 125^ lb. per sq. ft. : Under 75 in. in width, 2.5 per cent above or below the specified weight. 75 to 99 in., inclusive, in width, 5 per cent above or 3 per cent below the specified weight. 100 in. in width or over, 10 per cent above or 3 per cent below the specified weight. (b) When Ordered to Gage. — The thickness of each plate shall not vary more than 0.01 in. under that ordered. An excess over the nominal weight corresponding to the dimensions on the order shall be allowed for each plate, if not more than that shown in the follow- ing table, 1 cu. in. of rolled steel being assumed to weigh 0.2833 lb. Allowable Excess (Expressed as Percentage o Nominal Weight), for Width of Plates, as Nominal follows: Thickness Weight Ordered, Lb. per 50" 70" 75" 100" 115" In. Sq. Ft. Under to 70" or Under to to or 50" excl. over. 75" 100" 115" over, excl. excl. X to A 5.10 to 6.37 10 15 20 AtoA6.37to 7.65 8.5 12.5 17 A to Ji 7.65 to 10.20 7 10 15 H 10.20 10 14 18 A 12.75 8 12 16 % 15.30 7 10 13 17 A 17.85 6 8 10 13 1 U 20.40 5 7 9 12 A 22.95 4.5 6.5 8.5 11 % 25.50 4 6 8 10 Over % 3.5 5 6.5 9 (c) A variation from the length ordered of )& in. either way will be permitted for lengths 12 ft. and under and % in. either way will be permitted for lengths over 12 ft. 12. Finish. — (a) The finished material shall be free from injurious defects and shall have a work- manlike finish. (fc) Material l /% in. and under shall be flattened so that the sheets are practically free from waves or buckles and shall be free from all mill scale and rust. For all sheets less than 1/10 in. there are no further requirements. For sheets 1/10 in. or more in thickness material should be a medium soft steel capable of being formed hot or cold by pressing, and should meet requirements of Section 12-c. (c) Blue enameled sheets and patent leveled sheets, etc., will be used in passenger car construction as called for by the blue-print. These sheets shall be practically flat, free from easily discernible waves, buckles, and furnished resquared. (d) Material for molding shall be such that it can be successfully drawn and pressed cold without rup- ture. This material, when so ordered, shall have a bright, finished surface, entirely free from mill scale,, rust, and shall otherwise be reasonably flat, but need not be leveled. No test for either of these grades, other than successful working, is required. VI. MARKING. 13. Marking. — The name or brand of the manufac- turer and the melt number shall be legibly rolled or stamped on all finished material, except that bars and. other small sections shall, when loaded for shipment, be properly separated and marked for identification. The melt number shall be legibly marked, by stamp- ing if practicable, on each test specimen. VII. INSPECTION AND REJECTION. 14. Inspection.— (a) The inspector representing the purchaser shall have free entry at all times, while work on the contract of the purchaser is being per- formed, to all parts of the manufacturer's works which concern the manufacture of the material or- dered. The manufacturer shall afford the inspector, free of cost, all reasonable facilities to satisfy him that the material is being furnished in accordance with these specifications. (b) The purchaser may make the tests and inspec- tion to govern the acceptance or rejection of the material in his own laboratory or elsewhere. Such tests and inspection shall be made at the expense of the purchaser. (c) All tests and inspection shall be so conducted as not to interfere unnecessarily with the operation of the works. 15. Rejection.— Material which, subsequently to above tests at the mills or elsewhere and its acceptance, develops weak spots, brittleness, cracks or other im- perfections, or fails to pass any one of the tests, herein required, will be rejected and shall be replaced by the manufacturer at his own expense. 16. Rehearing. — Samples tested in accordance with this specification which represent rejected material shall be preserved for 14 days from date of test report. In case of dissatisfaction with results of tests, the manufacturer may make claim for a rehearing within that time. Steel ; Specifications for Galvanized Sheets for Passenger and Freight Equipment Cars. (M. C. B. Recom- mended Practice.) In 1915 the following specifications were adopted: 1. Process. — The sheet material manufactured under this specification may be either a mild steel or iron made from puddled bars made wholly from pig iron, and shall be thoroughly cleaned before being coated. 2. Bend Test. — Test specimen as described in Sec- tion 3 shall be subjected to the following tests: (a) Test specimen shall bend double on itself around two thicknesses of the material tested and straightened, without showing any cracking or flaking of the galvanizing on either side of the test specimen. (6) Test specimen of the base material shall bend twice in the same direction, first around a mandrel the diameter of which is equal to 15 gages of the material tested and straightened, and then bend flat on itself and straightened, without cracking of the specimen. (c) Gages 26 and lighter shall double-lock seam without cracking of the sheet or galvanizing. 3. Test Specimen.— (a) Strips about 8 in. long and 182 STE CAR BUILDERS' DICTIONARY STO 2 in. wide shall be cut from the center of a sheet on when applying brakes, called the brake step, is also selected at random from each lot of 1,000 sheets or Sometimes used. A bracket called a tank step is at- less, and the average thickness or weight of the coat- tached to the tanks of tank cars. Steps in stairs are ing across this width shall be used. connected by vertical risers. (b) Corrugated sheets shall be flattened with a Step Box. Fig. 569. A step for use between the bottom wooden maul before making the required tests. car step and a low platform. 4. Workmanship.— The. sheets shall conform to the o. ti a ... , . . t L - t. sizes ordered Step Hanger. A vertical board or metal plate by which ■; f;„;?i, ' tu» u„ * u n t_ r r ... . tne ste P s are supported from the corner of a car and and a£T tZ A T JT f ^ ""^ f rom the ? latf °™ -d sill. and acid spots and other surface defects or poor gal- Q4 . Ti ._, ,, _ N A . . ,_ . vanizing. Step Iton (Platform Steps). A flat iron bar bent to 6. Permissible Variations —(a) The inspector conform to the shape of the steps and their risers, and shall weigh and check the measurements of one sheet in t0 wh ' ch they are fastened - Zt is bolted at the u PP er each 200 sheets in each order or shipment. end l ° the P latform end sl11 - (b) A variation in weight of the finished sheet of Step La ** der (Sleeping Car). Figs. 1600, 1601, etc. A 2y 2 per cent either way from that shown in Table No. folding step ladder for use in a sleeping car, to reach 1 will be allowed. the lamps, upper berths, etc. See Postal Cars, U. S. table i. Gov't Spec. ,„ . , , Minimum Step Nosing. A metallic facing or molding for the Weight of Weight of . . , . Sheets Coating tread of steps. l? age Thickness of per Sq. Ft., per Sq. Ft.. o^ .. ~, .... . . No. Sheets, in. Oz. ok Step Riser. The vertical portion of a step in stairs. 16 .0625 42 50 2 00 18 050O 34.50 1^90 Step Timber. A timber bolted to the end sill and plat- 22.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'.'. : 03125 22 ' lo l ' lo * or mend S 'M> to which the platform steps are hung. It::::::::::::::::: :Sio 25 fsiiS i'io step Treads Fi gs . 559, 562-568, 570-573. it:.".':::::::::::::: :oi8?5 5 it'so l.to Stiffener. Figs. 477, 479. A reinforcing member. The %l °.JZi§ 7 13.50 1.35 term is commonly applied to bars used to strengthen 28 015625 12.50 1.30 .. . , , - ., 30 0125 10.50 1.30 the doors of freight cars. •The above gage is of the finished sheet. „.., _, ... , , , , Stile. The upright pieces on the outer edge of a door 7. Inspection.— (a) The inspector representing the or sash, as door stile, sash stile, window stile, etc. purchaser shall have free entry at all times, while the Stir , up . A kind of ring or bent bar of iron resem . work on the contract of the purchaser is being per- bling somewhat the stirrup of a saddIe . A drawbar formed, to all parts of the manufacturer's works which carry iron is somet imes called a stirrup. concern the manufacture of the material ordered. The Qi . _, „. on nn no ,_, ... „. . , it «,-,.,„*.„.*„ „ u ii a a iu ■ z i x Stock Car. Figs. 89-90, 92-107, 344-350. A car for the manufacturer shall afford the inspector, free of cost, ,_ ,. , ,. ' . . ... , , . ,, , . , ..... ,..,., , transportation of live stock, equipped with roof, slatted all reasonable facilities to satisfy him that the ma- ., , ., , \ , ^, j , j r ..... , •..• . . , ., sides and side doors, single or double deck and fre- tenal is being furnished m accordance with these .. ... , , , . . , ,, _. ., ^. quently with feed and water troughs. See Double specifications. Z. „ „ , „ , , s _, . , , . . Deck Stock Car, and Car. (b) The purchaser may make tests and inspection to govern the acceptance or rejection of the material Stock Car Door. Fig. 817. in his own laboratory or elsewhere. Such tests and Stock Cars, Rounding Corners of Doors, etc. See inspection shall be made at the expense of the pur- Doors, Door Jambs and All Other Inside Corners, chaser. etc - (c) All tests and inspection shall be so conducted Stop Bar. See Sash Lock Stop. as not to interfere unnecessarily with the operation of (Sleeping Car.) A bar to connect the two seats on the works. which the seat bottoms may rest when dTawn down to 8. Rejection. — Material which, subsequently to make up a lower berth. It rests upon a stop bar plate, above tests at the mills or elsewhere and its accept- stop Bar Guide. An attachment to hold a stop bar in ance, develops black spots, improper galvanizing, itn- place laterally. proper trimming or other defects, or fails to pass any g top Bar Hinge _ The hinge which enables the stop bar one of the tests herein required, will be rejected, and to sw ; ng horizontally. shall be replaced by the manufacturer at his own ex- „. _ , , c r- t> ti\ a .. , * y J Stop Bolt (of Car Door Lock). An attachment for „ ' . . „ , . . .,, throwing a door latch out of gear. 9. Rehearing. — Samples tested in accordance with .... r ^ these specifications, which represent rejected material, Sto P Cock ; A ^P 1 *; f u orm of CoCK havln g a bodv and shall be preserved for 14 days from date of test report. ta P er f d P lu S whl ? h ha * an <*«"»* throu g h *■ When In case of dissatisfaction with results of tests, the the P lu S ^ turned so that the holes in it correspond to manufacturer may make claim for a rehearing within the P° rts ' n the u b ° dv th , e h ^ R ™ m S in . th « P^e , . can pass through the cock. When the plug is turned ... . . .... so that the openings do not correspond, the flow is Steel Tired Wheel. A wheel with a steel tire which is stopped usually shrunk on, welded, bolted or fastened with re- .re- taining rings. See Car Wheel. Stop Key Journal Bearing. A key or wedge with a lug _ --. „. »,— x,. sn. » 1 j or projection which bears against the end of the axle Step. 6, F,g. 364; F,g. 557, etc.; Fig. 604 A ledge on a tQ restra;n ^^ modon and thug dispense ^ & stair or round or rung of a ladder. A footpiece for ^^ m ^ axk ascending to or descending from a car or for standing . ... in certain places or positions. Passenger car steps are Stop Latch A spring door latch with a stop bolt by from their location generally called platform stepsand whlch the latch can be fastened on one slde so as "»» sometimes box steps. In freight cars a U-shaped iron, t0 act called a Sill Step, is used. A small ledge on the end Storage Battery (Electric Lighting). Figs. 2432, 2486, of a freight car near the top for a brakeman to stand etc. An electro-chemical device, consisting of a num- 183 STO CAR BUILDERS' DICTIONARY SUB ber of cells connected in series when used for car lighting purposes, each cell containing two groups of plates peculiarly constructed and prepared, immersed in a liquid electrolyte, the functions and properties of which are to receive and store electrical energy and to deliver it to the lighting circuit of the car as occa- sion may require. Storage batteries are used in con- nection with axle generators on the car and also in "straight storage systems" where the batteries are charged at some central point and placed in the cars after charging. Storage batteries are of two kinds, one known commercially as Edison Alkaline and the other as Lead-Sulphuric Acid. The Edison storage battery is constructed throughout of nickel-plated steel. The active materials are nickel hydrate for the positive plates and iron-oxide for the negative plates. The electro- lyte is an alkaline solution, potassium hydrate in water. The lead-sulphuric acid battery consists of specially prepared lead plates immersed in dilute sulphuric acid. Storage batteries are generally carried in boxes at- tached to the underside of the car body. See Motor Car for cars propelled entirely by elec- tric current from storage batteries. Storage Gas Tank (Acetylene Lighting). Fig. 2385. An iron tank filled with asbestos discs saturated with Acetone, into which acetylene gas is forced under pressure. Storage Heaters (Car Heating). Figs. 901-903. Storage System of Acetylene Gas Lighting. Figs. 2385, etc. Storage System of Car Heating. Figs. 901-903. A di- rect system of car heating, in which the radiating pipes are enlarged and inclose a smaller pipe or tube which is filled with salt water or. other heat-retaining subtsance, and which when heated continues to radiate heat after the steam is shut off. Stove. An apparatus in which a fire is made for warm- ing a room, house or car by direct radiation. Stoves are out of use for heating passenger cars, but cast iron stoves are largely used for caboose cars. A cook stove permanently fixed against the side of a room and directly connected with the chimney with- out the use of stove pipe, is called a range; used in dining cars, etc. Alcohol and oil stoves are used for heating refrig- erator cars or produce cars for the transportation of perishable products in cold weather. Stove Pipe. A tube, usually of sheet iron, for convey- ing the smoke from a stove or heater, and creating a draft. A Smoke Flue. Stove Pipe Damper. A circular disk in the stove pipe for regulating the draft. Stove Pipe Jack. A covering or bonnet for the aperture of a stove pipe on the outside of a car. Stove Pipe Ring. A metal plate or ring attached to the ceiling of a passenger car around the opening through which the stove pipe passes from the inside to the outside of the car. It is used for ornament or to make a finish around the opening for the stove pipe. "Straight Air" Brake. A term applied to the original form of the Westinghouse air brake, which is still used on street cars. With this form of brake, the com- pressed air is used as a direct force from the main reservoir supply of the locomotive through direct pip- ing to the brake cylinders on the vehicles to apply the brakes. The valve on the locomotive is used to admit air to the brake pipe and brake cylinders in order to apply the brakes, to hold it there when ad- mitted, and to exhaust it when desiring to release the brakes. This form of brake was superseded by the plain automatic air brake. See Automatic Air Brake. Strainer. See Brake Pipe Air Strainer, Reducing Valve Strainer, Signal Pipe Strainer, Branch Pipe Strainer. For a combination of a strainer and nipple used in car heating see Figs. 2130. See also cross pipe fitted with strainer, Fig. 2253; it prevents sedi- ment, etc., from passing out of the train pipe into the heating apparatus. Strap. A term commonly applied to long, narrow pieces of wrought iron used to bind members of a structure together. Strap Bolt or Lug Bolt. A round bolt with a flat bar of iron welded to it, and usually with a hook on the end which serves the purpose of a head. The flat bar has holes in it, by which it is attached to a piece of timber or other object by one or more separate bolts or screws. Strap Brake (Hoisting Gear). A method of controlling the spools by an iron strap which is pressed down upon the spool. Strap Hinge. A door hinge, the two parts of which are made longer than those of a butt hinge, and of a triangular shape. Strap Washer or Washer Plate. A wrought iron strap which takes the heads of several bolts. Strike Plate. The keeper for a beveled latch bolt against which it strikes, so as to snap shut automatic- ally. Striker Arm. A Seat Arm. The terms striker arm, seat back arm and seat arm are commonly used. Striker Plate. See Strike Plate. Striking Casting. See Striking Plate. Striking Plate. 12, Figs. 287, 288; 11, Fig. 291; 13, Fig. 314; 29, Fig. 364; Figs. 479, 671-677. A metal plate placed on the end sills of freight cars against which the horn of the coupler strikes, preventing damage to the end sill. String Board (Passenger Car Steps). A vertical board which supports the ends of the steps. A step hanger. Stringer. 3, Figs. 287, 288, 335; 14, Figs. 351, 352. A term sometimes applied to a floor nailing strip or a steel member which acts as a support for a nailing strip. A longitudinal floor stringer sometimes occu- pies a position similar to that of an intermediate sill but is not designed to perform its duties. See Nailing Strip. Stringer Pocket. Fig. 957 A casting for supporting the end of a beam or stringer. In automobile and similar cars, for facilitating the use of a second or upper deck for increasing the loading capacity for small freight. Stringer Support. See Floor Beam. Strut (of a Truss). A member subjected to a strain of compression. A vertical strut is usually called a post. Stud. A comparatively short vertical wooden post in the side or end framing, usually to act as a brace or sup- port for some other member of the frame. Also used as a nailing strip or furring, See Nailing Strip and Furring. A headless bolt, threaded on both ends. A standing bolt, pin, boss or protuberance designed to hold an attached object in place, especially one formed of a headless bolt permanently screwed into a tapped hole in a casting or forging so as to become a part thereof. Sub-Carline (Rrefrigerator Car). A strip of wood un- 184 SUB CAR BUILDERS' DICTIONARY SWI der the main carline, supporting the sub-roof. See Carline. Sub-Floor (Refrigerator Car). A layer of flooring boards under the main floor, and usually separated from it by an air space and hair felt or some form of special insulation. Sub-Roof (Refrigerator Car). The inside layer of boards of the roof proper, supported on sub-carlines. Sub-Sill. Fig. 439. A sill or timber bolted under another sill to reinforce it. See Buffing Sub-Sill. Suburban Car. Figs. 146, 147, 184, 185-187, 195, 229, 397- 399. A passenger car for use on short runs, particu- larly between large cities and their suburbs. See Passenger Car, Car Coach. Subway Car. An electric motor car for use in subways in large cities. Sugar Cane Car. A flat car especially arranged for car- rying sugar cane. Supply Pipe. (Air Compressor). A pipe sometimes connected to the air inlet of an air compressor by means of which the air supply is drawn from a point away from the compressor. (Lavatory Fittings.) Pipes which carry hot or cold water to the basin faucets. Supply Valve (Steam Heating). A valve for regulating the supply of steam in the radiator pipes of a car. Suspension. The method of supporting a railway motor. Except in the case of gearless motors, the suspension is designed to put as little dead weight as possible on the axle. Figs. 2439, etc. The iron work and fittings which are attached to a truck for supporting or suspending the axle generator and which include the belt tighten- ing and aligning devices. The generator is almost invariably carried outside the truck frame, the four most-used systems of suspension being the bottom piv- oted, top pivoted, parallel link and sliding. The paral- lel link is most used. Sweeping Car or Sweeper. A car with rotary brooms for sweeping snow from a railroad track. The brooms are attached to a horizontal shaft which is connected by suitable gearing with the axles, and the brooms are thus made to revolve. Used on electric roads. Swing Back Car Seat. A car seat the back of which swings over the cushion, without reversing, top-to- bottom. It requires that both sides of the seat back be upholstered so that either side may be used. Such a seat back requires but one head roll. Swing Bolster. A truck bolster (so called in distinction from a rigid bolster) which bears on springs that are supported by a transverse timber called a spring plank, which is suspended by hangers or links so that it can swing laterally in relation to the truck. As the springs rest on this plank and they support the bolster, the latter can swing with the spring plank. The object of providing this swinging motion to the bolster is to prevent, as much as possible, lateral blows and shocks from being communicated to the car body, and, vice versa, to prevent the momentum of the car body from acting with its full force on the truck frame and wheel flanges. Swing Bolster Spring. See Lateral Motion Spring. Swing Cables (Steam Shovel). The wire ropes pass- ing around the swinging circle and carried back to the swing gear and drum. Swing Engine (Steam Shovel). The engine geared to the swing drum and used to revolve the swinging circle. Swing Figurehead (Steam Shovel). The fixed pulley or sheave about which one of the swing cables is passed to be lead back to the swing gear and drum. Swing Gear (Steam Shovel). The gear and drum about which the swing cables are wound and which controls the movement of the swinging circle. Swing Hanger. 46, Fig. 989, 991, 1010. Bars or links, attached at their upper ends to the transoms or some other rigid member of a swing motion truck, and carrying the spring plank at their lower ends. Vari- ous forms are (1) solid bars with an eye at each end; (2) swing link hangers, made like a long link of a chain; (3) those made with a fork or clevis at one end and an eye at the other, and used commonly on passenger equipment trucks ; and (4) those made with a very short link attached to an eye bolt passing through the transom. Also called bolster hanger. See Eye Bolt Link Hanger. Swing Hanger Carrier. A bearing for the upper swing hanger pin. Swing Hanger Friction Block. A casting or bearing of considerable diameter, on which the upper end of a swing hanger rests. Swing Hanger Friction Washer (Lower and Upper). A cast iron chafing block serving no other purpose than to take the wear. It is only occasionally used. A friction block is almost synonymous, but is usually a larger casting. Swing Hanger Pin or Axle (Lower and Upper). 47-48, Figs. 989, 991, 1010. An iron bar by which a swing hanger on a car truck is suspended, or which supports a spring plank. The lower swing hanger pivot is sometimes called a cross bar or mandrel pin or axle. The upper one is carried in a swing hanger pin bear- ing attached to the transom. Swing Hanger Pin Bearing. 49, Figs. 991, 1010. A cast- ing acting as a bearing for a swing hanger pin. Swing Hanger Shaft. See Swing Hanger Pin. Swing Joint. See Flexible Metallic Joint. Swing Link. See Swing Hanger. Swing Link Hanger. A Swing Hanger made in the form of an open link. Swing Motion. A term applied to an arrangement of hangers and other supports for the springs and truck bolster which enables a car body to swing laterally on the truck. See Swing Bolster, Swing Hanger. Swing Motion Truck. Figs. 965, 969. A truck with a bolster and spring plank suspended on swing hangers so that they can swing laterally in relation to the truck frame. Also called swing bolster truck in dis- tinction from a rigid bolster truck. Swing Spring Plank. A transverse timber underneath the bolster of a four-wheeled truck, or the spring beam of a six-wheeled truck, on which the bolster springs rest. A swing spring plank differs from an ordinary spring plank in being supported by hangers or links. See Spring Plank. Swinging Circle or Mast Wheel (Steam Shovel). A large wheel at the foot of the mast or boom about which is wound a chain for revolving the boom. Swinging Platform (Pile Driver). A platform carry- ing the entire pile driving gear in such manner that it can be swung about at right angles to the car so as to project for a considerable distance on either side. 185 SWI CAR BUILDERS' DICTIONARY TAN It swings upon a center plate, and its movements are controlled by the Slewing Gear. Switch. See Line Switch, Electro-Pneumatic Com- pressor Switch. Switch Group (Motor Cars). Fig. 2672. A combina- tion of two or more unit-switches or contactors mount- ed in a suitable frame and protected by a removable cover. Switch Box Support. A bracket for securing an electric lighting switch to the underframe or car body. Switch, Regulating. See Electric Heater. Swivel (of a Chain). A twisting link, consisting of a headed pin, entering an eye or ring in an adjacent link. The object is to avoid kinking. Hence the term is applied to many forms of equivalent devices, consisting essentially of a ring surrounding a headed bolt in such manner as to permit rotation. T or Tee (Pipe Fitting). A T-shaped tube for uniting one pipe at right angles to two others in the same line. The pipes are screwed into the arms of the T. A Reducing Tee, which see, has the arms of different diameters. T-Hinge. A door hinge, one part of which is made like a strap hinge, and the other like a butt hinge, so that the shape of the whole resembles a letter T. See Hinge. Table. 19, Figs. 1600, 1601. A removable board at- tached to the side of the car by inserting a table hook fixed to the table into a table hook plate fixed to the side of the car. The outer end of the table is sup- ported by a table leg, which is sometimes vertical and sometimes slanting and which folds back against the table when not in use. The tables of dining cars are generally permanently fastened to the floor and sides of the car. A drop table is sometimes used in the kitchens of dining cars. See Distributing Table. Table Fastener. A latch by which a folding table is fastened up out of the way. Table Hinge. A hinge for a folding table. Table Holder. A special form of table hook. See Table. Table Hook. See Table. Table Leg Hook. Fig. 164S. A metal hook which is attached to a slanting table leg. It engages in a plate attaching to the side of the car. Tail Coupling (Alcove Faucet). Fig. 1733. Tail Gate. Figs. 575, 581. See Platform Tail Gate. Tail Gate Sockets. Fig. 617. Tail Lamp or Tail Light. Figs. 2044, etc. A signal used to indicate the rear of a train, and carried on a bracket or socket at the side of the car in order to be visible from the engine. Two are used, one on each side of the train, on the rear of the rear car. Tail Lamp Socket. See Signal Lamp Socket. Take-Up Reservoir Check Valve (Triple Valve). 37, Fig. 1360. Tandem Spring Draft Gear. Figs. 721, 734, etc. A draft gear in which the springs are arranged in tandem. Tank. (Passenger Cars.) A water tank for the wash room. (Gas Lighting Apparatus.) More properly Receiver or Holder. (Tank Car.) 8, Fig. 340. The body of a tank car. Usually a metal cylinder, but also made of wood and ractangular. Glass lined tanks are also in use for car- rying mineral water and liquids which would attack metal. Tank Band. An iron strap which passes around the tank of a tank car to hold it in place on the under- frame. Tank Car. Figs. 81-88, 340-343. A car the body of which consists of a tank for carrying liquids, such as oil, molasses, vinegar, etc. Tank Cars, Specifications for (M. C. B. Standard). In 1903 a report was submitted embodying certain specifications for the repairs of old equipment and the construction of new equipment. These specifications were submitted to letter ballot and adopted as a Recommended Practice. In 1906 these specifications were modified; also, in 1907. In 1908 a further revision was made. In 1910 they were advanced to Standard. In 1912 the specifications were rearranged and en- larged to include ordinary tank cars, old tank cars having wooden underframes, special tank cars for liquefied petroleum gas (casing-head naphtha) and special tank cars for liquid chlorine gas. In 1913 they were slightly modified to remove ambiguities. The modified specifications are as follows : DEFINITIONS. Tank Car.— Any car to which one or more tanks, used for carrying liquids or compressed gases, are permanently attached. Tank cars shall be divided into two classes: Ordi- nary and special. Ordinary Tank Car.-^One used for the transporta- tion of inflammable products, the vapor pressure of which, at a temperature of 100° R, does not exceed 10 pounds per square inch. This class may also include cars for the transportation of non-inflammable prod- ucts, the vapor pressure of which, at a temperature of 100° F., does not exceed 25 pounds per square inch. Special Tank Car.— One used for the transportation of inflammable products, the vapor pressure of which, at a temperature of 100° F., may exceed 10 pounds per square inch. GENERAL REQUIREMENTS. (a) Tank cars offered for movement over the lines of a railroad must conform to the following specifica- tion: (b) Designs for "special" tank cars must be sub- mitted to the Master Car Builders' Association for approval. (c) Tanks which bear evidence of damage by fire must be withdrawn from transportation service; pro- vided, that where the damage to the tank is local only, or confined to a section which can be replaced, the railroad and the car owner may, after a joint inspec- tion, agree that all damaged material shall be replaced and the tank made absolutely safe for transportation service; but before being returned to service, the tanks and fittings must be again submitted to the pre- scribed hydraulic test and properly stenciled. (d) Tanks which do not meet the prescribed tests shall be withdrawn from transportation service. SPECIFICATIONS FOR ORDINARY TANK CARS, OTHER THAN WOODEN UNDERFRAME CARS. 1. No tank cars built hereafter shall be accepted for transportation unless equipped with steel under- framing or with reinforced shell. The design and construction of the car throughout must be at least as strong as the following detailed specifications. 186 TAN CAR BUILDERS' DICTIONARY TAN 2. Steel or iron tanks constructed subsequent to 1903 must be designed for a bursting pressure of not less than 240 pounds per square inch. 3. Riveted Tank Seams. — When riveted, all longi- tudinal and head seams must be double-riveted. Where head blocks are not used, head seams need not be double-riveted. 4. Dome Heads and Covers. — Dome heads and covers must be made of either cast or pressed steel, or malleable iron. The joint of the dome cap must be made tight against vapor pressure, and when necessary to insure this a satisfactory gasket must be used. 5. Test. — Tanks must be carefully inspected and tested before being put into service, and again at inter- vals of ten years, and after that at intervals of not over five years; with the exception that where tanks are used for carrying corrosive products, deterioration is to be expected in a shorter time, and the first test period shall then be reduced to five years. Tanks requiring this five-year test shall be those used for carrying chemicals, such as acids, ammonia liquors, and such other products as hereafter may be specified. Provided, that any tank damaged to the extent of requiring renewal of sheet, or extensive reriveting or recaulking of seams, shall be retested before being returned to service. All tests shall be made by completely filling the tank with water of a temperature which shall not exceed 70° F. during test. The prescribed pressure must be held for not less than ten minutes after the tank has been caulked tight and may be applied in any suit- able manner. The tests for tanks built prior to 1903 shall be at 40 lb. per sq. in., and for tanks built since that date at 60 lb. per sq. in., which they must stand without leak or evidence of distress. After January 1, 1915, all tanks tested to less than 60 lb. pressure shall be stenciled "Not to be used for liquids requiring the inflammable placards under the I. C. C. regulations." After January 1, 1918, all tanks in transportation service shall be subjected to the full test requirements of 60 lb. per sq. in. Tanks when tested must be stenciled with the date, pressure at which tested, place where test was made, and by whom, as follows : Tested (date) Pressure (lb. per sq. in.) At (place) By (name of firm) The tank-car owner shall be responsible for the proper carrying out of all inspections and tests and stenciling, and for the certification of the tests to the Bureau for the Safe Transportation of Explosives and Other Dangerous Articles (see Section 8). 6. Safety Valves.— By January 1, 1915, all tanks carrying products that give off volatile inflammable vapors at or below a temperature of 80° F., and hav- ing a vapor pressure of not more than 10 pounds per square inch at a temperature of 100° F., shall be equipped with 5-inch safety valves of approved de- sign (Figs. 1 and 2), and these valves shall be set to open at a pressure of 12 pounds per square inch. Provided, that where the lading is such as not to give off inflammable vapors (as determined by flash point from Tagliabue's open-cup tester as used for test of burning oils) at a temperature below 80° F., the setting of the 8-pound valves to 12 pounds may be deferred to such time as the valves require removal. All required pressures for safety valves are subject 187 to a tolerance of 1 pound above or below that specified. One valve shall be provided for a capacity of 6.500 1 gallons or less, and two valves for a capacity of more than 6,500 gallons. FIG. 1. STANDARD FIVE-INCH VALVE. Where tanks carrying such products are divided into- compartments, each compartment must be provided with a safety valve. 7. Test of Safety Valves. — Safety valves must be tested and adjusted if necessary (a) on new cars, be- FIG. 2. — ALTERNATIVE FIVE-INCH SAFETY VALVE. fore the cars are put into service ; (b) on existing cars, by January 1, 1916; and thereafter on all cars at inter- vals of not over two years. When valves are tested, the date, pressure to which tested, place where test was made, and by whom, must be stenciled on the body of the tank, near the end and adjacent to the stenciling for test of tank, as follows: Tested (date) Pressure (lb. per sq. in) At (place) By (name of firm) TAN CAR BUILDERS' DICTIONARY TAN In addition to stenciling on body of car, there shall be stamped on body of valve, in Y\ or Y% in. figures, the date of test and pounds pressure to which valve was tested. Date of test on tank and last date on valve must correspond. The test may be made without the removal of the valve from the car, provided the valve unseats at a total pressure corresponding with the area of the seat multiplied by the required pressure. Valves improperly set, or not tested and stenciled at proper intervals, shall constitute defects for which the owner shall be responsible. The tank-car owner shall be responsible for certifi- cation of tests to the Bureau for the Safe Transporta- tion of Explosives and Other Dangerous Articles (see Section 8). 8. Certification of Tests. — Certificates of all tests of tanks and their safety valves shall be sent to the Bureau for the Safe Transportation of Explosives and Other Dangerous Articles, in such form as may be prescribed by the Bureau. 9. Five-inch Safety Vents with Lead Disks. — Tank cars carrying volatile non-inflammable products whose vapor pressure at a temperature of 100° F. does not exceed 25 pounds per square inch, may be provided with frangible lead disk, of a thickness which will insure rupture at a pressure not higher than 30 pounds, FIG. 3. — FIVE-INCH SAFETY VENT WITH LEAD DISC. with vents depending on frangible lead disks for safety, which vents shall be of approved design, as shown by Fig. 3, or the disks to be of a thickness that shall insure rupture at a pressure not higher than 30 pounds per square inch. 10. Two-inch Vent Hole or Small Valve. — Tank cars carrying non-inflammable or non-volatile material, such as sulphuric acid, vinegar, linseed oil, cottonseed oil, lard oil, fish oil, tannery products, glucose, mo- lasses, calcium chloride, caustic soda, silicate of soda, etc., need not be provided with 5-inch safety valves, but each tank must have a small open vent or valve, equal to not less than 2 inches in diameter (see Fig. 4). If, for any reason, splashing of the liquid or con- tamination by moisture is to be avoided, a 2-inch vent C. I veioa. FACES MARKED 'D" AND THREADS MUST BE TURNED AT THE SAME SETTING TO INSURE UNIFORM CLAMPING OF LEAD DISK FIG. 4. — TWO-INCH FRANGIBLE LEAD DISC VENT. should be used in place of the 2-inch open vent (Fig. 4). 11. Center Sills. — The center-sill construction of the underframe between bolsters must have an effective cross-sectional area of at least 30 square inches, dis- tributed as shown in Fig. 5, or equivalent. 12. Bolsters, Draft Gear. — Each car must be equipped with steel body and truck bolsters, steel couplers, and a draft gear of approved design, having a capacity of at least 60,000 pounds. 13. Longitudinal Anchorage. — Particular attention must be given to the longitudinal anchorage of the tanks, which must be thoroughly substantial, to pre- vent injurious end-shifting. The preferable method of securing tank against end-shifting is by anchoring the tank to the underframe at some one point, rather than by confining it between the head blocks, as the neces- sary play between tank and head blocks too often results in damage to the head, bending of the under- frame at the bolsters and breakage of the discharge nozzles. MINIMUM REQUIREMENTS FOR LONGITUDINAL ANCHOR- AGE OF TANK TO UNDERFRAME. Tank connection — For tanks of 8,500 gallons capacity or over: Shearing area of rivets, 25 square inches. Bearing area of rivets, 20 square inches. For tanks of less than 8,500 gallons capacity: Shearing area of rivets, 18 square inches. Bearing area of rivets, 14 square inches. Frame connection — For tanks of 8,500 gallons capacity or over: Shearing area of rivets, \2y 2 square inches. Bearing area of rivets, 10 square inches. For tanks less than 8,500 gallons capacity: Shearing area of rivets, 9 square inches. Bearing area of rivets, 7 square inches. 14. Dome Yokes, Tank Straps, Etc. — Tanks must be secured from turning on the underf rames either by means of an anchorage or by dome yokes, and must also be secured to underframe by means of tank straps, two for tanks not more than 76 inches in diam- eter, and four for tanks of greater diameter, or their equivalent. The sectional area of dome yokes and tank bands 188 TAN CAR BUILDERS' DICTIONARY TAN must at no place be less than 54 of a square inch, or 1-inch round iron upset to 1J4 inch at threaded end. Cars having no underframe, with tank securely- riveted to body bolsters, do not require dome yokes or tank bands. Explanation: A threaded end, 1% inch in diameter or more, with a body consisting of a flat band 2 by y% inch, or equivalent section, or round iron 1 inch in diameter, will be accepted as meeting the requirements. The dome yoke proper which passes around the dome may be a rod 54 inch in diameter, or its equiv- alent, to which is secured the strap or rod which is connection pipe will not unseat the valve. Preferably the top of the discharge-valve handle should be within the tank, but in the event that it is carried through the dome, leaking must be prevented by packing and cap nut. 17. Cars without Vnderframes. — If the car has no underframe the tank shell at bottom must be at least %& of an inch thick, and all circumferential seams in bottom sheet, except head seams, must be double- riveted. 18. Brakes. — Each car must be equipped with air brakes of a capacity equal to not less than 70 per cent CENTER SILLS - NEW TANK CARS the centeh 5hj.5 between bolsters mum wave am cfrzctivl cross -sectional area at least » shin FIG. S. CENTER SILL CONSTRUCTION. fastened to the underframe. The sectional area of dome-yoke strap must be the same as required for tank straps. Where tanks are equipped with a greater number of tank bands than called for, the total sectional area of all bands will be considered as meeting the require- ments, if they equal the total sectional area of the rods specified. 15. Tank Valve Extension Clearance. — Steel under- frame tank cars in which the tank is secured from end-shifting by means of head blocks, must have a longitudinal clearance for tank valve extension of not less than 6 inches on each side of valve. 16. Discharge Valve. — If discharge valves are used, the valves must be so located that breakage of the of the light weight of car, and at least one hand brake operating the brakes of both trucks. 19. Push-pole Pockets. — There shall be a push-pole pocket at every corner of the car. Where, from the construction of the car, the push-pole pockets can not well be placed on the body, they must be applied to the trucks, so placed above the journal boxes that the push-pole will push toward the center of the truck. 20. Trucks. — Each truck must have a strength equal to or greater than the strength of the axles used. 21. All tank cars at home on a railroad must be in- spected by inspectors in the employ of that railroad company, and when such tank cars meet the require- ments herein set forth, the legend shown by Fig. 6 must be stenciled on each tank head, with the initials 189 TAN CAR BUILDERS' DICTIONARY TAN of the railroad company making such inspection and the date the inspection is made. If foreign tank cars and individual tank cars at home on foreign lines, stenciled with the legend "M. C. B. Construction'' by a foreign road, are offered for movement over another railroad, and some of the FIG. 6. — LEGEND TO SHOW COMPLIANCE WITH M. C. B. SPECIFICATIONS. details do not conform to the requirements of the tank car specifications, a report of same should be made through the proper officers to the official in charge of equipment and the car allowed to proceed until further notice. SPECIFICATION FOR OLD TANK CARS HAVING WOODEN UNDEEFRAMES. 1. Tank cars having wooden underframes, of rail- road or individual ownership, will be required to con- form to the requirements of the "Specification for Ordinary Tank Cars,'' relating to tests of tanks, safety valves, test of safety valves, 5-inch safety vents with lead disks, 2-inch vent hole or small valve with lead disk, dome yokes, tank straps, tank-valve extension clearance, discharge valve, brakes, push-pole pockets, trucks, etc. and inspection for compliance with M. C. B. specification and, in addition, must be as strong as the construction covered by the following detailed specifications : 2. Dome Heads and Covers. — Where tank cars are fitted with cast-iron dome heads and covers not suffi- ciently strong to stand the necessary 40 pounds hydrau- lic test, they must be replaced by others of cast or pressed steel, or of malleable iron. 3. Tank Heads. — Tank heads less than 7/16 of an inch thick, bearing evidence of damage from impact with head blocks, should be reinforced at bottom by means of steel plate shoes 3/s inch thick, riveted to head and shell. 4. Center Sills. — If cars are not equipped with in- termediate sills, the underframes must have two cen- ter sills, each not less than 5 inches wide by 10 inches deep, or the equivalent in strength. If the car is equipped with intermediate sills, the center sills must not be less than 5 inches wide by 9 inches deep, or the equivalent in strength. Center sills must not be spaced more than 18 inches apart. 5. Center Sill Filling Timber. — Where draft tim- bers are underneath the center sills, the space between the center sills must be filled in with timbers not less in depth than center sills, extending from end sill to the center of nearest cross-bearer or cross-timber, provided the latter is located not less than 4 feet 6 inches from center of bolster. On cars where the draft arrangement is between center sills, the filler timber must be extended to the cross-tie timber when the cars go to shop for repairs to center sills. Center sills and filling timbers must be securely bolted to- gether by means of 34-inch bolts. On cars having center or intermediate sills not less than 10 inches wide by 10 inches deep, which may be made up of two 5 by 10-inch sills bolted together, the filling timbers may be omitted. 6. End Sills. — End sills not reinforced by buffer blocks must not be less than 9 inches wide by 10 inches deep. End sills 6 inches wide by 12 inches deep, rein- forced with buffer blocks not less than 6 inches wide by 10 inches deep and of sufficient length to overlap center sills, will be acceptable as a substitute for 9 by 10 inch end sills. On existing cars, if buffer blocks are used for the purpose of reinforcing end sills which do not come within the specified requirements, the buffer blocks in no case must be less than 4 inches thick nor end sills less than 6 inches thick. The total strength of the end sill and buffer block must be equal to the strength of the construction specified. 7. Draft Timbers. — Draft timbers secured to inside of center sills and extending to cross-bearer or cross- timber will be accepted as a substitute for filling tim- bers referred to above. Where center sills are 9 inches wide by 10 inches deep, or over, and draft timbers are placed between same, they need not extend farther back than body bolster, provided they are adequately secured to center sills by means of seven J^-inch bolts or their equivalent, and butt against body bolster. Draft timbers located underneath the center sills must not be less than 4 inches wide by 8 inches deep, and each draft timber must be held to center sills, end sills and buffer blocks by means of seven or more J^-inch bolts or six 1-inch bolts. Where an arrangement for sup- porting draft timbers is substituted for one or more bolts and the construction is of equal strength, the same will be acceptable. Draft timbers extending be- yond bolster must be secured to center sills by addi- tional bolts. 8. Draft Gear. — The draft gear and draft attach- ments must be at least as strong as the design shown in Fig. 7. Cars should be provided with draft-gear stops gained into draft timbers or heeled on end sills, filler timber or body bolster, and secured with five J4-inch bolts; but cars having stops gained into draft timbers or heeled on end sills, filler timber or body bolster, secured with three 24-inch bolts, may be continued in service until such time as they go to shop for repairs, when five bolt stops must be provided. In all cases, tail yokes or attachments of equal strength must be used. Tail bolts, tail straps, or Amer- ican continuous draft gear, will not be accepted. 9. Head Blocks. — Head blocks must not be less than 10 inches wide unless reinforced by metal plates, and of sufficient depth to extend at least 6 inches above bottom of tank, and may be made of two pieces bolted together and bolted to underframe by means of not less than four ^-inch vertical bolts. They must be cut out to suit curve of tank. The ends of each head block should preferably be tied to corresponding end of head block at the other end of car by means of rods not less than 1 inch in diameter, with lj^-inch threaded ends, and each head block supported at center 190 TAN CAR BUILDERS' DICTIONARY TAN by means of a substantial casting securely bolted to end and center sills. Where the construction of the car does not permit of this fastening, the following may be substituted : The ends of each head block tied to corresponding end of head block at the other end of car by rods not less than 1 inch in diameter, with 1% inch threaded ends, and each head block secured by two stay rods 1 inch in diameter anchored to center sills ; Or, head block supported at center by means of a substantial casting securely bolted to end and center sills and two 1-inch rods passing diagonally through head block toward bolster and secured to underf rame ; Dome must have a capacity to provide for an expan- sion of 3¥ 2 per cent of the contents of the tank, meas- uring from the inside top of shell to the top of the dome. Cover for dome may be secured either by screw joint, by bolting, or by yoke with center screw. Lid must be provided with suitable gasket to insure tight- ness against the escape of gas under pressure. 3. Safety Valves. — The safety valves to be of the same pattern as those used for other inflammable products, set to blow at a pressure of 20 pounds gauge pressure, with a tolerance of 1 pound above or below that pressure. FIG. 7. — MINIMUM REQUIREMENTS FOR WOODEN UNDERFRAME TANK CARS. Or, head block secured by two stay rods V/t inches in diameter, anchored to center sills ; Or, head block secured by two stay rods 1 inch in diameter, anchored to center sills, and two 1-inch rods passing diagonally through head block toward bolster and secured to underf rame; Or, head block secured by two stay rods 1 inch in diameter, anchored to center sills, and two straps not less than Y 4 inch thick, and 3 inches wide, passing over head blocks securely fastened to underframe. SPECIFICATION FOR SPECIAL TANK CAR FOR CARRYING VOLATILE INFLAMMABLE PRODUCTS WITH A VAPOR TENSION OF OVER TEN POUNDS PER SQUARE INCH AT A TEMPERATURE OF 100 DEG. F. 1. Tanks.— For these cars the tanks may be either welded or riveted ; with or without steel underf rames. The welded tank is preferred on account of tightness. Where riveted tanks are used, all longitudinal and head seams must be double-riveted. Heads must be not less than y 2 inch thick; and if head blocks are used, heads must not be less than S/ s inch thick. 2. Domes.— Domes of steel plate, preferably drawn without vertical seams, riveted or welded to the shell proper. 4. Test of Safety Valves. — The safety valves must be tested and adjusted, if necessary, at intervals of not over six months, and the pressure and date of the last test shall be plainly stenciled on the body of the valve, as follows : Tested (date) * . Pressure (pounds per square inch) At (place) By (name) The test may be made without the removal of the valve from the car; provided the valve unseats at a total pressure corresponding with the area of the seat multiplied by 20 pounds. Valves improperly set, or not tested at proper inter- vals and stenciled, shall constitute defects for which the owner shall be responsible. 5. Lagging of Tank. — The barrel, ends and dome to be lagged with a thickness of 2 inches of 85 per cent carbonate of magnesia, or its equivalent, covered with sheet-iron jacket V% inch thick. Tank before lag- ging to be well painted. The sheets of the jacket to to be lapped so as to shed rain and maintain the dry- ness of the lagging. 6. Test of Tank. — Tank to be tested before being put into service and once every two years thereafter with a cold-water pressure of 100 pounds per square 191 TAN CAR BUILDERS' DICTIONARY THE inch, which it must stand without leakage or evidence of distress. The tank car owner shall be responsible for the proper carrying out of all tests and inspection. Tanks, when tested, must be stenciled with pressure, date and place where test was made, and by whom, as follows : Tested (date) Pressure (pounds per square inch) At ( place) By (name) 7. If discharge valves are used, the valves must be so located that breakage of the connection pipe will not unseat the valve. Preferably the top of the discharge-valve handle should be within the tank, but in the event it is carried through the dome, leakage must be prevented by packing and cap nut. An alter- native arrangement, by which the valve is placed on top of the car and the contents of the car discharged by air, will be accepted. 8. Stenciling. — In some convenient location on either the sides or the ends of the car shall be sten- ciled the words : "For Liquefied Petroleum Gas." On the side of the dome shall be stenciled : "Cau- tion: Liquefied Petroleum Gas (Casing Head Naphtha) : Before removing manhole cover, safety valve must be lifted and held open until the internal pressure, if any, is relieved." 9. All other requirements for these special tank cars to be the same as those for "Ordinary Tank Cars." 10. The designs for these "Special Tank Cars" to be submitted to the Master Car Builders Association for approval. SPECIFICATIONS FOR SPECIAL TANK CAR FOR TRANSPOR- TATION OF LIQUEFIED CHLORINE GAS. 1. Liquefied chlorine gas may be shipped in a lagged tank car of approved design, which shall be tested before being put into service with a cold water pres- sure of 300 pounds per square inch, and stenciled in accordance with the requirement in this respect of the specification for ordinary tank cars. 2. Car shall be provided with an approved design of small safety valve and fusible seal, which must be so located that in case the car became involved in a fire the seal would be exposed. 3. The designs for these "Special Tank Cars" to be submitted to the Master Car Builders' Association for approval. Tank Dome. 10, Fig. 340. A vertical cylinder attached to the top of a tank on a tank car. It permits of the application of a manhole cover which need not be air tight, and also permits the tank proper to be filled full, which would be impossible if there were no dome. Tank Head. 9, Fig. 340. The circular end sheet of a cylindrical tank. Tank Head Block. A block securely bolted to the un- dername transverse to the sills at either end of the tank, to prevent any longitudinal motion of the tank with respect to the car. The block is shaped to fit the end of the tank. See Filler Block and Tank Car, Specifications for. Tank Nozzle. A short pipe used to empty the tank. It is usually cast in one piece with the Tank Valve. Tank Saddle. The bearing which supports the tank. In some tank cars the saddle is the body bolster. Tank Slabbing. Longitudinal strips or filling pieces between the tank and the saddle of a tank car. Tank Step (Tank Car). A metal shelf or bracket fast- ened to the tank to facilitate access to the top of the dome. Tank Valve (Tank Car). A valve attached to the bot- tom of the tank to draw off the contents. (Water Cooler.) A valve used with water tanks which extend to the roof, and sometimes with other smaller fixed tanks, for enabling them to be com- pletely drained when desired. Also called water cooler valve. Tank Valve Rod. An iron rod for opening and closing a tank valve, usually extending from the valve to the top of the dome. Tank Valve Rod Bracket. An iron brace in the tank hav- ing a threaded hole or bushing through which the tank valve rod screw passes. Tank Valve Rod Screw. The screw on the upper end of a tank valve rod which passes through the tank valve rod bracket and causes the valve to open or close when the rod is turned. Taper Charge Vibrator or Relay (Electric Lighting). An automatic and sensitive electrical device similar in construction to the battery voltage relay. It acts as an auxiliary regulator in connection with the generator regulator to taper the charging current of the generator after the voltage of the battery has reached a prede- termined value, indicating that the latter is fully charged. Its action on the regulation differs from that of the battery voltage relay in that instead of abruptly cutting off the charging current it tapers the same, causing the charging current to decrease gradually to zero. The taper charge vibrator or relay gradually assumes control of the apparatus and finally regulates the axle generator as a constant potential machine. Telegraph Blank Rack. Fig. 2039. Telegraph Cock or Faucet. A self-closing cock, the lever of which resembles the key of a telegraph instru- ment. See Lever Faucet. When the water enters the cock horizontally they are called horizontal telegraph cocks. When it enters vertically they are called verti- cal telegraph cocks. See Faucet. Temperature Regulator. Figs. 2106-2110. A device for automatically controlling the supply of steam to main- tain any desired temperature in the car. Temporary Safety Chains. See Safety Chains for Steel and Wooden Freight Cars. Tenon. The projecting end of a piece of timber fitted for insertion into a mortise by cutting away a por- tion on one or more sid-es. Sometimes the tenon is made cylindrical. Tenons are secured in their mortises by pins or by giving them a dove tail. Tension Bar. Any bar subjected to a tensile stress, as the top cover plate of a body bolster. Terminal. The part of a storage battery plate to which the wires are connected. Terms and Gaging Points for Wheels and Track See Wheels and Track, Terms and Gaging Points for. Testing Air Brakes. See Air Brakes, Cleaning and Testing of. Texoderm. An artificial leather used for curtains and upholstering. It is made by coating a cloth fabric with a compound which gives it the appearance of leather. Thermo Jet (Steam Heating). A direct steam heating system which maintains the car temperature constant by means of an injector with steam supply valve con- trolled by the expansion or contraction of a part of the radiating pipes, the steam supply valve being set to a 192 THE CAR BUILDERS' DICTIONARY TOR position indicating the temperature of radiation de- sired. Thermometer, Electric. Fig. 2109. Used in connection with the regulation of steam heat in passenger train cars. Thermostatic Steam Trap (Car Heating). A device to regulate the escape of steam in proportion to the condensation that has taken place. Thimble. A bushing. A sleeve or tube through which a bolt passes. A filler. See Bolster Thimble. Third Rail Shoe or Collector. Figs. 2696, 2732, etc. A metallic sliding contact, usually of cast iron, mounted on the car truck, and insulated therefrom, for collect- ing current from an insulated third rail located along- side the running rails. Positive contact between shoe and rail is maintained by gravity or by a stiff spring. Thread. See Screw Thread. Three-Pipe Manifold. A pipe fitting forming a return bend for three pipes instead of two. Three-Stem Equipment. Figs. S27, 662, 664. An im- proved form of the original Janney draft gear for pas- senger equipment cars. The coupler head is connected to the center stem and the two side stems and its movement to either side of the center line of the car is resisted by the side stem springs. The center stem is backed by the draft spring proper which is held in a pocket between the sills and which absorbs most of the shocks. The buffer plate is backed by two buffer stem springs which aid in absorbing buffing shocks. Threshold or Threshold Plate. (Passenger Equipment Cars.) A plate placed across the bottom of a door opening. See Door Sill. (Vestibule.) The plate which covers the buffer plate and connects it with the platform. Throat (of a Car Wheel). The interior angle of a flange where it joins the tread of the wheel. Throat Piece (Snow Plow Framing). The curved ribs connecting the inclined plane of the plow with the deck. Being curved they give a projection to the deck, which lessens the tendency of the snow to ride over the top of the plow. Thumb Piece. A general term applied to many forms of lugs or projections for moving springs, catches, or other movable mechanical parts. Thumb Screw. A screw with two projecting flat sided flanges adapted to be turned with the finger and thumb. Ticket Holder. Fig. 1984. Tie. A beam or rod which secures parts together and is subjected to a tensile strain. Tie Bar. A bar or rod which acts as a tie. Tie Timber. See Cross Tie Timber. Timber Key. See Sill Timber Key. Timber Pocket. Fig. 472. An iron casting used as a seat or pocket at the junction of timbers in wooden car framing. It avoids the necessity of dovetailing or mortising the timbers together. See Post Pocket. Tip Car. A car from which the load is discharged by tipping the car body. See also Dump Car. Tire. A heavy hoop or band of iron or (usually) steel forming the ring or periphery of a wheel to impart strength to it and to resist wear. See Tire Fasten- ing. Tire Bolt. A bolt for holding a tire on a wheel center. When retaining rings are used the bolts pass through the rings and hold them and the center and tire to- gether. Tire Fastening. See Wheels. Tire Fastening for Steel Tired Wheels. See Wheels, Steel-Tired, Tire Fastening for. Tires, Minimum Thickness for Steel (M. C. B. Recom- mended Practice). Fig. 2905. In 1894 a Recom- mended Practice was adopted for Minimum Thickness for Steel Tires of Car Wheels, to be 1 inch, to be measured normal to the tread and radial to the curved portions of the flange through the thinnest part within 4'i inches from the back of the flange; the thickness from the latter point to the outer edge of tread to be not less than ]/ 2 inch at thinnest part as shown on the drawing. A further practice was adopted of cutting a small groove, as shown, in the outer face of all tires when wheels are new, at a radius of % inch less than that of the tread of tire when worn to the prescribed limit, to facilitate inspection. Tires, Mounting (M. C. B. Recommended Practice). In 1914, by letter ballot, it was adopted that wheel centers should be machined to the exact diameter specified and the tires' finish bored to the diameter of the center, less 1-1000 inch for each inch in diameter. Toe Nail. A nail driven in bliquely to fasten the end of a board or other piece of timber to the surface of another. The timber so fastened is said to be toed, or toe nailed. Toggle Arms (Hopper Doors). The two arms of a toggle joint, which form a strut between the two op- posite hopper doors, holding them closed. Toilet. Another name for a saloon or lavatory. Toilet Paper Holder. Fig. 1792. Toilet Rack. Figs. 1745, etc. A rack for toilet articles, etc. Tongs or Crabs (Pile Driver and Wrecking Cars). A device for anchoring the body of the car to the track when in use. A jack screw is used in connection with the tongs to raise the body of the car, so as to bring a strain upon the tongs. See Bolster Jack Screw. Tool Car (Wreck Train Equipment). A car used for carrying chains, cables, blocking, jacks, and all the necessary tools used in clearing wrecks. Top Chord 1 (of a Truss). The upper outside member of a truss, particularly one divided up into panels. The members of mere trussed beams are not com- monly designated as chords. Top Door Rail. The uppermost horizontal bar or piece of a door frame. Top Door Track. See Door Track. Top Equalizer Truck. Figs. 999, 1009, 1019. Top Rail (of Door). See Top Door Rail. Top Side Bearing. A body side bearing. See Side Bearings. Torch (Pintsch System). A special device combining the ordinary wax taper torch, and a key, which fits the cock of any Pintsch lamp, and will open or close the globe of any lamp from the floor of the car. Tornado Lamp. A general term applied to lamps which receive their supply of air through a long tube, usually connected with the supports or arms of the lamp, so as to check the effect of sudden gusts of wind. Hurri- cane lamp is another name. Torpedo. A cylindrical detonating cap provided with clips for folding under the head of the rail for the purpose of making a loud alarm as a signal on the passage of engines over them. The basis of the deto- 193 TOU CAR BUILDERS' DICTIONARY TRA nating compound is fulminate of mercury. The in- terior pieces of iron, to insure the explosion of the fulminate, are termed anvils. Tourist Sleeping Car or Tourist Car. A sleeping car more plainly finished than a standard sleeping car and generally upholstered in rattan or leather, for the ac- commodation of travelers who cannot afford to use a standard sleeping car. See Sleeping Car. Towel Rack. Fig. 1748. A tray of rods for holding towels. Towel Rod. Fig. 1724. A rod fitted to the wall with brackets or otherwise, upon which towels may be hung. Towel Rod Brackets. Fig. 1737. See Towel Rod. Towel Roller Bracket. A bracket for supporting a towel roller. There are two, the fixed end and loose end bracket. The principal supply of towels, how- ever, is usually carried in a towel rack or hung on towel rods. Towel Vendor. Fig. 1754. Track Laying Car. A low push car, primarily for carrying rails short distances in construction. They are frequently without a floor or platform and are provided with fixed rollers at the side for running the rails forward. A platform car with a cantilever truss extending out from one end of the car or over the track and on which rails may be run out and distributed on the ties. Some track layers are equipped with carriers which carry the rails and ties forward from cars in the rear. Track Sweeper. See Sweeping Car. Track and Wheels, Terms and Gaging Points for. See Wheels and Track. Traction Air Brake. Figs. 1397-1444. The adaptation of air brake equipment to electrically propelled cars or trains. The changed conditions of motive power and method of operating such cars or trains, have necessi- tated various changes in the details of the equipments. See Air Compressor, Governor Synchronizing Sys- tem. Trailer or Trailer Car. Figs. 190, 195. A car without its own motive power for vise in trains operated by motor cars. Trailer Truck. Figs. 957 and 961. A motor car truck which is not equipped with motors. Train Air Signal Apparatus. Figs. 1345, 1404, 1410, etc. A substitute for the bell cord arranged to give train signals by compressed air. A separate line of signal pipe, similar to the brake pipe, extends throughout the train, connected between the cars by hose and coup- lings. A car discharge valve, connected to this signal pipe, is located in each car and attached to the bell cord in such manner that pulling on the cord releases air from the signal pipe. In the cab on the engine or motor car is a signal valve, which is also connected with the main signal pipe and a small signal whistle. The supply of air is received from the main reservoir through a reducing valve, which maintains a pressure of about 45 lbs. per square inch in the signal apparatus. When the car discharge valve is opened, by pull- ing on the cord, the diaphragm in the signal valve is operated so as to blow the whistle. Signals can be given in this way with rapidity and great certainty. If the train breaks in two the whistle is blown loudly for a considerable time. Train Air Signal Stop Cock. A stop cock in the air signal pipe. There is one at each end of a car. Train Brake Pipe. See Brake Pipe. Train Car. A Caboose Car. Train Lighting. (M. C. B. Recommended Practice.) See Electric Lighting. Train Line (Steam Heat). See Steam and Air Con- nections for Passenger Equipment Cars. Train Line (Electric Lighting). A system of heavy conductors, generally three in number, running the entire length of the car either over the roof or un- der the car body and terminating at each end of the car in a suitable connection device, located either above the vestibule opening or below the platform. Two of these conductors are tapped and connections carried down inside of the car, where connections may be made with the electric lighting system of the car. The other conductor generally has no connection to it in the car. Its purpose is to act as an end feeder or equalizer when a head end generator is employed. The other two conductors or lines may be employed for tying together in parallel the lighting systems of the different cars, irrespective of whether a head end gen- erator is used or not. Train Line End Valve. See End Train Pipe Valve. Train Line Connector (Electric). A device for con- necting the train lines of one car to those of another in such a manner as to insure the proper connec- tion of the conductors of one car with those of an- other independently of sequence or end relations of the various cars; that is to say, the conductor must always join wire No. 1 of one car with wire No. 1 of the next car, etc., no matter whether the cars have been turned end for end or in what order they may stand in the train. Train Line Jumper. A connection made generally at the rear end of the train on the end farthest from the head end generator connecting the conductor which is not tapped in the cars to one of the conductors that is tapped. The current is carried from the gen- erator clear through to the end of the train and by means of the jumper brought back on one of the other wires. This arrangement of train lines, known as the equi-potential or return loop, insures uniform voltage at each of the cars, irrespective of the drop or loss that may take place in the conductors them- selves. Train Lighting Instruction Car. Fig. 240. A car equipped with train-lighting apparatus for the purpose of instructing employees. Train Pipe (Air Brake). See Brake Pipe. Train Pipe or Brake Pipe Bracket. Fig. 480. Train Pipe Valve (Car Heating). See End Train Pipe Valve. Transfer Table. A platform and section of track on wheels, its length being equal to or greater than the length of a car. Its chief use is to transfer cars from one section of a shop to another, connecting with parallel tracks and running transversely to them. Transom. Primarily, a cross piece. (Carpentry.) A horizontal piece framed across a door or double light window. The term is also ap- plied in the general sense of a cross piece in other ways. (Trucks.) 20, Figs. 991, 1010. B, Fig. 965. One of two horizontal cross beams attached to the side frames, between which the swing bolster is placed. Transom Bearing Block. A piece of wood or iron placed on top of a transom under the bearing of a swing hanger to raise it. 194 TRA CAR BUILDERS' DICTIONARY TRU Transom or Bolster Chafing Plate. See Friction Block. and Bolster Chafing Plate. Transom Casting. A casting used to attach a transom to a truck frame. Transom Corner Plate (Passenger Equipment Trucks). 131, Figs. 991, 1010. A plate or casting connecting and bracing the transom and wheel pieces. See Truck Frame Corner Plate. Transom Draft Gear. Figs. 714-717. A special ar- rangement of draft gear. Transom and End Piece Tie Rod. S9, Figs. 991, 1010. A road extending through the transom and end piece to stiffen the truck frame. Transom Opener. A device for opening a transom over a door ; very similar to a deck sash opener. Transom Plate. Iron plates on both sides of wooden transoms of passenger equipment trucks for strength- ening purposes. Transom Tie Rod or Bar. 23, Figs. 991, 1010. A bar passing across a truck close to the transom to hold the wheel pieces and transoms rigidly together. Transom Tie Rod Washer. 26, Figs. 991, 1010. A bear- ing for the nut on a transom tie rod. Transom Truss Rod. 24, Figs. 991, 1010. A transverse rod attached at its end to the wheel pieces, extending alongside the transoms and inclined downward under a central transom truss block, so as to strengthen the transoms. Generally, two such rods are used with each truck. Transom Truss Rod Seat. A bearing for the transom truss rod on the under side of the transom. Trap (for Refrigerator Car). An S-shaped pipe, largely used in all forms of plumbing work for permitting the exit of water, while preventing the entrance of air. See Steam Trap. Trap Door. A door in a floor or roof, closing flush therewith when shut. See Platform Trap Door. Trap Door Latch (Vestibule). Figs. 1841, etc. The latch for the vestibule trap door. Trap Door Lock. Figs. 1841, 1843, etc. See Trap Door Latch. Traversing Jack. A jack that can be moved horizon- tally on a bed or track while under its load. See Jack. Tread (of a Step). The part on which the foot is placed. See Tread Board and Safety Tread. (Of a Car Wheel.) The exterior cylindrical surface of a car wheel inside of the flange which comes in contact with the rail. See Wheel. Tread Board (of a Step). The horizontal part on which the foot is placed. Usually covered with rubber or metal safety treads to prevent slipping. See Tread and Safety Tread. Triangular Washer. An iron plate or block, the cross section of which is triangular, and which forms a bear- ing for the nut or head of an inclined brace rod. Also called beveled washer, but the latter term is chiefly used when the angle between the two faces is small. Triple Valve (Air Brake). Figs. 1346, 1360, 1365, 1366, 1367, 1448, 1449, 1471, etc. A valve device consisting of a body or case, called the triple valve body, which has connections to the brake pipe, the auxiliary reser- voir and the brake cylinder, in which a slide valve is operated by a piston, so that when the pressure of the air in the brake pipe is increased the auxiliary reser- voir is charged and the air in the brake cylinder is released to the atmosphere; and so that, when the air pressure in the brake pipe is reduced, air from the auxiliary reservoir is discharged into the brake cylin- der for applying the brakes. A triple valve perform- ing only these functions is now known as the plain triple valve. The quick-action triple valve has all the features and performs all the functions of the plain triple valve, and has the additional function of causing a discharge of air from the brake pipe to the brake cylinder, when, in emergencies, the maximum force of the brakes is in- stantly required. More recent developments have add- ed retarded release and uniform recharge features. (For Freight Air Brake Gear.) A special form, not differing in principle from the passenger brake valve but generally combined with the reservoir and brake cylinder in one single part for economy and conven- ience of attachment. Triple Valve Body. 2, Fig. 1360. See Triple Valve. Triple Valve Branch Pipe (Air Brake). A short pipe by which the triple valve is connected with the brake pipe. Triple Valve, Cleaning and Lubricating. See Air Brakes, Cleaning and Testing of. Triple Valve Gasket. A gasket placed in the joint be- tween the triple valve and the brake cylinder. Triple Valve Piston (Air Brake). 4, Fig. 1360. See Triple Valve. Triple Valve Tests. See Air Brakes, Cleaning and Testing of. Trolley. Fig. 2713, etc. See Pantagraph Trolley. Truck. 19, Fig. 314; Figs. 962-1021. A small, low, four- wheel or six-wheel car, carrying one-half the weight of a car body. The car body is carried on a pair of center plates (truck center plate and body center plate), with a center pin or king bolt passing through them, about which the truck swivels. There are now some types of trucks in use in which the weight of the car is transmitted to the truck through side bearings. The trucks commonly used under freight cars have four wheels, but six-wheel trucks are used in special cases. Passenger equipment cars use either four or six-wheel trucks, the latter being generally used under very heavy cars. See Diamond Arch Bar Truck, Flexible Truck, Logging Truck, Pedestal Truck, Rigid Bolster Truck, Roller Side Bearing Truck, Side Bearing Truck, Swing Motion Truck. The term is applied to different kinds of small ve- hicles used on and about stations for handling freight and baggage by hand. Many large terminal stations now use motor driven baggage trucks. Truck Bolster. 16, Fig. 490; Figs. 493, 495-499; 30, Figs. 989, 991, 1010. A cross beam in the center of a truck, to which the lower center plate is fastened, and on which the car body rests. The truck bolster is con- nected to the body by a center pin, which passes through it. Truck Bolster Chafing Plate. A plate attached to a wooden swing bolster to protect it from wear. Truck Bolster Flitch Plate. See Bolster Flitch Plate. Truck Bolster, Gages for Cast and Pressed Steel (M. C. B. Recommended Practice). Fig. M. C. B.-D. In 1914 gages for cast and pressed steel truck bolsters for 80,000, 100,000 and 140,000 lb. capacity cars were adopt- ed as Recommended Practice. Truck Bolster Guide Bar. See Bolster Guide Bar. Truck Bolster Guide Block. A cast iron shoe for the 195 TRU CAR BUILDERS' DICTIONARY TRU end of a truck bolster, which slides vertically be- tween the columns or bolster guide bars. Truck Bolster Truss Rod (Rigid Bolster Trucks). A rod attached near the ends of a wooden truck bolster and passing over a central truss block. In swing bolster trucks, rods of a similar nature are sometimes used, and are termed transom truss rods. Truck Car. A car used in a wreck train for carrying spare trucks. Truck, Center Bearing Truss. The truss formed by the center bearing top and bottom arch bars. Truck Center- Frame. A frame made in one piece, riv- eted to the side frames or wheel pieces of steel pas- senger equipment trucks and taking the place of the transoms in the older types. Truck Center Plate. 63, Figs. 989, 991, 1010. See Center Plate. Truck Frame. A structure composed of wooden beams, iron bars or of cast steel in one piece, to which the journal boxes or pedestals, springs and other parts are attached, and which forms the skeleton of a truck. See Truck Side Frame. Truck Frame Corner Plate (Passenger Trucks). See End Piece Corner Plate and Transom Corner Plate. Truck Frame End Piece or End Sill. 17, Figs. 991, 1010. See End Piece. Truck Frame Knee Iron (Passenger Trucks). An in- terior angle plate of cast or wrought iron to connect the truck frame together. See End Piece Corner Plate and Transom Corner Plate. Truck Side Bearing. 10, Fig. 490; 61, Figs. 991, 1010. A device attached to the top of the truck bolster, on which a corresponding bearing fastened to the body bolster rests. See Side Bearings. Truck Side Frame. A, Fig. 965; Figs. 962, 1139, 1155, 1162. The longtudinal portion of a truck frame, on the outside of the wheels, which extends from one axle to the other, and to which the journal boxes and bolsters or transoms are attached. Truck Sides, Cast Steel, Limiting Dimensions (M. C. B. Recommended Practice). Fig. M. C. B. — B. In 1914 the limiting dimensions shown on the drawing for cars of 80,000, 100,000 and 140,000 lb. capacity, were adopted as Recommended Practice. Truck Sides, Cast Steel, Gages for (M. C. B. Recom- mended Practice) Fig. M. C. B. — Bl. In 1914 gages for cast-steel truck sides for cars of 80,000, 100,000 and 140,000 lb. capacity were adopted as Recommended Practice. Truck Sides, Cast Steel, Specifications for (M. C. B. Recommended Practice). In 1912 specifications for cast-steel truck sides were adopted. In 1914, by letter ballot, Section 16, Article VII, was amended to provide that all castings not meeting re- quirements of proof test should be rejected. Modified in 1915. 1. When the manufacturer is ready to make a ship- ment of material he shall notify the purchaser of that fact and await the arrival of the purchaser's inspector, to whom he shall furnish free any assistance and labor needed to make satisfactory inspection test and prompt shipment. 2. Manufacturer shall protect all castings, so that they do not become covered with rust. 3. Cleaning. — At his option the inspector may re- quire that any or all castings be subjected to sand blast in order to make an examination of the surface for checks or cracks. 4. Painting. — They shall not be painted before being inspected unless otherwise specified. 5. Process. — Castings furnished under these speci- fications shall be made by the open-hearth process in accordance with the best foundry methods. 6. Chemical Composition. — 'The steel shall conform to the following requirements as to chemical compo- sition : Carbon not below 0.20 or above 0.30 per cent. Manganese not above 0.70 per cent. Phosphorus not above 0.05 per cent. Sulphur not above 0.05 per cent. 7. Ladle Analysis. — To determine whether the ma- terial conforms to the requirements specified in section 6 an analysis shall be made by the manufacturer, from test ingot taken during the pouring of each melt. Drillings for analysis shall be taken not less than % inch beneath the surface of the test ingot. A copy of this analysis shall be given the purchaser. 8. Check Analysis. — A check analysis may be made by the purchaser from a test coupon, representing each melt, and this analysis shall conform to the requirements of section 6. 9. Sampling for Chemical Analysis. — From the cou- pon described in section 12 (a), which has satisfac- torily passed the physical requirements, borings shall be taken for chemical analysis. 10. Physical Properties. — The physical properties of steel shall be as follows : (a) Ultimate tensile strength, lbs. per sq. in,, not under 60,000. (b) Yield point (by "drop of beam"), not under 50 per cent of ultimate tensile strength. (c) Elongation in 2 in. per cent not less than 1,400,000 divided by the ultimate tensile strength. 11. Proof Test. — A minimum of one frame from each heat and not less than 2 per cent of the total frames furnished shall be tested in a suitable machine to the loads shown in the table for different capacity car trucks. Proof Tests. Car Initial Maximum Maximum Capacity, Load, Load, Deflection, Set, Lb. Lb. Lb. In. In. 80,000 20,000 110,000 0.15 0.01 100,000 25,000 135,000 0.15 0.01 140,000 35,000 175,000 0.15 0.01 After applying initial load, reduce load to 5000 lb. and set deflection instrument at zero; apply the requi- site proof load and measure deflection; reduce load to 5000 lb. and measure the set. Truck sides may be supported at each end, directly beneath the center line corresponding to center line of axle when side frame is in the truck and loaded at center of bolster, opening midway between supports, or they may be supported in the center and loaded at the ends. The deflection and set shall be measured at the center line of spring seat. 12. Annealing. — Test coupons shall be annealed with the castings before they are detached. To deter- mine the quality of annealing, the inspector will have one of the test coupons mentioned in section 12 (b) cut half way through and broken off from the casting for examination of the fracture. If, in his opinion, the annealing has not been properly done, he may require the casting 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 gauge as to require heating in order to bring it within the gauge it shall again be reannealed before it may be accepted. 196 TRU CAR BUILDERS' DICTIONARY TUM 13. Sampling. — For the purpose of determining whether the physical and chemical requirements are complied with, the inspector shall select at random on casting from each melt. From this casting the two physical and chemical test coupons shall be re- moved by the inspector, one of them shall be subjected- to physical test, but if the coupon casting proves un- sound the other coupon shall be used in its stead for this purpose. (a) Physical Test Coupons.— The manufacturer shall have cast on each truck side two test coupons having a cross section of ljjj by 1% in. and 6 in. long. These coupons are to be used for physical and chemical tests and their location upon the casting shall be specified by the purchaser. (b) Annealing Coupon. — There shall be two addi- tional coupons of a cross section not less than the average cross section of the casting. These coupons are to be used to determine the character of the an- nealing as specified in section II. 14. Limiting Weights. — Truck sides shall conform to the weights given in table. In case the castings have met all requirements except that of overweight, they may be accepted at the maximum allowable weight here specified: Car Capacity. Lb. 100,000 140,000 Weights, Lb. Minimum. 485 640 Normal. 500 060 Maximum. 515 680 15. Workmanship. — They shall conform to the di- mensions shown on the drawings and shall be free from rust, scale, blowholes and shrinkage cracks. 16. Marking. — Each casting shall have the follow- ing markings cast upon it in raised letters and figures : (a) Initials of Railroad Company. (b) Month and year when cast, thus, 6-12. (c) Manufacturers' serial number and trade mark (or other designation). (d) M. C. B. S. 17. Rejection.— iln case the test pieces do not meet the specifications, all castings from the entire melt shall be rejected. If the side frame selected to repre- sent a melt does not meet the proof test, then all the frames from that melt shall be subjected to the proof test, and all such frames failing to meet the test shall be rejected. 18. Removal of S. — From each casting rejected by inspector under these specifications, he shall cause to be chipped the "S." of the letters M. C. B. S. which are specified in section 15 (d). Trunnion. The pivot upon which any body, as a gun, revolves. The term is usually applied to bearings for objects of irregular shape, and having slow or irregu- lar motion, as distinguished from the journals of wheels, etc. Truss. A frame to which 'rigidity is given by uniting the parts so that its figure shall be in effect cut up into triangles, making it incapable of distortion by turning of the bars about their joints. The simplest form of truss is that in which a truss rod and king post are put underneath a beam to strengthen it, or two beams are framed together in the form of a letter A, and tied together at their lower ends by a rod or another beam. These are called king post trusses. Another form is that in which two posts are used, which are called queen post trusses. This is not a perfect truss, since it is capable of altering its shape by simply bending without rupturing its parts, when unequally loaded. In order to prevent this counterbalances should be added. This is the usual way of trussing the underframe of cars. The sills resist bending and act as straining beams, thus preventing great distortion. The usual forms of trusses used for the side framing of cars are the Pratt and the Howe types. In the former all the braces are subject to tension, and in the latter the braces are compression members. The Pratt truss is rarely used alone today for side trussing, but is often used in combination with the Howe truss. The Howe truss is rarely used in its simple form, being usually provided with vertical posts alongside of the vertical tension members. The side of a car is not a perfect truss as ordinarily built, for the middle panel, which contains the door, lacks the essential element of braces or counterbraces. Long cars are reinforced with heavy trusses of the bridge or roof type, and further strengthened by body truss rods. Truss Block. A distance piece between a truss rod and the compression member of a trussed beam, which forms a bearing for both. Truss Plank (Passenger Car Framing). A wide piece of timber, set on edge and bolted to, or sometimes gained into the posts on the inside of the car imme- diately above the sills. Truss Plank Cap. A strip of wood attached to the top of a truss plank between the seat frames. Truss Rod. 33, Fig. 364. A rod used in connection with a king or queen post truss, or trussed beam, to resist deflection. It is attached to the ends of the beam, and is supported in the middle by a king post, truss block, or two queen posts between the beam and the rod. See Body Truss Rod. Truss Rod Anchor. An iron forging or casting bolted to the sills, to which the end of the side truss rod is fastened. It is commonly made integral with the body bolster when a double body bolster is used. Truss Rod Bearing. A bearing used to furnish sup- port to a truss rod at an angle or bend. The bearing, over the bolster, of a long body truss rod running from end sill to end sill is called a body truss rod saddle, probably in part from its form. See Queen Post. Truss Rod Iron. A bar of iron, having an eye, to which a body truss rod is attached, bolted to the under side of a sill below a body bolster. It is a form of attaching body truss rods almost out of use for freight cars, but in use on wooden passenger cars. A Truss Rod Anchor. Truss Rod Saddle. See Body Truss Rod Saddle and Truss Rod Bearings. Truss Rod Strut. See Queen Post. Truss Rod Washer. A large flat or beveled washer, used under a nut on the end of a truss rod. Some- times called a skew back. Tufting Button. A button used in upholstery to hold the cord which passes through the upper covering of the upholstered surface, dividing it into squares or diamonds. Tumbler. A drinking glass. (Locksmithing.) "A latch engaging within a notch in a lock, bolt, or otherwise, opposing its motion un- til it is lifted or arranged by the key so as to remove the obstacle." — Knight. Tumbler Holder. Figs. 172S, etc. A bracket or stand for holding glass tumblers or drinking cups. They are either single or double. 197 TUM CAR BUILDERS' DICTIONARY UNC Tumbler Holder and Drip. Fig. 1734. A water cooler drip, the top of which is made large enough to hold a glass. Tup. See Hammer. Turbo-Generator (Electric Car Lighting). Figs. 2434, 2469, etc. A steam turbine of small size direct-con- nected to a generator for furnishing electric current to light trains by the head end system. The turbo- generator may be mounted in the baggage car or on top of the locomotive boiler and receives steam from the locomotive. Turn Over Seat. See Reversible Cas Seat. Turnbuckle. Figs. 1S70, 1571. A device inserted in the middle of a long rod for changing its length. A form that has gained much favor for use on cars is that shown in Fig. 1S70. They are made the following sizes, and larger in proportion. Size. D A. B. C. L. 1 inch 6 in. \y 2 in. 9 in. 25 in. V/s inch 6 in. 1 11/16 in. 9H in. 25 in. 1% inch 6 in. V/s in. 9J4 in. 26 in. lVs inch 6 in. 2 1/16 in. 10% in. 27 in. V/2 inch 6 in. 2V A in. 10^ in. 27 in. 15/g inch 6 in. 2 7/16 in. 10% in. 28 in. 1M inch 6 in. 2% in. 11J4 in. 28 in. D. Size = Outside Diameter of Screw. A. Length in Clear between head = 6 in. first length for all sizes. B. Length of Tapped Heads = \y 2 D. C. Total Length of Buckle without Bolt Ends. L. Total Length of Buckle and Stub Ends when open. Turtle Back Roof. Figs. 136, etc. A roof for a pas- senger equipment car which is arched, and without a clere story or upper deck. Twin Car Seat. A seat stand with a division arm, two cushions, two seat backs with two striker arms each, so that they may be turned to bring the occupants face to face. See Reclining Chair. Twin Hopper Gondola Car. A gondola car with two hoppers. See Gondola and Hopper Bottom Gondola. Twin Spring Draft Gear. Figs. 521, 706, 768. A draft gear in which the springs are arranged alongside of one another. Twin Washer. A Double Washer. Two- Way Dump Car. Figs. 60, etc. A car from which the entire load may be dumped to either side of the track. See also Side Dump Car. Tyre. See Tire. U U-Bolt. A double bolt made of a bar of iron bent to the shape of the letter U, with a screw thread on each end. U-Bolt Casting. A casting so shaped that a U-bolt can fit around it and connect it to a timber or sill to form a bearing or carrier for a pin or bolt. Uncoupling Apparatus. See Uncoupling Lever. Uncoupling Arrangements. (M. C. B. Recommended Practice). In 1897 designs showing the details of un- coupling arrangements to concealed end sill cars and outside end sill cars were adopted as Recommended Practice. In 1905 the shoulder of the bracket for the uncoup- ling rod was made bevel. In 1908 these details were revised and changes made to overcome former defects. The special feature of this uncoupling attachment is the slotted center bracket. By placing the rod back on top of end sill or head block a longer arm is ob- tained, which gives sufficient lift with ample slack in the chain, and by using a sloping slotted bracket the rod projects V/ 2 inches in front of coupler lock, which is about the best position for an efficient lift. The slotted bracket allows the rod to slide back Z l / 2 inches and avoids interference when slack of train is bunched. The handle shown should preferably project below end of car or be bent as shown by dotted lines, in order to protect the operator's hand. Three links 2^4 inches, 5^ inches and 7 54 inches long, respectively, are shown. By using one of these three links, therefore, a chain 6j4, 8fyi or 10^2 inches long is obtained, which should fit all cars and M. C. B. couplers. These links should avoid the use of split links, "S" hooks and other temporary repair devices now very common. The arrangement as a whole is applicable to all types of cars, and if properly applied will largely obviate present troubles. Only a few lim- iting dimensions are shown on the drawing, as the others must be adapted to each particular class of car ; but the dimensions for center arm, chain slack and po- sition of lift pin eye should be carefully adhered to. In 1911 the uncoupling arrangements for M. C. B. coupler were made to conform to the requirements of the U. S. Safety Appliance Act. Details of M. C. B. Standard attachments are shown in Fig. 2857. See Safety Appliances. In 1915 a recommendation was adopted that the un- coupling arrangement for passenger equipment cars should be located on the left-hand side of car facing the end of the car, the same as for freight equipment. Uncoupling Chain. See Uncoupling Arrangements. Uncoupling Lever or Uncoupling Rod. 13, Figs. 287, 288; 12, Fig. 291; Fig. 598; Figs. 775-782. An iron rod with a bent handle forming a lever, usually at- tached to the end sill, by which the lock of the auto- matic coupler is opened and the cars uncoupled with- out going between them. The lever proper is the part attached to the rod and operating the unlocking mechanism, but in the case of freight cars the lever and rod are generally made in one piece. In passenger equipment cars the lever is located on the platform or in the vestibule. The short lever which is directly connected to a passenger coupler is also sometimes called uncoupling lever. Uncoupling Lever Bracket. Fig. 479. A bracket sup- porting the uncoupling lever on the end of the car. Uncoupling Rigging. See Uncoupling Lever. Uncoupling Rod. See Uncoupling Lever. Uncoupling Rod Guide. Figs. 606, 620. A guide or sup- port for the Uncoupling Shaft used on passenger equipment cars having wide vestibules. Preferably un- coupling shaft guide. Uncoupling Rod Foot. Fig. 607. The bottom Uncoup- ling Guide Rod. Uncoupling Shaft (Passenger Equipment Cars). A vertical rod extending up through the platform floor having a square end at the top to take the uncoupling lever and a crank arm at the bottom to which is at- tached an uncoupling rod. A partial turn of the un- coupling lever pulls out the uncoupling rod and releases the coupler lock, allowing the knuckle to open and the cars to part. Uncoupling Shaft Bracket. Fig. 479. See Uncoupling Lever Bracket. 198 UND CAR BUILDERS' DICTIONARY UPP Underframe. Figs. 418-449. A framework, which re- ceives the buffing and pulling stresses and carries the weight of the floor and body of the vehicle. In both freight and passenger cars in America the underframe and body are rigidly connected and mutually stiffen and strengthen one another, but in British carriages the body is framed as an independent structure, and merely rests on the underframe, rubber pads (india rubber body cushions) being interposed to deaden shocks. The only connection is through a body hold- ing-down bolt Underframe includes all the framing below the floor, and includes the platforms, draft timbers, etc See general drawings of the various types of cars Underhung Door. A sliding door which is supported and slides on a rail below the door Union (Pipe Fittings). Figs. 2076, etc. A means of uniting the ends of two pipes with a nut The nut is attached to one pipe by a sleeve with a collar, and is screwed on a sleeve attached to the other pipe See Pipe Fittings and Pipe Unions. Union Elbow. Fig. 2087. A union having one section in the form of an elbow. Unit-Switch Control (Motor Cars). Figs. 2684, etc. A control apparatus for single cars and cars operated in multiple unit service. Parts are standardized to per- unit of ready renewal. Main power circuit connections are made by pneumatically operated switches assem- bled in a switch group underneath the car. See Fig. 2544 for section through a unit switch group. For ar- rangement of the working parts of the air cylinder of a unit switch, see Fig. 2547. See Fig. 2560 for wiring diagram of unit switch control. United States Gallon. A U. S. gallon contains 231 cubic inches and a U. S. gallon of water weighs 8 1-3 lbs. See Imperial Gallon. United States Government Specifications for Postal Cars. See Postal Cars, U. S. Government Specifi- cations. United States Safety Appliance Standards. See Safety Appliances. Universal Joint. "A device for connecting the ends of two shafts so as to allow them to have perfect freedom of motion in every direction within certain defined limits." — Knight. Universal Valve. Fig. 1361. A valve mechanism used with both electric road and steam road passenger brake equipments, which corresponds in a general way to the triple valve in common use, in that it operates to charge the reservoirs and to control the admission of air to and exhaust from the brake cylinder. This valve, however, possesses many distinct and novel features which are made necessary by the rigid re- quirements of modern traffic conditions. The univer- sal valve is of the built-up type, a simple form of triple valve being the base. This makes it possible to install and operate an equipment, if desired, in stages by adding to the simplest arrangement of apparatus such portions as are demanded by an advance in ser- vice requirements, up to the complete form of the de- vice, which is electro-pneumatically operated. The complete form of the device consists of an equalizing portion, which controls the pneumatic service and re- lease of the brake and the charging and recharging of the reservoirs of the equipment ; a quick action portion with high pressure cap, which controls the transmis- sion of serial quick action and the obtaining of high emergency pressure in the brake cylinders when an emergency application of the brakes is made; an elec- tric portion which comprises the magnets, switch, etc., controlling the electric service application, electric re- lease and electric emergency applications of the brake; and a pipe bracket to which the various portions of the valve device are bolted and to which all pipe connec- tions are permanently made. The equipment employ- ing this valve is known as the Universal Equipment. Upholstery. In passenger car construction, the term includes the cushions, curtains, carpets, beds, etc., and generally the materials from which they are made. Upper Belt Rail (Passenger Car Exteriors). A hori- zontal bar attached to the posts on the outside and above the windows. See Belt Rail. Upper Berth. 2, Figs. 1600, 1601; Fig. 1598. The top berth in a sleeping car section. It folds up by day against the roof, being secured by a berth latch, and the head board, mattresses and bedding are stored in the pocket between it and the roof. See Berth. Upper Berth End. The end piece of a sleeping car upper berth. Upper Berth Front Panel. The central panel of an up- per berth. Upper Berth Ladder. 14, Figs. 1600, 1601; Fig. 1603. For use in entering and leaving an upper berth in a sleeping car. Upper Berth Lower Rail The bottom or rear bar of the frame of a wooden upper berth. See Berth Front. Upper Berth Pocket. A pocket against the sides of the car which closes up flush therewith when the upper berth is folded up, but drops open when the berth is made up, to afford a receptacle for clothing and bag- gage. It has been replaced by a hammock. Similar pockets for the lower berth are made by turning up the head rest of the seat. Upper Berth Rest. See Berth Bracket. Upper Berth Rest Pivot. A pin attached to a plate fastened to an upper berth. The pin engages in a hole in a Berth Bracket. Upper Berth Spring. Fig. 1648. Upper Berth Top Rail. The upper or front bar of the frame of a wooden upper berth. See Berth Front. Upper Brake Shaft Bearing. A metal eye by which the upper end of a brake shaft is held in place. Upper Buffer Spring. Fig. 533. A spring at the top of a vestibule diaphragm to hold the vestibule face plates in contact. Upper Deck (Passenger Equipment Cars). Also called clere-story. The raised central portion of the roof. See Deck. Upper Deck Carline. A carline supporting the upper deck or clere-story, usually called simply deck carline. A through carline, extending under both lower and upper decks, is also sometimes called an upper deck carline or profile carline. Upper Deck Eaves Molding. A molding, usually called simply deck eaves molding, on the outside edge of the roof. Upper Door Sash. The part of a double window sash in a car door which covers the upper part of the opening. This upper section is usually made movable, so that it can be lowered for ventilation. Upper Floor (Stock Car). More commonly called double deck. A deck or floor in a stock car half way between the main floor of the car and the roof, to 199 UPP CAR BUILDERS' DICTIONARY VAP double the carrying capacity of the car for pigs, sheep, calves, etc. ( Automobile Car.) A similar arrangement fitted in an automobile car. Upper Wainscot Rail. A longitudinal wooden bar or rail, fastened to the posts on the inside of a passen- ger car immediately under the window. See Wain- scot Rail. Urinal. A metal or porcelain receptacle used in saloons, connected to a pipe leading through the floor. They are distinguished as corner or side urinals. A con- cealing urinal, shutting up flush with the wood work when not in use, is sometimes used. Urinal Cover. A wooden or sheet metal lid for inclos- ing a urinal. Urinal Drip or Drip Pan. A pan under a urinal on the floor. Urinal Handle. A handle in a saloon, placed above the urinal for support. Urinal Ventilator. A pipe attached to a cap on a urinal, communicating with the top of a car, where some form of wind scoop is often added. V-shaped Screw Thread. A thread with a sharp edge at the top and sharp groove at the root. The Sellers' (U. S.) standard thread is flat at the top and at the root, and the Whitworth is rounded. Vacuum Brake. A system of continuous brakes which is operated by exhausting the air from some appli- ance under each car, by which the pressure of the external air is transmitted to the brake levers and shoes. So called in distinction from Am Brakes, which are technically understood to refer only to brakes operating with compressed air, although in a literal sense the vacuum brake is also an air brake. An ejector on the engine is ordinarily used for ex- hausting the air, connected with the rest of the train by pipes and flexible hose between the cars. A con- tinuous pipe is connected through the train between cars by rubber hose, wound with wire to prevent col- lapsing, and suitable couplings. Under each car is a large cylinder with a piston and rod connected to the brake levers actuating the brake shoes. These cylin- ders are connected to the train pipe through a simple form of ball valve. An ejector on the locomotive maintains a vacuum of from 20 to 24 inches in the train pipe and in the cylinders under each car. In the release position the piston rests by its own weight in the bottom of the cylinder. To apply the brakes air is admitted to the train pipe and through the ball valve under each car to the space below the piston. The vacuum above the piston permits the atmosphere pres- sure below the piston to raise it and apply the brakes. A vacuum is always maintained above the piston and is available for applying the brakes at any time. In case the train parts the admittance of air to the broken train pipes applies the brakes in both sections of the train. A vale in the caboose may also be used to admit air to the train pipe and apply the brakes in case of emergency. To release the brakes, the vacuum is restored in the train pipe and under the pistons by working the ejector. Vacuum Cleaner. Fig. 2084. A device for removing dust from carpets, etc. It usually consists of a motor- driven pump, which creates a vacuum, by means of which the dust is drawn up through a hose and de- posited in a receptacle. 199a Valve. A lid, cover, or plug for opening and closing an aperture or passage. Valve Body. The shell case or frame of a valve. See Triple Valve Body. Valve Key (Pintsch Gas Lighting Apparatus). A key for opening all the high pressure valves, the lamp key being used for the low pressure valves connected with the burners. Valve Rod. 13, Fig. 340. A rod for opening and closing a valve. Frequently an extension of the valve stem. See Valve Stem. Valve Seat. The surface on which a valve rests. Valve Stem. A rod attached to a valve, and by which the latter is moved, is called a valve stem or spindle. Van. See Caboose. Vapor Regulating Valve (Car Heating). Figs. 2247, etc. A valve by which the amount of steam admitted to the heater pipe is controlled. For a more detailed description of operation of the one used with the Pres- sure and Vapor Car Heating System see Vapor Res- ervoir, which acts in conjunction with it. It is possible with this system to combine both the valve and the reservoir, in which case it is called a vapor regulating valve, as above. Vapor Reservoir. Used in the Pressure and Vapor Heat- ing System, Figs. 2155, 2265, etc., in conjunction with the Vapor Regulating Valve. It is placed below the blowoff, or drip valve, forming an extension to it, and consists of a spiral coil of copper piping surrounding a pipe which forms an extension to the blow-off valve. This pipe has several slots cut through to allow the hot water escaping from the system to trickle over the spiral copper pipe. This spiral pipe is filled with a liquid that boils at a low temperature and an exten- sion of the pipe is connected to a diaphragm in the frame of the automatic Vapor Regulating Valve. One or more joints are used to connect the coil and the diaphragm. The extension of the diaphragm closes the steam valve by means of the stem as soon as the liquid in the coil reaches a temperature at which it boils, and under which conditions the vapor generated has sufficient force to close the valves against the spring. When the liquid in the coil cools, which fol- lows the cutting off of the steam supplied to the radi- ating coils, the vapor condenses and the spring forces the valve open, allowing a fresh supply of steam to enter the heating pipes and supply additional heat to the car. Vapor System (Passenger Train Lighting). Figs. 2263, etc. A system of gas lighting designed for use in localities where Pintsch gas charging plants are not available. The gas is produced by mixing air with the vapor of gasolene. The air is taken from the air brake system and passing through a carburetor charged with gasolene becomes a gas suitable for illuminating purposes. The gas is burned in a mantle lamp and produces a soft white light. Referring to Fig. 2363, air is taken from the auxil- iary reservoir of the brake system through check valve 1020 and into the air storage tank through valve 53-B. It then passes up into the car to shut-off valve 2173, which is placed in some convenient lo- cation. From valve 2173 the air is carried to thermo- static regulator 2252, and into the carburetor, where it mixes with the gasolene vapor. The gas thus formed passes through regulator 254 to main cock 25-C inside the car and thence through roof piping to the lamps. Check valve 1020 prevents the stored air from return- ing to the brake system when the brakes are inopera- VAP CAR BUILDERS' DICTIONARY VES tive. With this arrangement, when the car is cut off from the air supply a sufficient quantity of air is held in the tank to keep the lights burning. The car- buretor and air storage tank are combined, the car- buretor being placed within the tank so that it will be well protected from puncture in case of a wreck. The tank is made of welded steel and is 24^4 in. in diameter by 8 ft. 11^ in. long. The carburetor consists of a piece of 12 in. wrought iron pipe and is securely fastened to the air tank in such a manner that there is no connection between the air storage compartment and the carburetor. The tank is shown in section in Fig. 2364. That there may be no liquid gasolene present in the gas, the carburetor is packed with an absorbent material, consisting of cotton wicking made up in cart- ridges about 6 in. long and of a diameter to fit tightly in the carburetor. The cartridges are made by rolling up strips of the cotton wicking with wire cloth. The cartridges are placed in the carburetor with baffle plates between them. Each baffle plate has an open- ing at the outer edge for the passage of the gas and the arrangement is such that the holes in adjoining plates are on opposite sides of the carburetor, thus causing the air to pass through every part of the carburetor and become thoroughly saturated with gas- olene vapor. Vapor Trap. See Steam Trap. Varnish. A liquid for covering paint or woodwork with a hard, impervious and glossy surface. Vaulted Deck Window. A deck window shaped like an arch. Velocipede Car. Figs. 2744, etc. Generally a three- wheeled car, in which the rider sits astride and pro- pels the car with his feet (or feet and hands together), after the manner of a velocipede. They comprise a variety of light cars for inspectors, telegraph line re- pairers, lamp lighters, etc. Veneer. "A thin leaf of a superior wood for over- laying an inferior wood."— Webster. By trade usage it is a veneer if it covers other materials than inferior wood. Vent. "A small aperture; a hole or passage for air or other fluid to escape." — Webster. Vent Valve (Air Brake). Fig. 1467. Ventilated Box Car. Figs. 112, 113, 883-912. Similar to an ordinary box car, but arranged for ventilation and suitable for the transportation of produce or other food-stuffs not needing refrigeration. See Car. Ventilating Jack (for Saloons). Also called wind scoop. A flaring horizontal tube, constituting a simple form of the ventilating devices which use the current produced by the motion of the cars to cause an ex- haust current of air. Ventilator (Saloon). The fixed oval sashes fitted in the saloons of many of the passenger cars are often arranged with a circular ventilator near the center. Figs. 2267-2297. A device for admitting or exhaust- ing air to or from a railway car. Ventilators, accord- ing to their position, are designed as deck ventilators (end or side), and ventilators, frieze ventilators, etc. They are often designated as automatic or self-acting. Day coaches usually depend upon the deck windows for ventilation, the sash at every other window being hung on different sides, so that the open sash may be hinged on the front end. For a report of tests with various ventilators see Procedings M. C. B. Association, 1894, page 234. See Deck Ventilator. (For Fruit Car.) Figs. 909-911. A system of slats 199b at each end of the car, so arranged as to enable the ventilators to be readily opened or closed from the outside. (Refrigerator Car.) Figs. 883, 887, etc. A current of air must be admitted to refrigerator cars, which passes through the refrigerator and comes in contact with the lading. As it becomes warm it rises upward and passes out. The ventilator controls the admission of air and its circulation. See Hopper Ventilator. Ventilator Blower. A blower used in connection with dining car ventilators. Ventilator Deflector. A metal plate or board placed in such a position at a ventilator opening that it will cause a current of air to flow into or out of the car when the latter is in motion. Ventilator Door. A door for closing the aperture of a ventilator. Ventilator Hood. A shield over the outside of a ventilator to prevent the entrance of sparks, cinders, rain or snow. It is sometimes intended to direct the current of air either into or out of the car. Ventilator Netting. A wire screen or netting fastened over the outer deck window sash to prevent the en- trance of sparks and cinders. A meeting over the ventilator windows of a fruit car. Ventilator Opener. See Deck Sash Opener. Ventilator Pivot. A pin on which a ventilator door or sash is swung or hinged It is the same as a deck sash pivot. Ventilator Plug. Fig. 883. A hatch; a door for closing the opening in a refrigerator car ice bunker. Ventilator Register. A metal plate or frame attached to a ventilator opening, provided with slats arranged so as to turn, or openings which can be controlled, and thus either open or close the ventilator. Ventilator Sash. Usually a deck sash. Ventilator Staff. A pull hook or Deck Sash Opener. Ventilator Valve. A door for opening or closing the aperture of a ventilator, usually made to turn on piv- ots at or near its center. Vertical Steam Trap and Blow-Off. A Thermostatic Steam Trap, and a blow-off valve combined. It may be operated from inside of the car. Vestibule. Figs. 528, etc. Formerly that part of the car nearest the door, cut off from the main saloon by an interior door. It was occupied by the saloon, wash- ing and heating arrangements, etc. Its purpose was to give protection to the interior of the car against drafts and noise. Usually a platform enclosure, consisting of a face or buffer plate, constituting an arched doorway, con- nected with a spring extended rod, a foot plate com- bined with the buffer stems and face plate, a bellows- like connection called a diaphragm between the face plate and car frame and side doors opening to the steps. Vestibule Body Corner Post. The inner post of a ves- tibule, set against the end of the car body and directly over the platform sills. Vestibule Buffer Plate. 79, Fig. 528. An extra long and wide buffer plate, sometimes recessed or chamfered at the ends, where it is connected with the face plate of the vestibule, whose face is flush with the buffer plate. VES CAR BUILDERS' DICTIONARY WAT Vestibule Corner Post. 31, Fig. 404. The outer corner post of the vestibule. Vestibule Curtain. Fig. 582, etc. A curtain which is stretched across the inside surface made by the vesti- bule diaphragms and face plates when two cars are coupled, to protect passengers from injury. Vestibule Curtain Fixtures. Figs. 582, etc. Vestibule Curtain Handle. Figs. 582-584, 586, 590, 593. A handle or catch used to secure a vestibule passage- way curtain to its hook. A release handle is one which automatically unfastens in case of excessive strain. Vestibule Curtain Hook. Figs. 591, 592. See Vestibule Curtain. Vestibule Curtain Shield. Figs. 585, 589, etc. A shield to protect a vestibule curtain when rolled up. Vestibule Diaphragm. Figs. 536-548. See Diaphragm. Vestibule Diaphragm Post. 32, Fig. 404. The vestibule post to which the diaphragm is connected. Vestibule Dome Lamp. A Vestibule Lamp. Vestibule Door. Figs. 852, 855, etc. A door by which the vestibule of a car is entered from the side. In the older or narrow type of vestibule they are double or divided, the two doors being hinged together and swung from the vestibule corner post. Vestibule Door Hinge. Strap hinges, which fasten the double doors of a narrow vestibule together. Vestibule Door Rod. A bar or rod across the doors of a narrow vestibule to prevent their being pushed in. Vestibule End Carline. A platform hood end carline. See Carline. Vestibule End Post. See Vestibule Corner Post. Vestibule End Window. The window in the end of the vestibule enclosure. Vestibule Face Plate. Fig. 532. An inverted U-shaped forging and forming with the diaphragm a passage- way from the platform of one car to that of the next. The weight of it is carried on the buffer plate and it is kept thrust out against the opposing face plate either by springs or by its own weight. Vestibule Gate. A gate used to close the vestibule pas- sageway at the rear of the last car in a train. Vestibule Guard Rail. Figs. 608, 613, 614. A hand rail or hand hold, pivoted at one end and fitting in a socket at the other, and located on the end of the car so that, it may be swung across the vestibule door and hold it in an open position. Vestibule Hood. The platform hood of a vestibuled car. Vestibule Lamp. Fig. 2314, etc. A lamp used for lighting a car vestibule. Vestibuled Car (Passenger Equipment). Figs. 139, 140, 143, 147, etc. A car equipped with covered enclosed platforms. See Vestibule. Volt. The unit of electric pressure or electro-motive force. Voltmeter. An instrument for measuring the voltage of electric currents. W Wainscot Panel (Passenger Car Interior). 4, Fig. 1450. A panel under the windows between the two wainscot rails. Wainscot Rail (Passenger Car Interior). 3, Fig. 1450. A longitudinal wooden strip fastened to the posts and extending from one end of the car to the other. The lower wainscot rail comes immediately above the truss plank; the upper wainscot rail is immediately under the window. The wainscot end rails are the wainscot rails at the end of the car. Walkover Seat. Fig. 1653, etc. A term used to desig- nate a type of car seats in which the back does not turn over when the seat is reversed. Also called Glideover and Pushover. Wall Lamp. A lamp to fit 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 from the aisle seat end. Wardrobe (Postal Car). Fig. 1870. See also Postal Cars, U. S. Government Specifications. Wards (of 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 Basin Pump. Wash Stand (Postal Cars). Fig. 1765, etc. A cast stand carrying a basin. They are distinguished as corner or side wash stands. Wash Stand Slab. A stone or metal slab which forms the top for a wash stand. Washer. Fig. 482. 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. 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 off water from a tank or basin. Water Alcove. Fig. 1768. 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 com- monly when so placed extends to the roof. Water Circulation Heating System. See Hot Water Circulation Heating System. Water Closet. Fig. 1779, etc. A commode with water supply to rinse the basin and carry off the contents. Water Cooler. Fig. 1761, etc. A tank or vessel for carrying drinking water, which is usually cooled with 199c WAT CAR BUILDERS' DICTIONARY WHE 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 Al- cove, 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. 1776-1778. The system of water supply used in Pullman sleeping cars is under air pres- sure, 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 system. 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. 1768, 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. 1859. Wastometer. Fig. 1787. A device for flushing water closets. Watt. The unit of electric power. The product of one ampere multiplied by one volt. It is equal to 1-746 horsepower. 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. A Caboose. Weather Strips. Fig. 1891, etc.; 1924, etc. A strip for application around the crevices of windows or doors, for excluding 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 Box 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. Figs. 78, 339. A flat car with an opening 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. Wheel. A circular frame or solid piece of material which revolves on an axis. See Brake Ratchet Wheel, Hand Brake Wheel, etc. 199d Fig. 1185, etc. 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 iron (chilled), forged of cast steel 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). Fig. 2918, etc. In 1904 designs of wheels for cars of 60,000 pounds, 80,000 pounds and 100,000 pounds capac- ity were adopted as Recommended Practice. Revised 1907. Modified 1909. Modified in 1911. In 1913 titles of drawings were changed to show gross weight ca- pacity. In 1914 title of sheet N was corrected to read "95,000 lbs." Wheel Center (Steel Tired Wheels). The portion of a wheel inside of the tire and between it and the hub or boss. The wheel center is sometimes 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. 2839. 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 the gage for distance between wheels. At the same date a standard check gage was adopted. In 1907 this was modified. Modified 1909. In 1911 the mounting and inspection wheel gages were eliminated and a wheel check gage adopted as their substitue. Wheel-Circumference Measure for Cast-Iron Wheels (M. C. B. Standard). Fig. 2840. 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 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 and in 1913. Wheel-Circumference Measure for Steel and Steel-Tired Wheels. (M. C. B. Recommended Practice.) Adopted in 1913. Wheel Defect Gage (M. C. B. Standard). Fig. 2854. In 1903 the wheel defect gage shown in the Rules of Interchange was adopted as standard. Modified 1904, 1905, 1907, 1909. In 1914 gage had a notch added for measuring flat spots of 1 inch and two inches in length. Wheel, Diameter of Steel and Steel-Tired (M. 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, provision 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 tol- erances for solid wrought-steel wheels for freight and passenger car service were adopted as recommended practice. Wheel Fit. See Wheel Seat. WHE CAR BUILDERS' DICTIONARY WHE Wheel Flange. The projecting edge or rim on the periphery of a car wheel for keeping it on the rail. Wheel Flange Thickness Gages, for New Wheels (M. C. B. Standard). Fig. 2837. Maximum and minimum wheel flange thickness gages for new wheels were adopted as standard in 1894. Such gages should be used on all new wheels 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 a 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 so that they can be used for either 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. In 1914 gage was corrected to have radius with which the gaging point at the throat is struck, from ¥% to 1 15/16 inches ; likewise the Y% inch radius, as shown for minimum flange-thickness gage, changed to 1 13/16 inches. Wheel Flanges, Distance Between the Backs of (M. C. B. Standard). In 1883 the standard distance be- tween the backs of flanges of car wheels was made 4 ft. 5^ in. 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. SYs in., 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 ft. 5 3/32 inches. Wheel, Limit Gages for Inspecting Second-Hand, for Remounting (M. C. B. Standard). Fig. 2842. 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 V/% inches or less should not be remounted, and the substitution there- for of the following: First.— That wheels with flanges ' worn to a thick- ness 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 second- hand, 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 corresponding tread stop "C" or "D" against the tread of the wheel. Press the other wheel on the axle until the opposite 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. 991, 1010. The upper side mem- ber of a pedestal truck, to which the pedestals are attached. Wheel Piece Plate. 11, 12, Figs. 991, 1010. 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, Face Plate. Wheel Ribs (Cast Iron Wheels). 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 hub 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 Maximum Gross Weights, Not to Exceed 95,000 Pounds, 132,000 Pounds and 161,000 Pounds. (M. C. B. Recommended Practice.) Figs. N, O & P. Adopted 1893. Revised 1899 and 1904. Modified 1911 in reference to cast date. In 1912 measuring line for nominal diameter was designed as A. B. and the diameters of cores added to drawings. Revised as to form in 1913. In 1914 the thermal-test clause (b) was corrected. In 1914 Section 14, "Marking Wheel," was corrected. In 1915 Section IV, paragraph 7, was modified. I. material and chill. 1. The wheels shall show clean, gray iron in the plates, except at chaplets, where mottling to not more than % in. from same will be permitted. The depth of pure white iron shall not exceed 1 in. nor be less than 'Y in. in the middle of the tread. (a) It shall not exceed 1 in. in the middle of the tread nor be less than y% in. in throat for wheels having a maximum weight of 625 lbs. (b) It shall not exceed 1 in. in the middle of the tread nor be less than 7/16 in. in the throat for wheels having a maximum weight of 675 lbs. (c) It shall not exceed 1 in. in the tread nor be less than y 2 in. in the throat for wheels having a maximum weight of 725 lbs. (d) The depth of white iron shall not vary more than J4 in- ground the tread on the rail line in the same wheel. II. physical properties and tests. 2. Sampling. — When ready for inspection, the wheels shall be arranged in groups, all wheels of the same date being grouped together, and for each 100 wheels which pass inspection and are ready for ship- ment, two representative wheels shall be taken at ran- dom, one of which will be subjected to the drop test. 3. Drop Test. — The wheels shall conform to the fol- lowing drop-test requirements : (a) The test wheel shall be so placed on the three 199e WHE CAR BUILDERS' DICTIONARY WHE supports, with flange turned downward, that the tup will strike centrally on the hub. When tested in ac- cordance with the following conditions, the wheel shall stand the following specific number of blpws : Weight of Wheel, Pounds. 625 675 725 Weight of Tup, Pounds. 200 200 200 Height of Drop, Feet. 9 10 12 Number Blows. 10 12 12 4. Thermal Test. — Should the test wheel stand the given number of blows without breaking into two or more pieces, the inspector will then subject the other wheel to the following test: (a) Preparation.— The wheel shall be laid with the flange downward in the sand and a channel way V/z in. wide and 4 in. deep must be molded with green sand around the wheel. The clean tread of the wheel must form one side of the channel way and the clean flange must form as much of the bottom as its width will cover. (b) Test. — The above described channel must be filled with molten cast iron, which shall be hot enough, when poured, so that the ring which is formed, when the metal is cold, shall be solid or free from wrinkles or layers. The time when pouring ceases must be noted, and two minutes later an examination of the wheel must be made. If the wheel is found broken in pieces or if any cracks in the plate extend through or into the rim, all wheels of the same tape size as the wheel broken will be rejected. 5. Drop-Test Machine. — The three supports shall not be more than 5 in. wide. The anvil shall be sup- ported on rubble masonry at least two feet deep and shall weigh not less than 1,700 lbs. The striking face of the tup shall be 8 in. in diameter and be flat. III. RETEST. 6. Number of Tests. — In making the drop test, should the test wheel break into 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 wheel or not. If he does not do so, or if he does and the third wheel stands the test, the 100 wheels will be accepted as filling the require- ments of the drop test. IV. DIMENSIONS, TAPING AND GAGING. 7. Dimensions. — The normal diameter of the wheel produced by the chill must be the M. C. B. standard 33 in., measured at a point 2^ in. from the outside of the tread of the wheel. Wheels furnished under this specification shall not vary more than 5/16 in. above or below the normal size measured on the circumference and the same wheel shall not vary more than 1/16 in diameter. The thickness of the flange shall be regulated by the maximum and minimum flange thickness gages adopted by the Master Car Builders' Association. 8. Taping.— All wheels shall be taped with M. C. B. standard design of wheel circumference tape, having numbers 1, 2, 3, 4 and 5 stamped % in. apart, the figure 3 to represent the normal diameter 103.67 in circum- ference. The figure 1, the smallest, and the figure 5 the largest. V. WEIGHTS. 9. All wheels furnished under these specifications shall conform to the respective sections shown by the M. C. B. drawings for different weights df wheels, and weights shall be as follows : Maximum Gross Maximum Weight of Minimum Weight of Weight of Car. Wheel Not Exceeding Wheel Not Less Than Pounds. Pounds. 'P6unds. 95,000 625 '615 132,000 675 665 161,000 725 715 (a) Cores. — In case of wheels ordered with 'cores smaller in diameter than the standard, the additional weight should be considered as an addition 'to the normal weight and paid for by the purchaser. (b) Note. — Weights given in the above table are based on M. C. B. Standard drawings covering wheel design, adopted in 1909. 10. Under Weight. — Wheels that are under mini- mum weight will be set aside and not further 'consid- ered. 11. Over Weight. — Wheels that are over the maxi- mum weight will be at the expense of the manufac- turer. VI. WORKMANSHIP AND FINISH. 12. Workmanship. — Chills shall have an inside pro- file that, in the finished wheel, will produce the exact form of the flange and tread contour shown by the M. C. B. drawings adopted in 1909. 13. Finish. — The body of the wheel must be smooth and free from slag, shrinkage or blow hdles. The tread shall be free from deep and irregular wrinkles, slag, chill cracks and sweat or beads in the 'throat, and swelled rims. VII. MARKING. 14. Marking. — All wheels shall be numbered con- secutively in accordance with the instructions from the railroad company purchasing them, and shall have the initials of such railroad company, also the -wheel number, the weight of the wheel and month, day and year when made, plainly formed on the inside «plate of casting. No two wheels shall have 'the same num- ber. All wheels shall also have the name and place of manufacture plainly formed on the outside ,pfelte in casting. Wheels conforming to the requirements and furnished under this specification shall have the letters M. C. B. 1909 plainly formed on the 'Outside plate in casting. VIII. REJECTION LIMITS. 15. If in any lot of wheels submitted -for test the test wheel fails to meet the requirements of the 'drop, chill or thermal test, then all of the wheels in tape number and weight corresponding to the test Wheel will be rejected. (a) High Chill. — 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. (&) Low Chill. — If the rejection is for low chill, the test will be continued in the next lower number tape size. Wheel, Solid Steel, Plane Gage for (M. C. B. Recom- mended Practice). Fig. 2905. In 1912 a plane gage was adopted for the purpose of measuring how much wheels are out of plane. Wheel, Solid Steel, Rotundity Gage for (M. C. B. Recommended Practice). Fig. 2905. In 1912 a ro- tundity gage was adopted for the purpose of measuring the maximum distance that wheels are out of round. Wheel, Solid Steel, Sizes and Dimensions for (M. C. B. Recommended Practice) . Fig. 2922, etc. In 1912 sizes and dimensions for solid steel wheels for 'freight and passengers cars were adopted as recommended prac- tice. Revised in 1913. 199f WHE CAR BUILDERS' DICTIONARY WHE Wheel, Steel, Branding of (M. C. B. Recommended parallel to the base line between two lines perpendicu- Practice). Fig. 2907. In 1912 a method of branding lar thereto, one drawn through the point of measure- of solid steel wheels was adopted. ment of "inside gage of flanges" on either wheel, and Wheel, Steel, Gage for Measuring Thickness of Rim the other drawn through point of measurement of (M. C. B. Recommended Practice). Fig. 2906. In "e a & e of wheels" on mate wheel. 1912 a gage was adopted for the purpose of measuring 9.— Over All Gage is the distance parallel to base the thickness of the rim above the limit of wear groove. line from outer ed e e of one wheel to the outer edge With this gage it is possible to measure direct the of mate wheel - . amount of metal necessary to restore the tread to The above mentioned wheel gage distances are either M. C. B. contour; also to measure direct the amount directly or by inference as follows, having been of service metal remaining above the condemning modified in 1909 : limit after the tread is restored to M. C. B. contour. Feet - Inches. Wheels, Steel and Steel-Tired (M. C. B. Recommended * nside ^ of , Flanges \ ^7-32 Practice) . ^nfckntss of^Flan V - 1 15^64 In 1911 a recommended practice of 33 inches was ,,,.., , „, , -'kI m <■< ..-. ... it. j- c « l 1 j u i Width of Tread — 411-32 adopted as the diameter for all new steel and steel- _, , „ . ,-, . , „ M bred wheels for freight cars. O All r 5 4.3/ In 1911 a recommended practice was also adopted ,, ,.. , ,„„ s ** ., . , ... .. . ... ■ it. c x j Modified 1909. that for high-capacity cars built m the future and likely to be equipped with steel wheels that provisions Wheel Tread and Flange, Form of (M. C. B. Standard), be made in the construction of car and trucks to permit ^^' «*39. the use of wheels varying in diameter from 33 inches A f ° rm of wheel tread and flan S e was adopted as to 30 inches a standard of the Association, by letter ballot, in 1886. In 1912 specifications covering dimensions and tol- For acti °n of the Association see Proceedings 1882, erances for solid wrought-steel wheels for freight and P a S es 178 and 179; Proceedings 1886, page 68. passenger car service were adopted as recommended In 1906 a design of wheel tread and flange was : ,. r practice. Revised 1913. In 1914 paragraph 4, "Brand- adopted as Recommended Practice, having an increase ing," was corrected, adding the purchaser's name and of Ms inch on the flange, and a taper in the tread of serial number. one m twenty. In 1907 this was advanced to standard. In 1914 wheel centers of 28 inches, 31 inches and 33 and is shown on the drawing. Modified 1909. inches were adopted by letter ballot. In 1910 a maximum allowable height of flange for Wheels, Steel and Steel-Tired, Diameter of (M. C. B. ^f Won whee,s of & inches was adopted as stanand tne development. of the flange axis, and passing through the center of the throat from the point to the back face of the whed or tife curve, has been made of such form that the same mounting 4.— Inside Gage of Flanges is the distance between and i nspe cting gage used for cast iron wheels can be backs of flanges of a pair of mounted wheels measured used for the new sect ; on f stee j and stee l-tired wheels, on the base line. In 1912 the thickness of flange for steel and steel- 5.— Gage or Wheels is the distance between the tired w h ee ls was increased 3/32 inch, making the con- outside face of flanges of a pair of mounted wheels tour to tne base line the same as for cast .; ron w h ee ls measured on a line parallel to the base line, but M wheel Tnjing Brake shoe A brake shoe ^ ^^ mches farther from the axis of the wheels. inserts ^ grind ^ wheel tr£ad ^ ^ 6,-Thickness of Flange is the distance measured center wh;le - n ^.^ ^ B ^ ^^ parallel to the base line between two lines perpendicu- , lar thereto, one drawn through the point of measure- Wheels Worn and Chipped Flanges and Treads of. ment of "inside gage of flanges," and the other drawn See Interchange of Traffic, Rules, etc. through the point of measurement of "gage of wheels." Wheels, Wrought Steel, for Freight and Passenger 7. Width of Tread is the distance measured Service; Specifications Governing Dimensions and parallel to the base line from a line perpendicular Tolerances for (M. C. B. Recommended Practice). thereto, drawn through the point of measurement of I. manufacture. "gage of wheels" to the outer edge of tread. la. Process. — The steel shall be made by the open- 8. — Check Gage Distance is the distance measured hearth process. 199g WHE CAR BUILDERS' DICTIONARY WHE lb. Discard. — A sufficient discard shall be made from the top of each ingot from which the blanks are made, to insure freedom from injurious piping and undue segregation. II. CHEMICAL PROPERTIES AND TESTS. 2a. Chemical Composition. — The steel shall conform to the following requirements as to chemical com- position : Acid. Basic. Carbon 0.60 —0.80 0.75 —0.85 per cent. . Manganese 0.55 —0.80 0.55 — 0.80 per cent. Silicon 0.15 — 0.35 0.10 —0.30 per cent. Phosphorus not over 0.05 not over 0.05 oer cent. Sulphur not over 0.05 . not over 0.05 per cent. 2b. Ladle Analysis. — To determine whether the ma- terial conforms to the requirements specified in Sec- tion II, an analysis shall be made by the manufac^n, turer from a test ingot taken during the pouring of each melt. A copy of this analysis shall be given to the purchaser or his representative. 2c. Check Analyses. — A check analysis may be made by the purchaser from any one or more wheels representing each melt, and this analysis shall con- form to the requirements specified in Section II. A sample may be taken from any one point in the plate; , or two samples may be taken, in which case they shall * be on radii at right angles to each other. Samples , shall not be taken in such a way as to impair the usefulness of the wheel. Drillings for analysis shall be taken by boring entirely through the sample par- allel to the axis of the wheel; they shall be clean from scale, oil and other foreign substances. All' drillings from any one wheel shall be thoroughly mixed together. ■ '-' III. TOLERANCES. 3. Wheels should be furnished rough-bored and with faced hubs, and have a contour of tread and flange as rolled or machined according to recommend- ed practice Sheet M. C. B.— C. They should conform ,,, to dimensions specified within the following toler- ances : -,,'■■'/ 3a." Height of Flange— The height of flanges should not be more than % inch over and must not be, ■..;- under that specified or 1 inch. -:■ 3b. Thickness of Flange— Thickness of flange- shall not vary more than 1/16 inch over or under that/> specified. 3c. Throat Radius.— -The radius of the throat shall not vary more than 1/16 inch over or under that speci- fied. 3d. 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 average thickness of service metal of all wheels in any shipment must not be less than ty* inches, measured from the limit of wear V. groove to top of tread. The thickness of rim should in no case be less than 3/16 inch under that specified, x. 3e. Width of Rim— The width of rim shall not be more than % inch less nor more than yi inch over that ,, . specified. 3f . Thickness of Plate.— The thickness of the plate (? of the wheel shall not be less than tf. inch at the point where the plate joins the fillet at the rim and not less , f than 1 inch at the point where the plate joins the fillet „ at the hub. Immediate minimum thickness to be pro- portional. 3g. Limit of Wear Groove.— The limit of wear groove to be located as shown in Fig. 2905. 3h 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 199n shall be % inch less in diameter than the finished bore, subject to the above limitations. ' 3i. Hub Diameter.— The hub' diameter may" be either 10 inches or 11 inches in diameter, as specified, with a maximum variation of % inch below. The thickness of the wall of the finished bored' hub shall not vary more than j£ inch at any two points' on the same wheel. 3j. Hub Length— -The length of ' hub shall hot vary more than % inch over or under that specified. 3k. 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 Sj^-inch axles and under, and 1 7/16 inches for wheels used on 6 by II inch axles. 31. Black Spots in Hub.— Black spots w'ill be al- lowed within two inches of the face of the Hub, but must not be of such depth that they will not bore but and give clear metal at finished size of bore. 3m. Eccentricity of Bore.— The eccentricity between the tread at its center line and the rough bore shall not exceed 3/64 inch. ,,:■>*• 3n. Block Marks on Tr$ad — The. maximum height of block marks must not be greater than l/o^inch. 30. Rotundity.— All wheels shall be gaged with a JV ring gage, and the opening between tjie gage and tread at any one point shall not exceed 1/16 inch. 3p. 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 equidistant from the center shall be within a variation of 1/16 inch from the plane of the same gage when so placed. 3q. Tape Sizes. — Wheels shall not vary more than five tapes under nor nine tapes over the size called for- ' ' 3r. Mating. — The tape sizes' shall be marked' in plain figures on each wheel. Wheels must be mated to tape sizes and shipped in pairs. 3s. Gage. — Gages and tape Used shall be Mv C." B. Standard or Recommended Practice as follows: ' Wheel circumference measure, M. C. B.' Sheet C. ' Maximum flange thickness gage, M. C B. Sheet 16. Minimum flange thickness gage, M. C. B. Sheet -16. Rotundity gage, M.- C. B. Sheet C. , Plane gage, M, C. B. Sheet C. 1 - Gage for measuring service metal,, M: G. B. Sheet C-l. See Figs. 2837, 2906, 2905. . IV. BRANDING. The name or brand of the manufacturer, date and serial number shall be legibly stamped on, each wheel, also purchaser's name and serial number, if specified. The tape size shall be legibly marked on each wheel. Sheet M. C. B. C-2. Fig. 2907. V. FINISH. 5. The wheel shall be free from injurious defects, and shall have a workmanlike finish. 5a. Wheels shall not be offered for inspection if covered with paint, rust, or any other substance; to such an extent as to hide defects. ■-. VI: INSPECTION. 6. Inspector representing the purchaser shall have free entry at all times while work on the contract of the purchaser is being-! performed, to all parts of 1 the manufacturer's works' which' concern the manufacture of the material ordered. • 6a. The manufacturer shall afford the inspector, ' ' free of cost, all reasonable facilities and necessary WHl CAR BUILDERS' DICTIONARY WIN gages to satisfy him that the wheels are being fur- nished in accordance with these specifications. Tests and inspection at the place of manufacture shall be made prior to shipment, and free of cost to the pur- chaser. 6b, The purchaser may make the tests to govern the acceptance or rejection of material in his own laboratory or elsewhere as may be decided by the purchaser. Such tests, however, shall be made at the expense of the purchaser. 6c. All tests and inspection shall be so conducted as not to interfere unnecessarily with the operation of the works. 6d. Wheels which show injurious defects while being finished by the purchaser shall be rejected, and manufacturer promptly notified. 6e. Samples of rejected material must be preserved at the laboratory of the purchaser for one month from date to test report. In case of dissatisfaction with the results of the test, manufacturer may make claim for a rehearing in that time. Whistle (Signal Apparatus). 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. Whistle Valve. Fig. 1433. A valve for admitting air to the alarm whistle on electric 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. Syi 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 fir,st 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, disk, 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.). 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. Winding Shaft Ratchet Wheel and Pawl. The ratchet wheel and pawl attached to the end of the winding shaft to prevent its turning and allowing the doors to, drop. Windows. Figs. 1885, etc. An opening for the admis- sion of light and of air when necessary. It has a frame on the sides, in which are set movable sashes contain- ing panes of glass. Hence the window itself, especially 199i 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 in- close an air space between them and prevent radia- tion of heat and drafts. See also Sash. Window Balance. Fig. 1902, etc. 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. 1967. 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. 1959. Commonly called simply blind lift or blind pull. A metal hook fastened to the blind for raising and lowering it, usually at- tached 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 Blind 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. A frame which incloses or surrounds a window. Window Casing Molding or Window Cap Molding. A molding above a window casing. Window Cove Molding. 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. Rings for supporting the cur- tain from the curtain rod. Window Curtain Roller. More properly a Shade or Window Shade Roller. Window Deflector Ventilator. See Dust Deflector and Ventilator. Window Dust Guard or Deflector. Fig. 1953. See Dust Deflector. Window Fastener. A Sash Lock. Window Frame. A frame set into the side, end or roof of a car, into which the window sash fits. Window Glass. Panes of glass used for windows. Window Guards. Small rods to act as fenders for the end windows. (Postal Cars). Fig. 1863. Metal rods are used on win CAR BUILDERS' DICTIONARY WRE the outside and wooden rods on the inside of all postal car windows. Window Head. 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. 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 mold- ing used around, or on each side of, a window, particu- larly to cover the joint between the panel and post. It sometimes forms a groove in which a window 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. A panel between windows. Window Panel Furring. Horizontal distance pieces between the window posts to which the panel is fas- tened. Window Post (Passenger Equipment Cars). Fig. 475. A side post located between windows, sometimes ex- tending 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. Window Rod Bracket. Fig. 2032. Window Rod Bushing. A support for the ends of a curtain rod. Window Sash. Fig. 1888, etc. The frame which holds the glass of a window. Window Sash Balance. See Sash Balance. Window Sash Holder. See Sash Lock. Window Sash Lock. See Sash Lock. Window Sash Lift. See Sash Lift. Window Sash Rail. A horizontal bar in a window sash. Window Sash Spring. See Sash Spring. Window Shade. Figs. 1922, 1973, etc. A window cur- tain, which is wound on a roller above the window, in distinction from one which is drawn aside. In pas- senger cars window blinds have been superseded by shades. An automatic shade roller is always used, the old-fashioned pulleys and cord tighteners being prac- tically obsolete. Window Shade Bracket. Fig. 1981, etc. One bracket has a circular hole and the other a rectangular one. Window Shade Roller. Figs. 1989, etc. The cylinder on which the shade is rolled up, containing within it the springs which actuate it. Window Shade Stop. That part of a shade holder which engages with or bears against the window casing and holds the shade. Window Shade Thumb Latch. 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, permitting it to be raised and lowered. Window Sill. 40, Fig. 364. 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. The upright bars of a window sash. Window Stop. The strips, or beads, attached to the window posts which hold the sash in place. Window Ventilator. See Dust Deflector, Ventilator. Wing Elevator Snow Plow. Fig. 215. 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 admis- sion of cinders. Wiring Diagram (Electric Motor Cars). Fig. 2691. Used for AC-DC operation on the New Haven. See Fig. 2700 for wiring of unit switch control. 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 produced by the slipping of the wheels from excessive brake pressure. See Wheels and Interchange of Traffic. Wreck Chain. Fig. 2788, etc. A chain used for haul- ing and lifting purposes at wrecks. Wreck Chain Repair Link. Fig. 2795. A device for making quick temporary repairs to a broken chain. Wreck Train Equipment. Fig. 2786, etc. The cars and tools used in clearing wrecks. The train usually con- sists of a steam wreck crane, a bunk or sleeping car, a kitchen and dining car, cars for carrying spare trucks, and cars for carrying tools and blocking. Wrecking Crane or Wreck Crane. Figs. 202-204. 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. Fig. 2784, etc. A Car Replacer. Wreck Hook. Fig. 2787, etc. A hook which can be attached to an automatic coupler and will allow a chain to be used in pulling the car. Wrecking Tools (Passenger Car). Fig. 2783. Wrench. 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 coup- lings, to which lugs or slots are added for engaging with the wrench. Wrought Iron Bars for Passenger and Freight Equip- 199j WRO CAR BUILDERS' DICTIONARY VOK ment Cars, Specifications for. (M. C. B. Recom- ing, or if a tension-test specimen breaks outside the mended Practice.) middle third of the gage length, one retest from a bar will be allowed. I. MANUFACTURE. III. PERMISSIBLE VARIATIONS IN GAGE. 1. Process.— The finished product shall consist 7 p ERMISSIBLE Variatons.— (a) Round bars shall either of new muck-bar iron or a mixture of muck- conform to the standard M. C. B. limit gages. bar iron and scrap, but shall be free from any ad- ,, s c , . D „, . . , „ .. . ,, , , , ,, , , , „ (b) rlat Bars. — Thickness shall not vary more than mixture of steel. Muck bars shall be made wholly ,. ,. _ , , ,, J , . ., . . from n drll H ' corresponding diameter for rounds : thus, 1 in. thick PU e lr ° n ' could vary from 0.9905 to 1.0095 in. 11. physical properties and tests. 0) Sizes under 3 in. wide shall not be more than 1/32 in. under or over size in width. 2. Tension Tests. — Unless otherwise specified, the ._. _. „ . . , „ . , . • „i i, t .< r ,. (2) sizes 3 in. and over shall not be under size or iron shall conform to the following requirements as , , ., , . . . , . . »„ x -i more than l/lo in. wider than ordered. to tensile properties : Tensile strength, lb. per sq. in. . .47,000—53,000 iv. finish. Elongation in 8 in., minimum per cent 22 g FiNlSH.-The bars shall be smoothly rolled and 3. Permissible Variations in Physical Proper- f ree from slivers, depressions, seams, crop ends, and ties.— (a) Tensile Strength.— Large sections reduced evidences of being burned. or flats and rounds of y& in. or under may show' a j.=„„-l .. _ti c ACnnr, n iwi m, - V. INSPECTION AND REJECTION. tensile strength of 45,000-52,000 lb. per sq. in. (b) Elongation.— Twenty per cent of the test sped- . 9 - Inspection.— (a) The inspector representing the mens representing one size may show the following purchaser shall have free entry, at all times while percentage of elongation in 8 in. : work on the contract of the purchaser is being per- X in. or over, tested as rolled. ... .20 per cent. formed ' t0 a11 par * s of the manufacturer's works which Under */ 2 in., tested as rolled 16 per cent. conce ™ the manufacture of the material ordered The Reduced by machining 18 per cent. manufacturer shall afford the inspector free of cost, all reasonable facilities to satisfy him that the mate- rial is being furnished in accordance with these speci- y% in. or over, tested as rolled 18 per cent. fications. Under y% in., tested as rolled 16 per cent. , Reduced by machining 16 per cent. < b > The P urchase . r may make the tests to govern „ _ ,■>,-,,, ^. -r, j the acceptance or rejection of the material in his own 4. Bend TESTS.-(a) Cold-bent Test.-Fov round, laboratory or e i sewh ere. Such tests, however, shall square and hexagon bars under 2 sq. in. in section, , , " . ., . .. , , . „ . & , . . ,.,,,,, , , j be made at the expense of the purchaser, and for flats less than 54 m - thick, shall bend cold around a pin the diameter of which is equal to the (c) All tests and inspection shall be so conducted diameter or thickness of the specimen. For rounds, as not to interfere unnecessarily with the operation of flats and hexagon bars 2 sq. in. or over in section, and the works. for all flat bars over $i in. in thickness, around a pin 10 Rejection.— Material which, subsequently to the the diameter of which is equal to twice the diameter or above tests at the mills or elsewhere, and its accept- thickness of the specimen. ance, develops weak spots, cracks or imperfections, or (b) Hot-bend Test. — The test specimen, when heated is found to have injurious defects, shall be rejected to a temperature between 1700 and 1800 deg. F. (light and shall be replaced by the manufacturer at his own cherry red), shall bend through 180 deg. without frac- expense. ture on the outside of the bent portion, as follows: ., _ „ . . . . , ... " , n j * t j i ■ • 11- Rehearing. — Samples tested in accordance with For round, flat and hexagon bars under 2 sq. in. in .. . ... . . . ' ., r , & , „ „ , . , this specification, which represent rej ected material, section, flat on itself ; for round, flat and hexagon bars , „ , ,, ... , , . , .' , .. . ..,j- shall be preserved for 14 days from date of test re- 2 sq. in. and over in section, around a pm the diameter T , ,. . , . . , , , , , . , . , ,. , • , j- ., ■ port. In case of dissatisfaction with results of tests, of which is equal to the d.ameter or thickness of the ^ manufacturer may make claim for a rehearmg s P eclmen - within that time. (c) Nick-bend Test. — The best specimen, when nicked 25 per cent around the round bar, and along Wrought Steel Wheels, Specifications for. See Wheels, one side for flat bars, with a tool having a 60-deg. Wrought Steel, Specifications for. cutting edge, to a depth of not less than 8 or more than 16 per cent of the diameter or thickness of the speci- men, and broken, shall not show more than 10 per Yale Lock - Fi &- 1794 > etc - A trade na me designating cent of the fractured surface to be crystalline. an y l ° ck made b X the Yale & Towne Mfg. Co. The ,. _ _ „ j , . . . „„„„• principal types of Yale locks are: Time locks, com- 5. Test Specimen.— Tension and bend test speci- *\ * J * . ' , ,, , . , r ,, . r ■ , „ j bination locks; cylinder or pm-tumbler locks. These mens shall be of the full section of material as rolled, J * . ... , • ' .i. ■ ,, ; BUFF AL ° * « 00 EH4 Z H ■1 '■:-<' '■■:/' ® °*» A 1 -■■ ... _ ■# .-; - J l? 5 ^^ "' '-'■-' Fig. 32— All-Steel 50-Ton Capacity Hopper Car for Coke Traffic. Weight, 47,500 lbs 40 ft. 5 in.; Inside Width, 9 ft. 7 in. Builder, Pressed Steel Car Co. Ins Length, Figs. 33-35 FREIGHT CARS; Hopper— General Views. 213 Fig. 33— All-Steel 40-Ton Capacity Hopper Car for Coke Traffic. Weight, 41,000 lbs.; Inside Length, 40 ft. 2J4 in.; Inside Width, 9 ft. 5 in. Builder, American Car & Foundry Co. (Sec Figs. 299-300 for General Drawings.) l^tfB|l^ so u 1 T II E R 1 7 ; N •■ ' ^H Kit [111 i^mw -' ' ; ' "i-. ' lUh) ('. tiir|.i:u ■^ Vt 4tt i^52 Wm [ii I RH sLSn \\wr\ JM **■ tiht' '■ ^"^iallwre-. WSj^, M.. f "''*"' ^** JSa-i— «fR.i a-a. ^ kfe*c. . ■ i Fig. 34 — All-Steel 50-Ton Capacity Hopper Car for Coke Traffic. Weight, 46,700 lbs.; Inside Length, 40 ft. V/ s in.; Inside Width, 9 ft. 6 in. Capacity Level Full, Cubic Feet, 2,683. Builder, Cambria Steel Co. (See Fig. 291 for General Drawings.) Fig. 35 — All-Steel 50-Ton Capacity Hopper Car for Coke Traffic. 38 ft. 6Lj in.; Inside Width, 9 ft. 3 T /2 in. Capacity Level Full ican Car & Foundry Co. Weight, 47,600 lbs.; Inside Length, Cubic Feet, 2,149. Builder, Amer- 214 FREIGHT CARS; Hopper and Ore— General Views. Figs. 36-38 Fig. 36— All-Steel 50-Ton Capacity Hopper Car for 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. 1 BINGHAM & GARFIELD f , • - ■ W\ °-^^-*'~ l ««^-»«'™,!iJ" l |«.w l w^, r r«^ra^^BaP^E5^^p**^^^C*' Fig 37— All-Steel 60-Ton Capacity Ore Car. Weight, 42,300 lbs.; Inside Length, 23 ft. 103^ in.; Inside Width, 9 ft. 10 in.; Inside Height, 6 ft. 9]/ 2 in. Builder, Pressed Steel Car Co. (See Fig, 309 for General Drawings.) Fig. 38— All-Steel 50-Ton Capacity Ore Car. Weight, 34,600 lbs. Inside Length, 18 ft. 6 in. ; Inside Width, 8 ft. 6 in. Builder, Standard Steel Car Co. Figs. 39-41 FREIGHT CARS; Ore— General Views. 215 Fig. 39— Ail-Steel 50-Ton Capacity Ore Car. Weight, 33,300 lbs. Builder, American Car & Foundry Co. : 8ii : ^""issssaS": CrtiBOOOO'.BS-. WT.323004.-II m^L J EBSggwwagt Fig. 40— All-Steel 50-Ton Capacity Ore Car. Weight, 32,900 lbs.; Inside Length, 22 ft.; Inside Width, 8 ft. 11 in. Built Under Clark Car Co. Patents by Ralston Steel Car Co. pj„ 4i All-Steel 50-Ton Capacity Ore Car. Weight, 34,200 lbs.; Inside Length, 17 ft. 5 in.; Inside Width, 8 ft. 10 in. Capacity Level Full, Cubic Feet, 704. Builder, Western Steel Car & Foundry Co. 216 FREIGHT CARS; Convertible Gondola— General Views. Figs. 42-44 Fig. 42— Car Shown in Fig. 44, with Drop Bottom Arranged for Use as Coal Car. Fig. 43 — Car Shown in Fig. 44. Arranged for Use as a Center Dumping Ballast Car. (See Fins. 333-334 far General Drawings.) Fig. 44 — Steel Frame 55-Ton Capacity Convertible Gondola and Ballast Car, Shown Also in Figs. 42 and 43. Weight, 44,000 lbs.; Inside Length, 30 ft. or 40 ft. Car as Shown Arranged for Center Dumping of Ballast, with Ends Set In. Builder, Rodger Ballast Car Co. Figs. 45-48 FREIGHT CARS; Gondola— General Views. 217 Fig. 45— All-Steel 50-Ton Capacity Drop-Bottom Goidola Car. Weight, 43,300 lbs.; Inside Length, 40 It. Inside Width, 9 ft. 6 in.; Inside Height, 4 ft. 3 in. Builder, National Dump Car Co. (See Figs. 315-316 for General Drawings.) Fig. 46 — Drop-Bottom Gondola Car with Doors Fig. 47 — Drop-Bottom Gondola Car with all Doors Open on One Side. Open. Builder, National Dump Car Co. (See also Fig. 45.) Fig. 48 — Steel Underframe 50-Ton Capacity Side-Dump Gondola Car. Length, 33 ft. 5 in.; Inside Width, 8 ft. 6 in.; Inside Height. 4 ft. & Foundry Co. Weight, 41,600 lbs.; Inside in. Builder, American Car 218 FREIGHT CARS; Gondola— General Views. Figs. 49-51 Fig. 49— All-Steel 50-Ton Capacity Drop-Bottom Gnu. 1, ,1a Car. Weight, 40,300 lbs.; Inside Length, 40 ft. 4 in.; Inside Width, 9 ft. 3 in.; Inside Height, 4 ft. 6 l / 2 in. Capacity, Level Full, Cubic Feet, 1,693. Builder, Ralston Steel Car Co. m w!>mut i n ' """»«'»"■' *" „l.».< IPIUMII ^ i immJmmmmmmAi ■ y I M '" ■ » "" •" Fig. SO — All-Steel 50-Ton Capacity Side Dump Hopper Bottom Gondola Car with Air Operating Device. Weight, 47,800 lbs.; Inside Length, 30 ft. 1 in.; Inside Width, 8 ft. (>'A in. Capacity, Level Full. Cubic Feet, 980. Builder, Pressed Steel Car Co. Fig. 51— All-Steel 50-Ton Capacity Drop-Bottom Gondola Car. Weight, 39,300 lbs.; Inside Length, 40 ft.; Inside Width, 9 ft. 6 in.; Inside Height, 4 ft. 7 in. Capacity, Level Full, Cubic Feet, 1,742 . Builder, National Dump Car Co. Figs. 52-55 FREIGHT CARS; Gondola— General Views. 219 Fig. 52— All-Steel 50-Ton Capacity Drop-Bottom Gondola Car. Weight, 44,600 lbs.; Inside Length, 41 ft.; Inside Width, 9 ft. 2 in.; Inside Height, 4 ft. 2 in. Builder, Pressed Steel Car Co. Fig. 53— All-Steel 50-Ton Capacity Drop-Bottom Gondola Car. Weight, 40,300 lbs.; Inside Length, 40 ft. ; Inside Width, 9 ft. 6?4 in. ; Inside Height, 4 ft. 2 in. Builder, Pressed Steel Car Co. Fig. 54— 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. (See Figs. 319-321 for General Drawings.) Fig. 55— All-Steel 50-Ton Capacity Drop-Bottom Gondola Car. Weight, 39,000 lbs.; Inside Length, 40 ft. 4 in.; Inside Width, 9 ft. 5 in.; Inside Height, 4 ft. 6 in. Builder, The Bettendorf Co. (See Figs. 317-318 for General Drawings.) 220 FREIGHT CARS; Gondola— General Views. Figs. 56-59 Fig. 56— All-Steel 50-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. 57 — Steel Frame 50-Ton Capacity Solid Bottom Gondola Car with Drop End-. Weight, 52.000 lbs.; Inside Length, 40 ft. 8 in.; Inside Width, S ft. 9'i in.; Inside Height, 2 ft. 6 r | in.; Capacity Level Full, Cubic Feet, 897. Builder, American Car & Foundry Co. Fig. 58 — Steel Lnderframe 50-Ton Capacity Gondola Car with Drop Ends. Weight, 44,100 lbs. ; Inside Length, 40 ft.; Inside Width, 8 ft. 6 in.; Inside Height. 2 ft. 6 in. Builder, American Car & Foun- dry Co. {See Fius. 322-323 for General Drawings.) Fig. 59— All-Steel 90-Ton Capacity Gondola Car with Drop-Bottom Doors. Weight. 65.200 lbs. ; Inside Length. 45 ft. 6 in,; Inside Width, 9 ft. 6 in.; Inside Height, 6 ft. 6 in. Builder, Norfolk & Western Railway. (See Fig. 32S for General Drawings.) Figs. 60-62 FREIGHT CARS; Dump— General Views. 221 Fig. 60 — All-Steel 40-Ton Capacity Two-Way Extension Side Dump Car, Operated by Hand or Com- pressed Air. Capacity, 20 Cubic Yards. Builder, Clark Car Company. Fig. 61 — Open Position of All-Steel 40-Ton Capacity Two-Way Side Dump Car, Shown in Fig. 60. 7 ■ inrtf— iMi-i—i in ii itefT *~v mm mrn-i' ■ r -^ IT .1 7- ^ ...... BWMUWWK ■ ' 1 -'■ ^^5SW9tel«!:-- " . '•»"*. • •"» "' — -JS*-—- — l-l III? — Fig. 62 — All-Steel, 16 Cubic Yard Capacity, Air-Operated Side Dump Car. Builder, Orenstein-Arthur Koppel Company. 222 FREIGHT CARS; Dump— General Views. Figs. 63-64 Fig. 63 — All-Steel Air or Hand Operated Side or Center Dump Car of 40 Tons Capacity. Weight, 50,000 lbs. Builder, Goodwin Car Co. Fig. 63A— All-Steel Air-Operated 50-Ton Capacity Dump Car. Weight, 54,600 lbs.; Inside Length, 34 ft. Capacity, 30 Cubic Yards. Builder, Western Wheeled Scraper Co. Fig. 64 — Dumping Position of Western Air-Operated Dump Car. Builder, Western Wheeled Scraper Co. Figs. 65-66 FREIGHT CARS; Dump— General Views. 223 Fig. 65— Steel Underframe 30-Ton Capacity Two-Way Side Dump Car. Weight, 34,000 lbs.; Inside Length, 19 ft. 4 in.; Inside Width, 8 ft. 8 in.; Inside Height, 2 ft. The Dumping .Mechanism is Operated by the Cylinder Shown, Using Compressed Air. The Journal Boxes are Placed Inside the Wheels to Avoid Injury when the Load is Discharged. The Chains Hold the Car Body in Position During Transit. Builder, Fitz-Hugh, Luther Co. Fig. 66 Dumping Position of the Two-Way Side Dump Car Shown in Fig. 60. The Dumping Angle is 49 Degrees. The Body Bolsters, of Cast Steel, Have Cast Integral with Them Center Plates, Side Bearings and Spring Pockets. The Latter Contain Coil Springs Which Absorb the Shock as the Body Dumps. 224 FREIGHT CARS; Dump— General Views. Figs. 67-69 Fig. 67— All-Steel 40-Ton Capacity Air-Operated Side Dump Car. Weight, 46,600 lbs.; Capacity, 16 Cubic Yards; Inside Length, 26 ft.; Inside Width, 8 ft. 4 in. Builder, The Kilbourne & Jacobs Company. Fig. 68 — All-Steel 50-Ton Capacity Air-Operated Side or Center Dump Car. Weight, 53,000 lbs.; Inside Length, 25 ft.; Capacity, 30 Cubic Yards. Builder Goodwin Car Co. Fig. 69— All-Steel Air-Operated Side Dump Car. Load Limit, 77,000 lbs. Builder, Ralston Steel Car Co. Figs. 70-73 FREIGHT CARS; Flat— General Views. 225 Fig. 70— 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^ in. Builder, Canadian Car & Foundry Co. (See Fig. 335 for General Drawings.) KETAL MAKE WANS 2&5KBF . ■: d H. a n. 121 : AIR* BRAKE ^'V^^ 1 '0 ./:. - U kv If. " ', ) lr'j[ 1 H ■H "**"■""-■, : »-' -* M — Fig. 71— Stee Frame 30-Ton Capacity Flat Car. Weight, 24,200 lbs. Car Co. Builder, The Barney & Smith Fig. 72— Steel Frame 50-Ton Capacity Flat Car. Weight, 37,900 lbs.; Length of Platform, 34 ft. 2 in.; Width of Platform, 8 ft. 10 in.; Height, Rail to Top of Platform, 4 ft. 2 in. Builder, American Car & Foundry Co. Fig. 73 Steel Frame 75-Ton Capacity Flat Car. Weight, 44.000 lbs.; Length of Platform, 34 ft. 7 in.; Width of Platform, 10 ft.; Height, Rail to Top of Platform, 3 ft. 2 in. Builder, American Car & Foundry Co. 226 FREIGHT CARS; Flat— General Views. Figs. 74-77 Fig. 74— Steel Frame 100-Ton Capacity Four-Truck Fiat Oar. Weight, 90,000 lbs.; Length of Platform 70 ft. 7 in.; Width of Platform, 8 ft. 6 in. Builder. McGuire-Cummings Manufacturing Co. *1 ffcJr - ^'aEi_- ! 3«- - 3B :! 3f: ii W: " . wgi . ' ■ m ■ f& ::W\ . ■£8^L/_L«^^ B£ 1 1 f Fig. 75 — Steel Frame 50-Ton Capacity Flat Car. Weight, 39,500 lbs.; Length of Platform, 40 ft.; Height, Rail to Top of Platform, 4 ft. Builder, Pressed Steel Car Co. Fig. 76 — Steel Frame 50-Ton Capacity Flat Car. Weight, 32,100 lbs.; Length of Platform, 41 ft, 2 in.; Width of Platform, 9 ft. 4)/ 2 in,: Height, Rail to Top of Platform, 3 ft. 11 in. Builder, The Bettendorf Co. Fig. 77 — Steel Frame 50-Ton Capacity Flat Car. Weight, 34,600 lbs.; Length of Platform, 40 ft. 6 in.; Width of Platform, 9 ft.; Height, Rail to Top of Platform, 4 ft. 2 l / 2 in. Builder, Western Steel Car & Foundry Co. Figs. 78-81 FREIGHT CARS; Flat, Logging and Tank— General Views. 227 "r^"?->'- : -' -^2?^? ...._,„ T MM^U ' ". ^pswST™ 1 ^' ~* ■jftnJT ^^B ?j^5f Fig. 78— All Steel 110-Ton Capacity Well Flat Car. Weight, 91,900 lbs.; Length of Platform, 55 ft. 7 in.; Width of Platform, 9 ft. 10 in.; Height, Rail to Top of Platform, 3 ft. 2 in.; Well Opening, 26 ft. 2 in. by 6 ft. 1 in. Builder, Lehigh Valley Railroad. (See Fig. 337 for General Drawings.) Fig. 79 — Steel Frame 30-Ton Capacity Logging Car. Weight, 15,000 lbs. Builder, American Car & Foundry Co. Fig. 80 — Steel Frame 40-Ton Capacity Logging Car. Weight, 31,500 lbs.; Length of Platform, 39 ft. 9 in. Builder, The Bettendorf Co. M i#r- -•* €AHADIAN f PACIFIC M 89973 Fig. 81 Steel Frame Tank Car, Capacity, 8,000 Imperial Gallons or 40 Tons. Weight, 44.900 lbs. Length of Tank, 33 ft. 6 in. Builder, Canadian Car & Foundry Co. (See Fig. 341 for Genera! Drawings.) 228 FREIGHT CARS; Tank— General Views. Figs. 82-84 Fig. 82— Steel Tank Car. Capacity, 12.000 U. S. Gallons ; Weight, 45.400 lbs. Builder, Pressed Steel Tar Co. Fig. 83— Steel Tank Car with Three Compartments. Capacity, 10,000 U. S. Gallons or 80,000 lbs. Builder, McGuire-Cummings Manufacturing Co. Fig. 84— Steel Tank Car. Capacity. 14,600 U. S. Gallons : Weight, 45,600 lbs. Builder, Chicago Steel Car Co. Figs. 85-87 FREIGHT CARS; Tank— General Views. 229 Fig. 85 — Steel Frame Tank Car with Wooden Tank for Vinegar Transportation. Capacity, 8,250 U. S. Gallons; Weight, 39,000 lbs. Builder, McGuire-Cummings Manufacturing Co. / _ THOMAS A.EDIS0N. mIact : . . - — - '■ ■ . . - Fig. 86— Steel Tank Car. Capacity, 12,000 U. S. Gallons or 100,000 lbs. Builder, American Car & Foundry Co. Fig. 87— Steel Tank Car. Capacity, 8,000 U. S. Gallons or 80,000 lbs.; Weight, 35,300 lbs. Builder, The Kennicott Co. 230 FREIGHT CARS; Tank and Stock— General Views. Figs. 88-90 Fig. 88 — Steel Tank Car. Builder, The Gregg Company, Limited. Fig. 89 — Steel Underframe 30-Ton Capacity Stock Car. Inside Width, 8 ft. SV 2 in.; Inside Height, 8 ft. 1 / Weight, 34,300 lbs.; Inside Length, 36 ft.; in. Builder, Pressed Steel Car Co. Fig. 90 — Steel Frame 40-Ton Capacity Stock Car. Weight, 39,200.; Inside Length, 40 ft. 6 in.; Inside Width. 8 ft. 10 in. ; Inside Height, 8 ft. Builder, American Car & Foundry Co. Figs. 91-93 FREIGHT CARS; Wood Rack and Stock— General Views. 231 Fig. 91 — Steel Underframe 40-Ton Capacity Car with Wood and Lumber Rack. Inside Length, 38 ft. 1 in.; Inside Width, 8 ft. 6 in.; Inside Height, 8 ft. 1 in. Builder, Laconia Car Co. Fig. 92 — Steel Frame 40-Ton Capacity Stock Car. Weight, 35,600 lbs.; Inside Length, 36 ft. 6 in.; In- side Width, 8 ft. 10 in.; Inside Height, 8 ft. Builder, Haskell & Barker Car Co. pig. 93 — Steel Underframe 30-Ton Capacity Drop Bottom General Service Car. Weight, 40,000 lbs. Inside Length, 36 (t.; Inside Width, 8 ft. 6 in.; Inside Height, 8 ft. Builder, Ralston Steel Car Co. 232 FREIGHT CARS; Stock— General Views. Figs. 94-97 Fig. 94— Steel Frame 40-Ton Capacity Stock Car, Mather Patent. Weight, 36,600 lbs.; Inside Length. 35 ft. 10 in.; Inside Width, 8 it. 5 in.; Inside Height, 7 ft. 10 in. Builder, Haskell & Barker Car Co. {See Figs. 346 and 347 for General Drawings.) Fig. 95 — Interior of Car in Fig. 97, as Stock Car. Fig. 96 — Interior of Car in Fig. 97, as Box Car. Fig. 97 — Steel Frame 40-Ton Capacity Convertible Stock and Box Car. Interior Views Shown in Figs. 95 and 96. Weight ,40,800 lbs.; Inside Length, 40 ft.; Inside Width, 8 ft.; Inside Height, 8 ft. Builder, St. Louis & San Francisco Railroad. Figs. 98-99 FREIGHT CARS ; Stock and Poultry— General Views. 233 Fig. 98— Steel Underframe 40-Ton Capacity Stock Car. Weight, 39,500 lbs.; Inside Length, 40 ft. 6 in. Inside Width, 8 ft. iy 2 in.; Inside Height, 7 ft. 9 J4 in. Builder, Whipple Car Co. Fig. 99 — Wooden Poultry Car with Clere-story. Builder, Wason Manufacturing Co. 234 FREIGHT CARS; Poultry and Horse— General Views. Figs. 100-102 Fig. 100— 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. 101 — Steel Underframe Express Car for the Transportation of Horses. Builder, The Harlan & Hollingsworth Corporation. Fig. 102— Steel Underframe Car for the Transportation of Horses. Builder, Barney & Smith Car Co. Figs. 103-104 FREIGHT CARS; Horse— General Views. 235 Fig. 103— Wooden Express Car for the Transportation of Horses. Builder, The Wason Manufactur- ing Co. Fig. 104 Interior View of Car Shown in Fig. 103 with Stall Partitions in Place. 236 FREIGHT CARS; Horse and Refrigerator— General Views. Figs. 105-108 Fig. 105 — Steel Express Car for the Transportation of Horses. Weight, 126,000 lbs.; Length of Body Outside, 70 ft. Builder, American Car & Foundry Co. Fig. 106 — Interior View of Car Shown in Fig 105, Showing Stall Partitions Folded. Fig. 107 — Interior View of Car Shown in Fig. 105, Showing Stall Partitions as Arranged when Car is Loaded. Fig. 108 — Steel Underframe 35-Ton Capacity Express Refrigerator Car. Inside Length, 41 ft. 2 in. ; Inside Width, 8 ft. 10 in.; Inside Height, 6 ft. 11 in. Builder, Pressed Steel Car Co. (See Figs. 351-352 for General Drawings.) Figs. 109-111 FREIGHT CARS; Refrigerator and Heater— General Views. 237 -ROCK ISLAND REFRIGERATOR Fig. 109 — Steel Underframe 30-Ton Capacity Refrigerator Car. Weight, 47,400 lbs.; Inside Length, 33 ft. 2 in.; Inside Width, 8 ft. 2 in.; Inside Height, 7 ft. 6 in. Builder, Milwaukee Refrigerator Transit & Car Co. Fig 110 — Steel Underframe 30-Ton Capacity Refrigerator Car. Weight, 49,800 lbs.; Inside Length, 32 ft. 10 in.; Inside Width, 8 ft. 3§i in.; Inside Height, 7 ft. 6 in. Builder, American Car & Foundry Co. (See Figs. 354 and 356 ior General Drawings.) Fig. Ill — Steel Underframe 35-Ton Capacity Box Car with Heater Equipment. Weight, 51,000 lbs. Length, 34 ft. 9 in. ; Inside Width, 8 ft. ; Inside Height, 7 ft. 6 in. Builder, Laconia Car Co. Inside 238 FREIGHT CARS; Refrigerators— General Views. Figs. 112-114 Fig. 112— Steel Underframe 30-Ton Capacity Ventilated Box Car. Weight, 30,700 lbs.; Inside Length, 36 ft.; Inside Width. 8 ft. 6 in.; Inside Height, 8 ft. Builder, American Car & Foundry Co. Fig. 113 — Wooden 30-Ton Capacity Refrigerator, Heater and Ventilator Car, Moore System. Weight, 43,300 lbs.; Inside Length, 34 ft. 6 in.; Inside Width, 8 ft. 4 in.; Inside Height, 7 ft. S l / 2 in. Builder, Re- frigerator, Heater & Ventilator Car Co. Fig. 114 — 45-Ton Capacity Ventilated Refrigerator (Car. Weight, 60,700 lbs.; Inside Length, 32 ft. 11 Inside Width, 8 ft. 4 in. ; Inside Height, 7 ft. 4 in. Builder, American Car & Foundry Co. Figs. 115-117 FREIGHT CARS; Refrigerator and Caboose— General Views. 239 Fig. 115 — Steel Underframe 40-Ton Capacity Refrigerator Car. Weight, 55,000 lbs.; Inside Length, 33 ft. Inside Width, 8 ft. 4 in.; Inside Height, 7 ft. 6 in. Fig. 116 — Combination Passenger, Baggage and Caboose Car. Builder, Central Locomotive & Car Works. pig_ n7 Steel Underframe Four-Wheel Caboose. Weight, 28,000 lbs. Builder, Pennsylvania Railroad. 240 CABOOSE or CABIN CARS— General Views. Figs. 118-120 Fig. 118 — Interior View of Caboose Shown in Fig. 120. Fig. 119 — Interior View of Caboose Shown in Fig. 121. Fig. 120— All- Steel Eight- Wheel Caboose. Weight, 38,000 lbs. Interior Shown in Fig. 118. Builder, Penn- sylvania Railroad. (See Figs. 367-370 for General Drawings.) Figs. 121-123 CABOOSE or CABIN CARS— General Views. 241 Fig. 121 — Steel Underframe Eight-Wheel Caboose. Builder, American Car & Foundry Co. ISee Fig. 364 for General Drawings.) Fig. 122— Steel Frame Eight-Wheel Caboose. Weight, 37,900 lbs. Builder, Buffalo, Rochester & Pittsburgh Railway. {See Fig. 366 for General Drawings.) Fig. 123— Steel Underframe Eight-Wheel Caboose. Weight, 36,000 lbs. Builder, Russel Car & Snow Plow Co. {See Fig. 363 for General Drawings.) 242 BAGGAGE AND EXPRESS CARS— General Views. Figs. 124-127 Fig. 124— Steel Baggage Car. Weight, 123,300 lbs. ; Weight of Trucks, 46,000 lbs. ; Length Over Buffers, 64 ft. 7-'4 in. Builder, The Barney & Smith Car Co. Fig. 125 — Interior View of Steel Baggage Car Shown in Fig. 124. Fig. 126 — Interior View of Steel Express Car Shown in Fig. 127. Fig. 127— Steel Express Car. Weight, 94,300 lbs.; Length Over End Sills, 60 ft. 9 in. Builder. American Car & Foundry Co. Figs. 128-131 BAGGAGE AND POSTAL CARS— General Views. 243 Fig. 128— Steel Baggage and Express Car. Weight, 106,000 lbs.; Length Over End Sills 69 ft. Builder. The Pullman Co. Fig. 129 — Interior View of Missouri Pacific Steel Bag- gage and Mail Car. Builder, American Car & Foundry Co, Fig. 130 — Interior View of Mail Compartment of the Steel Baggage and Mail Car Shown in Fig. 131. tS""* -irons'' '' "^- ...... ' , -sfeZ-S-— ••'"^If'iiiii —^ — \ .—rr— """*"" ■'-..-,. a'l v . :J E R H^" ' -4 j ■ ' 1 jijjfv : immMl EG UJE i 8 j - - M lw sfii . '.. *^^^P«2 r*.'(- u " ,1,] -.lBy] ....-— — rr ■ — a-^ zrr. tetos.^ >•*<£■*— ' *» ;; *-" ** l«yll Fig. 131— Steel Baggage and Postal Car. Weight, 144.700 U.S.; Length Over End Sills, 70 ft. 10 in. Interior Shown in Fig. 130. Builder, The Harlan & Hollingsworth Corporation. (See Figs. 372-374 for Genera! Drawings.) 244 POSTAL CARS— General Views. Figs. 132-135 Fig. 132— Steel Postal Car. Weight, 118,600 lbs.; Length Over End Sills, 60 ft. 10^ in. Builder, American Car & Foundry Co. Fig. 133 — Interior Mew of Steel Postal Car for the New York Central. Builder, The Barney & Smith Car Co. Fig. 134 — Interior View of Xew York Central Postal Car, Looking in Opposite Direction from That in Fig. 133. Fig. 135— Steel Postal Lar. Weight. 133,800 lbs.; Length Over Buffers, 64 ft. 5 in. Builder, Laconia Car O: Figs. 136-139 POSTAL CARS AND COACHES— General Views. 245 - - _ ** ^BB "*" w » i.WiyT , - -£| ~ « „ * * W- : ':' .'; $'?■•; :: '■■■ T- ' ' .V If- | BHHHiftif^#,^j^jlIiSlE sr i->^ JCS,. ;£**?■ 'i cs' .....^ jj&~ ;■' UNl'I'K: B STATES MAII Jl fi iicE'' I I 1 ; i2e ^ ; b~ faAiLwAS f POST OFI HrJBwPHl £25*2 SPF^ l^«^^. •;■ ~^^ ;»tt ^Pg^ «w . .. ■■ il ^.jiS-3 ,. — ...,.; > s . jm --JJ_MiU"'''!^^» "-■■ .-Z ■_ - ■ _-___ — ... __, — _ ....._., Fig. 136— Steel Postal Car. Weight, 111,600 lbs.; Length Over End Sills, 60 ft. 1 in. Builder, The Pullman Co. \ 'I si* \ ! 1 ijj 1: I. H < '<**f*| Hh|- ' aA ■ : 1 .09 iHi Bill 1 ... % ; I 1 i T |\l^|{ _ ia 5Pv; I • ' : '^fH WsjfciM ' B^-'?i|>?'^il Fig. 137 — Interior View of Pennsylvania Railroad Steel Postal Car. Fig. 138 — Interior View of Carolina, Clinchfield & Ohio Day Coach. Builder, The Harlan & Hollingsworth Corporation. Fig. 139 — Steel Vestibuled Combination Coach, Express and Baggage Car. Weight, 144,000 lbs. ; Length Over Buffers, 77 ft. 1 in. Builder, The Harlan & Hollingsworth Corporation. 246 DAY COACHES— General Views. Figs. 140-143 Fig. 140— Steel Vestibuled Day Coach. Weight. 116.000 lbs.; Length Over Body. 70 ft. 53 4 in. Builder, Tressed Steel Car Co. Fig. 141 — Interior View of Pennsylvania Steel L)a> Coach, Shown in Fig. 14U. Fig. 142 — Interior View of New York, New Haven & Hartford Steel Day Coach, Shown in Fie. 143. nm» * l! 1 PCCS C'.\.l< ■ 436 h.,, -'■;.—=: — •«&■: *■ '•- ' ' "-" -., - •• - ■ - *-——# • ..,. ir-ir- — -wT :*gBMM!Ti1!l1WWl|i - Fig. 156— Steel Vestibuled Dining Car. Weight, 152,500 lbs. Builder, The Barney & Smith Car Company. Fig. 157 — Interior View of Northern Pacific Dining Car. Builder, The Barney & Smith Car Company. Fig. 158 — Interior View of Philadelphia & Reading Dining Car, Shown in Fig. 159. Fig. 159 — Vestibuled Dining Car with Steel Frame and Ends. Weight, Complete, 175,000 lbs.; Weight of Trucks. 49.600 lbs. Builder, The Harlan & Hollingsworth Corporation. Figs. 160-164 DINING CARS; General Views. 251 Fig. 160 — Interior View of the Steel Dining Car Shown in Fig. 162. Fig. 161 — Interior View of Union Pacific Steel Dining Car. Builder, The Pullman Co. ^2f2 '^m HHttHiHHflHHHHHBHI » ■ .^^ ! J Jtrffrr ^-^ r -r i Will mam iEi r^fe^A^^g^^i^g , r.) t NtM O tZ A M l J7-jjm rl,r *** * J : ~ if ■ & | Li ^ Fig. 162 — Steel Vestibuled Dining Car. Builder, The Pullman Company. ?5| 3 3 1 •1 : 1 J| J ^1T>\ . iSH iav . i^^~"^ ■ ! ^ t?^ - -■ •^^^"^ 4M -V. >*"" <3 Hi 1 Fig. 163 — Interior View of Cafe Coach in Use on the Pennsylvania Railroad. Fig. 164 — Kitchen of the Cafe Coach on the Pennsyl- vania Railroad. 252 CAFE AND PARLOR CARS— General Views. Figs. 165-169 Fig. 165 — Interior View of Chicago & North Western Lunch Counter Car. Fig. 166 — Interior View of Chicago, Rock Island & Pacific Lunch Counter Car. ** '".'. piPPlSiik. Fig. 167— Steel Vestibuled Parlor Car. Weight, 135,600 lbs.; Length Over Buffers, SO ft. 43/4 in. Builder, The Barney & Smith Car Company. Fig. 168 — Interior View of Steel Parlor Car. Builder, The Pullman Company. Fig. 169— Interior of Missouri Pacific Cafe-Parlor Car. Builder, American Car & Foundry Co. Figs. 170-173 PARLOR AND SLEEPING CARS— General Views. 253 Fig. 170— Steel Vestibuled Sleeping Car. Weight, 150,000 lbs. Builder, The Pullman Company. (See Figs. 405-413 for General Drawings of a similar Car.) Fig. 171 — Interior View of Pullman Steel Sleeping Car Shown in Fig 170. Fig. 172 — Interior View of Parlor-Cafe Car. Builder, Canadian Car & Foundry Company. Fig. 173— Steel Frame Vestibuled Parlor-Cafe Car. Weight, 140,000 lbs. Builder, Canadian Car & Foundry Company. 254 SLEEPING CARS— General Views. Figs. 174-177 Fig. 174 — Wooden Vestibuled Sleeping Car for Electric Tnterurban Service. Weight, 74,600 lbs.; Length ( Iyer End Sills, 51 ft. 4 in. Builder, American Car & Foundry Company. Fig 175 — Observation Room of Sleeping Car Shown in Figs. 176 and 177. Fig. 176 — Interior View of Sleeping Figs. 175 and 177. Car Shown in Fig. 177 — Steel Observation Sleeping Car. Interior Views Shown in Figs. 175 and 176. Total Weight, 148,300 lbs.; Weight of Trucks, 40,800 lbs.; Length Over Buffers, 81 ft. 6y 2 in. Builder, The Barney & Smith Car Co. Figs. 178-182 SLEEPING AND SPECIAL CARS— General Views. 255 Fig. 178 — View Through Compartments, Chicago, Milwaukee & St. Paul Compartment Sleeping Car. Builder, The Barney & Smith Car Co. Fig. 179 — Interior of Observation Room, Northern Pacific Observation-Buffet Car. Builder, The Barney & Smith Car Company. m*^*^ m ■ ■■ ■■ ; » 'Ml ■ M --> J " __- «» «? -. ... _*'.' .."■'*, WL-. 1 -. — —.- — /*• ->.■*■ — I. V i iw s o <.- i e -r-*r If: ■V K'-i -I'ii ■BE BL— ■ w—m |_ JB T 1 I ■ 'in r ■ i II 7 ts" T- • ■ " , +Wft?^''jB$'' n '%. '^ r iBF ■■ . l^H^^^^^^^^H ^B /" PI J -J — lit -— --a— "~— — — — —— — — _ >l— r'j— _ -_^-~ i - ""* ' ■— -— .-— — fa =-= 1 __ 5 Fig. 180— Steel Chapel Car. Weight, 134,000 lbs. Builder, The Barney & Smith Car Ci Fig. 181 — Interior View of Chapel Car of the Catholic Church Extension Society. Builder, The Bar- ney & Smith Car Co. Fig 182 — Interior of Women's Reception Room, Chicago, Burlington & Quincy Lounging Car. Builder, The Barney & Smith Car Company. 256 ELECTRIC MOTOR CARS— General Views. Figs. 183-185 Fig. 183 — Steel Vestibuled Electric Motor Car Taking Power from Storage Batteries. Weight, 59,000 lbs.; Seating Capacity, 51; Length of Passenger Compartment, 32 ft.; Length of Baggage Com- partment, 12 ft. 10 in.; Equipped with Four 25 hp. Motors. Builder, Railway Storage Battery Car Co. Fig. 184— S: eel Vestibuled Electric Motor Car for Suburban Service. Weight Without Motors, 107,200 lbs.; Weight Complete, 120,000 lbs. Builder, Pressed Steel Car Company. >** ■r~A-*>-~^ r : -^Se Fig. 185 — Steel Vestibuled Electric Motor Car Used on the Philadelphia-Paoli Section, Pennsylvania Rail- road. Weight, 117,000 lbs.; Length Over Platforms, 64 ft. 6 in.; Seating Capacity, 68. Equipped with Two 225-hp. Motors. Figs. 186-189 ELECTRIC AND GASOLENE MOTOR CARS— General Views. 257 Fig. 186 — Steel Vestibuled Electric Motor Car for Suburban Service. Weight. 77,600 lbs.; Length Over Buffers, 69 ft. 10 in. Builder, American Car & Foundry Company. Fig. 187 — Interior View of the Steel Suburban Car Shown in Fig. 186. Fig. 188 — Interior View of the Motor Car Shown in Fig. 189. pj„ igg Steel Gasolene Motor Car. Weight, 72,000 lbs. Builder, Hall-Scott Motor Car Co., Incorporated. 258 GASOLENE AND GAS-ELECTRIC MOTOR CARS— General Views. Figs. 190-192 Fig. 190 — Steel Gasolene Motor Car and Steel Trailer. Length of Motor Car Over All, 70 ft. Seating Capacity of Trailer, 78. Builder, McKeen Motor Car Co. Fig. 191— Steel Gasolene Motor Car. Weight, 78,000 lbs. ; Length Over End Sills, 70 ft. ; Seating Capacity, 28. Builder, McKeen Motor Car Co. Fig. 192— Gas-Electric Motor Car. Seating Capacity, 44. Engine Rating, 90 hp. at 950 R.P.M. Builder, Drake Railway Automotrice Co. Figs. 193-195 GAS-ELECTRIC MOTOR CARS— General Views. 259 Fig. 193 — Steel Gas-Electric Motor Car. Builder, Strang Gas-Electric Car Company Fig. 194— Steel Gas-Electric Motor Car. Weight, 10/, 000 lbs.; Length Over Buffers, /0 ft. 4 in.; Seating Capacity, 86: Motor Rating", 2(10 lip. Builder, General Electric Co. p; g _ 195 Steel Trailer Car for Summer Service with Electric Motor Cars. Weight. 63.000 lbs. Capacity, SO; Length Over End Sills, 54 ft. 4 in. Builder, Standard Steel Car Co. Seatinc 260 MISCELLANEOUS CARS— General Views. Figs. 196-199 Fig. 196 — Steel Car for Use in Quenching Coke. Builder, American Car & Foundry Co. Fig. 197 — Interior View of the International Cor- respondence Schools' Air Brake Instruction Car. Fig. 198 — Interior View of the Westinghouse Air Brake Company's Air Brake Instruction Car. Fig. 199— Steel Frame Dynamometer Car. Weight, 91,000 lbs.; Dynamometer Capacity, 1,000,000 lbs. Builder, Atchison, Topeka & Santa Fe Railway. (See Figs. 414-417 for General Drawings.) Figs. 200-202 MISCELLANEOUS CARS— General Views. 261 Fig. 200 — Steel Underframe Dynamometer Car with Separate Dynamometers for Pulling and Buffing. Weight, 114,700 lbs.; Length Over End Sills, 50 ft. 9 in. Builder, Baltimore & Ohio Railroad. Fig. 201 — Interior View of Fuel Instruction Car in Use on the Delaware, Lackawanna & Western. Fig. 202— Electric Wrecking Crane for Use in Tunnels. Radius, 50 Tons. Builder, Weight, 326,000 lbs. Industrial Works. Lifting Capacity at 17 ft. 262 MISCELLANEOUS EQUIPMENT— General Views. Figs. 203-205 Fig. 203— Steam Wrecking Crane. Lifting Capacity, 100 Tons. Builder, The Bucyrus Company Fig. 204 — Steam Wrecking Crane. Weight, 212,000 lbs.; Lifting Capacity, 120 Tons. Builder, Industrial Works. Fig. 205— Steam Crane Fitted with Clam Shell Bucket. Weight, 80,000 lbs.; Lifting Capacity, 20 Tons. Builder, McMyler Interstate Company. Figs. 206-208 MISCELLANEOUS EQUIPMENT— General Views. 263 Fig. 206— Atlantic Steam Shovel. Weight in Working Order, 203.000 lbs. Builder. The Bucyrus Companj Fig. 207— Type 95-C Bucyrus Steam Shovel. Weight in Working Order. 214,000 lbs. Builder, The Bucyrus Company. Fig. 208 — Ballast Spreader. The Wings are Operated by Compressed Air. Builder, The O. F. Jordan Company. 264 MISCELLANEOUS EQUIPMENT— General Views. Figs. 209-211 Fig. 209— Center Ballast Plow with Pilot Wings for Plowing from Tops of Cars. Builder, The Bucyrus Company. Fig. 210 — Self-Propelling Steam Pile Driver. Builder, The Bucyrus Company. Fig. 211 — Self-Propelling Steam Pile Driver. Builder, Industrial Works. Figs. 212-214 MISCELLANEOUS EQUIPMENT— General Views. 265 Fig. 212 — Single Track Flanger Applied to Snow Plow. Builder, Russell Car & Snow Plow Company. Fig. 213 — Ballast Distributing Plow. Builder, Rodger Ballast Car Company. Fig. 214 — Scoop Car Used on the Norfolk & Western for Removing Earth or Rock Slides. 266 SNOW PLOWS— General Views. Figs. 215-216 Fig. 215 — 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. (See Fig. 212 for Application of Flanger.) fig. 216— -Right Hand Double Track Snow Plow with Flanger. Builder, Russell Car & Snow Plo-s Company. Figs. 217-218 ROTARY SNOW PLOWS— General Views. 267 Fig. 217 — 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. 218 — 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 Crate 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. 219-225 eO'O'OrerS/V/j Fig. 219 — Floor Plan of Great Northern Express Refrigerator Car. — e'3,C-4-/^- ->|<— «it':"Z'.':~._ 1 4s-_ 4'e'--^,— —i4'/g- 4j$)< — e'3%"- -70 '/Of "Onr Wood End Posh -70' 10a Over Steel End Posts > Fig. 220 — Floor Plan of Missouri Pacific Baggage Car. Builder, American Car & Foundry Company. 4 ^^Tv7<- 30 °- ^7,-7." for Locks siipCase LefferChufe iSham Coil 400- Fig. 221 — Floor Plan of Central Railroad of New Jersey Baggage and Mail Cars Shown in Figs. 130, 131 and 372-374. Builder, The Harlan & Hollingsworth Corporation. lacker -Stvikh Boa*d Of Berth. Above ,'3'L "35 -6 Locker Linen ttokar ■W ible 3 *-ii M "i-BulM & (cf^ODQQOp ]-;-..-.^.=-^~:,| fa ths\ ?ye\ ^ X- packer ' hj.tP r= t>'9" i.2'6' . -Hi Barber Shop \ Sh °™ Vl/it A ~f- — - ~T~ WashBasin Water Hopper -1510- Baggage Compartment -+- -7^ 7S0 Oyer End iills . J Fig. 222— Floor Plan of Union Pacific Baggage-Buffet Car. Builder, The Pullman Co. ->\nV — 7/- >j< n'u- \ nnnannnjy* W-4'3--A 24%-43-->\ Smoking &_l Room dJDQDDQDO Fig. 224— Floor Plan of Western Pacific Baggage, Parlor and Library Car. Builder, The Barney & Smith Car Co. Qceyflene ^7 l ' ' ' i. «-^^. mj I , 1 ■ ■ i~ r —380 L ■ ■ ■ * ■ .... ■ ■ !fh ~T,oT -""J Fig. 225 — Floor Plan of Chicago, Burlington & Quincy Combination Baggage and Passenger Car. Builder, American Car & Foundry Company. Figs. 226-231 PASSENGER TRAIN CARS— Floor Plans. 269 Fig. 226 — Floor Plan of Canadian Pacific Steel Day Coach. ->\/7i'{<-Z'4i{l7$- \s--SI%—M -JO 5j> Oyer Body Comer Posf Co/ers- Fig. 227— Floor Plan of New York, New Haven & Hartford Steel Day Coach. I °l ■ mmens r □ □□□□at a a □ □ □ a I — ®- — @ — @ — @- yPeen/est Yenkihhfik □ a a as mi -@- -®- -i @- □ a a^ ana □ p DTJ p p p □ □ i □ □ CEP®'* rn DID D D D Fig. 228— Floor Plan of Atchison, Topeka & Santa Fe Steel Chair Car Shown in Figs. 378-380. Builder, The Pullman Co. -6l'4zOrertnd Sills- -4j'j~ Truck Cenlers- Fig. 229 — Floor Plan of New York, Westchester & Boston Suburban Car Shown in Fig. 184. /3 ' 4 f. j^—e's- — * — e'af — ^s$f>\ ^-Ji^ti^-Jif^ Vs^-^-d's'-^-l'lfA Prorhhn Bo* y,_ 39'0'Beh*e n Bulkhead Sl*.(s- Fig. 230 — Floor Plan of Pennsylvania Lines Dining Car. *\<—6 '/of— A ■Steward's Locker iCrew's Locker Fig. 231 — Floor Plan of Pennsylvania Railroad Dining Car. 270 PASSENGER TRAIN CARS— Floor Plans. Figs. 232-237 Fig. 232 — Floor Plan of Atlantic Coast Line Dining Car. -13'- II- >f IO L 6i" -x^-i"4 43'-/0- ♦h— /'•*'— H Pantry 'LinerrKX. £|D D Q I- 75'-^ : : Fig. 233— Floor Plan of New York, New Haven & Hartford Dining Car. Builder, The Pullman Company. Bracket Lamp Bracket Lomp -lO's^'Orer Body Corner Posts * : SO'3%" Onr Buffers » Fig. 234 — Floor Plan of Long Island Steel Parlor Car. Builder, American Car & Foundry Company. / nooDQao Observation ''Phf/brm'- EJ Lounging S Room I 7 OOaaaOO U- HI [h= Seating (D Capacity ED 39 OO-aOb DP I D Toilet 3x4' Buffet m QDDODD, b , , ^-_i Women's Reception s Room I nfo l^Qjlamp Seating Capacity l& L ■ ~ m ■ — -_ 740 -77'e"(7rer£hcfS/f/s- Fig. 235 — Floor Plan of Chicago, Burlington & Quincy Parlor Car with Reception Room for Women. t*-2'l'r-2$-"r—4'0-'-f e'4- +~3'/0-i—- e'jf 1 63-- — + e'3- * e'3-- t- «'**- — t fei"- r-ZlA Sjf-—i—-4'4-—f--34"- Fig. 236 — Floor Plan of Chicago, Milwaukee & St. Paul Sleeping Car. Builder, The Pullman Co. r — jK—- ¥f sif- n'o"- Fig. 237— Floor Plan of Lehigh Valley Hospital Car. Figs. 238-242 PASSENGER TRAIN CARS— Floor Plans. 271 Fig. 238 — Floor Plan of Delaware, Lackawanna & Western Fuel Instruction Car. Fig. 201. Interior View Is Shown in Fig. 239 — Floor Plan of International Correspondence Schools Air Brake Instruction Car. Interior View is Shown in Fig. 197. Heahr Coal Box Westing-house SH.PMofor Desk s'xz' \ WaterTanks ia'& J This portion ot 'locker extended """■ — <■ ' '"■"■* * tvfomrdeck. — 60 7j Over End Sills Fig. 240 — Floor Plan of Pennsylvania Railroad Train Lighting" Instruction Car. W'~ z ~X — .P',8 — ^ 7°.9 Hlw*^ — -oi, 4< -,o,L Hk -s;s* Hk — -,°,U~ Fig. 241 — Floor Plan of Baltimore & Ohio Dynamometer Car Shown in Fig. 200. ^ DYNAMOMETER GAUGE BOARD SWITCH BOARD WORK BENCH E DO! -DP <- - #0 £- -X-a ~ ->(< 1*4 ^ - PP DP on cd DPI PP P.rDD v"5 "1 ® @ -* O U U EL, * ^ Fig. 259 BOX CARS— General Drawings. 273 1 Side Sill 2 End Sill 3 Floor Stringers 4 Center Sill 5 Body Bolster 6 Body Side Bearing 7 Body Center Plate 8 Crosstie 9 Drawbar 10 Carry Iron 11 Draft Casting 12 Striking Plate 13 Uncoupling Rigging 14 Floor 15 Sill Step 16 Side Brace 17 Post Pocket 18 End Brace 19 Sill and Plate Tie Rod 20 Side Post 21 End Post 22 Corner Post 3x Car Parts. See Figs. 287-288. 23 Door Post 44 24 Grain Shoe 45 25 Side Plate 46 26 End Plate 47 27 Belt Rail 48 28 Sheathing or Siding 49 29 Lining 50 30 Corner Plate 51 31 Ladder Round 52 32 Hand Hold 53 33 Side Door 34 Side Door Top Track or Guide 54 35 Side Door Bottom Guide 55 36 Carline 5b 37 Purline 38 Ridge Pole 57 39 Roof 5d 40 Running Board 59 41 Running Board Bracket 60 42 End Fascia bl 43 Side Fascia 62 Hand Brake Wheel Hand Brake Shaft Hand Brake Shaft Step Hand Brake Shaft Guide Hand Brake Step Hand Brake Step Bracket Hand Brake Ratchet Hand Brake Chain Drum Push Pole Pocket Side Nailing Strip or Floor Stringer Bracket Diagonal Brace Draft Gear Cross Tie Floor Beam or Stringer Support End Belt Rail Inside Corner Plate Side Door Stop and Lock Side Door Hanger Door Handle Door Back Stop 413 Orer Buffer Bbcks- Fig. 259 — Longitudinal Section of Summers All-Steel 50-Ton Capacity Box Car, Shown in Fig. 1. See also Figs. 260 and 261. Similar to the Car 274 BOX CARS— General Drawings. Figs. 260-261 Section Through Truck. M© ., -^/^^ I gPlate }- ,. fit ^SM& 4x3,ZL- fczJl Plate * ID © © © Fig. 260 — Cross Sections and End Elevation of Summers All-Steel 50-Ton Capacity Box Car, Similar to the Car Shown in Fig. 1. See also Figs. 259 and 261. Sectional Plan Below Floor. Roof Plan. Fig. 261 — Plan of Summers All-Steel SO-Ton Capacity Box Car, Similar to the Car Shown in Fig. 1. See also Figs. 259 and 260. Fig. 262 BOX CARS— General Drawings. 275 276 BOX CARS— General Drawings. Figs. 263-265 a ■2'!0KrBuft5frigs_ . Top of Lining s wuji-. j^ &x4xg I I Bulb L y a'of- J Fig. 263 — End Elevation and Cross Sections of Pennsylvania Railroad Steel Box Car Shown in Figs. 7, 262, 264 and 265. 4 4*4/1 ^.l- 1 o o o o o o o* o c[jSCgb]o o/ l "J IT 'I fe- — ,f^ L_-^,^kv^/g Fig. 264 — End Sill and Corner Construction of Penn- sylvania Railroad Steel Box Car. See also Figs. 7 and 262-265. -M/jk- Anchoring Posts. -i — y — 7 i - 'i Secfion G-G. Fig. 265 — Structural Details of Pennsylvania Rali- road Steel Box Car. See also Figs. 7 and 262- 264. Fig. 266 BOX CARS— General Drawings. 277 u V, o m o. u a o H c o '3 c rt CM c W 'in s 278 BOX CARS— General Drawings. Fig. 267 Ut "*.vS! ^ Oyer SidePlafes- I c. \ H ~~f 92mjthlns,cle- W K H-+ ,T" (< 7'lo'Boor Opening >j a'l'Orer&id Sills- O U c C c U CO c 3 pa ■d c bo o J3 C/5 u 3 <; Ph s Figs. 268-269 BOX CARS— General Drawings. 279 3 's^OmrSick Plates 3 C. 13.25 *-ZO, IIS Lb. Bethlehem r ',, Girder Beam H Section A/ear Center. Section at Bolster Fig. 268 — End Elevation and Cross Sections of Union Pacific Steel Automobile Car Shown in Figs. 21 and 267. Fig. 269 — End Elevation and Cross Sections of Canadian Pacific Steel Box Car Shown in Figs. 2 and 270. 280 BOX CARS — General Drawings. Fig. 270 i—L Fig. 271 BOX CARS — General Drawings. 381 Fig. 271 Illinois Central Steel Frame 40-Ton Capacity Box Car. Builder, American Car & Foundry Co. 282 BOX CARS — General Drawings. Fig. 272 Figs. 273-275 BOX CARS— General Drawings. 283 Fig. 273 — End Elevation and Cross Sections of the Steel Frame Box Car Shown in Figs. 11 and 272. Section d-B. Sect/on C-D. Fig. 274 — Pressed Steel Side Post Used on Penn- sylvania Steel Frame Box Car Shown in Figs. 275 and 276. £ Rivet "Bolt ■4"*6*i"A„g/e Section B.J}. Fig. 275 — End Elevation and Cross Sections of Pennsylavnia Steel Frame 50-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. 274 and 276. 284 BOX CARS— General Drawings. Fig. 276 U-^-s'si-— =J Fig. 277 BOX CARS— General Drawings. 285 286 BOX CARS— General Drawings. Figs. 278-279 Fig. 278— End Elevation and Cross Sections of St. Louis & San Francisco Steel Frame Box Car Shown in Figs. 14 and 277. M^vj^qju 4ix3 Fig. 279 — End Elevation and Cross Sections of New York Central Steel Underframe Box Car Shown in Fig. 280. Fig. 280 BOX CARS— General Drawings. 287 13 4jg Rail 7b Top of Running Board 288 BOX CARS— General Drawings. Fig. 281 k* 910 Orer End SHI- Figs. 282-283 BOX CARS — General Drawings. 289 Section at Center of Car. Section at Body Bolster Fig. 282 — End Elevation and Cross Sections of Union Pacific Steel Underframe Box Car Shown in Figs. 17 and 281. r*kn 5 £5 Fig. 283 End Elevation and Cross Sections of Philadelphia & Reading Steel Underframe 42^-Ton Ca- pacity Box Car Shown in Fie. 284. 290 BOX CARS— General Drawings. Fig. 284 H Fig. 285 BOX CARS — General Drawings. 291 292 BOX CARS— General Drawings. Figs. 286-287 S'-Sg" Over Eaves ~ Fig. 286— End Elevation and Cross Sections of Pittsburgh & Lake Erie Steel Underframe Box Car Shown in Figs 16 and 285. 7 '5 Fig. 287 — End Elevation and Cross Sections of Delaware, Lackawanna & Western Steel Underframe Box Car Shown in Fig. 288. See Page 273 for Names of Numbered Parts. Fig. 288 BOX CARS— General Drawings. 293 294 BOX CARS— General Drawings. Fig. 289 Fig. 290 BOX CARS — General Drawings. 295 296 HOPPER CARS— General Drawings. Fig. 291 u to T^ * ^J ^ 5rt ~ J 05 C-< to si O <-) ^ "O s. > "n J< « ■ -, '. - '-, -ti. =- '< "a ^ 51 i> = 'o ^ C] to C^ Ol Oo ^ c^ ^tqioioioU^ci ft, u M o u u a, a o X o K) ^3 O -S 5 *. ^ •« «. i. is s S 5 « ° Co ^ - Lo "5 "£ "^ L> |<- k__ife£._*] 300 HOPPER CARS— General Drawings. Fig. 296 Capacity \ Level, S9. 88 cv. yds. or 1617 cu. ft. 30" Heap, 73.S9cu.yds. or 1987 cuff. ■270- 370- Dotted lines show doors in \ various open positions , Section Through Center of Car Half Section in- Front of Bolster. Half End Elevation. Fig. 296 Union Railroad All-Steel 50-Ton Capacity Hopper Car. Builder, Summers Steel Car Company. Fig. 297 HOPPER CARS— General Drawings. 301 o U a a, '3 w >> j= w 3 o o E U o, o Oh rt U C o H E 302 HOPPER CARS— General Drawings. Figs 298-299 I^PIate ~3^"x3"xg Angle Fig. 298— Cross Sections and End Elevation of All-Steel 40-Ton Capacity Hopper Coke Car Shown in Figs. 33 and 300. Fig. 299 — Cross Sections and End Elevation of Ail-Steel 70-Ton Capacity Hopper Car Shown in Fig. 297. Fig. 300 HOPPER CARS— General Drawings. 303 ft 2 o U o In u m CO - ho E U U K u 3 H o U O ^ 2? 304 HOPPER CARS— General Drawings. Fig. 301 ^ Nl Figs. 302-304 HOPPER CARS— General Drawings. 305 k'Pt Ha If Section at'C" with Door Removed. -A -vJtalfSection at'B'with Cross Half Section at 'A' ^Ridge Plate and Side Hopper Sheet Removed. Half Section at'D" Fig. 302 — Cross Sections of Pennsylvania All-Steel Hopper Car Shown in Figs. 301 and 303. Fig. 303 — End Elevation of Pennsylvania All-Steel Hopper Car Shown in Figs. 301 and 302. \* lO'-O Overside Stakes s* \* 3-4 '/' "inside 0/ Plates »| - ®l~v~~o o o Q" 'Qflo' ~o o o"lo~"o"~o ]; Half Section Through Opening Half Section Showing Center of Oar Half End Elevation Half Section at Bolster Fig. 304 — Cross Sections and End Elevation of All-Steel Side Dump Coke Car Shown in Fig. 305 306 HOPPER CARS— General Drawings. Fig. 305 i * I,* ___d fc 5S- O O &•■■, O O O O O O O O O O O O O O O .O O O O O O P :_■[[; jj 5 " ji.i 22 Diet. Shaft-* *~5 "3"x^ L _Ul.Il /_? -/_? Opening .j 32 - O Cfr to Ctr Trucks 42'- 0" Over Striking Cas tings- 40-2 inside of Hopper jifJLjjjU, — : 42'-0" Over Striking Castings Fig. 305 — All-Steel 50-Ton Capacity Side Dump Hopper Coke Car. Builder, Clark Car Company. See also Fig. 304. Fig. 306 HOPPER CARS— General Drawings. 307 ^ '77 ^"VjjiVVo'o " • Z ^ f ~aji JL9^J>/*r i » « 1 ■ ■" .■»■■■,« ..t.iuji.i— ft -^//^ N? ^ X ■:3 u u u ~^y~—" 1[ 308 HOPPER CARS— General Drawings. Figs. 307-308 Fig. 307— End Elevation of All-Steel 50-Ton Capac- ity Side Dump Coke Car Shown in Fig. 306. Fig. 308 — All-Steel 60-Ton Capacity Electrically Operated Conveyor Hopper Car for Use on Virginian Railway Coal Wharf. Fig. 309 ORE CARS— General Drawings. 309 ^Is^ m ^ — J>Tr I _1_UL L ffleeeife m W>r «-^r?r™-"Hi i JlU—Jffl J I I kP O, £ o U i-. u Ph 3 ra E C s o X! CO »- U o a, (J c o H c3 c s I o bfl 310 ORE CARS— General Drawings. Fig. 310 Fig. 310 — Duluth & Iron Range All-Steel 50-Ton Capacity Hopper Ore Car. Builder, Summers Steel Car Company. Fig. 311 ORE CARS— General Drawings. 311 D: ^zr:::£Bic^^r3 ■f-~>f—34 S - * 312 ORE CARS— General Drawings. Fig. 312 o U '3 W >» tf C PQ U o 3 P u ft u a o H i o be- Fig. 313 ORE CARS — General Drawings. 313 >> O. O U u u 3 m u o. a o U s k Z-IOs - 314 GONDOLA CARS— General Drawings. Fig. 314 o ^ (<, Lr, 1i ^. -f JSf o CI S- V U5 O) "tt "W a K i! t- IO N » Ol v <-> a " V a O fa (jto^jQ V V ~h tn •* in w ^ ^ T— I T-l w +J u m fa u m O J « G ^ o 1.1 Tt n o> o O ■5 Co^ M O cq •w, ~ ?>i -e « o O -73 a rg 1- O Q tt) Co C| Q cq IO i> 00 Ol o io 15 ^ ^ ^ ^lo^to a -S "^ -S "« £ rs a !B a Co Co tq co tq rt N CO * U) o U r -^L_ U Pi 3 u o -a a o O £ o o m P u c o H c It) M IS =3 4 fa Fig. 315 GONDOLA CARS— General Drawings. 315 ~S— Jtl_-L-_- Ui"! U a ~> a o s u R Q o >, U u 5 'J •■ O ^ 3 r - P < '3 o •Jo °3 o to rt u u S 316 GONDOLA CARS— General Drawings. Figs. 316-317 '**-5- lj £ -toe. Side Bearing J End Elevation Bolster A- B Inter. Cross Beam E-F Center Cross Beam 0-D Fig. 316 — End Elevation and Cross Sections of Cleveland, Cincinnati, Chicago & St. Eouis All-Steel 50-Ton Capacity Drop Bottom Gondola Car Shown in Figs. 45 and 315. Column Fig. 317 — End Elevation and Cross Sections of Union Pacific Ail-Steel 50-Ton Capacity Drop Bottom Gondola Car Shown in Figs. 55 and 318. Fig. 318 GONDOLA CARS— General Drawings. 317 £ »9 L-j-;-g-_-i--L. , t =•= -" L9_°_ 2.e_o_ a_ _fi"_s>_?£ i !° -J-q§ -S'-4f Width Inside alw»-PJ^»«i-l-Ji-. Ui *§?i^= . , . . «_°_ J_ S- _°° 0-1° 2. €■ sss£»a4 »a 5> 3 > mi -8'-2i -Z4- y 3-8. Q -6- ~ 1| 'O o U n I s E O aj U o o o 'J o :- < I 00 CO bi E 318 GONDOLA CARS— General Drawings. Fig 319 p Mil ' ll° I sWTl iJ. £_ c o, s o U w U 3 pq o .s C/3 o e o O S o ■t-J o pq o, o i-. Q a o. as U c o H o ■*-J rt P rt K u Figs. 320-322 GONDOLA CARS— General Drawings. 319 IO'-lSi" g'-7'/nsic/e - 6 < — 3-3z0peninq-^ ti fa c U rt _o c o O U i-C -V UD O 1 W 1 — ! < c ' — ] O c2 324 GONDOLA CARS— General Drawings. Fig. 328 C~f 310 To Roil '"■f fjl ■"1 UJ ■ 1 1 Inside Depfh i— wl 1 Np ^1 ', | 1 L4Wr%*7bg/^ J i m < I 1 L ! J, v k ° • • J Li Fig. 329 GONDOLA CARS — General Drawings. 325 -w/£- i<0 -p "pp — J ^#*1 .Ik i ! tr ; '■■■- / 1 i ^n £: t: ^ i '■.¥ : '~> < ! CM CO hi s 326 GONDOLA CARS— General Drawings. Fig. 330 ^ w O- su/yj^i/sy o U o O o o CO ea a, U c o H CO < I o CO CO £ Fig. 331 GONDOLA CARS— General Drawings. 327 328 GONDOLA CARS— General Drawings. Figs. 332-333 -io-o - Fig. 332 — Cross Sections and End Elevation of All-Steel Drop Bottom Gondola Car Shown in Fig. 335. ^L. 4' -4- A Fig. 333 — End Elevation and Cross Sections of Hart Convertible Ballast and Gondola Car Shown in Fig. 334. Fig. 334 GONDOLA CARS— General Drawings. 329 IO"-25^~ TiTi^fc^fr 330 FLAT CARS— General Drawings. Fig. 335 Stf- n, K) 5* cp c^ ^ £ ~ to bfl -j ■■G 5 ^ i 1 to ^ ^> Cj H- 1 1 1 a en o T-H (M |0< la, 1 i i i c o w 1/] cd Oh *.] U O ^ ! ri s 1 i fa fa ^ | 1 >-. 1 1 o rt i ! & to ^ U ^ Q c o "t~* i i i i H i i Xf <*> 1-. ■C-. > <-0 CQ U to cq h N o tJ- Figs. 336-336A FLAT CARS— General Drawings. 331 332 FLAT CARS— General Drawings. Fig. 337 r- V.e- V-zi-^—-%iz- ' u ;2/- C=Li- ^i-91 bo E o si CO u U S O H fa CO >> u > bo S Fig. 338 FLAT CARS— General Drawings. 333 334 FLAT CARS— General Drawings. Fig 339 U to rt U C o H to J* J c3 I to s — «r- Fig. 340 TANK CARS— General Drawings. 335 336 TANK CARS— General Drawings. Fig. 341 r- i-j ^ ~G a o f- ~ o ^ <0 ^ ^ cq -£ ■lb- g ■C' ^ "^ ^U "~ -T-- c~ "C o «*■ CO Co I— ~ ? = 3 C £ (5 15 k; t^ h'n ^r «i id n oo o\ Mh 1-. « Ph u a U Jt a rt H Fig. 342 TANK CARS— General Drawings. 337 ^-1 — II II II « -!/ 338 TANK CARS— General Drawings. Fig. 343 Fig. 344 STOCK CARS— General Drawings. 339 tz'iog— bo E o o u -3 c O fa c3 U 3 cq u u o So u a o h Ph •* CO hi s 340 STOCK CARS— General Drawings. Figs. 345-346 N4«j<— 2'/-— 4 Fig. 345 — Cross Sections and End Elevation of Missouri Pacific Steel Frame Stock Car Shown in Fig. 344. 3 J* ' Oi/er Eaves „' -,S"0v;rJide5ilb J \-S-74 ^ V Fig. 346 — End Elevation and Cross Sections of Mather 40-Ton Capacity Steel Frame Stock Car. See also Fig. 347. Fig. 347 STOCK CARS— General Drawings. 341 342 STOCK CARS— General Drawings. Fig. 348 Figs. 349-350 STOCK CARS— General Drawings. 343 Section at Bolster Section at Inter. Crvsstie Fig. 349— End Elevation and Cross Sections of Steel Frame 40-Ton Capacity Drop Bottom Stock and General Service Car Shown in Fig. 348. 7x3g Cant Rail U_lkr Corner I ■' '■' 1 VX^XJXg L Z-Bar i 11 i i M >\ ll'End^ Sfieafh/ng \ IzArdi—. Rail i 1 4- \f *. 1 Fig. 350 — End Arrangement Used on Canadian Pacific Stock Cars. Plan of Top Corner tr/fh Roof Remoyed. 344 REFRIGERATOR CARS— General Drawings. Fig. 351 Refrigerator Car Parts— See Figs. 351 and 352. 1 Center Sill 2 Side Sill 3 End Sill 4 Body Bolster 5 Crossbearer 6 Sheathing 7 Hand Brake Shaft 8 Hatch 9 lee Bunker 10 Bulkhead 11 Insulation 12 Brace 13 Post 14 Floor Stringer 16 Floor Grating 17 Roof 18 Ceiling 19 Side Door 20 Main Floor 21 End Brace 22 End Post 23 Furring 24 Ladder 25 Running Board 26 Center Plate Fig. 351 — End Elevation and Cross Sections of Northern Pacific Steel Underframe Refrigerator Car for Express Service. See also Fig. 352. Fig. 352 REFRIGERATOR CARS— General Drawings. 345 | £._ W^-Ji< 2//- Fig. 354 REFRIGERATOR CARS— General Drawings. 347 In Ice Box Only | — ^ Fig. 356 — End Elevation and Cross Sections of American Refrigerator Transit Company Steel Under- frame Refrigerator Car Shown in Figs. 110 and 354. Fig. 357 MILK CARS— General Drawings. 349 >■ 350 MILK AND ICE CARS— General Drawings. Figs. 358-360 Fig. 358 — Cross Sections and End Elevation of Lehigh Valley Wooden Car for Milk Transportation Shown in Fig. 357. Fig. 359 — Underframe of Central of New Jersey 40-Ton Capacity Ice Car Shown in Figs. 361 and 362. Fig. 360 — Cross Section and End Elevation of Wooden 30-Ton Capacity Refrigerator Car. Builder, Milwaukee Refrigerator Transit & Car Company. Figs. 361-362 ICE CARS— General Drawings. 351 i'Ccre-^^ V 6? 2zPipe7ap /„■(, !. V—3i'- Drip Cup Support. Drip Cup. Fig. 361 — Drip Cup and Support for Central of New Jersey Ice Car Shown in Figs. 359 and 362. Section A-A. Fig. 362 Central of New Jersey Steel Underframe 40-Ton Capacity Car for Ice Transportation. See also Figs. 359 and 361. 352 CABOOSE OR CABIN CARS— General Drawings. Fig. 363 Parts of Caboose or Cabin Cars. See Fig. 364. 1 Center Sill 15 Side Plate 29 Striking Casting 2 tenter Nailing Sill 16 Platform End Sill 30 Cupboard 3 Intermediate Sill 17 Running Board 31 Center Plate 4 Side Sill 18 Carline 32 Center Pin b Body Bolster 19 Cupola Hand Rail 33 Truss Rod b Side Step 20 Smoke Jack 34 Truss Rod Strut or 7 Platform Railing 21 Cupola Signal Lamp Queen Post 8 Brake Wheel 22 Cupola 35 Main Roof y Side Grab Iron 23 End Ladder 36 Corner Post 10 End Grab Iron 24 Bunk or Seat 37 End or Door Post n Side Fascia 25 Cupola Inside Step 38 End Door 12 Side Brace 26 Sheathing 39 Side Window 13 Side Brace 27 Lining 40 Window Sill 14 Sill and Plate Tie Rod 28 Cross Tie or Needle beam K 36k"- Fig. 363 — Pittsburg, Shawmut & Northern Steel Underframe 8-Wheel Caboose. See also Fig. 123. Builder, Russell Car & Snow Plow Co. Fig. 364 CABOOSE OR CABIN CARS— General Drawings. 353 354 CABOOSE OR CABIN CARS— General Drawings. Fig. 365 4 [j -30 ' &2 Between Inside Faces of knuckles >| _ i n 3 a Over Corner Posts Fig. 367 — Elevations of Pennsylvania Railroad Steel Caboose Shown in Figs. 118, 120 and 368-370. 5ection Through Center Line of 5/de Windows. Section Through Center Line of Cupoia. Fig. 368 — Cross Sections of Pennsylvania Railroad Steel Caboose Shown in Figs. 118, 120, 367, 369 and 370. Figs. 369-370 CABOOSE OR CABIN CARS— General Drawings. 357 Fig. 369 — Longitudinal Section Through Pennsylvania Railroad Steel Caboose Shown in Figs. 118, 120, 367, 368 and 370. Fig. 370 — Longitudinal Section Through Pennsylvania Railroad Steel Caboose Shown in Figs. 118, 120 and 367-369. 358 PASSENGER TRAIN CARS— General Drawings. Fig. 371 Fig. 371 — Union Pacific Steel Baggage Car. Builder, The Pullman Company. Fig. 372 PASSENGER TRAIN CARS— General Drawings. 359 4"ZAZ"_ /h3^l'L -lo's^ Oyer ^ End Plales - ,£floof Plate ,10 Pressed Carlt'nes ^V.-^'--^--^V- : ---""--*-- / -----^ f 10 Pressed Carlines fj£ Poof Plate 6r32*feSide5)ll J Fig. 372 — Central Railroad of New Jersey Steel Baggage and Mail Car Shown in Figs. 130, 131, 373 and 374. Builder, The Harlan & Hollingsworth Corporation. 360 PASSENGER TRAIN CARS— General Drawings. Figs. 373-374 .-/" ^i" in ■ Top and Bottom!?-- '- - % Mb Plate L. 25x2*653% Corer Plate T5-5-.-S - 6-0" ^ Fig. 373 — Center Sill Construction of Central Railroad of New Jersey Steel Baggage and Mail Car. See also Figs. 372 and 374. _ 39i "Oyer Side Plafe Angles Fig. 374 — End Construction of Central Railroad of New Jersey Steel Baggage and Mail Car. See also Figs. 372 and 373. PASSENGER TRAIN CARS— General Drawings. 361 m^-a'if- IZ^ L^|\fc f"~ * :i -J"/?" (_.i4- -7-7§--~-A^M \¥-^M"-i{ -X.S/OM — -!->/ ipfCar u =3 362 PASSENGER TRAIN CARS— General Drawings. Fig. 376 Section Through Sliding Door Fig. 376 — Cross Sections of Chesapeake & Ohio Steel Postal Car Shown in Figs. 375 and 377. Figs. 377-379 PASSENGER TRAIN CARS— General Drawings. 363 ^-MJiS/Htt^— —W Sheet l}-ZbatBids 2''?'4'atCenter between Doors r -?4f-V*~—l-M"-^-— 1 tofCar- "1 Face of I Beam, Fig. 377 — Roof Construction of Chesapeake & Ohio Steel Postal Car Shown in Figs. 375 and 376. Fig. 378 — Center Crosstie of Atchison, Topeka & Santa Fe Steel Day Coach Shown in Figs. 379 and 380. Fig. 379 — Intermediate Crosstie of Atchison, Topeka & Santa Fe Steel Day Coach Shown in Figs. 378 and 380. 364 PASSENGER TRAIN CARS— General Drawings. Fig. 380 Figs. 381-382 PASSENGER TRAIN CARS— General Drawings. 365 if *L' €' ^^^^^^^ f^?- , . r f. rr . , --.-';TV2* y±j3 CmkrSlimn ^ Section B-B. ~» * — • — * — ■ — ■ — ■- --r->--S-"-!---f--r^-.^ '^fe Fig. 381— Center Sill Construction of Central Railroad of New Jersey Steel Combination Car and Day Coach Shown in Figs. 144, 382 and 383. /£ Wood Carfine. H-- ^_ 4 li*ll 63'0"0,erEndPhfes ^ll'lL Fig. 382 — Framing of Central Railroad of New Jersey Steel Combination Car and Day Coach Shown in Figs. 144, 381 and 383. Builder, The Harlan & Hollings worth Corporation. 366 PASSENGER TRAIN CARS— General Drawings. Fig. 383 c C3 bo E C o j= (SI o U 2 T3 O CD u bo c c W b» Figs. 384-387 PASSENGER TRAIN CARS— General Drawings. 367 Fig. 384 — Cross Section of Pennsylvania Railroad Steel Day Coach and Combination Cars, Classes P70 and PB70. Section Through Windows Shown in Fig. 387. I« Fig. 385 — Cross Section of Pennsylvania Railroad Steel Combination Cars, Classes MP54 and MPB54. See Fig. 386 for Section AB. -8 6- .-^> I0 %L ^ _ 2 ' 8 f ___ ^ r» ^"T-777 z/0 re A Hif— ^-+-^- ; h|k-— Ak- — -4H°°-4£- — *& — ^- z ^-^-----23r-----4^-^-^---^-^- I If « , 1 ,1* -*\'s "— 3 ~~ +~^-- *i % r i*-^--4<- r~4a-~tgr~ Fig. 386— Section Through Windows at AB in Fig. 385. Section Through Windows- Fig. 387— Section Through Windows in Fig. 384. See Note at Bottom of Page 368. 368 PASSENGER TRAIN CARS— General Drawings. Figs. 388-390 -3SJi — +• -3'li'—- Jf -3'zi- — + 3'lK-— Jf 32$'—*+: 3'2$-~-\>~ Y-\t'z£-^ 3'sy~ — * -3\2'— -* 3\2~ + -^IfeJ- — -+ 3\H~ -S4 '9 "Truck Centers - 7l'4§*0n>rBodif Corner Posts- Fig. 388— Side Construction of Pennsylvania Railroad Steel Passenger Train Cars, Class M70. ■133 ■39'9" Truck Centers— 'syOrerBufYers- Fig. '389 — Underframe of Pennsylvania Railroad Steel Passenger Train Cars, Classes MP54 and MPBS4. ~&h-~r£ -&'&%' l' ?I8"C44.2*- lt» iVs - S-s-t'*"- 24i-i Corer.Phte ft* I {Sx3zxfcL-703£ Long Sit * S/l- 80'3%'0rer/UI Fig. 390 — Underframe of Pennsylvania Railroad Steel Passenger Train Cars, Class P70. See Fig. 384 for Cross Section. Note: — Figs. 384-390 Cover General Design of Pennsylvania Railroad Steel Passenger Train Cars. See also Fig. 140 for Day Coach and Fig. 152 for Dining Car. Figs. 391-392 PASSENGER TRAIN CARS— General Drawings. 369 -»3'- T ° IB -2^--^5'- '^¥+ . ■ ' ' k IJ9 « 6 g-U£ =>\' Fig. 391— Side Framing of New York Central Steel Day Coach Shown in Figs. 392 and 393. opposite end of car >$ Fig. 392 — Cross Sections of Underframe of New York Central Steel Day Coach Shown in Figs. 391 and 393. These Sections Refer to Fig. 393. 370 PASSENGER TRAIN CARS— General Drawings. Fig. 393 c rt O. E O u 3 C ■Si 3 be O U u O bo Fig. 394 PASSENGER TRAIN CARS— General Drawings. 371 !> ! ! l! !l l! (i -Mf-iT il ! i ! 4 , U i#M H4^IHM r i ^ i i iP ' i i ' i 1 1' i 1 1 ' i i n i V >te >!i ^iX 1 ' '!i ! 1 'i i 1 1 ii, i, ii 1 i ■=** ii >& >, 'IS 'i K'l '! >! .dss ^^C?fc£^ ^diri o m eci o in E (%■ To Rait 372 PASSENGER TRAIN CARS— General Drawings. Figs. 394A-395 Fig. 394A — Side Framing of Canadian Pacific Steel Day Coach Shown in Figs. 395 and 396. Part Side Elevation S' Jl Half P/an Showing End Plate /Ingle. iQllO'llbio Sor o Of °° 1 tr^"" •Section ArA. Section B-B. Half Sectional P/an. Fig. 395 — End Construction of Canadian Pacific Steel Day Coach Shown in Figs. 394A and 396. Figs. 396-397 PASSENGER TRAIN CARS— General Drawings. 373 T'T Fig. 396— Cross Section Through Canadian Pacific Steel Day Coach Shown in Figs. 394A and 39S. Fig. 397 — Cross Sections Through Grand Trunk Sub- urban Coach Shown in Figs. 398 and 399. Parts of Steel Passenger Train Cars. See Fig. 404. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 Center Sill Web Plate 16 Center Sill Bottom Angle 17 Center Sill Top Angle 18 Center Sill Cover Plate 19 Side Sill Angle 20 Crossbearer Bottom Tie Plate 21 Body Bolster Tie Plate 22 Body Side Bearing 23 Floor Nailing Strip 24 Floor Nailing Strip 25 Floor Nailing Strip 26 Underfloor Course 27 Top Floor Course 28 Floor Support _ 30 Crossbearer Center Filler Bolster Center Filler 31 Floor Nailing Strip Stiff ener 32 Floor Nailing Strip Stiffener 33 Angle Side Post 34 Tee Side Post 35 Buffer Beam 36 Buffer Beam Extension 37 Corner Post 38 End Door Post 39 Intermediate End Post 40 Platform Cover Plate 41 Steel Underfloor Plate 42 Drawbar Carry Iron 43 Side Girder Top Member or 44 Belt Rail 45 Vestibule Comer Post Vestibule Diaphragm Post Window Header Angle Side Sheathing Plate Roof or Lower Deck Carline Roof or Upper Deck Carline Metal End Plate Side and End Sill Corner Gusset Window Sill Angle Side Post Gusset "Z" Bar Side Plate End Sill Top Tie Plate End Sill Bottom Tie Plate Draft Lug Angle End Sill Channel 374 PASSENGER TRAIN CARS— General Drawings. Figs. 398-399 Fig. 399 — End Arrangement of Grand Trunk Suburban Cars Shown in Figs. 397 and 398. Figs. 400-403 PASSENGER TRAIN CARS— General Drawings. 375 /jPhte ?,3',§'L 3',3'4'ai Fig. 400 — Roof Details at End of Burlington Dining Car. ■9'9j? OnrSiUi S/h- ' I'Srd l)+-r--r-Ti*'r © © ©*i© ©i©!!^! . rr^rF^vlf ^ . Ii5^ (ijp r©~ Jll r~©~i~® Q""c®rl®"""®"li^ -- • ^""-'•- 1 "'- -• l .__ J K==== i ^s— *'/»#— -g- — H_--^_->! r Fig. 402 — End Sill of the Burlington Dining Car Shown in Figs. 400-403. Builder, The Pull- man Company. -24xg - — 12- — -*\ Fig. 401— Double Body Bolster of Burlington Diner. u* G'Sg" Over Roof Sheets Fig. 403 — Cross Section Through Chicago, Burling- ton & Quincy Dining Car Shown in Figs. 400- 402. Builder, the Pullman Company. 376 PASSENGER TRAIN CARS— General Drawings. Fig. 404 Figs. 405-406 PASSENGER TRAIN CARS— General Drawings. 377 r- — —KU"- - - -&&--*"%*■ /-/' —- H -2-6%: -"-M -tt± -**&%■*?, 2t%r t -ji^—^f.- 4-7/-— -^ ^V'- Fig. 405 — Side Framing of Pullman Steel Sleeping Car Similar to That Shown in Fig. 170. See also Figs. 406, 407, 409-411 and 413. Section D.D. Fig. 406 — Vestibule Construction of Pullman Steel Sleeping Car Similar to That Shown in Fig. 170. See Also Figs. 405, 407, 409-411 and 413. 378 PASSENGER TRAIN CARS— General Drawings. Figs. 407-409 ■£'//f-- I § Insulation. To Pail Fig. 407 — Cross Sections of Pullman Steel Sleeping Car Similar to That Shown in Fig. 170. See also Figs. 405, 406, 409-411 and 413. Fig. 408 — Cross Section of 67-ft. Steel Day Coach. Builder, Standard Steel Car Company. Section Through Saloon fttndoi* Fig. 409- Section B. 8. -Sections as Indicated by Reference Letters in Fig. 407. Figs. 410-413 PASSENGER TRAIN CARS— General Drawings. 379 e r^r * t " ■ ■ Iftf Onr Earts- S-6g- •"• 2 6 T Roil Fig. 410 — Body Bolster and Platform of Pullman Steel Sleeping Car. See Fig. 413. (-= i'6*- M 4'x3"x§"l's-52'0J Long- -/<9t-*— » h 1 5-11.6" Fig. 411 — Cross Sections Through Underframe of Pullman Steel Sleeping Car. See Fig. 413. a'^'oya-si/b 8'7' Orer S/jeafhinff- Fig. 412 — Cross Section Through Interborough Subway Motor Car. Truck Cenfeps Fig. 413 — Underframe of Pullman Steel Sleeping Car Similar to That Shown in Fig. 170. See also Figs. 405-407, 409-411. 380 DYNAMOMETER CARS— General Drawings. Fig. 414 Crosstie M Dynamometer End Looking Towards Center or Can Cwsstie Opposife Dynamometer £nd Looking Towards Center of Car. Fig. 414 — Underframe of Atchison, Topeka & Santa Fe Steel Frame Dynamometer Car Shown in Figs. 199 and 415-417. Figs. 415-416 DYNAMOMETER CARS— General Drawings. 381 f-^JZJS^ 411% H Fig. 415 — Underframe Construction at Dynamometer End of Santa Fe Dynamometer Car Shown in Figs 199, 414, 416 and 417. ._£ J._ijU_ oil!©" oTo~ o joJTo " oik) © *> « @ 'oJ° "^"o -lrlo I o o| 03 cijloi o o II • II ■%*3g*$L 'c If T -o Fig. 416 — Body Bolster at Dynamometer End of Santa Fe Dynamometer Car Shown in Figs. 199, 414, 415 and 417. 382 GENERAL DRAWINGS AND UNDERFRAMES. Figs. 417-418 i'Ffller \ m •«& #* ^ L'frller 7TV1I LA-.A t'M m. 4'1, 7,S" I l I A A A A J A A Fig. 417— Side and Roof Framing of Atchison, Topeka & Santa Fe Steel Frame Dynamometer Car Shown in Figs. 199 and 414-416. Ef g: _2g it * Length of Top Coyer Plate l _5p: Sfc?: ~Q Q g g~ ^f°---v Q ^ nl " A £ 9"C, IS n u K- Q Q O Q (i o O O ; £ "FT Q Q ( |g~ Q Qj~ : i Reservoir ~\ Bracket ^ A Cylinder Bracker __i -3'4"- 3'C,ZS* i i i — i iL^sgsgy -2610- -370 „ I Fig. 418 — Steel Underframe Used on the New York Central in Strengthening Wooden Box Cars. Figs. 419-421 UNDERFRAMES. 383 No. I 5taiion-tE-F5ho™jC«t5*«IN«JlcB«». Fig. 419 — Combined Wood and Steel Underframe for Passenger Train Cars with One Vestibule and One Non-Vestibule End, Using Commonwealth Steel Company's Cast Steel Combined Platform and Double Body Bolsters. acoD S«f-«nt A-B Skm^DoubU Bod., Bolster. Section «t C-D Snowing Gsl Slocl G-MoTie Ben- . Fig. 420 — Steel Underframe for Passenger Train Cars with One Vestibule and One Non- Vestibule End, Usinp; Commonwealth Steel Company's Combined Cast Steel Platform and Double Body Bolsters. / si" 13%' af Hi - 9 10 Oyer Si Ik r,~ r - s - — ->( fes EI Cross Bearer. „ k- 4ll 4 ■>?*" , i,3" ^ End St II. X |V 'I 6IYheel\ < \4mal ". I *•«)/' ™° r 'Beams. ^ Pressed 'J? feel / (or Furring) "J -72 £? Length Orer Frame- Fig. 421— Underframe of Canadian Pacific Steel Day Coach Shown in Figs. 394-396. 384 UNDERFRAMES. Figs. 422-423 Fig. 422— Steel Underframe for 40-Ton Capacity Box Car. Builder, Pittsburgh Steel Foundry Company. ZOxg'CorerPI.) y 3 L 7"FloorBetm7 1 -,- 7 - M Cj 36'-llgCenter5i/l ^-H* Fig. 423— Steel Underframe for Boston & Maine 40- Ton Capacity Box Car. Builder, Western Steel Car & Foundry CompaniV. Figs. 424-425 UNDERFRAMES. 385 5"* *l Trfxi^Tl! iCfc Column it- I O I €t If j •£ Section at Needle Beam t of Draft, __ 7.'^^>-rZZ^_T."Z*L__ — >) ! U: ' „ ~ • -d • • ■t t ^ I 10- Channel '(■',;■;, ■ . ' h-V--^-~ r -1 A kh-/«/- *« — -&p-\>< . t'-4> -B L 2"TruckCenters - - I ift . * tof Cylinder , ■*i< — t— I-*-**— >H~- Sfc— ^" — ->i - ! I I _(\T Fig. 424 — Steel Underframe for Caboose. Builder, The Bettendorf Company. Fig. 425 Arrangement of the Underframe of the Pennsylvania Railroad Steel Caboose Shown in Figs. 367-370. 386 UNDERFRAMES. Fi°s. 426-428 tfi ™m^ , „ K-/ai-« -■ T l- --?|y ^ //<77 --+- I2T.201-416". ■ Web Plate Ml '-'ij x 13 Plate ~ll.3x3xp 2jJ_' ',.: \l .■■><-■ °lafe jjjjJ-' —1167*— -414 Back lo Back End 3,7/ Channels - — »|<— - J"<7- 4<^,I2 Plafe ~ :-p . , ■ ' ' / ■ ; f i *Sx4x$xd'Sg"l. H || Mb 12*4x33 -■-,-;'in*-' ■■-!-■ S3 sssasa ■S"c,llf\3'4" m ■■■ »,:.!■■■ ;;: 4"! Tcy? of Floor I4xf 6 xl02 Coy.PhM f,'x 3 ix2'lO°PI 2g, '» a *> Ta pofRa/l j Fig. 426 — Steel Undcrframe for Northern Pacific Stuck Car. Builder, Whipple Cur Company. "f-.$ k — 7o'3i" Orer End Sil/s- Fig. 427— Steel I'nder frame for New York, New Haven & Hartford Steel Day Coach. Fig. 428 — Steel Underframe for Reinforcing 30 to 40-Ton Capacity Box Cars. Builder, Central Locomotive & Car Works. Figs. 429-432 UNDERFRAMES. 387 Fig. 429 — Ralston Steel Underframe for 35-Ton Capacity Hopper Car. Fig. 430 — Ralston Steel Underframe for 40-Ton Capacity Hopper Gondola Car. Fig, 431 Ralston Steel Underframe for 40-Ton Capacity Gondola Car. Fig. 432 Commonwealth Steel Company's Steel Underframe for Strengthening Old Postal Cars. 388 UNDERFRAMES. Figs. 433-435 Fig. 433 — Pressed Steel Underframe for 50-Ton Capacity Box Car. Builder, Pressed Steel Car Company. Fig. 434— Steel Underframe for Tank Car, Capacity 12,000 U. S. Gallons. Builder, American Car & Foundry Company. Fig. 434a— Underframe for Tank Car, Capacity 8,000 U. S. Gallons. Builder, Chicago Steel Car Company. Fig. 435— Steel Underframe for 50-Ton Capacity Gondola Car. Builder, The Bettendorf C ompany. Figs. 436-440 UNDERFRAMES. 389 Fig. 436 -American Car & Foundry Company Steel Under frame. Fig. 437 — Bottom View of Steel Underframe for Caboose. Builder, The Bettendorf Compam J y ■a. Jk -2a ^^/R Jf ..... y„ .-....-. -^ Fig. 438 — Underframe for Union Pacific 50-Ton Capacity Box Car with Wooden Superstructure. Builder, The Bettendorf Company. Fig. 439 — Subsills for Strengthening Old Cars. Builder, The Bettendorf Company. a ^m y ib aa^M^^^MMHBfaiWMMMMm XL Fig. 440 — Commonwealth Steel Company's Combined Steel and Wood Underframe for Passenger Train Cars, Using Cast Steel Combined Platform and Double Body Bolsters. Steel Crossties and Needle Beams. 390 UNDERFRAMES. Figs. 441-443 Fig. 441— Steel Frame for Erie Railroad 75-Ton Capacity Flat Car. Builder, American Car & Foundry Company. Fig. 442 — Ralston Patent Steel Underframe for Freight Cars. Builder, Ralston Steel Car Company. Fig. 443 — Steel Underframe for Ann Arbor 40-Ton Capacity Box Car Company. Builder, Western Steel Car & Foundry Figs. 444-448 UNDERFRAMES. 391 Fig. 444 — Steel Underframe for Passenger Train Cars. Fig. 445 — Steel Underframe for Passenger Train Cars. Builder, The Harlan & Hollingsworth Corporation. Fig. 446 — Steel Underframe for Pullman Steel Sleeping Car Shown in Fig. 170. pig. 447 — Steel Underframe for Pullman Steel Sleep- ing Car Shown in Fig. 170. Fig. 448 — Steel Underframe for Atlantic Coast Line Day Coach. Builder, Central Locomotive & Car Works. 392 BODY FRAMING. Figs. 449-452 Fig. 449— Underframe for Erie Railroad Steel Suburban Coach Shown in Fig. 147. Fig. 450 — Steel Frame for Pullman Sleeping Car Shown in Fig. 170. Fig. 451— Steel Frame for Observation Car. Builder, The Barney & Smith Car Company. Fig. 452 — Interior of Steel Frame for Pullman Sleep- ing Car Shown in Fig. 450. Figs. 453-456 BODY FRAMING. 393 Figs. 453 and 451 — Steel Frame for Pennsylvania Railroad Day Coach. Fig. 455 — Steel Frame for 40-Ton Capacity Gondola Car. Builder, Middletown Car Company. ■--■- "■ ■- ' ■ v:-.^ 1 -'' v ^C"? %/■,, d . iL:.4 ;-M S*»M^.- ;-»-,, HP* I mmm ^SSwutti^ w- '-'4- ^ ■ si Sml fagy... ■* Sw& » nfftt-" » j I III /■ " / i n H is IS i Jm R^Hrai li ^^^31 ^!Sfi^ V ^-"" ab i< *s ■ H*t04Ti hs .jj^^f^' Fig. 456 — Steel Frame for Chicago, Rock Island & Pacific Box Car. Builder, Western Steel Car & Foundry Company. 394 BODY AND FRAMING DETAILS. Figs. 457-460 miniiiuu Fig. 457 Vmerican Car & Foundry Company T\ Piece Steel End oi 'i-in. Plate. Fig. 458 -American Car & Foundry Company Three- I'iece Steel P.nd. Fig. 459 Murphy Steel End. Pressed Steel Manu- facturing Company. Fig. 460— End Construction Used on Canadian Pacific Steel Frame Box Car. Figs. 461-465 BODY AND FRAMING DETAILS. Figs. 461 and 462 — Van Dorn One-Piece and Two-Piece Steel Ends. Pyle-National Electric Headlight Company. . - Fig. 463 — End Construction of Pennsylvania Railroad Steel Frame Car. American Car & Foundry Co. S£.6.£* Fig. 464 — End Construction of Long Island Steel Bag- gage Car. American Car & Foundry Co. 5J Erzp Fig. 465 — Cast Steel End Sill for Freight Cars. Pittsburgh Steel Foundry Company. 396 BODY AND FRAMING DETAILS. Fiss. 466-468 2^-H K— Pressings 4 Thick Fig. 466— Side Framing of Erie Railroad Steel Suburban Car. Builder, Pressed Steel Car Company. Fig. 467— End Construction of Pennsylvania Railroad Steel Box Car Shown in Fig. 7. Fig. 468 — End Construction of Canadian Pacific Steel Box Car Shown in Fig. 2. Builder, Canadian Car & Foundry Company. Figs. 469-471 BODY AND FRAMING DETAILS. 397 Fig. 469— Commonwealth Steel Company's Upright End Frame in One Piece, and Commonwealth Com- bined Platform and Double Body Bolster for Vestibuled Cars. Fig. 470— Commonwealth Steel Company's Cast Steel End Sill for Freight Cars, with Flory Carry Iron. Fig. 471 — Commonwealth Steel Company's Upright End Frame in One Piece, and Commonwealth Com- bined Platform and Double Body Bolster for Non-Vestibule Cars. 398 BODY AND FRAMING DETAILS. Figs. 472-476 Fig. 472 — Western Timber Pockets and Their Application. Western Railway Equipment Company. Fig. 473 — End Door Post Construction for Inter- borough Subway Steel Motor Cars. Fig. 474 — Diagonal Brace Connection to Side Sill, and Side Plate Splice of Erie Railroad Steel Suburban Cars. LOWER DECK .R_OriF__SUPPORX LOWER DECK Fig. 475 — Pressed Steel Shapes for Passenger Train Car framing. Cleveland Car Specialty Company. Fig. 476 — Cast Steel Needle Beams. Commonwealth Steel Company. Fig. 477 * I*,- BOX CAR DETAILS. -e -^ -^ Steel P/ate Side Door Protect/on Strip -8'- 2i yi 3 Equa/ Spaces Protect/an Strip Side Door Steel P/ate 7< H 2 -/P. Enlarged Sect/on 399 Strap:Ooor Hasp Holder Wrot Iron o o o o I*. ^2 : M loo o -•?'-,?' -H, z5f J ( 4fk O O O o o o Holes ffD la. lb End Sill Angle Iljz^L =1^ ~SJJ -i«5 , ,3" «J »J k /* ■JfpL 2V I *H J" "75 "^/Fr nvr /5- ^l*) i i a i Z Bar Stiffener ■- Side Door ! ^ri£#==-— J do •-7J Guide: Hand Brake Rod j_ W/W //-c/V 1" k y^" £/ 5«// Z 3 /^ Support Wrot. iron ±1 1 " «T" I Q ii ^H | All Holes £ Diet. I I 16 a_^L Corner P/ate Wrot. iron U, 14 — |<— g-->K-g--* 4> ,,— L-- *L y [ tt i i SJ CD k 5/«*| rJ/ I k- U- (L /* ^ 5 ^_^^^/4l*«rr~rr7/_ J z^jr^~z"j —i9t — "T ~ ^ -iZx ^kl \ "- ■ 7 ~*i V -S ^ Jacking P/ate Steel '-Drill I , Brake Lev-er Dead Wrot Iron All Holes Drilled tg I" "■Mo rs *^_ /" , Brake Lever Wrot. Iron ¥ -S-r- 3E 23t 3~Bm Hand Brake Shafr Wrot. Iron I ll ^ Brake Cylinder Lever "Vioa f^v/f //-« -8 -2J Mx ' I' * s. T* I it. iit\ i\U J'- J"- 1L ^ vrs^ > * Section Z-Z n IfrfjH I i i\ in ' Uncoup/fn^ Shaff Bracket Ma If. iron Striking Plate Mali. Irpn o (§) © o a o ®^^ o o o o o o o o //(?/6 > O O © ® Cs-k^ >, J?W Sill Plate - Steel ~K O t 1 5 *+ ^ i_t p-5*-» F'z o c b V — > v )-- N)JOOO o o o o o o o o o o o o o o o o o o o o o o o o 1 * cl\ ~_ _ _~~~zi"Z'-r^n~.g_r_'?~_. i^ ic '1 ^" Cormecf/ondnale: Side Sill & Bolster T 1 Sd + End Sill Angle ►>l03 o o o o o o 6 - ai o o o o o o o L°EI ^/^ Sill Anp/e ° v 4 ; m l Diaaonai Brace Commercial Angle Fig. 479 — Details Used on New York Central Steel Underframe Box Car Shown in Figs. 279 and 280. 6'-6f- Stiffener Angle Side Door yr 402 BOX CAR DETAILS. Fig. 480 4 Center Sll/Sfiffener 3 tee/ Plate Gusset Plate-Steel Gusset Plate Steel Running Board Connect/on Ana/e Bracket -Wrot Iron J I" \<2£- _i i* 4- I ■i' ^ I T *1 --lev ^ o --in J4 o frx Connection Clip Steel Piate Splice Plate Steel f/ All Holes }l 'da. Gusset Plate End £ Side Sill Steel Brake Shaft Step Wrot Iron © Holes js D/a. r 4 I re— r ±1. Connection Angle Side Sill i. Cross fie Splice Plate Steel Brake Sfep Bracket Wrot. Iron Connecfion^End Sc Side Sill Steel Plate k o o Al u K-^-1 Pipe Support Wrot. Iron TF - *' r 1 i n? j /j" 16 S& 'I ICVJ Hand Brake Guide Connection Train Pipe Bracket af Bo/sfer Plate - Steel Plate Side Door Support Wr o t Iron Fie 480 Details Used on New York Central Steel Underframe Box Car Shown in Figs. 279 and 280. Fig. 481 BOX CAR DETAILS. 403 1 W \- tfHr^B^'iCore, 1 6*%?^ "--T^h^-Tl Section Section c ~ c B-B Section A -A Hand Brake Wheel \i 3*M „ Ma !f; lror3 K-4-7i " k^4> gp Post Pocket- - Mall /ran 4. I -i" \ Section Past Pocket Mall. Iran ,l"r -** 1% Core \isi U -~-f%\*i e- -j U-- u&'-A Fig. 486 — Two Piece Cast Steel Body Bolster for Freight Cars with Channel Center Sills. American Steel Foundries. Sec+ion B- B. Sect'ion a-a Fig. 487— Cast Steel Channel-Section Body Bolster. American Steel Foundries. Fig. 488— Cast Steel Body Bolster for Wooden Underframe Flat Car. American Steel Foundries Figs. 489-491 BODY BOLSTERS. 407 Body Bolster Parts, See Fig. 490. 1 Top Plat,' 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 Pilling or Web Casting Fig. 489 — Commonwealth Steel Company's Cast Steel Combined Plat- form and Double Body Bolster for Passenger Train Cars. Fig. 490 — "Simplex" Body and Truck Bolsters with Susemihl Roller Side Bearings. American Steel Foundries. -|CORE I" Dl4 \t£r « Sr I 1 • V-£%^ Fig. 493- k y'^ -» -Monitor Body and Truck Bolsters with Creco Side Bearings. Chicago Railway Equipment Company. I a° = J3___0^_0.__^__0^_oJiL__^ r.' I If" i s JSa mm _'«„,. ^ > 1 r /%fe i"\ <"* /~» #■* ° 0OOO0OO1O o OOOoOOOOo OOOo OlOOoOOOo 1 — 1 1- Fig. 494 — American Car & Foundry Company's Body Bolster for 40-Ton Capacity Cars. Figs. 495-499 BODY BOLSTERS. 409 Fig. 495— Cast Steel I-Section Body Bolster. American Steel Foundri Fig. 496— Simplex Body Bolster with Cast Steel Web Filler, in Position on Simplex Truck Bolster with Susemihl Roller Side Bearings. American Steel Foundries. ^-J Fig. 497— Simplex Body and Truck Bolsters for Freight Cars with Long Draft Sills and Deep Side Sills. American Steel Foundries. Fig. 498— Monitor Body Bolster in Position on Monitor Truck Bolster. Chicago Railway Eq uipment Company. Fig. 499-Bettendorf Body Bolster in Position on Bettendorf Truck Bolster. The Bettendorf C ompany. 410 BODY BOLSTERS. Figs. 500-504 Fig. 500— Keystone Type Double Web Cast Steel Body Bolster. American Steel Foundries — * * to --■-.- _vT Fig. 501— Common-wealth Steel Company's Cast Steel Separable Body Bolster for Steel Freight Cars. Fig. 502- Commonwealth Steel Company's Cast Steel Separable Body Bolster for Wooden Freight Car: Fig. 503 — Monitor Body Bolster. Chicago Railway Equipment Company. Fig. 504- -One-Piece Cast Steel Double Body Bolster for Passenger Train Car>. Commonwealth Steel Company. Figs. 5Q5-50J BODY BOLSTERS AND BUFFERS. 411 mm Fig. 505 Commonwealth Steel Company's Combined Last Steel Platform and Double Bod)" BoKter for Vestibuled Steel Cars. r * \- Fig. 506- lmonwealth Steel Company's Combined Cast Steel Platform and Double Bod\ Vestibuled Cars with Combined Wood and Steel Underframes. Bolster for Fig. 507- Commonwealth Steel Company's Cast Steel Combined Platform and Double Body Non- Vestibuled Steel Cars. Bolster fc *v\ Fig. 508- Commonwealth Steel Company's Cast Steel Combined Platform and Double Body Bolster for Non- Vestibuled Cars with Combined Wood and Steel L'nderframe. Fig. 509 — Commonwealth Steel Company's Cast Steel Buffer Sill for Passenger Train Car 412 BUFFERS AND PLATFORMS. Figs. 505-507 Fig. 506— Commonwealth Steel Company's One Piece Cast Steel Buffer Sill and Anti-Telescoping Plate for Non-Vcstibuled Cars. Section through Center Line of Side item. Kj Section at Draff Gear Fig. 507 Waugh-Forsyth Buffing Device and Waugh Draft Gear as Applied to New York, Westchester & Boston Passenger Equipment. Waugh Draft Gear Company. Figs. 508-509 BUFFERS AND PLATFORMS. 413 Fig. 503 — Gould Spring Buffer for Express Refrig- erator and Freight Cars Gmld Coupler Company. r/ Coupling Line This Distance Not L ess Than Travel of Draff Gear Sec f ion A-A pj_ 509 Waugh-Forsyth High Capacity Buffing Device Applied to Cast Steel Platform. Waugh Draft Gear Company. See Page 414 for Names of Lettered Parts. 414 BUFFERS AND PLATFORMS. Fig. 510 This Distance Mof Less Than Travel of Draff Gear. Coupf/ng Line Fig. 510 — Waugh-Forsyth High Capacity Buffing Device Applied to Built Up Steel Platform. W Draft Gear Company. a ugh Parts of Waugh-Forsyth Buffing Device Shown in Fig. 509. A Housing Casting J B Convex T'ollowo K C Concave Follower L D Side Stem Brackets M E Bottom Wear Plates F Chafing Plates, Center Stem N G No. 50 Spring O H No. 51 Spring P I No. 53 Spring Q Spring Friction Plates R Tread Plates S Side Stem Spring H'asher T Buffer Face Casting with Inserts — U I'estibule End Only V Buffers W Buffer Tread Plate X Buffer Angle Buffer Face Plate Hinge Plate Center Stem Chafing Block Side Stem Chafing Block J 'esiibule End Side Stems I'estibule End Center Stems lfa-inch Hexagon Nut Y^-inch Cotter Pin A. Concave Followers B Convex Followers C Interlock Folloivers Parts of Waugh-Forsyth Buffing Device Shown in Fig. 510. E Side Stem Spring No. 53 F Outside Springs No. 50 G Inside Springs No. 51 I Side Stem Spring Washer J Side Stem Spring Thimble K Main Spring Washers D 2 Complete Sets of Friction Plates H Bottom. Wear Plates Figs. 511-512 BUFFERS AND PLATFORMS. 415 Section A -A GT^ ■-O- -Y///////////M, «XSS$&^— -f— ^^y^a Section A -A Section B -B Fig. 511 — Waugh Buffing Device Arranged for Steel Passenger Train Cars. Waugh Draft Gear Company. — W- Section X-X Section Y~Y Fig. 512— Waugh-Forsyth Buffing Device, Type D. Waugh Draft Gear Company. 416 BUFFERS AND PLATFORMS. Figs. 513-514 r5f-*mf—^. Fig. 513 — Miner Friction Buffer for Passenger Equipment with Cast Steel Platforms. W. H. Miner. Fig. 514 — Miner Friction Buffer and Miner Friction Draft Gear for New York, New Haven & Hartford Steel Baggage Cars. W. H. Miner. Fig. 515 BUFFERS AND PLATFORMS. 417 r A%jB?. /e- -38 — -1 418 BUFFERS AND PLATFORMS. Fig. 516 o ■* 2 2 u Oh a, P„ 6 1 ^ Co 'V~V~V 3A "7 MO NOIlDJg -4> — +"„-■*'" 3 pq - ■». -tv. -j — << cq co cq c> "a =: ■2 £; 'S r° r° £• -2 ft, u ° ° -° t u ~ ~ cq o H; L. ^ Q q ■* >o csi * oo 9 'tyf—l T3 U to C (5 es ing Folio ing Casii Brackets -5 s 2 *, C/3 .2 •£, •£. = ^u a a l+H a, 1-. '4= ^ 2 % *: -3 T1 *£: tfc ^fc Oh "1 < cq cq co to cq cq cq MNN^CMMNN O U o U ex ■Jl ■a 3 ■a c ID Fig. 517 BUFFERS AND PLATFORMS. 419 V-V-P 3NI7 NO N011D3S fO C? (^ <^ el •= ra U — r ^3 i on -^ "^ ^ £ W t., ^ 2 ^ ■— . <^l V r - j •>r. — — ^ ~ "~ ~ a ^ to ^ c '"" ^ c £ .'- '- . -i. '-c -c -~ ■_ t; 3 '-■H CM ^f- ^f- *- Tf 00 OJ B > Ui •^ o <*> (^ « "^H •^ T-, L--" U< s .- o-. ^-, u ^: _^ C **s .^ c. -o ~ '■n O; r - £> r, _;- ^ T3 c re t3 c c £ ^ £ U ^ t, t-i *fc s 5 -£ HM - 1 - a, CQ <; ^ cc [> O; °0 cq cq cq (vqCMCMCM^OO^t-OsINOJ 420 BUFFERS AND PLATFORMS. Fig. 518 r—,9— 1 (Si. &. .*- = f-+ IB o ID WW o -IN Q, So a H a s 5 u o U c U w o -a a a S E I s Fig. 519 BUFFERS AND PLATFORMS. 421 ifiW o u c o o o W c O a 'V; -p X) c B 422 BUFFERS AND PLATFORMS. Figs. 520-521 Section C.C Some os Section of Type FrS/S Section B I U- Pulling Face Fig. 520 — Application of Standard Steel - of Knuckle Buffers to Cast Steel Platforms. Standard Coupler Company Cbnstrvcf/on for Qpen&7& &rs k- &%'- -M-S& Fig. 521 — National Steel Platform and Buffer with Hinson Twin Spring Draft Gear, for Vestibuled and Open End Cars. National Car Coupler Company. Fig. 522 BUFFERS AND PLATFORMS. 423 V -^ ^-^ r-a*.-^ -:wi-i— • A coo .V ir-A' r n- — Rn"! ■UF =1U; n 0-sf n QZ3 2?-/-// _______ "B-/7" _E---i 0-/6: 0-/Z-H/: _P XI ___: "B-40" "&-40" "0-/08" 3-Z/O" IT" r ,_.._, | _5 , -/_>,3'' II ir- -; I.:::: 'B-/03." L___ K— . "B-/OS" |P t= 0-//O." m ^-1 B-Z/' Co; < -> = 1 'B-4W.' ^ ZlZZ. ! il ® © (o _3-/5>" B-ZO" 0-//' 0-/2. "0-3-W." *£-/OOf I_D Cof'-O--' _D_ '' -Q.-1.0l Q I \ ...... ! Ir-il li 1 Il._V.-_: ! *_?-///.' IUL_ :['__. i| B-///' ■ ^^ = ^ = ~^ = ^~1 c _9-^_? // '-9-S. ■ _s-/<9." Fig. 522 — Parts of National Steel Platform and Buffer. National Car Coupler Company. B-l Buffer Plate B-2 Buffer Face Plate B-3 Sliding Foot Plate B-3-W Sliding Foot Plate B-4-W Buffer Stem B-8 Buffer Spring B-9 Buffer Spring B-10 Buffer Stem Washer B-ll Buffer Stem Washer B-12 Buffer Foot Plate B-12-W Buffer Foot Plate B-14 Buffer Stem Key B-16 Buffer Yoke B-17 P«_-/. Bar or Strut Beam B-18 Buffer Yoke Spring B-19 Buffer Yoke Spring Washer B-20 Swffer Face Plate B-21 Buffer Fo/.e Stop Block B-22 Pi.ff.r Ptw/i Bar B-40 Puffer _". t ) 1 o t r Side Stem f3- &//W ^SVsw Bracket Mf R.&L Buffer Plate /SO. Buffer Springs 630. Side Stem Springs £03£. o □ D Buffer Stem Guide 1130. SideStem Washer 608. Spring Pocket. 31 Tit © Side Stem Rlasher607. ~m% V~ Side Stem Brackets R.&L Uncoupling Lever UncouplingLever Plate 7IS Collar ^PO. (3=3 <§) ©1 Toil Pin m. dt=> 1 f Uncoupling Lever Handle Clevis 30 " ISP. Side Stem Pin Buffer Stem Ping 586 Washer 154. ©1 Buffer Stem End Washer/56. C3S Buffer Pin 6P8 Uncoupling Pot fi.t,L.mthoutP/atformCut. L. With ■• B-l II oK^ 01=3 Clevis Pin 91. Un coupling L everfr^\ ^Ground Cut^^^ ^^Plafform Cut. Uncoupling Pod A Chain. Uncoupling Lever Hinge Brocket/48. O Uncoupling Lever Guide. ;*^ Fig. 527 — Buhoup Three-Stem Equipment and Parts for Passenger Train Car Platforms. McConway & L3 Torley Company. Figs. 528-529 VESTIBULE AND PLATFORM DETAILS. 427 Parts of Buhoup Wide Vestibule. See Fig. 528. 4 Foot Plate 6 Spanner Bar, Loner 8 Curtain Plate, Front 9 Curtain Plate. Rear 10 Curtain Roller 11 Curtain 12NP Post Plate, L and R 20 Curtain Bearing, Lower 20A Curtain Bearing, Lower, Used with Standard Steel Platform 21 Curtain Bearing, Upper 23 Curtain Socket 40 Patent Plate 44 Curtain Spring, L and R 45 Curtain Roller Plug 46 Arch Plate and Butter Spring 49 Arch Plate Band 50 Shield 52 Curtain Spring Plug, Large 53 Curtain Spring Plug, Small 54 Piston Stem 79 Butter Plate for Standard Steel Platform 80 Foot Plate for Standard Steel Platform 81 Buffer Plate Spring 91 Arch Plate 94 Spanner Bar, Upper 95 Angle Connection, Fop, R 96 Angle Connection, Fop. L 100 Foot Plate Housing 101 Bulb Angle 111 Spanner Bar Bolt 115 Angle Connection . Bottom, 116 Angle Connection, Bottom, 119 PwfoJi Stem Bracket 120 Piston Stem Guide 123 Accordion Hood Band 124 Accordion Hood 125 Hood Brace Bracket. Front Fig. 528- Buhoup Wide Vestibule Torley Company. R L 126 Hood Brace Bracket. Front, L 134 Foot Plate Bolt 127 Hood Brace Bracket. Rear. R 154 Piston Stem Spring 128 Hood Brace Bracket. Rear, L 155 Piston Stem Washer 129 Flood Brace 156 Piston Stem Ferrule R 130 Buffer Plate 628 Buffer Plate Pin * ■ ------ - - ■-*— ^1 45. WWWttW 46. 35. R. Fig. 529 — Details of Buhoup Wide Vestibule. See also Figs. 528, 530 and 531 and Names of Parts on This Page. 428 VESTIBULE AND PLATFORM DETAILS. Fig. 530 50. l^ 1 ! . n. S. o ■ :/, .'.'■: !>h..--t 1 j ...,„„#,,,« ID. ten -:-■■:._ -■—-■-- • -■■ ati j Wpa am — ■» «Mmi r,n|-i ii ri rl nt | *i n. i . i i -jfrHW— ;nY £E i ■■ ,hm> ' w^awwwi!BP j/ji i ," J w WW * !"** tHr.* ■ Wj WW) » l» i> II. O 12. L. ][ O IE.R. Fig. 531— Details of Buhoup Wide Vestibule. See aUr, Figs. 528, 529 and 530 and Names of Parts on Page 427. Fig. 532 — Gould Vestibule Face Plate. Gould Coupler Company. 430 VESTIBULE AND PLATFORM DETAILS. Figs. 533-535 Fig. 533 — Fowler Upper Buffer Spring. Imperial Appliance Company. No. 534 — End Construction Used on Pullman Wide Vestibule Cars. Fig. 535 — Plan Views Showing Pullman End Construction for Wide Vestibule Cars. Figs. 536-540 VESTIBULE AND PLATFORM DETAILS. 431 Fig. 538 — Acme Vestibule Dia- phragm. Acme Supply Com- pany. Fig. 537— Flexible Joint of Acme Diaphragm Attachment. Fig. 536 — Acme Simplex Sectional "T" Iron Dia- phragm. Acme Supply Company. Fig. 539 — Acme Reverse Unifold Diaphragm. Acme Supply Company. Fig. 540 — Acme Apex Simplex "T" Iron Diaphragm. Acme Supply Company. 432 VESTIBULE AND PLATFORM DETAILS. Figs. 541-545 Fig. 541 — Section Through Top of Acme Simplex "T" Iron Diaphragm (Double Fold), Showing "T" Iron Reinforcement and Asbestos Woven Fire- proof Belting. Acme Supply Company. Fig. 542 — CSCO Standard Six-Plait Vestibule Dia- phragm, Fire and Waterproofed. Curtain Sup- ply Company. Fig. 543 — Rex U-Shape Sloping Top Vestibule Diaphragm, Fire and Waterproofed. Fig. 544 — Rex U-Shape Diaphragms with Open Plait to S w i n g Out with Face Plates. Curtain Supply Company. Fig. 545— Rex U-Shape Flat Top Vesti- bule Diaphragm, Fire and Water- proofed. Figs. 546-550 VESTIBULE AND PLATFORM DETAILS. 433 Fig. 546 — Rex Angle Iron Diaphragm Attachments with Slotted Posts and Spring Keys. Curtain Supply Company. Gould. One-Piece; Corrugated Corners. Fig. 547— Ajax Vestibule Diaphragms. The Q & C Company. American Car & Pullman. Foundry. Fig. 548 — Ajax Vestibule Diaphragms. The Q & C Company. Fig. 549 — National Steel Trap Door, Interurban Type. Transportation Utilities Company. Fig. 550— National Steel Trap Door and Lifting Device, with Door Raised to 45 Degrees. Transportation Utilities Company. 434 VESTIBULE AND PLATFORM DETAILS. Figs. 551-553 THE O. M. EDWARDS CO, - SYBACUSt . N. r. — ,— , *o t3 -T- 231* De. 18 I9IJ METAL TRAP DOOR DESIGN 4-1 Fig. 551 — Edwards Trap Door for Elevated Station Platforms. O. M. Edwards Company. Fig. 552— Edwards Metal Trap Door for Elevated Fig. 553— Edwards Metal Trap Door for Elevated Station Platforms; Door Open. Station Platforms; Door Closed. O. M. Edwards Company. Figs. 554-556 VESTIBULE AND PLATFORM DETAILS. 435 Fig. 554 — Edwards Metal Trap Door for Grade Level Platforms. O. M. Edwards Company. Fig. 555 — Edwards Metal Trap Door, Grade Level Type. O. M. Edwards Company. Fig. 556 — Sickles Extensible Trap Door as Applied to a Pennsylvania Railroad Coach. 436 VESTIBULE AND PLATFORM DETAILS. Figs. 557-562 tet- -ri — '* j »1 i *** Pi i- _%q:.--.:-.-. -: ._.^l-l£s^-. "^ •^- f~Top of Rail fe^p Fig. 557 — Four-Tread Coach Step Used on the Grand Trunk $"&/& £*'£'* Jt'Si'lS faints Detail of Bottom -Step. i'noJO Scnem 14$. forZS Platform ~? r ili", 3V , ' "1 Plan of Lead Tread. Section of Lead Tread Plate. Fig. 558 — Steel Coach Step Used on the Canadian Pacific. Fig. 559 — Feralun Safety Treads for Pennsyl- vania Railroad Steel Cars. American Abrasive Metals Company. Figs. 560 and 561 — Blake Step in Raised and Lowered Positions Blake Car Step Works. Fig. 562— Feralun Safety Tread Applied to Car Steps. American Ab- rasive Metals Company. Figs. 563-568 VESTIBULE AND PLATFORM DETAILS. 437 Fig. 563 — Stanwood Self-Cleaning, Non-Slipping. Double Car Step. American Mason Safety Tread Company. Fig. 561 — Stanwood Self-Cleaning, Non-Slipping, Triple Car Step. American Mason Safety Tread Company. Fig. 565 — Universal Safety Tread, Showing Steel Base Before and After Lead is Rolled In. Universal Safety Tread Company. Steel Ribs; 3'-2 in. Nosing. Fig. 566 — Cross Sections of Mason Safety Tread Fig. 567 — Mason Safety Tread Applied to Steps of Pullman Car. Fig. 568— Mason Safety Tread Applied to Wooden Car Steps. Upper Tread Carborundum Filled; Lower Tread Lead Filled. American Mason Safety Tread Company. 438 VESTIBULE AND PLATFORM DETAILS. Figs. 569-575 Fig. 569 — Acme Safety Sir]. Box. Acme Supply C< impany. Fig. 570— Steel Step Equipped with Kass Safety Treads. Acme Supply Company. ^■■Sm " Fig. 571— Kass Safety Step Tread for Application to Steps Now in Service. Acme Supply Company. Fig. 572 — Kass Safety Tread Step with Straight Drop Front and Back. Acme Supply Com- pany. -- Ss 4Ussns:s?Si-;sU*ss5ss5ttS5 Fig. 573 — Kass Safety Tread Step with Round Xose. Acme Supply Company. Fig. 574— Firmtread Steel Floor Plate for Vesti- bules, etc. Joseph T. Ryerson & Son. Fig. 575 — Tail Cate and Fixtures. Dayton Manu- facturing Company. Figs. 576-579 VESTIBULE AND PLATFORM DETAILS. 439 *"7H Fig. 576 — Observation Platform Railing. Adams & Westlake Company. HkHlail a 111 II t in . ffSi, Es-iai" in i I (i Mi i ?! * !;l i jj-fin i! r •""Wi Fig. 577 — Observation Platform Railing. Adams & Westlake Company. Fig. 578 — Observation Platform Railing. Dayton Manufacturing Company. Fig. 579 — Platform End Railing. Dayton Manufacturing Companj 440 VESTIBULE AND PLATFORM DETAILS. Figs. 580-585 Fig. 580— Platform Gate Panel. Adams & West- lake Company. Fig. 581— Folding Platform Tail Gate. Adams & Westlake Company. - — ». it •* «*^ Fig. 582— Acme Vestibule Curtain Handle. Type A. Acme Supply Company. Fig. 583— Acme Vestibule Curtain Handle. Type B. Acme Supply Company. pig. 584 Acme Vestibule Curtain Handle. Type C. Acme Supply Company. Fig. 585 — Acme Revolving Vestibule Curtain Shield; Top View of Casing with Revolving Shield Closed. Acme Supply Company. Figs. 586-589 VESTIBULE AND PLATFORM DETAILS. 441 Fig. 586— Rycco Vestibule Curtain Release Handle, Open. Railway Supply & Curtain Company. Fig. 587 — Sliding Door Curtain. Railway Supply & Curtain Company. Fig. 588— Ajax Adjustable Vestibule Curtain Fix- tures. The Q & C Company. Fig. 589— Rex Opening Shield for Vestibule Curtains with Adjustable Roller Brackets. Curtain Supply Company. 442 VESTIBULE AND PLATFORM DETAILS. Fiss. 590-596 ! Fig. 591 — Vestibule Curtain Hook for Steel Posts. Fig. 590— Solid Handle for Vestibule Curtains. Fig. 593— Rex Automatic Release Handle for Vesti- bule Curtains. Fig. 592 — Vestibule Curtain Hook for Wood Posts. A. Jfi . . Fig. 594 — Rex All - Metal Roller Re- inforced for Vestibule Curtains. Fig. 595— Rex O p e n i n g Shield for V e s t i b u 1 e Curtains. V .3 Fig. 596— Rex All - Metal Roller with Steel Barrel and De- pressed Groove. Curtain Supply Company. Figs. 597-603 VESTIBULE AND PLATFORM DETAILS. 443 U RTAI H Fig. 597 — Typical Application of Rex Opening Shield with Wood Posts. Curtain Supply Company. Fig. 599— Typical Application of Rex Opening Shield with Steel Posts. Curtain Supply Company. Fig. 598 — Brake and Uncoupling Levers. Dayton Manufacturing Company. I Fig. 601 — Train- in a n ' s G r a b Handle. Rus- sell & Erwin Mfg. Company. ^prow///M//w Fig. 600 — Rex Vestibule Curtain Outfit Complete. Curtain Sup- pi}' Company. Fig. 602 — Door Holder. Russell & Erwin Manufac- turing Company. Fig. 603 — Door Bump- er. Russell & Erwin Manufacturing Com- pany. Fig. 604 — Train- man's Yesti- b ul c Step. Adams & West- lake Company. 444 VESTIBULE AND PLATFORM DETAILS. Figs. 605-622 Fig. 605 — Brake Fig. 606 — Un- R o d Floor coupling Rod Plate. Guide. Adams & Westlake Company. Fig. 607 — Un- coupling Rod Foot. #!»■ ■ Fig. 608 — Door Guard Drop Rod Catch and Pocket. Dayton Manufacturing Company. Fig. 611 — In- Fig. 612-Trap Door side Hand Holders. Rail. Adams & Westlake Company. Fig. 610— Mat Hook. Adams & Westlake Company. a»^r=a^. -"l^-iiii-iiimttiiwtnij " ■:■_-- Fig. 613— Vestibule Guard Rail ami Fittings. Jas. L. Howard & Company. Fig. 619 — T r a p Door Bumper. Dayton Manu- facturing Com- pany. Fig. 617— Tail Gate Sockets. Adams & Westlake Com- pany. Fig. 614 — Vesti- bule Guard Rail and Fittings. Adams & West- lake Company. Fig. 615— Trap Door Latch Operating Rod. Dayton Manufactur- i n g Com- pany. Fig. 616— Cor- n e r Post Grab Handle. Adams & Westlake Company. Fig. 618— Rod for Operat- ing Trap Door Latch from Below Platform. Dayton Manufacturing Company. Fig. 621— Cor- n e r Post Grab Handle. Adams & Westlake Company. Fig. 620 — Un- c o u p 1 i n g Rod Guide. Adams & Westlake Company. Fig. 622 — Trainman ' s Grab Handle. Adams & Westlake Company. Figs. 623-626B VESTIBULE DETAILS AND COUPLERS. 445 Fig. 623— D r o p Fig. 624— Vestibule T Brake Handle. r a p Door Lift. Dayton Mam Dayton Manufac- turing Company. tactunng Company. Fig. 625 — Brake Handle. Adams & Westlake Company. Fig. 626A — Vertical Section Through Simplex Coup- Fig. 626B — Horizontal Section Through Simplex ler When Closed. Coupler When Closed. American Steel Foundries. 446 COUPLERS. Figs. 627-630 ' / Fig. 628 — Durbin Coupler with Knuckle Closed. Durbin Automatic Train Pipe Connector Company. Lock. Knuckle Pin. Fig. 627 — Parts of Simplex Freight Coupler. American Steel Foundries. Fig. 629— Parts of Durbin Coupler -* 1 Fig. 630 — Durbin Coupler with Safety Lip Carrying Another Coupler. Durbin Automatic Train Pipe Connector Company. Figs. 631-635 COUPLERS. 447 Fig. 631— Major Top Lift Freight Coupler Fig. 632 — Major Under Lift Freight Coupler. Fig. 633 — Major Top Lift Coupler. Fig. 634 — Major Under Lift Coupler. Lock. Bar. Knuckle. Fig. 635 — Parts of Major Coupler. Buckeye Steel Castings Company. 448 COUPLERS. Figs. 636-639 L-l. Drawbar on Shank. L-S. Knuckle. L-3. KuutUe Opener furnlahed If reqneated. 1.-4. lock. L-5. Knuckle r'io. L . 6 " L-6. Look Pin. Fig. 636 — Hinson Emergency Knuckle. National Car Coupler Company. Fig. 637— National Freight Coupler and Parts. National Car Coupler Company. Fig. 638— Gilman-Brown Emergency Knuckle and Application. The Q & C Company. Section B-B Fig. 639 — Standard Freight Coupler and Parts. Standard Coupler Companj Fig. 640 COUPLERS. 449 Pofanfco' 80? f err? loc/r L/f~r for- Bo+to/n opereff-mo coup/er Cha/'n tfo/e Cap for Boffo/77 Operor/hy Coup/er Fig. 640 — Sharon Top and Bottom Operating Freight Coupler. National Malleable Castings Company. 450 COUPLERS. Figs. 641-642 /Vofe:. C//rrrax, La/ro&e, 7otver ana? Sharon Coup/ers are rooc/e w/i/r Me J*f.C.B. Temporary Sfarro'ard ASsocS fj\»" /far/mam tifr 1 ??*' Coup/er 0/7a> 'parrs are paferrfeaf 4 x/t Carter ^ —^S. NT" Support P/rj gXZfCofre, rf f«;?.&?. Knuckle Opener Pin 5444. Clevis 256. Fig. 649 — Pitt Freight Coupler and Parts. McConway & Torley Company. I I I I I l Knuckle Pin /£ 'a "V ^ I 11 Knuckle 5564 Knuckle Opener 5563 Clevis 30 H CZ3J 1 E_ Clevis Pin 31 H Locking Pin Trigger 5562 Locking Pin 5561 Fig. 650— Penn Freight Coupler and Parts. ~McConway & Torley Company. 454 COUPLERS. Figs. 651-652 Bottom Operating Leyer Lock Lift Fig. 651— Gould Bottom Operating Freight Coupler BZ-201, and Parts. Gould Coupler Company. 7" /" f 2 x/j Cotter Kicker Pin Fig. 652— Gould Top Operative Medium Type Freight Coupler, V-101, and Parts. Gould Coupler Company. Figs. 653-654 COUPLERS. 455 Uncoupling Chain fr^z^J&k Coffer Lock Knuckle Pin Fig. 653— Gould Freight Coupler Z201, and Parts. Gould Coupler Company. Fig. 654 — Gould PIC Type Coupler with Integral Head. Gould Coupler Company. 456 COUPLERS. Figs. 655-656 Fig. 655 — Double Top Operated Passenger Coupler. Gould Coupler Company. Fig. 656 — Simplex Passenger Coupler. American Steel Foundries. Figs. 657-658 COUPLERS. 457 Core for I" Rivets. "5 I .1.

< 6i =+= 4- nc -88- 4~ Fig. 657 — Passenger Coupler with Single Side Operation. Gould Coupler Company. __ ii H * T ii i ftl i if r j i i' ~~<* " ' •« n 1 1 M — i-l_ tT-TF- _J-l— ll — ftl nT _ n" > !! — 4— lu_ — V Uncoupling Lever Left L- \j Lock Uncoupling Lever. Right. Fig. 658 — Double Bottom Operated Passenger Coupler. Gould Coupler Company. 458 COUPLERS. Figs. 659-660 Knuckle Pin Knuckle Pin Plate Pivot Pin Fig. 659— Pitt Passenger Coupler, No. 2S5, with Underneath Release. McConway & Torley Company. LockingP/n locking Pin Foot Fig. 660 — Pitt Passenger Coupler, No. 171 — SP2. McConway' & Torley Company. Knuckle Pin Plate Figs. 661-662 COUPLERS. 459 -I; T Knuckle Pin 16. K 1 — '~~l JT i i i __!__J_ ii 1 Catch Spring Bolt 15. Catch Spring Washer B3 Catch Lever ZS Split Key S4/. Fig. 661— Janney Passenger Coupler No. 1 and Parts. McConway & Torley Company. Knuckle 0pener£650 C ^)5T JJ i: i i $> * Knuckle Pin 1483. r — &j-* "NuTSl Catch 304X. Knuckle OpenerPin 5633. \ 1 1 1 — TJ 1 1 \ 1 1 _L__ l Jl \ Knuck/el47i ^4/free^ T Catch Spring SZff. Knuck^Pin Plate 1600. , 'aretes*-—. S,i t 3* Catch Letter S077. /°/'ra/ Pin IS04A. m^m SuhoupJStem Coupler3l7X Fig. 662— Buhoup Three-Stem Passenger Coupler and Parts. McConway & Torley Company. 460 COUPLERS. Fig. 663 Ca+ch Spring So/f/5. Fig. 663 — Janney Passenger Couplers and Parts. McConway & Torley Company. Knuck/e Pin /403. Figs. 664-665 COUPLERS. 461 ni Lcck! Set L ocking Pin Locking Pin Foot I J ^r lr^ Knuckle LLP I Knuckle Pin Plate Knuckle Pin ISM I Split Key Knuckle Opener Fig. 664 — Pitt Three-Stem Coupler No. 919. McConway & Torley Company. Lock-s+y/e A. Fig. 665 Chicago Passenger Coupler and Parts. National Malleable Castings Company. 462 COUPLERS. Figs. 666-667 Supfior/- P//7 3 Fig. 666— Sharon Bottom Operating Passenger Coupler and Parts. National Malleable Castings Company. Lock lever for Operating from BohhS/afes of Car Lock Lever for Operof/no from Leftside of Car Lock Lever for Operating from ff/gftr S/ae of Car C/ev/'s for Lock Lever SupporfP/n Fig. 667 Tower Passenger Coupler and Parts. National Malleable Castings Company. Figs. 668-671 A COUPLERS AND DRAFT GEAR DETAILS. 463 -30 Fig. 668 — Standard Passenger Coupler and Parts Standard Coupler Company. Fig. 669 — National Drawbar Centering Yoke. National Car Coupler Company. m fi d | « Fig. 670 — National Passenger Coupler No. 6A1 and Parts. National Car Coupler Company. pi„_ 67i Flory Cast Steel Reversible Carry Iron Fig. 671A — Flory Cast Steel Reversible Carry Iron for Freight Couplers. and Striking Plate for Steel Freight Cars. Commonwealth Steel Company. 464 DRAFT GEAR DETAILS. Figs. 672-677 Fig. 672— Flory Carry Iron for Wooden Cars. Fig. 673— Fiery Carry Iron for Steel Car; Commonwealth Steel Company. Fig. 674 — Lug- Supported Carry Iron for Wooden Cars. Commonwealth Steel Company. Fig. 675 — Imperial Centering' Device Imperial Appliance C ompany. h Ha -* i L _—*»-_ Mi 1 JVo 1 ■*♦ r J <~ 2 * — * fj- Coupler Carrier, V.—3 H ""T w "T" -AiftY-z-* — 6j|- — 4> ./» 'TV- 9,7 T I i! ! ->i4k-cr- — J ^ — f — ~ h-;-7| ^ ->j/jV i -f-T—O i ■ss>t 5>lS 1 tJ i K--^i-^jK--j / j-J; © T^jji ~~ Vft£ T ^ <*£ r-j &/h? Wear/hyS/roe. Yo/re Wi&rtMp S/roe Fig. 697 — Cast Steel Yoke with Quadruple Shear Pivot Pin. National Malleable Castings Company. -9L--T— -4s- -/*/- 7t? ju/'f 62 Coupler Butt Fig. 698 — Miner Two-Part Cast Steel Keyless Yoke for Tandem Rigging. W. H. Miner. Fig. 699— Miner Two-Part Cast Steel Yoke for Friction Draft Gear Arranged for Key Con- nection to Coupler. W. H. Miner. Figs. 699A-701 DRAFT GEAR DETAILS. 471 Tosu/tSg Coupler Bt/tt Fig. 699A— Miner Two-Part Cast Steel Keyless Yoke for Friction Draft Gear. \V. H. Miner. Fig. 699B— Miner Two-Part Cast Steel Yoke for Tandem Gear Arranged for Key Connection to Coupler. \Y. H. Miner. is it Section h J Section C-D Section E'F Fig. 700— Buckeye Yoke for 8 in. by 8 in. Tandem Gear. Buckeye Steel Castings Company. y///////////////////////////////////////////////7777777Z / ^L 5" J W—4- tripj T ^1 1^"^ '°'/1«— tf- ^ SectionA-B Section E'F i i±l Section C-D Fig. 701 — Buckeye Yoke for Friction Gear. Buckeye Steel Castings Company. 472 DRAFT GEAR DETAILS. Figs. 702-704 Fig. 702— Buckeye Last Steel Keyed Yoke for Friction Gear: Buckeye Steel Castings Company. Fig. 703 — Buckeye Cast Steel Keyed Yoke for Friction Gears. Buckeye Steel Castings Company. Fig. 704 — Application of Buckeye Cast Steel Keyed Yoke for Tandem Gears. Buckeye Steel Castings Company. Figs. 705-707 DRAFT GEAR DETAILS. 473 Fig. 705 — Buckeye Cast Steel Keyed Yoke for Tandem Gears. Buckeye Steel Castings Company. Fig. 706 — Application of Buckeye Cast Steel Keyed Yoke for Twin Spring Gears Buckeye Steel Castings Company. Fig. 707 — Eclipse Cast Steel Coupler Yoke. National Car Equipment C ompany. DRAFT GEAR AND DRAFT GEAR DETAILS. Fiss. 708-713 Fig. 708— Eclipse Cast Steel Coupler Yoke. National Car Equipment Company. Fig. 709— Commonwealth Cast Steel Transom Draft Gear for Steel Cars. Commonwealth Steel Company. Fig. 711 — Universal Keyed Yoke for Friction Draft Gear. Fig. 710 — Universal Rivles Yoke for Tandem Spring- Gear. Fig. 712 — Universal Rivles Yoke for Friction Draft Gear. Fig. 713 — Universal Lock Yoke for Tandem Spring Gear. Universal Draft Gear Attachment Company. Figs. 714-716 DRAFT GEAR. 475 Fig. 71-1 — Application of Cast Steel Transom Draft Gear with Reinforcements for Old Lars. Common- wealth Steel Company. Fig. 715 — Cast Steel Transom Draft Gear Applied to Steel Underframe. Commonwealth Steel Company. C WV Pi g _ 716 Commonwealth Cast Steel Transom Draft Gear. Commonwealth Steel Company. 476 DRAFT GEAR. Figs. 717-719 Fig. 717 — Parts of Commonwealth Cast Steel Transom Draft Gear for Wooden Cars. Commonwealth Steel Company. Fig. 718— Harvey Friction Spring Gear. Frost Railway Supply Company. Fig. 719 — Murray All Cast Steel Friction draft Gear and Murray Cast Steel Revoke Applied to Steel Center Sills. Revoke Railway Equipment Company. Figs. 720-722 DRAFT GEAR. 477 -& \m. — ±f Fig. 720— Murray Draft Gear Type K. Class 3, Applied to Steel Center Sills. Revoke Railway Equipment Company. Fig 721 Murray Revoke for Use with Tandem Spring Draft Gear. Revoke Railway Equipment Company. Fig. 722 — Murray Revoke with Lower Casting Dropped for Application of New Draft Gear. Revoke Railway Equipment Company. DRAFT GEAR, Figs. 723-724 6 Draft Keys. 4 Cheek Plates. 4 Follower Blocks. 4 Side Links. Fig. 723— Farlow Three-Key Draft Attachment for Use with M. C. B in. Twin Springs, and Parts for One Car. Class G, 8 in. by 7 /$ Note. — Yoke restrained from back- ward movement by second key, which is stationary. Front fol- lower block, under buffing shocks, slides on second key, but its limited travel protects the springs from jamming solid. 2 Front Follower ? Rear Blocks. Followers. Fig. 724— Farlow Two-Key Draft Attachment for Use with M. C. B., Class G, 8 in. by 7~/a in. Twin Springs, and Parts for One Car. T. H. Symington Company. Figs. 726-727 DRAFT GEAR. 479 6 Draft Keys. 4 Cheek Piatt 4 Follower Blocks. Fig. 726 — Farlow Three-Key Draft Attachment for Use with M. C. B. 6' 4 in. by 8 in. Single Spring, and Parts for One Car. as applied to Light Capacity Cars for Export. 2 Front Follower Blocks. 2 Back Follower Blocks. Fig. 727 — Farlow Three-Key Draft Attachments for Use with Westinghouse or Any Other Type of Friction Draft Gear, and Parts for One Car. T. H. Symington Company. 4S0 DRAFT GEAR. Fi°s. 728-729 'Az 4 I Iraft Fe\ s. < ( -1 Cheek Mat. 2 Front Follower Flocks Fig. 728 — Farlow Two-Key Draft Attachment for Use with Sessions or Any Other Type of Friction Draft Gear, and Farts for One Car. T. IF Symington Company. K-- 4 ' s - ->j -A — C CIlFr MTiHilS I FCZ I Section A-B. Section C-D. M.C.B. Springs 6418' Fig. 729— Yost Draft ('.car Applied to Steel Underframe Car. Hart-Otis Car Company, Limited. Figs. 730-732 DRAFT GEAR. 481 Section A-B. Fig. 730 — McCord Draft Gear, Type D, for Steel Cnderframe Freight Cars. McCord & Company. — — - — — z'-sh— Fig. 731 — General Arrangement of McCord Graft Gear. Type D. McCord & Company. Fig. 732— McCord Draft Gear, Type D. McCord & Company. 482 DRAFT GEAR. Figs. 733-735 Fig. 733 — Miner Friction Draft Gear for Atchison, Topeka & Santa Fe Ore Cars. W. H. Miner. Fig. 734 — Miner Tandem Draft Rigging and Two-Part Cast Steel Keyless Yoke as Applied to Freight Equipment. W. H. Miner. ill' 1|d i J L — 4^-¥- J Cia ^ lg___aj _ _ o o o |! Fig. 735 — Miner Friction Draft Gear and Cast Steel Yoke Having Key Connection to Coupler, for New York Central Lines Gondola Cars. W. H. Miner. Figs. 736-738 DRAFT GEAR. 483 - -94 - "^ -5-0- _--i^£=.- -. -^te^- :-. r-ixg- x /'-8"jt.- --H • % - W^Z, - g"# B #f^ g»f?= ■' ■. "V—i *E ;,'£ v j -j u -j ^r f Fig. 736 — Miner Friction Draft Gear and Two-Part Cast Steel Yoke with Key Connection to Coupler, for St. Louis Southwestern Flat Cars. W. H. Miner. Fig. 737 — Miner Friction Draft Gear as Applied to Passenger Equipment. W. H. Miner. Fig. 738 — Waugh Draft Gear with Auxiliary Buffer. Waugh Draft Gear Company. 484 DRAFT GEAR. Figs. 739-740 ^^^m Section A~A Section B- 8 h f ,-^>-^-^ttfi'-f! t -bJ Fig. 739 — Waugh Auxiliary Buffer in Combination with Waugh Draft Gear. Waugh Draft Gear Company. Convex Followers Section A-B Section C-D Fig. 740 — Application of Waugh-Forsyth High Capacity Radial Draft Gear to Southern Railway Freight Cars. Waugh Draft Gear Company. Figs. 741-742 DRAFT GEAR. 485 u._. -■vc---fe^da^ ntl r -^4k> fe»# HH /\ Fig. 741 — Waugh Draft Gear as Applied to Chicago & North Western Freight Cars. Waugh Draft Gear Company. Fig. 742 — Application of Gould Friction Draft Gear to Steel Underframe Freight Cars. Gould Coupler Company. DRAFT GEAR. Figs. 743-745 1 A pC 3 A J A ? 'o ( 3^ % gC n - / 3 y Fig. 743— Passenger Friction Draft Gear for 6'j-in. Coupler Yoke. Gould Coupler Company. — f : | \ l—ef— I I r- 1 \-±A) IJJJJ -X— IJL J I --ffilg-r' fr-tlth' Fig. 744 — Gould Passenger Friction Draft Gear FDG-S6. Gould Coupler Company. K 1 ^ : — =«■ Fig. 745— Gould Heavy Type l-riction Draft Gear, No. 175. Gould Coupler Company. Figs. 746-748 DRAFT GEAR. 487 Fig. 746— Kn tit- Draft Gear No. 370 with One Draft Sill Remo-\ Fig. 747 — Butler Friction Draft Gear No. 350 Applied to Freight Car. Fig 748 — Butler Friction Draft Gear No. 370 Applied to Freight Car. Butler Drawbar Attachment Company. 488 DRAFT GEAR. Figs. 749-751 Fig. 749— Butler Special Tandem Spring Draft Gear. Butler Drawbar Attachment Company. Fig. 750 — Republic Friction Draft Gear for Freight Cars with Wooden Sills. Equipment Company. \\ estern Railway Fig. 751 — Republic Friction Draft Gear Under Buffing Compression. Western Railway Equipment Company. Figs. 752-754 DRAFT GEAR 489 ttj Fig. 752 — Republic Friction Draft Gear, Type G, with Parts in Normal Position. Western Railway Equipment Company. "7 ' U THIS DISTANCE MUST -— — 9 NOT BE LESS THAN 3 ___ 18 ^''important 6X3 SUPPORT STRAP, BOLTS WITH DOUBLE PLATE 2j 20j IMPORTANT -2 ^~ WHERE IN CONTACT WITH YOKE TO BE L0CK WASHERS J WELL COATED WITH HEAVY GREASE BEFORE APPLYING. -24f- Fig. 753 — Westinghouse Type D-3 Friction Draft Gear with Continuous Draft Plates with Limiting Stops, for Steel Underframe Freight Cars. Westinghouse Air Brake Company. ALL RIVETS I DIAMETER. SECTION A-A -IBri IMPORTANT -9ll J - ' -20f"lMPORTANT- 24|" i BOLTSWITH DOUBLE 6 X J SUPPORT STRAP,-'' I WHERE IN CONTACT WITH YOKE TO BE r - - . .. 2if WELL COATED WITH HEAVY GREASE PLATE ^° CK WASHERS. BEFORE APPLYING. Fig. 754 — Westinghouse Type D-3 Friction Draft Gear for Steel Underframe Freight Cars, with Uni- versal Draft Gear Attachment Company's Keyed Yoke and Continuous Draft Plates with Limiting Stops. Westinghouse Air Brake Company. 490 DRAFT GEAR. Figs. 755-756 5672 5673 5664 5662 5669 5671 5670 5663 5665 5668 Parts of Westinghouse Friction Draft Gear, Type D-3. 42355 Type D-3 Friction Draft Gear, complete 42292 Cylinder Body 5662 Release Spring 5663 Preliminary Spring 5664 Auxiliary Release Spring 5665 Auxiliary Preliminary Spring 5666 Nut for Release Pin 5667 Release Pin 5668 Rivet for Securing Release Pin Nut 5669 Wedge 5670 Female Segment 5671 Male Segment 5672 Friction Strip 5673 Wedge and Release Pin with A uxiliary Prelim i n a r y Spring. 42355 Fig. 755— Details of Westinghouse Friction Draft Gear. Westinghouse Air Brake Company. SECTION A-A WITH SPRINGS REMOVED FEMALE SEGMENT i pl Ay ?" play EL TX-T tzC H / "*— ' A 60° STRIP SECTION A-A — E I'PLAY A B >^tr SECTION A-A SECTION R-B MALE SEGMENT Fig. 756— Section Through Westinghouse Friction Draft Gear, Type D-3. Westinghouse Air Brake Company. Figs. 757-758 DRAFT GEAR. 491 ^n j_^v v IK Js- -I I / V\^N o o : Vv^ THIS DISTANCE MUST BE 2,%" WHEN CAR IS COUPLED. -PULLING FACE OF COUPLER. 4 X§ SUPPORT STRAPS. WHERE IN CONTACT WITH YOKE TO BE WELL COATED WITH HEAVY GREASE BEFOR APPLYING. 5 BOLTS WITH DOUBLE PLATE LOCK WASHERS. SECTION A-A- Fig. 757 — Westinghouse Type D-3 Friction Draft Gear with Continuous Draft Plates with Limiting Stops, for Passenger Equipment with Standard Steel Platforms. Westinghouse Air Brake Company. SECTION A-A Fig. 758— Westinghouse Type D-3 Friction Draft Gear with Universal Draft Gear Attachment Com- pany's Continuous Draft Plates for Passenger Equipment with Standard Steel Platforms. Westinghouse Air Brake Company. 492 DRAFT GEAR. Figs. 759-761 Fig. 759— Universal Attachments and Yoke for Sessions Draft Gear, Type K. Universal Draft Gear Attachment Company. S5SL Ml k y, i ) b SSpTJ ~T& SectionA-A Fig. 760 — General Application to Steel Underframes of Universal Tandem Keyed Yoke and Attachments Used with Class G Springs. Universal Draft Gear Attachment Company. Springs SectionA-A Section B-B Fig. 761— General Application of Universal Triple Key Yoke and Attachments for Class G Twin Springs. Universal Draft Gear Attachment Co. Figs. 762-763 DRAFT GEAR. 493 Support Strop Where /n Contact With Yoke Tb Be Wei I Coated With Heavy Grease Before Applying. Fig. 762 — Universal Attachments and Yoke for Twin Spring Draft Gear. Universal Draft Gear Attach- /3 i jj. ment Company. Fig. 763 — Universal Attachments and Keyed Yoke with Cast Steel Draft Arms, for Cardwell Friction Draft Gear, Type G. Universal Draft Gear Attachment Company. 494 DRAFT GEAR. Figs. 764-765 Parts of Sessions-Standard Friction Draft Gear. See Fig. 764. A Spring Barrel B Friction Box C Side Friction Blocks D Center Friction Blocks E Follower Plate F Cheek Plate, right G Cheek Plate, left H Draft Gear Carrier I Double Coil Draft Spring O/eeir Rates m// receive Standard MCB.Sear JSl ^..JBL '—»< — /of- — w/w Fig. 764 — Sessions-Standard Friction Draft Gear, Type E, for Freight Cars with Wooden Center Sills. Standard Coupler Company. {zsprmffjoff&s, 0-70. 3&nierrrictionB/oc/rs. C-72 .1 0rKSefCom /> r ' ses \4S/ak/hcfionB/a^s,Or : t\ afyrin? P/ates. |/J15r->fitf»_ ,- — Soring £arre/, 0-70^ —iSM'— ■>\2Sprinp6j'x8'M.CM.Stij /Spring % "x/6j' dose 3o//&atiZj.J %ir/ngPtafe. fofTterSh'rf/on B/pck C-7SX Fig. 765 — Sessions-Standard Friction Draft Gear, Type C, for Freight Cars with Pressed Steel Under- names. Standard Coupler Company. Figs. 766-767 DRAFT GEAR. 495 9 i! ii ®] /?tii.^: — -_r. . . — i — i •.a &-Saring3anne/s, G-120. \fSte/?Tcf/a}aocte,Q-m. Bspnng»ares. u-f*.j Q Q QQ O QCE> U #£.__ >| SotSeb cfSfr/WngP/afe^- G-120. G-128. G-121 %rin?P/ole ' G-74 Fig. 766 — Sessions-Standard Friction Draft Gear, Type H, for Freight Cars with Pressed Steel Under- names. Standard Coupler Company. Fig. 767 — Sessions-Standard Friction Draft Gear, Type K, for Freight Cars. Standard Coupler Company. 496 DRAFT GEAR. Figs. 768-769 i* <-2«-H tot fE3 ^ ! -4"— H 7^ ■'WAyv l/VV % Bolts used o u -e- F Fig. 768— Hinson Twin Spring Draft Gear for Freight Cars with Wooden Center Sills. National Car Coupler Company. -18&- 6 GO ±^s -%- (^ ^) Fig. 769 Hinson Single Spring Draft Gear with Spring Follower Plates for Freight Cars with Wooden Center Sills. National Car Coupler Company. Figs. 770-771 DRAFT GEAR. 497 Etr^zi Fig. 770-Cardwell Friction Draft Gear, Type G, Class 18, for New York Central Hopper Cars. Union Draft Gear Company. > II ■WW.W.WA WI.VWW.I w —,/- w Fig. 771-Cardwell Friction Draft Gear, Type G, Class 11, for Tank Cars. Union Draft Gear Company. 498 DRAFT GEAR. Figs. 772-773 -v;,,t M U Sprcificafcins far- tyring rfedmt>/er,ot r- Qua/ify afmakrioJ A- DcvUe rrf.r*rd .™^V ir0 r. •■ A-J- 'O .*-- O-^l/iK,, Jr. "/» Fig. 772 — General Design of Application of Cardwell Friction Draft Gear, Type G, Class 11. Union Draft Gear Company. Fig. 773- General Design of Application of Cardwell Friction Draft Gear, Type G, Class 11. Union Draft Gear Company. Figs. 774-778 DRAFT GEAR AND UNCOUPLING APPARATUS. 499 Fig. 774 — Slick Friction Draft Gear. Cambria Steel Company. Fig. 775 — Imperial Release Rigging. Imperial Appli- ance Company. Fig. 776 — Imperial Type "B" Release Rigging. Imperial Appliance Company. Fig. 777 — Carmer Release Rigging. Imperial Appliance Company. Fig. 778 — Recommended Uncoupling Arrangement for Simplex Passenger Coupler. American Steel Foundries. 500 UNCOUPLING APPARATUS. Figs. 779-780 Uncoupling lever arm should be of such length that center of pin-hole B will pass through point A located 4J4 m - above in- itial position of lever arm and 2 in. back of center line of lifter. Chain slack to be V/2 in. to 2 in. Fig. 779 — Recommended Method for Application o f Uncoupling Lever to Simplex Top Lift Freight Coupler. American Steel Foundries. Fig. 780 — Imperial Uncoupling Apparatus and Details, for New York Central Box Cars. Figs. 781-785 UNCOUPLING AND DUMPING APPARATUS. 501 Fig. 7S4 — Hopper Open and Grain Door in Place, Cana- dian Pacific Hopper Bottom Box Car. Fig. 785 — Interior of Grand Trunk Hopper Bottom Box Car. 502 DUMPING APPARATUS. Figs. 786-787 Fig. 786 — Simonton Door Operating Apparatus for Twin-Hopper Gondola Car. Standard Steel Company. Car Parts of Dumping Apparatus Shown in Fig. 786. 1 Double Sheave with Arm 2 Link Left Hanger Right Hanger Hanger Clevis I-Bolt Door Stiffener 8 Latch Dog 9 Latch 10 Latch Wheel and Bushing 11 Hinge and Hinge Butt 12 Door 13 Square Winding Shaft 14 Winding Shaft Drum 15 Chain for Operating Gear 16 Sheave Bearing Fig. 787 — Simonton Door Operating Apparatus for Self-Clearing Hopper Car. Standard Steel Car Company. Figs. 788-789 DUMPING APPARATUS. 503 ~^3 L 4--- :--*k— >»-,£#-" ^ ~*~'|I' " £ 2-V- *k-- — Z-7"- — Fig. 788 — Hopper Door Operating Apparatus. Standard Steel Car Company. -7r- K- S'Oi"- >) rfa- Q Q O O 9 Q lajO' ^^— 7^^^ Fig. 789 — Dunham Drop Door Apparatus for All-Steel Hopper Bottom Gondola Car. U. S. Metal & Manufacturing Company. 504 DUMPING APPARATUS. Figs. 789-791 Fig. 789 — Dunham Hopper Door Apparatus for Pennsylvania Railroad All-Steel Hopper U. S. Metal & Manufacturing Company. Car. Sxtion3-B. ^ f(-^-4i zzi'- *--#-'- SectionA-A Fig. 790— Lind Drop Door Apparatus for All-Steel Hopper Bottom Gondola Car. Pressed Steel Car Company. K t-z-% 1- TopofRail\ t< e--/o"- 4< i'-io- 1 ?-io- Fig. 814 — Box Car Side Door. National Appliance Company. -S/v/llc/J _ef£ vM m i i o - — — ""iT~-.:"TT'""""!T -1 u 1 1 l~~ 1 i o 1 . Fig. 815 — Titanlite Steel Freight Car Door. Transportation Utilities Company. Corner Figs. 816-817 DOORS AND FIXTURES. 515 ■-NSV-SW \—.nl'^. n'-Ql'i *i«-l7pt , i nc rr?n V flStf Fig. 830— St. Louis Flush Car Door. \ v / Door must be ji narrower than door opening. Fig. 831 — Western Flush Car Door. Western Railway Equipment Company. Fig. 832 — Automatic Car Door Lock. Railway Utility Company. Fig. 833 — Cross Section Through Utility Double Roller Car Door Hanger. Railway Utility Company. 520 DOORS AND FIXTURES. Figs. 834-835 Fig. 834 — Folding Side Door for Central of New Jersey Horse Car. -J A*- h" i" i 16 k e U i'ioF—A^-'—m'—A Fig. 835 — Refrigerator Car Door. Milwaukee Refrigerator Transit & Car Company. Figs. 836-837 DOORS AND FIXTURES. 521 Oc/ts/r/e View Fig. 836 — Details and Application of Chicago Grain Door. Chicago Car Door Company. Section Through Side Plate and Door. *\3~x4jfx9'6i~ *~0 Section Through Sill at Door. Fig. 837— Side Door for Chicago, Milwaukee & St. Paul Automobile Car. 522 DOORS AND FIXTURES. Figs. 838-840 > -, J -' i ■ r J 1 3 - " ~ ^ J.'-'{ -J-?"- - ->^/i Fig. 838 Details of Application of Detroit Door. Hutchins Car Roofing Company. mde of foo of No. 8 canvas. Detail o f Insulation at Threshold. Fig. 839— Detroit Door Fixtures. Hutchins Car Roofing Company. Fig. 840 — Section Through Doors, Merchants' Despatch Transportation Company Dairy Car. Figs. 841-842 DOORS AND FIXTURES. 523 Side Door False Post Fig. 841 — End Door and False or Movable Post for Side Door of Erie Railroad Automobile Box Car. American Car & Foundry Company. Hand hold to be located ' at each corner except corner tr/th braty mast Fig. 842 — Drop End Door for Pennsylvania Railroad Gondola Car. 524 DOORS AND FIXTURES. Figs. 843-847 y x Serf ion through irancf Side Sill. Fig. 843— Jones Peerless Door for Box Cars Car Door Company. tv Fig. 844— Safety Snap Car Seal. E. T. Brooks & Co. Fig. 845— Horse Shoe Car Seal. E. J. Brooks & Co -jr Glass n; ^-j/^p - nnn Fig. 846 — Wooden End Door for Norfolk & Western Coaches. Parts of Doors. See Fig. 847. 1 Door Post or Jamb 2 Door MulHon 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 Sash 13 Lozver Door Sash Fig. 847— Wooden End Door for New York, New Haven & Hartford Coaches. Figs. 848-851 DOORS AND FIXTURES. 525 .-.^-^ liding Doors. End D Fig. 848— Steel Doors for Hudson & Manhattan Tunnel Cars Hale & Kilburn Company. Fig. 849— Si eel End Door for Steel C o ache s. Hale & Kilburn Com- pany. - -jv _ :._. __ > . Fig. 850— Double Sliding Door Fixture. James L. Howard & Company Inside. Outside. Fig. 851— Steel Vestibule, End and Saloon Doors for Pennsylvania Railroad Steel Coachei Hale & Kilburn Company. 526 DOORS AND FIXTURES. Figs. 852-853 D§a Zt J^ r II E F'SX'TITIOH D OOf? n u n n u p -i ^-" — : ~~ ' T Loc/ret? 0oof. IE Eh O Do Of QfTOf* 5-eSH i t — r-~ - H 1 V-'^/ W/ w 3/oe: Vestibule: poo* 0- H7 CL L J d ^h -Hi s 5l£XE7 &*6GAG£: Ooo/? Fig. 852— Hollow Metal Doors. Hale & Kilburn Company. il 1 1 ; Wl „«„, r (J ^ n c tFa Fig. 853 —Hollow Steel Doors for Steel Subway Cars. Grinden Art Metal Company. Figs. 854-863 DOORS AND FIXTURES. 527 Fig. 854— Hollow- Steel Baggage Car Door. Art Metal Company. Grinden Fig. 857-— End Steel Door, S h o w i n p Drop Sash an d L o w e r Half of Door of Panel Con- struction. Fig. 858— Acme Steel Sliding Side Door, Arranged lor Two Lights of G ! a s s, with Round Cor- ners and Beading. Fig. 855— Acme Steel Vestibule D o o r with Panel. 1 * Fig. 859— Bod.v End Panel Door with Round Corners and Glass Beading. Fig. 856— Acme Steel Vestibule Side D o or. wit h o u t 1 'anel. Fig. 860— Mot o r- man's Steel Cab Door, with Curtain Grooves and Roller Box. Fig. 861 — Peerless Steel Baggage Car Door. Fig. 862 — Faultless Baggage Car Door. Fig. 863— Faultless Baggage Car Door. Acme Supply Company. 528 DOORS AND FIXTURES. Fig. 864 ELEVATION /Steel Panel ® ^ cs GLA55^' ,5tcel TYpical Steel Car Doors If l , A a 1 ~M © 4 © ( 3 i--- a_ 5 ® £i.tVATioM op Bolt on. .Sash. ■This portion of SAStt REMOVABLE FOR INSERTING GLASS Elevation Elevation of UrpER. Cornet*. OF SA5H ^ 1© - ttr^ 11 3*" ] _|®j; Details of End Doors ©1 il 1 1 U^JL (!) 1 i — i i Rubber.- 1 f i t & 5 Outside 11 Imsidi ■pART rLEVA-TIO< OF CURTAIN ROLL £• LEV ATI ON or Door, in Observation End \ (juide fob. Curtain \ ^^tLine of Curtain Box Door in Observation End. Elevation t®t ar Part Elevation or Door, 3howmg Louvres Steel Door with Louvres M ^n Wn -||(c)||-|! ||-|| HI 2|| ■ ■ii iru irn ini n 4- 14 3 6 a >) 5 - tfuflficu. Elevation .steel door, parts i Top Door Rail 2 Upper Panel 3 Lower. Panel 4-MrDDLE Rail 5 Bottom Door Rail 6 Door Stile 7 Upper .Sash .Scale of Details i ° . j . j ' . .i .J' iScale of Elevations i ° -j — I ' — i — i* o *s s Sliding Door H m. mmz?, 8 Lower Sash 9 Curtain Roll Box ioWire Screen Box u Curtain Guide 12 Glass Panel 13 Louvres 14 Door Mullion Fig. 864 — Steel Doors and Parts for Passenger Train Cars. Dahlstrom Metallic Door Figs. 865-868 DOORS AND FIXTURES. Pig- MS-Pneumatic Operating Apparatus for Sliding Doors. Consolidated Car Heating Compan 529 Fig. 866— Four Button Push Switch for Remote Control of -Magnetic Air Valves for Pneumatic Door Operators. Consolidated Car Heating Company. Fig. 867-Signal Light Box with Cover Removed for Motorman's Automatic Starting Signal Indicating All Doors of Tram Closed Con- solidated Car Heating Company. Fig. 868-Pneumatic Door Operator and Magnetic Valve, Showing Application to far Door Consolidated Car Heating Company. 530 DOORS AND FIXTURES. Figs. 869-876 Fig. 869 Yale Door Closer. Yale & Towne Manu- facturing C ompany. ^lTOIT^I ...| lis H J* ill Ml. U ?« eg ^S Fig. 871 — Interior of Vale Door Closer, Model V. \ ale & Towne Manufacturing Company. Fig. 373 Baggage Car Sliding Door Hanger. lames L. Howard & Company. fe^i^:^ Fig. 870— Sliding Door Hangers. Russell & Erwin Manufacturing Company. Fig. 872 -Stronach Car Door Check. Railway Supply & Curtain Company. Fig. 874 — Door Bottom and Corner Rollers. Dayton Manufacturing Ci nupany. ''■'< V -Hi, - < 14- 1 -> \ Fig. 875 — Application of Russwin Door Check. Russell & Erwin Manufacturing Company. Fig. 876 — Russwin Door Check. Russell & Erwin Manufacturing Company. Figs. 877-882 DOORS AND FIXTURES. 531 Fig. 879— Door Holder. Russell & Erwin Manufac- turing Company. Fig. 878— D o o r Stop. Russell & Fig. 877 — Door Holders. Adams E r w i n Manu- & Westlake Company. facturing Com- pany. J%^ \^ Is Fig. 880 — Door Stops and Holders. Russell & Erwin Manufacturing Company. Fig. 881— Sherburne Patented Car Door Holder. Sherburne & Company. Fig. 882 — Spring Hinge for Steel Vestibule Trap Doors. Transportation Utilities Co mpany. 532 FREIGHT CAR REFRIGERATION AND HEATING. Figs. 883-884 I46at?e Gain ?? y_ . JJ Section on Center Line '"" """ Front Elevation Fig. 883 — Bohn Standard Ventilator and Plug for Refrigerator Cars. White Enamel Refrigerator Company. Mopped wiih Two Coats of Trinidad Asphalt Fig. 884 — Bohn Standard Collapsible Bulkhead for Refrigerator Cars. White Enamel Refrigerator Company Figs. 885-886 FREIGHT CAR REFRIGERATION AND HEATING. 533 Z Ply Waterproof \ rtlfF Keystone HairFe/t. tfJLfw/r toper Keystone Hair Fe/f is covered on both sides trith paper and stitched through. tnsulafion ofceih'ng to be the soma as the ade of the car. 2 Ply Waterproof Fe/t Paper Fig. 885 — Insulation Details for Pennsylvania Railroad Steel Frame Refrigerator Cars. Fig. 886 — Refrigerator Car Insulation Details. Milwaukee Refrigerator Transit & Car Company. 534 FREIGHT CAR REFRIGERATION AND HEATING. Figs. 887-889 K -■: -H'/r H'H\ .-,- *l v ;./,-/>" ^< ( i Fig. 887 — Details of Ventilators for New York Central Produce Car. F'BREwove r f.,-r.,r.„ s , F/BFtEWOVE fJSREWOVE ttpera *ed by f ■ sir. Fig. 888 — Application of Fibrewove Insulating Paper to Refrigerator Car. Philip Carey Company. ,~ ETC El LING MVf FALSE CEILING * >: ^VV\ Fig. 889 — Diagram of Refrigerator Car, Union Fibre Company's Patent System, Showing Air Circulation. Figs. 890-891 FREIGHT CAR REFRIGERATION AND HEATING. 535 /I 4 Flooring /Paper (I layer) /$ Sheafhing' Floor. fi Sheathing 2Iayersfbper 2 b'nofe/r Roof. Car Body. Fig. 890 — Refrigerator Car Insulation. Union Fibre B^«*»^J^* & t . . 'Hatch Orate Cross Section. Elevation Shomng Framing. T Front Elevation. Fig. 891 — Collapsible Ice Bunker for Refrigerator Car. Union Fibre Company. 536 FREIGHT CAR REFRIGERATION AND HEATING. Figs. 892-896 Fig. 892— Non-Splash Drip Pan for Collapsible Ice Bunker. Union Fibre Company. Fig. 893— Leeds Ventilator for Refrigerator Cars, with Fop Removed. B, B are Air Passages; Plate P Prevents Air from Circulating Around Ventilator; O Shows Position of Drain- age Hole. Plug K is Shown Open for Ad- mission of Air to Ice Tank or Bunker. Fig. 894 — Leeds Ventilator for Refrigerator Cars. Arrow Indicates Deflector Which Carries Air into Passages, B, B. Union Fibre Company. 10 Roofing 1^x3 g 'Roof Rib l4-'x3l'SubRaffer Ibrs/on Proof Poof f Sub Roof 'Nai/ing Sfrip £ F/ax Linum g Biind Cei//ncr %'xl^Sfrip /Layer insu/afing Paper Ts Cei/ing Fig. 895 — Detail of Improved Refrigerator Car In- sulation. Union Fibre Company. Iq Main F/oor flonach Mica Surfaced 'Roofing / ' Coaf fit/drex Compound g Sub Floor 5frip 2 F/ax Lmum B/ind F/oor /Xg Stnp Sub F/oor B/ind F/oor Fig. 896 — Section Through Sides of Illinois Centra] Provision Car. Figs. 897-900 FREIGHT CAR REFRIGERATION AND HEATING. 537 Fig. 897 — Alcohol Burner for Alcohol Heating & Lighting Company's Heaters. Fig. 898 — Heater Box as Applied to Refrigerator Car, Showing Location of Heater Drums and Alcohol Supply Tanks. Fig. 899 — Cross Sections of Refrigerator Car Shown in Fig. 852, Showing Application of Heater. Alcohol Heating & Lighting Company. ' tama Fig. 900 — 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. 538 FREIGHT CAR REFRIGERATION AND HEATING. Figs. 901-903 STORAGE HEATER End View STORAGE HEATER Sectional End View STORAGE HEATER Longitudinal Section Fig. 901— Gold's Improved Storage Heater for Use in Refrigerator Cars During Cold Weather. Gold Car Heating & Lighting Company. 7bB Fig. 902 — Piping Arrangement for Gold's Improved Storage Heaters. Fig. 903— Gold's Improved Storage Heaters as Applied to a Refrigerator Car. Gold Car Heating & Lighting Company. Figs. 904-905 FREIGHT CAR REFRIGERATION AND HEATING. 539 Q r*. wf rf/y/TZtff/y jj. Y rA UE Jjr mWTTr. • r ^y///j varowvTfTffffff/^^ W'V'Jt. Fig. 904 — Heater System as Applied to Moore Patent Car. Refrigerator, Heater & Ventilator Car Company. FRESH AIR INTAKE Fig. 905 — Interior View of 36-ft. Moore Patent Car. Refrigerator, Heater & Ventilator Car Comp my. 540 FREIGHT CAR REFRIGERATION AND HEATING. Figs. 906-908 Fig. 906 — Air Circulation in Moore Patent Car When Arranged for Ventilation. Fig. 907 — Air Circulation in Moore Patent ( ar When Arranged for Heating Fi°\ 908- Air Circulation in Moore Patent tar When Arranged for Refrigeration. Refrigerator. Heater & Ventilator Car Company. Figs. 909-911. FREIGHT CAR REFRIGERATION AND HEATING. 541 Fig. 909— Wine Car Ventilating Shutter. Wine Railway Appliance Company. Fig. 910— Sections Through Wine Ventilating Shutter. Fig. 911— Car Equipped with Wine Ventilating Shutter and Steel Ladders. Wine Railway Equipment Compam 542 FREIGHT CAR REFRIGERATION AND ROOFS Figs. 912-915 'races/1 in in / jpace '•Braces B'/n This Space -Wood -Sheathing Wood Furring ■HairFett ~Gork --7 1 \ i / \ \ , / \ \ i '■ \ \ i \ \ ■ i \ \ i \ i- i i i \ ' \ i i \ I ' \ i / i \ \ / i i A i 9 1 i \ \ \ \ ' 1 \ \ \ i \ / y x ~> \ 7" ; \ \ \ ' / \ \ / \ \ \ / / \ \ / / \ \ / 1 ' 8 \ M , \ \ / — v { / v~ —A- / / / / / ' A- \ \ \ / / ' / J \ J / x \ ,' \ -^Z ZiSSCs Fig. 913 Tank End of American Car & Foundry Company Standard Beef Car. A§ A/r Space' Fig. 912— Cork Insulation Applied to Pennsylvania Railroad Refrigerator Car. Armstrong Cork Company. Fie 914— Camel Angle Carline. The Camel Company Fig. 915— Western Steel Carline. Western Railway Equipment Company. Figs. 916-918 FREIGHT CAR ROOFS. 543 * & Roof Sheets Section C-C. Pari Section d-A. Corner post flanged \orer to fit con four of \side and end sheet ^ \ for hood Fig. 916- -Details of Steel Roof for Summers All- Steel Box Car. — - i Fig. 917 — Roof of General Service Car. I Jump Car Company. National k— 2T—A Section A- A.. Section B'B. Fig. 918— Roof of Pennsylvania Railroad Steel Box Car Shown m Fig. 7. 544 FREIGHT CAR ROOFS. Figs. 919-921 --_£/,; "-^ — i7j "—^— ? 7 i " ^ Car lines Braces \~R'-*$s*- "V Roof Sheet .Notches Fig. 919— Christy Steel Car Roof Applied to Atchison, Topeka & Santa Fe Box Car. American Car Roof I ornpany. Fig. 920— Christy Steel Roof. American Car Roof Company Fig. 921— Hutchins All-Steel Steel Carline Runt Applied to Steel Frame Car. Hutchins Car Roofing Company. Figs. 922-923 FREIGHT CAR ROOFS. 545 Fig. 922 — Hutchins All-Steel Steel Carline Roof Applied to Wooden Car Hutchins Car Roofing Company. Fig. 922A — National Standard Roofing for Freight and Passenger Cars. Transportation Utilities Company. 5 feel Carline 5ection A-A Intermediate Roof 5heef Fig. 923 — Hutchins Camber All-Steel Roof. Hutchins Car Roofing Company. 546 FREIGHT CAR ROOFS. Figs. 924-927 Fig. 925 — Interior of Car Equipped with Hutchins Camber All-Steel Roof. i'carr. Belts iRi'/eh 16 {Holes 1 it „ X — T --- 8 '- 2 «__ Fig. 926— Rolled Steel Carline for Use in New York Central Lines Car Repairs. Section /_-, ° ^-3 Parts of Hutchins Type D Roof. A Lock Roll Joint B Torsion Eave Bead C Galvanized Roofing Sheets £ Galvanized Joint Rave Filler Piece F Galvanized Center Hood G Galvanized Saddle Cover Fig 927 — Hutchins Type D Outside Metal Roof. Hutchins Car Roofing Company. Figs. 928-933 FREIGHT CAR ROOFS. 547 Fig. 928— Hutchins Air Space Sectional Plastic Car Roof. Fig. 929— Hutchins All-Metal Inside Roof. Fig. 930— Hutchins Plastic Car Roof. Fig. 931— Hutchins Sectional Metal Inside Roof. Hutchins Car Roofing Company. Joint Cap Joint Piece Sheet Ridge Joint at Ridge Fig. 932— Det tils of Hutchins Type D Outside Metal Roof. See also Fig. 927. Hutchins Car Roofing Company. pig 933_Type L Carline for Use with Steel Side Plates. Cleveland Car Specialty Company. 548 FREIGHT CAR ROOFS. Figs. 934-938 Fig. 934 — Cleveland Type B Pressed Steel Carline with Wide Ends. Cleveland Car Specialty Company. [ MPORTANT : AM bolhs to K^vt not-locKJ. !- 4-f-l J?- ra ra Fig. 935 — Cleveland Type B Pressed Steel Carline. Heavy Pattern with Diminishing Ends. Cleveland Car Specialty Company. Fig. 936 — Cleveland Pressed Steel ( arline. Cleveland Car Snecialtv Comnanv. Fig. 937— Cleveland Pressed Steel Channel Carline for Outside Roofs. Cleveland Car Specialty Company. Fig. 938 — Pressed Steel End Plate. Cleveland Car Specialty Company. Figs. 939-940 FREIGHT CAR ROOFS. 549 p 4 j \ ter*"*" — - ,L -~ \ uHl tst nT^fo ^ ^ ***»> Uetail of Running Board Saddle. F-F tAj.v Detail of Side and Fnd Plate Connection. Method of Attaching Roofing Sheet at Fnd Plate. Section at Side Plate Between Carlines. Fig. 939— Franklin Freight Car Roof. Detail of End and Side Fascias. 5ecfion C-C. Fig. 940— Murphy XLA Flexible Roof. Standard Railway Equipment Company. 550 FREIGHT CAR ROOFS. Figs. 941-942 A 1 ' — H-— > HP % k'll t Si'efe£/evcrf/cn of /?f _i Enforced $ewatEr?dofCarline ~-^ Eave Washer Running Board Saddle Angle I , Running Board Splice Plate L a feral Running Board Bracket Section C-C L a feral Running Board Saddle Fig. 944 — Chicago Common-Sense All-Steel Steel Carline Roof No 100. Chicago-Cleveland Car Roofing Company. 552 FREIGHT CAR ROOFS. Figs. 945-947 Fig. 945 — Chicago Improved Inside Metal Roof No. 2 Chicago-Cleveland Car Roofing Company. SECTION AT END Fig. 946 — Chicago Corrugated Pressed Steel Carline. Chicago-Cleveland Car Roofing Company Fig. 947 — Chicago Corrugated Pressed Steel Carline. Chicago-Cleveland Car Roofing Company Figs. 948-950 FREIGHT CAR ROOFS. 553 Fig. 948— General Arrangement for Box and Refrigerator Lars of Chicago Trussed Steel Carline Xo. 21. Chicago-Cleveland Car Roofing Company. ?/£G5 POLE B*'aC? |&— Xfj&ACE CARLl\£ Fig. 949 — Model System of Roof Bracing. Chicago- Cleveland Car Roofing Company. Fig. 950 — Application of Carey's Three-Ply Burlap Center Freight Car Roofing. Philip Carey Company. 554 MISCELLANEOUS FREIGHT CAR DETAILS. Figs. 951-954 w ^j&Lss^,^ . .- . ~ -J'.'.'' Fig. 951— Cleveland Pressed Steel End Tie Band for Box and Stock Cars. Cleveland Car Specialty Company. Fig. 952— Wine Safety Thimble. Wine Railway Ap- pliance Company. Fig. 953— Wine Steel Ladder. Wine Railway Ap- pliance Company. Fig. 954 — American Car & Foundry Company 6-in. Steam Jacketed Outlet Valve for Tank Cars. Fiejs. 955-960 MISCELLANEOUS FREIGHT CAR DETAILS. 555 Q. s~\ H---H Jp 3^ I 16 -1 r- f '^^%^ Fig. 955 — Safety Appliance Thimble. Waugh Draft Gear Company. J, 0f JaM) gt rri~j miM) -^ jHfc&M t=3s "^t4 -^T")^ S» '*©, ^F Fig. 956 — Security Interlocking Ladder Bolt. D. R. Xiederlander. 4-=1r*- Sfr'mger Seal Ring. h — ** 5f -* Stringer Seat Pin. ZJ _2 Diam. y ,4- H |-=i v — s — »i m \h"T H ii Ub-U k _?5_^__^: Sirinaer- Seat Pocket: Section A-B. \U-JI— -HI i, — 4j*— H Stringer Seal Fig. 957 — Upper Deck Stringer Pocket for Union Pacific Steel Automobile Cars. Fig. 958— Collapsible Stake Pocket. U. S. -Metal & .Manufacturing Company. ■ wm i ■ ■ ... ..,„, '"Vf -d^^^mma H y^U 1 #^tfi ■•! Mil nil 1 ■ Fig. 959 — American Car & Foundry Company Col- lapsible Stake Pocket. '1 r -+ I M T;f -p t^z Angles ij* if ff Brackets 2"xf 6 4 8 15 - 5 "7, ~ D.am. Rungs i ■iii- -I8+- Fig. 960— Safety Appliance Ladder. Al- legheny Forging Company. 556 FREIGHT CAR TRUCKS. Figs. 961-963 Fig. 961 — Acme Steel Freight Car Ladder. Acme Supply Company. Fig. 962 — Gould Truck Frame, Z-Type Bolster and Journal Boxes for 50-Ton Capacity Cars. Gould Coupler Company. Fig. 963 — Fox Truck for 50-Ton Capacity Car. Pressed Steel Car Company. Figs. 964-965 FREIGHT CAR TRUCKS. Parts of Fox Trucks, Figs. 963 and 965. 557 A Side B Transom C Transom Reinforcing Angle D Pedestal .-Ingle E Pedestal Wearing Piece F Pedestal Bolt G Spring Plank H Spring Plank Hanger I Spring Plank Hanger Pin K Lower Spring Plank Hanger Pin L Pedestal Bracket M Pedestal Spreader N Side and Transom Connection O Brake Beam F.nd Hanger Bracket P Spring Seat Q Combined Spring Plank Seat and Hanger Arm Bearing R Spring Plank Hanger Bearing S Bolster Channel T Center Plate U Center Plate Support V Reinforcing End Casting W Side Bearing X Spring Cap Y Top Tie Plate Fig. 964 — Gould Improved Cast Steel Truck. , ..^g£ Fig. 965 — Fox Truck with Swing Motion Bolster for 40-Ton Capacity Car. Pressed Steel Car Company. 558 FREIGHT CAR TRUCKS. Figs. 966-967 Contour of Center P/ofe. Fig. 966 — Truck for New York Central 40-Ton Capacity Box Car. K--^- 1 Centers 1 Fig. 967— Bettendorf Cast Steel Truck for Caboose Cars. The Bettendorf Company. Figs. 968-970 FREIGHT CAR TRUCKS. 559 Fig. 968 — Parts of Bettendorf Swing Motion Truck. The Bettendorf Company. Fig. 969 — Bettendorf Swing Motion Truck for 30-Ton Capacity Car. The Bettendorf Company. Fig. 970 — Variable Load Brake Truck with Semi-Equalized Frame. The Bettendorf Company. 560 FREIGHT CAR TRUCKS. Figs. 971-973 Fig. 971 — Bettendorf 70-Ton Capacity Equalized Truck. The Bettendorf Company ■4 k Fig. 972 — Pennsylvania Railroad 70-Ton Capacity Truck with Crown Cast Steel Side Frame. Fig. 973 — Pennsylvania Railroad 70-Ton Capacity Truck with Crown Cast Steel Side Frame. Figs. 974-976 FREIGHT CAR TRUCKS. 561 Fig. 974 — Barber Lateral Motion Device Applied to 40-Ton Capacity Bettendorf Truck. Standard Car Truck Company. \^- — rs" -1 t 1 " • * , .. ,. O O • O O • • . i .1 T ^"*tf"*/6"Pfofe • • • • • i I I .. • Fig. 975 — Barber Double Action Freight Truck for 50-Ton Capacity Cars. Standard Car Truck Company. \*—24j Max.—> 33 Wheel 6'Mournar ~ : " Fig. 976 — Barber Double Action Freight Truck for 70-Ton Capacity Cars. Standard Car Truck Company. 562 FREIGHT CAR TRUCKS. Figs. 977-978 Fig. 977 — Barber Lateral Motion Roller Hearing Freight Truck. Standard Car Truck Company. Fig. 978— Barber Double Action Arch Bar Type Truck. Standard Car Truck Company. Figs. 979-981 FREIGHT CAR TRUCKS. 563 pig. 979— Barber Lateral Motion Roller Bearing Freight Truck with Bettendorf Type of Side Frame anc Bolster. Standard Car Truck Company. Fig. 980— Fox Pressed Steel Truck. Pressed Steel Car Company. Fig. 981 — Six-Wheel Truck for 90-Ton Capacity Norfolk & Western Gondola Car Shown in Fig. 59. See also Figs. 982 and 983. American Steel Foundries. 564 FREIGHT CAR TRUCKS. Fiss. 982-983 . >A Fig. 982— Six-Wheel Truck for Norfolk & Western 90-Ton Capacity Gondola Car Shown in Fig. 59. &0- U*-- ---4'S'- 1 4-6 - J Section A-A-A-A T-5-- i N EB I I 3-IDf Side Beannp dn - TIA^ V--, '-6- -tty- Fig. 983 General Arrangement of Truck for Norfolk & Western 90-Ton Capacity Gondola Car Shown in Fig. 59. See also Figs. 981 and 982. American Steel Foundries. Figs. 984-986 FREIGHT CAR TRUCKS. 565 Fig. 984 — American Steel Foundries Andrews Side Frame Truck. Fig. 985 — Vulcan Truck. American Steel Foundries. Fig. 986 — Diamond Arch Bar Truck for 30, 40 or 50-Ton Capacity Cars. American Car & Foundry Company. 566 FREIGHT CAR TRUCKS. Figs. 987-988 7-*-—* Fig. 987— Truck for Baltimore & Ohio 70-Ton Capacity Car. Buckeye Steel Castings Company. / V ) I 1 Fig. 988 — Summers Balanced Side-Bearing Truck. Summers Steel Car Company. Figs. 989-990 FREIGHT AND PASSENGER TRAIN CAR TRUCKS. 567 Fig. 989 — Swing Motion Diamond Arch Ear Truck for 50-Ton Capacity Cars. Parts of 1 Wheel 30 2 Axle 37 3 Journal Box 4 Journal Box Lid 43 5 Pedestal 44 6 Pedestal Tie Bar 45 7 Pedestal Stay Pod 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 59 21 Middle Transom (for Six- 60 Wheel Truck! 61 22 Outside Transom (for Six- 62 Wheel Truck) 63 23 Transom Tie Rod 64 23a Extra Transom 7 ie Rod 66 24 Transom 7 russ Rod 67 25 Transom 'Truss Block 68 26 Transom 'lie Rod Washer 69 27 Friction Block 70 Trucks. See Figs. 989, 991 and 1010. 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 Lower Swing or Spring Hanger 84 Pin or Spring Plank Pin 86 Swing Hanger Pin Bearing 87 End Axle Guard 88 Axle Safety Hanger 89 7 ransom and End Piece Tie Rod 90 Center . Ixlc Guard 91 Truck Side Bearing 92 Side Bearing Arch 93 Truck Center Plate 95 Center Plate Block 97 Center Bearing 'Tup Arch Bar 98 Center Bearing Bottom . Irch Bar 109 Safety Chain 130 Safety Chain Hook 131 Safety Chain Eye Bolt Equalizing Bar Equalizing Bar Spring Cap Equalizing Bar Spring Seat Bolster Spring Seat Bolster Spring Cap Spring Block Equalizing Bar Spring Bolster Spring Brake Plead Brake Beam Brake Hanger Brake Hanger Carrier Brake Beam Safety Chain Brake Safety Chain Eye Bolt Brake Beam Safety Hanger Re/ease Spring Brake Lever Brake Lever Fulcrum Dead Lever Guide Bottom Brake Rod Brake Shoe Column [Salt End Piece Corner Plate Transom Corner Plate Fig. 990 — Four-Wheel Steel Truck for Passenger Train Cars. The Harlan & Hollingsworth Corporation. 568 PASSENGER TRAIN CAR TRUCKS. Figs. 991-993 ¥?$! Fig. 991 — Four-Wheel Passenger Truck with Wooden Frame. See Page 567 for Names of Numbered Parts. ^ i Itrf I .: UTTTTTV ■■.( !£«[ " ^ ~*PK ' Fig. 992 — Four-Wheel Truck for Pennsylvania Railroad Steel Cars. Fig. 993 — Four- Wheel Truck for Narrow Gage Cars. The Wason Manufacturing Company. Figs. 994-997 PASSENGER TRAIN CAR TRUCKS. 569 .* > im Fig. 994 — Truck for Eric Steel Suburban Car Shown in Fig. 147. Pressed Steel Car Compani Fig. 997 — Arch Bar Truck with Swing Bolster for Long Island Railroad Steel Baggage Car. 570 PASSENGER TRAIN CAR TRUCKS. Figs. 998-1001 Fig. 998 — Four-Wheel Truck for Electric Motor Car. Standar d Mo tor Truck Company. Fig. 999 — Four-Wheel Top Equalizer Truck. Commonwealth Steel Company. — • '""?a;B%Pi Fig. 1000 — Four-Wheel Truck with Rolled Steel Frame. American Car & Foundry Company. Fig. 1001 — Four-Wheel Steel Frame Truck. The Harlan & Hollingsworth Corporation. Figs. 1002-1005 PASSENGER TRAIN CAR TRUCKS. 571 Fig. 1002 — Genera] Arrangement of Four-Wheel Steel Truck Shown in Fig. 1003. Fig. 1003 — Philadelphia & Reading Four-Wheel Steel Truck with Clasp Brake Arrangement. The Harlan & Hollingsworth Corporation. Fig. 1004 — Four-Wheel Trailer Truck for New York, Westchester & Boston Steel Suburban Car. Fig. 1005 — Commonwealth Steel Company's Four- Wheel Cast Steel Truck. 572 PASSENGER TRAIN CAR TRUCKS. Fig. 1006 Fig. 1006— Present Standard Four-Wheel Steel Passenger Truck Used on the Pennsylvania Railroad. Figs. 1007-1008 PASSENGER TRAIN CAR TRUCKS. 573 Section A- A ■■ 4'-$"- Fig. 1007— Standard Four-Wheel Steel Passenger Car Truck Modified for Use Under Motor Cars on Electrified District of the Pennsylvania Railroad at Philadelphia. Fig. 1008 — Commonwealth Steel Company's Six-Wheel Cast-Steel Truck. 574 PASSENGER TRAIN CAR TRUCKS. Figs. 1009-1010 Fig. 1009 — Six-Wheel Top Equalizer Truck. Commonwealth Steel Company. Fig. 1010— Six-Wheel Wooden Frame Passenger Truck. See Page 567 for Names of Numbered Parts. Figs. 1011-1012 PASSENGER TRAIN CAR TRUCKS. 575 Fig. 1011— Six-Wheel Truck for Pennsylvania Railroad Steel Cars. Section C-D. Section A-B. Fig. 1012 — General Arrangement of Pennsylvania Railroad Six-Wheel Steel Truck Shown in Fig. 1011. 576 PASSENGER TRAIN CAR TRUCKS. Figs. 1013-1015 Fig. 1013— Six-Wheel Steel Truck. Standard Steel Car Comp any. Fig. 1014 — Six-Wheel Steel Truck. The Harlan & Hollingsworth Corporati Fig. 1015— Six-Wheel Truck with Commonwealth Cast Steel Frame. The Harlan & Hollingsworth Corporation. Figs. 1016-1017 PASSENGER TRAIN CAR TRUCKS. 577 Fig. 1016 — Philadelphia & Reading Six-Wheel Truck with Clasp Brake Arrangement. The Harlan & Hollingsworth Corporation. Fig. 1017 — Six- Wheel Truck with Side Frame and P edestals Forged in One Piece. J. G. Brill Company. 578 PASSENGER TRAIN CAR TRUCKS. Figs. 1018-1019 Fig. 1018 — Grand Trunk Steel Frame Truck. Pressed Steel Car Company. Half Side Elevation Half Section X-X. Fig. 1019 — New York Central Six-Wheel Truck with Top Equalizers Clasp Brake Arrangement. Fig. 1020 PASSENGER TRAIN CAR TRUCKS. 579 580 TRUCKS AND JOURNAL BOX DETAILS. Figs. 1021-1023 Fig. 1021— Six-Wheel Truck with Rolled Steel Frame. American Car & Foundry Company. Extended. Closed. Fig. 1022 — Security Dust Guard. Western Railway Equipment Company. Fig. 1023 — Harrison Dust Guard. Harrison Dust Guard Company. Figs. 1024-1029 JOURNAL BOXES AND DETAILS. 581 Mi T\ r j : " '- - \ (J Fig. 1024 — Standard M. C. B. Journal Box with Creco Lid, for 4ji in. by S in. Journals. Chicago Railway Equipment Company. Fig. 1025— Standard M. C. B. Journal Box with Creco Lid. for 5 in. by 9 in. and 5J4 in. by 10 in. Journals. Section A-A Holt Section B~B. Fig. 1026 — Kensington Steel Journal Box with Outside Lid Spring. Section A-A. Halt Section B-B. Fig. 1027 — Kensington Steel Journal Box with I nside Lid Spring. Union Spring & .Manufacturing Company. *-. .... Fig. 1028 — Kensington Steel Journal Box with Fig. 1029 — Kensington Steel Journal Box with Outside Lid Spring. Inside Lid Spring. Union Spring & Manufacturing Company. 582 JOURNAL BOXES AND DETAILS. Figs. 1030-1034 i L// Fig. 1030— Buffalo Journal Box for 5 in. by 9 in. Journals. The Pratt & Letchworth Company. Fig. 1031— Buffalo Journal Box. The Pratt & Letchworth Company. <- 6 j , .. 1 ___ (T,____ 3" *-&* 8 / Fig. 10;2 — Cast Steel lournal Box for 6 in. by 11 in. Journals. Buckeye Steel Castings Company. Section A-B Half Section C~D Half rront View Heavy Spirn! jedior? L A Compression Jprina j^a vm'^ rn Ffof Spring Half Top View Sec-r/on A-if? Figs. 1033 and 1034— Acme Journal Box. Acme Steel & Malleable Iron Works. Figs. 1035-1039 JOURNAL BOXES AND DETAILS. 583 Fig. 1035— National Coiled Spring Journal Box and Parts (Patented). Fig. 1036— National Coiled Spring Journal Box, Open and Closed. Fig. 1037 — National Coiled Spring Journal Box for Scullin Truck (Patented). Fig. 1038— National Coiled Spring Journal Box for Vulcan Truck (Patented). ■::;;=;-■$ : 'v?^ ■';-'■ -'-'■ ' Fig. 1039— National Flat Spring Journal Box and Parts (Patented). National Malleable Castings Company. 584 JOURNAL BOXES AND DETAILS. Figs. 1040-1046 Fig. 1040 — National Equalizing Wedge and Coiled Spring Journal Box (Patented). National Malleable Castings Company. Fig. 1042 — National Equalizing Wedge (Patented). National Malleable Castings Company. Fig. 1043 — 1'inless Lid Journal Box, Open. Fig. 1041— National Coiled Spring Journal Box with Steel Inserts for Passenger Trucks (Pat- ented). National Malleable Castings Com- pany. Fig. 1044 — Inset Lid Journal Box Fig. 1045— Journal Box with M. C. B. Lid. Fig. 1046— Pinless Lid Journal Box, Closed. Gould Coupler Company. Figs. 1047-1051 JOURNAL BOXES AND DETAILS. 585 Fig. 1051 — Sectional View of Symington Pedestal Truck Journal Box Fig. 10S0A— Symington Flexible Journal for Passenger and Electric Car Service, with Pivot Lid Box Dust Guard. and Central Spring Pressure. T. H. Symington Company. 586 JOURNAL BOXES AND DETAILS. Figs. 1052-1058 Fig. 1052— Position of Pinless Lid for M< Cord Journal Box After Application. Fig. 1053— McCord Malleable Iron Journal Box for Arch Bar Trucks, with Coil Spring Lid in Open Position. Fig. 1054— Position of Lid for Appli cation. Fig. 1055— Hinge Lug of Box. McCord Pinless [ournal Box Lid. Fig. 1056 — Lid, Showing Integral Cast Trunnion. n.'.- ->-:... Fit 1057 M. Clo „.--.- A;—- -McCord 5 i C. B. Dust sed Position, n. by 9 in. Journal Box with Guard ami Wedge; Lid in Showing Locking Lips. Fig. 1058— McCord Malleable Iron Pedestal Truck Journal Pox with Continuous Steel Inserts for Protection of Pedestal Channels. McCord & Company. Figs. 1059-1063A JOURNAL BOXES AND DETAILS. 587 Fig. 1059— McCord Steel Journal Box with Coil Spring Pinless Lid, for Arch Bar Trucks. Fig. 1060— McCord Steel Journal Box with Coil Spring Pinless Lid, for Freight Pedestal Trucks. Fig. 1061— Steel Cellar Perforated Ready for Mold. Fig. 1061A — Finished Box After Pouring. McCord & Company. Fig. 1062— Scullin Journal Box. Scullin Steel Compan}'. Fig. 1063— Davis Pressed Steel M. C. B. Journal Box Lid. Davis Brake Beam Company. Fig. 1063A— Davis Pressed Steel Side Hung Journal Box Lid. Davis Brake Beam Company. 588 JOURNAL BOXES AND DETAILS. Figs. 1064-1070 Fig. 1064— Randall Graphite Sheet Lubricant Ap- plied to Journal Bearing. Strong, Carlisle & Hammond Company. Fig. 1066— A. B. C. Journal Bearing and Wedge A. B. C. Bearing Corporation. Fig. 1065 — Virginia Journal Box Dust Guard. Virginia Equipment Company. s Fig. 1067— A. B. C. Wedge Fitted to M. C. B. Journal Bearing. Fig. 1068— Section Through A. B. C. Journal Bear- ing and Wedge. A. B. C. Bearing Corporation. Fig. 1069 — Packing Guard in Position in Journal Box. Nuway Packing Guard Company. Fig. 1070— Barber Roller Bearing Lateral Motion Journal Box. Standard Car Truck Company. Figs. 1071-1075 JOURNAL BOXES AND DETAILS. 589 - 22441* Fig. 1071 — Ball Bearing for New York, New Haven & Hartford 5 in. by 9 in. Journal. S. K. F. Ball Bearing Company. Fig. 1072— S. K. F. Ball Bearings. S. K. F. Ball Bearing Company. Fig. 1073 — Perfecto Bronze Bearing. Ajax Metal Company. Fig. 1074 — Roller Bearing for 5 in. by 9 in. Journal. Standard Roller Bearing Company. Fig. 1075 — Roller Bearings Applied to Axles of a Passenger Car. Standard Roller Bearing Company 590 CENTER BEARINGS Fig. 1076-1080 r.ttTi;-., -'§: <-_A _g y^gSIBjSSr-. JC ~^ M g£B±j- T i— "'Z^ j^wVy-, Fig. 1076 — Miner Center Plate Shim as Applied to Passenger Equipment with Six-Wheel Trucks. W. H. Miner. ,37 Steel Rollers Fig. 1077— Coleman Bolster-Locking Center Pin. W. H. Miner. Fig. 1078 — Barber Roller Center Bearing, IS in. Diameter, 37 Rollers. Standard Car Truck Company *ri>~ Fig. 1080 — Barber Roller Center Bearing. Standard Car Truck Company. Fig. 1079 — Hartman Ball Bearing Center Plate. Joliet. Railway Supply Company. ' Figs. 1081-1085 CENTER AND SIDE BEARINGS. 591 f— J f { Hole, * f A/* L-j^J £Vj/ Steel Roller -Jg— 1 gsg| _i U L \ Rolled Steel Pin Side View 8 Fig. 1081 — Wine Self-Centering Roller Side Bearing. Equipment Improvement Company Fig. 1082 — General Arrangement of 12 in. Roller Center Plate. Edwin S. Woods & Company. Fig. 1083— Roller Center Plate. Diameter of Roller Circle, 12 in; Number of Rollers, 40; Diameter, 2'- 4 in.; Length, 3J 4 in. Edwin S. Woods & Company. Fig. 1084— Norwood Roller Side Bearing. T. H. Symington Company. Fig. 1085 — Baltimore Bali-Bearing Center Bearing. T. H. Symington Company. 592 SIDE BEARINGS. Figs. 1086-1090 L u —o I O u Fig. 1086— Miner Single Roller Side Bearing as Applied to Passenger Equipment Six-Wheel Trucks. W. H. Miner. Fig. 1087 — Miner Single Roller Side Bearing as Applied to Truck Bolsters for Freight Equip- ment. W. H. Miner. Fig. 1089 — Joliet Roller Side Bearing. Joliet Rail- way Supply Company. RANGE' OF MOVEMENT d r i r : | III 1 i « ! i ; t i - RANGE OF MOVEMENT n Q \M Fig. 1088 — Lateral Motion Device for Pedestal Trucks. Standard Car Truck Company. Fig. 1090— Perry Roller Side Bearing. Joliet Rail- way Supply Company. Figs. 1091-1096 SIDE BEARINGS. 593 Fig 1091— Tip Roller Side Bearing Applied to 50-Ton Capacity Freight Car. Edwin S. Woods & Company. . .. ^■.•^..■.,:...^......„ | ^ rtaj | i | tfa J Fig. 1092 — Passenger Train Car Side Bearing Edwin S. Woods & Company. Fig. 1094 — Passenger Train Car Side Bearing Show- ing Roller and Springs. Edwin S. Woods & Company. <3'tfe..; _ Fig. 1093 — I'arts of Single Roller Side Bearing for Freight Cars. Edwin S. Woods & Company. Fig. 1095— Single Roller Side Bearing for Freight Cars. Edwin S. Woods & Company. Fig. 1096 Lateral Motion Combined Roller Seat and Spring Cap. Standard Car Truck Company. 594 SIDE BEARINGS. Figs. 1097-1100 Fig. 1097 — Barber Roller Side Bearing for Freight Cars. Standard Car Truck Company. Fig. 1098 — Barber Roller Side Bearing for Six-Wheel Passenger Train Car Truck. J Fig. 1099— Type C Stucki Side Bearing for Freight Fig. 1100— Type B Stucki Side Bearing for Passen- and Passenger Train Cars. ger Train Cars. A. Stucki Company. Figs. 1101-1106 SIDE BEARINGS. 595 Fig. 1101 — Parts of Susemihl Side Bearing. Fig. 1102— Susemihl Side Bearing for Four-Wheel Passenger Train Car Trucks. Fig. 1103 — Susemihl Side Bearing for Six-Wheel Passenger Train Car Trucks. American Steel Foundries. Fig. 1104 — Susemihl Side Bearing for Freight Car Trucks. American Steel Foundries. Fig. 1105 — Susemihl Side Bearing with Top Removed. Fig. 1106 — Susemihl Side Bearing for Freight Car Trucks, with Top Removed. American Steel Foundries. 596 SIDE BEARINGS. Figs. 1107-1110 Fig. 1107— Cardwell Rocker Side Rearing. Fig. 1108— Side Plate of Carrier for Cardwell Rocker Side Bearing. Fig. 1109 — Rocker Carrier and Rocker for Cardwell Rocker Side Bearing. Cardwell Manufacturing Company. Fig. 1110 — Creco Roller Side Bearing Applied to Bearing Bridge of Six-Wheel Truck. Figs. 1111-1117 SIDE BEARINGS. 597 ^^^mm Fig. 1111 — Creco Covered Roller Side Bearing. Fig. 1112 — Creco Covered Roller Side Bearin Applied to Bearing Bridge of Six-Wheel Truck. IE- Fig. 1113 — Creco Covered Roller Side Bearing for Freight Car Trucks. fcS ,i 11 iiji i'i !:;: ; ; ; ■ 3__Ui — ^ '^-J-r "' lM**J \ r~ly^' r — . ' — " ^ — ^~* Fig. 1114 — Creco Covered Roller Side Bearing for Four-Wheel Passenger Train Car Trucks. Fig. 1115 — Creco Roller Side Bearing for Freight Cars. S^ -II l r; » i a I 1 ■Si- Fig. 1116 — Creco Roller Side Bearing Xo. 7-A for Six-Wheel Passenger Train Car Trucks. Fig. 1117 — Creco Roller Side Bearing No. 4-A for Four-Wheel Passenger Train Car Trucks. Chicago Railway Equipment Company. 598 SIDE BEARINGS. Figs. 1118-1124 Fig. 1118- Economy Roller Side Bearing. -4- -4" - Fig. 1120 — Economy Roller Side Bearing for New York Central Lines. Fig. 1122— Drexel Roller Side Bearing. Fig. 1119— Economy Inverted Style Roller Side Bearing for Freight Service. patt.no S-IO Fig. 1121 — Economy Double Roller Side Bearing for Freight Service. Fig. 1123— Drexel Single Roller Side Bearing for Fig. 1124 — Economy Single Roller Side Bearing for Freight Service. Freight Service. Chicago Railway Equipment Company. Figs. 1125-1129 SIDE BEARINGS AND BOLSTERS. 599 Fig. 1125 — Drexel Double Roller Side Bearing for Freight and Passenger Service. Fig. 1126 — Drexel Five-Roller Side Bearing for Passenger Service. Fig. 1127 — Drexel Five-Roller Side Bearing for Freight Service. Chicago Railway Equipment Company. -6—^~6i^- V— ,t~Jc r r '-z^M^C^Jri- - J -_-j J _- „2-_-j J J 2 J J - 2j2-_-_2- i .-_2-_-_2- I'PMe .,.- ■- J : ... j O j j j j J J J 'j f Plate -^ :r5: ^==P^ O J J J a-: j_ J j j j j j ' y j -\y Fig. 1128 — American Car & Foundry Company Standard Truck Bolster for 40-Ton Capacity Car; ■ . . ; ;; Fig. 1129 — Cast Steel Truck and Body Bolsters for Freight Cars American Steel Foundries. Note. — For Other Views of Body and Truck Bolsters Combined See Body Holsters. 600 TRUCK BULSTERS. Figs. 1130-1133 13 i -|3gf- 5t -^ Fig. 1130 — Cast Steel Truck Bolster for Freight Cars. American Steel Foundr Fig. 1131 — Box Shape Cast Steel Truck Bolster for Freight Cars. American Steel Foundries. m^i-f.r^nXm^ Fig. 1132— T-Shapc Cast Steel Truck Bolster for 30 to 50-Ton Capacity Freight Cars. American Steel Foundries. Fig. 1133— I- Shape Cast Steel Truck Bolster for 30 and 40-Ton Capacity Freight Cars. American Steel Foundries. Figs. 1134-1131 TRUCK BOLSTERS. 601 Fig. 1134 — Simplex Truck Bolster for 40-Ton Capacity Freight Cars. American Steel Foundries - *m(U Fig. 1135 — Bettendorf Truck Bolster and Spring Plank for Freight Cars. Bettendorf Axle Company. Fig. 1136— Empire Truck Bolster for Freight Car;. U. S. Metal & Manufacturing Company. -jfr -B'e'— -7'4'— ^L_^ - \& --LQ.:f®$\Q 0-?0 Q Q 3),*^ i~3 v o Q, Q 3535Q' y i •I * 35C t^— 33 ^-"~»™"^- -------^^--— -S$i_--- --, -- i — ;- j «» |'j j j y jjr •:_. - j j v J -j .> J i Q 4 1" Fig. 1137— Monitor Truck Bolster for 40-Ton Capacity Freight Car;. Chicago Railway Equipment Company. Fig. 1138— Monitor Truck Bolster with Creco Roller Side Bearings for Freight Cars. Chicago Railway Equipment Company. 602 TRUCK BOLSTERS. Figs. 1139-1141 La Plan of Body Bolster Section 5howingMelhoctot Connecting Spring Plunk Fig. 1139 — Cast-Steel Bolsters and Side Frame. Pittsburgh Steel Foundry Company. Fig. 1140 — Truck Bolster for Freight Cars. Scullin Steel Company. r~ -—.- /J *- r iig-p-r- - "1 C3l_ Contour of Center Plate rTC -Jl [U JJt,. ^r Section at Center "^E ~y~< O -? CD x o c o T"'o U-P'^i Section A- 3 ■■.Pr5h--- --'p< -', ^-^=irr~ 6-4- J 1 *— -i**6}^- i Fig. 1141 — Scullin Equalized Spring Plank. Scullin Steel Company. Figs. 1142-1144 TRUCK BOLSTERS. 603 Center Plate Contour K ~~ l0 ' Center Section Fig. 1142 — Cast Steel Truck Eolster. Pittsburgh Steel Foundry Company. Center Plate Contour Half Bottom Plan Fig. 1143 — Cast Steel Truck Bolster. Pittsburgh Steel Foundry Company. Fig. 1144 — Truck Bolster for 70-Ton Capacity Car. Pressed Steel Car Company. 604 TRUCK BOLSTERS Figs. 1145- 1148 A B 'LOCK 'KEEPER Fig. 1145 — End Arrangement Russel Spear-Edge Drop Stake Logging Bunk. Russel Wheel & Foundry Company. Fig. 1146— Russel Spear-Edge Cast Steel Drop Stake Logging Bunk. Russel Wheel & Foundry Company. Fig. 1147— Operation of the Russel Spear-Edge Bunk Russel Wheel & Foundry Company. Fig. 1148— Gould Improved Z-Type Cast Steel Truck Bolster for Freight Cars. Gould Coupler G ompany. Figs. 1149-1150 TRUCK BOLSTERS. 60S 4 o c ,,r, 1-4-r- - _- ; '-^ ±H ^n r - -/^/ Straight* L V I ^ Contour of Center Bearing °/6 I Contour o f ffof/er Beor/ng I Fig. 1149— Cast Steel Truck Bolster for Baltimore & Ohio 70-Ton Capacity Freight Cars. Buckeye Steel Castings Company. 7-44 n** -3 -2k I Center L ine F ulcrum Bracket T~o 4 CoV J ±WW gr -TV, O ' o o //v pun I ^L Section AS gzzzzza- B2Bggj ""nVf Section C-D ■13 Ti Max. — >) ' Section p-p Contour of Center Bearing Fig. 1150— Truck Bolster for SO-Ton Capacity Freight Cars. Buckeye Steel Castings Company. 606 TRUCK BOLSTERS. Figs. 1151-1154 Fig. 1151— Buckeye Cast Steel Truck Bolster for Freight Cars. Buckeye Steel Castings Company. Fig. 1152— Buckeye Cast Steel Truck Bolster for Freight Cars. Buckeye Steel Castings Company. Fig. 1153 — Commonwealth Cast Steel Bolster for Six- Wheel Passenger Train Car Truck. Commonwealth Steel Company Fig. 1154 — Bolster for Pennsylvania Railroad Ail-Steel Passenger Train Car Truck. Figs. 1155-1157 TRUCK FRAMES. 607 End Elevation Section at Center of Jo'j r na/ Fig. 1155 — Built-Up Steel Side Frame. Summers Steel Car Company. 5ecTionA-B Fig. 1157 — Buckeye Channel Section Truck Frame for 50-Ton Capacity Freight Cars. Buckeye Steel Castings Company. 608 TRUCK FRAMES. Figs. 1158-1160 bVol !| |3}[3jl ^f^H k--^'.— .- j jjj Half Top Plan mn k--/3- H -5$ =3- CT 1 SectiunA'B Half Bottom Plan Section C-P Section P'P s ' 8 / <— jr-H Fig. 1158— Buckeye Pedestal Channel Section Side Frame for 50-Ton Capacity Freight Cars. Buckeye Steel Castings Company. j — ^-Sect/on at Center ^o o o o o Bo7tonv~Tto n Fig. 1159— Truck Side Frame for Buffalo, Rochester & Pittsburgh 50-Ton Capacity Gondola Cars. Scullin Steel Company. Fig. 1160 Bettendorf Cast Steel Side Frame for Freight Car Trucks. The Bettendorf Company. Figs. 1161-1163 TRUCK FRAMES. 609 Fig. 1161— Cast Steel Truck Side Frame for Pennsylvania Railroad 70-Ton Capacity Freight Cars Ir-rf — f— V"----' ? T f"^ •g'V"- _"* I , , Top of Rail 7' Jf^J nf c "C( ( ^ - *r<- j j_j E2TIE O Q rf7j c -- ^A c ( i ( c ji 5cchonC{i ^ _ 7'#- J Fie. 1162 — Side Frame for Trucks of Pennsylvania Railroad 70-Ton Capacity Freight Cars. Fig. 1163 — Vulcan Cast Steel Truck Side Frame. American Steel Foundries 610 TRUCK FRAMES. Figs. 1164-1166 Fig. 1164 — Andrews Cast Steel Freight Car Truck Side Frame for Use with Short Tie Bars. American Steel Foundries. e'e- - T d g Rivets \---iofe- f af Ml V-6"-X- ^PW Hi Oussef P/afe Wefe/ed fo Cofc/mn by fhe Oxy-/$cefu/ene Process iCJ^-— ^ o ?*®° -^"6- _g£- X. -29- •^ — 5 >k 5 sf — 35- — >| -H-*' /) 3" K-l I2 p"- -H 1;*/?/„„,fe ; .-.5 P| | y h-*H Plan of Tie -3ar. Fig. 1165 — Freight Car Truck Side Frame Built of Rolled Steel Members Riveted Together. Murphy Equipment Company. Fig. 1166 — Forsythe Forged Steel Truck Side Frame. Allegheny Steel Company. Figs. 1167-1171 TRUCK FRAMES AND SPRINGS. 611 Fig. 1167 — Commonwealth Cast Steel Center Frame for Four and Six-Wheel Passenger Tram Car Trucks. Commonwealth Steel Company. Fig. 1168 — Commonwealth Cast Steel Center Frame Applied to Four- 'Wheel Truck. Commonwealth Steel Company. Fig. 1169 — Single Coil Controller Spring. Fig. 1170 — Double Coil Controller Spring. American Steel Foundries. V Fig. 1171 — Cast Steel Combined Column or Bolster Guides and .Spring Seats for Arch Ear Trucks. American- Steel Foundries. 612 SPRINGS AND PEDESTALS. Figs. 1172-1183 L . , 1 __^__ | t \znnn — ziznni iTir i u^^-i Fig. 1172-Sextuple Elliptic Spring. Fig- 1173-Quintuple Elliptic Spring. Fig. 1174-Quadruple Elliptic Spring il ! 1 1 1 1 1 1 ii ! 1 1 ! 1 i !i 1 1 i^j__^ 3 — i — i — i — ] | l 1 1 i ii 1 1 1 1 1 1 i V Fig. 1175— Graduated Quadruple Elliptic Spring. 4ltr — a'-— \\ £ » I gL Shrunk On / Fig. 1176 -Triple Elliptic Spring. Fig. 1177— Double Elliptic Spring 1 j~^~ -j . t~ J 1_ J ~- j r Section A-B. O r-^-ij — aJ^^i^-u.^ »1 "T ->i -*|/j<- S pring Pfontt J Fig. 1178 — Spring Dampener for New York, New W* Haven & Hartford Electric Motor Truck. w-3f-A<- iok'——A i u-?p 4M Fig. 1179— Triple Elliptic Bolster Spring Standard Steel Works Company. Fig. 1180— Pedestal of Six-Wheel Truck for Pitts- burgh & Lake Erie 100-Ton Capacity Flat Car. Fig. 1181 — McCord Spring Dampener. McCord & Company. Fig. 1182— Automatic Adjust- able dialing Plate for Pas- senger Trucks. Common - wealth Steel Company. Fig. 1183 — Four-Coil Bolster Spring. Figs. 1184-1188 WHEELS 613 -yzf~*\ Fig. 1184 — Cast Steel Combined Truck Column or Bolster Guide, Brake Hanger and Spring Seat. American Steel Foundries. Fig. 1185— Xo. 3 Krupp Wheel. Cast Fig. 1186— Xo. 14 Krupp Wheel. Iron Spoke Center with Tire Forged Steel Disc Center with Secured by Wrought Iron Retaining Tire Secured by Bute Fasten- Rings. ing. Thomas Prosser & Son. Fig. 1187— Xo. 1 Krupp Wheel. Forged Steel Disc Center with Tire Secured by Wrought Iron Retaining Rings. Fig. 1188— M. C. B. Standard Cast Iron Wheel for 50-Ton Capacity Freight Cars. Weight, 725 lbs. Association of Manufacturers of Chilled Car Wheels. 614 WHEELS. Figs. 1189-1194 Fig. 1189— Paige Plate Coach Wheel. Cast Iron Spider with Steel Plates Secured by Bolts. Fig. 1190— Paige Spoke Coach Wheel. Cast Iron Spoke Center with Tire Secured by Shrinkage, Retaining Rings and Bolts. Fig. 1191— Fused Coach Wheel. Cast Iron Plate Center with Tire Secured by Welding. Fig. 1192— Bolted Type Coach Wheel with Cast Steel Plate Center. ip Fig. 1193— National No. 2 Coach Wheel. Cast Tron Double Plate Center, Having Internal Ribs, with Tire Secured by Shrinkage and Gibson Retaining Ring. Fig. 1194— National No. 6 Coach Wheel. Wrought Iron Disc Center with Tire Secured by Shrinkage and Double Lip Retaining Rings. Railway Steel-Spring Company. Figs. 1195-1200 WHEELS. 615 Fig. 1195— National No. 6 Coach Wheel. Wrought Iron Disc Center with Tire Secured by Shrinkage and Mansell Retaining Rings. Fig. 1196— National No. 3 Coach Wheel. Cast Iron Spoke Center with Tire Secured by Shrinkage and Mansell Retaining Rings. Fig. 1197 — National No. 4 Coach Wheel. Cast Iron Double Plate Center, Having Internal Ribs, with Tire Secured by Shrinkage and Mansell Retaining Rings. Fig. 1198— Allen No. 9 Coach Wheel. Cast Iron Double Plate Center with Tire Secured by Shrinkage and Mansell Retaining Rings. Fig. 1199— Allen No. 11 Coach Wheel. Cast Iron Double Plate Center, Having Internal Spokes, with Tire Secured by Shrinkage, Bolts and Mansell Retaining Rings. Railway Steel-Spring Company Fig. 1200— Boies No. 2 Coach Wheel. Wrought Iron Disc Center with Tire Secured by Shrinkage and Integral Lock. 616 WHEELS. Figs. 1201-1208 Fig. 1201— Cast lnm Plate Center with Tire Held by Shrinkage and Bolts. Fig. 1203— Cast iron Plate Center with Tire Held by Shrinkage, Double Lip Retaining Rings and Rivets. P m Fig. 1205— Cast Iron Plate Center with Tire Held by Shrinkage, Mansell Retaining Rings and Rivets. f Fig. 1207 — Cast Iron Plate Center with Tire Held by Shrinkage, Mansell Retaining Rings and Bolts. Fig. 1202— Cast Steel Plate Center with Tire Held by Shrinkage and Bolts. Fig. 1204— Cast Steel Plate Center with Tire Held by Shrinkage, Double Lip Retaining Rings and Rivets. r, Fig. 1206— Cast Steel Plate Center with Tire Held by Shrinkage, Mansell Retaining Rings and Rivets. Fig. 1208— Cast Steel Plate Center with Tire Held by Shrinkage, Mansell Retaining Rings and Bolts. Standard Steel Works Company. Figs. 1209-1216 WHEELS. 617 9 Fig. 1209— Cast Iron Plate Center with Tire Held by Shrinkage and Gibson Retaining Ring. Fig. 1211— Cast Iron Plate Center with Tire Held by Shrinkage and Shoulder. r. Fig. 1213— Solid Rolled Steel Wheel Standard Steel Works Company. Fig. 1215— Davis Cast Steel Wheel. Weight of 33 in., 600 lbs.; 36 in., 675 lbs. American Steel Foundries. V Fig. 1210— Cast Steel Plate Center with Tire Held by Shrinkage and Gibson Retaining Ring. 1212— Cast Steel Plate Center with Tire Held by Shrinkage and Shoulder, "■ //"Piam ki3 .pl'L £J ^ // Piam. 2 —13 Dram. Fig. 1214— Rolled Steel Wheel. Standard Steel Works Company. Fig. 1216— Solid Forged and Rolled Steel Freight Car Wheel. Carnegie Steel Company. 618 WHEELS. Figs. 1217-1223 Fig. 1217 — F. C. S. Wheel for Freight and Passenger Service Griffin Wheel Company. Fig. 1218— F. C. S Wheel for Street and Inter urban Service. Fig. 1219— F. C. S. Wheel for Street and Interurban Service. Griffin Wheel Company. Fig. 1220— Steel Spoke Wheel. Lobdell Car Wheel Company. Fig. 1221 — Schoen Steel Wheel. Carnegie Steel Company. Fig. 1222— Single Plate Chilled Cast Iron Wheel. Fig. 1223— Double Plate Chilled Cast Iron Wheel. Lobdell Car Wheel Company. Figs. 1224-1227 BRAKE BEAMS. 6-19 COLLAR B.B,4'J0 COLLAR B.B.4 r J >. 3'"- %;We3 -L-3 — BHO .vr J B.B, 4'j2-R-S--REVERSE LEFT HAND SHOWN L- 3 ^. Mi r ^M.C.6. STO, HEAD E. 6.221. ADJUSTABLE HEAD =s2= a SPRING COTTER /zx.*, 3 /*' spring cotter FOR L. N.&.P.C. SCHEDULE OF BRAKES | Fig. 1224 — Vulcan Brake Beam. American Steel Foundries SLEEVE B B.336-P COI LAP. B.E-3S3-R SLEEVE B.B.335-L. 1/4 HOLE y 5 SPRING COTTER Fig. 1225 — Hercules Brake Beam for Four-Wheel Passenger Train Car Trucks. American Steel Foundries. Fig. 1226 — Acme Brake Beam for Short Wheel Base Freight Car Trucks American Steel Foundries. Fig. 1227— Acme Brake Beam for Freight Car Trucks. American Steel Foundries 620 BRAKE BEAMS. Figs. 1228-1232 Fig. 1228— Aj ax No. 102 Freight Brake Beam. No. 2 M. C. B. Standard. Fig. 1229— Ajax No. 105 Freight Brake Beam, 15,000 lbs. Capacity. Fig. 1230 — Vulcan No. 121 Cast Steel, Adjustable Head, High Speed Passenger Brake Beam for Four- Wheel Trucks. For Use With P-C or L-N Air Brake Equipment Fig. 1231 — Hercules Adjustable Head Brake Beam for Four-Wheel High Speed Passenger Service. Fig. 1232 — Hercules Adjustable Head Brake Beam for Six-Wheel High Speed Passenger Service American Steel Foundries. Figs. 1233-1236 BRAKE BEAMS. 621 Fig. 1233— Vulcan No. 123 Cast Steel, Adjustable Head, High Speed Passenger Brake Beam for Six- Wheel Trucks. American Steel Foundries. Fig. 1234— No. 2 Buffalo Brake Beam. Buffalo Brake Beam Company. Fig. 1235 — Buffalo Trussed Brake Beam No. 7. Buffalo Brake Beam Company. Us* Fig. 1236— Buffalo Trussed Brake Beam No. 5. Buffalo Brake Beam Company. 622 BRAKE BEAMS. Fiss. 1237-1241 Fig. 1237— No. 1 Buffalo Brake Beam. Buffalo Brake Beam G ompany. Fig. 1238— No. 3, 15,000 lbs. Capacity Buffalo Trussed Brake Beam. Buffalo Brake Beam Company. '8 ^4 Fig. 1239— No. 7 Buffalo Trussed Brake Beam. Buffalo Brake Beam Company. Fig. 1240— Huntoon B. C. Passenger Brake Beam. Joliet Railway Supply C ompany. Fig. 1241— Huntoon Standard Freight Brake Beam. Joliet Railway Supply Comp any. Figs. 1242-1247 BRAKE BEAMS. 623 1 ^fcfc* 63- Fig. 1244— End of High Speed Brake Beam with Adjustable Head Removed to Show Locking Device. Davis Brake Beam Company. Fig. 1243— Detail of Davis Brake Beam Section. Fig. 1245— Davis Built-Up Brake Beam. Davis Brake Beam Company. Fig. ^246— Davis Solid Truss Brake Beam Xo. 4 with Adjustable Heads and Forged Steel Strut Extension for High Speed Passenger Service. Davis Brake Beam Company. Fig. 1247— Davis Solid Truss Brake Beam No. 2, 12,000 lbs. Capacity for Freight Service. Davis Brake Beam Company. 624 BRAKE BEAMS. Figs. 1248-1251 Fig. 1248— Standard [-Beam Brake Beam with Drop Forged Fulcrum. *4JJ Fig. 1249 — Standard Deck Beam Brake Beam with Malleable Iron Fulcrum. Fig. 1250 — Standard Deck Beam Brake Beam with Drop Forged Fulcrum. Fig. 1251 — Special Combination Deck and I-Beam Section Brake Beam with Drop Forged Fulcrum. Pennsylvania Brake Beam Company. Figs. 1252-1254 BRAKE BEAMS. 625 M.C.B.STANDARD Sec.A-A. RIGHT 8f LEFT Fig. 1252 — Pennsylvania Trussed Brake Beam, Xo. 1 and Xo. 2. Pennsylvania Brake Beam Company. '3jj" Fig. 1253 — Special Combination Deck and I-Beam Section Brake Beam for Heavy Freight Service. Pennsylvania Brake Beam Company. Fig. 1254 — Trussed Brake Beam. Pennsylvania Brake Beam Company. 626 BRAKE BEAMS. Figs. 1255-1257 Fig. 1255— Waycott Brake Beam with Rigid Heads for High Speed Four-Wheel Trucks. Damascus Brake Beam Company. / /"Bo// Fulcrum Fig. 1256 — No. 2 Waycott Special High Speed Brake Beam for PC Brakes. Damascus Brake Beam Company. Fig. 1257 — No. 2 Waycott Special High Speed Brake Beam. Damascus Brake Beam Company. Figs. 1258-1260 BRAKE BEAMS. 627 Fulcrum Head *3g-* Fig. 1258— Xo. 1 Waycott Special High Speed Brake Beam. Damascus Brake Beam Company. Fulcrum Head Fig. 1259— No. 2 Waycott Freight Brake Beam with Forged Steel Fulcrum. Damascus Brake Beam Company. Fulcrum Fig. 1260 — Anglrod M. C. B. No. 2 Freight Brake Beam . Damascus Brake Beam Company. 628 BRAKE BEAMS. Figs. 1261-1264 Fig. 1261 — Anglrod Brake Beam with Forced Steel Fulcrum. Damascus Brake Beam Corr.ram n <&*£■ m .x !/V- V' F7/7~j -^CACT IRON THlMBLt -zf-J try ■ 5-3-J 12; LBS PER. FT W 1 ^ a] TT THIS CUP fi GUI^t PIN * FURNISHED ONLY AS*£«TR a"paRTS ~ £ : Kr t FACLOFSHOE ^'fllVTT W1 COMBINATION SRAKE MEAD FOR INSICS. e. OUTSIDE HANGING Fig. 1262 —Damascus Brake Ream for Inside or Outside Hanging. Damascus Brake Beam Company. Fig. 1263 — Creco Standard Freight Brake Beam. Chicago Railway Equipmenl Company. Fig. 1264— P C Creco Triple Brake Beam. Chicago Railway Equipment Company. Figs. 1265-1268 BRAKE BEAMS. 629 HANGING5 OF HEADS 5H0WN ONI 33' WHEEL Fig. 1265 — Creco Freight Brake Beam for M. C. B. No. 1 and No. 2 Capacities. SLEEVE 225 Fig. 1266 — Diamond Adjustable Brake Beam for Freight Service. gLEEve-isee Fig. 1267 — E L Creco Triple Brake Beam for High Speed Six-wheel Trucks. SLEEVF--I566 fl™~ppF^inN MEMBER^ HEA1H5II Fig. 1268 — Creco Double Brake Beam for Four-Wheel Passenger Trucks. Chicago Railway Equipment Company. 630 BRAKE BEAMS. Figs. 1269-1274 Fig. 1269— Drexel Brake Beam with Keyed Strut for Special Freight Service. HEAD-I067FH068-L ML AP-I047FH048L . I1AN65 IJ ON 33'WHEEL Hflr' Fig. 1272 — Sterlingworth Freight Brake Beam. Fig. 1273 — Drexel Brake Beam for Freight Serv Fig. 1274— Diamond Special Brake Beam for High Speed Six-Wheel Trucks. Chicago Railway Equipment Company. Figs. 1275-1277 BRAKE BEAMS. 631 FINGER GUARD-£99 TU SAFETY CLIP-261 1 r KEY-206 PATT NO A B C E 281 1282 Si 5? '* sS 26&R-£7Q-L 213R-2841 293R-294L . I209R-I2ICH- I24 9R- 12301 I295R-E96-L HAW8S Ht> HAWQa laj HAN63 13^ ' HAN6S 13 ' HANSg 13 <* HANGS 13" HANGINGS OF HEADS SHOWN ON 33'WHEEL Fig. 1275 — Creco Brake Beam for Heavy Freight Service. SAFETY CLIP CTR S PATT NO A B D E BH |Lh 267 1568 S' 5' ; L t* If 271 g7£ 8f 5* 1 ' i^ ei' ieii lieiE 7$ e i ^ l{ IE5I I25B <•£ 7i 5 it ieei i£8E 8 J = * a $ If IE97ll298 J£j5ff — 4 — Fig. 127SA — Creco Brake Beam with Reversible Strut for General Freight Service. Fig. 1276 — Reliance Freight Brake Beam. Fig. .1277 — Ninety-Six Freight Brake Beam. Chicago Railway Equipment Company. 632 BRAKE BEAMS. Figs. 1278-128D 5LEEVE-I540 innMPRFsaiON MEfffiER SPRINS-A UHJ STRUT ' V / PATT. NO A B C D € F G 201- R 202-L' 9i 5? y Hi' C ,'« -, i" 2IIR 2I2L li' 3;' 54' fei fi 2r« P.i. 2J5R 236L li 8j 6a is li 2iS £» Fig. 1278— Diamond Special Double Brake Beam for High Speed Four-Wheel Trucks. PATT no a B C 104-9 R-^4 5*4 I4>F .:■"■ 9' 5'Jfe 4 l )fe PATT NO A B 1075 1076 e% 5% 1061 io8^ 7'U &bfr 1087 1086 B% 5^B (077 076 7& 6* PATT NO A B 1071 1072 e 'm 7\ -4£-( HEAD-1067-8 HEAO-1047-8 HEAD-1073-4 HEAD-1025-6 HEAD-1033-4 HAN■ " y Fig. 1309 — Truck Lever Connections. Fig. 1310— The "National" Dead Lever Guide. (Patented.) Fig. 1311— Dead Lever Guide or Brake Lever Stop. Fig. 1312— "National" Sheave Jaw. (Patented.) Fig. 1313 — Floating Lever Bracket. Fig. 1314— Two-Piece Adjustable Brake Beam Fulcrum. (Patented.) mm Fig. 1315— Brake Shoe Key, M. C. B. Standard. Fig. 1316 — Finger Guard. National Malleable Castings Company. Figs. 1317-1328 BRAKE GEAR. 639 (^ V Fig. 1317— Cylinder Push Rods. National Malleable Castings Company. ^: vzil Iil r. E/TPA HEAVf W I PIPE P i Fig. 1318— Forged Steel Strut. Buffalo Brake Beam Fig. 1319— National Cylinder Push Rod Jaw and Tip. Company. (Patented.) National Malleable Castings Company. ■frX^^^BBi Fig, 1320— Western One-Hole Brake Jaw. Fig. 1321— One-Hole Malleable Iron Brake Jaw. Fig. 1322— Western Three-Hole Brake Jaw. ^m ji v> ji .t ggggggl Fig. 1323— Two-Hole Malleable Iron Brake Jaw. Fig. 1324— Western Dead Lever Guide ?i£^5. Fig. 1325 — Western Bottom Connecting Rod with Center of Extra Heavy Pipe. Fig. 1326— Three-Hole Malleable Iron Brake Jaw. Western Railway Equipment Company. f 6 thkAr hi i Rivef ~"; I ,„ M ' - ztzr. u:M Hanger. -^._ %R: - l3 „ T7i' < ~T T -> Fig. 1327 — Brake Beam Safety Hanger. American Steel Foundries. Fig. 1328— Adjustable Brake Head. Joliet Railway Supply Company. 640 BRAKE GEAR. Figs. 1329-1333 Fig. 1329 — Creco Brake Beam Clasp Brake Arrangement for Triple Trucks. Chicago Railway Equipment Company. Fig. 1330 — Diamond Special Brake Beam Clasp Brake Arrangement for Four-Wheel Trucks. Chicago Railway Equipment Company. Fig. 1331 — Arrangement of Brake Rigging for Triple Brakes on Six-Wheel Passenger Train Car Trucks. Chicago Railway Equipment Company. Fig. 1332 — Pullman Standard Arrangement of Brake Rigging for All-Steel Six-Wheel Passenger Train Car Trucks. Chicago Railway Equipment Company. Fig. 1333— Arrangement of Brake Rigging for Clasp Brakes of New York, Westchester & Boston Suburban Cars. Figs. 1334-1336 BRAKE GEAR. 641 i :i I M-' * Fig. 1334 — Clasp Brake Arrangement for Six-Wheel Passenger Train Car Trucks. American Brake Company. Fig. 1335 — Inside Hung Creco Brake Beams Applied to Rigid Diamond Freight Car Truck. Chicago Railway Equipment Company. Fig. 1336 — Creco Sliding Third Point Support and Safety Device Applied to Rigid Diamond Freight Car Truck. Chicago Railway Equipment Company. Note: See Trucks for Other Arrangements of Clasp Brakes. 642 BRAKE GEAR. jfies. 1337-1342 Fig. 1337 — Creco Four-Point Support and Safety Device as Applied to Rigid Diamond Freight Car Truck. Chicago Railway Equipment Company. S'6"- — s'of Fig. 1338 — Brake Arrangement for New York Central Freight Car Truck. Fig. 1339— Malleable Iron Brake Levers. Dayton Malleable Iron Company. Fig. 1340 — Wheel Truing Brake Shoe. American Abrasive Metals Company. Fig. 1341— Wheel Truing Brake Shoe. Wheel Truing Brake Shoe Company. "o" .r fir* A- ft VA \ Fig. 1342— Standard M. C. B. Brake Shoe, Armbrust Type. General Brake Shoe & Supply Company. Figs. 1343-1344 BRAKE SHOES. 643 Showing Reinforcing Steel Back and Lug. Broken Brake Shoe Held by Steel Brake Shoe Worn to Steel Back. Back. Plain Special Chilled Congdon Streeter Diamond S Type. Type. Type. Type. Type. Fig. 1343— Special Reinforced Unflanged Brake Shoe? American Brake Shoe & Foundry Company. Reinforcing Steel Back and Steel Lug for Full, Open and Center Flange Brake Shoes. Diamond S Type with Full Flange. Diamond S Type with Open Flange. Special Chilled Type with Center Flange. Special Chilled Type. Streeter Type. Fig . 1344_Special Reinforced Flanged Brake Shoes. American Brake Shoe & Foundry Company. 644 AIR BRAKES ; Westinghouse. Figs. 1345-1347 Fig. 1345 — Westinghouse Air Brake and Train Air Signal Apparatus Applied to a Passenger Train Car. Fig. 1346 — Diagram of Westinghouse Old Standard Quick Action Air Brake Apparatus for Passenger Train Cars. Fig. 1347 — L N Passenger Brake Equipment. Westinghouse Air Brake Company. Note. — The Westinghouse Air Brake Equipment Shown in Figs. 1345-1396 is for Use on Trains Where Steam is the Motive Power. That Shown in Figs. 1397-1444 is for Use on Electrically-Pro- pelled Trains. Figs. 1348-1350 AIR BRAKES ; Westinghouse. 645 SS/W/CS Cr-£/A/0£rft f&ic/rurt > Fig. 1348 — P C Passenger Brake Equipment with Cylinders Pointing in Opposite Directions. £M£ffS£NCT CYUHDBf CetfTRIfUGAL Fig. 1349 — P C Passenger Brake Equipment with Cylinders Pointing in the Same Direction. ] Li-Li^Jprj Fig. 1350— Westinghouse Single Cylinder Air Brake Equipment Applied to a Freight Car. Westinghouse Air Brake Company. 646 AIR BRAKES; Westinghouse. Figs. 1351-1355 CHANGE OVER 1; ClpT.OUT COCK CENTRIFUGAL NOT£- ' DIRT COLLECTOR THIS VIEW SHOWS SPECIAL ARflANGEME.Nl triple VALVE OF OPERATING ROD WHEN ROCKER ARM IS CONNECTED DIRECTLY TO OPFRATING LEvER. DRAIN COCK FOUR COMPARTMENT RESERVOIA Fig. 1351— Empty and Load Freight Brake Equipment. ■&W#£ &iP£ /y/GM spe^dA> w '■-■^mssk I^brahe cylinder- QEDUCING VAl /'-f HjS M^S^HaJF - i AUXILIARY \ RESERVOIR valine ^"-'^ ^nf CEnfRiFUGAL DIRT COLLECTOR'' CUT OUT CCC/f Fig. 1352— Arrangement of High Speed Brake Under Passenger Train Car. J Fig. 1353 — Main Reservoir. Fig." 1354 — Arrangement of Train Air Signal on Passenger Train Car. NOTE SAFETY VALVE EOR EXTRA CARS WHEN TEMPORARILY ATTACHED TO H/GH SREED BRAKE TRAINS AND NOT PROVIDED WITH REDUCING VALVE. HIGH SPEED BRAKE PEDl/C/MC VALVE ADJUSTED TO RETAIN 60 LBS PRESSURE IN THE BETAKE CYLINDER BRAKE C yi.NDER AUXILIARY RESERVOIR w CONDUCTORS VALVE Fig. 1355 — Diagram of Apparatus for High Speed Brake on Passenger Train Car. Westinghouse Air Brake Company. Figs. 1356-1358 AIR BRAKES ; Westinghouse. 647 HOSE AND COUPLING -DUMMY COUPLING. THE OUTLET FROM THE BRAKE PIPE TO POINT DIRECTLY UPWARD. EITHER BY THE USE OF A COMMERCIAL TEE WITH SIOE OUTLET POINT- ING UPWARD OR A SPECIAL BRANCH PIPE T££ MADE FOR THE PURPOSE. BRANCH PIPE TEE ANGLE COCK. i BRAKE PIPE CONDUCTORS VALVE. HOSE AND COUPLING DUMMY COUPLING. RESERVOIR HANGER, V SLACK ADJUSTER. ANGLE COCK.' f CUT OUT COCK, V CENTRIFUGAL DIRT COLLECTOR UNIVERSAL VALVE WITH TWO FACEO P'PE BRACKET' QUICK ACTION AND EMERGENCE PORTION -HAND BRAKE ROD. -g)V-HANO BRAKE LEVER.' Q ANGLE BRACKET ^RESERVOIR HANGER. I'PIPE AUXILIARY RESERVOIR. EQUALIZING PORTION Fig. 1356 — Piping Diagram of Universal Common Standard Brake Equipment, Schedule UC. ^PRESSURE RETAINING VALVE i BRAKE PIPE FP-5 COUPLING *P-fl COUPLll. CUT-OUT COCA ' Fig. 1357 — Piping Diagram of Standard Single Cylinder Freight Brake Equipment, Schedule KC. 2 4 J 7 6 16 Fig. 1358 — Actual Assembly, H-3 Change-Over Valve for Empty and Load Freight Brake Equipment. Parts of Change-Over Valve, Fig. 1358. 2 Body 3 Slide -Valve 4 Cut-Out Piston. 5 Piston Ring 6 Slide Valve Spring 7 Cut-out Piston Bush 8 Cylinder Cap. 9 Cut-out Piston Spring 10 Vent Valve Stem. 11 Vent Valve Seat 12 Vent Valve Stem Nut 13 Cotter 14 Vent Valve Spring 15 Vent Valve Cap Nut 16 Cylinder Cap Gasket 17 Cylinder Cap Bolt and Nut 18 Stud and Nut for Securing Ful- crum. 22 Weighted Valve 23 Weighted Valve Spring 24 Weighted Valve Cap Nut 25 Check Valve 27 Check Valve Nut Westinghouse Air Brake Company. 648 AIR BRAKES; Westinghou3e. Figs. 1359-1360 u C c. 5 W U w u p pa E c W s o U 3 c M be bo C Ph E s < b/D s _> > fj ~ ts q - 5" '£ O} Cj s a s "a •-. '-S -S 'fi v. O '- a c a '- J» "a s s s "a rn = -o -a -a s ^ ^: q a a ^c ^ ^- ** v* v- ?*. ^ SSI o ^ a C3 =: ^ ^ - r -s -s O ;*. K •v ^ ^ = ^ 3 * 5 , .= "a -- s s - s a 5 £. £ "5 ,6 <-> ° " | 2 £ Hi H ■-M O ^5 s S £ S «|I c E to t-i 5;| ii f „ HI '3 P^ 55; e 3 5; W <=> Co C^ o 2^ ;- -£, o r e Q <-: r- "^ [^ U ^ - _. G _t-> JjJ ^ _c- ^ "c "a , a "a ^3 S ^O 5j 5; Ss t -a r- 5- t -^ "5 '- "^ "^ '5 S 3 cq co Westinghouse Air Brake Company. Fig. 1361 AIR BRAKES ; Westinghouse. 649 T y 120 119 117 121 122 280 286 281 282 334 331 329 330 325 326 324 263' 345 349 390 351 310 311 305 315 ,0, «a a. 2 3 4 5 6 7 8 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 261 260' 266 265 263 262 288 2' 287 285 Ul ' 1 u> 227 258 256 302 316 300 267 269 Equalizing Portion. Equalizing Body Equalizing Slide Valve Equalizing Piston Equalizing Piston Ring Equalizing Slide Valve Spring Equalizing Graduating Valve Graduating Valve Spring Equalizing Cylinder Cap S/z-in. Ball Check Check Valve Cap Nut Cylinder Cap Gasket Square Head Cap Screw Release Piston Release Piston Ring Release Piston Ring Release Slide Valve Release Slide Valve Spring Release Piston Spring Application Piston Cover Application Piston Cover Gas- ket Square Head Cap Screw Release Piston Cover Release Piston Cover Gasket Square Head Cap Screw Release Piston Bush Charging Valve Body Graduated Release Piston Graduated Release Piston Ring Graduated Release Piston Spring Plush Nut Charging Valve Charging Valve Piston Ring Charging Valve Piston Ring Charging Valve Cover -JpiPE 88 85 91 101 41 29 33 30 31 37 39 34 36 38 226 UICK ACTION EXHAUST 'Fig. 1361 — Universal Valve, Type UE-12. List of Parts of Universal Valve, Fig. 1361. 38 Charging Valve Cover Gasket 39 Square Head Cap Screw 40 Charging Valve Body Gasket 41 Square Head Cap Screw 42 Gasket {between Equal. Portion and Pipe Bracket) 43 Square Head Cap Screw 44 Graduating Sleeve 45 Graduating Spring 46 Graduating Nut Quick Action Portion With High Pressure Cap Having Protection Valve and Safety Valve. 75 Emergency Body Complete 76 Emergency Piston 77 Emergency Piston Ring 78 Emergency Slide Valve 79 Emergency Slide Valve Spring 80 Emergency Graduating Valve 81 Emergency Graduating Valve Spring 83 Flush Nut 84 Quick Action Valve Case 85 Quick Action Valve 86 Quick Action Valve Seat 87 Quick Action Valve Nut 88 Quick Action Piston 89 Quick Action Piston Ring 90 Quick Action Valve Spring 91 Cap Nut for Quick Action Valve Case 92 Quick Action Valve Case Gas- ket 93 Stud and Nut 94 High Pressure Cap Gasket 96 Cap Screw Westinghouse Air Brake Company. 98 Gasket (between Quick Action Portion and Pipe Bracket) 99 y 2 -in. Ball Check 100 Ball Check Cap Nut 101 Spring to hold Quick Action Piston against Quick Action Valve Stem High Pressure Cap having Protec- tion Valve and Safety Valve Cap 110 High Pressure Cap Body 111 Protection Valve 112 Protection Valve Seat 113 Protection Valve Nut 114 Cotter 115 Protection Valve Spring 116 Protection Valve Cap Nut 117 Intercepting Valve 118 Intercepting Valve Seat 119 Intercepting Valve Nut 120 Cotter 121 Intercepting Valve Spring 122 Intercepting Valve Cap Nut 123 High Pressure Valve 124 Piston Ring 125 High Pressure Valve Seat 126 High Pressure Valve Seat Nut 127 Cotter 128 High Pressure Valve Spring 129 Safety Valve Bracket Gasket 130 Cap Screw 131 Protection Valve Seat 132 Protection Valve Washer 133 Protection Valve Seat Nul 134 Emergency Piston Stop 135 Emergency Piston Stop Spring 140 Safety Valve Bracket Bodv 141 Cut-off Valve 650 AIR BRAKES ; Westinghouse. Figs. 1362-1364 142 Cut-off Valve Stem 143 Cut-off Valve Seat 144 Cut-off Valve Nut 145 Cotter 146 Cut-off Valve Spring 147 Flush Nut 148 Cut-off Valve Cap Nut 149 E-7 Safety Valve 150 Cap Screw 151 Flush Nut 152 Emergency Piston Stop Nut Type C— Pipe Bracket. 225 Type C Pipe Bracket 226 Stud Nut 227 Stud Nut 230 Service Choke Plug 231 Exhaust Choke Plug Electric Portion — Magnet Bracket Portion. 251 Magnet Bracket 252 Check Valve 253 Check Valve Cap Nut 254 Cap Nut for Strainer 255 Perforated Plates for Strainer 256 Junction Box Cover 257 Cap Screw 258 Cap Screw 259 Lock Nut for Conduit 260 Terminal Block 261 Switch Terminal 262 Terminal Block Screw 263 Copper Coated Machine Bolt 264 Switch Terminal Insulator 265 Copper Coated Hex. Nut 266 Copper Coated Washer 267 Terminal Clips 268 Magnet Cutout Cap 269 -SVwd and Nut for Magnet Cut- out Cap 270 Magnet Cut-out Gap Gasket 271 Gasket between Magnet Bracket and Pipe Bracket Emergency Switch Portion. 280 Switch Cylinder (Bushed) 281 Switch Piston 282 Switch Piston Ring 283 Contact 284 Piston Spring 285 Contact Spring 286 Switch Cap Nut 287 Contact Washer 288 Cotter Release Magnet. 300 Back Strap 301 Cover 302 Magnet Core (Bushed) 303 Fate? 304 Magnet Coil 305 Plunger 306 Special Washer 307 Armature Stem 308 To/> Cover 309 Magnet Cap 310 Gasket for Magnet Cap 311 Cotter 312 Spring Guide 313 Spring 314 315 316 320 321 322 323 324 325 326 327 328 329 330 331 332 333 334 340 341 342 343 344 345 346 347 348 349 350 351 352 353 354 Magnet Valve Cap Sleeve Magnet Gasket Emergency Magnet. Back Strap Cover Magnet Core (Bushed) Valve Magnet Coil Plunger Special Washer Armature Stem Top Cover Magnet Cap Gasket for Magnet Cap Cotter Spring Magnet Valve Cap Sleeve Service Magnet. Back Strap Cover Magnet Core (Bushed) Valve Magnet Coil Plunger Special Washer Armature Stem Top Cover Magnet Cap Gasket for Magnet Cap Cotter Spring Magnet Valve Cap Sleeve j PIPE TO TRIPLE VALVE j PIPE FOR TEST GAGE Fig. 1362 — Spring Type Double Pressure Retaining Valve. 1 PIPE TO TRIPLE VALVE 2 Body 3 Cap Nut (Vented) Fig. 1363— Spring Type Single Pressure Retaining Valve Parts of Retaining Valve, Figs. 1362 and 1363. 4 Valve 6 Cock Key 5 Handle 7 Cock Key Cap 20 Spring 8 Cock Key Spring Parts of Retaining Valve, Fig. 1364. 2 Body 3 Cap Nut 4 Valve 5 Handle 6 Cock Key 7 Cock Key Cap 8 Cock Key Spring 9 Extension Socket 10 Cotter 11 Extension Sleeve 12 Socket and Sleeve Pin 13 Escutcheon 14 Handle Pin 20 Valve Spring Fig. 1364 — Spring Type Double Pressure Retaining Valve for Vestibule Cars. Westinghouse Air Brake Company. Figs. 1365-1367 AIR BRAKES; Westinghouse. 651 6 7 35 2 3 5 24 23 Fig. 1365 — Quick Action Triple Valve, Type P-2. Parts of Type P-2 Triple Valve, Fig. 1365. 28 16 27 Fig. 1366 — Standard Quick Action, Quick Service, Uniform Release, Uniform Recharge Freight Triple Valve, Type K-l. Parts of Type K-l Triple Valve, Fig. 1366. 2 3 4 5 6 7 8 9 10 11 12 13 14 Body 15 Slide Valve 16 Main Piston 17 Main Piston Ring 18 Slide Valve Spring 19 Graduating Valve 20 Emergency Piston 21 Emergency Valve Seat 22 Emergency Valve 23 Rubber Seat 24 Check Valve Spring Check Valve Case, 25 Complete 27 Check Valve Case 28 Gasket 30 Check Valve 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 Screw 1 in. Union Gasket Emergency Valve Nut Emergency Piston Ring 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Body, Complete 17 Slide Valve 18 Main Piston 19 Main Piston Ring 20 Slide Valve Spring 21 Graduating Valve 22 Emergency Piston 23 Emergency Valve Seat 24 Emergency Valve Rubber Seat 25 Check Valve Spring 27 Check Valve Case, 28 Complete 29 Check Valve Case 31 Gasket 33 Check Valve 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 Screw 1 in. Union Gasket Emergency Valve Nut Retarding Device Body Retarding Stem Retarding Spring Graduating Valve Spring 31 25 26 27 28 29 30 33 Parts of Type L Triple Valve, Fig. 1367. 2 Body 3 Slide Valve 4 Main Piston 5 Main Piston Ring 6 Slide Valve Spring 7 Graduating Valve 8 Emergency Piston 9 Emergency Valve Seat 10 Emergency Valve 11 Rubber Seat for Emer- gency Valve 12 Check Valve Spring 13 Check Valve Case, Complete 14 Check Valve Case Gasket 15 Check Valve 16 Emergency Valve Nut 17 Graduating Valve Spring 18 Cylinder Cap 19 Graduating Spring Nut 20 Graduating Sleeve Fig. 1367 — Passenger Triple Valve, Type L. 21 Graduating Spring 22 Cylinder Cap Gasket 23 Cylinder Cap Bolt and Nut 24 C/iecfe Fa/w Ca^ £o/< and Nut 25 By-Pass Piston 31 26 By-Pass Piston Ring 32 27 By-Pass Valve 33 28 Rubber Seat 34 29 By-Pass Valve Spring 30 Bji-Pow Fo/w Ca/> Westinghouse Air Brake Company By-Pass Piston Cap Strainer E-7 Safety Valve End Cap 652 AIR BRAKES; Westinghouse. Fig. 1368 Parts of No. 3-E Control Valve, Fig. 1368. 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 75 76 77 78 79 Equalizing Body, Complete Release Piston Release Slide Valve Release Slide Valve Spring Release Graduating Valve Release Graduating Valve Spring Release Piston Cap Nut for Equalizing Portion Release Piston Ring Release Cylinder Cap Release Cylinder Cap Gasket Cap Screw Release Piston Graduating Sleeve Release Piston Graduating Spring Release Piston Graduating Nut Check Valve Check Valve Cap Nut Release Regulating Cap Stud' and Nut for Release Regulating Cap Equalising Piston Equalizing Piston Ring (Large) Equalising Slide Valve Equalising Slide Valve Spring Equalising Graduating Valve Equalising Graduating Valve Spring Large Equalising Cylinder Cap Large Equalizing Cylinder 'Cap Gasket Cap Screw Equalising Piston Stop Sleeve Lower Equalising Piston Stop Spring Equalizing Graduating Nut Equalising Piston Ring (Small) Small Equalizing Cylinder Cap Gasket for Small Equalising Cylinder Cap Cap Screw Cap Nut for Small Equalising Cylinder Cap Small Equalising Piston Bush Service Reservoir Charging Valve 1 hi. Charging Valve Piston Ring 1% in. Charging Valve Piston Ring Charging Valve Seat Charging Valve Washer Internal Charging Valve Nut External Charging Valve Nut Gasket for Release Regulating Cap Upper Equalizing Piston Stop Spring Application Body Piston Stem Piston Ring (Small) Piston Head Piston Seal RELEASE PORTION 86 B7 90 62 '37 93 154 EQUALIZING PORTION Fig. 1368— No. 3-E Control Valve. 80 Piston Ring (Large) 115 81 Piston Follower 116 82 Piston Packing Leather 117 83 Piston Packing Leather 118 Expander 119 84 Piston Nut 130 85 Piston Cotter 131 86 Exhaust Valve 132 87 Exhaust Valve Spring 133 88 Application Valve 134 89 Application Valve Spring 135 90 Application Piston Bolt 136 91 Spring Box 137 92 Piston Spring Sleeve 138 93 Piston Spring 139 94 Graduating Nut 140 95 Application Valve Cover 96 Application Valve Cover Gasket 141 97 Cap Screw for Application 142 Valve Cover 143 107 Emergency Body 153 108 Piston 154 109 Piston Ring 155 110 Slide Valve 156 111 Slide Valve Spring 157 112 Small Cylinder Cap 158 113 Large Cylinder Cap 159 114 Small Cylinder Cap Gasket 160 Westinghouse 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 Valve Quick Action Valve Seat Quick Action Valve Nut Quick Action Valve Spring Quick Action Valve Cap Nut Quick Action Valve Cover Quick Action Closing Valve Quick Action Closing Valve Spring Cover Cap Nut Cover Gasket Cap Screw for Cover Reservoir Cap Nut Stud with Hexagon Nut Stud ivith Hexagon Nut Emergency Cylinder Gasket Quick Action Cylinder Gasket Large Reservoir Gasket Equalizing Cylinder Gasket Figs. 1369-1373 AIR BRAKES; Westinghouse. 653 1 m. «\ % , -J Service Pressure Exceeding 60 EbS. in. Brake Cylinder Fig. 1369 — High Speed Reducing Valve, Service Position. Emergency Fig. 1370 — High Speed Reducing Valve, Emergency Position. Ex Exhausi 20 ffJBom Brake Cylinder Release Fig. 1372 — High Speed Reducing Valve, Release Position. Parts of High Speed Reducing Valve, Figs. 1369-1373. Body Spring Box Piston Piston Ring Piston Stem Piston Stem Nut Slide Valve Slide Valve Spring Cap Nut Regulating Spring 12 Regulating Nut 13 Check Nut Union Stud Union Swivel Union Nut Air Strainer Union Gasket Bolt and Nut Piston Seat Piston Disc Spring Abutment Cotter 24 y 2 in. Street Elbow 25 54 «'». Pipe Plug Fig. 1371- /£*Tlpe TapC^To Brake Cylrnfle^ -Vertical Section Through High Speed Fig. 1373— Horizontal Section Through High Reducing Valve. Reducing Valve. Westinghouse Air Brake Company. Speed 654 AIR BRAKES; Westinghouse. Figs. 1374-1378 Fig. 1374 — Weight Type Pressure Retaining Valve for 12 in., 14 in. and 16 in. Brake Cylinders. LOW 7 8 6 5 PIPE- TO TRIPLE VALVE Fig. 1375— Weight Type High and Low Pressure Retaining Valve. Fig. 1376 — Weight Type Pressure Retaining Valve for Vestibule Cars with 12 in., 14 in. and 16 in. Cylin- ders. Parts of Retaining Valve, Fig. 1376. Parts of Retaining Valve, Fig. 1375. 2 Body 3 Case 4 Inside Weight 5 Handle 6 Cock Key 7 Cock Cap 8 Key Spring 9 Weight Lifting Rod 10 Outside Weight Parts of Retaining Valve, Fig. 1374. 2 Body 6 Cock Key Fig. 1377 — Type 3 Case 7 Cock Cap E-6 Safety 4 Weight 8 Key Spring Valve. 5 Handle 2 3 4 5 6 7 8 Body Case Weight Handle Cock Key Cock Cap Key Spring 9 10 11 12 13 14 Extension Socket Extension Socket Cotter Extension Socket Sleeve Extension Socket Sleeve Pin Handle Plate Handle Pin LPIPE PLUG _ ^ Parts of Type E-6 Safety Valve, Fig. 1377. 2 Body 5 Valve Stem 3 Cap Nut 6 Spring f50 lbs. to 90 lbs.) 4 Valve 7 Regulating Nut SEAT FOR L 3 TRIPLE VAL/E SEAT FOR L-1-B TRIPLE VALVE SEAT FOR L-2-A TRIPLE VALVE I BRAKE PIPE I OR j PIPE EXHAUST Fig. 1378 — Type N Passenger Brake Cylinder. Cylinder Body Piston and Rod Non-Pressure Head Pressure Head Crosshead Cylinder Casket Parts of Type N Brake Cylinder, Fig. 1378. 8 Follower 9 Packing Leather 10 Packing Expander 11 Follower Stud and Nut 12 Release Spring 13 Cylinder Head Bolt and Nut Westinghouse Air Brake Company. 14 Triple Valve Bolt and Nut 15 Triple Valve Gasket 16 Triple Valve Stud and Nut 17 Lever Bracket 18 Lever Bracket Bolt and Nuts 19 Crosshead Rivet Figs. 1379-1382 AIR BRAKES ; Westinghouse. 655 11 10 18 5 6 O 7 3 2 9 11 Fig. 1379 — Freight Brake Cylinder and Reservoir, Detached. jPIPE TO LOAD CYLINDER J PIPE PLUG LOAD RESERVOIR TAKE UP RESERVOIR PIPE TO RELEASE VALVE Parts of Brake Cylinder, Fig. 1379. 2 Cylinder Body, 8 in. by 12 in. 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 Head Bolt and Nut 12 Reservoir Stud and Nut 13 Detached Reservoir Drain Plug 15 Triple Valve Gasket 18 Pressure Head Parts of Load Brake Cylinder, Fig. 1381. Cylinder Body Piston and Rod Non-Pressure Head Follower-Stud and Nut Follower Packing Leather Packing Expander Release Spring Cylinder Gasket Cylinder-Head Bolt and Nut Pressure Head Push Rod Push Rod Pin Push Rod Pin Cotter Latch Box Stud and Nut Latch Box Cover Latch Box Cap Nut Latch Latch Phi Latch Pin Cotter Release Pin Spring Guide Latch Spring Ya in. by Y> in. Reducing Bush 2 3 4 5 6 7 8 9 10 11 18 25 26 27 28 29 30 31 32 33 34 35 36 37 40 % PIPE TO 15 12 RETAINING VALVE i PIPE PLUG LOAD RESERVOIR AUXILIARY RESERVOIR Fig. 1380 — Empty Brake Cylinder, 10 in. by 12 in. and Four Compartment Reservoir Combined. 34 33 37 36 31 ?Pttt. PLUG +PIPE 40 11 Fig. 1381— Load Brake Cylinder, 10 in. by 12 in., with Notched Push Rod and Enclosed Locking Mechanism, for Empty and Load Freight Brake Equipment. Parts of Brake Cylinder, Fig. 1382. 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-Head Bolt and Nut 12 Reservoir Stud and Nut 13 Reservoir 15 Triple Valve Gasket 17 Reservoir Cylinder Bolt and Nut -fifafifafii'ij- PIPE PLUG : 13 5 17 lO 6 8 7 3 5 " 1t 4 3 Fig. 1382 — 8 in. by 12 in. Freight Brake Cylinder and Auxiliary Reservoir Combined. Westinghouse Air Brake Company. 656 AIR BRAKES; Westinghouse. Figs. 1383-1396 J PIPE TAP. Parts of Conductor's Valve, Fig. 1383. 2 Body 3 Key 4 Cap 5 Key Spring 6 Key Stop 7 i? Escutcheon 8 Handle 9 Key Nut 10 Bo/f and Ate 11 Filler Block Fig. 1383— Type C-3 Conductor's Valve. Fig. 1385— Self-Locking Angle Cock. Fig. 1387— One-Inch Brake Pipe Air Strainer. Fig. 1388— Freight Hose Coupling. Fig. 1392— Passenger Hose Coupling. Fig. 1395— Branch Pipe Tee. Parts of Angle Cock, Fig. 1385. 2 Body 3 Key 4 Cap 5 Spring 6 Handle 7 Handle Socket 9 l r 4 in. bv 1 in. Bushing Parts of Strainer, Fig. 1387. 2 Strainer Body 3 1 in. Union Swivel 4 1 in. Union Nut 5 1 in. Union Casket 6 Strainer 7 Bushing __fl Fig. 1389— Threaded Hose Nipple. Fig. 1393 — Dummy Hose Coupling. Parts of Car Discharge Valve, Fig. 1394. 3 4 Body Stem 4 5 Spring Handle 6 7 8 Stop Pin Cap Union Nut 9 Union Swivel 10 Union Gasket 11 Rubber Seat Fig. 1384— One-Inch Cut-Out Cock. Parts of Cut-Out Cock, Fig. 1384. 2 Body 3 Key 4 Cap 5 Spring 6 Handle Fig. 1386— Centri- fugal Dirt Col- lector. Parts of Centrifugal Dirt Collector, Fig. 1386. 2 Body 3 Deflector and Special Plug Fig. 1391 — Reservoir Drain Cock, Yz in. i DRILL j PIPE TO SIGNAL PIPE Fig. 1394— Car Discharge Valve. Fig. 1396— Brake Hose and Coupling. Westinghouse Air Brake Company. Fig. 1397 AIR BRAKES; Westinghouse. 657 5 a < = 5 t; — —> n u < tr- '-* ^1 1 — 1 CM > 3 '6 < rj £ o ~ < > ns > v. < o S o m — 2 PM O r- J3 ~ bo -r a £ W — QJ rt £ u o'S £ w 2 c bo o a! qj rr 1 en 1 1 w &« CO *T3 ^h (u bi «• In 658 AIR BRAKES; Westinghouse. Figs. 1398-1399 Fig. 1398 — Diagram of Westinghouse Air Brake Equipment, Schedule AMCE, for Electric Consists of a Combination of a Pneumatic Service and Emergency Brake with an Electric of Both Service and Emergency Operations of the Brakes. For Trains of Any Length. Trains. Control Fig. 1399 — Diagram of Westinghouse Air 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. Figs. 1400-1401 AIR BRAKES; Westinghouse. 659 Fig. 1400 — Diagram of Westinghouse Air Brake Equipment, Schedule SME. Straight Air Brake with an Automatic Emergency Feature for Single Car Service. Under Some Conditions it May be Used for Two-Car Trains, Consisting of Motor Car and Trailer, Where the Motor Car Operates Singly Most of the Time. Fig. 1401 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. Westinghouse Air Brake Company. 660 AIR BRAKES; Westinghouse. Figs 1402-1403 Pig. 1402 — Westinghouse Universal Common Stand- ard Brake Equipment, Schedule AMUE, for Electric Trains. Consists of a Combination of a Pneumatic Service and Emergency Brake with Electric Control of both Service and Emergency Operations of the Brakes, for Trains of Any Length. Westinghouse 1403 — Piping diagram of Westinghouse Air Brake Equipment, Schedule Combined Auto- matic AMM and Straight Air, for Electric Trains. Plain Automatic Brake with Graduate Release on Each Car, with Provision for Straight Air Application and Release in Single Car Service. For Trains of Any Length. Air Brake Company. Figs. 1404-1405 AIR BRAKES; Westinghouse., 661 SIGNAL SWITCH g AMPERE FUSE SUPPLY WIRE FORLIGHTS.HEATERS ETC SIGNAL WHISTLE SNAP SWITCH S AMPERE FUSE USE BLOCK MOTOR CAR TRAILER CAR Fig. 1404— Electro-Pneumatic Train Signal for Electric Car Trains. Fig. 1405— Low Height, Light Weight Motor-Driven Air Compressor, Type D-l-H. See also Fig. 1406. Parts of Air Compressor, Fig. 1405. Compressor Portion 2 Cylinder and Crank Case 3 Cylinder Cover 4 Inlet Valve 5 Inlet Valve Chamber Cap 6 Discharge Valve 7 Discharge Valve Chamber Cap 8 Piston 9 Piston Ring 10 Crank Shaft 11 Connecting Rod 12 Wrist Pin 13 Gear 14 Pinion 15 Cylinder Cover Gasket 16 Rear Crank Shaft Bearing 17 Front Crank Shaft Bearing 18 Small Motor Bearing 19 Inside Motor Bearing 20 Outside Motor Bearing 21 Oil Filling Elbow 22 Oil Filling Plug 23 Outside Bearing Set Screw 24 Inside Bearing Set Screw 25 Cotter 26 Hand Hole Cover 27 Hand Hole Cover Gasket 28 Hand Hole Cover Cap Screw ' 29 Crank Case Top Cover 30 Crank Case Top Cover Gasket 31 Crank Case Top Cover Cap Screw 32 Cylinder Cover Bolt and Nut 33 Cylinder Cover Bolt and Nut 34 Cylinder Cover Bolt and Nut 35 Crank Shaft Key 36 Crank Shaft Castle Nut 37 Cotter 38 Bearing Cap (Rear End) 39 Bearing Cap (Front End) 40 Bearing Cap Bolt 41 Castle Nut 42 Cotter 43 Connecting Rod Bush 44 Connecting Rod Cap 45 Connecting Rod Cap Bush 46 Wrist Pin Bush 47 Eye Bolt 48 Castle Nut 49 Alignment Washer 50 Cotter 51 Wrist Pin Set Screw 52 Cotter 102 Motor Portion Field Yoke Westinghouse Air Brake Company. 662 AIR BRAKES; Westinghouse. Figs. 1406-1407 ijPIPE AIR INLET Fig. 1406 — Type D-l-H Motor Driven Air Compressor. See also Fig. 140S. 103 Field Coils 104 Armature 105 Commutator 106 Right Carbon Holder 107 Left Carbon Holder 108 Front End Bell 109 Salient Pole 110 Salient Pole Nut 111 Lock Washer 112 Salient Pole Cap Screw 113 Hexagonal Head Bolt and 114 Stud and Nut 115 Field Coil Spring 116 Armature Collar 117 Ring for Armature Collar 118 Armature Shaft Nut 119 Key for Pinion 120 Key for Commutator 121 Castle Nut 122 Cotter 123 Armature Coil Nut 124 125 126 127 128 129 130 131 132 133 134 135 136 137 138 139 140 141 142 143 144 Commutator Bushing Commutator Washer Front "V" Ring Rear "V" Ring Insulating Sleeve Taper Ring Commutator Nut Commutator Nut Set Screw Lead Screw Carbon Holder Stud Insulation Carbon Holder Stud Carbon Holder Stud Key Carbon Holder Stud Sleeve Carbon Holder Clamp Screw Set Screw Cap Screw Right Carbon Holder Spring Left Carbon Holder Spring Insulating Plug Cleat for Lead Fig. 1407 — Conductor's Switch. Westinghouse Air Brake Company. 145 Cleat Screw 146 Commutator Door 147 Hinge Pin 148 Latch 149 Latch Eye Bolt 150 Latch Spring 151 Latch Nut 152 Connector for Lead 153 Carbon 154 Field Coil Lead 155 Lead 156 Field Coil Lead Parts of Conductor's Switch, Fig. 1407. 2 Frame 3 Pin 4 Cover 5 Cotter 6 Extension Spring 7 Handle 8 Spider 9 Screw 10 Screw 11 Shaft 12 Collar 13 Cotter 14 Contact 15 Contact Finger 16 Finger Stop 17 Screw 19 Double Nut 20 Special Nut 21 Fillister Head Screw 22 Arc Shield 22 Arc Shield for Conductor's Switch 23 Round Head Screw 24 Back Insulation 25 Lead 26 Insulating Bushing 27 Blowout Coil 28 Cap Screw Figs. 1408-1410 AIR BRAKES; Westinghouse. 663 aO-t'~0* COHHtCtlON TO If HOI SYNCHRONIZING SYSTEM BATTERY CIRCUIT Fig. 1408— Wiring Diagram of Westinghouse Governor Synchronizing System; Battery Circuit. SVMLMftOM'Z'NG SfSTCM TROILE* On TmRO Rail CIRCUIT Fig. 1409 — Wiring Diagram of Westinghouse Governor Synchronizing System ; Trolley Circuit. curourcocK Fig. 1410 — Diagram of Train Air Signal for Electric Trains, Parts of Air Compressor, Fig. 1411. iur-our cocfi TRAILER CAB 2 Cylinder and Crank Case 3 Cylinder Cover 4 Bolt and Nut 5 Bolt and Nut 6 Bolt and Nut 7 Front Crank Case Cover 8 Cap Screw 9 Gear Case 10 Stud and Nut 11 Gear Case Cover 12 Gear Case Cover Bolt and Nut 13 Cap Screw 14 Cap Screw 15 Bolt 16 Gear Case Cover Cap 17 Cap Screw 19 Tapped Crank Case Top Cover 19 Solid Crank Case Top Cover 20 Cap Screw 21 Cap Screw 22 Crank Case Oil Fitting 23 Cap Screw 24 Crank Shaft 25 Crank Shaft Key 26 Crank Shaft Nut 27 Crank Shaft Jam Nut 28 Gear 29 Connecting Rod 30 Connecting Rod Cap 31 Connecting Rod Eye Bolt Westinghouse Air Brake Company. 32 Nut 33 Jam Nut 34 Cotter 35 Connecting Rod Bush 36 Wrist Pin with Special Dowel 37 Wrist Pin Set Screzv 38 Piston 39 Piston Packing Ring 40 Inlet Valve 41 Inlet Valve Chamber Cap 42 Discharge Valve 43 Discharge Valve Chamber Cap 49 Cylinder Cover Gasket 50 Front Crank Case Cover Gasket 664 AIR BRAKES; Westinghouse. Figs. 1411-1412 PIPE PLUG Fig. 1411 — Compressor Portion of Motor Driven Air Compressor for Electric Cars. Parts of Air Compressor, Fig. 1411 (Continued). 51 Gear Case and Crank Case Gasket 52 Gear Case Cover Gasket 53 Gear Case Cover Cap Gasket 54 Crank Case Top Cover Gasket 55 Motor Gasket 82 Bed Plate 83 Cap Screw 84 Special Cap Screw 85 Suction Plate 86 Suction Plate Gasket 87 Bolt and Nut 93 Washer 97 Pipe 98 Pinion for Motor Shaft 99 Shaft Bearing Bush (Front End) 100 Shaft Bearing Bush (Rear End) Fig. 1412 — Motor Portion of Motor Driven Air Com- pressor for Electric Cars. Parts of Motor, Fig. 1412 2 Field. Yoke 3 End Bell 4 Front Bearing Housing 5 Rear Bearing Housing 6 Armature 7 Field Pole 8 Field Pole Screw 9 Field Coil 10 Field Coil Washer 11 Short Insulating Bush- ing for Leads 11 Long Insulating Bush- ing for Leads 12 Commutator Door 13 Commutator Door Latch 14 Stud and Nut 15 Armature Coil Support 17 Oil Filling Elbow Cap Nut 18 Front Bearing Housing Dust Plate 19 Screw for Dust Plate 20 Front Bearing Housing Headless Screw 21 Cap Screw 22 Front Bearing 23 Cleat for Front Bearing 24 Cleat Screw 25 Front Bearing Oil Ring 26 Nut 27 Rear Bearing Housing Headless Screw 28 Cap Screw 29 Rear Bearing 30 Cleat for Rear Bearing 31 Rear Bearing Oil Ring 32 Rocker Arm 33 Set Screw 34 Jam Nut 35 Upper Carbon Holder 36 Lower Carbon Holder 37 Cap Screw 38 Washer 39 Double Nut 40 Screw 41 Carbon Holder Spring 42 Carbon 43 Insulating Washer Fibre 44 Insulating Washer Ful- lerboard 45 Insulating Washer Mica 46 Insulating Tube for Rocker Arm 47 Armature Coil 49 Nut for Removing Pinion 50 Motor Shaft Jam Nut 51 Key for Pinion 52 Key for Commutator 53 Commutator 54 Commutator Bushing 55 Commutator Nut 56 .SV< Screw 57 Insulating Bush 58 Inner Insulating V Ring for Commutator 59 Outer Insulating V Ring for Commutator 60 Taper Ring for Com- mutator 61 Washer 62 Screw 63 ivM< Locfe 64 Cfeflrf /or Holding Leads 65 Connector for Leads 66 Carbon Holder Lead 67 Dwjf P/atfe Gasket 92 Hinge Pin for Commu- tator Door 105 Oj7 Deflector Westinghouse Air Brake Company. Fig. 1413 AIR BRAKES; Westinghouse. 665 Parts of Brake Valve, Fig. 1413. 2 Rotary Valve Seat 3 Body 4 Type A Pipe Bracket 5 Rotary Valve 6 Rotary Valve Key 7 Rotary Valve Spring 8 Key Washer 9 Oil Screw 10 Malleable Iron Handle 18 Fil. Head Screw 19 Upper Gasket 20 Lower Gasket 21 Bolt and Nut 22 Oil Plug 23 Holding Stud 24 Holding Nut 25 Feed Fafoe Stud and Nut 26 Feed Valve Gasket 27 C-6 feed Valve 33 Cover 34 Thumb Nut 35 Fye Fo/f 50 Bottom Case (Bushed) 51 Equalizing Piston and Valve 52 Piston Ring 53 Equalizing Piston Valve 54 Cap JV«i 55 Piston Washer 56 Equalizing Piston Spring 57 Middle Gasket 58 Tee /or Gaae and Equalizing Reservoir 59 [/niow ivw* 60 Union Swivel 73 5>Mf Screw 15 Latch Screw 16 Handle Guard 17 Handle Guard Screw 18 Fillister Head Screw 19 <7/>/>cr Ga.r£e* 20 Lower Gasket 21 i?o/< ararf ./Vwf 22 Ot7 P/m<7 23 Holding Stud 24 Holding Nut 25 Feed Fafoe 57«rf arctf A 7 m< 26 F AT«f 55 Piston Washer 56 Equalizing Piston Spring 57 Aft7ta/e Ga-s-fcrt 58 TVe /or Gage and Equal- izing Reservoir 59 Union Nut 60 Union Swivel 80 Limiting Valve Body 81 Limiting Valve Piston 82 Limiting Valve Piston Ring 83 Limiting Valve Slide Valve 84 Limiting Valve Slide Valve Spring 85 Limiting Valve Cap Nut 86 Limiting Valve Cover Gasket 87 Limiting Valve Cover 88 Limiting Valve Gasket 89 Limiting Valve Cover Cap Screw 90 Limiting Valve Cap Screw Parts of Feed Valve, Fig. 1418. 2 Valve Body 13 Regulating Valve Spring 4 Flush Nut 14 Regulating Valve Cap Nut Spring Box 5 Cap Nut 15 b Piston 16 Diaphragm Ring 7 Supply Valve 17 Diaphragm 8 Supply Valve Spring 18 Diaphragm Spindle 9 Piston Spring 19 Regulating Spring 10 Piston Spring Tip 20 Regulating Nut 12 Regulating Valve 21 Check Nut Fig. 1418 — C-6 Single Pressure Feed Valve. Westinghouse Air Brake Company. 668 AIR BRAKES; Westinghouse. Figs. 1419-1420 24 19 23 4 5 3 35 6 7 47 2 CONtflOL PIPE EXHAUST Parts of Triple Valve, Fig. 1419. INTERCEPTING VALVE PORTION QUICK ACTION PORTION W 7 ' s 57 43 41 ' ' 7 5 76 45 7 7 HIGH PRE5SUHE PORTION 2 3 4 5 6 7 8 12 15 19 19 20 21 22 23 24 35 37 38 39 40 41 43 45 47 51 52 53 54 55 56 Fig. 1419— Type L-2-G Triple Valve. 57 Quick-Action Piston Cover 58 Quick - Action Piston Cover Gasket 59 Intercepting Valve 60 Intercepting Valve Seat 61 Intercepting Valve Nut 62 Steel Cotter 63 Intercepting Valve Cap Nut 64 Intercepting Valve Spring 65 Intercepting Valve Bush (Small) 66 Intercepting Valve Cap Nut and Spring Guide 67 Relief Valve Body (Bushed) 68 Relief Valve Bush Body Main Slide Valve Main Piston Main Piston Ring Main Slide Valve Spring Graduating Valve Quick Action Piston Check Valve Spring Check Valve Main Cylinder Cap Cylinder Cap Graduating Spring Nut Graduating Stem Graduating Spring Main Cylinder Cap Gasket Cap Screw (for Main Cylinder Cap) Graduating Valve Spring Quick-Action Piston Ring (Large) Graduating Sleeve High-Pressure Piston High-Pressure Piston Ring High-Pressure Slide Valve High-Pressure Slide Valve Spring High-Pressure Cover (Small) End Cap Quick - Action Piston Ring (Small) Quick Action Piston Spring Check Valve Seat Check Valve Nut Check Valve Cap Nut Graduating Spring (Small) 69 Relief Valve Gasket 70 Piston Relief Valve 71 Piston Relief Valve Seat 72 Piston Relief Valve Spring 73 Piston Relief Valve Cap Nut 74 Cap Screw 75 High-Pressure Piston Bush (Small) 76 High-Pressure Piston Cover Gasket (Small) 77 Cap Screw 78 Cap Screw 79 Relief Valve Piston Ring Parts of Compressor Governor, Fig. 1420. Fig. 1420 — Electric Compressor Governor, Type G-l-B.- 2 Base 24 Insulating Bushing 3 Cylinder 25 Lock Screw 4 Piston 27 Arc Shield 5 Piston Packing 28 Arc Shield Cushion 6 Piston Follower 29 Fixed Contact 7 Packing Leather Ex- 30 Controller Clip pander 31 Contact Screw Insulator 8 Piston Rod 34 Contact Screw 9 Piston Nut 35 Tip for Circuit Closer 10 Armature 36 Button Head Screw 11" Piston Rod Guide 37 Latch 12 Set Screw 38 Spring for Latch 13 Regulating Spring 39 Lead 14 Spring Yoke 40 Washer 15 Adjusting Bolt 41 Connector 16 Magnet Core 42 Round Head Screw 17 Magnet Coil 43 Cover 18 Pin for Armature 44 Latch Plate 19 Circuit Closer Insulator 45 Insulating Bush 20 Circuit Closer 46 Fillister Head Screw 21 Circuit Closer Insulator 47 Round Nut for Latch 22 Washer 48 Cotter 23 Fillister Head Screw 49 Cotter Fig. 1421 AIR BRAKES; Westinghouse. 669 18 19 17 TO BRAKE CTL :^» Fig. 1421— Type M-2-A Triple Valve. 2 3 Slide Valve 10 11 4 Main Piston 12 5 Main Piston Ring 13 6 Slide Valve Spring 14 7 Graduating Valve IS 8 Graduating Valve Spring 16 9 Check Valve 17 Parts of Type M-2-A Triple Valve, Fig. 1421. 18 Rubber Seat for Check Valve 19 Check Valve Spring 20 Check Valve Cap 21 By-Pass Piston 22 By-Pass Piston Ring 23 By-Pass Piston Cap 24 By-Pass Valve 25 Rubber Seat for By-Pass Valve 26 By-Pass Valve Cap By-Pass Valve Spring Cylinder Cap Graduating Spring Nut Graduating Spring Graduating Sleeve Bolt and Nut Cylinder Cap Gasket End Cap Parts of Compressor Governor, Type J, Fig. 1423. 2 Frame 28 Regulating Valve for Cutting 61 3 Guide Pin Out 62 4 Finger Board Insulation 36 Piston Rod Cotter 63 5 Finger 37 Piston Rod Nut 64 6 Adjusting Screw Jam Nut 38 Piston Rod Brass Washer 65 7 Finger Adjusting Screw 39 and 40 Piston Rod Fibre 66 8 Finger Base Washer 67 9 Screw for Securing Finger to 41 Square Fibre Bush 68 Finger Base 42 Contact Screw 69 10 Finger Clamp 43 Switch Spider 70 11 Finger Board Screw 44 Switch Spider Contact 71 12 Switch Cover 45 Piston Rod Fibre Washer 72 13 Eye Bolt Thumb Nut 46 Piston Rod Brass Washer 73 14 Cover Eye Bolt 47 Lead Screw 74 15 Eye Bolt Rivet 48 Finger Board 75 IS Switch Piston and Rod 50 Porcelain Bush for Leads 17 Piston Spring 52 Frame Gasket 76 18 Piston Spring Seat 53 Valve Case 77 19 Piston Seat 54 Cylinder Head and Diaphragm 78 20 Switch Piston Ring Cover 80 21 Piston Washer 55 Cylinder Gasket 23 Piston Washer Screw 56 Small Ring for Double Piston 81 24 Large Ring for Double Piston 57 Piston Bush 25 Double Piston with Rings 58 Diaphragm Cap Nut 107 26 Regulating Valve Cap 59 Diaphragm Ring 27 Regulating Valve Spring 60 Diaphragm Diaphragm Spindle Regulating Spring Regulating Nut Regulating Check Nut Regulating Valve for Cutting In Regulating Valve Spring Diaphragm Spindle Regulating Nut Regulating Check Nut Regulating Spring Diaphragm Diaphragm Ring Diaphragm Cap Nut Cylinder Gasket Cylinder Head and Diaphragm Cover Slide Valve Slide Valve Spring Pipe Plug Short Cap Screw for Cylinder Head Long Cap Screw for Cylinder Head Tee-Head Bolt with Nut for Securing Switch to Control- ling Mechanism Westinghouse Air Brake Company. 670 AIR BRAKES; Westinghouse. Figs. 1422-1425 Parts of Type E-6 Safety Valve, Fig. 1422. 2 Body 3 Cap Nut 4 Valve 5 Valve Stem 6 Spring (50 lbs. to 90 lbs.) 7 Regulating Nut Parts of Application and Release Magnets, Fig. 1424. 501 Pipe Bracket 502 Magnet Bracket Body 503 Cap Nut and Valve Stop 504 Cylinder Supply Valve 505 Seat for Cylinder Supply Valve 506 Cap Nut with Choke 507 Magnet Bracket Gasket 508 Spring CIS lbs. Differential) 509 Pipe Bracket Gasket 510 Tee-Head Bolt and Nut Fig. 1422— T y p e E-6 Safety Valve. Application Magnet. 526 Magnet Core Parts Common to Application 527 Back Strap and Release Magnets. 511 512 513 514 515 516 517 518 519 520 528 529 530 531 540 541 542 543 544 545 Magnet Cap Top Cover Leather Gasket Cotter Plunger Special Washer Terminal Insulator Terminal Brass Washer Nut 521 and 522 Rubber Gasket 523 Lead Washer 524 Magnet Valve Spring 525 Magnet Valve Cap Parts of Type R Brake Cylinder, Fig. 1425. 2 Cylinder Body 3 Piston and Rod 4 Non-Pressure Head 5 Pressure Head 6 Follower 7 Packing Leather 8 Packing Expander 9 Release Spring 10 Follower-Stud and Nut 11 Pressure-Head Bolt and Nut 12 Non-Pressure-Head Bolt and Nut 13 Cylinder Gasket 14 Push Rod with Pin and Cotter 15 Push Rod Pin with Cotter 16 Detachable Lever Bracket 17 Lever Bracket Bolt and Nuts 18 Y A in. Pipe Plug 19 Exhaust Pipe Plug Magnet Coil Armature Stem Magnet Valve Cover Release Magnet. Magnet Core Back Strap Magnet Coil Armature Stem Magnet Valve Spring Guide Fig. 1423 — Type J Electric Compressor Governor. APPLICATION Fig. 1424 — Application and Release Magnets for Interborough Rapid Transit Company. 20 y 2 in. Pipe Plug 23 Triple Valve Gasket 21 34 iw. Pipe Plug 24 Triple Valve Stud and Nut 22 1 in. Pipe Plug 25 Triple Valve Bolt and Nut SEAT FOR L-3 OR TRIPLE VALVE •N DRILL i'PIPE . CONTROL PIPE , ''if €j'--0 <:S'/V ORSUPPRES^ '- """ - ~- w ~' y ■ ? OR I'PIPE EXHAUST R-3 SEAT FOR L-1-B.R-I. M-I.OR T-1, SEAT FOR L-2-A,R.2,M-20RT-2 i'PIPE AUX RES/ TRIPLE VALVE TRIPLE VALVE Fig. 1425 — Traction Brake Cylinder, Type R. Westinghouse Air Brake Company. Figs. 1426-1430 AIR BRAKES; Westinghouse. 671 Parts of Signal Valve, Fig. 1427. 2 Diaphragm Case 3 Diaphragm Cap 4 Union Swivel 5 Union Nut 6 Union Gasket 7 Eye Bolt and Nut 8 Diaphragm Valve Nut 9 Eye Bolt Rivet 10 Lower Diaphragm Plate and Valve Stem 11 Upper Diaphragm Plate 12 Diaphragm 13 Union Nut 14 Union Gasket 15 Union Swivel 16 Lower Cap Nut 17 Pm /or Diaphragm Valve Nut 30S 302 07 Fig. 1426 — Electric Compressor Governor •IPETO SIGNAL PIPE Fig. 1428 — Car Discharge Valve. Parts of Signal Reducing Valve, Fig. 1429. 2 Body, Bushed 3 Spring Box 4 Supply Valve 5 Supply Valve Cap Nut 6 Supply Valve Spring 7 Piston (includes 8) 8 Piston Ring 9 Piston Nut 10 Piston Rod 11 Large Diaphragm 11 Small Diaphragm 12 Diaphragm Ring 13 Regulating Spring 14 Regulating Nut 15 C/iecfe Nut 16 Corfe Co/; A'itt 17 Cock Spring 18 f£-»n. Union Nut 19 y%-in. Union Swivel 20 5^-iw. Union Gasket 21 Coy 22 C/iofee Plug 23 Cotter CGP i-PIPE JO WHISTLE Fig. 1427— Signal Valve. ] PIPE TO MAIN SIGNAL -23 Fig. 1429— Signal Reducing Valve. 03 505 504 PIPE TO MAIN s& RESERVOIR PIPE TO WHISTLE Parts of Magnet and Bracket, Fig. 1430. 501 Body 502 Cover 503 Cap 504 Armature 505 Armature Stem 506 Magnet Core 507 Magnet Core Pole 508 Magnet Coil 510 Cap Screw 511 Insulator 512 Brass Washer 513 Contact Screw 514 Valve 516 Spring 518 Cap Nipt U^ Fig. 1430— Type A Combined Magnet and Bracket for Electro-Pneumatic Signal System. Westinghouse Air Brake Company. 672 AIR BRAKES; Westinghouse. Figs. 1431-1435 Fig. 1431 — Five-Point Plug Connector. Parts of Plug Connector, Fig. 1431. 3 Plug Body 6 Jumper Contact 7 Jumper Contact 8 Jumper Cable 9 Receptacle Body 10 Receptacle Cover 12 Cap Screw 13 Receptacle Contact 14 Receptacle Socket 15 Receptacle Door 16 Hinge Pin 17 Boor Spring 18 Conical Clamp {Outside Ring) 19 Conical Clamp {Inside Ring) 20 Cable Clamp {Lower Half) 21 Cable Clamp {Upper Half) 22 Machine Screw 23 Contact Washer 24 Contact Nut Fig. 1432— Signal Whistle. Fig. 1433— Whistle Valve. Parts of Double Check Valve, Fig. 1434. Fig. 1434— No. 14 Double Check Valve. 2 Body 3 Supply Valve Piston Ring f'PIPE 4 Supply Valve Piston •O BRAKE 5 Auxiliary Reservoir Check :yl Valve -10 6 Tee Head Bolt -11 8 Auxiliary Reservoir Check Valve Spring 9 Auxiliary Reservoir Chech 13 Valve Cap Nut 10 Pipe Bracket 11 Pipe Bracket Gasket 15 12 Double Piston Bush 16 13 Double Piston Ring 14 Tee Head Bolt 17 15 Double Piston 16 Double Piston Spring 17 Double Piston Seat 18 Stud 19 Exhaust Check Valve TO ATMOSPHEHf Parts of Automatic Train Stop, Fig. 1435. 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Body 17 Lock Nut Pin Piston 18 Reservoir Piston Ring 19 Cap and Pilot Valve Pilot Valve Seat Guide Pilot Valve 20 Adjusting Bracket Pilot Valve Spring 21 Plow Locking Lever 22 Plunger Locking Lever Pin 23 Plunger Spring Locking Lever Cotter 24 A d j u sting Bracket Lock Washer Gasket Valve 25 Bolt and Nut Valve Seat 26 Bolt and Nut Lock Nut with Timing 27 Lock Washer Valve 28 Street Elbow Piston Valve Spring 29 Fillister Head Cap Top Cap Screw Fig. 1435 — Automatic Train Stop with Timing Feature. Westinghouse Air Brake Company. Figs. 1436-1440. AIR BRAKES; Westinghouse. 673 Fig. 1436 — Main Reservoir. Parts of Car Discharge Valve, Fig. 1437. 2 3 4 5 6 7 8 10 11 12 13 Valve Body Valve Stem Valve Seat Valve Spring Cap Kut Handle Rivet Union Union Kut Union Snivel Contact Base 14 Lower Contact 15 Upper Contact 16 Terminal 17 Brass Washer 18 Machine Screw 19 Machine Screw 20 Contact Pin 21 Cover for Contact Base 22 Machine Screws 23 Lead Fig. 1437 — Electro-Pneumatic Car Discharge Valve. }"pipe BPbVZ CYUNDER TDRILL Fig. 1438 — Type H-2 Emergency Valve. 7 PIPE STRAIGHT AIR PIPE Parts of Emergency Valve, Fig. 1438. 2 Body {Bushed) 3 Slide Valve 4 Double Piston 5 Piston Ring 6 Slide Valve Spring 7 Floor Bracket 9 Floor Bracket Gas- ket. 10 Bolt and Kut 11 Cap Screw 12 Small Piston Cap 13 Small Piston Cap Gasket 14 Small Piston Bush 15 Choke Plug 16 Choke Plug Parts of Cut-Out Cock, Fig. 1439. Body Key Cap Spring Handle Fig. 1439— One-Inch Cut-Out Cock. H 2 7 Fig. 1440— Arrangement 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. 1443. 2 1% in. by 22 in. Hose 3 Union Hose Nipple 4 Union Nut 5 Union Swivel 6 Union Gasket 7 Hose Clamp 8 Hose Clamp Bolt and Nut 9 Tapped Hose Nipple Parts of Equalizing Lever Set, Fig. 1440. 2 Multiplying Lever Ful- crum Bracket 3 Multiplying Lever 4 Connecting Chain 5 Cylinder Lever Rod 6 Cylinder Lever 7 Pin for Fulcrum Bracket 8, 9 and 10 Pins 674 AIR BRAKES; Westinghouse and New York. Figs. 1441-1446 H Parts of Angle Cock, Fig. 1441. 2 Body 3 Key 4 Cap 5 Spring 6 Handle 7 Handle Socket 9 \ l /i, in. by 1 in. Bushing %- i^mmm 3 2 ^ Fig. 1442— Threaded Fig. 1441 — Self Locking Angle Cock. Hose Nipple. Westinghouse Air Brake Company. >C36 DC 228 /DC 35 Single Pointer. Duplex, Illuminated. Duplex. Fig. 1444 — Air Gages. TripleValve DC 7 i Fig. 1445 — Brake Pipe Strainer. Fig. 1446 — Pressure Retaining Valve for Passenger Cars, Spring Type. New York Air Brake Company. Figs. 1447-1448 AIR BRAKES; New York. 675 a, CO o O o ,~ ^ **) ^j r -o ~- ~_ -i. o cq L 'J'iL - ■*• ■= s = S ° 2 -~ ^ ^ ti, an £ > 13 > \ n. 2 "S .*■> -a. ^ 3 S^S^ ?$? s 5 r« s 2 s ~ ^ '< ~ ' aj a; ^H ^ ^H *H ,-, ,_, VO^-. CO'O'O'O'O'O'O'O'O'O'O'O'O'O'O'Cl, OO Oh ^ ° '"> 1= *- -5 -S -S f00lO0001OHNNifl(^{«imH00>DOHN O'O'OOOO'O'OO'OOOO'OO'O'O'OO' c o s CI. W ai >-. W in to to U < (h o 1) 676 AIR BRAKES; New York. Figs. 1449-1451 Fig. 1449 — Quick Action Pipeless Triple Valve, L-3. Used with 16 and 18 in. Passenger Brake Cylinders. 2 Body 3 Slide Valve 4 Main Piston 5 Main Piston Ring 6 Slide Valve Spring 7 Graduating Valve 8 Emergency Piston 9 Emergency Valve Seat 10 Emergency Valve 11 Rubber Seat for E m e r g Valve e n c y 12 Check Valve Spring 13 Check Valve Case 14 Check Valve Case Gasket 15 Check Valve Parts of Triple Valve, Fig. 1449. 16 Emergency Valve Nut 17 Graduating Valve Spring 18 Cylinder Cap 19 Graduating Spring Nut 20 Graduating Sleeve 21 Graduating Spring 22 Cylinder Cap Gasket 23 Bolt and Nut 24 Bolt and Nut 25 By-Pass Piston 26 By-Pass Piston Ring 27 By-Pass Valve 29 By-Pass Valve Spring 30 By-Pass Valve Cap 31 By-Pass Piston Cap 32 Strainer 33 E-7 Safety Valve 34 End Cap Fig. 1450— One Inch Cut Out Cock. Parts of One Inch Cut Out Cock, Fig. 1450 SC 1 Body SC 2 Plug SC 3 Cap SC 4 Spring SC 6 Handle SC 35 Handle Pin Fig. 1451 — Passenger Train Car Cylinder, Style M, for Pipeless Triple Valve. New York Air Brake Company. Figs. 1452-1453 AIR BRAKES; New York. 677 24 23 22 19 Fig. 1452— Quick Action Triple Valve, Style K-2, with Quick Service, Uniform Release and Uniform Recharge, for 10 in. Freight Brake Cylinders. Parts of Triple Valve, Fig. 1452. 2 Body 3 Slide Valve 4 Main Piston 5 Main Piston Ring 6 Slide Valve Spring 7 Graduating Valve 8 9 10 11 12 13 14 15 16 17 18 19 Emergency Piston Emergency Valve Seat Emergency Valve Rubber Seat Check Valve Spring Check Valve Case Check Valve Case Gasket Check Valve Strainer Union Nut Union Swivel Cylinder Cap 20 Graduating Stem Nut 21 Graduating Stem 22 Graduating Spring 23 Cylinder Cap Gasket 24 Bolt and Nut 25 Bolt and Nut 27 Union Gasket 28 Emergency Valve Nut 29 Retarding Device Body 31 Retarding Stem 33 Retarding Spring 35 Graduating Valve Spring HS 12 ■HS 13 A— Parts of Compensating Valve, Fig. 1453. MS S52 Fig. 1453— Compensating Valve, Style Bl. HS 11 Regulating Spring HS 99 Bracket Stud HS 12 Regulating Nut HS 100 Piston HS 13A Check Nut HS 101 Top Piston Nut HS 14A Union Stud HS 102 Piston Disc HS 15 Union Swivel HS 103 Bottom Piston Nut HS 17 Union Strainer HS 104 Rider Pin HS 19 Tee Head Bolt HS 111 Plug HS 22 Spring Abutment HS 113 Holding Nut HS 24 Street Elbow HS 252 Cotter HS 76A Spring Box PT 60 Packing Ring HS 80 Leather Washer QT 29 Union Nut HS 92 Body QT 31 Union Gasket HS 93 Bracket HS 31A Spring Box Bush HS 97 Diaphragm HS 96 Piston Bush HS 98 Diaphragm Washer New York Air Brake Company. 678 AIR BRAKES; New York. Figs. 1454-1457 Fig. 1454 — Combined Brake Cylinder and Reservoir for Freight Cars. RVI6? Parts of Safety Valve, Fig. 1455. RV 162 Cap Nut RV 163 Valve RV 164 Valve Stem RV 166 Spring RV 176 Exhaust Regulat- ing Ring RV 177 Lock Ring RV 179 Regulating Nut RV 180 Body Closed Pooitio Fig. 1455— Safety Valve. sc » ^-SC 100. Fig. 1456 — Angle Cock with Self-Locking Handle. Parts of Angle Cock, Fig. 1456. SC 4 Spring SC 11 Cap SC 35 Socket Pin SC 98 Body SC 100 Plug SC 131 Handle SC 132 Handle Socket SC 290 Handle Pin Fig. 1457— 1^-in. Cut Out Cock. Parts of 1^-in. Cut Out Cock, Fig. 1457. SC 4 Spring SC 11 Cap SC 12 Handle SC 13 Handle Pin SC 99 Body SC 100 Plug New York Air Brake Company. Figs. 1458-1462. AIR BRAKES; New York. 679 SC 162 SC 164 SC 163 QT 220 QT547 Parts of Conductor's Valve, Fig. 1458. SC 159 Spring SC317 Cap SC 316 Body QT220 Vent Valve SC 161 Valve Lever SC 162 Lever QT 236 Nut QT547 Seat Fig. 1458— Conductor's Valve, Style B-3-A. Parts of Single Pressure Retaining Valve, Fig. 1461. 2 Body 3 Cap Nut 4 Valve 5 Handle 6 P/ M£ r 7 Ca/> 8 Plug Spring 20 Valve Spring Fig. 1459— Centrifugal Dirt Collector. HPIPE Fig. 1460— Branch Pipe Tee with Side Outlet. SHORT DIA OF HEX. M-SHORT DIA OF HEX. Fig. 1461 — Single-Pressure Retaining Valve, Spring Type. Parts of Strainer, Fig. 1462 DC 69A Body DC 72 Strainer DC 76 Cap DC 77 Curled Hair . W oz.) DV 8 Union Nut DV 9 Union Swivel DV 10 Union Gasket DC 69 A Fig. 1462 — Reducing Valve Strainer. New York Air Brake Company. 680 AIR BRAKES; New York. Figs. 1463-1467 W Pip«. To Car Ddch.rg. Valve. Fig. 1463— Signal Pipe Strainer. Parts of Strainer, Fig. 1463. DC 31 Body DC 32 Strainer DV 8 Union Nut DV 9 Union Swivel DV 10 Union Gasket Parts of Strainer, Fig. 1464 QT 28 Strainer QT 29 Union Nut QT 30 Union Swivel QT 31 Union Gasket QT 472 Body ,QT2 JQT30 .QT 31 QT 472 QT 28 Fig. 1464 — Branch Pipe Strainer. £" Sol Fig. 1465— Release Valve. Parts of Release Valve, Fig. 1465. RV23 Cylinder RV 27 Handle RV24 Stud RV29 Rivet RV25 Vent Valve RV 31 Rubber Valve Seat RV 26 Spring RV 36 Handle Cotter Fig. 1466— Signal Valve, Style BA. Parts of Signal Valve, Fig. 1466. SV 2 Upper Case Diaphragm Lower Diaphragm Plate Nut Valve Cap Upper Diaphragm Washer Lower Case Spring Diaphragm Stem Stud and Nut SV SV SV SV SV 11 SV 12 SV 22A SV 24 SV 25 BC 880 Fig. 1467— Vent Valve, Style A. Parts of Vent Valve, Fig. 1467. VV 1 Upper Case VV 2 Upper Case Cap Nut VV 3 Lower Case VV 4 Post VV 6 Piston VV 8 Valve VV 9 Lower Case Gasket VV 10 Lifting Pins VV 12 Holding Nut VV 13 Bracket PT 57 Valve Spring QT 28 Strainer QT 29 Union Nut QT 30 Union Swivel QT 31 Union Gasket QT 574 Valve Seat QT 557 Piston Ring SV 10 Tee Head Bolt and Nut New York Air Brake Company. Figs. 1468-1471 AIR BRAKES; General Electric. 681 Fig. 1468 — Diagram of Piping and Electrical Connect ions for General Electric Emergency-Straight Air Brake Equipment for Electric Cars. Q Fig. 1470— Air Compressor With — S Tee B c ilt Suspension. Fig. 1469 — Section Through Air Compressor Governor. 1.4" — / QT367 QT3J7 QT332 0T33O /QT329 QT 388 '/qT29i QTI39 gTI36 Fig. 1471 — Triple Valve for Variable Release Equipment. General Electric Company. Parts of Triple Valve, Fig. 1471. QT 290 Bush QT 391 Piston Stem QT 112 Check Valve Scat QT 139 Check Valve Guide QT 138 Check Valve QT 118A Check Valve Spring QT 141 Check Valve Cap QT 20 Rubber Scat PT 56 Graduating Stem PT 58 Graduating Stem Cap Nut QT 281 Front Cap QT 287 Front Cap Gasket QT 346 Front Cap Bolt QT 231 Graduating Stem Spring QT 288 Bush tub!, QT 267 Piston Ring QT 327 Main Piston QT 330 Exhaust Valve Bush QT 328 Exhaust Valve QT 332 Graduating Valve Spring QT 329 Graduating Valve QT 291 Exhaust Valve Spring QT 371 Body 682 AIR BRAKES. Figs. 1472-1474A £>^k Fig. 1472— Motorman's Air Brake Valve, Type S, Form F4. General Flectric Company. Fig. 1473 — Emergency Valve, Type E, Form H-l. General Electric Company. s Fig. 1474 — Quick Service Valve. General Electric Company. Fig. 1475 AUTOMATIC CONNECTORS. 683 SECTION A-A Fig. 1475— Westinghouse Automatic Car and Air Coupler, Type C-3-A, with Draft dear, Anchor Castings. Etc. Parts of New York Freight Connector, Fig. 1477. 4 HC 7 1 ;4 *»■ Swivel HC 766 1J4 '»■ by 5 Elbow Nipple 16 HC I54 '"• Coupling HC 7125 Bolt 25 SC \y A in. Three- HC 7127 Spring Seal Way Reversing HC 7128 Spring Cock HC 7131 Fingers HC 78 Gasket HC 7132 Center Pipe HC 760 Head HC 7134 Side Plate Parts of New York Passenger Connector, Fig. 1476. 3 HC 7 Automatic Drip HC 7129 Steatn Heat Re- Valve HC 71 Head HC 78 Packing Ring HC 7125 Bolt HC 7126 \y A in. Elbow HC 7127 Spring Seat HC 7128 Spring tainer HC 7130 Steam Heat Seat HC 7131 Fingers HC 7132 Center Pipe HC 7134 Side Plate HC 759 Bush Westinghouse Air Brake Company. 684 AUTOMATIC CONNECTORS. Figs. 1476-1477 AUTOMATIC DRIP VALVE Fig. 1476 — Passenger Connector for Air Brake, Signal and Steam Pleat Pipes. New York Air Brake Company. I*' 3 W»V- REVERSINGCOCK 114' SWIVEL ELBOW UfHOSE COUPLING Fig. 1477 — Freight Connector for Air Brake Pipes. New York Air Brake Company. Figs. 1478-1481 AUTOMATIC CONNECTORS 685 Parts of Emergency Head, Fig. 1478. HC 78 racking Ring HC 519 Packing King HC 710 Steam Heat Casket HC 725 Packing Nut HC 726 Snivel HC 729 Packing Nut HC 730 Swivel HC 734 Hook HC 735 C am HC 737 Coupling HC 738 Signal Coupling HC 739 Elbow HC 740 Bend HC 741 Cam Pin HC 7122 Street Elbow HC 7123 Cam Spring HC 7124 C am Bearing HC 7133 Head STEAM HEAT COUPLING Fig. 1478 — Emergency Head Back-Up Connection. New York Air Brake Company. 1 r---:. Fig. 1479 — Robinson Automatic Connector, Cut Out Fig. 1480 — Robinson Automatic Connector Applied to When Car Is Coupled to a Car Without Auto- Freight Cars, matic Connectors. Robinson Connector Company. Fig. 1481— Durbin Automatic Train Pipe Connector Applied to Passenger Train Cars. Durbin Automatic Train Pipe Connector Company. 686 BRAKE EQUIPMENT; Miscellaneous. Figs. 1482-1488 Parts of Figs. 1483 and 1484. A Whistle B Whistle Push Button C Train Pipe Exhaust Fig. 1482 — Monogram Pipe Bracket and Nipple End Hose Protector. Guilford S. Wood. Fig. 1484 — Brakeman's Fig. 148o — orakeman s Back-up Air Back-up Air Brake Brake and Signal Cock, with Gage. Cock. Sherburne & Company. Fig. 1486— Safety Device for Automatically Applying Air Brakes m Case of Broken or Spreading Rails, Damage to Truck, Etc. Wright Safety Air Brake Company. Fig. 1485 — Universal Hose Protector. McCord & Company. Fig. 1487 — Sprague Flexible Steel Armored Hose and Nipples. Sprague Electric Works. Fig. 1488— Device Shown in Fig. 1486, as Applied to a Car. Wright Safety Air Brake Company. Figs. 1489-1496 BRAKE EQUIPMENT; Miscellaneous. 687 ;%\ To Pullinq Face Fig. 1494 — Security Angle Cock Bracket Applied to Dump Car. D. R. Niederlander. ^ L k— */ — ^ ! —isf- r -A \i 13- H To Pulling Face Fig. 1496 — Security Angle Cock Holder Applied to Box Car. D. R. Niederlander. 688 BRAKE EQUIPMENT; Miscellaneous. Figs. 1497-1507 Fig. 1497. Pipe Hanger. Fig. 1498. Pipe Clamp. Fig. 1499. Pipe Clamp. Fig. 1500 Pipe Hanger. Fig. 1501. Repair Nipples. Fig. 1502. Hose Clamp. Fig. 1503. Hose Nipple. National Malleable Castings Company. r rp rm U m *=.-&.-4^--s.= LTD Fig. 1504 — J-M Slip Type Expander Ring for Air Brake Cylinder Packing Leathers H. W. Johns- Manville Company. Fig. 1505— Air Hose Protector. A. Ron- Peffers. Style A. Style B. Fig. 1506— Sheafe Air Hose Coupling. Fig. 1507— Sheafe Air Hose Protectors. Central Engineering Company. Figs. 1508-1510 BRAKE EQUIPMENT ; Miscellaneous. 689 Fig. 1508 — American Automatic Slack Adjuster. American Brake Company. Fig. 1509 — American Automatic Slack Adjuster Applied to Brake Cylinder. American Brake Company. Fig. 1510— Creco Slack Adjuster for Passenger Train Cars. Chicago Railway Equipment Company. 690 BRAKE EQUIPMENT ; Miscellaneous. Figs. 1511-1512 Fig. 1511 — Universal Type Automatic Brake Adjuster for Freight Cars. Gould Coupler Company. C C ) - 5i_L O '""rr ^-V^V-ft^ff \J- 'il'iyi) & 1 1 I' I If I '.( . \ Fig. 1512 — Creco Combined Slack Adjuster and Brake Release for Freight Cars. Chicago Railway Equipment Company. Figs. 1513-1516 BRAKE EQUIPMENT; Miscellaneous. 691 Closed Posifion. Fig. 1513— J-M Manual Take-up. H. W. Johns-Manville Company. Fig. 1515— Back-Up Air Brake Cock Ashton Valve Company. Him i m n s^ * s — -~wT F ^Li Z^ Fig. 1514 — National Geared Hand Brake. National Brake Company. Fig. 1516 — Air Gage for Caboose. Ashton Valve Company. 692 HAND BRAKES. Figs. 1517-1519 Fig. 1517— Peacock Geared Hand Brake for Freight Cars. National Brake Company. Fig. 1518 — Square Brake Shaft Applied to Gondola Car on the Buffalo, Rochester & Pittsburgh. Fig. 1519— Brake Shaft, Ratchet Head and Drop Handle Used on the Buffalo, Rochester & Pittsburgh. Figs. 1520-1524 HAND BRAKES. 693 -H I s " ' I s J2 -H/6 ■ I^OOOQ<^>Q<-XKp f ? ±1 S/aAe Rafchef VYheel ° Plate Key 20 Teefh \f TUT ^ >TRf^im£al ^ X„", , ,.-/; I I J? ^J -if* ■8 ! t>j SecHon A-B. [<— 2j : H Fig. 1520 — Metal Brake Step and Ratchet Used with Square Brake Shaft. Buffalo. Rochester & Pittsburgh. > <— /^ Square Fig. 1521 — Union Drop Brake Shaft. Union Railway Equipment ( Company. Fig. 1522 — Earlier Tilting Brake Staff. Standard Car Truck Company. Fig. 1523 — Perfect Brake Wheel. Dayton Malleable Iron Company. Fig. 1524— Feasible Drop Brake Staff. U. S. Metal & Manufacturing Company. 694 HAND BRAKES. Figs. 1525-1530A Fig. 1525— Type B Acme Brake Applied to Baggage Car with Dummy End. Fig. 1526— Type A Acme Brake Applied to Gondola Car. Fig. 1527— Type C A c ill e I 'nil - Up Brak e for All Classes of Freight and Baggage Cars. Fig. 1528— Type fi Acme Brake for Vestibule and I ) ii m in y End Cars. 'ittsburgh Railway Appliance Company. Fig. 1529— Type A Acme Brake for All Classes of Freight Equipment. Fig. 1530— Klasing Brake. ^ r, , T . , Fig - 1530A — Klasing Brake Applied to Gondola Car. D. K. Niederlander. Figs. 1531-1543 HAND BRAKES. 695 Fig. 1531— Ratchet Wheel Paul and Plate for Square Shaft — Assembled. (Patented.) Fig. 1534— Ratchet Wheel, Pawl and Plate for Round Brake Shaft— Assembled. Fig. 1532— Section Through Ratchet, Etc., in Fig. 1531. Fig. 1533— Square Brake Shaft Castings. ("Pat- ented. ) Fig. 1535— Application of Square Brake Shaft Cast- ings to Brake Step. Fig. 1536— Brake Shaft Steps for Square and Round Shafts. (Patented. Fig. 1537— Five-Spoke Hand Brake Wheel. (Patented.) Fig. 1538— S q u a r e Shaft Roof Bracket. ( Patented. ) Fig. 1539— R o u n d Shaft Roof Bracket. Fig. 1540— Six-Spoke Hand Brake Wheel. < Patented. ) Fig. 1541 — Square Drop Shaft in Raised Position. Fig. 1542— Square Drop Shaft Step Sleeve and Seat. (Patented.) Hand Brake Mechanism. National Malleable Castings Company. Fig. 1543— Square Drop Shaft in Lowered Po- sition. 696 HAND BRAKES. Figs. 1544-1550 wVi Fig. 1544— Shifting Brake Shaft Device Applied to Flat Car. (Patented.) Pressed Steel Car Company. ■■> Iff — - w Fig. 1545 — Normal Position of Operating Han- dle for Blackall and Lindstrom Brakes. Fig. 1546— Ratchet Brake Applied to Hopper Car. . . ' > Fig. 1547— Blackall Drop Handle Type Ratchet Brake. Fig. 1548 — Improved Lindstrom Brake. Fig. 1549— Blackall Ratchet Brake, Flat Car Type, in pig. 1550— H-R Ratchet Brake Lever Applied to Release Position. Gondola Car. Robert H. Blackall. Figs. 1551-1559 NUT LOCKS AND LOCK NUTS. 697 Fig. 1551— Square and Hexagon Grip Nuts, Showing Curve in Thread-Pitch Exaggerated to Show Locking Method. Grip Nut Company. Fig. 1552 — K-P Nut Lock. Waugh Draft Gear Compain * ■"■'■'. " ■■■■"■ ■■'■ '■'.'■ 4 Fig. 1553 — O. K. Nut Lock and Bolt Prepared for its Application. O. K. Nut C ompany. Fig. 1555 — S q u a r e Toggle Lock Nut. Fig. 1556 — Hexagon Toggle Lock Nut. Fig. 1554 — Application of Jones Mul- tiple Two-Hole Nut Lock. Fig. 1557— Jones Arch Bar Nut Lock. '* Center tc Canter i— Center Lo Centc — a Fig. 1558— Jones Multiple Nut Lock. Jones Positive Nut Lock Company. Fig. 1559 — Jones Nut Lock for Application to Wood. 698 NUT LOCKS AND LOCK NUTS. Figs. 1560-1571 Original. Improved. pig. 1561 Square and Hex- Fig. 1560— Columbia Lock Nuts and agon Gib Nuts. Colum- Application. Columbia Nut & Bolt bia Nut & Bolt Co.. In- Co., Incorporated. corporated. Fig. 1562— Positive Nut Lock. Schum Brothers. Fig. 1563— Boss Nut. Boss Nut Company. Fig. 1564— F. B. C. Lock for Striking- Plate Bolts. Fig. 1565— F. B. C. Continuous Lock. Fig. 1566— F. B. C. Arch Bar Nut Lock. Fig. 1567— F. B. C. Arch Bar Nut Lock Applied. Keystone Nut Lock Manufacturing Company. Fig. 1569 — Construction of Absolute Lock Nut. Fig. 1568— Removal of Absolute Lock Nut, Showing Ordinary Nail Inserted. American Lock Nut Company. ■r. Fig. 1570— Turnbuckle. Cleveland City Forge & Iron Company. Fig. 1571— Hillman Lock Turnbuckle. U. S. Metal & Manufacturing Company. Figs. 1572-1579 NUT LOCKS AND LOCK NUTS. 699 Fig. 1572— Application of National Lock Washer. National Lock Washer Company. Fig. 1573 — Bartley Diamond Tang Fastener for Appli- cation to Wood. American Nut & Bolt Fastener Company. Fig. 1575 — Bartley Flange Nut Fastener. National Pattern. Plain Pattern. Fig. 1574— Lock Washers. American Nut & Bolt Fastener Company Fig. 1576 — Bartley Multiple Nut Fastener. Fig. 1577A— D S Lock Nut. Standard Safety Nut Corporation. Fig. 1577— Roller Lock Nut, Unlocked. Roller Lock Nut Company. Fip-. 1578— T?rrtW T n rh M ut . Fig. 1579— Roller Lock Nut, Locked. Roller Lock Nut Company. 700 PASSENGER EQUIPMENT INSULATION. Figs. 1580-1583 /■ rCo Linofile veona ' Ba 56 \ \ \ in — "*■ << ■ ■ r .'.. j — - - ■ ■ ips r& Cork A - Section A-A Wood Fig. 1580 — Insulation for Passenger Train Cars. Armstrong Cork Company. wfhick Cellini fe Insulnh, ;>> ' he Clued le Sleet Sheet 5 'eel Sheet , " m t .' • Iinchtite' Nail : : r, Wide Steel 'r r 3 Ply Salamander 3 Ply Salamander Fig. 1582— Application of Three-Ply Salamander Insulation to Steel Coach. H. W. Johns- Manville Company, Fig. 1581 — Method of Fastening Insulation by Electric Spot Welding and Clinchtite Xails. H. VV. Johns- M anville Company. Fig. 1583 — Application of Resisto Insulation. Transportation Utilities Company. Figs. 1584-1586 PASSENGER EQUIPMENT INSULATION AND FINISH. 701 Fig. 1584 — Insulation for Steel Passenger Coach Armstrong Cork Company. Fig. 1585— Application of J-M Ceilinite Fireproof Insulation to Passenger Coach. H. W. Johns- Manville Company. P * Fig. 1586— Sections of Moldings for Metal Interior Finish. Grinden Art Metal Company. 702 PASSENGER EQUIPMENT INSULATION AND FINISH. Figs. 1587-1589 Galvanized, Pressed Channels Three Ply Salamander Clued to Steel . i Plale With Preiyht Car Paint %. 85Z/Mac/nesia\ — > Blocks I - Ply Salamander 6/ued to Steel Plate With Freight Car Paint Fig. 1587 — Application of Channels for Holding Three- Ply Salamander Insulation. H. W. Johns-Man- ville Company. Fig. 1588— Steel Bulkhead and Saloon for Arch Roof Coach. Hale & Kilburn Co. Fig. 1589 — Interior Finish of Steel Passenger Coach. Art Metal Construction Company. Figs. 1590-1592 PASSENGER EQUIPMENT FINISH. 703 Fig. 1590 — Steel Interior Finish for Passenger Coach. Art Metal Construction Company. Iti&AfeV. ■ For Wood Cars. 1 - Pane-1 . Fig. 1591 — Steel Finish in Long Island Parlor Car. Fig. 1592— Metallic (Steel) Sheathing for Passenger Train Cars. Trans- portation Utilities Company. 704 PASSENGER EQUIPMENT INTERIOR FINISH. Fig. 1593 .Scale of Details r . j - J '- -^ J ' .Scale, of Elevations ■■ ■■■■■■ ■ ■■■ Fig. 1593 Steel Interior Finish for Passenger Train Cars. Dahlstrom Metallic Door Company. Fig. 1594 PASSENGER EQUIPMENT INTERIOR FINISH. 705 STfcE-L Window Trim Fob. Sx,EBPfiiL Parts op- Interior .Steel Window Trim Tig's, l to 6 Inclusive i fAciA 7 Wood oash 2 Curtain Roll Box 8 Wood Stool* Apron 3 MullioN 9 Window Glass 4 Casing io Steel .Stool & Apron 5 plate Moulding n Wainscot 6 Panel it Single *Double5eat Ends bl BeRTtt TO * s^*-**- ■ScALE Or DETAIL5 f j-i-i- l' -j- i -uj '* .Scale- op Elevations '°' r , |* Fig. 1594— Steel Interior Finish for Passenger Train Cars. Dahlstrom Metallic Door Company. 706 PASSENGER EQUIPMENT INTERIOR FINISH. Fig. 1595 tnd Finish. Section C,C. Fig. 1595 — Finish on Side and End, and End of Saloon of New York, New Haven & Hartford Wooden Day Coach. Fig. 1596 PASSENGER EQUIPMENT INTERIOR FINISH. 707 o U °3 u c 'a u H bo c Ch E i bo fa 708 PASSENGER EQUIPMENT INTERIOR FINISH. Fig. 1597 c o U 3 Hh SECT/orv- B- B Figs. 1598-1601 BERTHS AND DETAILS. 709 Parts of Sleeping Car Sections, Figs. 1600 and 1601. 1 Lower Berth 2 Upper Berth 3 Lower Berth Arranged as Seat 4 Head Hoard 5 Clothes Hammock 6 Berth Curtain Rod 7 Berth Curtain 8 Mirror 9 Berth Lamp 10 Berth Chain 11 Berth Chain Pulley 12 C oat Hanger 13 Berth Safety Rope 14 ( 'pper Berth Ladder 15 Upper Berth Safety Straps 16 Head Rest, Used at Night as Clothes Rack 17 Window Shade 18 Electric Bell Push Button 19 Portable Table 20 Lozeer Peek Head Lining .in "^r Sect/on A~A ~ ■& ■4 Front View 6nd Y/ew Lock Bar -m J 13 Steel v4^ Section B~B Fig. 1598— Steel Upper Berth. Dahlstrom Metallic Rear Wen j*H Cut Out ■1 1 Dour Company. Fig. 1600 — Pullman Sleeping Car Section with Upper Berth Down. Fig. 1601— Pullman Sleeping Car Section with Curtain Drawn Back Showing Berths Made Up. See Above for Names of Numbered Parts. '10 BERTH DETAILS. Figs. 1602-1612 Bolt- Method of Fastening h Cross Tie. Fig. 1602— Head Board Bolt and Application Details Dayton Manufacturing Company. Parts of Fig. 1602. i Upper Face Plate 5 Lower Face Plate 2 Knob Latch 6 Bolt Spring 3 Lower or Fixed Bolt 7 Upper or Spring Bolt 4 Slide Latch 1x1x161/ k /// -H Fig. 1603 — Steel Step Ladder for Sleeping Cars. Cana- dian Northern. A. & W. Co. H D. M. Co. A. & W. Co. D. M. Cc Fig. 1604— Berth Hinges. Fig. 1606— Berth Lock Rods. Daytor Manufacturing Company. Fig. 1605— Head Board Fig. 1605A— Head Board Fastener. Adams & Plates. Adams & Westlake Company. Westlake Company. Fig. 1607— Berth Lock Handle. Adams & Westlake Com- pany. Fig. 1608 — Berth Fig. 1609 — B e r t li Curtain Hook. Safety Rope Hook. D. M. Co. A. & W. Co. Fig. 1610 — Berth Curtain Hook. Fig. 1611 — Upper Fig. 1612 — Upper Berth Safety Strap Berth Catch. A. and Hook. J. L. & W. Co. Howard & Co. Figs. 1613-1622 BERTH AND SEAT DETAILS. 711 Fig. 1614 — Berth Numbers. Dayton Manufacturing Company Berth Spring, Chain Pulley. and Jas. L. Howard & Co. Adams & Westlake Co. Fig. 1615— Berth Curtain Rod Brackets. Fig. 1616— Table Hooks. Dayton Manufacturing Company. l Fig. 1617— Seat Arm Rivets. Dayton Manufacturing Company. Fig. 1618— Kirby's Seat Lock for Wood Seat Ends. Day- ton Manufacturing Com- pany. Fig. 1619 — Seat Arm Thimbles. Adams & Westlake Company. Fig. 1620 — Seat Arm Pivot Bolt. Dayton Manufacturing Com- pany. Fig. 1621— Seat Back Arm Lock, Bolt and Spring. Adams & Westlake Company. Adams & Westlake Company. Dayton Manufactur- ing Company. Fig. 1622 — Seat Back Arm Locks with Escutcheons. 712 SEAT DETAILS. Figs. 1623-1634 Fig. 1623 — Straight Seat Arm Stops. Adams & \\ estlake Company. <>^»aHS-^i*??^* Fig. 1704— Parlor Car Chair No. 113. Fig. 1705— Parlor Car Chair No. 115. Scarritt-Comstock Furniture Company. Figs. 1706-1713 FLOORS AND COVERINGS. 723 ' 7 Fig. 1706 — Flexolith Composition Flooring. Transportation Utilities Company. \o 1 u> I P 1 qpo © o \ -..,..., ,,T^, 50> / Con crefe Fig. 1707~Chanarch Metal Floor- ing. Acme Supply Company. m Fig. 1708 — Perfor- ated Rubber Floor Mat. Fig. Section mJI 1710 — Ferroinclave Floor Covering Hoisting Machinery Company Brown Fig. 1709 — Upper and Lower Gromets for Carpet Eye- lets. Adams & AVestlake Company. KEYSTONE PLATE Fig. 1711 — Karbolith Flooring as Applied to Pennsylvania Railroad Steel Pas- senger Train Cars. American Mason Safety Tread Company. Fig. 1712 — Keystone Car Flooring. Berger Manufacturing Company. Fig. 1713— Application of Ferroinclave Floor Cover- ing to Floor of Steel Car. Brown Hoisting Machinery Company. 724 KITCHEN EQUIPMENT. Figs. 1714-1721 B t" o Hum -• C ID o E c Plan of Top _l_L Roll Top DraEl tn Fire Uo. WaU-i 5 Section A A E Section B. C, & D ^=55SC Front View Section through Oven Section through Fire-Box Fig. 1714 — Stearns Safety Range for Dining Cars Stearns Steel Range Company. is Broiler and Oven No. 1507 Fig. 1716— Gas Broiler and Oven No. 1501a. Fig. 1717— Gas Broiler No. 1500. Fig. 1718— Egg Poacher No. 1504. Fig. 1720— Hash Browner No. 1504. Fig. 1719— Broiling Iron No. 1502. V^^J^T J-, i: V^- -' ^uuamlip^ Fig. 1721— Frying Ran No. 1503. Pintscli Gas Broilers and Utensils. The Safety Car Heating & Lighting Company. Figs. 1722-1729 KITCHEN AND LAVATORY DETAILS 725 ■ -z'l'- r j > > . > > S, / I 1 ' •i'o"~ ,1/ 1" IHWHWHWVH1 Front E/evoi'aJ'/on. & of C 2 — y fcir^rM y /57S SI S S -/tf^ g s a I I -A'- W4WHJWWW I I I I In // 3 ■3 -*-—/Jg — > Section C'C Sec+ion A~A. Fig. 1722 — Buffet Refrigerator. White Enamel Refrigerator Company. Fig. 1723— Buffet Stove and Urn. Adams & Westlake Com- pany. Fig. 1724 — Towel Rods. Dayton Manufacturing Company. Fig. 1725— Double Tumbler Holder. Day- ton Manufacturing Company. Fig. 1726— Tumbler Holder. Adams & Westlake Com- pany. Fig. 1727 — Basin Bushing and Plug for Over- flow Bowl. Adams & Westlake Comp any. 726 LAVATORY AND DRINKING FOUNTAIN DETAILS. Figs. 1730-1744 Fig. 1730 — Com- Fig. 1731— Chain pression Faucet. Post or Stay. Adams & Westlake Company. Fig. 1732— Combination Hot and Cold Water Faucet. A. & W. Co. Fig. 1735— Filler Cover. Jas. L Howard & Company. Fig. 1736— Soap Dish. A. & W. Co. Fig. 1739— Spu Fig. 1738— Soap Dish. Adams and Coupling & Westlake Company. D. M. Co. CMl': J> Fig. 1733 — Tail Fig. 1734 — Turn- Coupling for bier Holder and Alcove Faucet. Drip. Adams & Westlake Company. Fig. 1737— Towel Rod Bracket. Day- ton Manufacturing Company. Fig. 1741— Telegraph Faucet. Dayton Manufacturing Company. Fig. 1740— Tank Waste Cock. A. & W. Co. Fig. 1742— Zane's Self-Closing Bibb Cock. Fig. 1743— Stop Cock. Dayton Manufacturing Company. Fig. 1744— Combination Hot and Cold Water Faucets. A. & W. Co. Figs. 1745-1752 LAVATORY AND DRINKING FOUNTAIN DETAILS. 727 Fig. 1745— Toilet Rack. Adams & Westlake G ompany. Fig. 1748— Rack for Soiled Towels. Jas. L. Howard & Company. Fig. 1746— Dental Lavatory. Day- ton Manufacturing Company. Fig. 1747— White Metal Drip Tray. Jas. L. Howard & Company. Fig. 1749— Comb and Brush Rack. Adams & Westlake Company. Fig. 1750— Corner Toilet Rack. Adams & Westlake Company. Fig. 1751 — Washroom Pump and Soap Holder. Dayton Manufacturing Company. Parts of Washroom Pump, Fig. 1752. A Puiup^ Body with Spout and Cylinder B Nut for Attaching Body to Base C Base D Screws for Attaching Base to Slab E Nuts for Attaching Base to Slab F Lever G Rosewood Handle H Handle Nut I Rocker Ann J Rocker Arm Pivot Screzv, Upper K Rocker Ann- Pivot Screw, Lower L Piston Rod M Piston Rod Pivot Screw N Piston Rod Shock Absorber (Leather) O Piston Rod Stuffiiic; Box Nut P Piston Rod Stuffing Box Collar Q Piston and I'alve 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. 1752— Washroom Pump and Fittings. Jas. L. Howard & Company. LAVATORY AND DRINKING FOUNTAIN DETAILS. Figs. 1753-1759 Fig. 1753— Folding Corner Lavatory. Dayton Manufacturing Company'. _ Fig. 1753 A— Watrous Style V Concealed Liquid Soap Fixture. The Watrous Company. Fig. 1754— Towel Ven- dor. Indi- v i d u a 1 D r ink- i n g C u p Company. Fig. 1756 — Section Through White Metal Lavatc Showing Tilting Lever Waste and Trap. Fig. 1755— Drinking Cup V e n d o r. Individual Drinking Cup Company. Fig. 1757— Liquid Soap Dispenser. Individual Drink- ing Cup Company. Fig. 1758 — Section Through Vitreous Ware Lavatory Showing Waste Attachment. The Watrous Company. Fig. 1759-Section Through Push Button Faucet The Watrous Company. Fi S s. 1760-1763 LAVATORY AND DRINKING FOUNTAIN DETAILS 729^ Fig. 1760 — Folding Lavatory. Adams & Westlake Company. Fig. 1761— Water Cooler and Lavatory Faucets Adams & Westlake Company. Fig. 1762— Hot and Cold Water Faucet in Folding Wash Basin. J. N. Chadwick. Fig. 1763 — North Pole Sanitary Drinking Fountain. Henry Giessel & Co. 730 LAVATORY AND DRINKING FOUNTAIN DETAILS. Figs. 1764-1770 'iDROINj 'i'CCLD I 4 OH LSI : 141 LIU Fig. 1764— Postal Car Corner Washstand. Railway Supply & Curtain Company. Fig. 1766— Watrous, Style M, Liquid Soap Fixture. The Watrous Company. Fig. 1767— Postal Car Flat Back Washstand. Railway Supply & Curtain Company. Fig. 1768— Water Alcove. Jas. L. Howard & Com- pany. Fig. 1769 — Vitreous Ware Dental Lavatory. The Watrous Company. Fig. 1770— Folding Wash Ba- sin. Dayton Manufacturing Company. Figs. 1771-1775 LAVATORY AND DRINKING FOUNTAIN DETAILS. 731 Fig. 1771- Double White Metal Lavatory. Fig. 1772— White Metal Corner Lavatory. Fig. 1773 — Vitreous Ware Corner Lavatc r j Fig. 1776— Plan of Piping for Men's Wash Room in Pullman Drawing Room Sleeping Car, •ToJactrets 1 Fig. 1777— Hot and Cold Water Connections to Baker Heater in Pullman Drawing Room Sleeping Car. Fig. 1778 WATER SYSTEM PIPING. 733 "34 CLOSETS. Figs. 1779-1781 no j WITH SIOE HSlnDUE no- /-tj- no. 2 tv/X/V SQUARE J-EYEfZ. ron s/de W/TL.L. Pvt-i— WITH CaRHE/Z. Z. EVE ft. HOS J- T~r2y9Y 7D &E /r*CJ_O^EC>. Yv/TH TftfiY TO BE "VCL03EO. 8i^/< TTMfTB 8f CC/r TO DflfWI/YG EC*/! //fCJ-OJEO HZjFfE/Z Fig. 1779— Types and Dimensions of Duner Car Closets. no. .3" 7-&.S7Y ' <3 Fig. 1780 — Duner Enameled Iron Corner Closet Xo. 3 with Tray to be Inclosed. Fig. 1781— Duner Combined Flush and Dry Closet with Side Handle. Duner Company. Figs. 1782-1787 CLOSETS. 735 Fig. 1782— Duojet Closet, Showing Arrangement of Jets. The Watrous Company. fe = *•■ X- Fig. 1783— Americo Car Closet. The Watrous Company. Fig. 1784— Duner Closet with Side Wall Pull. Duner Company. liil Fig. 1785 — Atlas Combination Dry Closet, Hopper and Urinal with Seat-Raising Device. Railway Sup- ply & Curtain Company. Fig. 1787— Watometer for Flushing Closets. The Watrous Company. 736 CLOSETS. Figs. 1788-1793 Fig. 1788— Atnerico Closet with Oper- ating Lever on Side Wall. The Watrous Company. Fig. 1789— Enameled Iron Hopper with Seat Raising Attachment. Tas. L. Howard & Company. Fig. 1790— No. 32 Hopper. Adam- & Westlake Company. Apron and Lid Partly Raised. Apron and Lid Raised. Fig. 1791— Protection Dry Closet. Adams & Westlake Company, Fig. 1792— Toilet Paper Holder. Dressel Railway Lamp Works. Fig. 1793— Closet with Valves on Side Wall. Dayton Manufacturing Company. Figs. 1794-1806 LOCKS. 737 Jill No. 44 Rim Night Latch. Fig. 1794— Rim Night Latches, Cylinder and Keys. Pig. 1795— N|. 6001 Cupboard Lock. Fig. 1796— No. 611 Locker Lock. Fig. 1797— No. 850 Padlock. Fig. 1798— No. S19 Drawer Lock. Fig. 1799— No. 823 Padlock. Fig. 1800— No. W120 Locker Lock. Fig. 1801— No. 830 Padlock. Fig. 1802— No. Sll Wardrobe Lock. Yale & Towne Manufacturing Company. Fig. 1803— No. 563 Padlock. Fig. 1804— Square Door Bolt and Keeper. Fig. 1805-Flush Door Bolt. Adams & Westlake Company. Fig. 1806— Barrel Door Bolt with Bent Staple Plate. 738 LOCKS. Figs. 1807-1819 Fig. 1807— Sliding Door Hasp and Staple Fig. 1808— Sliding Door for Mail Car. Hook and Button for Baggage Car. Adams & Westlake Company. Fig. 1809— Rim Sash Lock. Russell & Erwin Manufac- turing Company. |.Fig. 1810— Cupboard Catches and Bolts. Adams & Westlake Company. m i nnfM FgH I 9 o Fig. 1811 — "Refrigerator Catches. Russell & Erwin Manufacturing Company. M Fig. 1812 — Bag- gage Car Door Latch. Adams & Westlake Company Fig. 1813— Cabin Door Hook and Button. Fig. 1814 Door Top and Bottom Latch. Fig. 1815 — Rim Knob Lock. Russell & James L. Erwin Manufacturing Company. Howard & Com- ifc Fig. 1816 — End Door Lock. Dayton Manufacturing Company ... Fig. 18 17— (J Sliding Door Lock (Patented). Hid Fig. 1818 — Vestibule Door Mortise Latch. Dayton Manufacturing Company. Fig. 1819— Sliding Door Lock (Patented.) Which Latches Door Either Open or Closed. Jas. L. Howard & Company. Figs. 1820-1828 LOCKS. 739 Fig. 1820— No. 696 Vestibule Door Latch and Keeper Dayton Manufacturing Company. Fig. 1821 — Handle and Flush Handle Receiver for \o. 696 Vestibule Door Latch. 1 3 9 |! - X A id 9 Fig. 1822— Rim Knob Lock, Keeper and Escutcheon. Fig. 1823— Rim Knob Lock, Keeper and Escutcheon Russell & Erwin Manufacturing Company. Fig. 1824— Double Flush Handle Saloon Door Fig. 1825— Sliding Door Latch. Fig. 1826— Two-Bolt Lock Mortise Lock. Dayton Manufacturing Dayton Manufacturing Com- an( j Details Jas L Company - pan y- Howard & Company. Fig. 1827— Double Flush Handle Saloon Door Lock and Keeper. Adams & Westlake Company, Fig. 1828— End Door Lock, Keeper and Escutcheon. 740 LOCKS. Figs. 1829-1842 /•SET? Fig. 1829 — M.itorman's Cab Door Lock No. 48. Jas. L. Howard & Company. Fig. 1830— Sliding- Door pig. 1831 — Sliding Latch. Door Mortise Latch. Dayton Manufacturing Company. |vj ■j® >. ^^^^^^ | I Fig. 1832— Vestibule Door Latch and Keeper. Fig. 1833— Platform Vestibule Door Latch. Handles Adams & Westlake Company. and Keeper. Fig. 1834— Extra Long Saloon Door Lock and Keeper. Adams & Westlake Company. Fig. 1835— Vestibule Trap Door Latch and Pull. Dayton Manufacturing Company. [SZ3L Fig. 1837— Refrigerator D o o r Latch. Dayton Manufacturing Company. if, Sib :m m b Fig. 1838— Cupboard Bolt. Rus- sell & Erwin Manufacturing Company. Fig. 1839 — Vestibule Door Mortise Latch. Dayton Manufactur- ing Company. Fig. 1836— Vestibule Door Bolt. Adams & Westlake Company. T ^ J I Fig. 1840— Cupboard Bolt. Russell & Erwin Manu- facturing Company. Fig. 1841— Vestibule Trap Door Latch. Dayton Manufacturing Company. Fig. 1842— Russwin Unit Night Latch. 'usscll & Erwin Manufacturing Company Figs. 1843-1847 TRAP DOOR LOCKS. 741 Fig. 1843 — Edwards, Design K, Trap Door Lock. Fig. 1844 — Edwards, Design B, Trap Door Lock Fig. 1846 — Section of Design H, Trap Door Lock, in Normal Position, With Door Locker Down. Fig. 1847— Section of Design H, Trap Door Lock, With Latch Releaser and Starting Device Forcing Fig. 1845— Edwards Trap Door Lock, Design H. Door Open. O. M. Edwards Company. 742 BAGGAGE RACKS. Figs. 1848-1853 ■ tni— ~:r 9 5 // i i si Letter Drop-Chafe Outside Casing Mail Iron These Holes fo be Drilled and L ocafed foSuiff. Letter Drop Operating Rod Bracket Maiieable iron Letter Drop Chute Jnside Casing Mail '/ronx^—ty- ^ — 4 f >i/r.giTri ! rr^t Letter Drop Lid Matt iron ■il*r4"- -A lU*. ,M^ fiZi 6 a /vanned iron ^m 'opper Deflector ^11 |*_ * Letter Drop Cosing Matt iron. # ~^i< 4 ~ u Nofe Holes for*/? Wood Screws ■fJl * Unless Otherwise Marked /* •«- Letter Drop Inside Cover Mali Iron Le ff er p rap Chute nnd Scoop Fig. 1861 — Letter Drop and Chute, and Hopper Deflector. Section B~B >>/%<<---- 14'- >J" Front View Dumping Tray End View Portable Bin NOTE- Wood construction preferred Fig. 1862— Dumping Tray, Distributing Table, Portable Bin and Step Ladder. United States Government Specifications for Postal Cars. 746 POSTAL CAR DETAILS. Figs. 1863-1864 Ocreen When Construction Allows vr Window Sash, Rubber ■ Underlined Dimens'onsOn/y May be Varied When Road Condi I ions Require a Projection Greater Than Obtainable by Extending Poor Bracket 5 to Roads Clearances Angles Given/ffujibetdamiainet To Suit Cons true f 10, of Poor Post Diameter of dote in Door Brackets to bei 61 'eater Than Diameter \ of Straight Pod of Catcher Arm Nofe: MeMs Bars Applied Only to Windows Located Less Than Two Feet From Poor Opening to Nearest Edge of Window ^—IZj *t/ Or to Suit Road's Clearances^ td", ,^Sr ./* „ Outside MMto'tf ^ytff ! J ilLUt. To Jut/ Construction Metal Inside Protection Bars 5a fety Bar and Brackets Nofe ffipe With a Pipe Cap on One End and a Forked End f Piece on the Other End Can be Substituted for a Solid if Pod Drill to Suit Outside Diam or& Gas Pipe /?$ ^Door Gas Pipe -Bushing^ Long Wood Inside Protection Pods (At Alt Windows) Rods to be in a Frame Which Can be Distance Between Door Posts +J - ■^4 -i Typical Ccmtructwr, Mn/cricl l"'lfy"oH SteelAn^les Side Door Steps UnderAII5ii1ePoor$ l^;----fcp L _-- J fci Trick Punch Paced Threads _Z_J «' TI " ck nd& Fig. 1863 — Pouch Catcher and Window Protection Bars. ■—3 3 A—->\ / 1 j<~i enath of hasp to suit / contour of post r i , of post, / s> "A- ® ' / ^ i ! HI « I 0; r~ r- V ,@ §>" >. ) ® Door Outside Flush Hasp j.No.?2 Oak Iron z) secured b/Scrms fc--yf^r NOTE: 5teel construction, inside dimensions to he followed Slip and Scheme Case Poplar or equivalent preferred Metal acceptable Stanchion Top Socket Stanchions Stanchion floor Socket Fig. 1864 — Door Hasp and Latches, Stanchions, Rake, Safety Rod, Slip Case and Label Box. United States Government Specifications for Postal Cars. Figs. 1865-1866 POSTAL CAR DETAILS. 747 Same Pattern Both Ends Pedestal Typical Construction Pedestal Base Plate Fig. 1865— Pedestal, Center Rack and Details. -iff'— LotrerRo* of ffoxesto Have Only Sac/t ferforafwns A Long Letter Case 1 All Shelves Except Lower Rm TS33— t* to Have All Perforations as Shoivn ^^^Srass or Steel Spring 77 veal Cons traction Designs for Partitions Not less Than s. Wotiess Thani" Steel Steel Wood Aluminum 3Ply AnyoffheAbove Pesigns Are Acceptable For Letter Case Parti/ions He tails Long Letter Case Note- Theobove Drawings Short Standard fkrtbrofions For Pigeon Pole Bottom /nd Typical Construction Other Types of Construction Acceptable tThic/i Meet The Abo re Requirements r~ ^z »il -ji- — ] Standard Letter Case '^^Typical Constrvc '/c " -'!'' <* ^ ^-w i>f epf T \Concealed Spring S-pss Lov.erflo,\ l oHave4li ~-y~^ L 'or Steel Spring Pen'-^t c-'^sS^.m ^Sk-~~La bet Holders . . Type and Governed by Spring or ■Other Suitable locking fame Which Does Not Project Into Pigeon Hole Details Short letter Case Fig. 1866— Letter Cases and Details. United States Government Specifications for Postal Cars. 748 POSTAL CAR DETAILS. Figs. 1867-1868 Smg/e Floor Bracket Double Floor Bracket Malleable Iron Malleable Iron - .1 /Wj A rh ■as ,1 i ^ %(Jp\ ^ M 1 "Nctj ' uJjJ Single and Double Wall Bracket. Malleatrle Iron Fig. 1867— Mail Bag Rack and Details. uf- yd' 1') I'li'h", >"A A i') i") iifin?W '■^w- May be One Lom? or Two S/rorf Cases — >j< ?0- Porfab/e Tat/e j | Portable Case Manners Prwdedo/? Wa// [J tztij- L|!___ '2^ N • ofCarforJforaae as Shown on Floor P/an ^^T *~ ' c 7 i^S*^? o f Car for Sforofe as Shown on F/oor P/a Provide Books for ffan^mf from Safety Par rSpnng Coffer \ Brackets Secured by 4 */e 'If oca 'Screws /^ Lonf -I Pea ' orpifv/'va/errf For Details of Portable Tab/e jj 5eeFtgJ,SheeflO a 5ectionB~B - - Heater Pipe Screen Pof Needed Under Letter Case 7, V — 3'-°'— —^^DrawersfoaeMadeoftfoodX M ^^ Front View .. , ^Space for Heater Pipes and Screen Porta hie and Stationary Utter Cases, This Drawing Shows Construction for 60 Ft Full Postal Car Distributing Table and Gravers for 60F/. Floor Plan Sheet A Modify to Suit Floor Plan for JO Ff.Car Sheet B, Mai/ Car, Portable Case Side 40 Ft Car Sheet C and 40 Ft Apartment Sheet J. Fig. 1868 — Letter Cases and Bins for Portable Case Side of 60-ft. Car. United States Government Specifications for Postal Cars. Figs. 1869-1870 POSTAL CAR DETAILS. 749 Paper Box Label Ho 'der Contour fo suit car **°V Note- See floor plans for *\ njmctrana 'arrange- ment ct paper bcxec Harrow bo/ec hare syne construction era" contour: Ths drawing shews tydcol construc- tion. Equivalent de- signs acceptable Section Fig. 1869 — Construction of Paper Boxes. Suitable Catch to be Provided fa Hold 'Screen in Posit/on and Prevent Same From Rattling Movable Stanchions at End of Packs V Floor Line-- Alternate Section A-A Fig. 1870 — Wardrobe and Miscellaneous Details. United States Government Specifications for Postal Cars. 750 POSTAL CAR DETAILS. Figs. 1871-1872 TypicalCcrrs/rt/cfw/i for Regi stored Mail Cage See Floor P/em for 5/ie ond Arrangement to it dosed a f Front and Sides Front V/etv Registered Mail Cage Doors Must be of Wire Note Handles take Applied to Netting *l4WtrefMesb Poors of Reg Matt Cage Ends May it Win Netting or Perforated Steel as Shown Section B~B Alternate Construction 1 fe ' Zj I m Secfion £~3 Section /4~A Fig. 1871— Construction Details of Registered Mail Cage. U-flfJ%£ Section V3¥- ~- Hanging Semen for Register Case and Letter Cases in other than BO'Cars Screw eye secured to case —-:", J Steel loose; joint butts '■ Locate duplicate hooks m • adjoining door shields \ i; storage end tor hanqint Wire netting No.l8-\mesh t_ T orttoM-fmesh. i 6a J v. otter weaving Hinged Screen for Register Case in &0 Cars NOTE Typical construction. See floor plan tor sizes and arrangement Section Front View Letter Package Box for Apartment Car , NOTE- This drawingshowstyp/cat construction ■I c Centers for steel box. See Tioor plans tor sizes and arrangement May be of wood construction if oyer all dimensions permit Spring-' */ ^ Fig. 1872 — Screens for Register Case, and Letter Package Box. United States Government Specifications for Postal Cars. Figs. 1873-1875 POSTAL CAR DETAILS. 751 \rr i ■ 0^ I 1 1 a o i z H 2 ) j 1 ( - . y ) j£ g^j /7 '' / //tf? . - — A 77?/5 Drawing Stiom t ''P'cai 'Construction forWoid \ drawer With Fittings-Seef. ''oor\ Plans for Sizes anc/Hrrangi maty Letter table Drawer Wood Construction Side View of Case with Sections at 'Costings Portable Letter Case Hangers 5ectionA-A Fig. 1873 — Portable Letter Case Hangers, and Letter Table Drawer. Front View Prawers lobe Made of Wood Letter Cases, Registered Mad Case, Distributing Table, Registered Mail Cage and Prawers for 60 Ft. Mail Car,Regisfered Mail Case Side Section B-B Registered 'Cage Back Insulated ' Mth Not ' Less Than l^sbestos or Equivalent If ''°' e: This Prawing Shims Construction for 60Ft. Full Postal Car Floor Plan Sheet A. Heater Pipes Run Between Case and Wall Modify to Suit Floor Plan for SO Ft. Car Sheet B and 40 Ft. Car Sheet C Section A-A ■5poce for Heater Pipes onct 'Screen I — »■ —m— • — Wt— N q— t> -1 * 1— *'— I 1 XJKITE Fig. 1874 — Letter Cases and Bins for Registered Mail Case Side of 60-ft. Car. -4— H[— ■*'- [ -i'| < ii -■■i— |i |— *H *| — *H - — *"— ! — "* ! °i iC£5ffi ES 3VT *F*t rz -■4"H*"I— ''H'HH-I— *-+ POST +- »H'I— " 'H«-|— *-KH*H*"|— T-i'-r- t"-l OFFICE 1 Fig. 1875 — Outside Lettering. The Words Are Required as Shown. The Design of Letters is to Harmonize with the Other Lettering on the Car. United States Government Specifications for Postal Cars. 752 POSTAL CAR DETAILS. Figs. 1876-1880 Section A-A ' Side Vien Letter Cases Package Boms, Distributing Table. Drawers and foa.skred Hail Cages mlb Feet 'Apartment. Modify to s~2'cf4fi-2's"-\ iV- io'o- -\ Fig. 1877— Floor Plan of 10 ft. Mail Apartment. Ctrnn Hooks for -SirifcfiSor ojW mndow Applied . "a^ing- 'Trea.ire^ _^l e ffer Chute Oufside\ C~Z± Omit Inside ill Wheel If not U. Required. I - Wrecking Too/i land 'Brake >Zt44 Screen to coyer £ ron-s of cast Hung a/ top /ock a f bottom ■/e Drover /4r/6 1878— Floor Plan of 8 ft. Mail Apartment. Screen io coyer frvo rows of case. Hung of fop, lock of bottom^ RegisterCoge /**&*_ d com par rmen fs Under {able. Hasps ■ ■for locking door - —. N , Provide hooks for storing screens when no! 'in use Drinking' \ A Wire screens at ^_-j Water ' I ends of paper rucks 7^1 I | andboxes. i | j B Paper bores, 4 rows f I high same height as \{Mtrror\ \ Iff er coses To slope _jfe L^Jlback to front and ■ J have 4 slide fronts y/ifh I wire or grill centers and >=^-y=^± ' 4' label holders bottom '','^\\ i * of slides. » Io- ^iW^- Stove i* required. ' r '/ l^Jkl Ljl Coal bin under. -Wrecking Tools aborg^ ■ l Folding jlayato>g ., - CA(7/>7 Applied Outside } Om'if Inside Wheel if \ Z'r^A \s^khbo\ , ■freau^d\ < £}oor Pockets 'open about not rehired ^Gtdii \ [teller Drop > ana 'Box \ 4 from barton Glass , i U-? --4// \e—-?0-^ Sohd Door Shields at all Side Doors Fig. 1879— Floor Plan of 6 ft. Alley Apartment. Cham Not to be Applied Inside of Car- Figs. 1881-1884 POSTAL CAR DETAILS. 753 Wrecking Tools above Cham I Hand 'Brake Note : 3 Sets ofmorabl • stanchions for each side of car, fo be used as desired in alt sockets. Side afcbsef at stove A Wire screens a/ well Insulated, ends ofpaperrocks \V~fcO--H and boxes-. Screen to carer 3 rows of case hung of fop, /ock a/ 'bottom. 'B°Leffer Package Boxes. 4 rows >»qh S *rKh*, 9 ht a *le*fa w>s 4 shoe 3*bockb font, andh? t e4j'de fonts »,'\ wire or grill centers., and 4" label holders afbcthm cfs'ide ^_ur Register Cage 4comparfmenls U 2^ 'hjsps tor locking doors ft -^zk Note; If desired to locate ' _2 % L cr ?*p door at middle tine "Sl ^of partition, divide regis - \*fcr cage placing holf_ eacti side of door opening. Note: Provide hooks for hanging screen when nat/s use Door Pockets open about 4' from oof ' -w'o'— s Candle Holders 'Slip Case J KoarerlKHs | ■- LeHer Chule .i'^Ji^l^X-i'ii^\^-2's-X-i'ii^-i's'^--3'a'---\ • U 30'0» -I Fig. 1881— Floor Plans Showing U. S. Government Requirements for 30 ft. Mail Apartment Chain Outside Wrecking Toots Door Pockets open about f<- above handbrake / 4 from bo f torn -J •Indicates Candle Holders 5oIid Door Shields' at all \ \ \ Side Doors , j ,„i , „ i /»'',» in' \c e ' 3 'L ^-^ 2 ' 6 l^-zo-A<---25--^--2£-~^- Fig. 1882 — Floor Plans Showing U. S. Government Requirements for 20 ft. Mail Apartment Chain Wrecking Too/s Register cage divided horizontally Rod for Locks ^SUpCase j -Letter Chi/fe l ^ a f cen f e . r .Hasps for locking door Oufside taper or Letter Package Boxes\^ 4Rov/shigh same heigh f as letter cases, to slope 3 back to front and have 4" s/icfe fronts fh wire or grill centers. 4" lobe f holders bottom ofs/icfes Screen to cover 3 rows of case t? TC h~ un 9 on hooks at top, lock ^ j at bottom. -3drawers, 14x18 ' Locker wall at stove to be welt insulated. Provide hooks for storing Screen when not in use. Door Pockets open W-Z.L-^ Slip Cose \ ^Rod for Locks ^Letter Cfiufe about 4" from bottom 1 , „ , „ ■ G^.s j , J , ., \ , „ \ , „ 1 , ,, S'O- >\<--28-~^-f6-^--2S--^-/Z'^-3S--^-l2-^--ZS--^ 33 >| •Indicates Candle Holders _ _ ^W^TsipCoTe j ^Rod for Locks X V j<- - - 250-- - - - - A Fig. 1883 — Floor Plans Showing U. S. Government Requirements for 25 ft. Mail Apartment. M,T„r-, Side Tfclo\e i lobe well iniu'aled CUhel Chief' ° &\ QkasPb/e -"Ul c >. ^Z£r***y*^ K _ Portable letter case to resf on^, — {rj ioreceiyeportabkcose. ledge of t able. Attach toper- ^ -j manenf case by substantial wall sockets. Bulkhead insulated to (height of stove. Wre netting above stove. Screen to coyer bung at top, lot^ at bottom 4 Wire screens at ends of paper racks and boxes. ^/ Ifofe: Zsefs ofmorable stanchions ■furnished for each side of carat this end. To be used as desired in 1. 1 sockets.® @ T^" Solid Door 3 'velds at'' Provide hecks for- storing screen nil .Gido fin/^r^ nn hs*ri< nf thi< rn<0 i ft. -Sld- ->\<—2- I wrecking (*, ! 1 ■-//4-^-2^-4-///|'^--2^--4-///i-^--^i"---4<--2g--4-- 4c'o- ChainApplieQ Oufside ■' ■210- Noie m If length of car, inside measurement, exceeds 40 ft. the additional Space should be divided equally between side doors and ends of car Fig. 1884---Floor Plans Showing U. S. Government Requirements for 40 ft. Postal Car. United States Government Soecifications for Postal Cars. 754 POSTAL CAR DETAILS AND WINDOWS. Figs. 1885-1889 Westlake Company Brothers Company Fig. 1885— Art Glass Oval Fig. 1885— A Forsyth "Effective Sash with Ventilator, Without Binding." Top Brass pi 1886— Rausch Pouch Rack for for Saloons. Adams & Without Stripping. Forsyth p ta] c Tins] Railway S upplv & Equipment Company. Fig. 1887— Art Class Deck Light. Adams & Westlake Company. Fig. 1888— Brass Sash for Wooden or Steel Passenger Fig. 1889— Forsyth "Substantial" Sash Locks for Train Cars. Wood and Brass Sash. Forsyth Brothers Company. Figs. 1890-1893 WINDOWS AND FIXTURES. 755 Fig. 1890— Headless Type of Brass Sash with Narrow Rail. £!&► it .,:< Fig. 1891— Forsyth "Indestructible" Narrow Rail Brass Sash and Bottom Cushion Weather Stripping. . Fig. 1892-Forsyth Spring Bronze Side Weather Strip- Fig. 1893-Forsyth Bottom Cushion Weather Stripnins ping, Applicable to Either Brass or Wooden Sash. Applied to Wooden Sash. Forsyth Brothers Company. 756 WINDOWS AND FIXTURES. Figs. 1894-1899 Fig. 1894 — Duplex Weatherproof Window, Showing Arrangement of Side Compression Springs and No. 3 Flush Lock. Fig. 1896 — Acme Type C Sash Lock for Application to the Base of the Sash. Fig. 1895 — Acme Brass Sash. ' 1 ll: M Fig. 1897— Acme Flush Lock No. 3, Applied to Sash. Fig. 1898— Cross Section of Duplex Weatherproof Window for Double Sash. Fig. 1899— Sill Construction of Duplex Weatherproof Window. Acme Supply Company. Figs. 1900-1904 WINDOWS AND FIXTURES. 757 Fig. 1900 — Corner of Acme Brass Sash, Showing Reinforcement and Lock. Acme Supply Company. mrnkmimmmmm. Fig. 1902- -Reliance Sash Balance. Transportation Utilities Company. Fig. 1901— Meeting Rail Construction, Duplex Weath- erproof Window. Acme Supply Company. o '■ .e Fig. 1903 — Eclipse Deck Sash Ratchet. Transportation Utilities Company. Fig. 1903A— Brown Metallic Window Strip. Trans- portation Utilities Company. l Ujitvniu a qTunv^'ffi - S=a Wig^T Xable \ Fig. 1904— Reliance Sash Balance. Transportation Utilities Company. 758 WINDOWS AND FIXTURES. Figs. 1905-1910 n c t< Fig. 1905 — National Wedge Luck and Compression Cams Applied to Sash. Fig. 1908— Sash Balance, Straight Chain. Fig. 1909— National Cam Curtain Fixture in Release Position. National Lock Washer Company. Fig. 1906 — Detail Construction of National Wedge Lock. Fig. 1907— Top View of National Wedge Lock Showing Guide on Lock Bearing Against Guide on Stop-Bar. Fig. 1910— Double Cam Sash Lock Figs. 1911-1920 WINDOWS AND FIXTURES. 759 Fig. 1913— Sash Lock No. 063. Russel & Erwin Manu- facturing Company. Fig. 1911— Double Cam Sash Lock Applied to Sash. National Lock Washer Company. Fig. 1914 — Sash Fastener ainl Latch. Russel & Er- win Manufacturing Com- pany. Fig. 1915 — Sash Fastener and Lift. R. & E. M a n u f a c- turing Company. > A 'i Fig. 1912 — National Cam Curtain Fixture in Holding Position. National Lock Washer Company. Fig. 1916 — Win- dow Bars. R. & _. E. Manufactur- ** "^-Window Bars. K. & E. Manufacturing ing Company. Bottom Stri Company. Section Fig. 1919— Application of Detroit Metal Weather Strips. Frost Railway Supply Company. Bottom Strip Fig. 1918— No. 177 Lock Applied to Sash. Dayton Manufacturing Company. Fig. 1920— Detroit Metal Weather Strips. Frost Rail- way Supply Company. 760 WINDOWS AND FIXTURES. Figs. 1921-1925 Fig. 1921 — Dayton Curtain Fixture, Showing Removal of Shoe from Groove When Necessary. Fig. 1922 — Dayton Curtain Fixture with Retaining Strip to Prevent Accidental Displacement. | ■mm. 1(1 ' Fig. 1923 — Section Through Dayton Curtain Fixture, Showing Adjustable Foot. Dayton Manufacturing Company. L Sides and Bottom of Window Sash. Bottom and Top of Window Sash. Oval Back, Double Rubber. ;ggggggg«^i|gg j'; - : _ -"-55z3£5s^- " C^sri Flat Back, Single Rubber Bottom of Window Sash. © © Creased Back, Double Rubber. K • mi^Sp 1 ---•^=j Sides and Top of Doors. pig. 1924 — Steel Car Weather Strips. D. W. Bosley Company. Flat Back, Double Rubber. Fig. 1925— Metallic Weather Strips. Figs. 1926-1931 WINDOWS AND FIXTURES. 761 Fig. 1926— Edwards No. / Lock and Brass Ear with Metal Stop Casing and Side and Bottom Weather Stripping, Used on Steel Cars, Unbalanced Sash. Fig. 1927— Edwards No. 7 Lock and Bar, Used on Wood Cars with Un- balanced Sash. Fig. 1928— No. 7 Wedge Lock and Bar. Fig. 1930— Edwards No. 7 Lock and Bar, Used on Wooden Cars, with Balanced Sash. Fig. 1929 — Edwards No. 7 Lock and Extended Brass Stop Casing and Curtain Guide with Side and Bottom Weather Stripping, Used Fig. 1931— Top View, Showing No. 7 Wedge Lock on Steel Cars with Balanced Sash. and Stop Bar Mounted on Sash. O. M. Edwards Company, Incorporated. 762 WINDOWS AND FIXTURES. Figs. 1932-1937 Fig. 1933 — Edwards No. 13 Sash Lock with Phantom View of Stop Bar as Used Without Roller Sash Balance. Fig. 1934— Edwards No. 13 Sash Lock with Phantom View of Keeper Plate as Used with Roller Sash Balance. Fig. 1935— Sash I No. 22-28 and Bar. Fig. 1936— Edwards Top and Bottom Weather Strip- Fig. 1937— Edwards No. 13 Lock with Metal Stop ping, Top Rubber Reinforced with Spring Brass Casing and Side and Bottom Weather Stripping Strip. Used on Steel Cars. O. M. Edwards Company. Incorporated Figs. 1938-1941 WINDOWS AND FIXTURES. 763 Fig. 1938 — Application of Universal Weather Strip- ping, No. 10 Gravity Wedging Locks and Racks. I * " 5 d Fig. 1939— Universal Malleable Iron Deck Sash Ratchet. Fig. 1940— Universal N( Lift. Plain Sash Fig. 1941— Universal No. 10 Gravity Wedging Lock and Rack. McCord Manufacturing Company. 764 WINDOWS AND FIXTURES. Figs. 1942-1946 rffc^ . 1 ' pp^^ , t Fig. 1943— Universal Top Weather Stripping Fig. 1942— Universal Side Weather Stripping, Standard Design. Fig. 1944 -Universal Bottom Weather Stripping and Xo. 20 Wedging Sash Lock and Rack. Fig. 1946 — Universal No. 24 Wedging Sash Lock. McCord Manufacturing Company. Figs. 1947-1953 WINDOWS AND FIXTURES. 765 Fig. 1947— Universal Metal Roller Sash Balance with Positive Chain Adjusting Connections. ■ Fig. 1948 — Universal Wedging Racks. o € c o Fig. 1949— Universal No. 70 Gravity Wedging Exten- sion Lock. McCord Manufacturing Company. _> Fig. 1950— Universal Xo. 15 Flush Sash Lift. McCord Manufacturing Company. [£> Fig. 1951— Caldwell Window Sash Balance. Fig. 1952 — Universal Side Weather Strip- ping, DB Design. Mc- Cord Manufacturing Company. Fig. 1953— W indow Dust Guard or De- flector. 766 WINDOWS AND FIXTURES. Figs. 1954-1962 1 a. Adams & Westlake Company. Jas. L. Howard & Company. Fig. 1954— Mortise Sash Lifts Adams & Westlake Company. Fig. 1955 — Sash Lifts. Dayton Manufacturing Company. Fig. 1956 — Window Sash Locks. James L. Howard & Company & Fig. 1957— No. 83 Ratchet Sash Lock and Stop. Jas. L. Howard & Company. Fig. 1958— Sash Lock Racks or Stop Bars. Dayton Manufacturing Com- pany. Fig. 1961— No. 763 Sash Lock. Adams & Westlake Company. A.&W.Co. A.&W.Co. D. M. Co. Fig. 1959— Window Blind Pulls. Fig. 1960— Sasli Lock Racks. A. & W. Co. Fig. 1962— Sash Locks. Adams & Westlake Company. Figs. 1963-1972 WINDOWS AND FIXTURES. 767 gMflBBB— — Eg— Mi MflWlMBE Fig. 1963— Deck Sash Openers. Adams & Westlake * Company. Fig. 1964— Deck Sash Pulls. Adams & Westlake Company. Fig. 1965— Deck Sash Pivot and Ratchet Catch. Lower Ratchet Upper Ratchet Clamp. Plate and Ratchet Pivot. Spring. Plate. Fig. 1966 — Morgan Automatic Deck Sash Pivot and Clamp. Adams & Westlake Company. Fig. 1967— Window Blind Bolts. Fig. 1968— End Door Sash Bolts. Adams & Westlake Company. Fig. 1969-Monitor Deck Sash Pivot and Ratchet Catch. Fig. 1970-Sash Bars. Dayton Manufacturing Company. Windows Closed. One Window Open. Opener Complete. Fig. 1971— Mansfield Deck Sash Opener. Adams & Westlake Company. A. & W. Co. Fig. 1972— Deck Sash Pivots. 768 WINDOWS AND FIXTURES. Figs. 1973-1979 Fig. 1973— Regal Revolving Shade Box. Type B, Open, With Curtain Roller Exposed, from Inside of Car. Acme Supply Company. Fig. 1975— Regal Revolving Shade Box, Type B, in Cross Section, from Outside of Car with Side of Car Cut Away to Show Curtain Roller and Bracket in Position, Shield Closed. Acme Supply Company. 5 ss# I ssjs*. JL-^L Fig. 1974 — Regal Revolving Shade Box, Type B, in Position on Window with Crown Curtain Fixture, Acme Type C Sash Locks and Racks. Acme Supply Company. Fig. 1976 — Crown Curtain Fixture, Showing Ticket Holder. Acme Supply Company. Fig. 1977— Deck Sash and Transom Open- ers. Fig. 1978— Hart's Com- bined Deck Sash Ratchet, Pivot and Stop. " 1979— Hart's Deck Sash Ratchet Applied to Deck Sash. Dayton Manufacturing Company. Figs. 1980-1989 WINDOWS AND FIXTURES. 769 W6 £- -&TT ; '' mm m Fig. 1980— Rex Sash Balance and Attachments. Fig. 1981 — Curtain Equipped with Rex Friction Roller Complete with Bottom Bar. Fig. 1982— S t a n d a r d Size Grooves for Ring Fixtures. ■'.. r??"™ 1 ■ , ™?'™"""?!™J!;.'!! 1 ";™'' ' ' ! ™!Z. PAT APPLIED FORI G Q ^jWrW» ,l SHVPT.T7iS" CM*. ' ' ' Fig. 1983 — Saloon Window Curtain with Rex Ail-Metal Roller, Brass Curtain Box and Rod Holders. £fll£2iXL&_ M Fig. 1984— Ticket Holder for Ring Fixtures. o :• (f O B3 (> as to 9 Fig. 1985 — Ring Fixtures for Open Grooves. ■?« in. by y% in., with Pinch Handles. cs 1 ^•^'•"M- ~W(K .• g 'o Fig. 1986 — Ring Fixtures with Flanges for Enclosed Grooves, 5's in. by ?s i n -. with Pinch Handles. (3D Q : Fig. 1987 — Ring Fixtures for Open Grooves, 1<$ in. by Vf. in., Without Pinch Handles. Fig. 1988 — Ring Fixtures with Flanges for Enclosed Grooves, 5 s in. by §g in., Without Pinch Handles. Fig. 1989 — Rex All-Metal Roller for Window Curtains, with Extension Sleeve and Lock. Curtain Supply Company. 770 WINDOWS AND FIXTURES. Figs. 1990-2002 ,1 H 9 --/Is",— « Fig. 1991— Ring Fixture with Short Tip for Small Kncli ised * irooves. Fig. 1992 — Keeler Eccentric Curtain Fixture. Fig. 1990— Depensafe Sash Lock. Railway Supply & Curtain Company. ^ Of* 9 iqggsja i Fig. 1993 — Ring Fixture with Short Tip for Small Open I inx ives mirny— immimii Fig. 1994 — Burrowes Curtain Fixture. Curtain Supply Company. *" \ The Railway Suppiy & Curtail Co. V& J CHICAGO Sum ■■" „ . . ^-», mm ,^T- — , — ,. , — ^aAJfc * ii i ) li'Malil n Fig. 1996— Rycco All-Metal Curtain Roller. Railway Supply & Curtain Company. Fig. 1995 — Diagram Showing Fool-proof Operating Connection of Sta-rite Curtain Fixture. Railway Supply & Curtain Company. Fig. 1998 — Continuous Deck Sash Opener. Fig. 1997 — Sta-rite Curtain with Fool-proof Fixture. Railway Supply & Curtain Company. Fig. 1999— Deck Sasli Pivots. Dayton Manufacturing Com- pany. Fig. 2000 — Comsate Curtain with Fool-proof Fixture. Railway Supply & Curtain Company. Fig. 2001 — Deck Sash and Transom Catches. Adams & Westlake Com- pany. Fig. 2002 — Handless Curtain and Fixture. Railway Supply & Curtain Company'. Figs. 2003-2010 SIGNAL CORD HANGERS AND FITTINGS. 771 Jas. L. Howard & Company. T £> Dayton Manufacturing Company. Adams & Westlake Company. Fig. 2003 — Signal Cord Hangers. H -<*g- Fig. 2004 — Signal Cord Bushing facturing Company. Dayton Manu- Fig. 2006— Over- Fig. 2007— Corner head Guide. D. Guide. A. & M. Co. W. Co. Fig. 2008 — Side Pulley Guide. A. & W. Co. A. &W. Co. D. M. Co. Fig. 2005 — Angle Signal Cord Guides. Fig. 2009 — Signal Lord Couplings. Samson Cordage Works. Fig. 2010 — Signal Cords. Samson Cordage Works. 772 HINGES. Figs. 2011-2025 © ® » --4--J O) - 23 ■ © 4 S3 as> _^x ^f^ /, I 4 - -s \ > b I I (D; r ) hi \ V^ ^ IN -J Fig. 2011 — Miscellaneous Plain and Spring Hinges. Dayton Manufacturing Company. mm Washer Complete. 9L © Fig. 2013— Loose pig. 2014— Double Fig. 2015— Table O Washer Base. Ball Guide Joint Butt Acting Spring Hinge. A. & Hinge. R. & E. Hinge. A. & W. Co. Fig. 2012— Loose Pin Butt Hinge with Ball Bearing Mfg. Co. W. Co. Washer. Adams & Westlake Company. Dayton Manufacturing Company. Fig. 2016 — Brass Covered Vestibule Door Hinges. Fig. 2017— T Hinge. Fig. 2018— Riveted Joint Butt Fig. 2019— Offset Riveted Joint Fig. 2020— Pocket Hinge. Butt Hinge. Hinge. T Fig. 2 2 1 — Rabbeted Door Hinge. A. & W. Co. Fig. 2022— Distributing Table Hinge Fig. 2023 — L a m p Fig. 2024— Refrigerator Door Fig. 2025 — Lamp for Postal Cars. D. M. Co. House Hinges. D. Hinge. D. M. Co. House Hinge. M. Co. D. M. Co. Figs. 2026-2032 COAT AND HAT HOOKS. 773 Fig. 2026 — Miscellaneous Coat and Hat Hooks. Dayton Manufacturing Company. D. M. Co. Adams & Westlake Company. Fig. 2027 — Miscellaneous Coat and Hat Hooks. m « Jk Fig. 2028— Ceiling Hook. R. & E. Mfg. Co. Vs Fig. 2029 — Coat and Hat Hooks. Russell & Erwin Manufacturing Company. Fig. 2030— Ward- robe Hook. R. & E. Mfg. Co. Fig. 2031— Folding Coat Hook. Adams & Westlake Company. Fig. 2032— Window Rod Brackets. Adams & Westlake Company. 774 MISCELLANEOUS CAR FITTINGS. Figs. 2033-2042 Q mxmmmmm m ii^^k mjm&RBb P iMilii the Size, 2 by 6J/2 ins. Size, 3H by llf$ ins. Adams & Westlake Company. *.-.- . ' '/ ^IliEMEW feRIV^tl" Size, 2H by 11 ins. Size, 2i/ & by 8-\s ins. Size, 2H by 9 ins. Fig. 2033— Notice Plates. Davton Manufacturing Company. s i ■■■ ^■^ ■"■■■ ■^HB 1 SB MM Z9-S* csJ-o § ^£ s& if IS M ££ SS mm ^ S j£6< &£ IS &s & §s S£S! *§£$ £§ m i§ i* S®1^ gg B ffi •a M 21 ^ ^1 1 B B St m M BIS o B 5n« l m M && ^ S ?3P?3gg«i?g@? \ Fig. 2035— Spittoon. Dayton Manufacturing Company. Fig. 2036— Cast Spittoon. Fig. 2034— Cast Grilles. A. & W. Co. Fig. 2037— Pen Rack. D. M. Co. Fig. 2038— Chain and Hook for Conductor's Valve, Pennsylvania Railroad. Amer- ican Chain Company. Fig. 2039 — Telegraph Blank Rack. Adams & Westlake Company. o E>/^jm^mrmm Fig. 2039A — Match Strikers. Adams & Westlake Company. Fig. 2042 — Ash Re- ceiver. A. & W. Co. w f= I % Fig. 2040— Match Box Holder and Match Safe. Adams & Westlake Company. Fig. 2041— Menu Card Holder for Dining Cars. Dayton Mfg. Co. Fig. 2043 — Match Striker and Cigar Holder. A. & W. Co. Figs. 2044-2052 SIGNAL LAMPS AND FITTINGS. 775 Fig. 2044 Marker or Tail Lamp Brackets. Armspear Manufacturing Company. Fig. 2045 — Combination Fig. 2046 — Adjustable Fig. 2047 — Flay Holder. Fig. 2048— M i c a Lantern Lamp and Flag Socket. Marker Arm. Peter Dressel Railway Lamp Globe. Storrs M i c a Armspear Manufactur- Gray & Sons. Works. Company, ing Company. Parted Lamp. Rfl Bracket. Lamp Bracket, Adjustable. Solid Lamp Bracket. Top Support Set Screw Bracket. Bracket. Corner Sockets. Fig. 2049 — Lamp and Flag Holders. Adams & Westlake Company. Fig. 2051— Automatic Deck Ca- Fig. 2050 — Platform Tail Lamp with Upper Draft boose Lamp with Externally Ventilator and 8 in. Lens. Controlled Color Changes. Dressel Railway Lamp Works. Fig. 2052 — Flag and Lamp Socket. 776 SIGNAL LAMPS AND FITTINGS. Figs. 2053-2060 ^fl£3S5SE Fig. 2053 — Dressel L o w Burner with Flame Spreader. Fig. 2054— Dressel Steel Guard Lantern with Lard Oil Burner and Detachable Base. Fig. 2055 — Combination Tail and Route Signal Lamp. Dressel Railway Lamp Works Fig. 2056— Tail Lamp with Detachable Base. Fig. 2057 — Armspear Hand Lantern. Fig. 2058 — Armspear Flat Flame Field Long Time Burner. Fig. 2059 — Armspear Caboose Deck Lamp Fig. 2060 — Armspear Outside Adjustment Lantern. Armspear Manufacturing Company. Figs. 2061-2068 SIGNAL LAMPS AND FITTINGS. 777 Fig. 2061— Armspear Plat form Tail Lamp. Arm spear Manufacturin Company. Fig. 2062— Straight Body Fig. 2063— T h r e e Lens Fig. 2064 —Section Steel Marker Lamp. Marker Lamp. Peter Through Round Body Armspear Manufactur- Gray & Sons. Lamp Showing Top ing Company. Draught Method. Peter Gray & Sons. Fig. 2065— Platform Tail Lamp Fig. 2067— Caboose Deck Lamp. Fig. 2068— Chimneyless Burner. Peter Gray & Sons. 77* SIGNAL LAMPS AND MISCELLANEOUS FITTINGS. Figs. 2069-2078 ^ F - :-^> Fig. 2069— Caboose Cupola Fig. 2070— C aboose Tail Fig. 2071— Tornado Coach Fig. 2072— D.mble Wire Lamp. "Lamp. Tail Lamp. Guard Lantern. Adams & Westlake Company. Fig. 2073 — Pyrene Fire Extinguisher and Bracket. Pyrene Manufacturing Company. Fig. 2074— Elec- trene Fire Ex- tinguisher. Electrene Com- pany. Fig. 2075— "Dynamite" Flexible Metallic Steam Heat Hose. Mulconroy & Company. Fig. 2076— Dart Unions. E. M. Dart Manufacturing Company. —J. Fig. 2077— Steam Hose" Nipple and Clamp. National Malleable Castings Company. Fig. 2078— Carrying Case for Fusees and Torpedoes. Peter Gray & Sons. Figs. 2079-2087 MISCELLANEOUS FITTINGS. 779 Fig. 2079— Pencil Holder for Buyer Speed Recorder. Chicago Pneu- matic Tool Company. Fig. 2081 — Boyer Speed Recorder Applied to Car. Chicago Pneumatic Tool Company. Fig. 2080 — Paper Drum of Boyer Speed Recorder Chicago Pneumatic Tool Company. Fig. 2082— Lrane Union with Outside and Inside Thread. The Crane Company. Fig. 2083 — Crane Union with Inside Thread. The Crane Company. Fig. 2084 — Electric Vacuum Car Cleaner. Railway Utility Com- pan\ Fig. 2086 — Compression Disc Fig. 2085— Kokoros Union. Union. Illinois Malleable Iron Company. Fig. 2087— Crane Union Elbow. The Crane Company. MISCELLANEOUS FITTINGS. Figs. 2088-2105 ClQCK Ssh~Jpeedometer Grease Cup / \\Aaj us fable Gear Section^^ . "1 I K Pulley Hanger Wire Spring 'Belt v Car Axle Split V Pulley pig. 2099— Cook Car Journal Cooler. Cook Car Journal Cooler Company. Fig. 2088 — Jones Speedometer and Recorder. H. W. Johns-Man- ville Company. DOUBLE GROOVED ELL^ © EXTENSION RING G'BONNE |-| BRASS RING K GASKET J 'SPLIT RING -ftgj |_ = L0CKNUT Fig. 2100— Flexible Joint. Barco Brass & Joint Company. GRO0VEDSOUTSIOE THREADED ELL Fig. 2102— Swing Joint. L. J. Bordo Company. Fig. 2101— Flexible Metallic Joint. Moran Flexible Steam Joint Company. Fig. 2103 — Interlocking Metal Hose. Pennsylvania Flexible Metallic Tubing Company. Fig. 2104— Metal Hose. American Metal Hose Company. Fig. 2105— Metallic Flexible Steam Hose, Couplers and Lock. Greenlaw Manufacturing Company. Figs. 2106-2110 TEMPERATURE REGULATORS. 781 \ £L££ r/?/CAL rs*£/?MOM£'r£'& Fig. 2106 — Diagram Showing Railway Utility Company's Direct Electrically Controlled By-Pass Valve for Temperature Regulation of Passenger Cars. Fig. 2107 — Electric Motor and Mechanism Controlling Steam Inlet Valve for Temperature Regulation of Passenger Cars. Railway Utility Company. Fig. 2108 — Temperature Regulating Apparatus Ap- plied to Parlor Car. Railway Utility Company. Fig. 2109— Electric Ther- mostat for Automatic Control of Motor Shown Fig. 2107. •SSCT/O/V rrtfttj SY-PASS !//*{.?£ Fig. 2110— Section Through By-Pass Valve Controlled Direct from Thermostat by Solenoid. Railway Utility Company. 782 PASSENGER TRAIN HEATING APPARATUS. Figs. 2111-2116 Fig. 2112— Automatic Fire Regu- lator and Pressure Indicator Combined for Baker's Fire- Proof Heater. Fig. 2113— Circulating Drum for Baker's Improved Two-Coil Fire-Proof Heater. Fig. 2111— Fire-Proof Heater. W. C. Baker Car Heater G mpany. fijj Ash Pit Door Frame. Removable Ash Pan. Fire Grate Support. Fig. 2114 — Parts for Baker's Fire-Proof Heater. Coal Feed Chute. Fig. 2115— Perfected Heater. Fig. 2116— Improved Two-Coil Fireproof Heater. W. C. Baker Car Heater Company. Figs. 2117-2121 PASSENGER TRAIN HEATING APPARATUS. 783 Fig. 2117— Mighty Midget Heater. Fig. 2118 — Double- Coil Fire-Proof Heater with Solid Steel Shell. Nipple Fig. 2119— Baker Heater with Stear Attachment. Reducing Coupling. •J """^m — -— i Closed Return Three-Way Return Bend. Open Return Bends. Bend. Tee. Fig. 2120 — Fittings and Special Parts for Baker's Heating Apparatus. Tee. Elbow. ent of Pipings for Passenger Cars Heated with the Baker Heater. ; Fig. 2121— Arrangement ot fipn W. C. Baker Car Heater Company. 784 PASSENGER TRAIN HEATING APPARATUS. Figs. 2122-2126 Fig. 2122— Arrangement of Gold's Heating Apparatus on Locomotive and Tender. Parts of Locomotive Equipment, Fig. 2122. 804S Steam Hose and Couplers 534 2 in. by Vi in. by 2 in. Tee 889 Pressure Regulator 535 2-in. Elbow 531 Steam Gage 536 2 in. by VA in. 65 Beg. Elbow 532 Starting Gage 552 2-in. R. & L. Coupling 533 lV-in. Elbow Parts of Valve, Fig. 2126. Fig. 2124— Steam Hose Nipple. Body Dome Spring Case Lock Nut Adjusting Screw Bottom Plug Outlet Union Nnt Outlet Union Nipple Inlet Union Nut Inlet Union Nipple Main Valve Lower Diaphragm Plate Controlling Valve Plug N Top Diaphragm Plate O Top Spindle P Bottom Strainer Q Main Diaphragm R Controlling Diaphragm S Controlling Valve T Botton Spring U Controlling Valve Spring V Regulating Spring W Hand Wheel X Hand Wheel Nut Y Top Strainer Z Vent Plug Fig. 2125— Gold's Improved Balance 530 Diaphragm Valve Pressure Regulator, No. 528. Parts of Valve, Fig. 2125. l x /2-in. Inlet Union Nipple 2-in. Outlet Union Nipple Bolts and Nuts for Dome and Body Balance Spindle Oscillating Washer Bottom Spring Body of Regulator Bottom Plug Handle Top Nut Hollow Screw Top Spring Dome of Regulator Lock Nut Top Flange Bottom Flange Top Spindle Set Screw iy 2 -iu. Inlet Union Nut 2-in. Outlet Union Nut Fig. 2126— Gold's New Ideal Pressure Regulators. Gold Car Heating & Lighting Company. Figs. 2127-2132 PASSENGER TRAIN HEATING APPARATUS. 785 2 OUTLET Parts of Regulator, Fig. 2127. Body Dome Adjusting Screw Bottom Plug Main Valve Piston Control Valve Cap Control Valve Stem Bell Crank Bell Crank Case Valve Pin Diaphragm Plate Bell Crank Screw Stop S crew Regulating Spring Control Valve Spring Bottom Spring Lock Nut Pop Spindle Hand Wheel Diaphragm Piston Rings A B C D E F G H I J K L M N O P Q R S T U V \1 INLET Fig. 2 128 — Gold's Gravity Safety Trap No. 882. / rrT^" ^T*!i- u Fig. 2127— Gold's Pressure Regulator, No. 1014. Fig. 2129 — Gold's Steam Coupler Gasket, No. 403B. Fig. 2130— Strainer Nipple, No. 840. Fig. 2132— Gold's Steam Hose Coupler, No. 804S. Gold Car Heating & Lighting Company. Fig. 2131— Gold's Vapor Valve. No. Parts of Valve, Fig. 2131 A Body B Door C Valve Body D Bottom Ping E Screen F Disc Nut G Disc Holder H Valve Seat Nut I Bonnet J Packing Nut K Valve Stem L Lock Nut M Adjusting Screw N Diaphragm O Cam P Link Q Valve Stem Screw R Diaphragm Plate S Adjusting Screw T Rivets U Hinge Pin V Disc W Body Bolt Nuts X Body Bolts Y Cotters Z Spring 786 PASSENGER TRAIN HEATING APPARATUS. Figs. 2133-2138 ,W ,E 595- "%*4 596 »v^..#* w T*^' 592 Parts of 591 Body 595 ( 'over 599 Vcntilatoi 596 Set Scrcv. 594 Collar 593 Scat 600 Spring 592 Diaphrag and Nut Complete Valve S Body Only Bonnet Only Disc Holder Complete Packing A ut Spindle Spindle Nut H Hand Wheel I Strainer Nipple Fig. 2134— Cold's Stop Valve Tern- jjira perature Regulator. No. 737. Parts of Regulator, Fig 2134. Body of Regulator Dome of Regulator Top Spring Regulating Screw Set Screw Wheel Indicator Spring Washer Top Flange K L M N P T U V Bottom Flange Auxiliary Valve Spindle Main Valve Spindle Bottom Spring Bottom Plug Spanner Nut Diaphragm Strainer W Lock Nut Fig. 2136— Gold's Drip Valve, No. 870. Fig. 2135— Packless Twin Supply Valve, No. 938. X 6 Fig. 2137 — Section Through Valve Shown in Fig. 2135. Fig. 2138— End Valve, No. 574. Figs. 2139-2145 PASSENGER TRAIN HEATING APPARATUS. 787 Fig. 2139— Gold's Packless Inlet Valve, No. 940. Fig. 2140— Gold's Double Duplex- Coil with Welded Ends; 2 s / 2 in.. No. 609A. Fig. 2141 — Section Through Valve Shown in Fig. 2139. Fig. 2142— Gold's Duplex Coil with Welded Ends; 2 in., No. 608A. -4" — r — 5,/ '"- Fig. 2143— Gold's Double Duplex Coil (low) : 2 in., No. COS. Fig. 2144— Gold's Double Duplex Coil (high ) ; 2 in. No. 609. Fig. 2145— Gold's Sealed Jet Accelerator, No. 61o. 788 PASSENGER TRAIN HEATING APPARATUS. Figs. 2146-2150 Parts of Vertical Trap, Fig. 2146. A Automatically Operated Valve A, Disc for Automatic Valve B Blozv-off Valve B, Disc for Blow-off Valve C Cast Iron Trap Head C, Trap Head Complete D Strainer to Protect Valve "A" D, Trap Head Cap E I "alvc Stem E Valve Mem Complete F Expansion Diaphragm (contain- ing Expansive fluid) for Op- erating Automatic Valve A G Set Screw for Adjusting Trap H Set Screw 1 Cam Lock for Locking Cover HP of Trap J Hand Wheel K Shield to Direct Course of Blozv-off Discharge L Cast Iron Casing M Dinged Cover to Trap Casing N Hooks to Prevent Diaphragm Shifting N, Bottom Casino Complete O Bottom Elate' O Top Plate P Outside Tube Q Inside Tube R Valve Stem for Blow-off S Stem Nut T Guides to Automatic Valve U Guides to Automatic Valve Stem V Spring Catch to Prevent Valve Stem Falling Out when Cover is Opened W Brass Valve Seats Screwed into Iron Body X Lock Nut Y Disc Holder Y, Disc Nut \,Z Bonnet of Blozv-off Valve |m"P«P Z, Blozv-off Valve Bonnet without Disc and Disc Holder Z ; Blozv-off Valve Bonnet Complete Z-, Valve Stem Nut Fig. 2146— Gold's Vertical Z, Packing Nut J£ 3l0rr-»f/~ c, TtAM CO CM Parts of Steam Trap, Fig. 2147. Casing Cover Cradle Yoke Cotter Valve Seat Bonnet Packing Nut Valve Stem Spring Hand Wheel Hand Wheel Nut Diaphragm Hinge Bolt Disc Hinge Bolt Nut Diaphragm Clip Valve Stem Packing Pipe from Radiator Drip Pipe W Drip Horn Drip Horn Diaphragm Seat Nut Fig. 2147— Gold's Duplex Ventilated Steam Trap, No. 912. 923 925 Fig. 2148 — Gold's Filling Device, Xo. 631. Fig. 2149 — Expansion Drum, No. 615. Fig. 2150— Gold's Improved Filling Cocks, No. 62S. Gold Car Heating & Lighting Company. Figs. 2151-2154 PASSENGER TRAIN HEATING APPARATUS. 789 ^7 I CenTre Line Be^^n Cars When Caupled Fig. 2151 — Proper Location of End Valve and Steam Hose Coupler. rt-f- Fig. 2 153— Application of Drip Valve, No. 870, to Express Car. Parts of Safety Valve, Fig. 2154. Cap F Spring Abutment Body G Lock Nut Ball H Adjusting Screw Cup I Flange Screws Spring Gold Car Heating & Lighting Company. Fig. 2154— Safety Valve, No. 993. 790 PASSENGER TRAIN HEATING APPARATUS. Figs. 2155-2156 Fig. 2155 — Gold's Vapor System of Car Heating. Fig. 2156— Multiple System of Hot Water Circulation with Temperature Regulators and Tee Traps. Gold Car Heating & Lighting Company. Figs. 2157-2159 PASSENGER TRAIN HEATING APPARATUS. 791 Fig. 2157 — Gold's Hot Water Circulation System with Temperature Regulators and Vertical Traps. 818 898 2 £" Fig. 2158— Gold's Combination Pressure and Vapor System for Steel Cars. Fig. 2159— Hot Water Circulation System with Temperature Regulators and Tee Traps. Gold Car Heating & Lighting Company. 792 PASSENGER TRAIN HEATING APPARATUS. Figs. 2160-2166 756 547 Fig. 2160 — Gold's Combination Pressure and Vapor System for Wooden Cars. THERMOSTAT 97 I PACKLESS QUICK OPEA//NG SUPPl Y \/AL VC 94-0 \ /VTA GA/E T VAL VE 9SI Fig. 2162 — Gold's Ventilated Porcelain Core Supports Used in Electric Heater. mm Fig. 2161 — Application of Gold's Steam Thermostatic Control to a Straight Steam Equipment. Fig. 2163 — One-Coil Electric Cylinder Heater, No. 120E. Fig. 2164— Two-Coil Electric Cross Seat Heater, No. 145-E, Type C. Fig. 2165 — Two-Coil Electric Truss Plank Heater, No. 199-E. Fig. 2165A— Gold's Elec- tric Thermostat, No. 929. Fig. 2166— Gold's Magnetic Switch No. 1015. Gold Car Heating & Lighting Company. Figs. 2167-2175 PASSENGER TRAIN HEATING APPARATUS. 793 Fig. 2167-Two-Coil Electric Truss Plank Heater No 252-E. ' Fig. 2168_Gold's Panel Heater, F rout Style, No. 177-E. IIIIiiiiiiiiiiiiiiiiimihViViViii ""•mm iiiiiniiiiViiVmi, MnilllllMiiMIMIMIHtllllliii III 1 1 1 1 1 1 II 1 1 i 1 1 M H lV 1 1| |Vl , Vl I, V jj ,., t, t.»t-/->*>-"-> 1 nimiiiiimmimiim ■""""1|IUHHII»H«<«" Fig. 2169A-One-Coil Electric Truss Plank Heater No 206-E. Fig. 2170— Six-Coil Electric Heater, Portable Ty pe. Fig. 2169— Two-Coil Electric c Vestibule Heater, Nc 217-E. Fig. 2172— One-Coil Electric Panel Heater, No. 212-E. Fig. 2171— Two-Coil Electric Panel Heater, No. 322-E. IIIIIIIIIIIIHIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIII llllllllllllllllllllllflllllllllllll milllllllll IMIIIIIIIIIMIIIIIIIIIIIIIIIIIIIII Illltlllllllll i til tt i V i ■ ■ it 1 1 1 ■ 1 1 1 1 1 1 1 1 1 « i ilium 1 1 II 1 1 1 1 1 1 1 1 II* 1 1 1 * 1 1 1 1 1 M 1 1 I^M Ml M| ^, , ^'^'ii 'Jli ^ '•■•:■. ••>■. %'■■■' ^ ■'-'• :;'•' :''.■'- *»/; ■ Fig. 2173— Gold's Panel Heater, Front Style, No. 329-E. a amtfiuv Fig. 2174— New Type Support and Coil for Older Type of Electric Heaters Gold Car Heating & Lighting Company.' Fig. 2175 - Gold's Electric Heater Switch, No. 114-E. 794 PASSENGER TRAIN HEATING APPARATUS. Figs. 2176-2178 A'Circuit "B'Circuit j/£xpansipn \ (Expansion "V. ff V Drum A Drum A 169 U- Connection ~fobo\ of Heater Co/ Is 54 %^5A * 5 g D '^1%'Train Pipe 3 Trap 138 L Fig. 2176 — Piping Showing Application of Consolidated Steam Drum No. 169U to Double Circuit. x67M „|i? ,8&AC SEWUJ-COUPLER-aO Fig. 2177 — Piping for Direct Steam System C, Showing 3-Pipe System with Two Traps No. 138L. 7A-Z. Fig. 2178 — Piping for Direct Steam System B, with One Thermostatic Trap No. 138L. 7 igs. 2179-2186 PASSENGER TRAIN HEATING APPARATUS. 79S * =£an:65C Toilet Toilet Train Pipe 67 J 54' 74 R 74z 67* .fj'^l'^ rfr &-Q>7J ~--T»T~- — 38a" ^5+" 54 Z 65c 65C pS =5 CE= n Fig. 2179 — Arrangement of Piping for Standard Direct Steam System with Two Traps No. 138. Fig. 2180 — Arrangement of Piping for Direct Steam System No. 2, with Special Tee and Cock. Parts of Heating Apparatus, Figs. 2176-2180. 7F Tee with Drip Connection 7H Allele Trap Valve 71 Eccentric Tee 20 Sewall Coupler 26 Asbestos Packed Cock 26F Round Spindle 26G Floor Plate for 26 F 45A V/z in. Pipe Clamp 54 Coupling, R. & L. 54W Return Bend 54X Return Bend 54Z Return Bend with Eceentri Outlet 55L Expansion Bracket 68C R. & L. Elbow 67A Tee 67T R. & L . Elbow 67K R. & L. Couplings 67M Elbow 68B Elbow 68C R. & L. Elbow. 68F R. & L. Coupling 74R Tec 74V Tec Fig. 2181 — Graduating Steam Valve No. 8SH. Fig. 2184 — Graduating Steam Valve No. 8SH. A Body Casting 200A B Bonnet 195B C Gland 133GC 74Z Tee 85AB Three-Pipe Manifold 85 AC Center Tee 85AD Return Tec 85H Graduating Steam Angle- Valve 100R Graduating Steam Valve 133G End Train Pipe Valve 138 Steam Trap 138A Steam Trap 138B Steam Trap 138C Steam Trap 138L Steam Trap Fig. 2183— End Train Pipe Valve No. 133G. G ^ Fig. 2185— End Train Pipe Valve No. 200. Parts of Valve, Fig. 2185. Gland Nut 133G/A H Stem 133G£ J Swivel Head 133GG K Brass Scat Swivel Head Nut 133GH Fig. 2186 — Filler Cock No. 121. Gasket Nut Gasket A33GJ A33GK A95D Consolidated Car Heating C ompany. 796 PASSENGER TRAIN HEATING APPARATUS. Figs. 2187-2195 m '. * ■ i Fig. 2187— Current Director No. 59R. Fig. 2188— Safety Valve No. 59C. Fig. 2189— Section Through Steam Drum No. 169U. '^t^^H^RMB Fig. 2190— Steam Drum No. 169U. Parts of Steam Drum, Fig. 2189. C Head Casting 169V F 1 in. Brass Pipe . D 3y 2 in. Iron Pipe 1697V G Plug for F E iy 2 in. Brass Pipe 1697? H Cap Casting .169P . 169/- . 169 K Fig. 2191— Section Through Steam Trap No. 138R. Parts of Steam Trap, Fig. 2191. Fig. 2192— Steam Trap No. 138L. A B C D F G H I J K Body Casting 1387?^ L Upper Basket Casting 1387?B M Lower Basket Casting 138Ct7 N Brass Scat for Thermo- O static Valve 1387?C P Curved Nipple for Blow- Q off 138RD R Strainer 138LC S Stem or Rod 138LD T Diaphragm 138C.4 U Upper Spider Plate 138C£ V Swivel Head 138C/ W Swivel Heat Nut 138C7i X Swivel IT cad Gasket 138CL Spring 138CM Cap for Valve Stem 138C7? Lower Spider Plate U8CW Bonnet 1005 Valve Stem 100C Swivel Head 10073 Swivel If cad Nut 100£ Gasket 100(7 Nut for T 10077 Gland 1007 Gland Nut WOK Hand Wheel 1R Fig. 2193— Steam In- let Valve No. 100L. Fig. 2194— Consolidated Steam Coupler No. 33. Fig. 2195— Clamp Lock for Steam Couplers No. 9S. Consolidated Car Heating Company. Figs. 2196-2198 PASSENGER TRAIN HEATING APPARATUS. 797 Pig. 2196— Cross Section Through Piping Showing Packless Vapor Trap No. 333 and Packless Admission Valve No. 533. Bllilj W^fiBAPJ Fig. 2197— Packless Vapor Trap with Sylphon Fig. 2198— Twin Pressure Trap with Sylphon Diaphragm. Diaphragm. Consolidated Car Heating Company. 798 PASSENGER TRAIN HEATING APPARATUS. Figs. 2199-2206 e^Tto) Fig. 2199— Single Packless Admission Valve Xo. 633. Fig. 2200— Twin Packless Admission Valve No. 633T. Fig. 2201— Packless Tram Line End Valve No. 433 Fig. 2202— Consolidated Steam Coupler No. 9C. Fig. 2203— No. 33TD Steam Coupler with Two-Piece Hose Clamp. Fig. 2204— Pair of Consolidated Steam Couplers (No. 9C), Locked. ^a> / J Fig. 2205— Section Through Xo. 33TD Coupler Head, with Old Style Nipple; and Straight Shank Nip- ple for Two-Piece Hose Fig. Clamp. Consolidated Car Heating Company 2206— Singl X e Coil o. 192. Elec f ci- tric He Cross ater, Seat Drop Pattern Figs. 2207-2214 PASSENGER TRAIN HEATING APPARATUS. 799 Fig. 2207— Resistance Coil for Electric Heater. Fig. 2208— Continuous Panel, Single Coil, Electric Heater No. 93T. Fig. 2209 — Double Coil Electric Heater. Closed. Open. Drop Pattern. No. 192H. Fig. 2210— Heater Switch No. 204. Consolidated Car Heating Company. 1" Pipe Thread 1" Pipe Thread A\k" Pipe Thread «-: %" Pipe Thread — Side View — Fig. 2212— Double Jackets Nos. 702x and 702y. Fig. 2211— Car Heater. 1V4" Pipe Thread ~ End View ~ •1" Pipe Thread 1)4" Pipe Thread 792 Hi" Pipe Thread - Sectional Pl an — Fig. Section AB "i!;>ipe thd , . -.. ,, ° Section CD % Pipe Thread - Si de Vie w — 2213 — Single Jackets Nos. 702p and 702q. Fig. 2214— Jacket No. 972. Standard Heat & Ventilation Company. 800 PASSENGER TRAIN HEATING APPARATUS. Figs. 2215-2220 ■ *=" 4 6403 6 443 6404 j W i i imnnmiflL _^df .^1 Fig. 2215— Injector No. 6400. Fig. 2216— Steam Trap No. 97SX and Blow-off Valve. n T ii A %'PIPl TH'D i 1 X Section X-Y Elevation Fig. 2217— Safety Valve. Fig. 2219 — Section Through Automatic Steam Trap. Fig. 2220 — End Train Line Valve. Standard Heat & Ventilation Company. Figs. 2221-2231 PASSENGER TRAIN HEATING APPARATUS. 801 Fig. 2222— Clamp for Fig. 2223— Steam Hose S-4 Steam Coupler. Gasket Remover. Fig. 2221— Automatic Steam T rap. Fig. 2224— Gas- ket and Re- taining" Ring for Couplers. m yu4K Fig. 2229 — Injector and Indicator for Thermo Jet Heating System. 901 Fig. 2228 — Section Through Steam Trap No. 141. Fig. 2227— Trap No. 975X with Blow-off Valve. 944' &5t 920 B Fig. 2230 — Section Through Steam Hose Coupler. Fig. 2231 — Unotherm Steam Heating System as Applied to a Steel Coach, Using Four Admission Valves. Standard Heat & Ventilation Company. 802 PASSENGER TRAIN HEATING APPARATUS. Figs. 2232-2233 319 £1 61 135 2" 300-B 2" Fig. 2232 — Unotherm System of Steam Heating as Applied to a Steel Coach, Using Six Admission Valves. Fig. 2233 — Unotherm Heating Apparatus as Applied to a Steel Postal Car, Using Six Admission Valves. Standard Heat & Ventilation Company. Figs. 2234-2236 PASSENGER TRAIN HEATING APPARATUS. 802 lt\8oa/«,93 Fig. 2234 — Unotherm System Applied to Steel Dining Car. Fig. 2235— Hot Water Heating System; Double Circulation with Six Heating Points. MUTATING VALVE 603 Fig. 2236— Hot Water Heating System; Double Circulation with Two Heating Points. Standard Heat & Ventilation Company. 804 PASSENGER TRAIN HEATING APPARATUS. Figs. 2237-2244 No. 302-D Locking Lever. Fig. 2237— No. 302-S Couplers, Locked. Spring Bolt No. 302-G Bushing. Lever Stop. Fig. 2238— Parts of No. 302-S Steam Coupler. No. 302-H Cutter Pin for Stop. Fig. 2240 — Gasket for No. 302 - S Hose Coupler. Fig. 2239— Two-Piece Hose Clamp. Fig. 2241 — Cross Section Showing Gasket Locked in Place by Retain- ing Bolt, No. 302-S Hose Coupler. Fig. 2243— Method of Operating End Train Pipe Valve from Platform. (Patented.) Chicago Car Heating Company. Fig. 2244— Vertical Steam Trap. Figs. 2246-2252 PASSENGER TRAIN HEATING APPARATUS. 805 "??^^ i n Fig. 2246— Extension Rod for No. 48 End Train Pipe Valve. "ccK r \ \ " (^" Fig. 2250— No. 440 Vapor Regulator. Fig. 2252— Angle Manifold. Chicago Car Heating Company. 806 PASSENGER TRAIN HEATING APPARATUS. Figs. 2253-2259 Fig. 2253 — Strainer Cross. N9 66 C. SHIELD -v. Fig. 2254— Strainer Tee. N9 66 A. HANGER . N ? 66 B . STRAP ■■!__ \^4gSft_«^ N? 214 ANGLE MANIFOLD- 62 B. CLAMF N? 20 RETURN BENC Fig. 2255 — Method of Connecting at Corners for Four-pipe lJ4-in. Coil. Fig. 2256— Vapor Cut-Out Waive. Fig. 2257 — One Method of Connecting a Three-Pipe Coil Feeding at the End. UrRt-TU Fig. 2258— Section Through Vapor Cut-Out Valves Arranged in Multiple. Fig. 2259— Straight Shank Nipple. Chicago Car Heating Company. Figs. 2260-2263 PASSENGER TRAIN HEATING APPARATUS. 807 (( ( i ) )) "\Z 7 BLOW OFF VALVE. Outlet. gi Fig. 2260— Horizontal Steam Trap. Fig. 2261 — Combination Valve for Expansion Drum of Hot Water Circulating System. ftl UPPER DOOR CA5lh& LI5T OF PART5" BODY 5T0VE TOP COVER GRATE RING UPPER 000R . 'HEM PA5SAGE FOR AIR TAKEN FROM OUT- SIDE OF CAR 13 OPEn THE. PASSAGE AOMlTTlhG air from insioe: OF CAR 13 Cl-OSED- — - When passage, for air takem from ip15ioe CF CAR IS OPEn, THE PASSAGE FOR AbMITTlMG AIK FROM OUTSIDE OF CAR 13 - -rn Fig. 2262— Section Through Hot Water Filling Device. Fig. 2263— Emergency Heating Stove. Chicago Car Heating Company. 808 PASSENGER TRAIN HEATING APPARATUS. Figs. 2264-2266 Figs. 2267-2275 PASSENGER TRAIN CAR VENTILATORS. 809 J)B FLaC-TCPI &2C WiRl Fig. 2267 — Automatic Intake-and- Exhaust Ventilator Showing Interior Diffusion Boxes and Exterior Deflectors. Fig. 2268— Sectional View Showing In- stallation of Auto- matic Ventilator. Mesh Screen Fig. 2269 — Automatic Ventilator Applied at Crown of Arch Roof. Fig. 2270 — Appearance of Automatic Ventilator Hood on Car Roof. Fig. 2271 — Cross Section Through Double Exterior Hood of EB Type Automatic Ventilator. Automatic Ventilator Company Fig. 2272— Arch Roof Showing Ap- plication of A. R. I. E. Type Automatic Ventilator. The Globe Horizontal ,CT/f. or BL ft ST Fig. 2273— The Globe Ventilator. Globe Ventilator Company. The Globe Erect. Fig. 2274— Two Types of Globe Ventilators. Globe Ventilator Company. Fig. 2275— Register for Ventilator Pipe. James L. Howard & Company. 810 PASSENGER TRAIN CAR VENTILATORS. Figs. 2276-2282 Fig. 2276— Combination Electric Fan. Fig. 2277— Electric Fan. Safety Car Heating & Lighting Company. Fig. 2278— Combined Ventilator and Lamp Jack. Fig. 2279— Direct Type Ventilator. Scully-Jones & Company. Fig. 2280— Standard Ventilating Hood, Cross Section, Steel Car. Fig. 2281 — Standard Fresh-Air Intake, Cross Section, Steel Car. nONT ELCVATiON Fig. 2282 — Garland Ventilator, Showing Construction and Direction of Air Currents. Ross-Wortham Company. Figs. 2283-2290 PASSENGER TRAIN CAR VENTILATORS. 811 ?= •rnr ^Cj Fig. 2283 — Standard Ventilation Hood — Cross Sec- tion, Wood Car. Standard Heat and Ventilation Company Fig. 2285— Standard Fresh Air In- take — Cross Section, Wood Car. Fig. 2286 — Gold's Cyclone Ventilator. Gold Car Heating & Lighting Company. Fig. 2287— Gold's Curtain Window Ventilator. Gold Car Heating & Lighting Company. Fig. 2288— Application of Ventilator to Oval Deck Cars. Fig. 2289— Application of Ventilator to Straight Deck Cars. Gold Car Heating and Lighting Com- pany. Fig. 2290— Pennsylvania Railroad Ventilating Appa- ratus for Passenger Train Cars. 812 PASSENGER TRAIN CAR VENTILATORS. Figs. 2291-2296 Fig. 2294 — Mudge Peerless Ventilator as Applied to Screen Board by Machine Screws. Fig. 2295— Top View of Fig 2293, With and Without Hood. Fig. 2296 — Dining Car Equipped with Mudge Kitchen Ventilator. Mudge & Company. Figs. 2297-2300 VENTILATORS AND LIGHTING APPARATUS. 813 l ^ ^ Fig. 2297— Utility Ventilator. Railway Utility Compan Fig. 2298— Box for Pintsch Gas Mantle Supply. Safety Car Heating & Lighting Company. Fig. 2299— Method of Application of Pintsch System of Gas Lighting to Passenger Cars. Safety Car Heating and Lighting Company. Filling Valve Cover. No. 65, Filling Valve for Ca Xo. 118a. Bracket for Filling Valve. ICCl Gage. Xo. 214a, Gage Holder. No. 53b, Holder Valve. for Car. Fig. 2300 — Details Used in Pintsch System of Gas Lighting. Safety Car Heating & Lighting Company. 814 PASSENGER TRAIN LIGHTING; Pintsch Gas. Fig. 2301 Main Cock; %, 3 8 and l / 2 in. 4 No. 9 Connection. Piece, % in. Cover for Main Cocks. No. 55a, Flanged Cross, Ya in. Regulator. 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, Ya in. Nos. 12-13, Tee Flange Unions; Ya by l /s in. Va by Y A in. No. 17a, Angle Flange. % in. Nos. 54-55, Flanged Tees, Ya in. clafcai Flange Cross. Nos. 16a, b and c. Tee Flanges. Nos. 3 and 3a, Nos. 27-56, Lock No. 167, Bracket Flange for Nuts; Yi in.; Back; Yi in. Nos. 49, 53b, Yz in. 53a and 120. Nipple to Support Lamp; >/s m. gag^j^^g^^^BBBSBg iiggBEl Regulator Strap. Pipe Strap. 8425 „ , T . ,. , Shade Holder No. 80b for Lam No. 222a, K eys for Lamps and Valves. j^ iQ2. Burner. Four-Flame Cluster. Cluster for Ves- Two-Flame Cluster tibule Lamp. ■^ffisaassiag^iL^s ^ bi- section Through Filling Valve No. 8665. Torch and Key. Cover for Main Cocks. Section Through Holder Valve No. 53b. Fig. 2301— Details Used in Pintsch System of Gas Lighting. Safety Car Heating and Lighting Company. Figs. 2302-2316 PASSENGER TRAIN LIGHTING; Pintsch Gas. 815 Fig. 2302 — Drop Bracket Lamp Xo. 377. Fig. 2303— Drop Bracket Lamp No. 86. Fig. 230-1 — Com - bination Gas and Electric Bracket Lamp No. 1910a. Fig. 2305— Com- bination Gas and Electric Bracket Lamp No. 1920a. Fig. 2306 — Removable Fig 2307— Lamp No. 211. Candle Bracket Lamp No. 282. Fig. 2308 — Bracket Man- tle Lamp No 2536. Fig. 2309— Lamp No. 196. Fig. 2312— Deck Mantle Lamp No. 8582A. Fig. 2310— Lamp No. 191. Fig. 3211— Mantle Lamp No. 8531. for Letter Cases in Postal Cars. Fig. 2313 — Deck Mantle L a m p No. 8511 for Baggage Cars. Fig. 2314— Two and Four-Flame Vesti- Fig. 2315— Bracket bule Lamp No. 194. Lamp No. 373. Safety Car Heating & Lighting Company. Fig. 2316 — Combina- tion Bracket Man- tle Lamp N o. 2569A. 816 PASSENGER TRAIN LIGHTING; Pintsch Gas. Figs. 2317-2321 Fig. 2317— Section Through Combination Deck Lamp No. 8S82A. Fig. 2319 — Section Through Combination Deck Lamp Nos. 431 and 218. Fig. 2318 — Section Through Combination Bracket Mantle Lamp No. 2S69A. Fig. 2320 — Section Through Bracket Lamp No. 86a. Fig. 2321 — Section Through Mantle Deck Lamp No. 8511. Safety Car Heating & Lighting Company. Figs. 2322-2325 PASSENGER TRAIN LIGHTING; Pintsch Gas. 817 . 9ESI 9261 7398 9257' , 9074 SECTION OF LAMP NO. 8531 Fig. 2322— Section Through Mantle Lamp No. 3520. Fig. 2323— Section Through Mantle Lamp No. 8531. ^P PATENTED @ Fig. 2324 — Section Through Standard Lamp Body. Fig. 2325 — Section Through Mantle Deck Lamp. Safety Car Heating & Lighting Company. PASSENGER TRAIN LIGHTING; Pintsch Gas. Figs. 2326-2333 ierlion token at -15° - - — * to Cas-wav • — Fig. 2326— Section Through Combination Deck Lamp No. 440a. m=>- Fig. 2327 — Sections Through Mantle Lamp Bulbs. -Ornamental Body O-K 6,3 : T'»" Pipe Thread 730 27 o9 Fig. 2328— Section Through Bracket Mantle Lamp No. 2515. I Fig. 2329— Section Through Vestibule Mantle Lamp No. 2594. Fig. 2330— Deck Mantle Fig. 2331— Bracket Mantle Fig. 2332— Combination Lamp No. 2532. Lamp No. 2515. Deck Mantle Lamp No. 2511a. Safety Car Heating & Lighting Company. Fig. 2333— Deck Mantle Lamp No. 2511. Figs. 2334-2351 PASSENGER TRAIN LIGHTING; Pintsch Gas. 819 Fig. 2 3 3 4 — Combination Bracket Mantle Lamp No. 2SS6a. Fig. 2336— Bracket Mantle Lamp No. 2534. Fig. 2335— Bracket Mantle Lamp No. 2556. Fig. 2337 — Wall Mantle Lamp No. 2513. Fig. 2338 — Combination Bracket Mantle Lamp No. 2550a. m m i SSB& >^ Fig. 2339— Mantle Lamp No. 3599. Fig. 2340— Mantle Lamp Fig. 2341— Mantle Lamp No. 3572. No. 3577A. Fig. 2342— Bracket Mantle Lamp No. 2563. Fig. 2343— Mantle Lamp No. 3583B. Fig. 2344— Mantle Lamp No. 3581A. Fig. 2345— Mantle Lamp Fig. 2346— Bracket Mantle No. 3534. Lamp No. 2587. Fig. 2347 — Mantle Lamp No. 3542A. Fig. 2351— Combina- „. tion Bracket Man- Fig. 2348 — Mantle Fig. 2349— Mantle Fig. 2350 — Mantle tle Lamp No Lamp No. 3598A. Lamp No. 3540. Lamp No. 3566A. 8500 A Safety Car Heating & Lighting Compan y- 820 PASSENGER TRAIN LIGHTING; Pintsch Gas. Parts for Mantle Lamps, Figs. 2317, 2318, 2321, 2325 and 2327-2329. 8A 16C 23 24 26E 26H 26K 26N 260 27 28 29 30 31 75 76 79 100 142A 151 154 155 156 157 157A 159 204 204A 316A 326 338 339 417 420 421 446 589 1527 1672 1690 1733 1816 1853 2199 2204 2465 2467 2603A 2605 2606 2608 2610 2611 Flange Union 2615 l / 2 -in. by %-bi. Flange 2617 Iron Washer 2618 Rubber Washer 2619 Ys-in. Nipple, Ay 2 in. Long 2620 Ys-in. Nipple, 7 in. Long 2621 Ys-in. Nipple, 11 in. Long 2627 Ys-in. Nipple, 12 in. Long 2634 Ys-in. Nipple, Xiy 2 in. Long 2635 Ys-in. Locknut 2640 Ys-in by %-in. Elbow 2656 Ys-in. Cap Ys-in. Tee 2667 Ys-in. Plug 2689 y 2 -in. Pipe 2694 Ys-in. Pipe 2695 Ys-in. Pipe 2697 Glass Bowl 2698 Screw for Ornamental Ring Screw for Catch, Flue, Etc. 2700 Screw for Lock Deflecting Plate, Etc. 2701 Screw for Hinge 2702 Screw for Bracket, Reflector 2703 Support, Etc. 2704 Screw for Bracket Switch, 2705 Refleclor, Etc. 2706 Screw for Insulator 2707 Screw for Angle Flange 2708 Ventilator 2709 Ventilator 2711 Spring for Catch 2712 Cock Complete 2719 Cock and Sleeve 2720 Thumb Piece and Socket for 2726 Cock 2727 Screw for Bracket 2728 Screw for Boss 2729 Screw for Ornamental Cage 2748 Set Screw for Extension Pil- 2749 lar 2750 Screw for Spun Globe Holder 2751 Screw for Cock and Side 2752 Pieces of Bezel 2753 Cover for Catch 2758 Screw for Ornamental Body 2767 Spun Globe Holder 2819 Ys-in. Close Nipple 2873 Key for Switch 2874 Screw for Husk 2886 Sere zv for Husk 2887 Shadeholder Clamp Cap Nut ' 2890 Opal Bowl 2917 Body Ring 2958 Ceiling Ring 3044 Reflector 3046 Deflecting Plate 3049 Mantle and Globeholder 3050 Gas Tip Catch Spring for Catch Cover for Cap Globe Ring Mantle and Globeholder Locknut Ventilating Chimney Screen for Gas Tip Mantle Screw for Bracket and Dome Support Angle Flange Etched Glass Shade Air Shield Bezel Spun Globeholder W-in. Spherical Bowl {Etched) Incandescent Bowl and Globe Complete Burner Nozzle Spring Lock Lamp Body Washer Air Mixer Burner Nozzle Shadeholder Thumb Screw Thumb Screw Locknut Thimble and Flange Clear Glass Bowl Catch Brace for Catch Porcelain Clamp Vulca Beston Washer Screw for Ornamental Arm Screw for Porcelain Clamp Gas Strainer Extension Pillar Spring Lock Inner Globe Ring Outer Globe Ring Inner Globe Ring Screws for Bowl Holder Air Shield Apron Catch Spring for Catch Gas Way Bracket Thumb Piece and Plug for Cock Electric Switch Bracket for Switch Screw for Hinge Plate Mantle Gas Tip Burner Nozzle Bezel 3094 Gas Strainer 3150 Burner Nozzle 3170 Body Casting 3237 Body 3270 Extension Pillar 3271 Flue 3272 Lock 3274 Roof Thimble 3287 Center Casting 3313 Reflector 3321 Bracket for Reflector 3339 Spring for Catch 3366 Bushing 3407 Spring Lock 3408 Ornamental Body 3409 Top Piece for Ornamental Body 3427 Shadeholder 4018 Wire Cleat 4680 Screws for Lock 7398 Screws for Catch 8128 Ventilator 8148 Roof Thimble 8170 Enameled Reflector 8318 Screw for Hinge Plate 8684 Bowl Holder 8685 Reflector Support 8692 Bezel 8809 Body Casting 8810 Reflector Support 8811 Flue and Cinder Shields 8812 Ceiling Thimble 8813 Reflector Guide 8814 Ornamental Dome 8972 Boss 9004 Iron Washer 9005 Iron Washer 9006 Iron Washer 9074 Spun Ring 9182 Body Ring 9183 Screws for Ornamental Dome 9256 Hinge Plate for Reflector 9257 Hinge Plate for Bowl 9258 Catch Plate 9259 Catch Bracket 9261 Catch Bracket 9262 Catch Bolt 9263 Thumb Nut 9374 Ceiling Thimble 9376 Ceiling Plate 9379 Flue 9382 Hinge Plate for Bezel 9757 Glass Shade 9821 Electric Arm 9943 Roof Thimble 9944 Ceiling Thimble 9945 Ceiling Ring 18012 Prismatic Bowl 18132 Prismatic Reflector 18420 Reflector 18360 Reflector Bowl Unit Figs. 2352-2356 PASSENGER TRAIN LIGHTING; Pintsch Gas. 821 •h^V--ri Vpipe toiv# 13 Fig. 2352 — Section Through Bracket Mantle Lamp No. 2506. Fig. 2354 — Section Through Mantle Lamp No. 3S12. Fig. 2353— Section Through Bracket Mantle Lamp No. 8586. Fig. 2355 — Section Through Bracket Mantle Lamp No. 2563. ELiwnwiATAS'ToCorrtiiLiNEOFOji Fig. 2356— Mantle Lamp No. 3508. Safety Car Heating & Lighting Company. 822 PASSENGER TRAIN LIGHTING; Pintsch Gas. Figs. 2357-2362 /Wall Plate ^fe^ ztemju,' 2603^ y 8 " Pipe Thread ■= Section at 43" to Catch Fig. 2357— Section Through Bracket Mantle Lamp Fig. 2358— Section Through Mantle Lamp No. 8503. No. 2587. tvtttti ounME Fig. 2362 — Section Through Combination Mantle Fig. 2361— Section Through Mantle Lamp No. 3540. Lamp No. 3598A. Safety Car Heating & Lighting Company. Figs. 2363-2366 PASSENGER TRAIN LIGHTING; Vapor System. 823 % PIPE, %9 GASOLINt FILLING VALVE COMBINATION CARBURETOR AND AIR TANK Fig. 2363 — Arrangement of Vapor Lighting System on Passenger Car. s .„r _ Air storage H CARBURETOI m ,2)03 1 1247^ 65/ao^ Fig. 2364 — Section Through Carburetor Tank. Fig. 2365— Lamp No. 3530 ? O ^ 31 (5 Fig. 2366— Lamp No. 2598. Safety Car Heating & Lighting Company. 824 PASSENGER TRAIN LIGHTING; Vapor System. Figs. 2367-2371 c TTIPPI AN J — «»ir a ■ i fi — Fig. 2369— Section Through Vestibule Lamp No. 3574. Fig. 2371— Lamp No. 3510. Safety Car Heating & Lighting Company. Figs. 2372-2376 PASSENGER TRAIN LIGHTING; Acetylene Gas. 825 Fig. 2375— Section Through Acetylene Lamp No. 1681. Fig. 2376— Acetylene Lamp No. 2012. Safety Car Heating & Lighting Company. 826 PASSENGER TRAIN LIGHTING; Acetylene Gas. Figs. 2377-2382 Parts of Acetylene Lamps, Figs. 2372-2382. Angle Flange 154 Iron Washer 155 Rubber Washer 156 in. Nipple, 6 in. Long 1 56a in. Nipple, 5 in. Long 1 57 in. Nipple, 6yi in. Long 157a . _ in. Locknut 204 H in. by l / s in. Ell 204a H in. Cap 307 V& in. Ell 316 % in. Extra Strong Pipe 316a Glass Bowl 323a Screw for Bezel 324 Screw for Gas Cock Body 326 Screw for Spring Lock 345 Screw for Catch and Reflector Screw' for Flue Screw for Hinge Screw for Ceiling Ring Screw for Flange Screw for Reflector Screw for Ceiling Ring 4%i in. Ventilator Ventilator Bezel for Bowl, with Hinge Spring Catch, Complete Spring for Catch Diaphragm Ventilating Chimney Cock, Complete Spun Globe Holder Ring (Continued on next page.) -Section Through Acetylene Vestibule Lamp No. 1694. rion of Catc> Fig. 2378 — Sections Through Acetylene Wall Lamp No. 1641. Fig. 2379— Wall Lamp No. 1641. Fig. 2381— Deck Lamp No. 1681. Fig. 2382— Section Through Acetylene Lamp No. 2012. Safety Car Heating & Lighting Company. Figs. 2383-2385 PASSENGER TRAIN LIGHTING; Acetylene Gas. 827 Parts of Acetylene Lamps, Figs. 2372-2382. (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 Screw for Wall Plate 586 Extension Chimney 589 Screw for Spun Globe Holder 590 Spun Clobe 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-Home Cluster 1608a Gas-wa\: Tub 1609 Post for Flues 1613 Y% ft. Von Schwartz Burner 1614 Yi ft. Von Schwartz Burner 1615 J4 ft- Von Schwartz Burner 1617 Screw for Gas-way Tube Flange 1618 9 in. 0/><^ Bowl 1635 Body Casting 1638 Gas-way Tube 1639 Flanged Ell 1643 Crown 1644a Gas-way Tube 1645 Frame for Dome 1668 0/>o/ Dome 1672 Cover for Catch 1674 Spring for Catch 1679 Corc/i 1682 Body Casting 1683 Las CorA- Borfj) 1684 Thumb-piece and Plug for Cock 1693 B/>/e 1699 Flanged Ell 1700 B/hKn G/o&n'«g /or Co^cA 1834 Reflector 1835 Spring for Hinge, Left 1835a Spring for Hinge, Right 1860 Flange for Catch 1861 Screw for Flange 1926 Body with Gas Cock 1928 5>Wxg Lorfc for B«r s -in E x t r a Tee Strong Pipe 112 l^-in. Extra Heavy CP310 ■>4- i u. Standard Elbow Pipe 114 Gaqe f T150 Regulator 117A Regulator |_ CP-300 Fig. 2396 — Method of Applying the Dalen Acetylene Mantle Lighting System to Passenger Cars. Commercial Acetylene Railway Light & Signal Com pan)-. 830 PASSENGER TRAIN LIGHTING; Acetylene Gas. Figs. 2397-2403 Fig. 2397— Vestibule Lain]) No. 709 Fig. 2398— Two-Light Chandelier No. 720. Fig. 2399— One-Light Oval Corridor Lamp. Fig. 2400— Four-Light Combination Gas and Electric Chandelier X.i. 747. Fig. 2402 -Four- Light Chandelier Xo. 754. Fig. 2401 — Generating Apparatus and Removable Fig. 2403 — View Showing Location of Cartridge. Generator in Closet at End of Car Adams & Westlake Company. Figs. 2404-2410 PASSENGER TRAIN LIGHTING; Acetylene Gas. 831 Fig. 2404 — Combination Gas and Electric Side Bracket Lamp No. 723. Fig. 2405 — Oval P a n e 1 Lamp No. 732. Fig. 2406 — Panel L a m p No. 766, for Passage Way. Fig. 2407— Side Bracket - - - . rf^ Lam P No - 73S - Gas Receiving Tank ' Fig. 2408 — Section Through Lamp Body. Fig. 2410 — Arrangement of Fixtures Under Car. Adams & Westlake Company. 832 PASSENGER TRAIN LIGHTING; Acetylene Gas. Figs. 2411-2420 Fig. 2412— One-Light Side Deck Lamp with Curved Foot for Empire Deck. Fig. 2415— Four-Light Chan- delier No. 772 Fig. 2418— One - Light Vestibule Chandelier Xo. 798, for Flat Deck. Fig. 2411— Four-Light Chandelier No. 792. Fig. 2413- -Two-Light Electric Bracket No. 7190a. Fig. 2416— Two-Light Chandelier No. 764. Fig. 2419— One-Light Chandelier No. 784. Adams & Westlake Company. Fig. 2414 — One-Light Oval Panel Lamp. Fig. 2417— Two-Light Chan- delier No. 770. Fig. 2420— Two-Light Electric Bracket No. 7290. Figs. 2421-2426 PASSENGER TRAIN LIGHTING; Acetylene Gas. 833 I Fig. 2421— Two-Light Chandelier No. 202. Fig. 2422— Two-Light Chandelier No. 302. rwv. •:-■, ■ ■ ■: ■ . - * Fig. 2423— Bracket Acetylene Gas La nips. Fig. 2424 — Application of Generator and Gas Tank Under Car; Avery System of Acetylene Gas Lighting. '**&&* Fig. 2425 — Generator Box Lowered for Recharging. Fig. 2426 — Generator Box Closed in Running Position. Dayton Manufacturing Company. 834 PASSENGER TRAIN LIGHTING; Electric. Figs. 2427-2428 Fig. 2427— U. S. L. Type C Panel, with Ampere Hour Meter. ^1 Fig. 2428— U. S. L. Generator, Type B. United States Light & Heating Company. Figs. 2429-2430 PASSENGER TRAIN LIGHTING; Electric. 835 Fig. 2429— U. S. L. Generator, Type C. Sect-ion A-B-C Fig. 2430 — U. S. L. Generator on Suspension and Truck. United States Light & Heating Company. 836 PASSENGER TRAIN LIGHTING; Electric. Figs. 2431-2432 1 0446 10471 Fig. 2431— U. S. L. Generator, Type A. L . Idai x Hacf/Wn to -eei * A. > 5 ■ It 6 ' IS 7 17 8 19 Fig. 2432 — U. S. L., Type CLA, Two-Compartment Car Lighting Battery, in Lead-Lined Tank. United States Light & Heating Company. Figs. 2433-2438 PASSENGER TRAIN LIGHTING; Electric. 837 Fig. 2433— U. S. L. Type B Lamp Regulator, for Mounting Inside Locker. United States Light & Heating Company. Fig. 2434A— Head End Lighting Set, 15-20 Kw., for Installation in Baggage Cars. Terry Steam Turbine Company. Fig. 2434— Type K Lamp Regulator Relay. U. S. Light & Heating Company. Fig. 2435— Head End Turbo-Generator Set for Wire- less Telegraph Operation on Trains. Terry Steam Turbine Company. Fig. 2436— Ball Bearing for Gen- erator Brush Rocker Fig. 2437— Ball Bearing for Generator Ar- Fig. 2438 — Tension Spring for Underframe Suspen- mature. sion. Safety Car Heating & Lighting Company. 838 PASSENGER TRAIN LIGHTING; Electric. Fi 21415 4607' Fig. 2446— Section Through 2.6 kw. Generator No. 21,250. 20031 20087^ ^2 0098 20027 aooeg^-aoosi^ 3 * 7095 Fig. 2447 — Section Through 1 kw. Generator No. 21,400. Safety Car Heating & Lighting Company. 840 PASSENGER TRAIN LIGHTING; Electric. Figs. 2448-2451 Auxiliary Lamp Resistance Cut In ]| 5 witch Solenoid or ~~^'Change Over VlSCells -| -| Fig. 2450 — Type F Wiring Diagram. Safety Car Heating & Lighting Com- pany. Fig. 2451 — Generator Suspension on Truck. Safety Car Heating & Lighting Company. Fig. 2452 PASSENGER TRAIN LIGHTING; Electric. 841 Fig. 2452— Details of Liliput Dynamo, Stone Improved Train Lighting System. Franklin Railway Supply Company. 842 PASSENGER TRAIN LIGHTING; Electric. Figs. 2453-2454 Front Elevation View atX Plan Liu Lull Back View of Switch With Wooden Block Removed Fig. 2453 — Magnetic Changeover Switch, Stone Improved Lighting System. Fig. 2454 — General Application, Stone Improved Lighting System. Franklin Railway Supply Company. Figs. 2455-2457 PASSENGER TRAIN LIGHTING; Electric. 843 SUSPENSION PIN LUBRICATOR FB'JN T ri KMINAL ARMATURE :lutch ROCKER :lutch coil ' [switchboard BRUSHES ITACT PLATE «,RD RUSH HOLDER COMMUTATOR Fig. 2455 — Liliput Dynamo with Cover Removed. Franklin Railway Supply Company ft <^&L Fig. 2456— Two-Point Swinging Suspension on Commonwealth Truck. Consolidated Railway Electric Lighting & Equipment Company. . 4$p. "* ; Fig. 2457— Two-Point Swinging Suspension on Built-Up Truck with Side Sills Extended. Consolidated Railway Electric Lighting & Equipment Company. 844 PASSENGER TRAIN LIGHTING; Electric. Figs. 2458-2462 LAMP REGULATOR Fig. 2461— Type D-S Generator. Fig. 2462— Type L Lamp Regulator. Consolidated Railway Electric Lighting & Equipment Company. Figs. 2463-2467 PASSENGER TRAIN LIGHTING; Electric. 845 mrn^m GENERATOR pt- ,r output — .■*?■ : A % ADJUSTMENT £E> Fig. 3. Showing connections tur meter when not lo- cated on regulator panel. Fig. 2463— Diagram of Connections on a Car Between Dynamo, Batteries and Regulators. Fig. 2464— Type L-3 Rcgulatoi Ampere-Hour Meter Control. Fig. 2466— Axle Pulley Bushing. Fig. 2465— Section Through Type D-5 Ball Bearing Dynamo. p; g 2467— Interpole Consolidated Railway Electric Lighting & Equipment Company. 846 PASSENGER TRAIN LIGHTING: Electric. Fig. 2468-2471 Fig. 2468 — Section Through Dynamo with Timken Roller Bearings. Consolidated Railway Electric Lighting and Equipment Company. Fig. 2459— Type CC, 2 Pole, 20-25 Kw., Curtis Steam Turbine for Train Lighting; Speed, 4,500 R. P. M. Located on and Takes Steam Supply from Locomotive. Fig. 2470 — Baggage Car Type of Curtis Steam bine Generator Set, for Train Lighting. Tur- General Electric Company. Fig. 2471 — Generator Mounting for Car Underframe. Gould Coupler Company. Figs. 2472-2473 PASSENGER TRAIN LIGHTING; Electric. 847 5 Fig. 2472 — Generator Mounted on Drop Type Suspension. Fig. 2473 — Generator Mounted on Link Type Suspension. Gould Coupler Company. 848 PASSENGER TRAIN LIGHTING; Electric. Figs. 2474-2476 Fig. 2474— Mechanical Pole Changer Fig. 2475— Generator Pulley, Belt, Axle Pulley and Bushing Fig. 2476— Main Parts of Ball Bearing Generator. Gould Coupler Company. Figs. 2477-2479 PASSENGER TRAIN LIGHTING; Electric. 849 Fig. 2477 — Main Parts of Plain Bearing Generator, Gould Simplex System of Car Lighting. Fig. 2478 — Regulator Panels Arranged for Mounting in Locker, Showing Type M Lamp Regulator and Type BB Generator Regulator. Fig. 2479 — Wiring Diagram Showing Regulators. Gould Coupler Company. 850 PASSENGER TRAIN LIGHTING; Electric. Figs. 2480-2482 5T r ^[.p ^a j |^ffl^J ' 1 T i WW T -o- -o -O -O- -o- -o- -o- -o -o- -o- 7171 =H l l l l Pl l l l l l i l l l l l l l l l l l i l l l r Fig. 2480 — Wiring Diagram Showing Type B Generator Regulator, Type B Lamp Regulator and Type A Multiplier. Fig. 2481 — Car Lighting Generator, Plain Bearing Type, 30 and 60 Volt, 1, 2, 3 and 4 Kw. Capacity. Fig. 2482— Car Lighting Generator, Ball Bearing Type. 30 and 60 Volt, 1, 2, 3 and 4 Kw. Capacity. Gould Coupler Company. Figs. 2483-2484 PASSENGER TRAIN LIGHTING; Electric. 851 Fig. 2483 — Axle and Generator Sprockets ; and Chain. Fig. 2484 — Type B Generator Regulator. Gould Coupler Company. 852 PASSENGER TRAIN LIGHTING; Electric. Figs. 2485-2486 Fig. 2485 — Type B Lamp Regulator for Outside Mounting. Gould Coupler Company. SOFT RUBBER TERMINAL BUSHING, POSITIVE SOFT RUBBER TERMINAL BUSHING, NEGATIVE CABLE CONNECTOR STYLE BOLTED CONNECTIONS NEGATIVE TERMINAL POSITIVE TERMINAL WOODEN BUFFER RIDGES TO INSURE ADHESION OF SEALING \> POSITIVE CROSSBAR NEGATIVE CROSSBAR WOODEN BUFFER UNITARY HANDLE NEGATIVE PLATE HARD RUBBER SEPARATOR - RIBBED - HALF NEGATIVE PLATE —POSITIVE PLATE UNITARY BRIDGE - Zty'high - STONEWARE TANn Fig. 2486— Double Compartment Cell in Stoneware Tank. Gould Storage Battery Company. Figs. 2487-2493 PASSENGER TRAIN LIGHTING: Electric. 853 Fig. 2487 — Double Compartment Cell and Parts. Gould Storage Battery Company. Fig. 2491 — Tray Dimensions Five Cells Type A-8 H. Edison Storage Battery Company. Fig. 2492— Per- forated Nickel Plated Steel Positive Tube. Fig. 2493— Contents of Steel Container Partly Lifted. 854 PASSENGER TRAIN LIGHTING; Electric. Figs. 2494-2503 5rM^Sm~ i li H Tl ..■■■*■■* JLSJJJ , 1 2 J ] I! iff] ■MMUJS \{ Ij33?M. li i t I 1 / ■ ! 4 'J Fig. 2494— Three Type A-8 H Edison Tells in Tray £«r tig. 2495 — Edison Posi- Fig. 2496 — P o s i t i v e tive Plate ; 30 Tubes Plate; Pockets on Nickel-Plated Steel Mounted on Nickel- Grid. Plated Steel Grid. fl^Q. flj Fig. 2497— Tray Dimensions Three Cells Type A-12 11 BgSJB m ■':,;:! i m jiiij ! i 1 m |; : a 1 ~fl Q LJ'jl S3 Fig. 2498— Cell with Gov :-^*£U% |— -3 AUSX . 1 R cmoved to Show Asse I J| bling and insulatin Fig. 2499— Per- forated Nick- el- Plated Steel Negative Pocket, Load- ed with Iron Oxide. I Fig. 2501— Jumper. Fig. 2500— A-4 H, A-5 H, A-6 H, A-S H, A-10 H, A-12 11; Rated Capacity, Ampere-Hours 150, 187.5, 225, 300. 375, 450. ^3 Imp Edison Storage Battery G ompany. Fig. 2503— Cell Cover, Showing Fill- ing Aperture and Check Valve. Figs. 2504-2510 PASSENGER TRAIN LIGHTING; Electric. 855 Ts.BCO 347 Fig. 2504— EI-13 Two-cell Unit, "Ironclad-Exide" Lead Lined Tank Assembly, 300 Ampere-He Fig. 2505— ECS-17 Two-cell Unit,, 320 Ampere-Hour. ;• ' I Fig. 2506-ECS-17 Rubber Jar Fig. 2507-ECS-13 Element with and Cover. Rubber Separators. Electric Storage Battery Company. fH^ f " ' 'it Fig. 2508— ECS-13 Manchester Fig. 2509— ECS-13 Box Negative Positive Group. Group. Electric Storage Battery Company. Fig. 2510— Edison Electric Filling Outfit for Adding Distilled Water. Edison Stor- age Battery Company. 856 PASSENGER TRAIN LIGHTING; Electric. Figs. 2511-2517 Fig. 2511— ECS Wood Separator. Fig. 2512 — ESB Generator Mounted on ESB Suspension. CS.B.CO S3T , j;j| r Fig. 2513 — ESB Standard Axle Lighting Switchboard. Fig. 2514 — Diagram Illustrating Operation of ESB Axle Lighting System. ipu F- oa ^l ,-50 Amperes 1 J' (-0 iv> Mnf ere »er - Nr IS T ' Vc jltVi Itag e N5 _oa i— £ 3 ' i i 100 RevoL'ions -'or /■* in;jte 1100 1600 rroo AM BOO . O 1,0 .-vies Ter Hour 15 to 6 fullcu RaHoM'Wheel no I 4IO I go SB l 1|0 1 8 5 g ■c Fig. 2515 — Voltage Regulation Curve, ESB Axle Light- ing System. Fig. 2516— ESB Type ER, Form B-2, 2 Kw. Axle Fig. 2517— Complete Diagram of Connections, ESB Lighting Generator Without Cover Bell. Axle Lighting System. Electric Storage Battery Company. Figs. 2518-2547 PASSENGER TRAIN LIGHTING; Reflectors and Shades 857 .■„m 1 $ '■'.'-' & *m^<~r^: Fig. 2518 — Aluminized Fig 2519 Reflector. -Lamp Fi S- 2520 - Clear G 1 a s s Fig . 2 521-Gas Lamp Fig. 2522 Gas Lamp -ag s^-- -- -^ - . Chimney Bowl with Etched Figure. Mantle No. 26-10 Mantle No. 3044 ^f°?A ■ ; - ,, ' i ' li '" l vi^ ^5t^ No. 234. and Protector. and Protector. Fig. 2523— Opal Bowl. Fig. 2526— Frosted Bowl Fig. 2524— Etched Bowl. Fig. 2525— Opal Bowl, 6 in. 9 ; n . II IIP Fig. 2 5 2 7 Straw Opal Bowl, 4js in. Fig. 2528— Etched Glass Bowl, 11 in. Fig. 2529— Pressed Glass Bowl, 9 in. Fig. 2530— Straw Opal Bowl, 8J4 in. Fig. 2531— Etched Bowl No. 9799 Fig. 2532— Prismatic Reflector Plate Unit No. 18371. Fig. 2533— Reflector No. 9425. Fig. 2534— Etched Shade No. 9757 1 Fig. 2535— Prismatic Fig. 2536 — Aluminized Bowl No. 18053. Reflectors. Fig. 2537— Reflector Bowl Unit for Pintsch Mantle Lamps. ^c^ ~^' 1 -:; A ■ 2^=^. - _ . Fig. 2539— Shade pig. 2540 — Shade Fig. 2541— Etched Fig. 2538— Shade No. 2346. No. 8261. No. 3738. Shade, 3 in. Fig. 2542— Shade No. 3990. ->' Fig. 2544 — Opal Fig. 2545— Shade Fig. 2546— Etched Fig. 2543— Bowl No. 8017. Globe. 4 in. No. 3847. Shade, 2% in. Safety Car Heating & Lighting Company. Fig. 2547— Etched Shade, 2% in. 858 PASSENGER TRAIN LIGHTING; Shades and Electric Lamps. Figs. 2548-2570 A*T=^ Fig. 2548— Corona Bowl Fig. 2549-Opal Envelope Fig. 2550-Bowl No. 8159. Fig. 2551-Bowl No. 8025. No. 3425. No. 8671 and Prismatic Reflector No. 8672. j|§| i Fig. 2552— Shade No. 9011. Fig- 2553— Shade. Fig. 2554— Bowl No. 8098. Fig. 2555— Opal Envelope Fig. 2556— Electro-Etched Fig. 2557— Opal Dome No. 8687 and Prismatic Shade, 4 in. 10 ln - Reflector No. 8693. Fig. 2558— Etched Globe, 4 in. Fig. 2559— Etched Globe, Fig. 2560— Bowl, 11 1 / 2 in. pig. 2561— Deck Lamp No. Fig. 2562— Bracket Lamp 3J4 in- ~ 9050. ~ No. 8752. Fig. 2563-Vestibule Lamp No. 9060. Fig. 25 64 Fig . 2565 _ Bracket ^ ..^ _ , ^^ f; . Lamp No 9411 Lamp No . 190 26. Lighting Fixture No. 9900. for L e t t e r s Case Section of Postal Car. Fig. 2567 — Semi-Indirect Fig. 2568— Mantle Fig. 2569-Electric Fig. 2570— Deck Lamp No. 8113. Deck Lamp No. 8514. Lamp No. 8503. Pendant. Safety Car Heating & Lighting Company. Figs. 2571-2593 PASSENGER TRAIN LIGHTING; Electric Lamps. 859 - 'i'hii' mm Fig. 2571— Pond- Fig. 2572 — Ves- Fig. 2573— Pend- ant No. 8185. tibule Lamp ant No. 3846. No. 8406. Fig. 2574 — Bracket Lamp No. 8373. 1' &==Zfj>.. t&g-Lsrr*' f > jirJ 1 v Fig. 2576 — Bracket Lamp Not 8138 Fig ' 2577 — Bracket Fi S- 2578 — Bracket Lamp No. 8184. Lamp No. 3845. i Fig. 2581— Bracket Lamp No. 8080. F i g. 2582 — Bracket Lamp. F i g. 2583 — Bracket Fig. 2586— Electric Lamp for Conduit. Fig. 2587— Table Lamp No. 9860. Fig. 2588— Indirect Lighting Fixture No. 9330. Fig. 2590— Five-Light Deck Lamp. Pig. 2575 — Bracket Lamp No. 8663. Fig. 2579— Bracket Lamp No. 2386. Fig. 2580- Pendant No. 2136. 3) Si v II F i g. 2584 — Platform Lamp. F i g. 2585 — Bracket Lamp. Fig. 2589— Bracket Lamp No. 8960. Fig. 2592— Adjustable Table Lamp. Fig. 2593— Candelabra No. 2125. Fig. 2591— Four-Light Deck Lamp. Safety Car Heating & Lighting Company. 860 PASSENGER TRAIN LIGHTING; Electric Lamps. Figs. 2594-2609 Fig. 2594— Lamp No. 3938. Fig. 2595— Lamp No. 2326. Fig. 2595— Lamp No. 3662. Fig. 2597— Lamp No. 225-1. Fig. 2599— Lamp No. 3889. Fig. 2598— Lamp No. 2372. Fig. 2600— Lamp No. 8780. Fig. 2601— Lamp No. 8350. Fig. 2602 -Lamp No. 2283. Fig. 2603— Lamp No. 2255. Fig. 2605— Lamp Fig. 2604— Lamp No. 8304. No. 3880. Fig. 2606— Lamp No. 8105. Fig. 2607 — Chan- delier No. 3688. Fig. 2608— Lamp No. 2378. Fig. 2609— Lamp No. 2160. Safety Car Heating & Lighting Company. Figs. 2610-2639 PASSENGER TRAIN LIGHTING; Electric Lamps. 861 Fig. 2610- Pendant No. 1749. \ L - Fig. 2611- F i g . 26 12- *****£ Bracket d' No - 1921 - Lamp No. Fig. 2613— Cor- F i g. 2 6 1 4- F i g. 2 6 1 5- F i g. 2 6 1 6 - 17S5. ner Berth Lamp. Berth Lamp Berth Lamp Lamp No. No. 2485. No. 3862. 8661. ^ I A. •Si* " -, - — m Fig. 2617— Lamp Fig. 2618 — In- Fig. 26 19— In- Xo. 8094. direct Lighting direct Lighting Fig. 2620— Lamp Fig Fixture No, Fixture Nc 8700. 8216. No. 3875. . 2621— Lamp Fig. 2622— Lamp No. 3785. No. 3960. . JXK Fig. 2623— Bracket JJ | Fig. 2624— Bracket Lamp No. 2305. Fig. 2625— Two-Light Bracket. Fig. 2626 — One- Fig. 2627 - Light Bracket. Pendant. Fig. 2639 — Removable Swinging Bracket Lamp Fig. 2638— Swinging Bracket Lamp No. 8181. No. 8380. Safety Car Heating & Lighting Company. 862 PASSENGER TRAIN LIGHTING; Electric Lamps. Figs. 2640-2647 No. 24:3. No. 2166. No. 3665. Fig. 2640— Candelabra. Safety Car Heating & Lighting Company. Closed. Open. Fig. 2641— Berth Lamp. Fig. 2642— Pend- ant No. 7620. Fig. 2643— One-Light Chandelier. Closed. Open. Fig. 2644— Berth Lamp No. 10540. Fig. 2645— Bracket Lamp No. 9230. Fig. 2646— Bracket Lamp No. 7260 Fig. 2646A— Bracket Lamp. Fig. 2647— Pendant No. 7760. Adams & Westlake Company. Figs. 2648-2654 PASSENGER TRAIN LIGHTING; Electric Lamps. 863 Fig. 2648— Four-Light Chandelier, Fig. 2649— One Light Center Fixture. Fig. 2650 — One Light Center Fixture. Fig. 2651 — Two-Light Bracket Lamp. Closed. Open. Fig. 2652— Berth Lamp No. 9600. Fig. 2653— One-Light Pendant. Fig. 2654— One-Light Pendant. Adams & Westlake Company. 864 PASSENGER TRAIN LIGHTING; Electric Lamps. Figs. 2655-2664 Fig. 2655 — Miscellaneous Electric Lamps. Dayton Manufacturing Company. Fig. 2656— No. 152 Ceiling Fixture. Dayton Mfg. Co. Fig. 2657— No. 149 Ceiling Fixture. Dayton Mfg. Co. Fig. 2659— No. 167 Chandelier. Dayton Mfg. Co. Fig. 2660— Din- ing Car Table Lamp. Day- ton Mfg. Co. Fig. 2663 — Moonstone Doric Reflectors. Jefferson Glass Company. Fig. 2658— No. 133 Ceiling Fixture. Dayton Mfg. Co. Fig. 2661 — X-Ray Eye-Comfort Reflector, Holder and Receptacle. National X-Ray Reflector Company. ^t Fig. 2662— X-Ray Eye- Comfort Reflector. National X-Ray Re- flector Company. I — «tt ^ MZ^ V V J Fig. 2664— Double and Single Bracket Lamps. F. H. Lovell & Company. Figs. 2665-2671 PASSENGER TRAIN LIGHTING; Oil Lamps. 865 Fig. 2665— Side Wall Lamp. Fig. 2666 — Center Lamps. Fig. 2667 — Center Lamps. Dayton Manufacturing Company. '^ pi Fig. 2668— Center Lamp. Adams & Westlake Fig. 2669— Center Lamps with Victoria Burners for Company. Use with Heavy Oil. Sherburne & Company. Fig. 2670 — Improved Combination Smoke Bell and Ventilator. Fig. 2671 — Vestibule Dome or Platform L amp. Adams & Westlake Company. 866 MOTOR CAR DETAILS. Figs. 2672-2676 Fig. 2672— Switch Group for 1,500 Volt, Direct Current Control. Fig. 2673— Bolted Commutator and Shaft Fig. 2674— Armature Spider. Fig. 2675— Double Equipment of No. 308 Commutatmg Pole Motors, with Forced Ventilation, and Type V-E Double Blower Set, for the Long Island Railroad. Fig. 2676-Motor far Equipped with 1,500 Volt, Direct Current Apparatus. Westinghouse Electric & Manufacturing Company. Figs. 2677-2683 MOTOR CAR DETAILS. 867 Fig. 2677 — Commutating Pole Railway Motor. Fig. 2678 — Gear Case for Railway Motors. Fig. 2680 — HL Control Unit Switch Group Showing Overload Trip and Eight-Unit Switches. f_< Fig. 2679 — Type 264 Line Switch Without Cover. Fig. 2681— No. 323-A, 38 Hp., 600 Volt, Commutating Pole Motor in Open Position, Showing the Armature in the. Upper Field Frame. Fig. 2682 — Type K Controllers for Railway Service. Westinghouse Electric & Manufacturing Company Fig. 2683 — Interior of Type K-34-D Railway Controller. 868 MOTOR CAR DETAILS. Figs. 2684-2689 Fig. 2684— Section Through Unit Switch Group OIL Pocket Fig. 2686— Motor Bearing. X Ughtninq f-t frrrez fer^ \ Fuse SiSwrfch Choke Coil To Light s r MU Tripping ~~| Switch 1^ W ^ J-- Canopy Sw/W? ~ ~~- i | 2*. r R a s C & Trolley Terminal Auxiliary Contacts ih tine Switch Controller Fig. 2685 -Wiring Diagram for Auxiliary Contactor Equipment. Fig. 2687— Unit Switch Magnet and Cylinders Cut to Show Working Parts of the Air Cylinder of Unit Switches. Fig. 2688 -Xo. 321, 750-1,500 Volt Direct Current Commutating Pole Railway Motor. Westinghouse Electric & Manufacturing Company. Fig. 2689 — Single Jaw Dine Switch of the Unit Switch Type for Use with Auxiliary Contactor Equipments. Figs. 2690-2694 MOTOR CAR DETAILS. 869 Location of ' Sprtng Retaining, Bo it Holes in Opposite hiheeis When Wheels ore Pressed on Axle. Wheels Pressed on Ax/e at Pressure of Jen Tons per inch of Diameter Both Wheels on Each Axle Must dig Mm Caliper Alike S 3,i*Max " t$ Length Over All ~ Fig. 2690— Quill and Spring Driving Arrangement for New York, New Haven & Hartford Motor Shown in Fig. 2701. ,/rca/ IBk. B.0 l0 Tqp^ Km ft Switch Sequence of Switches. A. C. Operation. SJZ 1 S346€789'C//P5^ / o ooo g o o o o 6 ,? oo O o 4 ooo oo 5 3* O o o () oooo ooo D. C. Operation S&I ' Z3 £6 £7 8 3_'6V P 5£§ / j \_ i _ ooo o P O 6 O" o O 3 o o o o o q ^fo oooooo j" O O ^OOOo o 6 o o o oooo o o r o o oooooo o o Iran OOO 8 ooo go 9 o ooo oo /O o o o^o o // o ^ ooooo oo IS o o ooooo oo 13 o o o ooooo oo_ /jf. o o OOOoOOO 00 = Gr. if - Or Fig. 2691 — Wiring Diagram for New York, New Haven & Hartford ernating Current Motor Cars. Fig. 2692 — Direct Current Car Circuit Breaker. Fig. 2693— Open View of Cir- cuit Breaker for Car Fig. 2694 — Westinghouse Car Type Circuit Service. Breaker. Westinghouse Electric & Manufacturing Company. 170 MOTOR CAR DETAILS. Figs. 2695-2699 Fig. 2695 — Wcstinghouse M. P. Lightning Arrester for Railway Service. K ? ~IOj to Guage Line ir. l '~3? fo t°f Fr ame Fig. 2696— New York, New Haven & Hartford Third Rail Current . Collecting Shoe. -Z'-0 l — 4 S 7'*J Fig. 2697— New York, New Haven & Hartford Pantagraph Trolley. BininHnlin^ Fig. 2698— Motor Control Cut-Out for Two 200 Fig. 2699— Type No. 176-C Reverse Switch for Two Hp. Direct Current Motors. 200 Hp. Direct Current Motors. Y'estinghouse Unit Switch System of Multiple Control. Westinghouse Electric & Manufacturing Company. Figs. 2700-2702 MOTOR CAR DETAILS. 871 Cutout Switches abS c are connected to */ handle Cutout switches d,e. &fare connected to # 2 handle Master Controller Grounded 'on frame *■ Blowout Coil Receptacle^ Sec JU( nc e of Switches Step Switches LS s ? p m R2 R., R* 1 o o 2 o o o J o o o ■C o s o o o o o o o o 6 o o o o o 7 o o o o o 8 o o o o o o S o o o o o o Reset Coil Fig. Switch Group 2700 — Wiring Diagram for Type Unit Switch Control for Quadruple Equipment of 75 Hp. Railway Motors. Westinghouse Electric & Manufacturing Company. Weights.- Armature tncl. Pinion ?450 Lbs. Stationary Part met. SearCase 3900 " Quill. 6ear, Dri^e Details 1600 » Total 7950 « Fig. 2701— Motor Used on the New York, New Haven & Hartford. Shims for Height Adjustment Fig. 2702— G. E.-216A, 50 Hp., 600 Volt Railway Motor. Weight, 2,875 lbs. General Electric Company. 872 MOTOR CAR DETAILS. Figs. 2703-2708 Fig. 2703— G. E. 203A Railway Motor. Capacity, 50 Hp. at 600 Wilts. Weight, Including Gear and Case 2.150 lbs. Fig. 2704— Type PC-2A Motor Controller. Fig. 2705— Type PC-2A Motor Controller with Arc Chute Unit Lowered. Fig. 2707— Type G. E. 247A Mot Fig. 2706— Type RG, Form A Rheostat with Im- proved Terminal. General Electric Company Fig. 2708— Ventilated F Railway Motor Figs. 2709-2722 MOTOR CAR DETAILS. 873 Fig. 2711— G. E. 248A Railway Motor. Fig. 2710 — Form If Ampere, 550 Yolt. Di- rect Current, Luminous Arc Headlight. Fig. 2709— Control Coupler Socket. 64517 M5M /6064- Fig. 2712 — Control Coupler Jumper. Fig. 2713— Ball Bearing Trolley Base. * .«HT Fig. 27 15 — Three Ampere, 600 Volt, Single Pole, Com- bined Indicating Switch and En- closed Fuse Cut- out. Fig. 2716— G. E. 240A Railway Motor. Fig. 2714— Circuit Breaker. Fig. 2718— G. E. 247A Motor. Fig. 2717 — Three - Way Snap Switch for Lighting Cir- cuit. Fig. 2719— Type M, Form Fig. 2720— 600 - Volt D Lightning Arrester. Receptacle. Fig. 2722— V. S. 13 Form D Trolley Base General Electric Company. 874 MOTOR CAR DETAILS. Figs. 2723-2724 Fig. 2723 — Type K, Form A 600-Volt Direct Current Aluminum Lightning Arrester for Car Service. Fig. 2724 — Circuit Breaker with Cove General Electric Company Figs. 2725-2729 MOTOR CAR DETAILS. 875 7hp//ey c-§&3 ,s CcslZ-oc/6 (Sr/Oc/i fjOTLpj fir— 1 , C/rcu/6 Cor?6oc6or Sox ,/Pevensery Fig. 2725 — Control Wiring for Sprague-General Electric Type M Control Fig. 2726— G. E, 242-B Railway Motor. Fig. 2727— Coupler Socket. Fig. 2728— Type S, 159-A Slider Trolley Fig- 2729— Type K, 36-F Controller. General Electric Company. 876 MOTOR AND INSPECTION CARS. Figs. 2730-2736 Fig. 2731- G. E. 248-A Railway Motor. General Electric C ompa Fig. 2730— Type DD, 266-F Contactor. G. E. Cc Fig. 2732 — Spring Type Current Collector for Over- Running Third Rail. G. E. Co. Fig. 2735 — Chassis, Motor and Transmission of No. 35 Motor Car Fairbanks, Morse & Company. Fig. 2736 — Open Conduit Plow or Current Collector. G. E. Co. Figs. 2737-2742 INSPECTION AND HAND CARS. 877 \. J z; C n. = c u o [In 5? 2 878 INSPECTION AND HAND CARS. Figs. 2743-2747 Figs. 2748-2751 INSPECTION AND HAND CARS. 879 - U 880 INSPECTION AND HAND CARS. Figs. 2752-2760 Fig. 2753— Pressed Steel Hand Car Wheel. The Buda Company. Fig. 2752— No. 116 Buda Motor Inspection Car. The Buda Company. Fig. 2754— No. 1 Hand Ce The Buda Company. Fig. 2755— Motor Velocipede Car. No. 12. The Buda Company. Fig. 2756— Mudge Class G2 6 Hp. Inspection Car. Four- Man Capacity. Fig. 2757— Mudge Class El Inspection Car. 4 Hp. A. 1 Fig. 2758— Mudge Class E4 Twin-Engine, 8 Hp. Inspection Car, Four-Man Capacity. Fig. 2759 — Mudge Class E2 Inspection Car, Fig. 2760 — Mudge Class E3 Inspection Car, 4 Hp., 4 Hp., Suitable for Two Men. Suitable for Three Men. Mudge & Company. Figs. 2761-2762 INSPECTION AND HAND CARS. 881 Fig. 2761— Mudge Class GQ2 "Wonder Pull" Hand Car. Engine or Complete Section Car Top, 6 Hp., Geared 3 to 1. Mudge & Company. (FT* Fig. 2762— Bottom View of Rockford Motor Car, Showing Engine Arrangement. Chicago Pneumatic Tool Company. 882 JACKS. Figs. 2763-2770 Traversing Jack. Ratchet Screw Jack. Fig. 2763— Hydraulic Journal Box Jack. Watson- Still- Journal Jack, man Company. Capacity, 25 Tons. Fig. 2764— Types of Norton Ball Bearing Jacks. A. O. Norton, Incorporated. 49-6 s-6 6-6 Fig. 2765 — Hydraulic Wrecking Jack. Wat- son-Stillman Com- pany. Fig. 2766 — Low Type Telescope Hydraulic Jack. Duff Manufac- turing Company. Fig. 2769 — Ball Bearing Journal Jack. Duff Manufacturing Company. Fig. 2768 — Buckeye Auto- matic Lowering Jack for General Car Work. Fig. 2767 — Universal Railroad Hydraulic Jack. Richard Dudgeon. Fig. 2770— Hydraulic Plain Type Car Inspector's Double Pump Jack. Richard Dudgeon. Figs. 2771-2780 JACKS. 883 Fig. 2771— Cone Bearing 1 Fig. 2772— Cone Bearing Fig. 2773— Ball Bearing Postop Journal Tack. Postop Journal Jack for Journal Jack with Wheel Car Inspectors. Holding Device. L"'^^ Fig. 2774— Jack No. 110, Equipped with Foot Lift. Fig. 2776— Car Jack No. 101. The Buda Company. Fig. 2777— Single Acting, Auto- matic Lowering, Geared Ratchet :k; Capacity, 40 Tons. Fig. 2775— Buda Postop Ball Bear- ing Jack. BEARING PLATE PROVIDED WITH ROLLER BEARINGS OIL RESERVOIR THREADS OIL CHANNEL FOR LUBRICATING EVERY THREAD OFTHE NUT CURVED 5EAT OF NUT ALLOWING SIDE MOTION WHICH RELIEVES SCREW OFALL STRAINS PACKING RINGTO PREVENT OIL LEAKAGE Fig. 2779 — Buckeye Automatic Lowering Jack for Journal Box Work ; Capacity, 10 Tons. Buckeye Jack Manufacturing Company. Fig. 2778 — Geared Screw Jack. The Joyce-Cridland Company. Fig. 2780 — Buckeye Emergency Jacks. Buckeye Jack Manufacturing Company. 884 WRECK TRAIN EQUIPMENT. Figs. 2781-2785 Fig. 2781— Inside and Outside Car Replacers. The Buda Companj Fig. 2782— Alexander Car Replacers. Alexander Car Replacer Company. Clamp for Sledge hammer Clamp for Ate Handle ai ;v 1 \ ( ! ! ( - .i y 1 V-- 6f , 1 / I t- ° 1 i -\ s \ Wrecking Hammer <—/—> f-l"->\ T f-'-f Guard for Sledge »■; Stop for Axe ana 'Sledge Handles Guard for Sledge -JOi 3 O Hand/e for Wrecking Hammer Fig. 2783 — Canadian Northern Passenger Car Wrecking Tool Outfit. Fig. 2784 — Fewings Wrecking Frogs. Fig. 2785— R. A. Skid Shoe for Sliding Damaged Wheels. The Q. & C. Company. Figs. 2786-2789 WRECK TRAIN EQUIPMENT. 885 -J»X. -JSi j^i _ JSi ia -.j^n jSL n=e 34 'O 'F/af Car ~o o — o- — — =iz::d &, "T5J ET Adjus-fab/e B/ocks Fig. 2786- New York, New Haven & Hartford Truck Q S> Fig. 2787— Goodman Wrecking Hook (Patented). The National Malleable Castings Company. Fig. 2788— Interior of New York Central Tool Car. Fig. 2789— Interior of Erie Railroad Tool Car. 886 WRECK TRAIN EQUIPMENT. Figs. 2790-2793 Fig. 2790— Johnson Wrecking Frog. Johnson Wrecking Frog Company. Fig. 2791 — Interior of Dining Car of New York Central Wreck Train. Fig. 2792 — Interior of Tool Car of New York Central Wreck Train. Fig. 2793 — Arrangement of Cars in New York Central Wreck Train. From Left to Right — Crane Tender, Crane, Truck Cars, Tool Cars, Sleeping and Dining Cars. Figs. 2794-2797 WRECK TRAIN EQUIPMENT. 887 Table Jo fable Oonn ladica+es Lamps \BO"fiod/usJ/b BoomMadeof /"found Jr-on for L/ft/rtq Jacks //7to Car Fig. 2794 — New York, New Haven & Hartford Dining, Tool and Sleeping Cars. Fig. 2795 — Buda Repair Links for Wrecking Chains. The Buda Company. Fig. 2796 : — Interior of Erie Railroad Dining and Sleeping Car. Fig. 2797— Interior of Baltimore & Ohio Tool Ca WRECK TRAIN EQUIPMENT. Figs. 2798-2800 N?SO To Be Hooked Under Side Sills of Box Cars N?I3 To Be Hooked To Rope Staples When Li fling Cars Without Couplers Details for Sheave Block AI-°££,W/ Fig. 2798 — Chicago, Burlington & Quincy Wreck Train Tools. Fig. 2799— Interior of Southern Pacific Tool Car. The Pump is Used for Transferring Oil from Wrecked Tank Cars. Fig. 2800— Interior of Southern Pacific Tool Car, Showing Portable Lights and Bins for Cable Storage. Figs. 2801-2803 WRECK TRAIN EQUIPMENT. 889 H?6, 7&8 To Lift Cur By Shank of Couple, \j"Wre Coble ^ Spiff Hey ^o/^ ^ Washer for Mi '14 —14- NSS4 ff?e5. Hook for Fastening To Coupler WJ. Ha 13, 14,15 a, 16 Used To Fas ten To Boiler of Fire Door. Fig. 2801— Chicago, Burlington & Quincy Wreck Train Tools Fig. 2802 — Interior of Chicago, Burlington & Quincy Sleeping Car. Fig. 2803 — Interior of Chicago, Burlington & Quincy Tool Car, Showing Arrangement of Blocking. 890 WRECK TRAIN EQUIPMENT. Figs. 2804-2808 Wrough+ Iron. (If^~~f Fig. 2804 — Chicago, Burlington & Quincy Wreck Train Tools for Breaking Rods and Bolts. SoffSte Rmg Hook A B c D E F G H 1 j K L M N b.SD/3 &i,"a £t 8" if & i" s" i 10 $ 2/ I 71 '8 s" I s " >8 II ■••16 sfa 3" id /?" ii" # 8? 10;, e" H a 1 " si '4 "i H .o o, r <» Sling Chains Tab/e of Dimensions Iron Hook Size Ldno+h S/z-e L A B c D £ F 6 a 8' 7'0" 7" e 6" A 5" 8 4" '/ /a iron 3" 4 15 5" 8 v'o" l" 6" e 1 ' 3" 4 4 1 " '£' i^Olron 8 8 3" 4 70" 4" t" 7- A/ 'S 3" a 6" '/ l+alron l" 4 8 v'o" ~7 '4 a" 3+" I" 6" >r lj a lron >f 4 ~7* >8 io'o" r ,3" '8 8+'' 3 1 '' 4' 6 S z" 2!'a/ron 's 4 '4 io'o" 5 Z s" 4" '£' 7 1/ i'l BjO/ror, Fig. 2805 — Dimensions of Southern Railway Wreck Chains. Chains Wrecking Chains Size Silt Hook In Service KindofChoins A B c D E F 6 H I J K L M II 5/jre 10 Common 4" >f 8' f f 6' S." /of a' 4 1 If ib'-o" l" T* ft lf D iron 4 Special >v f 10' ¥ f a" tt I/ 1 zj 4" If ze'-o" f l" £ o/ron 6 st If 10" 5" if ef if II" 4' 4" f az'-d If f e£°tron 8 6" 'f 10}' 5" if a K ff II" j" 4 If H4'-d f 'f BjOlron » i 2" 1,1 6' // 9' 4 if J 4 H' £' ao L S If >f Ufa Iron Fig. 2806 — Dimension of Southern Railway Wreck Chains. Fig. 2807— Interior of New York Central (West) Tool Car. Fig. 2808— Interior of New York Central (West) Dining and Sleeping Car. Figs. 2809-2810 WRECK TRAIN EQUIPMENT. 891 Floor Plan of Boarding Car Bake^ Hortee Chin fiCiEo7J /S ' '— '^ 8unk6'0xSj 4" ^Sf VSttL Bunk ^&WJj)> Coo/ei Bed \Serth 16i6'3"\)yerThi S i^jierth Over Table ~^ Bed \Berth -J& VrerThikl Hordrpbe, ™ngZ- 44 .' 6 " 0ufsfdg Ljner L Co S ihet_ OilCan^ Nell s Light Lantern & 7orqll Cupboard. Cupboard for Oil Can a. f/oor Plan of Too/ Can Window i te ZSOTbn* Z-/51haJabfe ■e'e L m j'd"-, Pope Pack ■Pope Pack T30 1 r "1IT1 t4. l J ^ £yi/ipment 3ox G) G) / Window Oyer Bench. Window £-A57bnJacks Under Bench. Slidinq, Door 2 Side Elevation of Boarding Car Showing Eau/pment Box. Tackle Block Pack _1 | — Wire Pope Peels. E2- Coal Bm Wardrobe ^ ,de El e vQf> or} Show/ngfa-ufpmentBox. & r &] f h sW * I ,1 \ I 4 j & Bun/ci Side Elerot/bn of Tool Car Tender End Eleration 3LargeSingle Tackle Slo cks I " Double - - S 6 '* Coal Buckets 'Ton. SBeds vofs^-f Hope Pack \£BedsOne^ Pope Pack \ribove The ytner China Cupboard. /fX^tfbgggL Wafer C/oset Wafer Cooler: j — *z ~. Car Heafei Floor Plan ofBoord/ng Cor m T47 V)p) mhk g) ojgi TTGT1 i i i ■-40' £4 Wheel Engine £ nd E /e,otion. Side E/e vcrtionp fCor Trucks in This End. -' L TI09 'l TTTT 5HE *Tfl* Side Elevation of Boarding Car. 4 Pairs of Trucks & /OSS^Pails , oV 'lono mir n c^-ried & TMfac f |j| GTV) G)T) Side Elevation of Tool Car Tender Side Elevation of Truck Car ~F43. Sliding DoorS Side Elevation of Auxiliary Derrick Fig. 2809 — Southern Railway Wreck Train Cars. B Fire Hose Injector Connect/on <$. l-e- Jt'- r^y ■si 3 Links Thus. 8 Special Links Thus. J'rhick S^§> ^ 2 Jews -Harps Thus / Single Block Thus. S Shackle Bars Thus. Fig. 2810 — Southern Railway Wreck Train Tools. £ Stone Hooks Thus. 892 WRECK TRAIN EQUIPMENT. Cars and Tools Used in Northern Pacific Wreck Trains. Tools in Tool Car. 2 40-Ton Hydraulic Jacks with Levers 2 30-Ton Norton Jacks with Levers 2 Foot Lifts for Hydraulic Jacks 4 12 in. Pony Jacks 600 ft. in. Rope 600 ft. 2 in Rope 300 ft. V/ 2 in. Rope 300 ft. iy A in. Rope 300 ft. 1 in. Rope. Pieces 1% in. Rope, 100 ft. Long Piece 3 in. Rope, 300 ft. Long, for Rolling Line Complete Set of Splicing Tools 2J^ in. Rope Slings, 50 ft. Long Wire Cables, \y 2 in. diameter, 60 ft. Long, with Heavy Links at Each End 1 3-Sheave Tackle Block for 3 in. Rope 1 2-Sheave Tackle Block for 3 in. Rope with Becket 1 3-Sheave Tackle Block for 2 in. Rope 1 2-Sheave Tackle Block for 2 in. Rope with Becket 2 2-Sheave Tackle Blocks for 1% m - Rope, One with Becket 2 2-Sheave Tackle Blocks for 1 in. Rope, One with Becket 3y 2 in. Iron Snatch Blocks 2% in. Iron Snatch Blocks lyi in. Iron Snatch Blocks 1% in. Iron Snatch Block 1 in. Iron Snatch Block. 1% in. Chains, 25 ft. Long, with Ring in Center and Grabs at Both Ends J4 in. Chains, 30 ft. Long, with Ring in Center and Grabs at Both Ends Ys in. Chain, with Ring in Center and 4 Ends with Hooks y 2 in. Chains, 4 to 6 ft. Long, Ring at One End, Hooks at Other End 1 J4 i n - Switch Chains, 16 ft. Long y% in. Switch Chains, 16 ft. Long Coupling bars 12 Coupling Links 24 Knuckle Pins, Assorted Sizes Clevises, \y 2 in., with 2>y 2 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 1 5 gallon Can of Wood Alcohol for Hydraulic Jacks 12 Hand Torches White Lanterns Red Lanterns White Globes, Extra Red Globes, Extra 2 2 2 1 1 2 1 •6 6 20 2 4 4 6 4 2 6 Blue Globes, Extra 1% in. Air Brake Hose 2 2 6 6 2 3 4 1 2 1 2 12 6 2 4 4 4 2 4 2 1 2 1 1 2 2 6 4 1 2 2 4 15 1 2 2 2 2 2 200 2 3 2 2 1 4 12 1 1 5 1 1 1 1 1 2 1 4 4 25 200 2 1 Dummy Hose Signal Hose Pairs Rubber Boots Cant Hooks Cutting Bars, 4 ft. Long Axes Axe Handles Hand Axe Carpenter's Foot Adzes 5 ft. Cross Cut Saw 30 in. Hand Saws Scoop Shovels No. 2 Track Shovels Long Handled Shovels Picks Extra Pick Handles Spike Mauls Spike Maul Handles Lining Bars Claw Bars Track Level 12 lb. Sledges 16 lb. Sledge 8 lb Sledge 3 lb. Hammers 2 lb. Hammers Cold Chisels Track Chisels 18 in Stilson Wrench 18 in. Monkey Wrenches 15 in. Comb Wrenches 12 in. Monkey Wrenches Assorted Open End Wrenches 5 Wheel Pipe Cutter Assortment of Brasses and Wedges for Cars Center Pin Drifts Cranes at Side Door for Handling Jacks Hand Barrows for Carrying Jacks Fire Extinguishers Fire Axes Grain Sacks Pairs Aldon Car Replacers for 90 lb. Rails Pairs Aldon Car Replacers for Lighter Rails Pairs Alexander Car Replacers for Lighter Rails Iron Wedges, 8 in. Wide, 2 ft. 9 in. long, 5 in thick Track Gauge Track Wrenches Iron Buckets and 12 Iron Baskets for Handling Grain Car Wheel Gauge Box with Assortment of Nails Pipe Rollers, 3 in. by 2 ft. Long Carpenter's Brace Y^ in. Car Bit 7/ s in Car Bit 1 in Car Bit 2 in. Auger Heavy Iron Dollies Tool Chest for Small Tools Drifts, for 24 hi-, % in., 1 in. and 1*4 in. Bolts Gilman Emergency Knuckles lbs. Nuts and Bolts, Assorted Sizes lbs. Assorted Bolts Tarpaulins, 20 ft. by 40 ft., for Protecting Freight First Aid Medicine Case Material on Truck Car. 2 80,000 lbs. Capacity Steel Car Trucks 2 60,000 lbs. Capacity Steel Car Trucks '150 Pieces Blocking 25 Oak Wedges 6 30 ft. Cables 2 \y 2 in. Cable Slings, with Heavy Links at Each End 4 V/ 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 ilO 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 Steel Kitchen Range 1 100 Tons Capacity Steam Wqeck Crane. 1 Ice Box Complete Set of Porcelain Dishes 1 Stretcher, Complete with Blankets, Pillows, etc. Figs. 2811-2812 M. C. B. STANDARDS. 893 Section C~C yA Riyef or Nut may be ( used instead of a Coffer/* \. 6 ~3 Center to Center /Any suitable Dust Guard may he t Off Secf/on B-B Section of box may be made either circular or-sauare betow the center line, provided aft the essen- tial dimensions are adhered to. Fig. 2811 — M. C. B. Standard Box and Contained Parts for 3->4 in. by 7 in. Freight Car Journal. (M. C. B. Sheet 1.) ■iik > 1± —10- oecf/on B~B Section of box may be made either circu/ar or sauare below the center line, provided all the essenf/at dimen- sions are adhered to. When journal box is made of malleable iron, reduction in th/ckness of metal and coring to lighten weight /s permissible, proy/ded all the essenf/at dimensions which affect inferchangeabilify and the proven tif- fing of contained parts, are adhered to. Note:- tf the method of moulding does not permit of placing the letters M.C.B. on the side of the journal box, they may be placed on the fop, between the hinge tug and the arch bar seat. Section A- A Fig. 2812— M. C. B. Standard Box for 3^4 in. by 7 in. Freight Car Journal. (M. C. B. Sheet 2.) 894 M. C. B. STANDARDS. Figs. 2813-2814 Skete ton wedge o fmaf/eabie iron or s feel may be used,provided,t/?e essentia/ dimensions are adhered to. The /id spring mag be of any de- sign and may be secured /a the /id by any practicable metnodflronded, that it works property on the standard box and is of the designated sect/on £"x£"o n'vet or not may be t/sed instead of a cot far in hinge pin tfpreferred Note*- Only the general dimensions of fhe /id together with the diameter of the hinge pin hole are standard. The fid 'may i>e of any material, and of any desired thickness. Fig. 2813— M. C. B. Standard Wedge and Journal Box Lid for 3$4 in. by 7 in. Journal. (M. C. B. Sheet 3.) i rht~ This Surface to be Tinned before Lining Js dppfiecf k/i- 6 E -*- ^ t ^//" J&hULJ o^ — f-> i >-M — : ra & / { I ' k 1° *\ f-3 II -m Fig. 2814 — M. C. B. Standard Bearing and Wedge for 354 in- by 7 in. Journal. (M. C. B. Sheet 3.) Figs. 2815-2816 M. C. B. STANDARDS. 895 Section of box may he made either circufar or sfuare below ff?e center tine provided at/ the essentia/ dimen- sions are adhered to. Fig. 2815— M. C. B. Standard Box and Contained Parts for 4^ in. by 8 in. Freight Car Journal. (M. C. B. Sheet 4.) F-yc Sect/on 8~B Section of box may be made either circa far or square be tow the center tine, provided aft the essentiaf dimensions are adhered fa. When Journal box is made of malleable iron, reduction in thickness of me fat and coring to lighten weight is permissible, provided all the essenfiat dimensions whicn affect inier- changeabilify and the proper fitting of con- tained parts, are adhered fo. tote:- if method of moulding does not permit of placing the fetters M.C.B. on the side of the Journaf bar, they may be p/aced on the topj between the hinge tug and the arch bar seat. «..' ««d Box for 4J4 in. by 8 in. Freight Car Journal. (M. C. B. Sheet 5.) 896 M. C. B. STANDARDS. Figs. 2817-2818 Skeleton wedge of 'mo tfeabfe iron 'or steel 'maybe used,provided,the essential dimensions are adhered fo. The hd spring may be of any de- sign and may be secured fo the fid 6y any practicable mefhodjsrov/ded, that it works property on the standard box and is of the designated sec-t/on £"xg" a rivet prnat may be used instead of a cot fer in hinge pin if preferred -zvis yl"— >4 -i > , , i r fc 3~ * f ( P J •-T I 1 1 J i! 1 i 1 ,. 1 ii ii ^ — r l5)S j 1 -— =J a /6*^ (6 Only the general dimensions of the lid together with the diameter of the hinge pin ho/e are standard. The fid may he of any material, and oi any desired thickness f Fig. 2817— M. C. B. Standard Wedge and Journal Box Lid for 4^4 in- by 8 in. Journal. (M. C. B. Sheet 6.) >H te — 4 2" --*-*+ 1 --*» 4^a I"-!- 1 T 1 \ 8 ^K- 1 ~-^=- --- ■ei- t -loo "a 51^ ^r- %| 1 -, 4 Fig. 2818— M. C. £'. Standard Bearing and Wedge for 4J4 in. by 8 in. Journal. (M. C. B. Sheet 6.) Figs. 2819-2820 M. C. B. STANDARDS. 897 Section of Box May be Made Either Circular or Square Sefow The Center L me; Provided Aff The Essentia f Dimensions are Adhered to. Fig. 2819— M. C. B. Standard Box and Contained Parts for 5 in. by 9 in. Freight Car Journal. (M. C. B. Sheet 7.) Note-Section of Box May Be Made E/ther Circular or Square The Center Line, Provided All The Essential Dimensions Are Adhered to. When Journal Box /s Made of Ma I leoble Iron, Reduction In Thickness of Metal and Coring to Lighten Weight is Permissible, Provided AH The Essential Dimensions Whic Affect interchangeab/fify and The Proper Pitting of Contained forts, ore Adhered to. If The Method of Moulding Lbes Not Permit of Placing The Letters MC B an TheSide of The Jouma/ Box, They Mag Be, Placed on The Top Between The Hinge Lug and The Arch Bor&ak Fig. 2820— M. C. B. Standard Box for 5 in. by 9 in. Freight Car Journal. (M. C. B. Sheet 8. ) 898 M. C. B. STANDARDS. Figs. 2821-2822 Hedge shall be of Malleable Iron, Forged or Cast She/. The Lid Spring may be of any design and may be secured fo fhe Lid by any practicable method provided thai it -mirks properly on the Standard Box and is of the designated Section B"x%. A Rivet or nut may be used instead of a Cotter in Hinge Pin if preferred. Only The General Dimensions of Lid, together tVith The Diameter of Hinge Pin Hole to beStandard. The Lid May be of Any Material and any Desired Thickness. Fig. 2821 — M. C. B. Standard Bearing, Wedge and Journal Box Lid for S in. by 9 in. Journal. (M. C. B. Sheet 9.) C-"ji Fie. 2822— M. C. B. Standard Box and Contained Parts for 554 in. by 10 in. Freight Car Journal. (M. C. B. Sheet 10.) Figs. 2823-2824 B. STANDARDS. 899 Section A -A Sect/on of Bom Mag Be Mode Either Circular or Square Se/oiv The Center I we and Materia/ May Be Cast /ran. Malleable Iron, Pressed Steef 'or CastSteeJ ', Provided All The Essential Dimensions are Adhered To*- When Journal Box is Made of Material Other Than Cast Iron, Peduc Hon in Thickness of Metal and Coring lb Lighten Weight is Permissible Provided All TheEssenhal Dimensions Which Affect fnterchontjeabi/ity andThe Proper Fitting of Contained Parts are Adhered 7b. If The Method of Manufacture Does hfotfermitof Placing The letters 'M.C8."onThe Side of The Journal Box, Theg Mag Be Placed onThe Top Between The Hinge Lag and Seat of Truck Sides. Fig. 2823— M. C. B. Standard Box for Sy 2 in. by 10 in. Freight Car Journal. B. Sheet 3 ft On/y the General Dimensions of Lid, Together With the Diameter of Hinge Pin Hole tobe Standard. The Lid May he of Any Materia/ and of Uny s" Desired Thickness. 3Z MB. Th/s Lid, Hinge -Pin and Cotter are Same as 5x3 Standard as on MC. 8. Plate 15, Proceedings °" of/839. - I* i '•» WJ -JUf ia n/L. --A Wedge shall be of Forged or Cast Steel. The Lid Spring may be of any design and may be secured to the Lid bu any practicable method provided that if works properlq on the stand- ard box, and is of the designated section z"xi" A Rivet or Nut mag be used instead of a Coffer in ffinge Pin if preferred. Fig. 2824 — M. C. B. Standard Bearing, Wedge and Journal Box Lid for Sy 2 in. by 10 in. Journal (M. C. B. Sheet 12.) 900 M. C. B. STANDARDS. Figs. 2825-2fc2& Fig. 2825 — M. C. B. Standard Box and Contained Parts for 6 in. by 11 in. Freight Car Journal. (M. C. B. Sheet 12 A.I SECTION OF BOX MAY BE1 MADE EITHER CIRCULAR OR SQUARE BELOW THE CENTER LINE AHO MATERIAL MAY BE CAST IRON, MALLEABLE IRON, PRESSED STEEL OH CAST STEEL, PROVIDED ALL THE. ESSENTIAL DIMENSIONS ARE ADHERED TO. WHEN JOURNAL BOX 13 MADE OF MATERIAL DTHEH THAN CAST IRON REDUCTION IN THICKNESS OF METAL AND CORING TO LIGHTEN WEICHT 15 PERMISSIBLE PROVIDED ALL THE ESSENTIAL DIMENSIONS WHIOH AFFECT 1VTE1CHAN6EABILIVY AND THE PROPER FITTING OF CONTAINED PARTS ARE ADHERED TO. IF THE METHOD OF MANUFACTURE DOES NOT PERMIT OF PLACING THE LETTtHS "MjCB," OH THE SIDE OF THE JOURNAL BOX.THEY MAY BE PLACED ONTHETOP BETWEEN THE HINSE LUG ANI> SEAT OF TRUCK SIDES. Fig. 2826 — M. C. B. Standard Box for 6 in. by 11 in. Freight Car Journal (M. C B. Sheet 12B.) Figs. 2827-2828 M. C. B. STANDARDS. 901 WEDGE SHALL BE OF FORGED OR CAST STEEL. TNEi/O STRING MAYBE OTANY DESIGN AND MAY BE SECURED Td PmtlOfD TNAT IT HVHIrs PROPER l Y ON THE STANDARD BOX AND t RIVET Oft NUT MAY BE USED INSTEAD OTA COTTER IN HINGE . Fig. 2827 — M. C. B. Standard Bearing, Wedge and Journal Box Lid for 6 in. by 11 in. Journal. (M. C. B. Sheet 12C.) Section C-C A Rivef or Nut may he used instead of a .. /f _,, Coffer- 6 - 3 Center to Center ! r Any suifab/e Dust Guard X/"" may t?e used SecfhnB-B- Fig. 2828— M. C. B. Standard Box and Contained Parts for 4J4 in. by 8 in. Passenger Train Car Journal. (M. C. B. Sheet 13.) 902 M. C. B. STANDARDS. Figs. 2829-2832 Hote ■ Section of box may be made either circular or square below center line, pnyideaall essential dimensions ore adhered to ■ When Journal box is made of malleable iron, reduction in thickness of metal and coring to lighten weight is permissible, provided a I I the essential dim- ensions which affect inter - changeabilityand the proper fitting of contained parts, are adhered to- Section A-A Fig. 2829 — M. C. B. Standard Box for S in. by 9 in. Passenger Train Car Journal. (M. C. B. Sheet 8A.) ^^ Curve of Top of Wedge, 76' 'Radius Bearing i Wedge -Longitudinal 'Section Sage 16 Length and Fillets of Searing iH< .421 ■3/ -— r 1 1 <■—!. /-J 1 1 1 ^ 1 1 1 1 1 1 1 Q O 1 1 1 1 5x9 Joc/rnal Bearing -Flange ana" Side Lug Sage. T" S'x 9" Journal Bearing & Wedge Cross Section Cagt 5^x10 Journal Bearing.^ Wedge Cross Sec lion Cage Bearing -Bore Cage s"x9"journal~ Bearing-Bore Gage 5 S III , -" . , 5i x 10 Journal. 5^ x fO Journal Bearing -Flange and Side Lug Gage. Fig. 2833— Journal Bearing and Wedge Gages. (M. C. B. Sheet 14.) See Figs. 2831, 2835 and 2836 for Gages for 6 in. by 11 in. Journal Bearings and Wedges. 904 M. C. B. STANDARDS. Fig. 2834 7 " ; n* -V- I 4- £r T 7 ll. -jj « T J Jii i Sty Noa This portior? to be a straigh t taper - -5'-J^ From Center f o Center to Journals 6' - 3 11 —- Axle A Designed to Carry 15,000 Lbs. -3-10- •s&F» ±1± -S- IO=- -n- & i At : — >j£| L t j 5" 5~^ ■wl Nig This portion fo be a straight taper— -From Center to Center of Journals 6'~3— -5'-3 i -3 -10- nf fmf ! ;j iii Total Length Over All 7'-0Ji Axle B Designed to Carry SEyOOO Lbs. ll s" > 1 I ^rf m From Center to Center of Journals 6'~4 JL - 5'-3" -3-/0- -Total Length OverAII 7'-ejr- Axle C Designed to Carry 31,000 Lbs. I ^ »on© This portion to be a straight taper > A. T 3' , ^ICO 15* 4 "j»7 ^ -¥A r %h %\ y. This portion to be a straight taper- ■3— ><—. J— i > i T t 1 —From Center fo Center of Journals 6 f ~5' IL -*—— — — Total Length Over All 7'- 4Jr Ax fe D Designed to Carry 38,000 Lbs. - ->t<-a->K- TZri Axle E designed fo carry S0,000 lbs. -■3 — >k-j — This port/on -to be a straight taper-*. II - From center fo center of journals 66 - —7d/at length overall 7 6^ — Fig. 2834— M. C. B. Standard Axles. (M. C. B. Sheet IS.) Figs. 2835-2838 M. C. B. STANDARDS. 905 "Wrx-i-i-M-bA -r&- rtBROTVPC JI&TTM. SKEL^TS Fig. 2835— Gage for 6 in. by 11 in. Journal Bearings. (M. C. B. Sheet 14A.) 1«U5E. FOR JOURNAL. BEARINGS. Fig. 2836— Gage for 6 in. by 11 in. Journal Bearings. (M. C. B. Sheet 14A.) — -~q Maximum Flange Thickness Gage for Cast Iron Wheels and Maximum Flange Thickness, Height and Throaf Radius Gage for Solid Steel and Steel TTred Wheels. Minimum Flange Thickness Gage for Cast fron Whee/s and Minimum Flange Thickness, Height and Throaf Radius Gaffe for Solid Steel and Steel Tired Wheels. Fig. 2837— Standard Flange Thickness Gages. (M. C. B. Sheet 16.) — Gege overall 5'~4g Thickness of Flange C>0 k cfckGofeDisfai^SWrV-^Xi La' -6 7grofmeeb4'4' \ — M I* - tye of Track 4'-8$ \ -M if6oarda/rfMnfJ)!lfys&<-l]'-^ Terms and Gaging Points for Wheels and Track —4'-5- 6uard Rail and Frog Wing Gage Fig. 2838— Wheel and Track Gages. (M. C. B. Sheet 16.) 906 M. C. B. STANDARDS. Figs. 2839-2841 ! L _?£j1 ^JSImtan/-. .£ , IS' i _ J k— *-7& — ",. Uj K!S-jf+i EnlaraeJOeMlct n-r- 4 j^il J T* £l a™/ ~T"° -."""J* /a^ — H -■*'-«|?*l »/J7fe^""U t*W Mounting and Check Gagi ~^~- Diameter of wheel 'is to Pe measured or? tine A'B. Chitts must hayean inside prof He of such form that vyi it produce fhe exacf contour of fread and fiance as shown, in the fin •/shea' wheeK 5?-- B i^-Zii :— I- T —4 -** oJJ- " ^K -//-- >*, I ^ Cagi ng -y ^b/wi 1 " I k — /&«fr / "in SO"---** fc-.tJfL^ { 4 ""J!^mairri^ Hormat 'Flange Wheet Tread art*? F/ange for Cast /ron M'fiee/3 Fig. 2839— Standard Wheel Gages. (M. C. B. Sheet 16.) - 94. 24 - ^ _!!_ -9.43- -6.28- -I2E.06- -2fc ii" /6" 38 I9J8 Graduations Spaced A Apart mco 2 X i -iri 'uio ELXX 7=< "tfh'"l8hr CAST Brass Cast Brass Tempered Spring Steel. >& - AJ -j_ j|" Rivets- C's'k — ^ Rivets- Csk Fig. 2840— Standard Wheel Circumference Measure for Cast Iron Wheels. 1 Head must admit side ofgaag \ W--!— l/ffi— >4S M J:-5hfs C and Dans for aaaing \' \ marked A full depth onJmvst W \-A i' 6 — fcE ^mickriess of metal bem7in%ai\ 'f/t radius. Distance bef/ree/r -ZnL L /'•wo i«' 'center tugs and key sfof. . I t — i J — fcr -* thickness or metal oermtniba ^oU L f'^TO ^.of center lugs and key sfof. . 8^LX\ MV^ C/» maiimum, and 5 is mini ]<— /J--H \ """'" Ar '¥ fh ' ekn * s >- \centerlugs of hood must not be \morw than rvidfh of 8 engage. ip£* fi"~ Gaaing_ Head at £. Brake Head Gage. W -'T6 — ^^J A A Is max width far Center luff. B Is min. width for Center Urn. Line C is mm. height of Slot in Center of lug measured from back of shoe Line u is max. height of Slot in Center of lug measured from back of shoe E Is max. thickness of £nd Lugs on back of shoe. Brake Shoe Gage Fig. 2841— M. C. B. Standard Brake Head and Shoe Gages. (M. C. B. Sheet 17.) Figs. 2842-2844 M. C. B. STANDARDS. 907 »*? '•We 7*//7 Flaage When flange Is war/7 as shown or thinner and face "B"ofgage reef's an Hiqh Flange When face 'O" rests on tread and tip of flange touches G" wheel 7(T k 4'i- Cars 8Q 000 Pounds Capacity and Oi/er tread, wheel shoo/a 'nof he remounted, should not be remounted. =/1__ > Li3 *>ns — cj 7 i^ ■ H -4>L — Cars under 80,000 Pounds Capacity. Limit G~age-e Hardened Steel For remounting cast iron wheels, cast prior to theM.CB. standard tread and flanae, adopted prior to 1909. L ~— £/--«}< j3 V ^~ j ~,i' ."T I y »T Verficle Flange When flanae touches any part af face '£ , wheel should no f pe remounted. x 1 Cars under 80,000 Cars 80,000 Pounds Pounds Capacity. t Capacity andorer. Limit Gage-§ Hardened Steel For remounting cast iron wheels, with M.C.B. standard tread and flange adopted in IS09. Fig. 2842— Standard Limit Gage for Remounting Cast Iron Wheels. (M. C. B. Sheet 16A.) 3" 4— fW =hr^ £? TfA \ E :-ll^ Sect/on C~D. Fig. 2843— Standard Brake Head. (M. C. B. Sheet 17.) ■ Centers of Brake Shoes 60" 'Safety Hanger ■ Centers of Safety Hangers Si" Angle of Slot 40 from pert/cat Strut-. i <& Sa fety Ha nger. N* 1 Heighf - Tt?f> of Rail fo Center of New Sho For Inside Hung Bean?s IJ Inches " Outside " " /4i" " jbl Brake Beam." Fig. 2844— Standard Brake Beam. (M. C. B. Sheet 17A.) 908 M. C. B. STANDARDS. Fig. 2845 Hand Brake at One End. Inside Hung. -0=0 Cha Hand Stake of Bo//? Ends fns/de Hung -tt3 For Brake Cylinders L aiyer Than 8"or for Bra Ire Cylinder Pressures Above SO lbs. Per Square Inch, The Size of Bra/re Rods and Brake Levers Shov/n Should Be Increased So Thai The fibre Stress Shall Mot Exceed IS/TOO Lbs. Per Square Inch far Pods and 03,000 Lbs. Per Square Inch far Levers The FarmafJavrs Mat/ Be Varied Provided The Essen-fial Dimensions Are Adheredlo. Jans May Be Made IVith Two (or more) Holes if Desired. All Rods Must Be At Least £ ' Oiam. and Truck Lever Connection tor Outside Hung Brakes g"Diam. irsiae nung oraires a uiam. -v ig All Holes for Brake Pins Hot Less Than IjLOiam. Har More7hon @ Diam. Brake Beams Must Hot Be Hung From Any Ibrtion of Body of Cars On Cars Built After Sept. /StlSOS. Number. Location of Holes & Detail of End May Vary To Suit Truck, X ^li OOOOOOOO ®) Connecting Pod. K?i IPin XL Truck Lever Connection. Inside Hung Brakes. ■*]dpz Cfjl Pound Iron or Steel. , Cost Steel May Be % O I . Fr om Center t o Center BBS §§£gg§gjka -*a I I > -a 4 — of Journals 6'- 3" - 4 — ■7 -8 1- & if i T I I Section C-D Sectional Plan on Line A -8 Half Plan Fig. 2850— M, C. B. Standard Pedestal for 3^ in. by 7 in. Journal. (M. C. B. Sheet 21.) 912 M. C. B. STANDARDS. Figs. 2851-2852 Standard coupling and Packing Ring For Air Brake Hose A.B.C. ROAD-STEAM NAME OF MANUFACTURER B, 11 — 6 — iy. SERIAL NUMBER Label To Be Made. Of White Or Red Robber Vulcanized To Cove* At Location Shown. Lettering And Figures Must Be Not Less Than i' High And Stand In Relief Not Less Than i'. -H POSITION OF AIR BRAKE HOSE LABEL ON MOUNTED HOSE. AND BOLTING LUGS OF CLAMPS Fig. 2851— Standard Coupling and Packing Ring for Air Brake Hose. Also Label for Air Brake Hose and Instructions for Its Application. (M. C. B. Sheet 18A.) v^ht End View Half Sec onLineH-J Sec oil Line C Half Plan Sec. on Line D'F Fig. 2852— M. C. B. Standard Pedestal for 4% in. by 8 in. Journal. (M. C. B. Sheet 22.) Figs. 2853-2856 M. C. B. STANDARDS. 913 8- Fig. 2853— M. C. B. Standard Pedestal for 5 in. by 9 in. Journal. (M. C. B. Sheet 22.) _ 5 i -3i- H I 1 1 1 I ,216 I U -^ ' £ Hardened 5 tee I ~" ^ V Wheel Defect and Worn Coup/er Lim/f Gage Fig. 2854— Wheel Defect and Worn Coupler Limit Gage. (M. C. B. Sheet 16.) j^/y zf/7^ TRUCK HOLSTER CENTTEn RLATE.' -7i> -5 Wrot Iron of? Steel -y Yoke For Twin Spring Gear. I^Hol-es _L I'RWE ^f <-5rrT: Middle Filler Block Wr.ot.Ir.on or Steel^ ~2_ S^H o 5 T -=te ^ Yoke For Tandem Spring Gear. ^ 1 1 holes IRiveW -m X3 t T£ 5 ^l Wrot. Iron oe Steel-. ■Hj- 34 Yoke For Friction Gear Fig. 2858 — Standard Automatic Coupler Yoke. (M. C. B. Sheet 23A.) 1 Inserted Fixed fbints T" i ? i Coupler Lim/'r Gauge Secr/on AS. Knuckle Limit Gauge Fig. 2859— M. C. B. Standard Coupler and Knuckle Limit Gages. (M. C. B. Sheet 24.) Fig. 2860 M. C. B. STANDARDS, 915 v ■^ \3$ \0J 3m ^ 8 -5:8 5 „^- V^ ^ -4 1 R & * . S § S 1,^-5 5 ^> g v en o ^m%. 5 '/g* o u o U 3 s o "3 < m u o 00 bo 916 M. C. B. STANDARDS. Figs. 2861-2862 Dni/ed- Fbr Rivet Ho/es, Length of Butt and Depth of Shoutder For yoke Lip, Note-Al I Maximum and Minimum Dimensions io be Stencit/ed on Gouges, Which are to be Made ofl/npoi/shed Steel. 5g 64-> ^ U-- -$i- —-J Inspectors Gauges for Coupler Shank and Yoke. NSS. Fig. 2861— M. C. B. Standard Inspector's Gages for Coupler Shank and Yoke. (M. C. B. Sheet 24.) - 8 <--.£— r->£ V — >- V **>«* y Detail of Block for 5x5 Shank. "OIOO Flevation Showing Application of Block. Detail of Block for5*7 Shank. Fig. 3- Metal Spacing Blocks for Ttv/'n and Triple Loads. Rule 2 6 and 28 -iQ Chaining of Cars When Loaded With Long Material Mardivood or Cost Iron Spacing Block For7w/n Loads. Size of Chain tv Conform to M.C.B.Pecommended^T'l Rule £6. Practice. j "I ULlUULl U LI LI UU U LIU err "o — a — p — a — □ — a — □ — a — cr n n F/g-4.-f?v/e5 26, 27anel28 Brakes May be Located 05 the Load Witt Permit For Number and Minimum Sizes for Stakes See Sect-ions of Pule 34. Clearance Not Less Than 6 " Pule 4 J I ^ A Flat Cars and Gondolas With Sides Less Than SO'Pigh 4 Stakes 4-x5"and4Stronds or 3 flappings Wi re, Good g" Diameter or Boards I xi' Gondolas, With Sides 30"and Over 4'x4"Stakes 4 SI ran as or 2 Wrappings Wire Good ^"P/amefer FigS. Pules l?J3^Z,33 i 34and53 1 1 1 1 iH°~ — \ 11 i 1 f 1-1 Loading of Lumber on Gondola Cars W/thSPdes Over 30" High l"x4"Boards Secure/a Nailed to Stakes at Each End by 3 '-I0 Penny Nails ar Stakes Ved Together With 4 Si-rands or 2 Wrappings Wire Good g Diameter. / \ ff'/tf ->\ J ^ > C/earanceNotLessThan6",ffujC4. \ ,>jVk- 1— j fl i i|> gfr fe . j \T .ift u^ ,_jfo ft ft__ib ife_ \ OO noon an. Fig 6 - Rules 12.13,32,33 and 3* For Logs Piling Props and Telegraph Poles Use 10 Strands or 5 Wrappings Pule 57 ■20 Minimum} n , ,,- _ 3'5"Max,mum) Ru,e3 f ' ±~~ Bearing Pieces 10 "Wide Minimum Si— n ^ — ^ — 6 Strands or 3 Wrappings Wire Good §' Diam Pule 32. bStronds or 3 Wrappings Wire Good £' Diameter or Boards l"xS" Pu/edS. Clearance NotLess Than 4"at Closest Point Pu/e35 Sra/res May be Located as theLoad Will Permit Tig. 7 Manner of Loading Long Lumber onlbp of Short Pieces on Single Cars See Pules 34,35,36,37, 53 and '59 Fig. 2863 — M. C. B. Standards for Loading Long Materials. 918 M. C. B. STANDARDS. Fig. 2864 p'n"A/' l _More Than js Length of__, 4 Strands or Z y%'Wax) fiule43 I Cor4Sfokes Pequired. ^ /%°/>Pi"2 s !?' re >J?™, 7 ' . i/ n uj-i -7-r. *■"» , yt ^, /< >- / £{>iom. or Boards /i4 Clearance Not Less/nan 6. Pd/e 4 ->i hS=^"^ ,6Strands orSWroppinqs I, ~ /„,/., ■ i k /Wns. Good f Diameter \~f/50 Maximum^ { I Cord Stakes Required, £"Mk | UssT/ion g Length of _ 6"Min.Rule4. \ / Stakes 4x5^ Bearing Pieces 8" Wide Minimum, d/earonce Not Less Than 4"af C/osest Point, Rule 17 Brakes May be Located fig. ff- See if vies J2. 1 J, tf, ZZ, 31, 3Z, 34,35, 36, 38, 39, 41, 43, 44,43,46, 48 and 59 as the L oad Will Perm if C/earance NotLessThan ffSf rands or 3 Wrappings 6" RuLe 4. Wire, Goodg Diameter -H'K _More Than ■£ Length 4 Strands or Z Wrappings \ ot Xar4 Stokes Required.'] Wire Good g Diam. or ! Boards i"x 4 . e"Mn \_LessThang Lengthof_\/Min.6' „ ., \ ' CarJStakesReqoired/' I I Stakes 4x5 Bearing Pieces 8" Wide Minimum. Clearance Not LessThon 4"at Closest Point. Ru/e40. Brakes May be Located fT $ 3- See Ru/es IZ,l3,l7,3l,3Z,34,35,36,36,40,4Z,43,44,45,46,48,S3andS9 as the Load W/V Permit i Clearance /Yof less Than 6 "ffu/e. 4 \ - > \^-e'p"Min.\ p . „ I ->]> • \£: 3 '6"Mox^" /e48 for Logs Etc l/se/OStronos or5 Wrappings -Pule 57 SStrands or 3 Wrappings Wire Good d Diameter. Rule 3£. for Width of Load See Table Pu/e £5. Bearing Pieces IO"Mn Width. 'Clearance Not Less Thon4"ot Closest' Point Pu/e 17 Brakes May be Located asthe Load Will Permit FigJO- See Pu/es IZ,/3,I7,Z?,34J5,36,47,48 and 59 for Logs ffc.L/se LO Strands or 5 Wrappings. Pu/e 57 -=-r l*~fe£»* 6 'Strands or 3 Wrappings Wire Good for Width of Load ~°~ , T~ 3'6"Max s Diameter. Pu/e3S. See Tab/e Pi/Lett. -*" r H" 6 >< M/n Wire GoodgDiom. Bearidg Pieces /(/"Minimum Width. Clearance Not Less Than 4"at C/osest Po/nt. Pu/e /7 ' Note: Brakes Mayie Located Fig/L'See Pu/es /?, 13, 17, ZZ,3/,35,36,47,48anW5$ as the Load Will 'Permit. for Logs ftc Use 10 Strands or 5 Wrappings Pule57 SStrands or 3 Wrappings Wire Good J"Diam. Pu/e3Z Stakes4"x5" 6 Min. Bearing Pieces 10 Wide Minimum. Clearance Not Less Than 4"at C/osest Point. Pu/e /7. Brakes May ke Located fig./Z-See Pu/es I!, 13, ZZ, 31, 3S,36, 47, 4Sand59 as the Load Will Permit Fig. 2864— M. C. B. Standards for Loading Long Materials. u u l i li u u a g-jrm-p— orri Fig. 2865 M. C. B. STANDARDS. 919 For Logs Eta Use /O Strands or 5 ffropp/ngs -ftu/e 57 6 Strands or 3 Nrdpp/ngs Wire Good g D/am.- ftu/e 32. **«k^ ^>! ST* U- 6 "Mm. Bearing Pieces 10 "Wide Minim'um . Clearance Mot less Than 4 err Closest PoirrtrPu/e 17 Note. Brakes May Be Locate* Fig.13- See Pules IB, 13, IV?, 31,35,36,47,48 an* 49 as the Load Will Permit far Logs FtcMse/O Strands or5hlroppings Pi/ie S/ana '57 WireGoodff Diom. GSfrands 18 Win. Q C/earance //of Less Than id for Twin Loads and J 9 "for 7ri P /e L oads Pf it! () Clearance Not Less Than6rPi/le4. ForLagsEtc.UselOStmndsor5h v rdppiiys,^——ZOMin\ , -6 Strands orSWroppings Wire Good ~_Af^-je"Maxr' /,e ^- g" Diameter or Boards 11(5. j; uj^ -gaffes 4x5'' A aBeorinoPece C~\ 7) -^ v-to'/D'tlm. V 4 V r Cleat Not -led lb Bearing Piece Bearing Pieces 10x10 "Mininwnjrffu/e 51. Clearance Not Less Than 4 -Pule 51. Between Stakes ana 'Side P/anPs Brakes May be Located Fig./4-See Pules l?,/3,33,36,4B,i~/,59,9land 95 oPCar. -End fc of Fig. 14 asfhe Load Will Permit Fig. 14 A fbr Logs Etc Use /OStrands or Clearance Not Less Than 6' L Rule4 5 Wrappings-Rotes Stand 6~7. , I (< , ^_^ H p'n"M, n ~i 1x5 Boards or Wire Goodg%am I -*~^>Lj'6"Max J^ole4d SStra nds „or Strappin gs/ ~* ■ * Hc_ * * tor Logs £tc Use /OStrands or 5 Wrappings 6 Strands or 3 Wrappings Wire Good g Diameter or Soards 1x5!^ Stakes 4.S' Bearing Pieces lOxfO'Min.-Ro/e SB. Clearance Hot LessThon 4"-/fl//e5l 6 Strands or 3 Wrappings. 6Strands or 3 'Wrappings Wire GaodQ%'onieter FUl.ng Pieces Between SJakes and Lading BrakesMajielocge* p /5SeeMesiZt3,3S,36,4e,SlSc*n*SS To Be fastened To inside of Stakes. as the Load Will Perm/f y End ¥/ewof figIS fig- 15 A Clearance //of Less Than 6 -/?uie~^ 5 Strands g' Diam. /#>-e_^->| h<- f/ot A/ore ThaniO Ffoor O Cfti^r" (TO A F7g./6-ftu/e55. Loading of Logs 10 Strands or 5 Wrappings If/re Goodg Diameter.-ftuie 57 Stakes 4 x5" Clearance //ofLessThon6r'f?i//e4- Fig.17. Load/ng of Logs, Fiiing^rops ana 'Telegraph Foies on F/at 'Cars.RuieS7 Fig. i8. Rule 58. 10 Strands or SWrappings of- 1 ha*d Wood Stakes 4x5' Good £ Dia.Wire. ^, ft - °* L ^ E S * PU V* S e p,A " j o -^P'lS Minimum 6"Min Poles 20 Ft. 0* Under In Length. Fig. 19. Rule 58. I O Strands o* 5 Wrappings- Haro Woao Stakes 4'x5" or Live Saplings 6 Dia. -4-y^l8 Minimum 6"Min. of 6oooi"DiA or^r Tn? Poles Over 20 Ft. In Length. Fig. 2865— M. C. B. Standards for Loading Long Materials. 920 M. C. B. STANDARDS. Fig. 2866 Fig. 20. Rule 58. __ .„, Hard Yfcco Stakes ®?T!^ N i?«°^?^5 APP,N, ^<8MiN. f4\4~oR Live Saplings 4= DlA. of Gooo ^" Dift. Wire Poles 20 Ft. or Under. In Length. FlC. 21. Rule 58. € St rands or 3 Wrappings Hard Wood Stakes 4T4 " of i Dia.Gooo Wif^E. Or Live.Saplings 4£ Dia. VXTT HZ 1 - ^S'Mim '^TD Poles Ove^ 20 Ft. In Length. IxS "Boards £ Strands a Oiom Wire, For Size o f Stakes See Rute 34 Fig £?- Lading of 7a/? Bark on Flat Cars Rule 60 iWBoards. /Strand fOiam /V/re.^ For Size of Stakes Seef?t//e34. J ZWPhnk. Rules 61, 62, 63, 64 and 65 £ "x4* Flank Fig ?3~ Lading of Tan Bark or Condo/a Cars 1x6 "Boards For Size of Stakes S Strands § Diam fY/re. WF 4 It 6* 'Boards -^T)(/) H r Fig. ?4 -lath Loaded on Flat Cars. Rule 664 ■"Wire or Saptm Binders '( ) ( ) 4=f Fig SS- Xules 68, 6% 70 ana 7/ L oading of Ties, Fence Posh and Similar Materia/ on Gondola Cars Fig. 26. Rub 69-A. Loading of Short Pieces Not More than 9 ft. o in. long, Such a^ Ties, Fence Posts, Cordwood, etc., in Gondola Cars. Pieces Loaded Vertically if the Length is Not More than One and One-half Times Inside Height of Car Sides. Fig. 28. 4-sT/?fl/ios of Gooo^oifi.wfie on e/tcHf/tm or STflKES. Fig. 27. Rule 69A. -■I^NOT MORETHftM 6" Piles Must Be Inclines If The Length Is More Than One And One Half Times The Inside Height Of Car Sides. Fig. 29. LOKOiN<* <>F TlE\r£^<.cpoSTS,Erc./n <*°"l>o/-F) CfiKS- HULFt,J-F\ WHEN INSIDE WIDTH OF C/lff /S LESS T///W LEflGTH OF PISCES TO BE LO/IOCP. END BLOCKING fifilD ST/IKES t*lflY CONSIST OF PIECES PLflCGO V£f?TIC/llLY. w/y/M IN&lDf+IIDTH OFCKRIS&W'TEKTHrvi LeHOTHorPieCti iAJ/WO HKJBE FL/\Cej> 7"AAVSVr*SEXy. Fig. 2866— M. C. B. Standards for Loading Long Materials. Fig. 2867 M. C. B. STANDARDS. 921 % Angle Plate. Diagonal F/ai Iron Brage. LJD/amMin. MS'- m IMS Cj iV u U-^r^ Ll U J U Ll L»i OH tie FigJO- Large Girders Loaded Flat-Rule 72 Q5S Maximum Length for 3 'Stokes EOV |r- eo'c- Lading Above Sides of Car 7b 8e Lopped and Pt/romidol i For Size of Stokes See ffule /Z. Fig.36-Lading of Shod Structural Material Rule 74 I Diam IbrSing/e Loads, deb filling Piece forTwm Loads, Located as Near Flange as Ihssible , J , ^ ;/ !ty,nOiam^ 4x6 Mm Single Loads £"x l£"Minimun; ±Jq "DhmihrDoub/eLoad&lk Cut Washer^*-*. £$8 Minimum?** Venter of Car: ^&j 6x8 Mm Double Loads. ffa ' 1 3"x8%n Single Loads- 6xl£"Minimnm. llfe-4— gl l -i^ T W»/S"Mimmum for f'Sn/t^ xQl ' Cleat4i6' Bearing .CIe ai3jThic/(J\liBo/t FigJI-Lorye Girders Loaded TlotSSjprmin FigJ! Ooub/e Loads When bearing Pieces Must Cleat eUx IS'- Cvi Washer Be BoltedThrough CleateUx/lr Cut Hastier Rules 71 and 73 Floor and Cleat as 1 — 1x0 IT FigJB Rule 7! 8*ld Upright E*6"Diagonal Fig 35-Broang for Loading ofldrge Girder — -C -H Maximum cm (TTT OO OO Brakes Mayie Located Fig. 33~ Lading of Large Girder Overhanging. Rules 11,31, 73, 77and 83 asthe Load IW/I Permit 3 ^Blocking Minimum. I lf Cleat Bo/tea 'or Noi/ea '7b Floor 8 " 1 On Square Bearing Piece a Block 5hot//d \<—C Maximum. *j beSpikedto Bearing Piece Above Brace to Hold Latter in Place » „ «_ £-C/eat4*6 C/edt3'ThickMin. C I E'x8"S P ikeclToSide . ^ ^rm?A an C J C ■) C J C ) D ' a 9°"diBrace^tM fc=^3 P C/eats £'x4'xt8 and Cut tYosher. 8"xlO"L/pricihi BrakesMay be Located asthe Load Witt Permit Fig.34.Rulesll,3IJ3,76,77,7%80andd4 I ading Above Sides o f Car 7o forStzeof Stakes, See Pule IP. Be Lopped and Pyramidal /n K- More Than £0 Feet *? rm „ Nagano 'Piece fxS" \ Cross Piece 1x5 I rim mi ... mm ram_ zr - zr / -^— fi $.37- Rule 74'lodmg of Sfruc turol Materia/ More ThanEOO tnleng th 1x6 Diagonats Jlt6 Boards. Sufficient Blocking 7b 4llow Perioral of Chairs Which Were Used In loading See Pule 74 'Figs 36 and 37 Fig 36 '-Manner of loading light Structural Material On S /ng/e Gondola Cars r-T/'e 5frap i*£ mtn.Boffedfo Each Truss % Bolt 'fifth Bloc Irs for Bracing. FigJ9-Lading of Steel Ua/ft?oof7?tJsses.Rule75 1T1 SI W^\ EndEle votion o fFig ■ 39 Fig. 2867 — M. C. B. Standards for Loading Long Materials. 922 M. C. B. STANDARDS. Fig. 2868 Id o a ' I J I I I ! I -cr tj- tj □" Si-rips Nailed To Spacing Blocks. Fig. 40 -Rule 7SrfrManner of Loading Deep Girders on F/crf Cars. 4x5 Stokes. ^Fnd Blocking Bo/led 7b Floor Bx8 Diagonal Braces Spiired To Car Sides and Floor / 10%oM, Zfc Graces Spilled lb Cor Sides Ir a/id /7oo, C'6 Cross Brace. U\ U \U[U /u 8xi0%rignf g"g" 8 'i Itf Diagonal Braces Manner of Blocking Round Bearing Pieces Low Side Gondola Cars With Sides 3"orMore in Thickness Fig 4l-Rules 7,80and Bt 8xlOUir? ■f- SxS Diagonal 'Braces / Bbchng Between CorS/des Spiked Jb Car Side and t/pnght When Bear/rig a ^o f ^air\ /R ^ //? " //i - t Piece 15 Not Matched, £>& Cross ffr#ce\ 8x/0 'l/pn'ght g'xg* z*6 %'ago/?o/ Braces Manner of B/och/na Rectangular Bearing Pieces F/g4Z-/?ute 7,80 an ft 8/ g'jig" 2x6't}iagonof0races. Fig. 43- Rules y, n, 31, 76, 77, 79, 80 and 82. tf^HNEn OF LOPiDint> overt rtAHciMG-t-Ofizn ofstructuURL FfnTE n/flt. on I ireCt COMIOW CARS vr*T«'BC/iR//vC-T»»fr* LOV*TE?> OVCR,#OLSTETK. \f *X€>"C£f *T rtrtmi y fff ot i Trip sere o*2 fun Si / Pod 'Mwt'mum So/fed Todrrg/e. F,g 46-Pu/es 7£ t 85, 86, 87a fid Ftgs. 45 and 4 7 Note. — Crakes may be located as th? load will permit. (777 OOP ^gg Q Q Q Q OO Brakes May be located Fig 45 -Manner of Loading Lattice Girders Rules 7?,85 1 86, 87 and Figs 46andd7.-ffox Cirders, Columns j isthe Load Will Permit -^Roof Trusses and 5/mi'tar Material Rule 85 to be Used Only When Absolutely IVecessary F(C 44 Rule-. 81-D. Loading Wide Steel Plates On Gondola Cars. Note:-_Tie Rods And Bolts To, Be 2'DiA.. Q'Q 4 -^fr 2' X 6" BOLTED BETWEEN UPRl&HT POST AMP SIDE OP CAR EUTeNDINS 6" ABOVE LADING. Alternative fastening- lOx/S Fig.47-i9ules7£.85,86,87cmdFi C/amp Softs Manner op Blocking Bearing Piece on Steel Gondo/a Cars. Fig. S6-Ro/eS 7anc/92 ,/ I ^ II a Upright /OlctO Diagonal Brace Sx8 Fig. S7—Twin Shipments on Gondo/a Cars Mot Equipped With Drop. Bias, rlu/e 9? Fig. 58. Rules 15 and 93. LOADING OF LONG FLEXIBLE MATERIAL' ON fLAT CARS. UbClts THROUGH FLOOfT 6* 8'xwlOTH Of CAR.3LI0INS P'£CC W77w/xtf V/I.SfAfll/VS .°CATT 6"xe~ TOP CLAMP^*\ ^*^"^ \4.'*6'CLA.MP BLOCK V. Note. — Brakes may be located as the load will permit. Fig. 59. Rules 15 and 03. LOADING Or LONG rL£X/3L£ MATERIAL ON GO N 00 LA C AUG exa'sLiQjrjQ fiEce with 4*6 *, locating plats i&bolt THROUGH e£*f*IHG block /O'X/Q 0£Ar7/*SG gtOCK-^JZ>o Girder Y^—LongerThai? 70'o"One Pin Hole Oblong "| Angle Iron Bolted \ ->^-/-Z"Oblong forGirderstforeThon70'o"lohq u EJ Figa~7See Pules 103 and W and Figs. UBS 9 '-For Dimensions bee Table Pule 104. Fig. STA-See Pulel04B, I e IferFand Figures 67, 68and 6~$A 'e or Channel Girder Angle Iron Boiled to Girder. G Fig. 68-Plan fieiv of Fig. 6~7See Rules /OBandlOt Fig. 2871 — M. C. B. Standards for Loading Long Materials Fig 69Side fievtofFigBcrSee Pules IOSand/04 and Figs.S7Sff. 926 M. C. B. STANDARDS. Fig. 2872 8earing King PinShou/dbe Suffic/ent/y Long to Rest on Center Sill Cover Plate, Which Should Not be Cut to Allow King Pin to Pass Through. BfGirder ' Washer Strap Connecting Two Bolts. Bearing Piece. £x8 Minimum. Web Bearing Block. Tig. 71 -Vertical Lading of Long Girders. Location of Bearing Piece for Bolster tbrTmn Loads. Cars Equipped Nith Steel Underframing. Bearing Piece. Bolster. f'Bo/ts: 4"x 6' Minimum, ijp Bolt Minimum- King Pin Should be Sufficiently 'Long "lb Peston Center Si/i 'Cover Plate WhichShou/dttotbe Cut To Allow King Pin lb PassThrough. Bolts to be Located as Near Girders as Passible. 'Bottom Plates for Side Bearing to be f Steel. jjt^ Top and Bottom Plates for Center and Top Plate for Side Bearings, to be §" Steel P/ote. ounfersunk Hut, Core lobeTaken That Pod Does Hot Project Through Hut. Bolsters Should in no Case be More Than 96 Long. „ „ For Girders Weighing -30,000 lbs or Less, Bolster to be 8 Deep x 10 Wide. For Girders Weighing 30,000 lbs to 7p,000lbs. " " "lOjleepx 14 Wide. For Girders Weighing 7Efi00lbs.orMore 'l£Deep?(l6 Wide. Fig 70-hariz-ontal Loading of Long Girders on Pivoted Bolsters Cars Equipped With Steel ' Underframes FP=R ffiTEfl R=H Brakes May be Located as the Load Will Permit OOP D_Q I Fig 73-Ru/es 105,/06,/07,/Od, /OSJIOand t/i lEfc K t Brakes May he Located f- yg~ff / ei /OSJOSJtOand /// as the Load Will Permit * i a JF ■ N = SStrandsorThrnelVrapp/ngs offtlire,Goodg Diom 6 Strands orJtVrapot Bearing-Pieces Spaced Not More Than Six Feet Apart Must tie Placed Betireen Consecutive Courses of Pipe These Beonng-fteces Must Be Hot Less Than Four® Inches Wide and at Least One 0) InchTh/ck For Wrought Iron Pipe and Tno(P) Inches Thick tor Cost Iron Pipe-See Pulellp. Fig74. Loodtng One Lengthof oil fipe or Tubing IL 3 orless in Dram In GondblaCars ffulesllSandlll/l •ings of Wire Goodg Diameter,, -Si- Searmq-Pieces Spaced Not More Than Sir feet A part; Musi 'be Placed Between Consecutive Courses of Pipe. These Bearing-Pieces Must Be Not Less Thon FourlZ) Inches WideondotteastOneOllnc/ilhick for Wrought Iran Pipe andTrmidlnchesThictrtbr Cast Iron Roe - See Rule PE. fig. 7SLoodingTm Lengths ofo/IPipeorTubingeoriess/nDiijmJnBdndo/aCars: Rules 112 una 1/2 A Fig. 2872— M. C. B. Standards for Loading Long Materials. Fig. 2873 M. C. B. STANDARDS. 927 Fig. 76. Rules 112 and 112-A. IOA0IH& Two LENGTHS Or ALL PIPE OR TUBING BO'OR LESS IN DIAMETER AND S3'-0'Olt Less IN Length in gondola ca/?s. G- STRANDS OR 3 WRAPPINGS OF WIRE IN THE ABSENCE OF DUNNAGE STRIPS OR BEARING PIECES ANO WHEN LOAD EXCEEDS J FEET ABOVE TOP Of SIOE3 OFCAfl INTERMEDIATE WIRING OF 3 WRAPPINGS OR 6 STRANOS OF GOOD 4~ O/A. WIRE IS TO BE USED TO PULL TOGETHER AHO SLI9NTL? INCLINE STAKE TOWARO CENTER OF CAR. Pipe More Than l£"and '/.ess Than£4"in Dibmefer o o &- o o w Fig. 7$- Lading of Wrought Iron Pipe on F/a/Cars. Rule f/4 6 Strands or 3 Wrappings of Wire Good 3"^ Diameter f^Xl^L Ti^T^^ A.y^LjA-i^-w -^-^-n if fin >_ ~ ; 4 j 3 "Chock forlz'Pipe Secured With Four 3D Mails c'Chock for Less Than/? Pipe Secured With FouriDA/aih = rw3 Fig 77. Rules IIZandllZA -Loading of All Pipe or Tubing 20 'or Less m ^ In Ihe Absence of Dunnage Diameter and 23-0 or Less in tnf SinpsorBearingP/ecescndMen in C-ondola Cars -tnd vier, •/■ Load Exceeds JFeet/ltoreTopofS/des Enlarged View Showing Chock of Car Intermediate Wiring of 3Wrappmgs a lE ao h Side of Pipe on Each Bearing Piece or6Strands of 6ood g Piam.Wire isto/eOsed fo Poll 'Together and 5/ighf/y Inc/tne Shake Toward Center of Car Pipe MoreThon /£ and LessThan B4"in Diameter 6Stronds Wire 4rS' 4 }S" 4"x5" ( i ( Fig 78 Lading of Ca 5 f iron Pipe On F/afCors. /?a/e //J Pipe B4 'or More /n Diameter. ■*} \*-Z4"Maximum 4x5 J J ~ \4iS5fahe5 (T\ ii cr F/g. 60-Ladittg of Pipe on F/of Cors.Ru/e5//5/IJ/6af7d/f2 Rule 117- C Mannejc of Loading MiNiNq Cars and ■SIMILAR VEH'CUCS IN (qONDOLA CABS. aar/rffi.i-e P) (yr— (-0 ($ Fig. 83. Rule U7-C Manner of Ljoadinq Mining Cars in Gondola cars with Sioes less Than 44' im Height. NOTC:- rM.LTIMOER5 VSZOTO SUPPORT LOAD MUST 0C HAKOWOOD- SIZES GIVtN «E MINIMUM. Fig. 2873 — M. C. B. Standards for Loading Long Materials. 928 M. C. B. STANDARDS. Fig. 2874 Fig. 84. RULE 117-C. MANNER of loabin<* Minims Cars in Gondola Cars witw-Sioe-s LESS Than 44" w Height. C H- V'., X * \\ Jf // 4JVW it T NOTC:- Aj.lTf1BC.RS used to support luo must bc mardw000, aires- qivtH we minimum. Fig. 85. na.ci-E. RULE 117-C MANNER OF LOADING MINING CARS IN GONDOLA CARS. sWOOD BRfiC E Z>4'Off ZPIECES /■> &". Fig. 86. HULe izo-g mftNMfti 0* LOflDiHG tfflHVSTQNES tM GONOOL/t C/tff S . Hfiftor*ooe Sr/r/r£s to Fill holes through 3Toh£$. 3T0*£ C#//*0/HCS t'Of»'#lG/t. ixz sormoea &ws not pA/tcta 0£T*/CCH STOHES QJfOSSW/3t Of CjUf. hardwood Stares -*> fill houej thaouon stokes ARDVimoD CHOCRI AT LEA*T fz'LoH«- AMD HOT LES3 THAN Vhioh SEewaei-v SPirrcp to FLOOA OF flAtU. (X4 BOARt>3,,WEUL MAH.E.O ON BACH S10E Of SfAhM. "»z" Soft wood 5t«iP» "To PG PLACCP BtTWCCr* STeMBS JtfROSawiJE OF Fig. 89. BO/l-Efr SHELLS & T/T/VtfS OVSf? B FT. /N £?/fTMJT TS/f. SttT/OA/S or Bou-E/rs % r/rss/fS off shells ovrr* «/if/r 9N Dttrtrte-rrf? wetGHiNG less t^sta/ zsoo lb* rr# S£cr/CM, BXNDS M"y ac owrny o*/ T/r/ttrs err o# LCS3 WWW/Wt' Br*0S % Room? 'f?oi Fig. 2874 — M. C. B. Standards for Loading Long Materials. Fig. 2875 M. C. B. STANDARDS. 929 Kia 91. Rule 121-B. Loading of Engines and Similar Machinery. s. Fig. 92. Rule"- 121-B Manner of loading Ewqines a^o Similar Machinery Fig. 93. rule isi-B. MANNER OF LOADING GASOLINE TRACTOR ENGINES ON FLAT CARS Pig. 94. A'OLtT /£/ - sr/rwvr/? cs~ to/re/wo G/?soi./A/£ 7~jp/?cto/? \EACH BLOCK NAILED To FLOOR WITH 7-400 MAILS HUD FITTED BETWEEN CRauTEfS To BEST ADVANTAGE. CTTT nn Fie. 95- m\jLt'S* ON I" M CI n»T UM THAN • '«.!* ^^ (?) ffl Fig. 2875— M. C. B. Standards for Loading Long Materials. 930 M. C. B. STANDARDS. Fig. 2876 RULE : 122-A. Fig. -2-Rod« 2"x4'-&" „ 2- C1.AMI& |"* 2^'x io" SboitV Fnd Stakes if available or tapeked blocking sfcureo To FLOOR OF CAR- I- y-Roo 3x4'-6" 1-CLftMP -^"x 2^V 10" Block-imFLOOR CLEATS. -JSTA«fS TO EA.CH CLEAT- TTT'"" -'•"■ _ i Fig. 100. Kule 123-A. MANNER OF LOADING IRON ORE AND SIMILAR MATERIAL. ftKC TnC LC/fsr fi/vtfat/f or sre-fi ross/otr ro oar- FLOOff LINE \\ it ,$v„S g™ layers') 8 MUST S£T CWE / H 5 THCKHCSS OF L $k BRICK BACH OF \\ % 3*Q Strn LfiYERSJ \ - 3fHi&^TM LAYERS" MUST BE ONE THICKNESS OF j BRICK BACH OF) DOOR POST. / 8r Ztio LAYERS* I Wwr BE EVEN HTH INSIDE EDQE) Or POOR POST M. JTVT whs? Fig. 102. Rule 1Z4-A. Hammer op Loading Brick, when Door Protection is Required. Boards or Stabs of Wood A/of less Thoti /£ Thick Matted To Door; Posts. a^n o o Fig 103-Manner of Loading Barrels In Sox or Sfoc/r Cars-KullKS Fig. 2876— M. C. B. Standards for Loading Long Materials. Pig. 2877 M. C. B. STANDARDS. 931 Boards orSiabsof Wood Not LessThon Ig Thick Nailed Inside of Door Posts PigJ04-Manner of loading Ties, fence Posts, Wooden Billets, Bdrret Staves and Simitar Short Wood In Chsed Cars. Ruk ??6 Fie. 105. MKHNtK Of JLOAi/A/fi STARTS- FSMCt POSTS- LAT H -T* N BAHK AND S/MILAK MATcn/AL IN CL0SESCAR5 WITH0VT200X STRIPPING. Ties Should Be Blocked ^port Between Vers and Cars Shoa/dBe 7oken SoThatTopOutsideTies a f Middle T/er Cannot SB /ft. _ Ru/e-t?6 Bearing Pieces Not Less Than 6~"7hicklaid Cross wise on fioorofCar figJOB-Manner of Loading four Piles of Ties in Chsed Cars, f? r Bearing Pieces Not Less Than B"ln/ck Laid Crosswise on fioor of Car. PigJO?~Manner of LoodmgThree Piles of Ties m Chsed Cars End Protection Strips Not Less Than 4*7hick. Profec/ion Strips Mot less Than 4"Thick. Fig/08- Manner of ' Loadingltres /n Box or Stock Cars. Rule l?8 Fig. 2877— M. C. B. Standards for Loading Long Materials. 932 M. C. B. STANDARDS. Fig. 2878 Braces Ab i less Than 4 "Th/ck Nai led To floor Strips Moll ess Than 3 Thick Mailed To Inside ofDoorfbshs F,gJQ9-Manner of loading Wheels In Closed Cars. Rutel?9 Fig. hi. Rule \3Z-A MANNER OF LOADING DRAIN TILE, a'lN DIAMETER AND UNDER. B . TT — m IS ' ■ , v- -noa Fig. 113. Rule \32-*. Manner of loaoinq Drain Tile 30"im Dia.and over. Fig. 112. Rulc I3Z-A. Manner of Loading Drain Tile 10'toZS'in Diameter. tS'TOSft'iNC. IN DIA. lO'lOlGVtC. IN DIA F/gJ 10- Manner of loading Sewer Pipe In Closed Car$.f?t//e /3? Fig. 2878— M. C. B. Standards for Loading Long Materials. Fig. 2879 M. C. B. STANDARDS. 933 rWWVl 934 M. C. B. STANDARDS. Figs. 2880-2881 On cars standing oyer 12 ft. from fop of rail to eares. \ ^I^fHEIGHT AT EAVES J ^2IXWIDTH AT EAVES 7— T7' . . ,.'V/COUPLER SHANK 5*7 3~. 5fcSTYLE OF DRAFTGEAR 3'-^. 5l.".YOKE ATTACHMENTS >J~METAL BRAKE BEAMS When latitudinal running board is Markings may be placed on end of car, above coupler, is flush with eaves, the height should if preferred. be given to fop of latitudinal run- ning board. Center Line of Coupler' On cars standing orer 12 ff. from fop of rail to eares. Markings mag be placed on end of car, abore coupler, If preferred. LENGTH OOFT COUPLER 5HANK 5'«7~ y-T/»c0UPL.ER SHANK 5 - » 7 3 »— ECSTYLE OF DRAFT GEAR •>\V""YOKE ATTACHMENT » n I;:metal brake beams INSIDE LENGTH OOFT.- 2ECOUPLER SHANK5«7 SL^TYLE OF DRAFT GEAR 2~YOKE ATTACHMENT LtMETAL BRAKE BEAMS ^ Box cars more than IZ 'fee f from fop of rait to eaves to show height and widfh of eaires near bottom of side of car. Size of coupler, style of rear atfachmenfs, kindot 'draff gear and style of brake beams (wood or me fa l) to be shown on Side of car af end, oronend of car aboye coup/er. Truck bolsters to show size of Journal and letters M.C.B." If M.C.B. axies are used, ordisf- ance C. to C. of Jot/ma I, if axles are not M. C. B. Initials of road on one side of truck bofsfer on truck transom. Stock cars more than 12 ff. from fop of rail to earns, to shorr \heighf and width af eaves on out- side of side siils. Style of coupler, style of draft gear, sfg/e of rear allachmenfs, kind of brake beam (wood or metal) fo be stenciled on outside of side sills, or on end of car above coupler Truck boisfers to show size of journal and fetters M.C.B. if M.C.B. axles are used r orc//sf~ ance c. to c of journals if axles are not M. C. B. Initials of road on one side of truck bolster or truck tran- som. When latitudinal running board is Hush with eares, the height should beg/yen fo top of latitudinal run- ning board. Size of coupler, s fgie of rear attachments, kind of draff gear and style of brake beams (wood or metal) to be shown on side of car af end or on end of car above coupler. TrucH boisfers fo show size of journal and letters M.C.B.' if M.C.B. axles are used, or the dist- ance c. fo c. of journals ifarfes are not M. C. B. Initials of road on one side of truck bolster or f'-uck tran- som. 'Note : Drop End Gondola Marking of Freighf Cans. Fig. 2880— M. C. B. Standard Marking for Freight Cars. (M. C. B. Sheet 26.) -A , A- Corners Marked A-B'Cj-Rad. ., D f „ 3 -ri V— >-H fc^ Rounded Corners of fleers &c. of Stock Cars Fig. 2880A— M. C. B. Recommended Practice for Rounded Corners of Doors, etc., of Stock Cars. (M. C. B. Sheet F.) -B9" >\ 11 Oak Block One Thus N°£9 WI.Band£xll' (*--/»«— 1 One Thus -A S Oil Hardened twee Lis! of Bolls for Jerk Tesf No.ofBoft No. Used D/am. Lenath Remarks £8 1 I 1 " V -?o/f. . €T — I'-o" - -in, Columns Two Thus-S C. One Right-Maill One Left-Mam i?*|<4^'s4< 6 j '2 0©2 Section A-8 /5" ■ - — /S- >, <.- - g"-\ — i ,— mLL. iA }- Fig. 2882— Details for Standard Jerk Test for M. C. B. Couplers. (M. C. B. Sheet 29A.) See Figs. 2881-2884.. 936 M. C. B. STANDARDS. Fig. 2883 hs/'-*P-^"--l ~*Tap fori'Sfud V Base Casting Two Thus S. C M 10669 Section C'D H— — 13"' ^4-. One Thus - S. C. Jerk Test Spring Heusinej Bracket M 1068/ l i'\ Hie k.F 9 "- H& 4'-S"-~—- >(<- — 8— >U-4^> Drill for £ pin to 'support f?" strap while coupler is -J'-J'- SO; ■~i -4->\<-5. **-5&W\ One Thus - S.C Strap M -1066? One Thus -5. C. One Thus - 5. C. Bushing for Butts Bushing for Butts of 5x5" Shank of 5"x 7" Shank All D-M 10688 All D M 10689 Fig. 2883— Details for Standard Jerk Test for M. C. B. Couplers. (M. C. B. Sheets 29A and 29B.) See Figs. 2881-2884. Figs. 2884-2885 M. C. B. STANDARDS. 937 J I k— -i — ib i h 3K | y r<-t5i-*^Sf- :J--//f — r* k. T Wi*) t2' >4 r 0/7? 777C/.5 -JX ro I lower U 10675 54WHO>K-iy! 3t-,J. r; -H4 |?F , , hi ,1 ^ ^1/ n- ; .Cl /w/- rAyj' - -5 c £h I bolted together in pairs Spring Housinq M -10672 0/re 7"Ayj -5. (7 Follower M-10676 ■l!i Cap Casting One Thus S. C. M 10673 One Thus -C.S. Bk. Yoke U 10680 Fig. 2884— Details for Standard Jerk Test for M. C. B. Couplers. (M. C. B. Sheets 29A and 29B.) See Figs. 2881-2884. h i6i Two thus - A.S. BK. Filters to be used next to Coupler Shank when of the taper variety No. S < — ■—?•— =>■ f - 5 * _ *\*± f g? * i u 1 ! riw* t 0/».s *(« - A. S. BK. Filler to be used next to Wedge No. 3 Note. For detail of Casting M. 10669 see Striking Test Fig 2886— Details for Standard Striking Test for M. C. B. Couplers. (M. C. B. Sheet 29B.) See also Fig. 2885. Fig. 2887 M. C. B. STANDARDS. 939 Soring List Class H/S Spring Descr/tva" in P. ff.R. Ht Ileal Spring Specifications NWC. anil shown on M.E. Tractna 3333 12 Reaulrea'- Class H4 Spring 1 \ Fig. 2887— General Arrangement for M. C. B. Standard Drop Test Machine for M. C. B. Couplers and Axles. (M. C. B. Sheet 29.) 940 M. C. B. STANDARDS. Fig. 2888 , '^M j 4--?=5d V 1 Y I! ! ir i ii i i; i i! i ^j?4 ._ - _«*'—. - _> ■*-sf--> * k_ J7= .-5"-J Filler Block One Thus for 5"x5" Shank Si End SC M 3171 7 Y f ■< 13" >■ \ m \ Wedge One Thus for S'xS'and 5"x7"Shank SC M3/7I8 J.T T r*— -„ 4 i— r 4-f «fc- Y Y I i <4£ TT N' 6 Filler Block One Thus for 5\5'Shank-C.5.A=2^ OneThus for S"x5'Shank-C.S, A' 4" Taper I in 15^ /tr <-^-H NH 7 Filler Block „ One Thus for 5'x 7' Shank CS-A *Zg One Thus for 5"x T'Shank CS-A = 4" Fig. 2888— Details for Standard Face Test for M. C. B. Couplers. (M. C. B. Sheet 29C.) See also Fig. 2889. Figs. 2889-2890 M. C. B. STANDARDS. 941 3*R f ■m^. A Core I I J_L i 5- — >) Filler Black One Thus forS'x 5" Shank $i*End 5 CM 31719 N*5 Wedge One Thus ■ C S. y\ Contour to t?e ground to f/'t Gage Wedging Block One Thus 5.C M5876 Beans on Guard Arm here 3 ears on , Lugs here S -feH fT Coupler to be j j wedged here ' ' Y^~ * I i.i t "to ,5trik/ng Horn of Coupler / to rest here ?ify U //2 r Fig. Gage for Wedgina Block Hardened 5 feet 2889— Details for Standard Face Test for M. C. B. Couplers. Fig. 2888. ^W- ¥ y . Cc up/er Shan, : ^ {of Prop l Two Thus -Ml. yDl.andC'jk. N S 14 Jl IT < Si Sec f Ion A 'A -Details for Standard M. C. B. Knuckle Pin Test Figs. 2891, 2892. Two Thus-W.l. N'B5 Base Block One Thus C.I. -M4584 (M. C. B. Sheet 29D.) See also 942 M. C. B. STANDARDS. Fig. 2891 If bS h5 *{&■&& **—fi ^ ^ 'Edges Plunger One thus of Axle Steel to t>e case hardened al/orer with chare oaf - tfs eo Mandrel One thus of Tool Steel Tempered N?£l io> H Knife Edge Two thus of Tool Steel Tempered Slot case hardened with iprussiafe o f goftrsi Round Edges yn \This Dove-Tail '?„ re be a driving 3*-** fit ins/of Round Edges — H Bearing Two thus Ax/e Steel No. 23 8 IL -A 8 ~K0 t. 'L-,,4'- > 2 i Six Thus N?26 Fig. 2891— Details for Standard M. C. B. Knuckle Pin Test. (M. C. B. Sheet 29D.) See also Figs. 2890, 2892. Figs. 2892-2894 M. C. B. STANDARDS. 943 ; - — L>_l_ i | .rrTr Standard One thus from^' Steel Plate N*27 Fig. 2892— Details for Standard M. C. B. Knuckle Pin Test. (M. C. B. Sheet 29D.) See also Figs. 2890, 2891. •IV -9" — ~l<-5?"- Sfriker, Striking Test One thus- A. S. No. 6. (^ — ^ | TS 1 1 1 5 1 1 1 \ \ i -t 1) 1 J 5 1 1 i i i i ■8 ■ 1 "^ V-4i'-><- .", -- ^*f-J 1 | Striker, Jerk Test One thus - A.S. No. 9. Fig. 2893— Details for M. C. B. Standard Separate Knuckle Test. (M. C. B. Sheet 29E.) See also Figs. 2894, 2895. Striking Test Fig. 2894— Details for M. C. B. Standard Separate Knuckle Test. (M. C. B. Sheet 29E.) See also Figs. 2893, 2894. 944 M. C. B. STANDARDS. Fig. 2895 / > 1 1 J 1 * 1 | IX 1 17? V »t <\j ■ i Back Block One Thus W. I. Striking Test N9 it f J > i * Ijlll H ^ T S^c/r Block One Thus-W.-I. Jerk Test Ns/8 Knuckle Pin One Thus St. Case Hardened N? 16 Note: for detail if Casting M 10669 See. Knuckle Support Striking Test Two Thus -A -S '" N?/J TWO Thus-W. t. A'l „ Two Thus -W. /. A'e Two Thus -W. I. A'f Two Thus - W. I. A'i" N°- 19 8 A r * i, r- 1 t 1 '"? | * 1 U G-— H» A < Liners Two Thus -W.I. A-l' Two Thus - W. I. A ■£ Two Thus - W. 1. A '% Two Thus -W. I A =i Ms IS Knuckle Support Jerk Test Two Thus -A.S. RanttL. HP 14 &?, | VI f I rp Housing One Thus -S.C-M6418 A >l ? + 12" ■>- \ >r t Knuckle Liners One Thus -W.I- A ° 2" One Thus -W I. A • i„ One Thus- W.I. A -*i* One Thus W I. N*ll ;>■* -333 + < 5* > f Y Striker Blocks , One Thus -W.I. A '3 One Thus -W.I. .A-Z" One Thus -W.I. A-l" One Thus - W. I A- i N' IE * Base Center Piece One Thus -W.I. uno Fig. 2895— Details for M. C. B. Standard Separate Knuckle Test. (M. C. B. Sheet 29E.) See also Figs. 2893, 2894. Fig. 2896 M. C. B. STANDARDS. 945 — - ~\ Sheafhtng of door should not be driven fight Door Sheafhing is fo be M. C. B. Sfandard Sec f ion, same section as car siding. T~ Mr" 'SIS l o|-£ I S 1 si »Tj*y*i V- f-4 tV EC 4"^ Q. ftipg * Bolls ffi ^<- C^Hc? £ i ,^16" Holes for p Hanger Bolts Hi L4- if/rf, Stnp fe -/ii- Y- ^_ *- *<*-' '//^ boffbm rail « ! ^ r m Sis ;-— 5 V \ \ •ns/qs 1 r ■>k-/i- a tarr/i 7ge Bp/fe 7& 5s/// Construction of Door ' Closed Door ■Stop. Maif./ron. -H IT*- 7# SuirConsfruc tion Open Door Stop, fiall.lron. of Door Door Hasp. MaflJron. K -30- -6'jT- ->i W floor //asp Staple. Mal/./ron. ~7 r j Pnor Handle. Hall. Iron. Fig. 2896— M. C. B. Standard Outside Hung Box Car Side Door and Details. (M. C. B. Sheet 30.) See also Fig. 2897. 946 M. C. B. STANDARDS. Figs. 2897-2898 P 16 * 16 1 r"-S2 To Suit Construction of Door \ ^7 a\ | To Suit Door Guide tlal/./mn. Fig. 2897— Details for M. C. B. Standard Outside Hung Box Car Side Door. (M. C. B. Sheet 30.) See also Fig. 2896. Fig. 2898— Details for M. C. B. Standard Flush Side Door for Box Cars. (M. C. B. Sheet 30A.) also Figs. 2899, 2900. See Fig. 2899 M. C. B. STANDARDS. 947 AM „ N 9 7 - 't,-~-~ 6 ^J-?-~~~^-^' 6 ^ Door Rod D: W /. H> 11 c.i. Y'li-*. Fig. 2899— M. C. B. Standard Flush Side Door and Details for Box Cars. (M. C. B. Sheet 30A.) See also Figs. 2898, 2900. 948 M. C. B. STANDARDS. Figs. 2900-2901 >-!/|p — 16 '— *j* - /«j - >4* —K '—^—16 ->U- -/7'- : a-*|< -12' -3'- Top Raif-A ,^rj ^ffiOg-^-IS Bottom Rail-B A I I * J I , ^□□zonncto ^1K 10 ~6" Spaces — — PL f or N 9 IE Screws •f" -n—* ZEoaaicn "8? ■6 - /v-vo #*/£ Sfubbs Gage .10$ O.H.S. Chafing Irons for Door Rod Bearings. Nye 3 Jl.lronJ £_^_4»4_4%j « iJJ5mZi T;r 7 li | ii K .' | 'i ^ . , 1 B ^3T- F A'S /7 Ato//. //-o/7 Fig. 2900— Details for M. C. B. Standard Flush Side Door for Box Cars. (M. C. B. Sheet 30A.) See also Figs. 2898, 2899. Spring E 60,000 Lbs. Cars (Pedestal Trucks). Spring F . Cars C Pedestal Trucks). Spring 100,000 Lbs. Cars ( Pedestal Trucks). Tm Bars: 1st Bar ll'Diam.tiTz Long.Tapered to T6& g 2nd. Bar g ' Diam. 61% * Long, Tapered to 6og Normal Wt. 1st. Bar 28 Lbs. o oz. Minimum Wt. 27lbs.l0oz. Normal Wt. 2nd.Bar 10 Lbs. Soz. Minimum Wt. lOLbs. 2oz. Outside Diameter 1st. Coil l"; 2nd. Coil 4$ heights. lst.CoinaFree;S!f'Solid;6sBl70Lbs.Capy. . 2nd.Coil6%'Free;Sk' 5 <'lid;6s3.080Lbs.Capg. t.OOOLbs. ZadCoil 7$fm:S§ SoSd;6g Cluster of Springs Cluster of Springs Heights; 7iFree;S\"Solid; 6g il.3f0 Lbs. Capg. 22,S30Lbs. Heights; 7% Free;S§Solid; 6§ l2.9S0Lbs.Capg 2(,500Lbs. Two Bars: 1st. Bar I^Oiam.76^ Long, Tapered 'to 86% 2nd.Bar%'0iam. 74" Long, Tapered to 80 Normal Wt lsf.Bor33Lbs. voz.Minimum Wt. 37Lbs.4az. Normal 'Wt.2nd.Bar l4Lbs.ioz.MinimumWf. t3tbs./i~oz. Outside Diameter 1st. Coil 8* 2nd. Coil 4 t 7m Bars: hi. Bar 1% Diam. 74gLong, Tapered to 84% ^ 2nd.Bar I' Diam. bb~zLong, Tapered to 7l'$ Normal Wf. lsf.Bar40lbs.5oz.MinimumWt.39Lbs.lloz. 2nd.Barl4Lbs.8oz.HinimumWf. l4Lbs. I oz. Outside Diameter 1st. Coil 8". 2nd. Coil 4q" ''Fret;S<>lldk'8ilOLbs.CapglS.S30lbs. migntsMMT^tfWeirfWlbtCwIiMIts. He,gbts. 1st Coil ^- S &ff'fjfZn ^ loZus. 'W/JwJ'«&fo« XOOOLbs. 2nd.Coinl'Fn*;SfSolid;4'3.7B0Lbs.Capg. VOOLbs. 2nd.Co;n- z Free;S%Sol,d;% S.030 Lbs. Capg. 10.060 Lbs. Cluster of Springs Heights: ll"Free;5%5olid; 6§ M /6,970lbs. Capy. 30,360 Lbs. [L: Pf Fig 2901— M. C. B. Standard Springs and Spring Caps for Freight Car Trucks. (M. C. B. Sheet H.) See also Fig. 2902. Fig. 2902 M. C. B. STANDARDS. 949 Spring A 60,000 Lbs. Cars. (Arch Bar Trucks') Section A-B. Section C-D. Spring b 70,000 Lbs Cars. C/lrch Bar Trucks) Section d-B. Section C-D. Eight Bars . Four Bars l"Diam 6fk" Long.Tapered to 72% Four Bars & Diam 62%" Long, Tapered to 66% Normal tVf. of each 1st FourBars 14 Lbs.lZoz. Minimum Wf.l4Lbs.Soz. Normal Wt. of each ?nd.FourBars SLbs 601. Minimum tYf. SLbs.3oz. Outside Diam 1st. FourCoi/s £~%", 2nd Four Coils 3%' Heights, 1st FourCoils Sg"Free,4%Solid,5^"3,g70tbs.Copy. 7,440Lbs. 2nd. Four Coils 6j,"Free. 4%"Solid, Sg 1,530 Lbs. Copy. 3,0e0Lbs. Cluster of Springs Heights Exclusive of Caps 6§"Free, 4% " Solid, 5§"22,OOOLbs Capy. 4Z, OVOLbs. Spring C 80,000 Lbs.Cars. C/lrch Bar Trucks) Section /l-B. Section B-C. 4 Bars I % Diam. 73%" Long, Tapered to 80 § Normal Wt of each Bar 23 Lbs Minimum tVf. 22Lbs.Saz Outside Diam ^>|" Heights, 8%'Free, tfeSolid, 7% l 7,400Lbs. Copy. l2,S00ibs Cluster of Springs Heights 8$ Free, 6%'Solid. 7%' 23,000 Lbs. Capy S0.000 Lbs. Spr D onng IOO, 000 Lbs Cars. (/Irch Bar Trucks) Section A-B. Section B-C. c ,'T 6 Bars: 4 Bars, Ifc Diam. 73% Long, Tapered to 80 g 2 Bars, §' Diam. 74%' Long, Tapered to 77% Normal Mot each 1st. four bars 23 Lbs. Minimum Wf.22Lbs.Soz Normal Wt.of each 2nd.tivo bars GLbs.Toz * « 6Lbs.4oz. Outside Diam. of 1st. four Coils Sfc , 2nd. two Coils 2§ Heights Ist.fourCoils 8^"Free; 0? 6 Solid ;7&" 7,400 U>s.Capy./2,S00Lbs Heights 2nd. tiro Coils 8% Free, i ig' 'Solid, 7% 2,100 Lbs. Copy. 3,b~00Lbs. Cluster of Springs Heights without Caps:8k"Free,6°6 S°bd, 7%3Z800Lbs.Capy S7,OOOlbs. Eight Bars: 4 Bars if^Diam. 73%"Long.Tapered fo80$ 4 Bars §"Diarn. 74% 'Long, Tapered to 77%' Normal Wt of each 1st FourBars 23 Lbs. Minimum rYf 22 Lbs Soz. Normal rVf of each2nd FourBars 6Lbs.7oz. • Wt 6Lbs.4oz Outside Diam. of 1st Four Coils 5%, 2nd Four 2g' Heights. 1st Four Coils8%Free,Vfc5olid, 7k'7,4WLbs.Capy/2,S00Lbj!. Heighfs,2nd.rourCoils8%Free,^Solid. 7% ' 2,100 Lbs.Capy 3,SO0Lbs. Cluster of Springs Heights Without Caps 8%Free, tfrSolid, 7%38,000Lbs Copy 64,0OOLbs Fig. 2902— M. C. B. Standard Springs and Spring Caps for Freight Car Trucks. (M. C. B. Sheet H.) 950 M. C. B. STANDARDS. Figs. 2903-2906 Spring "H" /40000LBS. CARS (CASTSTEEL SIDEFRAME TRUCKS) SECTION SHOWING RECESS FOR BOLT HEADS IN SPRING CAPS SECTION a- a SECT/O// a-c TEN BARS. FIVE BARS / J A'DIA., 73Y*'LONG, TAPERED TO Q0%'. . ' . ■ . ft- ' 74.%*' • • ' 77 W. NORMAL WT. OFEACHI^FIVE BARS23LBS. MINIMUM ZELBS. 50Z. . . . z «> . . QLBS.70Z, •■ 6 • 4 • . OUTSIDE DIAM. OF/IT FIVE COILS 5%T; 2^FIVE 2h'. HEIGHTS! FIRST FIVECOILS 8'/*' FREE; 69fc ' SOLID; 77*' ' 74QOLBS.CAP'Y.IZ500LbS. SECOND • 2.100 • ■ 3500 •' CLUSTER OF SPRINGS HEIGHTS WITHOUT CAR5,&y+ FREE; 6%: SOLID; 77* 47500 LBS; CAP'Y. ' 60QOOLBS. Fig 2903— Spring for 140,000 lb. Cars with Cast Steel Side Frame Trucks. (M. C. B. Sheet HI.) ■Si Ml ffl T * f .t --c~- * h — -A — > ■Tr" .T" ~7T -3 2 "k -A Rough- c i Vis — X Mi ±_ «ir L i rf 5 A T" Finished Flooring. 1 -HaK — j<_ A Rough -H n *» A i" 6 7 8 9 10 ^«*U b 4^4*4) #4"/-f *^±~ijb C 4$J J 4$ 7 4"$ S &" Flooring. -*fc ■ tea: * ST sue ■ — — !..! ^ i jJafcawr (^- 5 RoughSize II _sj(-l*_ 3i* .4' _jji — 6 RoughSize — & — ^7_~~i --H _i_ ^-1 •I t< 4 RoughSize H J W .1 **3 I I J-' Sheathing. k 4 >fay^ Size >j. Roofing and Lining. Fig. 2904 — Standard Flooring and Siding. Sheet 26.) (M. C. B. END FOR HOPPER DOOR OPERATING SHAFT. Fig. 2905 — Standard End for Hopper Door Operating Shaft. (M. C. B. Sheet 28). i 4Jt 1 1 ~* -3-1 K-3- - i •■*-ii I ! -a-H Signal Lamp Socket. Fig. 2906— M. C. B. Standard Signal Lamp Socket. (M. C. B. Sheet 26.) Fig. 2905 M. C. B. RECOMMENDED PRACTICE. 951 RING LIME i-NormsT>«H i" FIG. I. d „ a STEEL TIRE RETAINING RING FASTENING FIG. 2. STEEL TIRE. SHRINKAGE FASTENING ONLY "--..New tire K \- ^CONDEMNING LIMIT t Pi- jPUEKSumHQ LINE CRmtALL.ME^E ^ ^ " \ twriESSTHANJ,- FIG. 3. STEEL TIRE. RETAINING RING FASTENING Diameter of Wheel is to be measured on Line A-B \*-Taperl'in?o"--^ 4& Normal Tread- normal Flpngi\ Wheel Tread and flange far Steel and Steel Tired Wheels. ROTUNDITY SAU6E FOR 33' OR 36' OR 38' SOLID STEEL WHEELS ...J.NEWTIRE —.. ... ^jr..„n ........ I j-N0TLESSTM»(| FIG 4-. STEEL WHEEL. MINIMUM THICKNESS FOR STEEL TIRES. PLANE GAUGE FOR SOLID STEEL WHEELS t— *"t7~i Bas eline . f-fgformal Tread- ifi*8WH H— Taper l'in!0'-^\ '"' "* H - - JL-i-jf'— ,-— M i Diameter of Wheel is In tt measuredon LineA-B, Proposed Tire Fastening for Steel Tired Wheels Fig. 2905— M. C. B. Recommended Practice for Minimum Thickness 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.) 952 M. C. B. RECOMMENDED PRACTICE. Figs. 2906-2907 One Thus Steel H " ^ Fig. 2906— M. C. B. Recommended Practice for Gage for Measuring Steel Wheels to Restore Contour. (M. C. B. Sheet CI.) BRANDING OF SOLID STEEL WHEELS nun DEPTH OF T LETTER Fig. 2907— M. C. B. DETAILS OF LETTERS AND FIGURES FOR BRANDING SOLID STEEL WHEELS. Recommended Practice for Br anding Solid Steel Wheels and Details of Letters and Figures. (M. C. B. Sheet C2.) Figs. 2908-2909 M. C. B. RECOMMENDED PRACTICE. 953 ITT £LQ Temporary Stake pockets to be placed on outside when width oyer pockets will not exceed clearance limits, otherwise to be placed on inside, of car Size of Temporary Stake Pockets. I"x4" Stake Pockets for Gondola Car with 30' high and above ■>'*5 " " " Hat and Gondola Cars less than 30" high. k- 5'-0--^-5'-0-^<--5'-0"-^<--S '-O-^k-S'-O-^-S'-O-J j i Longitudinal Spacing for Temporary Side Stake Pockets. Gondola Cars Permanent Safety Chains for Weeden Underframe-Freighf Cars J ^H-4^%4 ^ '% Permanent Safety Chains for Steef Underframe freight Cars Fig. 2908— M. C. B. Recommended Practice for K-j/->f<- eg-M Chain -B Weight 168 lbs -it'- o- € Pf^^^^ ^rr 9 - Temporary Chains for Cars Carrying Double L oads Safety Chains and Stake Pockets. (M. C. B. Sheet E.) ErtdDoor n "°' ^ 1*^1 Bofhtn Guide CI. -2Re%. 5 Carriage Bel 'A =^ V J3 J?5* 1 -Ji'U J.. Id J l_t - - '^- Bo/f for Upper End Door? Wroi froft. "7F I t4n j ifWl Larch for Upper End Door. Wrot Iron. Safefy Hook and Chain. End Door and Fixtures for Box Cars Fig. 2909— M. C. B. Recommended Practice for Box Car End Door and Fixtures. (M. C. B. Sheet F.) 954 M. C. B. RECOMMENDED PRACTICE. Fig. 2910 Table 1 Schedule A For Cars Weighing 80,000 to lOO.OOOLbs. 79.250fo8IA5099.9to87.5 81,850 to 86,100 89.9 to 8 7.5 14 Brake Cylinder Cylinder Lever BLI~A %Br/tgfbnrAL? '/Preset w A 1,500 to81B00S99to87.5 86,250 to 88,700 VSOfo 31,300 , 91,150 to 31,000 900/087.5 94, 050 to 96, 700 90.0 to 8 75 36,750 to 39,650 300 to 87.5 900to87.5 90.0 to875 99,700 tol02,600 900 to87 5 1012^13% tO' ^^M i~m. m m 511" em w Il\22!i\l3!i is- ■ «:■ m. Brake Beams should be suifat>le tor Maximum L oad at middle of Beam of 22,000 Lbs. TableE Schedule A For Cars Weighing 100,000 to I3ZOOO Lbs , 16" Brake Cylinder Cylinder Lever BL hA WksAimrle iorCflPresot m WJSKrSiMlfi 100,500 to 103.300300 lo87S 103.350 to 106300 30.0to87.5 106.350 to /03J0cW0.0to87.S 703,350 to/ 12,500 900 to 875 112.550 to 1/5.750 900/o87.5 115.800 toll9,IOO 900to875 119,150 tol22.70090lto87S 7 122. 750 to 116,200 900 to 875 3 126.250 to 129.850 900 to 87.5 9 129300 to 133,900 902 to 874 I02T313B 20 , ■■ m? im T m w w W, 21 ^ 'iii- 22 ;■> ? I4& 14' 133350 to l3Z900\900taa7.Ail\22h\l3li Brake Beams should be suitable for Maximum Load at middle of Beam of £8,000 Lbs. fB-C3 -A ■N s l 1 _ 7 x:B -C8-A *-N s eA Ml ■N'lA ■02A /C J ^-b-cs-a The use of the f loafing lever fu/crum con nee f ion and chain may £e discontinued and cy/inder and f loafing /ever connection (B-C3-A)and intermediate and truck-lever connecfion (B-C7-A) made in one piece, thereby eliminating five parts : B-C5-A,'B-C4-A, B-LS-A, B~CJ-A, and B-ISA. r*—A --*>*- — b — h »t -sjir^^ni 3 t "''^"HrrTt ,/• l i' '' • ' ,.. . ' f \ T ,r ^~-**J~'4R-riA Minder I ever Conn, d" ""■» /; -*i k- 3'-0"- >*Wl} B-LI-A Cylinder Lever * //_— -r— I — ^^ '«' "'*'-*,£ £B-Cf A 'Cylinder Lever Conn. ( f "^"' ^ I L, -j-6* J^Y tji<^ J Floating Lever Conn. "i["fc' < \*li'B-LB-A Floating Lever li'A W . *> t1^L . * _ ^|j >. H K * ^jj-x-«tk — 15^ fig ^MiW is' T-LI-A Truck Lever TL2-A Trufk Lever ,?ti M > JN -^ ^^Kl . B-C8-A$winl Conn. f Short Link Chain- *if&£%\ T B-C4-A Floating Lever Fu/crum Chain ^^ 3^^ |*3 v ts ■-5r P-5?^T ^ 5 _^ ^ p-^h-i/ . Floating Leyer Fu/crum Chain ^^ ^ y| £ *7'-4* — j' Short Link Chain-rfcPy-Jh fliH . h//H ^T/^ra^' -5 * B-C7-A Intermediate 'r^T t,y s rf Truck Lever Conn. — iw- ' ^^?aj. ^y. c r/i W^ Pin"N«2A Pin NO SB PinN<>3 ^l=_i ti^feE 7 T- V I V Pin N a 4 >°//7 A'-"/ ^i hill Pin W IB nsi fj" I* PinN'IC Fu/crum-' Intermediate Lever ? > 7"-^"/) Truck Lever Conn. ^» Fig. 2910 M. C. B. Recommended Practice for High Speed Foundation Brake Gear for Passenger Service; Schedule for Six-Wheel Trucks. (M. C. B. Sheet J.) Fig. 2911 M. C. B. RECOMMENDED PRACTICE. 955 S-CS-3. B-C4-B /■B-C6-8 sB-03-B Table 1. Schedule B-l. For Cars Weighing SO, OOP h 70,000 Lbs. Cham B-C7-B Outside Hung Brakes. M, L B-C3-B\, 49,000h50500 50,600.52100 BO*' S-AI-sA^tj tLlB hZj^B-CS-B ^ ^2000. 53,700 ■Ll-B ■No.Z/l 530OO.S50OO S5,4QO. 57,200 S-/l-B-\ P£? "%*/A Chain B-C7-B Inside Hung Brakes. -■K-fcEE p^s] 3^ 3 . St • /2 Brake Cylinder Cylinder Lever B'Ll- B. For Cars Weighing / o Brh0. Fbrrcr , lorCyl Prest.of „ f{ 60lbs Per 59 In. 57.300.53/100 90.0 ,87.4 59,1 00.60.80d\89.8 .87.3 60,900, ezjoo 62000. 64600 64JOO. 66,700 66000,68700 70,800 90.0.87.5 90.2 .87.4 90.0.87.3 90.0.87.5 9 90.0.87.4 13$ m. He. 14% !£L !2L !?&. m ,ji Brake Beams should be suitable for maximum /oaa 1 af middle of beam of 22,000 pounds. =sg: gjt ^ k 2 ' 5 i ^ B'LI-B. Cylinder Lever. 3"' k— 74"*i fi-ChB. Cylinder /.erer Connection. 7oi/e //. Schedule B. For Cars Weighing 70,000 lo 90.000 Lbs . ~^k \j\i -irSr.i-3 ->l/jk /k /,?. B~L2~B. Floating Lever iff. 4" f 4% B-C2-B. Cyl. and Flea tin ff Lever Conn. ->l/jl< Equal >j< Spaces - B-L3-B. Hand Brake Lever %$M*' k 2-fe- -M -a? 7-LI-B. Truck Urea — 22-- B~G6~B. Hand Brake Connection. 14' Brake Cylinder Cylinder Lever B-LI-B. For Cars Weighing % Bih'g. Power ^^ for Cyl. Pres*oi „ 60Lb3f*r*i.ln. A B 1 13' 20" 680OOh7OJ9OO 90.0h87.4 2 I3i *f 71,000 . 73,200 90.0 .87.4 3 13?' 19? 73000 . 75500 90.0.8 7 J 4 I3f 19? 75,600, 77^00 90.0, 8T.4 5 14" 19" 78ffOO. 80000 90.0,87.4 6 *! ,st 80,400.82000 90.0,87.4 7 14? >4\ 82900.85,400 90.0.87.4 8 ">4 isi 85,500.88,000 90.0.87.5 9 15" 18' 88 J 00. 90000 90.0,87.4 10 14' ITS Brake Beams should be suitable for maximum load almldd/e of beam of Z8.O00 oounds. 321 B ^ ii -42^-^-A V- /|" T'CFB. Bottom Connection. A W^^ik — 4— sj^jji^ {"short link Chain — s+«-^i*j ' k 1 i 1 'TgMJE. ysiip£ c T': k 2 3f *j 7-L2-B. Truck Lever. 3L B~C4~B. Fhating Lerer Fulcrum Chain. H- 3C mh s > i i -S T-C2-8. Bottom Connect/on. High Speed Foundation Brake Gear. who l 1 *t ^ r ! 1 J*m HrfMS|2(<- ti^-S? 1 — -P— — ^ B-CS-B. Floating Lever S,%S^" Fulcrum Connection. -^4 4 Elevation Half Side Framing for 60,0OO-Lb. Capacity Cars. Elevation Half Side Framing for 80,000, and 100,000-Lb. Capacity Cars. Framing of Box Cars. Elevation End Framing for 60,000, 80,000 and 100,000 Lb. Capacity Cars. Fig. 2911 — M. C. B. Recommended Practice for High Speed Foundation Brake Gear for Passenger Service, Schedule for Four Wheel Trucks; and Framing for Box Cars. (M. C. B. Sheet K.) See also Fig. 2912. 956 M. C. B. RECOMMENDED PRACTICE. Figs. 2912-2913 Schedule C. For Con We,ohino JS.OOOto 50.000 Lbs 4B£3f U s'o'-^ B-12-C. Hoofing Lever \^^i^'CS~C. Cytindera-F/ooting Lever Connection. -tffl<- ,// f il * t J. M l^ lSH " -»h/4S- B'CJ'C. Top Connection. f 1 St3 fl B C5~C. r footing Lever Fuhrvm Connection. _\<- 3p'<\ lj B-CT-C. Hand Brake ana 'Cy tinder Lever Connection. 5 t r4jA B~C6'C. Hand Brake Connection. ^ 5^ =^P-/ i^»%^P 1 -M* m:4 7-LB-C- Truck Lever? TChC. Bottom Conneci-ion. \*6gA fa ~FCZ~C: Bottom Connection l^f* ,i, >" I r Pint/*/ Used on Ail Conn- ections Except Where p m ftOjj Otherwise Holed Fig. 2912 — M. C. B. Recommended Practice for High Speed Foundation Brake Gear for Passenger Service. (M. C. B. Sheet L.) See also Fig. 2911. VOTEL THE D/MENS/ONS UNDERSCORED SHOULD BE MA/NTA/HED BUT DEPARTURE FROM C^^FR DIMENSIONS ARE ALLOWABLE TO 5o. ~ CONDITIONS. AIR BRAKE HOSE AIR SIGNAL HOSE 2 TRAIN LINE END HALVES WITH NOT LESS THAU li OPENING DIAMETER OF STEAM HOSE TO BE 1 4 l/VCHES, AND OF SUCH LENGTH THAT DISTANCE F/POM FACE OF COUP/JNG GASFET TO END OFMPPLE rV/LL BE 31 INCHES l$X 22 l£X22- ^EZTT ;sJ STEAM HOSE COUPLING 1^'niLL CPEWHS GASKET Fig. 2913 — M. C. B. Recommended Practice for Steam and Air Connections for Passenger Cars. (M. C. B. Sheet Ql.) Figs. 2914-2915 M. C. B. RECOMMENDED PRACTICE. 957 t ofBrakeCylinde^A ' and Triple Valve Ot/fsic/e Line of 'Car Body - Location of Air Brake Parts on Box and other Clear Bottom Cars. M 6 *a\c- t ^ S t of Air Brake Cylinder J M and Triple Valve ' ~ > s Outside Line of Stakes - - Hote: Dimension "A" from center of airbrake cylinder and triple valve to outside line of stakes, should H made to suit construction of car, locating the 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 Hopper Bottom Gondola Cars. r NI -4 afck=-lW Location of Air Brake Parts on Drop Bottom Gondola Cars. 4Ak- t of Air Brake Cylinder _ J and Triple Valve * , Outside Line of Stakes -> Fig. 2914 — M. C. B. Recommended Practice for Location of Air Brake Parts on Freight Cars. (M. C. B. Sheet Q.) i] Fig. 2915— M. C. B. Recommended Practice for Axle Test. (M. C. B. Sheet 1.) See also Fig. 2916. 958 M. C. B. RECOMMENDED PRACTICE. Figs. 2916-2918 *-- ' I' *I | ^= Supports . Two Thus S. C -M 10671 \ Fig. 2916— Detail for M. C. B. Recommended Practice for Axle Test. (M. C. B. Sheet I.) See also Fig. 2915. PIPING FOR BOX AND OTHER CLEAR BOTTOM CARS. Fig. 2917— M. C. B. Recommended Practice for Piping of Box and Other Clear Bottom Cars. (M. C. B. Sheet Q.) 33' 'Cost Iron Wheels fir Cars of Maximum Gross Weight not to Exceed '95000Lbs. — M Fig 2918— M. C. B. Recommended Practice for 33 in. Cast Iron Wheels for Cars of Maximum Gross Weight Not to Exceed 95,000 lb. (M. C. B. Sheet N.) Figs. 2919-2920 M. C. B. RECOMMENDED PRACTICE. 959 Fig. k — 3'- A u *-^ 33 Cosflron ffhee/srbrCars of Maximum Gross Weightmf'fo Exceed /32,0OOLbs. 2919 — M. C. B. Recommended Practice for 33 in. Cast Iron Wheels for Cars of Maximum Gross Weight Not to Exceed 132,000 lb. (M. C. B. Sheet O.) 33' 'Cost /ran Wheels fbrCars of 'Maximum Gross Height No+fo Exceed /6/.000lhs. Fig. 2920— M. C. B. Recommended Practice for 33 in. Cast Iron Wheels for Cars of Maximum Gross Weight Not to Exceed 161,000 lb. (M. C. B. Sheet P.) 960 M. C. B. RECOMMENDED PRACTICE. Figs. 2921-2922 ^AUQiNQ POINT ■3ASE UNE 1JL /BASE UINE QAUSINGi POINT BASE LINE Fig. 2921— Recommended Practice for 33 in. Solid Steel Wheels. (M. C. B. Sheet R.) ^AUG^N'^ POINT .BASE UIN5 CiAUeONCt POINT Z & X , -'ft; ' BASE LINE FOB 5X9* A*LES L Fig. 2922— Recommended Practice for 36 in. Solid Steel Wheels (M. C. B. Sheet S.) Figs. 2923-2924 M. C. B. RECOMMENDED PRACTICE. 961 4U— — GAUGING, POINT -4r (?H Fig. 2923— Recommended Practice for 38 in. Solid Steel Wheels. (M. C. B. Sheet T.) Fig. 2924— M. C. B. Recommended Practice for Train Line Connectors for Electric Lighting. (M. C. B. Sheet U.) 962 M. C. B. RECOMMENDED PRACTICE. Figs. 2925-2926 3f«ci r&* tat mow, mux bi rurr hmo anaof* M'we. »y B*n.unt on cow* NOLia/owajennircJUT Fig. 2925— Recommended Practice for Cast Steel Truck Bolster for 80,000 lb. Capacity Car, With Center Plate Integral. (M. C. B. Sheet A.) Fig. 2926— Recommended Practice for Cast Steel Truck Bolster for 100,000 lb. Capacity Car, With Center Plate Cast Integral. (M. C. B. Sheet A-l.) Figs. 2927-2928 M. C. B. RECOMMENDED PRACTICE. 963 Sf*tt MR »l|)b BfcARWW, MUSI »*■ ft AT A"0 SMOOTH . / DiSTANCb c lot. Of iiDt fttABiMc,! riw VARY f>l»>1 ■*»* J HALf tMDVlfcW. SfcCTION A-A. SfrCIion Ml. Fig. 2927— Recommended Practice for Cast Steel Truck Bolster for 140,000 lb. Capacity Car, With Center Plate Cast Integral. (M. C. B. Sheet A-2.) Fig. 2928 — Recommended Practice for Cast Steel Truck Bolster for 80,000 lb. Capacity Car, With Separate Cen- ter Plate. (M. C. B. Sheet A-3.) 964 M. C. B. RECOMMENDED PRACTICE. Figs. 2929-2930 Fig. 2929 — Recommended Practice for Cast Steel Truck Bolster for 100,000 lb. Capacity Car, With Separate Center Plate. (M. C. B. Sheet A-4.) ^-^HCLl^S OH Bl CtNTtdJ TOJUlT | i I | ,8 i--*^ Fig. 2930 — Recommended Practice for Cast Steel Truck Bolster for 140,000 lb. Capacity Car, With Separate Center Plate. (M. C. B. Sheet A-5.) Figs. 2931-2932 M. C. B. RECOMMENDED PRACTICE. 965 MSSfr Fig. 2931 — Recommended Practice for Pressed Steel Truck Bolster for 80,000 lb. Capacity Car. (M. C. B. Sheet A-6.) -si-^H^ Fig. 2932— Recommended Practice for Pressed Steel Truck Bolster for 100,000 lb. Capacity Car. (M. C. B. Sheet A-7.) 966 M. C. B. RECOMMENDED PRACTICE. Figs. 2933-2934 Fig. 2933— Recommended Practice for Pressed Steel Truck Bolster for 140,000 lb. Capacity Car. (M. C. B. Sheet A-8.) Place The T» Rlanks in Position.Any Cracks Or Openncs Around Edges To 6c Caulked With Cotton Cord heat For 48 Hours. And Then Adjust CURRENT TO MAINTAIN Approximately 7Cf F Plus ROOM TEMPERATURE ,C*J InSIDE Of Calorimeter (ft« Inside Still Air Room For test is Recommended, To Insure More Even temperature) After Flow Of heat Becomes Constant, Take Hourly Readings For Eight (a) Hours And Average The Readings. The Con- ductivity Of The Apparatus Under these Conditions Should Be Found to BECL03ETbO.IOB.TU Per Square Foot Per Hour For Each Degree F Dif- ference Between insioe ajjoOvtsioe Temperature As The Annular Space is 3'WroE ftwo TWo Feet Square, Resulting In Two Square Feet Of Surface The Thermal Loss Factor Through This Surface Should Be Approximately Zf O.I0 B.TU. OR O EO 3TU hours Should Be Reduced To BTU ByThe factor3.4Z The Formula 1 — Factor T-en Bbcomesi 5. Y W C 5 ^.4 £ oRS s4aye. 1NVVK|CM S .Thermal lossFactor.bti; loss PerSouareFoot of Calorimeter " PEROEGREE DlPTERENCEBlTWEENl>i5IMfl«nOuraO[TE«PER«TlBE C • Amperes D -Total Ascertained Decrees F Difference Between ii Outside Temperature By The Test Havimc Determined j, The Calorimeter is Heady For Testing Car Sections, When Thc Folium Beccw-is X ■ B.TU PER 50UARE FOOT PEROEGREE F OiFFSRENCE PjCTWCEN INSIDE And Outside Tr/ibe rat uhe In Z4- Houbs c • Amtcres D ■ Total Awertwneo Decrees F Difference Between And Outsioi Temperatoab By The J . thermal Loss Factor of Calorimeter i«s t,^ _ __ As Pnj OisajPTpi^. On This Shk- Fig. 2934 — Recommended Practice for Insulation, Method and Apparatus for Testing. (M. C. B. Sheet G.) Figs. 2935-2936 M. C. B. RECOMMENDED PRACTICE. 967 Lues Shoulo Be Pr«vioei3 At E' To Prevent Box Bolts From Rotating.- WiiiTH op Sioe Frame Above Journal Box, Also Bolster - .*©• $■ i i •iE -.I s - -I- 1 1 — -"i — 1 4« •fr t ^ J i i. t 1 1 .1 ^a U 4 In Tg , < .T-if — ©— -*\f-} -■© — - i^ # © H ® © i i » a : > f >• :■)- ~©~ r i © "T" --H--0 — ^ © I ©„* t ,© if © kJ'T - © _ .-t- iffi -t-f-r ~«]I I © I © © -& *t$=4 © © U-i- © ; 3 m. & -&~if ^4h^ r ©-] ^ r t I i © I -.V 1 - — +— .?► ■ < or % 1 .a i r © © ^Itii I * p* m z J I ") "3 co WW S3 -f ■^Jt* s 2)3 g*o^ UJ in n — z -J- N »(!? < « ba ■^^ Id i f sf ^ o 1- n m 7T s ■*+ -«^« o 5> oin ^irt U IB W CD < S 2 rt V z 111 I *£ >* 7T u-i »tf-rf •£ aR a) to f> rti otfr^f N •4 !fiBS = n u. O n 05 n S ; « (D -w «tf UJ 3 K - N rj >C < > •4 fi ?v? t 3 - Vj to -UP* f, o rt a •3 <-> PM = -o o •a °. c o £ c o o fi li «r^zi z i^^Bffi: Fig. 2938 M. C. B. RECOMMENDED PRACTICE. 969 ^XtjK^AN^ut IO-SO HAfcH. JC«wv CENTER PLATE. AND STRAIGHT EDC»E CAUSE- BOLSTER. VALUES TOR OlMENilONi SHOWN Bf CIRCLED NUI-IIRALV 1 2. ■i <* 5 & 7 s 9 BOOOO LB1>, 5.-4 s-a" 5 R ■*r *s *■£" *T' IOOOOO •■ G'-S" *-i£ *£ ■*r «r 5f s* *f «* KOOOO " 6-S i-S' *& '•f ■•i "i '£ *t ••I "£ '«cJ A5 v^ 4—1" — H < ■ f ,| X f ANMJ^ ^ g- I A SPRING, SEAT TO SIDE BEARING, GAUGE. ^ COLUMN POST LENGTH GAUGE.. Pig. 2938— Recommended Practice for Gages for Truck Bolsters for 80,000, 100,000 and 140,000 lb. Capacity Freight Cars. See also Fig. 2941. (M. C. B. Sheet D.) 970 M. C. B. RECOMMENDED PRACTICE. Figs. 2939-2942 e a 3 -I* I* iL -Si- Lining for Outside Framed Cars. -IS 6 "ROUSH. Sill S5 nr tf- Side Lining for Outside Framed Cars. Openings A and a. are for gaugim Max. andMih. (external) oiameter of packing ring flange. Openings B and p are for gauging Max anoMin.(external)diam. of projecting wall or face portion of ring. Slot C is for gauging thickness of flange and bevel on surface of flange. Slots D and E are for gauging Max. and Min. overall depth of ring at face. Slots Fand G are for gauging Max and Min. thickness of projecting wall or face portion of ring Flange of packing ring must fit slot C. Rings must enter all sections of gauge MARKED "MAX.* AND MUST NOT ENTER ANY SECTION OF GAUGE MARKED MIN. Fig. 2939 — Recommended Practice for Gage for Air Brake Hose Coupling Packing Ring. (M. C. B. Sheet Q-l.) 7T~ L2_ ifr* ■sf- End Lining for Outside Framed Cars. Fig. 2940 — Recommended Practice for Lining for Outside Framed Cars. (M. C. B. Sheet F.) COLUMN POST WIDTH CjAUCE.. Fig. 2941 — Recommended Practice for Gages for Truck Bolsters. See Fig. 2938. (M. C. B. Sheet D.) h aw O >< Fig. 2942 — Recommended Practice for Pulley End of Armature Shaft. (M. C. B. Sheet U-ll.) Figs. 2943-2944 M. C. B. RECOMMENDED PRACTICE. 971 N*1 '^HOUSFonjfBoWT ■ Steci. Bu&himo -*■ ^ J1=J^L ^ ! N- i U L 5tirrupLink Retaining Clamp With Split BvjsmingFdr C noss T.t. APPLIED At; A- m * ■*— "-STiRRUpLiNK BUSHING | | MS X^TIRtuP BEHKIMQ Shoe. J' -l«- -- tt ( 1 4; ■£ u - ' 1.1 1- 5tirrup Bearing Fig. 2943A— See Fig. 2944. Fig. 2943 — Recommended Practice for Pulley for Gen- erator Armature Shaft. (M. C. B. Sheet U-ll.) Cross Tie. DYNAMD 5U3PCN5IQN LINK TYPE-BE' L.T DRIVE , ... Li ; .' i ■;.") :.■"..■ SECTION ON LINE XX, . Fig. 2944 — Recommended Practice for Dynamo Suspension, Link Type Drive. (M. C. B. Sheet U-10.) 972 M. C. B. RECOMMENDED PRACTICE. Fig. 2945 U-i -j/'— ' -Oh-, 1 r J L -5- -r s "- ->!<-/-; I I I I I < 4 iS ,»4<- v4* 4(^ ^ 6 ■f iv -\- Sl'—\- r-4-H f i i *B K/|H ^Sect/en A-A Section B-B Two Thus per Car C. I. Section D-D in » ■*-j? "-■** "" * pectin Drill for/BolP^jf^ r \ <<-2"-j,—j>\ Two Thus -W.I. One Right -One Left . 4-ShI !i*i»iho - TwoThvsperCar C.I. A 3 i"_ _>L [ r 1" O l K 4 ! I i /^i/jf S/7 f A ^ Cover Frame / 4 Rubber Side L inlna Hard/tub. X 4 ■■ Fnd » .1 f Covers „ /I) f Vents II f Neaative term' 8ush, Soft ■■ if, f ,, „ a 1 Connector Sleeve ,/ n 14 4 Bottom Inst /la tors Porcelain IS 4 Rotters ■i It, f, Butters " 17 4 Holler brackets u. /. IH 4 " " Spindle Steet III 1 Chest Handle " fo h ii"F/Thread Stove Boil W.I. . h •A" Nuts ff h '/4" Washers a n 4 fa" Cotter Pin >i i>4 1 Wesl'house Ccn'torbtale r"T Style "11557 " Female tt> If •lO-l'Flt.tleadlYordSe. a n ft, •10-lk-Flat" » - n M lh tl4-l> „ ; „ „ ;if Vir," WoodDotve/s Wood i 'BF/ex.ff.C. Wire L'?4 4SStrands / "6 — ■ " L-14 So/id :',<■ / 'bflex» ■■ I -It 4SStrands 3.1 Petroivte ,14 Faratfinr ,'tt Paint M Soider Hard " Special Low Meifina IS .19 » •6ih"F/:tteadWaodSr. 4 Connector Term/nat ■11 4 Bottom ins. Support Wood ■If 2 Lead tubina Lead Fig. 2949 — M. C. B. Recommended Practice for Double Compartment Tanks for Lead Storage Batteries for Electric Lighting. (M. C. B. Sheet U6.) Compound- Rubber Coyer PureFtora Rubber fubbertSubsfitute) Fire Stock Guyu/e Reclaimed Rubber 5T„ I ! 'Old Inner Tubes) Old Rubber Dust Sulphur ^P^Mjy* J gfpM-SffJ-JI paint with Chrysolite Paint before "" Compound to be fin/shed iff. -Jit-! 7 J ~«I i ^|r -y, # # Xj»?iffi vi'i g*ngvifrifnfi^$ CHlillllillTllTin 'Cast Lead I' ■^-li! ■e or hat Iran _ ' I ' \™ It W- , Hard Rubber \( 'XX> 7&W& «Uirf* Cover f^lfriiTl/fr'i^tjffff IMJ" 'Burn here r/i. i -«-i ■•« i'* "JlYfz *i*f Positive Bridae -Cast Lead Ffc 14 — yf- * Fear Thus -Porcelain Positive Plates ->i is Separator -Hard Rubber Fot/r Thus Fpur Thus Hard Rubber Fig. 2950 — M. C. B. Recommended Practice for Double Compartment Tank Details for Electric Lighting. (M. C. B. Sheet U7.) Fig. 2951-2952 M. C. B. RECOMMENDED PRACTICE. 975 Battery Tank Handle & Plate Drill ant SC for iNHI4 JBSi /3w 7^£/j- -Porce/aln. Western £ Co. Std N g 17. Cat. N? 13340. *E -4f j" /w/- 7^^j -Malleable Iron '3 18 Threads perlnch Two Thus 'Hard Rubber Two Thus - Soft Rubber '/>*? Terminal Bushing Ptne'Rara Rubber $6% Sulphur 4% Fig. 2951 — M. C. B. Recommended Practice for Double Compartment Tank Details for Electric Lighting. (M. C. B. Sheet U8.) MAX. 2^" * G-I8i> "MAX. 3^. G.30 STANDARD LAMPS. # $*icS OL. FOR 5'sTO v B BOLT-CS-WAO 0.Z J 2 4. £_<2__ 3»o $1 2° o; ft I 5 Yt I pom mob tw | ^ — £,*— — " ="■ -f*— it" DOOR VENT FOR BATTERY BOX. Fig. 2951 — M. C. B. Recommended Practice for Double Compartment Tank Details for Electric Lighting. Lighting. (M. C. B. Sheet U9.) Catalogue Section The Catalogue Section which follows is shown for the first time in this edition of the Car Builders' Dictionary. A number of requests have been made by users of this book for more detailed information about the devices shown in the Illustrated Section. By confining that section to illustrations, captions, and dimensions, it has already grown to a large size, so that it is impractical to add thereto. In the Catalogue Section, however, pages 977 to 1021, an oppor- tunity has been given manufacturers to supply information that will be helpful to those interested in car building and maintenance. A serious attempt has been made to furnish data that is informative and practical. The Buyers' Classified Directory, pages 1023 to 1028B, has also an added feature. Under the name of any given product is not only the manufacturers' name but reference to the page or pages used by that concern and, also, the various figure numbers referring to cuts in the Illustrated Section. Thus a complete reference is quickly obtainable. The Trade Name Index, pages 1 029 and 1 030, makes it easy to find a product where only the trade name is known. Following the indexes is the usual Advertising Section. The Alphabetical Index, on page 1 022, contains a complete list of the names of all manufacturers represented in either the Catalogue or Advertising Sections. iiiiimiiiiiiimiiiiiiuir 977 SAFETY CAR HEATING AND LIGHTING CO., 2 RECTOR STREET, NEW YORK, N. Y. Safety Electric Light "Under-frame" System The "Under-frame" car lighting electric equipment has the gen- erator suspended from the under- frame or body of, the car, instead of from the car truck. This method of suspension has eliminated many difficulties arising from the present designs of steel trucks and steel car bodies, with the deep center sill. The advantages, demonstrated in actual service, are: ( 1 ) Reduction of about HO per cent in weight of generator and suspension. (2 i Removal of three-fourths of a ton of overbalancing weight from the car truck. (3) Increased clearances between gins and belt. aid sill or brake rit The generator is four pole, shunt wound, gives sparkless commuta- tion and has a capacity of 3 K.W. (75 amperes at 40 volts). The magnet frame is a one-piece the supporting lugs being cast solid with the casting frame. A hand-hole cover is provided at the commutator end to facilitate inspection. The field coils are oilproof and waterproof, held se- curely in position to guard against wear caused by rub- bing against the pole pieces. The armature is form wound, the conductors having fireproof insulation. The armature core is built up of transformer iron laminations, insulated after punching. The commutator bars are of hard drawn copper, hav- ing liberal wearing depth and ample area to carry the maximum output of the generator. Best grade mica in- Moving Parts of Suspension Jirj Movinii, Parts of Suspensioi /Top of Rail A graphical comparison of size, simplicity and clearances between "Under-frame" equipment and equipment mounted on the car truck. (4) Increased clearances between generator and track (see illustration). (5) Moving parts of the suspension are located out of danger from ice, snow and dropping condensation from traps on steam heating systems (see illus- tration ) . (6) Decrease in wear of generator and suspension parts. (7) Increased accessibility for inspection and repairs. An inspection can be made without getting be- tween the rails beneath the car. (S) Ease of installation. This type of equipment accom- modates itself to the standard positions of brake rigging and other parts underneath the car. Constant Belt Tension With this system of suspension, changing angle between the car and truck as well as variable dis- tance between the centers of the car axle and generator shaft must be adequately taken care of. This is accomplished by a simple belt tension device which utilizes the weight of the generator, working in conjunction with a tension spring; the parts being so designed that the sum of these two varying factors is constant. Excessive belt tension is prevented and belt slippage is eliminated. No adjustment of this belt tension device is required to maintain its proper operation. sulator is used, having the same rate of wear as the com- mutator bars. Ball-bearings, of a type especially designed for this service, are used throughout. Grease grooves and felt washers prevent the entrance of dirt into the bearings and the leakage of grease into portions of the dynamo where it should not go. Brushes an' of high-grade carbon and provided with a device for maintaining constant pressure of the brush on the commutator. The direction of current from the dynamo is kept constant by rotating the brushes through an angle of 90 degrees whenever the direction of rotation of the armature is changed. Truck Suspended Generators The design of suspension employed in Safety equipments, where the generator is to be suspended from the truck, is simple, gives maxi- mum strength and permits easy access to all parts of the equipment. It provides a parallel suspension with the points of support below the dynamo. All parts subjected to wear are lubricated from grease pockets, requiring no adjustment by the car builder. Generators are furnished for truck suspensions with 1 K.W., 2.6 K.W., 4 K.W. (40 volts— 100 amperes), and 4 K.W. (SO volts — 50 amperes) capacities. The speci- fications are in other respects similar to the "Under- frame" generator. 978 SAFETY CAR HEATING AND LIGHTING CO., 2 RECTOR STREET, NEW YORK, N. Y. Safety Electric Light Pintsch Mantle Light (Continued) The Safety "Type F" dynamo regulator protects the dynamo from overload and I he batteries from overcharge and also ensures recharging of the batteries in the shortest possible time, when recharging is necessary. The dynamo is controlled to give the proper output "TypeF" Regulator "Type F" Dynamo Regulator. "Type F"Lamp Regulator. through changes in speed and changes in battery condi- tions. This system of regulation, wherein the current deliv- ered to the batteries by the generator automatically tapers down to a low value as the batteries become fully charged, will maintain the service with a higher lighting load than with a system, having a generator of the same capacity, but in which the regulator maintains the cur- rent constant, regardless of lamp load. All parts of the dynamo are mechanically balanced by springs. Inverted air dashpots with graphite plungers give constant action winter or summer and do not be- come clogged by the dust of service. The Safety "Type I'"' lamp regulator consists of tun 1 ■ ? ,■ : ;; Vdij-j AT ■' Battery Charging Curve with "Type F" Dynamo Regulator. parallel piles of carbon discs in series with the lamps. The resistance of these carbons is regulated by pressure, determined by the armature of a magnet, the windings of which receive lamp voltage. A unique design of magnet and levers maintains a degree of accuracy in voltage regulation without the use of any auxiliary control. Inverted air dashpots, of the same type as on the dynamo regulator, are used on the lamp regulator. Voltage coils on both dynamo and lamp regulators are compensated for change in voltage, due to heating of the coil windings, by zero co-efficient resistances placed in series with the coils. Where Used For passenger coach lighting and postal car lighting, no system is so adequately adapted on account of its low cost of operation, bril- _ Haul illumination, availability, re- liability and simplicity. For dining cars, cafe cars, etc., where decorative effect is desired, it is used 10 advan- tage. As an auxiliary to eleciric light it is particularly recommended, since it incurs no operating expense when not used. By the use of Pintsch gas with special inverted mantle burners, the candlepower is increased more than threefold, and a steady, pleas- ing white light is produced. A of 100 candlepower for one cent a burning hour, mum available capacity;— based on 4 hours burning y, a two-lank Pintsch equipment will supply lights tal 600 candlepower for nearly 40 burning hours, or ii days, without replenishment of Hie supply, nimum weigh I of equipment. A Pintsch two-tank Sleeping Car with Pintsch Mantle Light. equipment is about one-third the weight of an electric lighting equip- ment, witli an economy in haulage of from $10.00 to $20.00 a car month. Simplicity of operation. This system is not affected by weather conditions, and having no delicate mechanisms, is not affected by the severe conditions of railway service. Low cost of installation. The cost of the entire equipment, including labor, is about one-half that of electric light. In staterooms and compartments, or wherever local control of the light is desired, electric ignition is provided A combination gas cock and electric ranged that the lamp is lighted by switch. switch simply turnm :> ar- t the 979 SAFETY CAR HEATING AND LIGHTING CO., 2 RECTOR STREET, NEW YORK, N. Y. Car Lighting Fixtures Phantom view of Safety Shade Holder. Essentia] Features The aim i u de- sign of S a f e ty car light- ing fixtures is to combine ar- tistic excellence with practi- cal means for utilizing the light source and reflecting media for the most satisfac- tory illumination of pas- senger and postal cars. The specifications which govern our designs, are: (1) Location and candle- power of light units with the selection of proper light distrib- uting (reflecting and diffusing) media to obtain the best il- lumination. We have a well-equipped illu- minating engineering department. (2) The best means of sup- porting the light units and accessories in their proper rela- tion for these selected locations. (3) Selection of materials and design to with- stand the severe con- ditions of railway service. (4) Operation of the fixture to obtain the lowest maintenance cost. (5) Appearance, contour, color and decoration best conforming to the environments of the fixture in the car. These specifications have been embodied in our large variety of both gas and elec- tric lighting fixtures; direct, semi - indirect a n d indirect lighting units, enclosing bowl units, deck lamps, bracket lamps, berth lamps, table lamps, candelabra, etc. The Safety shade- holder, used ex- clusively on our fixtures, is es- pecially designed for railway service. Its principle is a series of flexible metal fingers, engaging the neck of the shade or reflector with a firm grip, but with sufficient elas- ticity to absorb the shock of vibration and expansion. These fingers are reinforced by a locking cap. The shade is easily inserted or removed. The holder is compact and has no loose or delicate parts to wear. Over 100,000 of these shadeholders are now used in railway service. 980 M A SAFETY CAR HEATING AND LIGHTING CO., 2 RECTOR STREET, NEW YORK, N. Y. Car Lighting Fixtures Safety Electric Fans Special Features (Continued) All Safe- ty fix- t u r e s, designed for use on ear ceilings or in other loca- tions which require occasional renovation, have the exterior or ornamental parts removably at- tached to the supporting frame in a manner to permit easy and quick removal. This facilitates installation and inspection and saves the exterior of the fixture from paint mutilation. The Pintsch mantle, used on gas lamps, and the Safety lamp socket, used on electric fixtures, are both the result of careful ex- perimentation in railway service. They are both made exclusively for railway service. The Safety electric lamp socket is heavily insulated, has a strong spring base-contact and is equipped with moulded wire leads. Electric Berth Lamp No. 2485. Showing roof connections. We have a complete line of both Pintsch mantle and electric fix- tures for postal cars. The fixtures with their reflec- tors are especially de- signed to meet the United States Post Office Depart- ment specifications. Our engineering and de- signing departments will submit designs of fixtures to meet any exceptional requirements, and will be glad to engineer any new illuminating propositions. As a result of careful laboratory and service tests, covering practically every type of light re- flecting and diffusing me- dia, we have selected a line of glass and metal reflectors and bowls to meet every car lighting requirement. tonMAL Safety Electric Socket. the Safety fan principles. lias The proportions of passenger car interiors have exacted conditions which the ordinary commercial electric fans will not satisfy. To meet these special requirements, been developed on entirely new Operation The principle of operation utilizes a series of air deflecting planes geared to the shaft of the fan and revolving at variable speeds to suit (he requirements. These de- flecting planes distribute the air currents to the required locations in the car, and provide a soft, cooling breeze Combination Electric Fan No. 9980B. every three seconds or at less frequent intervals if de- sired. The fans are equipped for three- speeds and at m a x i m u m speed consume about 60 watts. These fans are located along the cen- ter deck of the car at inter- vals of 6 feet or 9 feet, or in the center of the ceiling in staterooms. They are fur- nished with or without elec- tric lights as desired; either one, two or Electric Fan No. 9980A. four lights being used. All parts are located below the car motor easily accessible for inspection, used throughout. ceiling, with the Ball bearings are Advantages Equal distribution of the air cur- rents throughout the entire length of the car. Economy of energy, since the air is moved only where it is needed. Avoidance of harsh, steady blasts of air on the head of the passenger, which frequently result in colds and other discomforts. Utilization of an efficient fan and a lighting unit* in one fixture, avoiding overcrowded car ceilings. Low cost of operation. Distribution of air circulation on scientific principles. 981 CONSOLIDATED RAILWAY ELECTRIC LIGHTING & EQUIPMENT CO., 11 PINE STREET, NEW YORK, N. Y. Electric Car Lighting Equipment I Storage battery maintenance is Regulator with ,. t . . ... . . . . s IT one of the largest items in electric Ampere Hour Meter Control car "shting costs. Any car light- ing system, therefore, that pro- longs the life of the battery and saves labor and renewals by preventing overcharging, is worth more to the railways than one that does not take the conservation of the battery into account. The type L regulator with ampere-hour meter con- trol of the battery charging current, permits the stor- age battery on a car to be charged at its proper rate until fully charged, at which time the meter shows "lull charge" in the battery. The indicating hand of Type L Regulator. the meter controls a small switch located at the "full charge" point, which, when closed, causes additional resistance to be put in the generator field, thus reduc- ing the output of the generator to a small or insigni- ficant amount, at the same time the generator is held in condition to assume the load of lamps or other de- vices that may lie turned on, without calling upon the battery to furnish any current until the car comes to a stop. The discharge that lias taken place while standing is immediately replaced in the battery upon the car resuming a speed of 20 miles per hour or more, the generator furnishing the necessary current for the lamps, plus the current required to replenish the bat- tery until such time as the meter indicates "full continued, the generator furnishing sufficient current for (lie lamps only. It will thus be seen that the generator lights the car at all times when running at 20 miles per hour or more; the battery is only used when standing, and is left fully charged at all times, yet it cannot be overcharged. The life of the battery is prolonged by using it less than on other equipments, and by the prevention of overcharging. On four hundred cars the saving is at least $15,000 per year. The meter itself keeps accurate record of the amount of charge and discharge that the battery has been get- ting during any period. It is the most accurate method of controlling batteries, and is equivalent to having an expert battery man on every car. Advantages ( 1 ) The battery is operated for the most part over the "top" range of its capacity with only occasionally a long discharge. This is very much like floating battery service where ten years' average life is expected 12) In measuring the current by a meter, that is tint into the battery, the well-known inaccuracies and unreliability of voltage regulation are avoided. ( 3 ) Battery is charged for a predetermined number of ampere-hours, then the generator voltage is auto- matically reduced to battery "floating voltage," which may be any voltage desired. 1 4 ) An indicator is provided, showing at all times the amount of available current in the battery. (5) The recording train of dials show at all times the total amount of current the battery has delivered since installation. (6) Record can thus be kept equipment. of performance of (7) Ampere-hour meter is provided with a shunt through which the battery current passes. The mech- anism of the meter is connected across the terminals of this shunt. Thus any disarrangement of the meter will cause no interruption of the lighting. ( S ) Battery is kept fully charged at all times, but cannot be overcharged. ( 9 ) Maximum battery capacity is available in short- est possible time after any discharge, which cannot be done by other methods of charging. With this system the full battery is always ready for emergencies. (10) Reduced cost of maintenance by prolonging the life of the battery, saving in washing, flushing and gen- eral maintenance. ( 11 ) By means of the meter a check-up is provided charge," whereupon the same forces are brought into on the use of current for car cleaning at night, and play as before and the charging of the flattery is dis- also wasteful use of lights by the train crew. 982 CONSOLIDATED RAILWAY ELECTRIC LIGHTING & EQUIPMENT CO. 11 PINE STREET, NEW YORK, N. Y. Electric Car Lighting Equipment {Concluded) Truck Suspension Consoli- dated Axle Light t r u c k s u s p e n - sions are dis- tinguished by the small number of wearing parts. They have two lu- bricated bearings as compared with as many as eight unlubricated bear- ings on others. The two bearings are as far apart as possible, so that slight wear on one or the other does not affect the alignment of the pul- leys as is the case when the bear- ings are close together. Axle Light equipments are fur- nished for either truck suspension or "body hung," as desired. Axle Light lamp regula- tors employ metallic re- resist- ances, thus avoiding the losses, un- reliability and incident mechanical and electrical red tape found in carbon pile regulators for the same purpose. Generator Axle Light genera- tors employ c o m m m u - fating poles, which insure sparkless commutators at all speeds and loads, thus insur- ing low cost of maintenance. Stand- ard 412 ball-bearings are employed in the 2, ■', and 4 kw. sizes. Axle L i g h t belting is made in ac- cordance with specifi- cations which are the result of over fifteen years' actual experience in operating electric light equipments It is the best rubber belting that it is possible to make, and is cheaper in the long run than belts of lower price and inferior quality. Axle Light Belting. Axle Light Truck Suspension. Axle Light Generator. Axle Light Lamp Regulator. 982 THE ELECTRIC STORAGE BATTERY COMPANY, PHILADELPHIA, PA. E. S. B. Constant Voltage Axle Lighting System The generator is of the Rosenberg type and develops the same po- larity with either direction of ro- tation, requiring no pole changer. Constant voltage field control is secured by means of resistance units having special temperature coefficients, permanently connected into a Wheatstone bridge. There are no moving parts, carbon piles, dash pots, pivots, levers, moving or vibrating contacts. An automatic switch closes in response to very small difference of voltage between generator and battery, in- suring positive action, absolutely free from arcing and chattering, causing not the slightest flicker at the lamps. No lamp regulator is required, the voltage of the gen- erator being held close to the normal floating voltage of the battery. The switchboard measures f8 inches by 15 inches. The suspension is the E. S. B. type, the generator be- ing carried on interchangeable loop bars suspended from two bearing pins, free to turn in steel bushings clamped in the bearing saddles, and adjustable longitudinally along the side bars. There is no wear except at these two bearings, and these (two pins and two bushings) are easily and cheaply renewed. There is no motion or wear at feet of machine, which are solidly clamped to the loop bars. Permanent belt alignment insures long belt life (nh, (Mil) to 90,00(1 miles per belt). This suspension may be applied either to the truck or to the car body. Points of Superiority in Operation With this system no adjustments are necessary. The apparatus will automatically adjust itself to vari- ous conditions of load and service, the generator output varying to meet the requirements. There is no excessive overcharging of the battery and no appreciable gassing. This prolongs the life of the plates and gives ideal conditions from the battery stand- point, insuring long plate life, infrequent flushing (twice a year), reduction in amount of sediment and frequency of cleaning (once in five years). The cost of inspection is reduced to a minimum. The simplicity of the apparatus is such as to require but little attention. By throwing" over the test switch on the switchboard, the inspector can determine in a few sec- onds the condition of the control circuits. r^_Sl Reversal of polarity, whether caused by crossed leads from battery or generator or otherwise, is immediately and automatically corrected as soon as the generator starts up; the polarity of the machine, if wrong, being reversed by the battery when the automatic switch closes. The charging rate is automatically adjusted to the con- dition of the battery. A considerably discharged battery will be rapidly charged at the maximum safe output of the generator. A fully charged battery will receive just sufficient trickling charge to keep if full, but will re- charge rapidly for a few minutes after a short discharge until the current taken out has been restored. There is no leakage of current from the battery when the generator is shut down. There are no polarizing or "teaser" coils taking current from the battery when the car is standing. The equipment may, therefore, stand idle for months and yet the battery will be ready for service when wanted. The highest quality of material and workmanship are used throughout, insuring low maintenance costs and long life. Detail drawings of this equipment are shown in the illustrated section of this dictionary, pages 855 and 856. 984 COMMERCIAL ACETYLENE RY. LIGHT & SIGNAL CO., INC., NEW YORK, Acetylene Mantle Light Dalen System Application This system has advantageously been employed for the lighting of passenger coaches, postal cars and baggage cars and proved its un- surpassed efficiency, both as to economy and reliability. The flexibility of the system makes it the ideal illuminating system for such cases where an even distribution of the light is required. Where an auxiliary to an electric lighting equipment is desired, this is highly recommended. Maintenance The standard passenger car of the present day requires approximate- ly 600 candlepower for good light- ing. A cylinder containing 500 cu. ft. of Commercial Acetylene will supply this light for 25 days, with an average burn- ing of 4% hours per day. The cylinder can be re- charged on the car from a yard line or exchanged when empty for one fully charged in about one-half hour's time. The light is pleasingly soft and any artistic effects desired can easily be produced at a low cost of installation and maintenance. Its economy is proved by the fact that more than three times the candlepower is produced by the same amount of gas over any other system known. The candlepower per cubic foot of gas remains con- stant regardless of the size of burner used. A light of 150 candlepower consumes one cubic foot of gas per hour. This can be distributed to, say, ten units each of 15 c.p. and consuming 1/10 cu. ft. per hour or, in any other proportion that would produce the desired dis- tribution of light. The lights can all be controlled by means of a simple valve arrangement from one end of the car, eliminating the lighting of lamps by trainmen passing through the car with the old familiar torch and taper. Operation The simplicity in operation of the Dalen system is best illustrated by the fact that once installed and with gas in the cylinder there is no other work necessary in con- nection with the system, but to turn on the gas when the light is required. If it is desired to change the candlepower of a certain light, to increase or decrease it, all that is necessary to do is to change the burner til) and the mantle to the size wanted. The lamp fixture itself remains untouched. Weight and Cost of Equipment The weight of the equipment with a 500 cu. ft. cylinder is about one- sixth that of an electric equip- ment, and the cost of the equip- ment installed is a trifle over on/>- half that of any electric lighting system. 985 AMERICAN STEEL FOUNDRIES, CHICAGO, NEW YORK, ST. LOUIS. Davis Cast Steel Wheel The essen- tial feature of the Davis steel wheel is that it combines in o n e casting a hard, toug h m a n g a - nese tread and flange a n d a \ Major Coupler is also made for passenger cars and engines, these couplers using the same lock, knuckle and pin as the freight car coupler. The .Major Coupler is of the one-piece lock type, as dis- tinguished from couplers having kickers or extra parts for opening the knuckle. The operation is as follows: The first raising of the lock disengages the knuckle; further raising puts the lock on the lock-set and further lifting of the lock throws the knuckle to full open position. When the operating lever is now allowed to fall to nor- mal position, the lock rests on the upper surface of the knuckle tail and in position to positively lock the knuckle, whenever the knuckle is closed. The lock. which is simply a short block contained entirely within the coupler head, thus performs all the functions of lock, knuckle opener and lock-set. The pivot pin is relieved of the heavy pulling strains and corresponding shoulders on the knuckle and coupler head take the buffing strains. The one-piece Major Lock, combin- ing all functions, permits of the maximum strength for coupler head and knuckle and the greatest ease of operation. The lock being a short block entirely within the lock housing at all times, cannot bend, and when in locked position is always in compression only. In the design of this coupler the distribution of metal is such as to give a strong efficient coupler and yet keep within the M. C. B. dimensions. In the underlift coupler the release rigging is entirely below the top of the coupler. This is advantageous on flat, end door automobile and ballast cars where top-lift rods are liable to damage by lading. The underlift type of coupler, on account of its closed top, is free from in- terference in operation from collection of dirt, snow, ice, etc. This type of operation also entirely eliminates any trouble with chains or clevises. The trainmen cannot operate it while between the cars, thus making it espe- cially safe. THE BUCKEYE STEEL CASTINGS COMPANY, COLUMBUS, OHIO. Buckeye Cast Steel Truck Frame Description The Buckeye Cast Steel Truck Frame is designed for use on heavy freight equipment. It is made in channel section which gives 100 per cent, more strength transversely, while having the same vertical strength and weight as the ordinary T-section frame. The sec- tions are uniform throughout, thus insuring sound cast- ings. The brake hangers and journal box tie bar sup- ports are cast integral with the frame. As illustrated, two designs of these frames are manu- factured. One uses the bolted type journal box, while the other uses a special pedestal type box. The pedes- tal type frame has jaws at each end that engage with slots in the journal box, the weight of the frame being all that is required to hold the box in place in service. To keep the frames and boxes together in case of de- railment, a safety bolt at the bottom of the jaw engages a lug cast on the box and effectually prevents their separation. " The Buckeye Cast Steel Truck Side Frame conforms to M. C. B. Advantages requirements both as to limiting dimensions, weight and strength. - This frame was tested by the il. C. B. Association ( M. C. B. proceedings, Exhibit P, Test 43 i. and the results show that this frame lias an ultimate strength, twice that of a similar capacity *irch bar construction. The one-piece construction greatly reduces the cost of inspection and repairs as there are no parts to wear or jar loose. The use of the pedestal type truck permits easy re- placing of the wheels. Removing one bolt in each journal box and jacking up the frame permits replace- ments without disturbing any other part of the truck. Buckeye Cast Steel Coupler Yoke The Buckeye Cast Steel Coupler Yoke is a one-piece steel casting Description w i trj a distribution of metal that gives uniform strength through- out. Being an integral casting, it entirely eliminates all troubles due to rivets, and this re- duces to practically nothing the maintenance cost of the draft gear attachment. The coupler butt fits into a hooded head provided at the front end of the yoke and is held in place by a standard M. C. B. key. This coupler yoke is so designed that it permits the use of any type of spring or friction draft gear and of couplers with any size butt. The use of couplers with the smallest size butt reduces coupler cost. If a coupler withdrawn and is broke a new n on th coupler e road, the applied in key may be a very few minutes, without disturbing the yoke or draft gear. The use of this coupler yoke eliminates cutting cars out of the train to replace couplers. radial movement. The key connection to the coupler is over 100 per cent, stronger than the riveted connection. The connection to the coupler is flexible, allowing lateral and Church Street. This company also maintains sales offices at the following places: Chicago, 619 Railway Exchange; St. Paul, 817 Merchants Bank Building, and New York, 50 989 THE McCONWAY & TORLEY CO., PITTSBURGH, PA. Couplers This company was the original manufacturer of the a center stem having wide lateral motion in the stirrup M. C. B. type of coupler, ami has manufactured and put or carrying iron, both with spring controlled movement in service many different designs of such couplers, fol- normally keeping them on center line, lowing the evolution in railway equipment and require- In addition to the features of curvature described ments, embodying in the improved designs of couplers other important features of this equipment are its great from time to time, as they have seemed desirable, new strength, secured by having an extra heavy coupler features and functions to keep them strictly up-to-date head and knuckle, with wrought iron stems. The coup- witli service requirements and with the requirements of ler is the gravity lock type, with knuckle-opener and the M. C. B. Association and Safety Appliance Laws. The latest types of couplers manufactured by this com- pany embodying all the latest improvements are the Pitt couplers for passenger equipment and the Pitt and the Penn couplers for freight cars, locomotives and loco- motive tenders. The Pitt Passenger Equipment Coupler This coupler was designed espe- cially to meet the requirements of passenger service, and in it have been embodied all the develop- ments for perfecting passenger couplers over a long period of years. It was designed to meet the most severe conditions of service on heavy steel passenger equipment cars, and is in service on thousands of such equipment. The experimental period of this type of coupler is now some years passed, and it has proven to be a thoroughly satisfactory and suc- cessful system. Important Features One of the important features of this equipment is its great flexi- bility of curvature. It is an im- portant feature because it relieves side strains to the car and plat- forms in passing over curves and tangents and thereby increases the life of the car, as well as the life of the coupler equipment, and this flexibility of connection between the cars adds also to the smooth running of the train. This flexibility is accomplished in the Pitt equipment by a pivoted coupler head in connection with all up-to-date features, complying fully with the recom- mendations and requirements of the M. C. B. Associa- tion and the provisions of the Safety Appliance Law. This coupler equipment can be furnished with either overhead uncoupling rods operating from one or both sides of the car and from the platform: from one or both sides of the car without the platform cut; or with underneath uncoupling rods operating from either one or both sides of the car. The underneath system of uncoupling levers, as shown by the illustration, is recommended as being the sim- plest and probably the most efficient design. These un- coupling rods can be applied to the coupler from both sides of the car as illustrated, or from one side, either right or left, if desired. The rods are suspended below the platform so as not to interfere with train pipes or other platform attachments. These uncoupling rods rotate in uncoupling the same as the uncoupling lever on freight, cars. This coupler has the lock-to-the-lock and knuckle- opener operating in the same manner as those functions in a freight coupler. The lock-to-the-lock positively prevents any accidental uncoupling, and the knuckle-opener can be operated by the uncoupling rod to open the knuckle either from a fully closed position, or from any partially open posi- tion to the full range of its movement ready for the operation of coupling, without the trainman going be- tween the ends of the cars. 990 j.n.E. ivicuuiNWAY & TORLEY CO., PITTSBURGH, PA. Couplers Requirements The principal requirements in M. C. B. Freight Car, Locomotive and Tender Couplers are as follows: Automatic coupling, the mechan- ism being so designed as to couple and lock when the knuckle is closed by the impact of coupling; lock-to-the-loek, so that the lock cannot acci- dentally become uncoupled without operating the un- coupling lever; knuckle-opening, so that the knuckle may be fully opened ready for coupling by means of the uncoupling lever without the necessity of the trainman going between the cars to open the knuckle by hand. It should be substantially constructed of the best material, simple in design, have as few parts as is consistent with effectively performing the functions above stated, meet with the M. C, B. Standards and recommendations, and all the requirements of the Safety Appliance Laws. __^^^_^ = ____ These couplers are our latest de- velopments in M. C. B. couplers. They have all the up-to-date desir- able features together with the simplicity of the early Janney type. They are made of a high I quality acid open hearth steel thoroughly annealed, and designed to successfully withstand the severe usage of service. They have all the functions recommended or required by the M. C. B. Association and Safety Appliance Laws, and are economical to maintain, automatic in operation, have a lock-set, a lock-to-the-lock and a knuckle-opener. Lock-Set. Lock setting is accomplished by the lock- ing block, when raised to the uncoupling position, rest- ing on a seat, from which it is dislodged on the closing movement of the knuckle in the act of coupling. Lock-to-the-Lock. The locking pin cannot climb, being held in the locked position by a trigger which engages the under side of the top wall of the coupler head, thus preventing accidental uncoupling. Knuckle-Opener. The knuckle-opener pushes the knuckle open to its fullest range of movement from a The Pitt Coupler The Penn Coupler for Freight Cars, Engines and Tenders fully closed position or from any partially open position, and its path of movement is such as to insure easy and complete opening of the knuckle. These couplers are made in both the M. C. B. shank and pivot type. The shank type is suitable for use on freight cars and locomotive tenders in connection with any standard draft gear, while the pivot type is used with a coupler pocket on either locomotive tenders or front of engine. The coupler pockets made by this com- pany are of simple and efficient design for use on either front or rear ends: the flanges are made to suit the individual requirements of the application. They are heavily ribbed and designed to stand the severest serv- ice. The material used is the same high quality acid open hearth steel as used in the manufacture of coup- lers, carefully annealed, producing a casting of uniform quality and great strength. Especial attention is called to the large area of the locking surface (practically five square inches) on the locking block and the knuckle of the Penn coupler, and to the fact that no portion of the locking block extends below the bottom wall of the coupler. The large area of the locking surface on the locking block and the knuckle insures durability. Among the many desirable features of the Penn coup- ler is that of easy accessibility of parts, thus facilitat- ing repairs. To remove the lock it is only necessary to take out the clevis pin cotter and lift out the trigger. After the locking block has been removed, the knuckle- opener can be lifted out through the opening in the top of the coupler. By this arrangement the necessity of first removing the knuckle pin and knuckle, in order to get at the locking block, is obviated. When the lock- ing block is lifted by means of the chain on the uncoup- ling lever, it cannot come out, being prevented by the projecting lower end of the trigger. With the knuckle open the locking block is held in such a position as to make coupling positive when the knuckle is closed. The design and simplicity of these couplers reduces maintenance charges and keeps the equipment in service. The quality of the material and the method of manu- facture produces uniform metal of great strength. i| This company is one of the oldest Manufacturing ! and lar S est manufacturers of cast Facilities ' i steel and nlall eable iron special- 1 j ties for railroad work. The fac- tory and equipment are modern in every respect, the latest devices tending to improve quality and increase production are employed, and the organization is composed of men especially skilled in their line. All work is carefully inspected and tested by this company to determine any defects and any product not meeting these tests is rejected. This method insures the durability and proper performance of all products. 991 GOULD COUPLER COMPANY, 30 E. 42ND ST.. NEW yujxis., ri. i. Gould Car Specialties The Gould Cast Steel Body Bolster Body Bolster for reinforcing wooden under- frame cars is designed to use short steel draft sills and continu- ous steel center sills between the bolsters.. It is cast in one piece and projecting brackets are provided to receive ends of draft and center sills. The Gould Inset Lid Journal Box is provided with a lid with con- tinuous beveled face which does not project beyond the mouth of the box and is dust proof. The Gould Pinless Lid Journal Box is provided with lid interlocking on lug on the box and no lid pin is Continuous Spring Buffer Gould Frictio The Gould Continuous Spring Buf- fer is a simple and effective buffer for passenger cars without plat- form, refrigerator, express or other cars used in passenger ser- vice. This buffer affords continuous passageway from car to car and may be used with ordinary freight type coupler and draft gear if desired. The Improved Friction Buffer Gould Improved Friction Buffer was designed for use with heavy modern steel equipment, is self contained and is easily ap- plied and removed from cars. It provides a coupling up movement of 2% inches and a buffing movement of 2y., inches with a capacity up to 150,000 lbs., which may be reduced to any desired point by removing leaf springs and substituting a shim plate. The illustrations show it applied to different types of cars. All Gould Freight Couplers have positive, automatic lock sets and knuckle openers, and the knuckles are equipped with shoulders inter- locking in the head to relieve the knuckle pins of injurious strains. It can be furnished with any length of head or style of shank and can be furnished side operative if required. The Gould Passenger Couplers are of improved design to suit modern heavy equipment. They have a positive bolt lock and bell crank knuckle opener and can be fur- nished to operate right and left at the bottom, right and left at the top. or from the side of coupler head as preferred by the customer. They are furnished with a great variety of shanks to suit different car conditions. The Gould Combination, Coupler Carrier and Centering Device is of new design. It will safely carry and centralize the heaviest coupler. The Gould Platform is made up of "Z" Bars extending from the end sills to or through the body bol- ster. It may be arranged to suit any style of body bolster, end sill, buffer, or draft gear. It is a valuable device for strengthening cars with wooden underframes. Friction Draft Gear Passenger Coupler Carrier and Centering Device n Draft Gear. required. A coil type of spring is used. The ordinary MCB lid can be applied to this box. The Gould Coupler Company also furnishes the ordinary MCB Standard Journal Box in all styles. The Gould Friction Draft Gear is of improved design and is of all steel construction. It consists of a casing, a heavy double coil release spring, a center follower, a pair of case hardened wedges and two groups of plate or leaf springs. In buffing or pulling these wedges are forced inward by inclined faces in the casing, thus com- pressing the leaf Spring element. The function of the double coil spring is to return the release elements to its forward position and it is sufficiently heavy in design to do this under all conditions. Only one fol- lower is required, the other being integral with the casing. The maximum capacity of the gear is 240,000 lbs. with a travel of 2y 3 inches. Leaf springs may be removed and shims substituted to reduce capacity or to compensate for wear. An important feature of this gear is the low recoil eliminating injury to the car from this source. It is designed for MCB pocket space of 24% inches x 12% inches x 9% inches or for passenger service to suit fjH-inch yoke. Capacity of passenger gear, 150,000 lbs. with travel of 2% inches. Gould "Z" Type Cast Steel Truck Bolster is so designed that maxi- mum of vertical and transverse strength is obtained at moderate weight. Owing to the unique de- sign a transverse strength of at least 75 per cent of the vertical is guaranteed. Gould Cast Steel Truck Side Frame is of the well known "T" section except that the beading around the openings in the frame has been widened, being the full width of the frame at the column and narrowing up as it approaches the ends. This adds greatly to the transverse strength and also provides additional ver- tical strength. Gould Z Type Truck Bolster Cast Steel Truck Side Frame Steel Draft Sills or Passenger Car Platforms Vestibules The Gould Vestibule Face Plate extends down over the buffer plate and is secured to it. The top of the plate is forced outward by push rods, which are bolted to the vestibule subframe at their lower ends and are con- nected at their upper ends to spring actuated plungers. T-Irons riveted to the legs of the Face Plate add to its stiffness. ' 99 ? *.*.J-j 1 W XV£j railway EQUIPMENT CO., MONADNOCK BLOCK, CHICAGO, ILL. The Murray Keyoke Pinless Interlocking Hinge The Murray Yoke is adapted for use with any design of draft gear. It has a number of distinctive fea- tures that offer obvious advan- tages over any other yoke on the market. No simpler yoke was e\er designed. It consists of two open hearth thor- oughly annealed steel castings, jointed together at one end by a pinless interlocking hinge. The other end of the casting is provided with slots to take the standard lig-inch by 5-inch coupler keys. When the yoke is in position the slots register with the standard slot of the same size in the coupler shank. The coupler ends of the yoke castings are designed to fit accu- rately over the lugs of the coupler so that the pulling strains are taken on these lugs instead of on the coupler key, the key serving princi- __ pally to lock the yoke to the coupler. The Murray is the only yoke in which the gibs that en- gage the gibs on the coup- ler are sup- ported by and cast in- tegrally with the side wings of the voke. No Pull on Coupler Key The '.Murray Yoke is the only key attachment on the market in which the load or pull is trans- mitted from the yoke direct to the coupler lugs, instead of being 1 taken on the coupler key as is usually the case. This does away entirely with that con- stant source of trouble, the elongation of slots in the yoke and coupler, and eliminates almost entirely the wear on the key. The feature of pulling on the coupler lugs instead of on the key gives this design of yoke a great advantage. Where the pull is transmitted through the wings of the yoke direct to the coupler key, as in the old style yoke, it is practical- ly impossible to secure suf- ficient bearing for the key in the wings or head of t h e y o k e, conse- quently there is an excessive a m o u n t of wear on the key and in the slots. he Murray Two-Piece, Pinless, Hinged Yoke. Easy Removal and Replacement of Coupler One of the most attractive fea- tures of the Hurray Yoke is the ease with which the couplers may be removed or replaced in the cars. By simply removing the key the lower member of the yoke may be dropped or the upper member raised sufficiently to permit of sliding the coupler in or out of position. This is of special ad- vantage at outlying points where there are no facilities for doing heavy work. Even in the line of road, pro- viding a coupler is ready at hand, a coupler could be removed and a new one applied with but very little dif- ficulty. It thus becomes of value from an operating as well as from a mechanical viewpoint. No Slack Between Coupler and Draft Gear In the old style yoke, where the pull is on the key, the metal in the bearing surfaces is over- stressed. It is practically impos- " ~ " sible to provide enough bearing area for the key in the head or wings of the yoke to keep the stresses within allowable limits. Consequently, in a short time the slots in both the coupler and the yoke become elongated, creating a slack between the coupler and the draft gear. In the Murray Yoke this trouble is entirely obviated by taking the pull on the coupler lugs instead of on the key. Taking the pull on the coupler lugs also prevents any tendency of the keys to tear out through the ends of the slots. The above illustration shows clearly the way in which the yoke operates. The hinged end of the upper arm of the yoke consists of a curved T-slot in which runs a curved T-section formed on the lower arm, the lips on the T holding the two arms together. It is substan- tial in construction and is easily operated. Murray Keyoke Designed for Tandem Spring Gear. Strength of the Murray Yoke The Murray Yoke is twice as strong as wrought iron yokes and stronger than any other east steel yoke. From destruction tests it has been determined that Murray yokes made of material 1 in. by 5 in. fail at 474,400 lb., and that they fail in cross-section. "Wrought iron yokes made of I 1 ? in. by 5 in. material when tested to destruction fail at 245,000 lb.: that is, the rivets shear at 245,000 lb., and the gibs, which are simply bent in to engage the coupler lugs, break off at 254,000 lb. 993 UNIVERSAL DRAFT GEAR ATTACHMENT CO., CHICAGO. ILL. Universal Yokes The advent of steel underframe cars transferred the weak links in a car train from the draft sills to the yokes and couplers. Rivets used for securing' yokes to drawbars have been a source of annoyance. To produce best results a rivet must hold tightly. The connection between yokes and couplers should be flexible. The re- sult is, where a riveted connection has been used it has proved unsatisfactory, the rivets not only becoming loose and thus reducing efficiency, but there is frequent breakage with consequent delay in train service. A Universal Keyed Yoke for Friction Type of Draft Gear. strong" and flexible connection that can be readily made is, therefore, more efficient and reliable. Universal yokes are designed with Advantages the view of: in Design First — Elimination of coupler rivets, blacksmith labor and the handling of couplers to and from shops. Second — Permitting quick and economical exchange of couplers without disturbing yokes or draft gear. Third — Providing greater strength than is possessed by ordinary wrot yokes. Fourth — Greater flexibility of couplers. Universal x^ock Yoke for Friction Type of Draft Gear. lo (lie minimum the classes and sizes used, thus result- ing in economy of slock to be carried for repairs, and any device that will permit of this reduction should be considered with favor. Universal Rivles Yoke for Friction Type of Draft Gear. Economy Of Use The Universal attachment for couplers means to the user: -Practically surplus First- yokes. Second — Minimum supply of drawbars. Third — Minimum expense and delay in applying coup- lers. Fourth — Maximum service for cars. With the exception of the tandem type of draft rig- ging requiring follower plate separators, the Universal yoke permits of backward movement of couplers, as in buff, without corresponding movement of yokes. This is a very important feature, as it lessens the wear of parts and permits the application of draft gear in other- wise prohibitive spaces. Universal Rivles Yoke for Tandem Spring Draft Gear. Riveting yokes to couplers means that each coupler ready for service must have a yoke, and as there are 10 or more sizes and lengths of yokes, the investment in extra couplers and yokes is entirely out of propor- tion to the active service rendered. By careful design and the use of first class, thor- oughly heat-treated material, the Universal yokes are practically unbreakable, and therefore where used near- ly all "break in twos" are almost invariably due to fail- ure of couplers. It is conceded good practice to reduce 994 The Keyed type of yoke is the most popular, as the key pass- ing through the sills provides an additional safety feature. The Lock and Rivles types may be used on old cars with- out changing construction. These types engage the gibs of the couplers and permit the use of couplers that are not key slotted, but in all cases are stronger than wrot yokes, free from rivets, and permit of quick and economical exchange of couplers without disturb- ing the draft gear or sending the car to the repair tracks. THE ALLEGHENY STEEL COMPANY, PITTSBURGH, PA. Forsyth Forged Steel Truck Side Frame Description The Forsyth Forged Steel Truck Side Frame is designed to carry the steadily increasing loads de- manded in freight service. It con- sists essentially of three members riveted together, the compression and tension members being pressed as an integral part, out of one piece of metal, the columns and spring seat support from an- other piece of metal, and the top channel stiffener out of a third piece of metal. Bolster wearing strips are riveted to the columns and a spring plank support is show the frame capable of supporting a vertical load of 125,000 Hi. with a deflection of .072 inch and a permanent set of .0115 inch. A transverse test showed the frame cap- able of standing 17,500 lb. with a deflection of .069 inch and no permanent set. 20,000 lb. being required before a permanent set was obtained and then only .004 inch. In course of development the frame was tested to obtain actual stresses existing at all points under design loads in order to have uniformity of strength throughout. When tested to determine its ultimate strength it required 473,600 lb. vertical load before failure occurred. riveted to the bottom. All parts are pressed from open hearth steel of high tensile strength. In the design of this truck frame special attention is given to securing uniform strength throughout, re- sulting in light weight with ample strength to properly support the loads imposed in service. It is designed to use the bolted type journal box, supported in the same manner as on the arch bar frame. The spring plank can either be riveted to the side frame at the spring seat, thereby forming a rigid truck which cannot get out of square, or it can be left loose having an embossment on each end fitting into recesses in the spring seat, thus forming the so-called loose type of truck. Any standard bolster of the cast steel or built-up type may be used. This truck frame is built in capacities for use under 40, 50 and 75-ton cars. The Forsyth Forged Steel Truck Frame is practically a one-piece construction, as all parts are se- curely riveted together eliminat- ing the possibility of the parts becoming loose due to vibration or wear, thus reduc- ing the cost of inspection and maintenance over the built-up type of frame. Being made of pressed steel a uniform metal free from concealed defects is assured, eliminating the possibility of failure. OEELECTiOH IN INCHES Requirements and Tests Its d e s i g n and method of construc- tion gives uniform strength in all parts, all excess metal being eliminated. This re- sults in light construc- tion and makes a con- siderable saving in cost of hauling. The bolster wearing strips and spring plank seat may be readily replaced when worn, thus increasing the useful life of the truck side frame. £ 3 OCFIECTION IN INCHES The Forsyth Forged Steel Truck Frame meets all the M. C. B. standards and recom- mendations regarding limiting dimensions and strength. The Forsyth Truck Frame, as used under a 50-ton car, was tested on an Olsen testing machine to determine its deflection under load and its ultimate strength. The results of these tests, as indicated by a diagram. In addition to the Forsyth Forged Steel Truck Side Frame this company also manufactures the following railway specialties: Steel ties, continuous rail bases, guard rail braces, anti-creeping devices, spring plates, journal box lids and many other pressed as well as cast steel devices. 995 SCULLIN STEEL COMPANY, ST. LOUIS, MO. Scullin Cast Steel Truck Specialties Cast Steel Pedestal Side Frames The Scullin pedestal truck side frame, illustrated in Fig. 1, is of (lie I-section and is made of high grade open hearth cast steel. It is simple in design and properly pro- portioned, giving maximum strength and light weight. The uniform seel ion facilitates manufacture and pro- duces tastings free from defects. The jaws on each end of the frame engage with guides cast on the journal box. This construction, together with the weight of the car, securely holds the frame and journal boxes in their proper relationship w h e n in normal service. A re- cess is provided in the frame at center top of journal box opening into which fits a lug- cast on top of the Scul- lin journal box. Re- taining bolts pass through the frame and the lugs, thus prevent- ing the separation of journal boxes and frame in case of derailment. In the spring plank seat is cored a concave recess, the center of which projects upward to engage with the hole in the spring plank, the arrangement closely re- sembling a truck center plate. This construction secure- ly holds the truck member in proper relationship and at the same time permits flexibility in all directions The method of attaching the journal boxes decreases the cost and the time required in replacing wheels, as it is only necessary to remove two bolts, one from each journal box, and jack up the frame a sufficient height for the pedestal jaws to clear the journal box, in order to roll the wheels out. Another type of cast steel side frame is illustrated in Fig. l'. This frame is similar to the type shown in Fig. 1 except in the method of attaching the spring plank. In tli is construction a standard 13-in. car truck chan- Fig. 2. without any undue strain being placed on any member. No rivets or bolts are used in assembling, the weight of the car holding the spring plank to its seat in the recess provided in the side frame. This feature permits quick assembly and by eliminating the rivets commonly used for joining the spring plank and side frame reduces the in- spection and mainte- nance costs. The frame is made entirely in one piece, the use of the pedes- tal box eliminating the journal box tie bars, and the brake hanger supports are cast in- tegral with the frame. Fig. 1. nel is used. At each end two plates are riveted across the underside of this channel, between which fits the spring seat of the side frame, the weight of the car holding the two members together. Lugs are cast at each end of the spring" seat to center the spring plank longitudinally with the side frame. These lugs together with the plates on the underside of the spring plank tend to keep the truck square and at the same time permit flexi- bility in a vertical di- rection without causing any undue strain on any part of the truck. The method of at- taching t h e spring plank permits of quick assembly and at the same time uses stand- ard material. It is par- ticularly valuable when it is necessary to dis- mantle the truck, as it does not necessitate tying up the car for any length of time. The general design and the method of attaching the brake hangers and journal boxes is the same with this truck as with the type shown in Fig. 1. The cast steel side frame shown in Fig. 3 is similar Fig. 3. 996 SCULLIN STEEL COMPANY, ST. LOUIS, MO. Scullin Cast Steel Truck Specialties to the types previously described except in the design of the spring plank seat. This frame, as illustrated, is designed to use a spring plank composed of two angles. These angles are placed with their vertical legs bearing against and riveted to the vertical walls of the spring plank opening; their horizontal legs rivetted to spring seat. This construction furnishes a truck that will re- main square while at the same time permitting con- Fig. 4. siderable vertical flexibility without unduly straining any part. The method of attaching the journal boxes and brake hanger supports and the general design of the truck is the same as in the types previously described. This frame is also de- signed to use the stand- ard channel spring plank, in which event the projection in the center of the spring seat is omitted and the chan- nel riveted directly to the spring seat. A side frame, de- signed to use the stand- ard M. C. B. passenger car journal box, is illustrated in Fig. 4. The jaws on this frame are cast close to size and make a good slid- ing fit with the slots in the standard journal box. They are cast in a channel section to provide a good bearing at each side of the slot and the top is also cored out plank desired. The frame illustrated is designed to use the angle type of spring plank, but can be designed to use any of the spring planks previously described. It permits the use of standard M. C. B. passenger car journal boxes and makes it unnecessary to carry others especially for these trucks. It also has the advantage of the same ease of wheel replacement as I lie truck previously described. A side f r a m e w i t h d i v i d e d journal boxes is illustrated in Fig. 5. This frame has the upper half of each journal box cast integral with the frame and the lower h a 1 f se- c u r e d by four bolts, two on each side of the box, a tight joint being maintained b e- tween t li e sec- tions by means of felt gaskets. The boxes are designed to use standard M. C. B. lids, wedges, brasses and dust guards. This type of frame permits exceptionally easy replacement of the wheels. The removal of four small bolts from the journal box releases the cellar, and jacking up of the frame a short distance permits 5ecfionaf Center Fig. 6. at the center to make sure of a firm bearing. This feature holds the box square with the journal and eliminates all possibility of its getting out of line. This frame can be furnished for any type of spring Fig. 5. the wheels to be rolled out. The frame illustrated is designed to use a standard channel spring plank riveted to the frame, hut this type of frame can be modified to use any of the spring planks previously described. A Scullin cast steel side frame is also de- signed to replace the arch bar frames. This type, illustrated in Fig. 6, uses the standard bolted type II. C. B. journal box with the tie bar riveted to a lug cast integral with the side frame. This frame follows the same gen- eral design as the other types. The one illus- trated is arranged for a channel spring plank riveted to the frame, but any of the previously described types of spring plank seats can be furnished. Standard parts are used throughout in the construction of trucks with this type of frame. The different types of Scullin cast steel side frames 997 SCULLIN STEEL COMPANY, ST. LOUIS, MO. Scullin Cast Steel Truck Specialties are built in any capacity required and arc furnished with any type of brake beam hanger support. They fully comply with the M. <'. B. requirements and recom- mendations as in weight, dimensions and deflection under load. Scullin Journal Box recess cored in the sid -19" ■■r* u^h. k-/H z^ Z*TT 3J_ *** Pets*// of Frame Bear/nc? at d Fig. 7. The Scullin journal box, illus- trated in Pig. S, is designed lor use with the Scullin cast steel pedestal side frames. It lias a lug cast on the top which lits into a frame and secured by means of a bolt passing through the side frame and lug, which holds the journal boxes and frame to- gether in case of derail- ment. These bolts carry no load in service and are therefore not sub- ject to wear. These journal boxes are of standard .\J. ('. B. design with the ex- ception of the lug cast on the top. They are made of either mallea- ble iron or cast steel. The boll is of special design, having a countersunk head and nut, and lock nut. L Section d-d Advantages Scullin cast steel side frames provide a one-piece construc- tion which has many advan- tages over the built-up types It eliminates the multi- plicity of parts and their heavy inspection and maintenance costs. It has greater strength and rigidity and therefore keeps the journal box in line with the journals, preventing the binding and pinching of the hearings and subsequent hot boxes due to too great deflection. It permits quicker replacement of the wheels, and therefore keeps the car in service a greater percentage of the lime Scullin Spring Plank The Scullin equalized spring plank illustrated in Fig. 7 is simple in design and of am- ple strength to withstand the severe strains encoun- tered in railroad service. It is made of an open hearth pressed steel channel, the ends of which are formed to engage the spring plank bearing cored in the side frame. The hearings on the spring plank are convex in shape with a hole in the center. This convex section tits in the cor- responding concave section in the side frame and a vertical projection in the side frame engages the hole in the spring plank. The weight on the bolster securely holds the spring plank in place and the truck is relieved of any twisting or vertical stresses due Scullin Truck Bolsters Fig. 8. The Scullin cast steel truck bol- ster, illustrated in Pig. 9, is de- signed for use under 40-ton freight ears. It is of I section, properly reinforced and well able to care for the vertical loading, side and end thrusts. Each end directly over the spring seat is of box form and is reinforced by the vertical counterweb. The center plate and side bearings are cast integral - Fig. 9. to uneven or curved track. A combined equalized and with the bolstei articulated truck is thus obtained. This spring plank permits quick assembling and dismantling of the truck, no rivets or bolts being required to maintain the parts in their proper relationship. The method of application also decreases inspection and maintenance costs. This bolster is designed to meet the M. C. B. requirements and recommendations as to weight, dimensions and deflection under load. The illus- tration merely shows the general design; any modifica- tions will be made which are necessary to adapt the bol- ster to a particular application. 998 SCULLIN STEEL COMPANY, ST. LOUIS, MO. Sculiin Cast Steel Truck Specialties The bolster illustrated in Fig. 10 is designed for service under 50 to 55-ton cars. It is of the I-section with the center bearing cast integral. The side bear- ings are riveted to the bolster, the bolster having ground surfaces to receive them. This holster has ample strength to care for the loads imposed upon it in service and is well designed to facilitate manufacture and in- sure perfect castings. The bolster is heavily rein- forced at the center by a cylindrical section surround- ing and supporting the center pin and also supporting the center hearing. The ends of the bolster di- rectly over the springs are box shaped and are reinforced by the verti- cal center web. This bolster meets the re- quirements and recom- mendations of the M. C. B. Association both as to deflection under load, weight and dimensions. It may he modified in design to meet the re- quirements of any ap plication. This bolster is arranged to use channel center and draft sills for reinforcing the wooden underf rame. Cored openings are provided through the web to permit the use of center sills continuous from end to end of the underframe, the holster being secured to each sill by rivets. This application provides rigid construction well able to care for the buffing shocks and other strains received in service. It also permits easy con- struction, eliminates the multiplicity of pi'rts and by providing continuous center sills relieves the rivets of buffing and pulling shocks. r "1 7/77777, y/77/7, Con four of Cenfer P/aft Fig. 10. Section at Center Sculiin Body Bolster The body holster illustrated in Fig. 11 is especially adapted for reinforcing wooden underframe equipment. It is suitable for ap- _ _ p]j cat j on t0 40-ton cars, but a similar design can be furnished for heavier or lighter equipment and its construction may he modified to meet the conditions imposed by any type of underframe. It is of I-section carefully proportioned and is well able to withstand the strains imposed in service. Advantages Cast steel truck and body bolsters being made in one piece eliminate the multiplicity of parts found in the built-up types. They furnish 'a rigid construction that tends to keep all parts of the truck and underframe square. They reduce maintenance and inspection costs, as there is nothing to jar loose. They keep the car in service a greater percentage of the time as they eliminate neces- sity for repairs. Manufactur- ing Facilities Half Bottom Plan L^_i JL "T 1 2" ■5ecf/on/f-g ' |*7~Vs *] Pefa/I of Truss trod Stand Holes Section af Center Our foundries are equipped with the most modern appliances for the manufacture o f large or small steel castings, and the latest and best shop practice is followed in their pro- duction. The engineer- ing, designing and man- ufacturing departments are composed of men with long expei'ience in steel foundry work. All castings are properly proportioned and throughly annealed, eliminating internal strains and insur- ing a uniform quality of material. Physical and chemical testing laboratories are maintained to determine the qualities and properties of the ma- terial entering into the manufacture of the various castings and the entire output is subject to rigid inspection. Definite standards as to quality of material and workmanship are maintained, in- suring only perfect castings leaving the shop. Fig. 11. 999 STANDARD CAR TRUCK COMPANY, CHICAGO, ILL. Barber Lateral Motion Truck Device Description This Lateral Motion Roller Truck Device is the original and only simple and reliable substitute for swing hanger truck. It is made in three styles: Under light capacity cars, 30 to 40 tons. 2-roller device is used consisting of roller cap, 2 rollers, combination roller seat and spring cap. Under heavier capacity cars, 40 to 350 tons, 3-roller device is used consisting of roller cap, 3 rollers, com- bination roller seat and spring cap. The interlocking caps and seats can be used under any capacity. This is illustrated below. JUi Barber Roller Side Bearings It is made witb malleable iron housings, special hard iron steel bushed rollers and equipped with pins of rolled steel shafting case hardened. Height and layout of rivet holes are made to suit any requirements. This bearing is suitable for both passenger and freight equipment. It is simple in design, efficient in use, in- expensive, unlimited in its scope of movement and is maintained at minimum cost. Barber Double Action Roller Bearing Lateral and Radial Motion Truck The lateral motion device relieves wear on the wheel flanges, rails, coupler knuckles and journal bear- ings. It also overcomes the ten- sion strains on truck and car body. It greatly reduces train resistance and lessens possibility of derailment. Barber Roller Bearing Center Plates These roller bearing center plates can be applied to any type of truck and body bolster, and are suitable for all classes of both passen- ger and freight equip- ment. These plates les- sen train resistance by allowing of free curva- ture and materially re- duce the cause of derail- ments. Ample bearing surface is provided. Rollers are conical in form, made of drop forged steel and hardened. Top and bottom plates are made of either drop forged steel or cast steel as con- ditions require. Barber Lateral Motion Journal Box The Barber roller bear- ing lateral motion journal box can be applied to any truck and is interchange- able with standard box brass and wedge. It re- duces the wear on the flanges and journal bear- ings and lessens the pos- sibility of derailment. It is particularly desirable for the middle pair of wheels of six-wheel tru ing the end thrust between brass and journal cks coll reliev- ar. Barber Drop Down Brake Mast This mast meets the U. S. safety appliance standard in its upright position and may be lowered to one side to give clear deck for loading, and in this position it is operative for hold- ing" the car on the siding. It is simple in design, durable and dependable. Description This truck is fitted with Barber Cast Steel Side F r a m e s and Barber Lateral and Radial Roller Devices and is equipped with a rolled steel I-beam bolster. The Lateral and Radial Roller Truck is also made in arch bar Side Frame type with special interlocking columns. The entire load is carried at four points of the car body directly on the centers of the truck side frames by Lateral and Radial Motion Rollers which allow for free curvature of the trucks. This type of truck is espe- cially designed for heavy capacity cars, 70 tons or more, and no load is carried at the center of the truck bolsters. Barber Interlocking Roller Cap and Seat for Barber Lateral Motion Truck Device This type of roller is used on freight cars and is de- signed to lock the roller cap to the roller seat and re- lieve the wear on the truck columns. 1000 PRATT & LETCHWORTH COMPANY, BUFFALO, N. Y. Buffalo Journal Box Malleable iron and steel eastings for railroad purposes are manu- factured by this company. The highest grade of raw material, years of experience, and the latest and most improved machinery combine to make the finished product the best of its kind. Steel Castings Modern shop equipment, skilled operators, and a well equipped laboratory insure a high grade and uniform quality of open hearth steel castings. The shop practice and the method of annealing, which has been developed at this plant, produce castings free from shrinkage and internal strains. A well equipped finish- ing department insures castings that are exceptionally straight and true to drawing dimensions. Malleable Castings long life under all service conditions. For use on freight cars, malleable iron journal boxes and journal box lids are particularly well suited on account of their great strength and the resistance which malleable iron offers to corrosion. / The malleable iron produced by the Pratt & Letchworth Company is of a grade particularly adapted il to railroad purposes. Long ex- perience in manufacturing malle- able castings for railroad service and the use of only the highest grade of raw materials have given this firm an enviable reputation for the quality of this product which is peculiarly suited to so many railroad purposes. Chemical and physical tests of every cast of iron in- sure in all castings a uniform material of the desired grade, while a modern, thoroughly equipped annealing department insures that every casting receives proper heat treatment. The Buffalo journal box, manufac- tured by this company, is made entirely of malleable iron. The design of both the box and the lid incorporates an adequate thick- ness of metal which gives ample strength and assures 1001 The closing device on the Buffalo box is such that in case the lid is accidentally left open it will close and lock automatically from any position, due to the vibra- tion of the moving trucks. There is no position in which the springs tend to press the lid open, as is the case with most journal boxes when the lid is left more than half way open. Two coiled springs, always under ten- sion, hold the lid firmly in closed position, thus prevent- ing all wear from lateral vibration and taking up auto- matically any wear in the pin holes. M. C. B. dimen- sions are maintained in hinge lug and lid so that in an emergency M. C. B. lid with flat spring may he ap- plied. The coiled springs are made from a high grade of spring steel and the service strains never approach their elastic limit. This insures long life to the springs and positive performance of their functions. The lid is carefully fitted to the box and maintains a tight joint at all times, thus preventing the entrance of dust or other foreign matter and insuring long life to the journal and bearing. The box is carefully constructed and inspected. This insures alignment of the wedge and bearing and inter- ohangeability with other standard boxes if necessary. This feature also reduces the liability of the bearings running hot and materially reduces the maintenance cost of journals and bearings. The lid of the box is easily opened and will, there- fore, receive proper inspection and lubrication; experi- ence has demonstrated that this is not the case with boxes that are difficult of access. Other views of this box and lid showing in detail the operating mechanism are shown on page 582, figures 1030 and 1031 of the illustrated section. The Buffalo box is made in all sizes for use in con- nection with arch bar or cast steel pedestal type side frames. JOLIET RAILWAY SUPPLY COMPANY, CHICAGO AND JOLIET, ILL. Huntoon Brake Beams Huntoon Brake Beams — Perry and Joliet Side Bearings Hartman Center Plates occurs with many brake beams now in service. The in- terlocked ends make it impossible for the tension mem- ber to ever work loose. The brake heads are Inter- changeable, being the same for both ends. All Huntoon Beams are made 25 per cent, in excess of rated capacity and are so guaranteed. Every beam is tested, on a specially constructed testing machine, up to a load slightly under their elastic limit, to insure against any possible flaws or defects in the materials. Before shipment every beam is carefully inspected and gaged to see that it fully meets all M. C. B. require- ments as to di- mensions and in- terchange. The brake head on t li e Huntoon Passenger Beam is automatically adjustable; it is always tight on the sleeve, never becoming loose to rail le a n d wear. A 1 1 "chattering" and preliminary deflection are eliminated and Hie brake adjusts itself automatically to the contour of the wheel witli the first application of the air. The distribution of metal in the Hunton truss gives great vertical strength, a factor so much desired to pre- vent any buckling up or down. This construction se- cures a beam of maximum strength for given weight, both in the line of normal loads and vertically. The Huntoon Beam can be applied in the leasl possible space; it is durable and will stand the most severe service, because of its excess capacity. It is inter- changeable with existing standards, and is uniform in dimensions and adaptable to all classes of equip- ment. The dominant feature of the con- struction of the Huntoon Brake Beam is the manner in which the two main truss members are se- cured together at their ends. There are no nuts to get loose and fall off and no threads to strip or rust. The tension bar is upset or enlarged at its ends to fit the inner face of the channel compression member and lies flat- wise along the inside of the web of the channel at the brake heads. The ends of the tension bar terminate in co n t i n it n us shoulders that fit squarely against the ends of the compression mem- ber, without the use of any loose parts or inter- posed blocks, giv- ing a large area of direct contact, snugly filling the brake heads with solid metal and throwing the stresses in a direct plane with the compression bar. The compression and tension members of the truss are made of open hearth steel— the compression mem- ber, a channel and the tension member, a rectangular bar. The strut and brake heads are of malleable iron of extra weight and quality. Comparative tests indicate that the Huntoon Brake Beam is the strongest beam per pound of metal ever made. The strut is one piece; there are no key slots and no riveting to weaken the strut or compression member. There are no pockets in the heads or beams to collect and hold moisture and cause rust- ing, which sometimes becomes a serious problem. With the Huntoon Brake Beam it is impossible for the tension member to be cut by wheel flanges, which often Berry Side Bearings have been in use now for more than fifteen years on the heaviest rolling stock built. It is a bearing that is prac- tically frietionless at all times. The construction of the Perry Bearing is shown clearly in this illustration. This bear- ing when photographed had seen 700,000 miles of service. and showed practically no appreciable wear. The safety cover permits very free and independent movement of trucks. The majority of failures of side bearings are caused by dirt accumulating in the springs and arms and preventing their operation. The Perry Bearing is entirely enclosed and is dirt proof. A side bearing in service is generally subjected to a co n s t a nt poun d ing, w h i c h would cause balls to crush or in- d e n t the plate upon which they rest. On the rollers of the Perry Bearing the po nndi ng has practi- cally no ef- fect. The coil springs cause the rollers to quickly "center" them- selves and prevent any tendency of the rollers to wear flat or indent themselves in the bed. The rollers used are made of cold-drawn steel, on auto- matic machines, to 1-1000 of an inch accuracy. All materials are carefully inspected and tested before being used. All castings are provided with double test lugs to insure against poor anneal; after assembling every bearing is "subjected to a test which practically pre- cludes any possibility of imperfect bearings being shipped. We also manufacture the Joliet Roller Side Bearings, with unlimited travel, for all classes of railroad equip- ment. See dictionary for illustrations and detail Hartman Center Plates The Hartman Ball Type Center Blate contains eight steel balls, each ball operating in its own "pocket" or raceway. The race- way for the balls is inclined both ways from the center, and the weight of the car, urging the ball down the incline, pro- duces a truck-centering feature in direct proportion to the load. Operating in a curved raceway, bearing is pro- vided over two-thirds of the entire surface of each ball, w h i c h means that each ball has about 3 i n c lies of bearing both above and below. The balls a re hi g h- c a r b o n steel, drop- forged heat- treated and ha r d e ned. The sizes are from 1 % inches to 2% inches di a met er, according to c a r capac- ity. Fifty - ton cars and over require the 2y 2 -inch ball. This size ball will sus- tain a load, under point contact, of over 300,000 lb. each, without flattening 1/100 of an inch and without break- ing. The raceways are high-carbon steel, drop-forgings, and are renewable. After five years' constant service these raceways have shown no appreciable wear. A malleable iron ball-spacer and retainer-ring make it impossible for the balls to work out of true or lose out. The bearing housing is made of malleable iron, thor- oughly annealed. 1002 NATIONAL BRAKE COMPANY, INC. ELLICOTT SQUARE, BUFFALO, N. Y. Peacock Hand Brake I ! The Peacock Hand Brake, illus- trated in Fig. 1, consists of a mal- leable iron frame, a geared drum and shaft, and a pinion secured to the lower end of the brake shaft. The usual types of brake shaft, ratchet and pawl, and hand wheel are employed and are supported in the customary manner. The lower end of the brake shaft is forged square where it passes through the pinion, a cotter pin at the end se- curing it in position. Suf- ficient clearance is pro- vided through the pinion so that finish is unneces- sary. The surface of the drum is provided with a shallow spiral groove, the bottom of which is over two inches in diameter. The upper portion of the drum is so designed that the center line of the chain follows a parabolic curve as the drum revolves. The end of the chain is attached at a point near the rim of the gear. The chain is secured to t he drum by a bolt, in double shear, which passes through a slotted hole. When in place the pull of the chain moves the bolt in the slot until its head occupies a pocket on the upper surface of the web. from which it cannot be directly removed. A cot ter through a lug on the web of the gear prevents Fig. 1. The brake has a gear ratio of 12 to 4S and with a force of 100 lb. exerted at the rim of a 16-in. brake wheel, produces a pull of 1,700 lb. on the chain. With properly designed levers it is equal to the air brake in braking power. This is more than four times the force exerted by the chain on the usual type uf hand brake where the chain is wound around a 1%-in. drum at the lower end of the brake shaft. , The upper portion of , the drum being of large size facilitates taking up the slack without loss of time or sacrifice of lever- age where the effective application begins. The lower portion of the drum over which the chain winds, when actually ap- plying the brakes, is over two inches in diameter and eliminates the twist- ing and cutting of the chain caused by the small drum usually employed. With the ordinary hand brake it is necessary for the brakeman to use a stick to obtain the neces- sary leverage to stop the car. The use of the Pea- cock Hand Brake dispenses with the stick and furn- ishes greater leverage, eliminating a feature that is dangerous to the life of the brakeman, not only while applying the brakes but also while boarding a ': E fflU the head of the bolt from sliding out of the pocket should the pull of the chain be realeased. The drum revolves on a straight unfinished bar of cold rolled steel, the lower end of which rests in a pocket in the frame and is held from revolving by means of a cotter through the lower end of the bar and frame. The drum is bored out with ample clearance and is packed with graphite grease in order to prevent corrosion when the car is standing out of service. ting motion to it through two idler gears. Ratchet teeth are also cast on the outside of the drum. The s u p porting frame bolts di- rectly to the end of the car. The brake shaft ex- tends through the end of the car, which per- mits a hand wheel to be ap- plied both inside and outside, making it possi- ble to operate the brakes with- in as well as out- side of the car. A special design of this type of brake mechanism as applied to blind end cars, is shown in Fig. 2. In this application an annular gear is cast in the brake drum, the gear on the brake shaft tranmit- Application and Maintenance moving car. In addition the car can be stopped more quickly and with greater certainty both as to space and spot and it reduces the number of smash-ups caused by cars striking together while moving at high speeds. This feature is of special value where hump yards are used in making up trains, materially decreasing the number of cars held for repairs and resulting in a large saving in the maintenance cost. The brake mechanism fully complies with all the safety appliance laws. The Peacock Hand Brake can be applied to any type of car, either old or new. It is built in a unit and bolts to the car. No changes are necessary to any part of the brake mechan- ism: the brake- shaft now on the car can be fitted to t h e pinion and the same chain at- tached to I h e drum. The teeth of the gears are of large pitch and will have a longer life than that of the car. This b r a. k e mechanism and application i s shown in detail in the illustrated section of t h e text on pages 691 a n d 692, figures 1514 and 1517. 1003 STANDARD STEEL WORKS COMPANY, PHILADELPHIA, PA. "Standard* ' Steel Car Specialties "Standard" tires are made from open hearth steel ingots from which the porous portion is wholly eliminated, insuring homogeneity, solidity of the metal and a high factor of safety. The selection of the material is made with the greatest care, and systematic tests, both chemi- cal and physical, are made of the output from all de- partments. The "Standard" brand is recognized as a mark of superior quality, establishing for the company the reputation of supplying material which is not ex- celled. The capacity of the Works has been increased until it is now sufficient to supply the entire require- ments of the United States. Steel Tired Wheels All types of steel tired wheels are manufactured by this company, but we recommend the bolted type, as it can be retired in any railway shop without skilled labor or special machinery. The type of construction, as illustrated, was introduced by this company in 1902 and has been adopted by the M. C. B. and M. M. Asso- ciation as the standard type of wheel tire fastening. Should the tire be worn beyond the safety limit and break, there is no danger of the tire coming away from the center. With the rolled steel center this wheel is the most economical and best wheel made. It has "Standard" Bolted Type Steel Tired Wheel. given universal satisfaction in severe, fast service where durability and a high factor of safety are the principal factors to be considered. Rolled Wheels Solid forged and rolled wheels were introduced into America in 1904, in which year we be- gan their manufacture. They were offered as a substitute for cast iron chilled wheels, which had proved inadequate for modern service. Their success has been so marked Rolled Wheels "Standard" Rolled Wheel. that the demand for steel wheels to replace the cast iron wheels under all types of equipment, from the light- est to the heaviest, is con- stantly increasing. The solid wheel is just as important as the steel tired wheel, each type standing for equal merit in the class of service for which it was de- signed. Springs Great care is used in the selection of the material and systematic tests are made of the work of each department to insure uni- form high quality, thoroughly equipped chemical and physical laboratories being main- tained for this purpose. "Standard" springs are especial- ly designed for the service and conditions under which they operate. This feature, together with the quality of the material and the workmanship, produces a spring 'Standard" Elliptic Spring. 1004 STANDARD STEEL WORKS COMPANY. PHILADELPHIA, PA. "Standard" Steel Car Specialties Springs— (Concluded I that lias long life and will give satisfaction in the most trying service. All "Standard" full elliptic springs are constructed with "block ends" and sectional type unless they are specially ordered with the "scroll ends." The coil spring is used in groups and is made in sin- gle, double or triple coils. The manufacturing facilities and equipment of this company are unsurpassed. Our mills are equipped with the most modern machin- ery and automatically reg- ulated furnaces which maintain the proper tem- perature for the making of spring steel. This, to- gether with long experi- ence, insures the highest grade product obtainable. "Standard" Nest of Coil Springs. Axles It is essential that axles shall be of material best adapted to in- sure both durability and wearing qualities. Experience has shown t j ie cons tituent composition re- quired to give these results and all blooms used for the manufacture of axles must conform to rigid specification. All axles are hammered throughout from the bloom* and are subjected to the most rigid inspection by men trained in this work. Axles of any design or weight, either special or M. C. B. standard, can be furnished to meet the requirements of any practical specification. "Standard" Axle. Products and Sales Organization Products and Sales Organization The "Standard" brand on your material is an assurance of event- ual economy. It insures long, safe and efficient service with low in- spection and maintenance costs. In addition to the specialties previously described we also manufacture rolled steel gear blanks, rolled steel rings, steel crusher-rolls and shells, steel pipe flanges, steel and iron forgings and steel and malleable iron cast- ings. The home office of this company is located at Phila- delphia, Pa., and the plant at Burnham. llifflin County, Pa. Branch offices are also maintained in the follow- ing cities: Xew York, X. Y.; Richmond, Va.; St. Louis, Mo.; Chicago. 111.; Portland, Ore.; City of llexieo, ilex.; San Francisco, Cal.: Pittsburgh, Pa., and London, Eng. 1005 STANDARD SAFETY NUT CORPORATION, 30 CHURCH STREET, NEW YORK, N. Y. HOLDING "DS" NUT Fig. 3. Description The "DS" Nut is manufactured in two types — a Lock Nut and Hold- ing Nut. The same principle is followed in the design of both types. The Lock Nut is designed for use with a common nut while the Holding Nut, being made thicker mid heavier, replaces both the com- mon Nut and the Lock Nut at the same time securely locks itself on the bolt when tightened up to the work. Both types lire made in either the square or hexagon shapes. The "DS" Nuts are tapped with U. S. Standard threads. "DS" Lock Nut Figure 1 shows the "DS" lock nut on the bolt before it is seated. It is tapped with U. S. Standard threads and is therefore a finger Tit on the bolt requiring the use of a wrench only after it comes in contact with the common nut. Figure 2 shows its position on the bolt after it has been wrenched down flat. In tins position it is se- curely locked on the bolt mid to the common nut. Advantages The "DS" Lock Nuts and Holding Nuts are tool proof. They may be applied with either side up or down. They can be used over and over again indefinitely without in- jury to either the bolt or nut threads and without im- pairing their locking efficiency. Being a finger fit on the bolt the eost of application is no greater than that of a common nut. "DS" Holding Nut solid abutment. Figure 3 clearly shows the posi- tion of the "DS" Holding Nut on the bolt before it is seated, while Figure 4 shows the holding nut wrenched down flat against any The "DS" Holding Nuts are made in sizes from %-in. to = 4-in.. inclusive. They are used wherever safety de- mands a nut that will positively stay tight, such as on car roofs, siding, door tracks, running boards, etc. Then eliminate the necessity of using tiro nuts — a com- mon nut and a lock nut — mid also permit the use of shorter bolts, resulting in a large soring in the labor and material costs. 1006 TRANSPORTATION UTILITIES COMPANY, 30 CH URCH ST., NEW YORK, N. Y. Car Specialties Flexolith Composition Flooring Flexolith Composition Flooring makes an ideal flooring for pas- senger coaches. It is laid in a plastic form over the top of a wood or steel flooring. Flexo- lith flooring is sanitary, abso- lutely fireproof, practically non-absorbent and may be easily cleaned by flushing with a hose and mopping dry. It has high wear-resisting properties, service tests hav- ing shown that it will outwear several ordinary wood floors. It is standard on a majority of the largest rail- road systems. See Fig. 1706, page 723. Trap Door and Lifting Device The National Steel Trap Door is a one-piece steel door heavily ribbed on its under side to provide maxi- mum strength, with light weight, to support the heaviest load. The counterbalance is a spiral spring easily adjusted to lift the door to any desired position when unlatched. Three styles of trap doors are fur- nished, one for use on cars at elevated station platforms, one for surface platforms and one for interurban ears. Illustrations showing the application of this device to railway coaches is shown above and in the illustrated sections on pages 433 and 531, Figs. 549, 550 and 882. Resisto Insulation Resisto Insulation is a felt com- position coated with a special preparation that makes it fire and waterproof as well as an excep- tionally good non-conductor of heat. It has an ample factor of flexibility, permitting bending around curved surfaces of large or small radius without injury. It is made in thicknesses of % inch and \'., inch and in any size re- quired. For steel passenger equipment this insulation is particularly adapted, but it is also advantageously used on refrigerator cars. Application of this material is shown in the illustrated section on page 700, Fig. 1583. National Standard Hoofing is made up of a special fabric treated under a process which makes each fibre waterproof and mildew re- sistant. This treatment acts as a preservative to the fabric and neu- tralizes the harmful influence of the oil in the paint. Not over two coats of paint are needed and paraffin and white National Standard Roofing lead treatment is unnecessary. For passenger car work two weights and widths are recommended, namely "AA" 36 in. wide for lower decks and "CC" 84 in. wide for upper decks. For interurban and electric service the "FF" grade is recommended. However, other widths ranging from 24 in. to 128 in. can be furnished on order. This material is shown in the illustrated section on page 545, Fig. 922A. = = f The Imperial Car Window Screens Imperial Car , are made of a bronze or steel frame Window ;i covered with fine mesh copper Screens I wire cloth, which is held in the I frame by retaining beads that can be easily removed from the frame grooves when necessary to renew the cloth. The slides on which the screen operates are fastened to the window stops and allow the sash to be raised to its full height. When not in use or when necessary to clean the win- dows, the screen may be pushed to the top of the slides, where it is automatically held out of the way. ,~ == ^ == ^^^^^^ = ^ Metallic Steel Car Sheathing is Metallic | adaptable to both steel and wooden Car passenger cars. It makes a bet- Sheathing 1 ter appearance than the plain |J — ' sheet, having no rivets exposed and is more easily kept clean. Metallic Steel Sheathing provides cellular air-chamber insulation, which prevents the car interior being affected by extremes in outside temperature. Cars sheathed with this material are not as expensive to maintain as other types, as our sheathing is furnished with two coats of paint baked on. which eliminates the possi- bility of paint chipping off and the metal rusting, which is a serious trouble with the flat sheets, also our sheath- ing can easily be renewed in sections when necessary. Illustrations of this sheathing, as applied to both steel and wooden cars, are shown on page 703, Fig. 1592. Perfection Sash Balance The Perfection Sash Balance is de- signed to raise or lower the win- dow sash to any desired position with but little effort on the part of the passenger. It prevents the sash from falling and makes in- jury to the passenger's hands or arms impossible. The mechanism is simple in design and durable in service. The rollers are provided with tapered worms at each end. These worms engage with the sash cables and are so graduated as to give maximum lifting effort in starting to raise the window. This sash balance may be applied to either new or old equipment without neces- sitating any change from standard construction. Another type of sash balance manufactured by this company is shown on page 757, Figs. 1 902-1903, of the illustrated section. Eclipse Deck Sash Ratchet The ratchet is made of hardened bronze to give the best possible wearing surface, and permits the deck-sash to be opened to an angle of 60 deg., with two intermediate positions or stops for giving the desired amount of ventilation. It is simple and posi- tive in operation and is substantial and durable in serv- ice. This ratchet is shown in the illustrated section on page 757, Fig. 1903. The main offices of this company are located at 30 Church St, New York City. Branch offices are maintained at each of the follow- — — in? cities: 454 Peoples Gas Build- ing, Chicago, 111.; 1201 Virginia Railway and Power Building. Richmond, Va.; 797 Mon- aclnock Building, San Francisco, Calif.; 902 McGill Building, Montreal, Que. This company is also Eastern sales agent for Acme Supply Company, of Chicago, whose products are de- scribed on the two following pages. Sales Organization 100/ ACME SUPPLY COMPANY, CHICAGO, ILL. Car Appliances Acme Simplex T-Iron Diaphragm The Acme Simplex T-iron dia- phragm is made in various de- signs and sizes. It is a sectional T-iron diaphragm made with U- shaped folds of double width belting, thus preventing the per- manent accumulation of cinders. The diaphragm folds are fastened together by a continuous T-iron arch which acts as the outside binding and also as a truss, pre- venting sagging of the top and distortion at the bot- tom. The top of the diaphragm is made of asbestos woven fireproof belting material. The overlapping cor- ners of the arch are made with resilient joints, compris- ing three sections each, which are sewed only part way across, leaving a short section free to operate with the expansion a n d contraction of the diaphragm corner. The diaphragm has a sec- tional or detachable foot which consists of a 24-in. piece of belting, water- proofed on both sides and running crosswise, see illus- tration. Kass Safety Step Tread resistance to wear. Acme Safety Step Box The Kass safety step treads are made of metal. By perforating the surface and bulging the metal outward around each hole a sur- face is presented which absolutely prevents slipping and offers great The Acme safety step box is for assisting passengers in stepping from the car steps to the station platform. It is made entirely of pressed steel and has a Kass safety step top. Fire- proof, wea- ther- proof, dur- able. The most practical and simple in construction. Acme Steel Diaphragm Acme Diaphragm Attachment By the re- moval of f o u r cotter pins the joint be- tween the arch and the leg permits swinging the dia- phragm away from the car so that repairs may be easily made. Acme Vestibule Cur- tain Fixtures T h e Acme v e s- libule c u r- lain fixtures consist essentially of a roller, pullrod, handle, hook and shield. The roller is made of brazed steel tub- ing and the pivot pin seats are steel stampings. The curtain is attached to the roller by brass snap buttons which will release before sufficient tension is placed on the curtain to injure it. The pullrod is a piece of butted %-inch steel tubing inserted in a hem in the curtain and designed to keep the curtain straight, furnishing a means of at- taching the handle and distributing the pull over the whole width of the curtain. The Acme handle is made in various designs. The Acme hooks are designed to engage the handle holding the curtain extended and are made of brass with fibre inserts, which greatly prolong the life of both the hook and handle, as the fibre in- serts can be renewed when worn. For steel cars a curtain casing is provided to form a part of the curtain pocket which otherwise would be formed by the post itself. This casing is secured to the post by a bracket and carries supports for the re- volving shield. The latter is made of pressed steel and is provided at each end with malleable castings having trunnions slightly off center, thus fitting tightly to the shield when in a closed position. These castings also support the roller. The shield is locked into place by a spring lock bolt in the upper bracket, and may be readily opened, to operate the curtain, by releasing the spring bolt. Chanarch Steel Flooring Chan- a r ch steel floor- ing is a spe- cially formed plate of steel of sufficient strength to sup- port the floor load as well as to securely anchor the com- position in place. There are alternate channels and arches, the latter designed to carry the maximum load for a given weight of metal; the narrow channels are so arranged as to securely anchor the composition and at the same time use a min- imum amount of it. Regal Revolving Shade Box The Regal re- v o 1 v- i n g shade box is designed to eliminate the necessity of removing the shade box or other parts of the ear finish to gain ac- cess to the shade roller. It consists of a casing" with a revolving shield, which car- ries the shade roller brack-; ets. To remove the shade, it is only necessary to re- volve the shield a quarter! turn, which gives free access to the roller and also turns the roller brackets down- ward, making removal easy. Gosso Sanitary Beds The Gosso sani- t ar y bed is com- fortable, simple in construc- tion and light in weight. It consists of two sheets of canvas supported on a metal frame and hung by four chains from the ceiling of the car. Springs are used at each corner of the frames which are attached to the suspension chains. The suspension chains reach to the floor and are attached to it by hooks, preventing the beds from swinging. This construction furnishes a double deck bunk that is durable, easily moved, economical in use and sanitarv. Steel Doors Each side of the Acme vestibule and body end door is pressed from one piece of steel and the two pieces are welded to steel channels, forming the complete door. Two styles of baggage doors are furnished. The Faultless has a panelling effect while the Peerless resembles the car sheathing. The 1008 ACME SUPPLY COMPANY, CHICAGO, ILL. Car Appliances Acme Duplex Weather Proof Windows construction is practically the same as the body end door. Steel doors give longer service than wood, cost less to maintain, are fireproof, lighter in weight and permit of any finish to match the other parts of the car. The Acme weatherproofing for car windows is simple and effi- cient. The meeting rail weather proofing consists of a weather strip of plush, metal bound, bear- ing against the top rail of the sash in such a way that a tight joint is maintained. The sides of the sash are fitted with brass weather stripping which overlaps a steel outside stop attached to the win- dow post. The brass weather strip is held in close con- tinuous contact with the outside stop by four compres- sion springs attached to the sash as shown in the il- lustration. The sill weather proofing is a double lipped, pure rubber strip, reinforced with metal and attached to the bottom of the sash in such a way as to make a con- tinuous double contact across the sill. The inside lip is designed to take the weight of the sash, thereby re- lieving the outside lip from pressure which might cause it to take a permanent set. See illustration. Acme Curtain Fixtures opening. It is light in weight, neat in appearance and does not require painting to prevent deterioration. For reglazing, it is only necessary to remove two screws. one at each side stile at the upper corners of the sash: the top rail can then be removed and ibe new -lass set in. Three types of curtain fixtures are manufactured, the Crown and the Gem and Acme protected groove. The principle of opera- tion is the same in the case of the first two mentioned, the difference being in the size of the head. The fixture consists of a rod passing through a hem in the bottom of the cur- tain. A pinch handle is provided at the center, which operates a brass head at each end. These heads carry small wheels at the top and bottom and a friction shoe at the center, the latter being held against the bottom of the groove in the casing by a spring in the fixture rod sufficiently strong to securely hold the curtain. The brass wheels in each head are set so as not to extend out as far as the friction shoe when the curtain is in a horizontal position. It, however, due to carelessness or improper handling the curtain, should be moved on one side only, throwing the fixture out of horizontal, one of the wheels on each side will be placed in contact Acme Duplex Weather Proof Window. The Acme No. 3 sash lock is for use with an invisible rack located in the groove in which the sash slides. It locks the sash by means of a lever extending througli the sash frame, engaging with the rack, and is released by a bell crank lever operated by a thumb pressure exerted on a projection of the bell crank which extends outward from the sash. The Acme type C sash lock is designed for application to the face of the sash in connection with a rack located on the window stops. A projection on the lever engages the rack and holds the window in fixed position. It is operated by a thumb lever, which, when depressed, with- draws lock bolt crank, releasing the sash. with the curtain groove and as the friction shoe will then be released, the curtain returns to horizontal and the friction shoe again engages the bottom of the groove. See illustration. The Acme protected groove has a flanged shoe bearing against the metal strip with sufficient friction to pre- vent creeping; it is also impossible to tilt or jam this type of curtain fixture. It can be operated without the use of pinch handles and i"rom any point along the bottom of the curtain. Acme drawn steel mouldings and shapes are made in a great variety of sizes and styles both for out- side and inside steel car work. They are furnished either plain or painted to match or imitate any The Acme friction lock consists of a plate held against the window stop by two springs. By depressing a thumb lever the tension of the spring is removed and the win- dow released. Acme Steel Freight Car Ladder Acme Steel Shapes and Mouldings The Acme all-steel car ladder is made of pressed steel and consists of two continuous stiles, the re- quired number of treads and four straps fitted on the ends of the stiles for attaching to the car. It is fastened to the car by four bolts, one at each corner. These ladders are light in weight, durable and are ship- ped assembled. They comply with the requirements of the U. S. Safety Appliance rules. kind of wood. The Acme brass sash has many advantages over either wooden or steel sash. Its design is such as to make possible a sash of narrow cross section, thus permitting greater light area for the same Acme Anti- Pinch Door Shield The Acme Anti-Pinch Door Shield positively prevents injuries to passengers' hands from being caught between door jam and door, eliminating damage claims. 1009 O. M. EDWARDS COMPANY, INC., SYRACUSE, N. Y. Trap Doors and Fixtures The surface of the trap door should be smooth and unbroken to facilitate cleaning, especially on the under side. This is par- ticularly important if the trap doors open after the vestibule doors. All parts should be easily accessible so that adjustments or repairs may be made without the necessity of going beneath the car or removing the platform floor. The door should lock down securely and yet open quickly and easily. Description The trap door proper consists of a 3/16 in. plate reinforced around three edges with a steel binding of a design suitable for the vari- ous thicknesses of floor covering. The hinge member, which contains the flat torsional spring bars, extends across the rear of the door plate, and reinforces it at this point. A combination support bar and binding is provided to extend along the edge of the platform floor and end sill, the door resting on this when in a closed position. The lock can be placed at any point on the end sill, but preferably near the center of the opening. The door hinge is formed from a separate piece of meial and securely riveted to the door. II contains the flat adjusting springs, which are used to balance and raise the door. The adjusting plug passes through the bracket and into the end of the hinge mem- ber of the door, also engaging the flat springs and forming the bearing at this point. The brackets are secured to the end sill of the car either by screws or, in the case of steel cars, by rivets. The adjusting plug is provided with a series of holes arranged in such a manner that a number of adjustments may be secured. The purpose of the springs is to balance the door and this is accomplished by placing a slight torsional strain on the springs, when the door is in a vertical or open position. When the proper torsion on the spring is se- cured it is held by means of a pin passing through the adjusting bracket and plug where the holes register. To remove the door from the car. the door should be placed in a vertical or open position and the strain on the torsional bars relieved. The pin may then be readily removed and the adjusting plug pulled out far enough to permit the door being taken down. It is unnecessary to remove the brackets, a feature which is especially desirable for steel cars, as it permits the brackets being attached to the car body by rivets instead of fastening them with machine screws or bolts, which are liable to work loose in service. The trap door lock holds the door in a closed position by a latch which projects over the top edge of the door. This lock is operated by a downward pres- sure of the foot on the foot pin, with- latch drawing the and allowing the Type H trap door lock. Cross section of type H lock, with latch released and starting lever in action. door to raise. If the door should stick for any rea- son and thus be prevented from raising, a starting lever is brought into ac- tion which comes in con- tact with the bottom of the door and forces it to open a sufficient distance to insure its opening automatically. Several designs of the trap doors are made to meet individual requirements; the principle of their opera- tion is, however, the same in all cases. For subway and elevated cars an additional feature is provided which permits the door to slide outward a sufficient distance to meet the station platform. Advantage The use of a metal door furnishes a smooth, unbroken surface that is easily cleaned, and is light yet strong. It will not swell and bind or work out of shape and, there- fore, will always maintain a proper fit. The hinge construction permits easy application to any type of car construction, either wood or all steel. and makes it possible to balance the door in either a fully open or partially closed position. The door may be removed quickly and easily for repairs and all ad- justments may be made without going beneath the car or disturbing any other part. This type of lock insures the door opening easily and positively, and eliminates the possibility of injuring the hands in opening it. Hand holes are unnecessary in either the door or sill in this type of construction. There are few parts to the door and operating mech- anism and these are all made of metal and are of simple design thus insuring long life and low maintenance costs. 1010 O. M. EDWARDS COMPANY, INC., SYRACUSE, N. Y. Window Fixtures A window fixture should hold the sash securely and positively locked in any position, making it impossible for the sash to fall; it should prevent rattle, and should hold the sash, when closed, in such a way as to exclude all outside air and dust from the interior of the car. The sash should open and close easily at all times and he free from the the binding caused by shrinking or swelling, if of wood, or contrac- tion or expansion, if of steel. The sash should always be held tightly against the outer stops giving a tight joint on the outside, the point necessary to exclude dust and air from the car. Many different designs of window fixtures are manufactured by this company. They resolve them- selves, however, into two distinct types, the balanced sash and the unbalanced. All the other designs are modifications of the same principles, developed to meet the varying conditions of service. The sash is applied to the window frame with a clear- ance space of about y s in. edgewise and 3/H2 in. between Edwards' Window Fixtures Spring Actuated Roller Bearing Device for Eliminating Vibration of Sash. face of sash and stop casings. At each side of the win dow in the unbalanced type, a corrugated metal bar is fastened to the front edge of the stop casings. Near the bottom corners of the sash a combined lock and sash tightening device is placed, having a rocker shaft lever, operated by a finger latch extension, and controlling an extending arm designed to contact with the corrugated bar, thereby forcing the sash against the outside stops at the bottom, with a self-adjusting pressure which always maintains a tight joint, regardless of the expan- sion or contraction of the sash. The stop bars have notches throughout their entire length, designed to re- ceive the bolts, locking the sash in any position. The top of the sash is held tightly against the outside stop by two compression rollers attached to the two up- per corners of the sash, so placed as to bear against the edges of the inside stop casings. With thin sash, when preferred, these rollers may be attached to the inside casings to bear against the sash. This construction holds the sash firmly against the outer stops at all four corners with a self-adjusting pres- sure, rendering the sash at all times tight and free from rattle yet easy of operation, and free from binding in the guideways under varying conditions. In operating the sash the lock lever is released by the compression of two small levers between the thumb and Anger, which releases the sash and permits it to be readily raised or lowered by hand; the pressure of the compression rollers at the top always remains the same. In the balanced type of sash the window is raised by a roller sash balance. The sash is connected to the roller by a chain arranged to draw at an angle, and not overlap Balanced Type in winding on the roller, when raising or lowering the sash. This chain is attached to the sash by two chain attachment devices placed on top of the sash at each corner around which a continuous chain passes. This construction causes an even pull on each side of the sash. The sash balance is supported in plain brackets, so located that the pull of roller will be in a perpendicular line from the point of attachment to the sash. The roller brackets have extending flanges designed to re- ceive the sash when raised to its limit, and the sash is provided with rubber buffers placed to strike against the bracket flanges. In this design the balance should be adjusted to slightly underbalance the sash. Edwards' window fixtures with top. bottom and side weather- stripping, keep the window dust and draft proof at all times. They permit the sash to be applied a loose fit, insuring easy operation at all times. They present a pleasing appearance and add rather than detract from the beauty of the car. No. 13-0 Sash Lock — Phanton View of Stop Bar in Operative Position. If desired they may be entirely hidden with the ex- ception of the finger latches. They automatically allow for shrinkage and swelling of wooden sash due to weather conditions and expansion and contraction of steel sash. They can be applied to either old or new equipment. The roller balance can be adjusted from the outside without removal or marring of the finish. 1011 Q & C CO., 90 WEST ST., NEW YORK AND PEOPLES GAS BLDG., CHICAGO. Railroad Specialties Q & C Ray Snow Flanger snow and ic of sheet steel supported The Q & C Ray snow Sanger, illustrated in Fig. 1, is built for application to the car truck. It is designed to remove a light fall ■ of snow and also scrape oft' any from the rails. It consists of two plates by brackets, these brackets being secured to the truck frame. The two plates push the snow to the outside of the rails, the top edge of the upper plate being- curved downward to keep the snow from climbing over it and packing on the truck. The lower plate is slotted for the rail head which it effect- ually clears of snow Fig. 1. an( ' ice - The Q & C Kay snow Hanger can be made to take a considerable depth of snow, eliminating in many cases the necessity for the use of snow plows and other heavy snow fighting equipment. The Fewings replacer, illustrated in Fig. 2, is regularly made of an nealed open hearth cast steel, but when specified manganese steel can be furnished. It is made for use on any size and weight of rail. Q & C Fewings Car & Locomo- tive Replacer Fig. 2. The outside contour forms a perfect arch which is heavily reinforced by ribbing on the under side. This construction gives exceptional strength and by proper metal distribution the weight has been kept low. It is provided with ribs to guide the wheels on to the rail, and with ample caulks to hold the replacer in position. Spike holes are also p-ovided for use in emergencies. The Q & C skid shoes, illustrated in Fig. 3, are made of open hearth cast steel. They are used as an emergency tool for skidding de- fective cars that cannot be rolled : \£->:.->3,.A'.> : hot. .^W-SS*^| s^ ^ ■or" Fig. 3. «a£ on their own wheels to side tracks and also as a buffer or brake to stop runaway cars at the foot of inclines or on terminal tracks. The Gilman - Brown emergency knuckle, illustrated in Fig. 4, is designed to fit any M. C. B. coup- ler in general use. It is made of high grade of open hearth cast steel and is sufficiently strong to pull the heaviest train. It is light in weight and convenient to handle. It is used to make emergency repairs to defective couplers Q&C Gilman- Brown Emer- gency Knuckle and permits coupling the cars without the necessity of chaining up. It makes a normal coupling as close and strong as if made between two uninjured couplers, and permits safely coupling the air line without the use or dummy hose. It saves time in mending break-on- twos and thus avoids traffic delays. With this knuckle it is possible to make a coupling when one pin lug is broken off. The Edman refrigerator car door is a one-piece flush door, sus- pended on hangers and rollers and is opened by sliding to one side. Revolving side flaps are pivoted at each side by means of which the door is forced into place and securely held. This door can be opened or closed at high platforms as only 6 in. clearance is required. Edman Refrig- erator Car Door It is lighter than Gj«r MofiTrttRN <_i- 253140 filTRlGERATDR m -*•" J"' W vu' "'— . iji^aKSJgfawiiawSBPW^^^^^g Fig. 5 -double doors and provided with tighter joints. It can- not flv open and side swipe platforms or cars on adjoin- ing tracks. It can be easily applied to either old or new equipment and costs less to maintain than the double hinged type. Ajax diaphragms are made to fit all types of car vesti- bules. They are made of heavy fabric reinforced at the corners and in the arch by gal- vanized spring steel, securely anchored within the folds of the diaphragm, a construction which eliminates weak- nesses at these points. A fire and water- proofed hood is also provided as an integral part of the diaphragm and is so designed as to form an apex at the top, readily shedding water and cinders. Q&C Ajax Diaphragm 1012 THE PANTASOTE COMPANY, 11 BROADWAY, NEW YORK, N. Y. Pantasote Pantasote and Agasote Pantasote is a substitute for leather, and is extensively used for seat coverings and window L curtains in passenger cars. Pantasote is a coated fabric, the gum used for coating purposes being absolutely water- proof, and not affected by climatic changes; it will not harden and crack with age. For seat coverings, Pantasote is not readily distin- guishable from leather. It is flexible, and will not material being light in weight and flexible permits easy operation in rolling and unrolling on the curtain roller. Pantasote coating never becomes hard; therefore, the material is always soft and pliable, which is an impor tant factor. Agasote Agasote is a fibre product, made under treat pressure, homogen- eous in its composition, water- proof and not affected by climatic Interior of Steel Car on the New York, Westchester & Boston Railroad. crack under any conditions of service. It is lighter in weight than leather and costs about one-quarter as much as leather. Twenty years' of service have demon- strated the fact that Pantasote is the best substitute for leather on the market. It is more sanitary than plush or rattan, as it presents a smooth surface and will not collect and hold dust. The coated side of Pantasote car curtains is next to the window or weather. Being sunproof and weather proof, the coated side acts as a protection to the inside of the curtain, allowing the use of many different fabrics, from cotton to silk damask, on the inside. The 101 conditions. It. is extensively used for interior trim work on steel passenger cars as headlinings, wainscot- ings, etc. Being of a wood fibre composition, it has high insulation properties and acts in a dual capacity as an insulator against heat and cold, as well as for interior trim purposes. Agasote will permit of the finest finish, either in a solid color, decorated, or to imitate the grain of any kind of wood. This company maintains an extensive sales organiza- tion, with sales offices at 11 Broadway, New York City; People's Gas Building, Chicago, III: and 797 Monadnock Building, San Francisco, Cal. 3 THE WINE RAILWAY APPLIANCE COMPANY, TOLEDO, OHIO. Wine Steel Car Ladder The Wine steel freight car ladder consists of two angle iron stiles and sufficient round iron treads, properly spaced, to make the lad- der the necessary length. The stiles are secured to the car by two brackets riveted to each stile and bolted to the car. These brackets are made of strips of sheet steel, bent at right angles, one leg being riveted to the angle iron stile and the other bent, to a curved section and bolted to the car. This curve in the bracket insures the ladder being tight against the side of the car. Each of the angle iron stiles has two holes for each step, one in each leg. The stiles are turned over at the top to bear against the car. The bottom end may be left open, or malleable iron brackets may be used as a sup- port, if desired. The use of the malleable iron bracket dispenses with the lower stile bracket and improves the appearance of the ladder. The ladder rungs are made of %-in. round iron bent as shown in the illustrations in such a way as to enter the two holes in each stile angle and be securely held therein without other fastening when the ladder is se- cured to the car. Advantages This ladder may be easily and quickly applied to any type of car: four bolts are all that are necessary to hold it rigidly in place. It can be easily repaired, the removal of two bolts being all that is necessary to re- move one or all treads. The ladder can be removed and replaced without entering the car. It is specially adapted to outside metal frame cars as the number of fastening points are only four, and these may be located at any convenient point near the four corners of the ladder. The treads are clamped in two holes in each angle which prevents turning and keeps them tight. There are very few parts to the ladder and the rungs are attached without rivets or bolts. There are only four rivets and four bolts to the entire ladder. There are no protruding nuts or bolts to catch the clothing of the trainmen and the ladder is amply strong to carry the load. The ladder, being made of steel, has a long life, and, except in case of accident, the maintenance cost will be practically nothing. The Wine ladder may be readily applied to either old or new r equipment. On account of its simplicity the applied cost of the Wine ladder is less than that of either the grab iron or wood stile ladder. It conforms in every way to the U. S. Safety Appli- ance standards. Wine Socket Washer The Wine socket washer is de- signed to take the place of cripple blocks in applying handholds or attaching other devices to the side of the car. It is cylindrical in shape with the end next to the car lining open. The other end is closed except for a square opening the size of 1 lie shoulder of the bolt for which it is designed. The open end is flared over and ribbed so as to have a bearing on the car siding and prevent turning. It is made in various lengths to suit different car constructions and for use with %-in. or V'- in. bolts. In application a washer a trifle shorter than the dis- tance between the siding and the lining is used. Advantages The use of this washer transmits the load to both siding and lining. Less time is consumed in its ap- plication and in old equipment it saves both material and labor as it eliminates the tearing down necessary when cripple blocks are used. It facilitates repairs, thus reducing the time cars are held on the repair track. 1014 THE WINE RAILWAY APPLIANCE COMPANY, TOLEDO, OHIO. Wine Ventilating Shutter The Wine ventilating shutter is designed for ventilating box and fruit curs and at the same time keeping them weather tight and burglar proof. It is bolted se- curely to the car framing at the end or side of the car. The ventilator is made in two types, one for venti- lating purposes only, the other to permit a larger open- ing when loading ears with lumber or other long ma- terial. The two types are interchangeable and are both made of standard parts. The entire ventilator is made of malleable iron, is simple in design, and consists of few parts. The frame is made of two side pieces and five cross pieces securely riveted together, forming a rigid construction. U- brackets are cast integral with the side pieces of the frame, forming supports for carrying the shutters. A lug is cast on each end of each of the four shutters. These lugs fit into the "U" supports forming a hinge joint which carries the weight of the shutters and per- mits limited rotation about this point. The shutters are so designed that when closed they completely fill the openings between the cross pieces and are so shaped that when they open they obstruct direct passage through the ventilator, preventing the entrance of rain, sleet or snow regardless of whether they are in open or closed position. The shutters a-e connected together and operated by a shutter bar, which is attached to the shutters by cotter pins and limits the downward or open travel of the its position. In the open position the connecting bar holds the shutters sufficiently close to the cross pieces to prevent their removal without disconnecting the bar. If, however, it is desirable to remove the shutters it can readily be done by simply disconnecting four cotter pins, releasing the bar and then lifting out the shutters. The over-all dimensions of the standard ventilator are 24 in. by 30 in., but any size may be furnished. The total weight of the standard size is 120 lbs. The Wine ventilating shutter, be- ing made entirely of malleable iron, is practically indestructible. The shutters cannot be lost out; except in case of accident, there is nothing to break or wear, mak- cost practically nothing. While permitting ample open space to properly venti- late the car, perfect security of the lading is assured. The space between the shutters is not large enough for even a small boy to squeeze through and removing the shutters does not increase the size of the opening. The shutters are easily operated and may be de- pended upon to remain in either open or closed posi- tion when set. Provision is also made for sealing in either position when desired. The heavy rigid construction of the ventilator frame and the three cross bars add strength to the car frame. The use of the ventilator in no way interferes with the Safety Appliance standards, and can be applied readily to either old or new equipment. ing the maintenance Section — Closed. shutters, the frame providing a closing stop. When the shutters are either fully opened or fully closed the center of gravity is beyond the center of the hinge lug so that the weight of the shutter prevents it changing Section — Open. It is lower in first cost and maintenance than the ventilating door, takes less time and labor to apply and when scrapped has a considerably higher value, mak- ing an efficient, economical ventilator. 1015 CLARK CAR COMPANY, PITTSBURGH, PA., AND SALT LAKE CITY, UTAH Efficient Dump Cars for Every Kind of Service Clark Dump Cars dump all the load; are easily operated by one Designs man by hand: are quickest in aperation. In addition, the cars have a number of distinctively novel features rendering (hem highly efficient. The ma- terial is all dumped by having such a high angle of slope over which the load slides that it cannot stick, ami by eliminating sharp angles or valleys entirely. One man can easily operate any of the cars, as the prin- ciple of balance is employed whereby the moving parts of the dumping mechanism are raised slightly by the load as it is dumped, leaving them in a position where they will close automatically as soon as they are re- lieved of the load. This same principle of balance, requiring a. minimum of effort for operation, produces very quick action of all the parts and makes them the quickest dump cars manufactured. Ore Car. All cars of Clark Car Company design are buill in strict conformance to M. C. B. rules and recommended practice and to the orders of the Interstate Commerce Commission. This makes them acceptable for inter- change under load by all the railroads of the country. Ore Cars Ore Cars are standard 24 ft. length, having 55 degree slopes, and octagonal hopper lines pro- duced by special corner construe tion which practically eliminates the valleys. They have a single hopper opening of 45 sq. ft. clear and are of 100,000 lbs. M. C. B. capacity. The doors move bodily away from the hopper opening and are balanced to close when the load is out of I he car. One man can dump the entire load and close and lock the doors in seven seconds. The doors are locked by a single latch located in the middle of the door and so cannot get out of line and make a leaky car. All door bearings are readily accessible for inspection. Hopper Cars This type of car is built in various capacities. The doors may be transverse or longitudinal. Longi- tudinal doors may be center dump, side dump, or convertible side and center dump. One, two, or more hoppers can be pro- vided as required by service conditions. The doors are balanced as in other classes of Clark Cars, so that the size of the hopper opening is not dependent on the strength of a man, but can be made of any size best suited to the local uses of the car. The slopes are all of very high angle so that all the load will dump without the use of bars to loosen it from the hopper. A 200,000 lb. M. C. B. car with longitudinal side dump doors makes an ideal car for handling furnace flue dust or ashes. Hopper Car. Extension Side Dump Car. Extension Side Dump Cars This car takes its name from I he novel manner in which the side of the car operates when dumping. Unlike any other side dump car, the side or door turns out and down as the body of the car is dumped, forming an extended chute over which the load slides. This pro- tects the trucks and track from back fill and throws the load well out from the side of the car. When dumping to fill with this car, the tracks need be moved only about one-third as often as with older designs of the same type. The balanced design of the body and doors permits of one man dumping the entire load by hand to either side. The effort required is about the same as is required to set the hand brakes, and the entire opera tion of dumping and returning to closed and locked po- sition can be accomplished in less than half a minule. An air dumping device is also provided for this type of car, so that a train of them can be dumped simultane- ously from the locomotive. When thus equipped the time required for a complete cycle of operation is about ten seconds. The cars are built in sizes ranging from 16 cu. yds. level full to 30 cu. yds. level full and from 40,000 to 120,000 lbs. M. C. B. capacity. When not used in dump service, this car will operate in any ser- vice in which a standard gondola car can be used. It is an ideal car for handling waste material to a dump, for maintenance of way with or without a ditcher, or for handling overburden in open cut mining. 1016 GOODWIN CAR CO., NEW YORK AND CHICAGO. The Gilman-Taylor Car Description The Gilman-Taylor car is a stand- ard gage, all-steel dump, ballast and construction car, of large capacity, designed to carry, dis- charge and distribute every kind of material — rock, waste or ballast — in connection with railroad construction, trestle filling, embankment work, * Inside The air dumping mechanism is all above the plat- form on one end of the car; the air operating brake appliances are above the platform on the other end, thus making it absolutely unnecessary for an operator to get underneath the car. Safety, efficiency and simplicity are the paramount claims for the Gilman-Taylor car. -34 6' Length Over End Sills- double tracking or maintenance of way. It is the out- come of sixteen years of constant and practical experi- ence with gravity dump and ballast cars in actual service on standard gage lines. It has a carrying capacity exceeding 100,000 lb., a cubic capacity exceeding 30 cubic yards; its general dimensions are shown on the drawings. The load carry- ing and conveying surfaces have an abrupt pitch of 45 degrees throughout. At the will of the operator the Other features exclusively incidental to this car are: Closeness of apron to rail prevents load flowing in- ward while being dumped. Position of apron in center ballasting makes flooding of rail impossible. All air dumping, air replacing, and air brake cylinders and parts are standard and quickly replaceable on any railway line. One man can dump and replace this car in thirty seconds. All cars in a train of Gilman-Taylor cars can be OPERATING END ELEVATION load is discharged by gravity all to one side, all to the other side, half to either side, or all through the center to the middle of the track. The simple, positive and effective supporting, tripping and replacing mechanism is clearly shown in sections on page 506, figure 794, of this dictionary. In construction all M. C. B. stand- ards are observed; all Interstate Commerce Commission's rules for safety appliances are complied with and all operating parts are Construction and Special Features "fool-proof." BRAKE. END ELEVATION dumped simultaneously by opening a single air cock on any car in any part of the train; one man only is needed to discharge the entire train. Any standard 100,000 lb. capacity truck can be used under this car. By substitution of a motor-driven truck and the in- stallation of a controller on its end platform, this car, without further change, is convertible to construction or general service work on any standard gage electricallv operated railway line. Photograph of this car is shown on page 224, figure 68, of the text pages. 1017 GENERAL ELECTRIC COMPANY, SCHENECTADY, N. Y. Shop Equipment — Electrical Power Equipment The General Electric Company manufactures Curtis Steam Tur- bines in sizes ranging from 7 to 50,000 kilowatts, which are ad- mirably adapted for installation in electric generating stations, and for supplying light and power to office buildings, shops, mills, industrial plants, etc. Their operation is char- acterized by a minimum of vibration and noise; are very compact, requiring minimum floor space, head- room and attention. The exhaust steam is free from oil and may be used for heating. These turbines can be furnished for either condensing or non-condensing systems, high or low and mixed pressures or superheated steam. The line of small Curtis Turbines consist of 7, 10, 15, 25, 35, 75, 100 and 300 kilowatt direct current and 100, 200 and 300 kilo- watt alternating current sets. Full description of the principle, construction and representative installations will be furnished on request for bulletins numbered 42010, 42201, 4883 and 4705-E. Steam Engine Generating Sets are made for small plants, and for lighting construction operations in iso- lated places, requiring 100 kilowatts or less. These sets are designed to meet the severe conditions of marine work, which demand light, compact and durable sets of close regulation and quiet operation. They are used extensively for both power and lighting service. For isolated plants requiring power and lighting serv- ice the General Electric Company makes an Internal Combustion E'ngine Generating Set built in units of 5, 10 and 25 kilowatt capacity. These engines are designed to use commercial motor gasoline as fuel and they can be operated on natural gas of 1100 B.T.U. These units consist of an efficient electric generator direct- connected to a high-grade gasoline engine; both de- signed and built by this Comtpany for operation together, thereby giving complete units necessarily superior to the usual type of belted or assembled combinations. The standard voltage of these sets is 125 volts direct current, but any other standard commercial voltage can be supplied. Alternating current units can be furnished in 10 and 25 kilowatt sizes. Bulletin num- ber 4707, covering this type of generating set in de- tail, will be sent upon request. The General Electric Company manufactures belt driven direct current generators in capacity from a frac- tion of a horse-power to 300 kilowatt unit, in standard voltages. Alternating generators are designed for va- rious frequencies, voltages and phases from IV2 to 550 kilowatts. Detailed information covering these genera- tors will be found in bulletins. A few of the motor equipments used in railway shops are given below. RI Single Phase Induction Motors — RI single phase repulsion in- duction motors can be furnished in % to 15 horse-power sizes for constant speed or from 14 to 7% horse-power for varying or adjustable speed operation for 60 cycles. Small motors for 40 and 25 cycles can be furnished. Constant speed RI motors are suitable for operating all machines demanding acceleration under full or over- load torque, such as air compressors, refrigerating ma- chines, pumps, etc. Varying speed RI motors are designed for machin- ery whose operation demands certain speed regulation Motors and Control against approximately constant torque. These motors can be often used on lighting circuits where the heavy starting currents of other types of motors preclude their use. Will stand a 50 per cent overload momentar- ily, and will start and accelerate a load having 2% times full load torque (Bulletin 41507). Control of RI Motors — Constant speed RI motors can be thrown directly on line yet in many cases the in- rush of current will be objectionable and the CR 1025 resistance starter is recommended, which will reduce the starting current approximately to iy z times the normal current. Low voltage release is a part of con- trol. Remote control can be furnished if desired. Information for same on request. CR 6053 and CR 6054 Brush shifting controllers are recommended for use with varying speed RI motors. Form K Polyphase Induction Motors — Form K is a polyphase induction motor tiaving a skeleton frame. These motors range from % to 750 horse-power. Standard ratings: 110 volts, % to 15 horse-power; 220 volts, 14 to 100 horse-power; 440 and 550 volts, % to 750 horse-power; and 2200 volts, 20 to 750 horse-power. Adaptable for driving all classes of machines requiring constant speed. They are extremely simple, have great overload capacity and a high power factor. Bul- letin 41302. High speed form K induction motors ranging from % horse-power, 3600 RPM, to 300 horse-power, 1800 RPM, for direct connection can be furnished. These are especially adapted for pump service. Form K Multi-Speed Induction Motor for 60 cycle, 3 phase service only. Standard low voltages can be furnished to 12 horse-power at 4 constant speeds, 1800, 1200, 900, 600 RPM. Constant horse-power motors are suitable for machine tools, etc., and constant torque motors for operating fans, blowers, printing presses, etc. Control Form E Motor — Many of the smaller sizes of squirrel cage induction motor can be thrown directly on line and motor starting switches CR 1038 and CR 1031 are recommended. The CR 1038 switch is a quick make and break, single-throw switch and is provided with time limit protective plugs which guard the motor against over- load. This switch is limited in capacity to 3 horse- power, 110, 440 and 550 volts, and 5 horse-power, 220 volts. Leaflet Y-711. The CR 1031 switch is a four-pole, double-throw switch, arranged with a low voltage release and time limit overload relays. This switch is recommended for use with motors up to 7% horse-power on standard voltages. Bulletin 48302A. Both types combine all the necessary safety features for protecting the operator. CR 1034 compensators are recommended for type K or squirrel cage induction motors. They consist of inductive windings arranged with suitable taps and switch immersed in an oil tank. Each compensator is equipped with low voltage re- lease. Can in addition be furnished with fuses or over- load relays. They are ruggedly constructed and all parts are enclosed protecting them from mechanical in- jury. Leaflet 68304. For remote or automatic control of form K or squirrel cage induction motors CR 2361 automatic compensators are recommended. They are particularly adapted for use with motors driving centrifugal and reciprocating pumps, air compressors, fans, blowers, punch presses, belt conveyors, shears, line shafting, woodworking ma- chinery, etc., when starting and stopping should be automatic. Low voltage release is an inherent feature and overload relays can be furnished if desired. Ac- cessories for remote control such as CR 2931 Float Switch, CR 2920 Pressure Governor, or CR 2925 Pres- sure Switch can be supplied. Bulletin 48405. 1018 GENERAL ELECTRIC COMPANY, SCHENECTADY, N. Y. RC Type Motors — RC type of motor with commuta- ting poles may be classed as the universal direct current motor. It is especially designed to meet the majority of conditions required of motors. Can he furnished for constant speed either shunt wound for conditions re- quiring close speed regulation, compound wound for conditions demanding heavy starting torque or where violent power fluctuations occur, or series wound where load either requires fixed values or may he made subject to automatic or manual control. All RC motors will be shipped for floor installation. May be readily arranged for wall or ceiling suspension. Can be equipped with special belt tightener. Ratings for open, semi-closed self or separately ventilated types from % to 150 horse-power, 115, 230 and 550 volts. Bulletin No. 41013. Control for RC Motor — CR 1000 dial type rheostat Is recommended for ordinary starting service of RC motors. Bulletin 48303. Where service is more severe CR 3100 drum controller should he used. This type is described under control for motor MD. Both the rheostat and drum controller can be supplied for re- versing or non-reversing service. Where it is desired to start motor automatically or from remote points there are several types of self start- ers that can be used. Counter EMF self starters such as CR 2301-2-3-5 automatically close the line circuit through starting resistance then automatically short cir- cuit the resistance when the counter EMF has reached a predetermined value. The current limiting type of self starter CR 2201-2-3 and 4 close the line circuit through starting resistance then automatically cut out each step as the current falls to a predetermined value. Acces- sories can be supplied such as CR 2931 float switch, CR 2920 pressure governor, CR 2925 pressure switch, etc. Bulletin covering accessories — 48405. RLC adjustable speed, comniutating pole motors have been designed for machine tool and similar service where wide spread variation and adjustment of speed independent of load is required. The maximum start- ing or running torque with full field is 225 per cent and they will stand a momentary overload with full field of 75 to 100 per cent. Made for direct current only in voltages of 230 and 550 and in ranges from 2 to 50 horse- power. Speed adjustment 2 to 1, 3 to 1, or 4 to 1, to meet requirements. Bulletin No. A4130. Control for RLC Motor — CR 1200 dial speed regulator is recommended for light service. This regulator con- tains starting resistance which will allow a 2-1, 3-1 or 4-1 speed variation by weakening shunt field of motor. Where service is severe CR 3105 drum type of con- troller is recommended. On smaller sizes the armature and field resistance is mounted on back of controller, while on larger sizes field resistance is mounted this way and the armature resistance mounted as a separate unit. In case low voltage or overload protection are required CR 5070 panel is recommended. Many special equipments are built to fit special ma- chine operations. The Reversing Planer Drive and the Car Wheel Lathe Drive are two examples of special interest to railway men. Complete information will be furnished on request. The small G. E. Reciprocating Compressors, such as are used to supply air brakes on electric street cars, are particularly applicable for blowing out machinery in in- dustrial plants. These compres- sors are built with either induction motors or direct current motors of any commercial frequency or voltage. The motor and compressors are so designed and built as to form one unit. The compressors have two horizon- tal cylinders, single action, single stage, geared between cranks by herringbone gear. The lubrication of all bearings is entirely automatic and abundant, being carried up by the gear to distributing panels which supply all bearings. Electrical design of the motors is best suited to the purpose because it is not limited by the gear centers. No separate gear case is required as all gearing is contained in the compressor frame. These compressors are furnished either as portable sets or as stationary equipments complete with automa- tic pressure governor, reservoir, line switch and fuses and pressure gauge. A valuable adjunct to the equip- ment of foundries, railroad shops and repair shops. Can be used for joining and building up metals, repairing old machines or Portable Air Compressors Arc Welding Apparatus altering new ones. The G-E arc welding apparatus ac- complishes this class of work economically and quickly. Made in two types, the portable in 200, 300 and 400 am- pere sizes, and the stationary type, of 200 amperes and up. Bulletin 48905. Wires and Cables are manufac- tured by the General Electric Company in varieties suitable for all purposes. This product in- cludes cable with weather-proof, flame-proof rubber (National Elec- tric Code and better grades), paper, varnished cambric, or asbestos insulation, and with all special finishes. Three types of Rubber Insulation have been standard- ized: Red Core, Tricoat and 30 Per Cent Para (Black or White Core). In addition, this company is prepared to manufacture special types and grades of rubber-in- sulated conductors to meet unusual conditions. Wires and Cables The G-E railroad fan possesses many notable characteristics among which may be mentioned silent running, dignified and graceful lines, strong construction and adaptability to prevailing conditions of service. These fans are provided with universal adjustments by which the current of air may be adjusted to any direction. The liberal size of all mechanical and elec- trical parts is convincing evidence of durability. The yoke casting of malleable iron is supported by a steel stud affording great rigidity and increasing the safety factor to a high degree. The 12-inch fan is well adapted to parlor cars. It has a field of usefulness also in private cars, sleepers, diners, day coaches, etc. It is readily removed from the car. Furnished for 30 and 60 volt direct current operation and may be wound for any popular voltage. The G-E Ventilated Railway Mo- tor, Sprague G-E Multiple unit control and G-E Air brake equip- ments are well known. The rail- way department makes a specialty of co-operating with car builders and purchasers of this class of equipment. Equipments for Electric Cars Sales Organization Sales offices of the General Elec- tric Company are located in the following cities: Atlanta, Ga., Baltimore, Md., Birmingham, Ala., Boston, Mass., Buffalo, N. Y., Butte, Mont., Charleston, W. Va., Charlotte, N. C, Chattanooga, Tenn., Chicago, 111., Cincinnati, Ohio, Cleveland, Ohio, Columbus, Ohio, Day- ton, Ohio, Denver, Colo., Detroit, Mich., Elmira, N. Y., Erie, Pa., Fort Wayne, Ind., Fort. Wayne Electric Works; Hartford, Conn., Indianapolis, Ind., Jacksonville, Fla., Joplin, Mo., Kansas City, Mo., Knoxville, Tenn., Los Angeles, Cal., Louisville, Ky., Memphis, Tenn., Mil- waukee, Wis., Minneapolis, Minn., Nashville, Tenn., New Haven, Conn., New Orleans, La., New York, N. Y., 30 Church Street; Niagara Falls, N. Y., Omaha, Neb., Phil- adelphia, Pa., Pittsburgh, Pa., Portland, Ore., Providence, R. I., Richmond, Va., Rochester, N. Y., Salt Lake City, Utah, San Francisco, Cal., Schenectady, N. Y., Seattle, Wash., Spokane, Wash., Springfield, Mass., St. Louis, Mo., Syracuse, N. Y., Toledo, Ohio, Washington, D. C, Youngstown, Ohio. For Texas, Oklahoma and Arizona business refer to Southwest General Electric Company (formerly Hobson Electric Co.): Dallas, Tex., 1701 North Market street; Houston, Tex., Third and Washington streets; El Paso, Tex., 500 San Francisco street; Oklahoma City, Okla., Insurance Building. For all Canadian business refer to Canadian General Electric Co., Ltd., Toronto, Ont. Foreign Offices: Argentina: Buenos Aires; Austra- lasia: Adelaide, Auckland, Brisbane, Dunedin, Mel- bourne, Perth, Sydney; Brazil: Rio de Janeiro, Sao; Paulo; Chili: Iquique, Santiago, Valparaiso; China: Canton, Hongkong, Pekin, Shanghai; Columbia: Bar- ranquilla; Costa Rica: San Jose; Cuba: Havana; Eng- land: London; India: Calcutta; Japan: Moji, Osaka, Tokyo, Yokohama; Korea: Seoul; Manchuria: Dairen; Mexico: Mexico City, Guadalajara; Peru: Lima; Philip- pine Islands: Manila; Porto Rico:, San Juan; South Africa: Capetown, Johannesburg. 1019 HALE AND KILBURN COMPANY. PHILADELPHIA. PA. Walkover Pressed Steel Car Seats Description The "Walkover" is our latest de sign in car seats. It combines great strength and durability with extremely light weight. The ped- estals and all metal parts are pressed steel. The pressed steel construction makes a neat and compact design, occupying less room than the average car seat. This makes more comfortable riding for the passenger. The seats can be reversed as fast as the trainman can walk through the car. the only effort necessary being a slight push on the back of the seat. The operating mechanism is extremely simple and safe. A foot-rest is located beneath the seat which reverses automatically, and provides more foot space and ample room for placing luggage under the seat. hack is high and restful. The angle of the back and cushion of the reclining chair may be adjusted at will by the occupant. It is deeply upholstered and presents a luxurious appearance. Weight and Durability The weight of the Pressed Steel Walkover Seat is approximately 12 to 20 lbs. less than the weight of older types. The quality of the material, the rigid construction, the workmanship, the few parts and (he simple design all tend to make a most durable seat. The reversing mechanism is extremely simple. It cannot get out of adjustment and will not wear out. The pedestals are made of pressed steel and arc practically indestructible. They set well under the seal away from the aisle, and make the marring of the finish from contact with passengers' feet impossible. Types of Seats The "through line" car seat is manufac- tured w i t h various styles of aisle arm rests and upholstery cover- ing. For steel cars the entire seat frame is made of steel. This seat is unsurpassed for easy riding and bodily comfort. T b e suburban car seat is a modification of the "through line" seat, and can also be up- holstered in any mate- rial specified. A car equipped w i t h these seats makes a very pi e a s i ng appearance, clear cut, comfortable and roomy. "Walkover" seats are also made for electric cars, economizing space and combining luxury and practicability in all installations. Chair Car Seats | Special care is given to see that all work- manship is perfect. The seats and all their parts are subjected to rigid inspections before and after they are assem- bled, o n 1 y first-class product being permitted to leave the factory. J Manufacturing and Engineering Facilities Standard Walkover Steel Seat and Integral Window Steel Finish, Exhibited at the Master Car Builders' Convention, of 1915, at Atlantic City. This company is one of the largest manufac- turers of car seals and pressed steel special ties. The factory in its equipment of line ma- chinery a n (1 special tools is not equalled in the industry. The ex- perience of many years, aided by the splendid factory accommoda- tions, modern facilities and an organization composed of specialists, result in the highest standard of finished product. Our engi- neers, experts in steel car work, are at all times ready to co-oper- ate with the representa- tives of railway com- panies when consider ing new equipment. Revolving chairs with the pedestal base are for use in parlor cars. These are of various types, including upright and reclining chairs. The upright chairs are designed to give maximum comfort to the occupant. The cushion is deeply upholstered and roomy, while the 1020 Special attention is directed to the fact that the les- sening of the dead weight by many hundreds of pounds per car — over old methods, secured by the use of Pressed Steel Walkover Seats, results in a considerable saving per car, per year, in the cost of hauling. HALE AND KILBURN COMPANY, PHILADELPHIA, PA. Interior Steel Finish and Trim Specialties This company manufactures every practical design of steel in- terior finish suitable for all steel railway cars. All metal trim, mouldings, doors, etc., are manu- factured from carefully selected sheet steel. A perfected "process welded equipment" lends lightness, strength, durability and beauty to our products. Mouldings are cold drawn through hardened rolls, from special bright finish coil steel, producing sharp, graceful outlines. After final assembly all material is carefully cleaned and treated with an elastic rust-proof primer, which is baked on in an even temperature. Metal trim is fur- nished either primed, ready for graining, or completely grained and finished. A unique and distinctive feature of our interior trim is the Patent Integral Window Frame. It is a complete unit in itself; light, yet Integral Window Frame strong, and with all operating parts in perfect align- ment; absolutely interchangeable, neat and artistic in appearance, and easily erected. The nature of its con- struction and application compensates for any irregular- ity in the window-spacing of the car frame, and makes possible thorough insulation against heat and cold. Ow- ing to the ease with which it can be erected or removed, the cost of repairs to car frame and insulation is greatly reduced. Hale and Kilburn output includes everything in steel for the modern Steel Passenger Car — Doors, Sash, Seats and Interior Finish. The superiority of design, con- struction and materials offered by this manufactory will convince the most critical observer that its product is absolutely dependable under the most severe conditions of service possible. Our designs are at your command. $ (((((( Szcr/o/z-d-A 1 -3 <& ® m- -<§ * \ ■% fr / 1 - ' '' P 1 L fl Integral Window Frame. Include this feature in your cars. Simplifies assembly and cuts down erection expense. No change in present post construction necessary. 1021 ALPHABETICAL INDEX TO ADVERTISERS. Acme Supply Co 1008-1009 Adams & Westlake Co 1051 Allegheny Steel Co 995 American Brake Co 1057 A_merican Brake Shoe & Fdy. Co 1046 American Car & Foundry Co ■ • 1032 American Nut & Bolt Fastener Co 1056 American Steel Foundries 986-987 Athey Co 1054 Automatic Ventilator Co. • • 1062 B Barney & Smith Car Co 1033 Bettendorf Company 1043 Boss Nut Co • • 1056 Brill Co., The J. G 1034 Brixey, W. R •• 1061 Buckeye Steel Castings Co 988-989 Buffalo Brake Beam Co 1046 C Camel Company 1063 Chicago Car Door Co 1063 Chicago Car Heating Co 1048 Chicago Railway Equipment Cc. • • 1047 Clark Car Co 1016 Columbia Nut & Bolt Co., Inc 1054 Commercial Acetylene Railway Light & Sig- nal Co., Inc 985 Commonwealth Steel Co 1049 Consolidated Railway Electric Lighting & Equipment Co 982-983 Curtain Supply Co • • 1052 D Dayton Mfg. Co 1053 Duner Company •■ 1050 E Edwards Co., Inc., O. M 1010-1011 Electric Storage Battery Co 984 Enterprise Railway Equipment Co 1035 F Forged Steel Wheel Co 1041 Fowler Car Co • • 1042 G General Electric Co 1018-1019 Globe Ventilator Co !062 Goodwin Car Co. .... • 1017 Gould Coupler Co 992, 1060 Gould Storage Battery Co 1060 Greenville Steel Car Co 1040 H Hale & Kilburn Co 1020-1021 Harlan & Hollingsworth Corp 1042 Haskell & Barker Car Co., Inc 1036 Heywood Bros. & Wakefield Co 1050 Howard & Co., James L 1052 Hunt & Co., Robert W 1062 J Joliet Railway Supply Co . '. 1002 Jones Car Door Co 1063 K Kerite Insulated Wire & Cable Co 1061 Keyoke Railway Equipment Co 993 L Laconia Car Co 1037 M McConway & Torley Co 990-991 McCord & Company 1068 McCord Mfg. Co 1054 Middletown Car Co 1041 Miner, W. H 1031 Mt. Vernon Car Mfg. Co 1040 N National Brake Co., Inc 1003 National Malleable Castings Co 1044 Niles-Bement-Pond Co 1065 P Pantasote Co • ■ 1013 Pratt & Letchworth Co 1001 Pratt & Whitney Co 1064 Pressed Steel Car Co ■ • . . . 1038 Q Q & C Co 1012 R Railway Steel Spring Co 1055 Railway Supply & Curtain Co 1052 Ralston Steel Car Co 1040 Refrigerator Heater & Ventilator Car Co. . . 1068 Russel Wheel & Fdy. Co 1042 S Safety Car Heating & Lighting Co.. .978 to 981 Scarritt-Comstock Furniture Corp 1050 Schaef er Equipment Co 1046 Scullin Steel Co 996 to 999 Simplex Railway Appliance Co., See American Steel Foundries Standard Car Truck Co 1000 Standard Coupler Co 1048 Standard Safety Nut Corp 1006 Standard Steel Car Co 1041 Standard Steel Works Co 1004-1005 T Transportation Utilities Co 1007 U Union Draft Gear Co 1045 Union Fibre Co 1062 U. S. Metal & Mfg. Co 1049 Universal Draft Gear Attachment Co 994 W Walker Co., Inc., Sheridan A 1050 Western Steel Car & Fdy. Co 1039 Westinghouse Air Brake Co 1058 Westinghouse Traction Brake Co 1059 Wine Railway Appliance Co 1014-1015 Woods & Co., Edwin S. . • 1048 Y Youngstown Steel Car Co 1044 1022 BUYERS' CLASSIFIED DIRECTORY pOR the immediate convenience of the users of this Dictionary, a very complete classification of supplies used in car building and maintenance appears on this and the following pages. It includes not only the names of the manufacturers represented in the Catalogue and Advertising Sections but also their page numbers and the figure numbers in all sections of the Dictionary. ACETYLENE. Commercial Acetylene Railway Light & Sig- nal Co. Catalogue Section p. 985. AIR SIGNAL APPARATUS. Westinghouse Air Brake Co. Page 1058 ; also Figs. 1345, 1110. BEARINGS, SIDE AND CENTER— Continued. Union Draft Gear Co. Page 1013 ; also Figs. 1107-1109. Woods & Co., Edwin S. Page 1048; also Pigs. 1082, 1083; 1091 to 1095. AXLES. Russel "Wheel & Foundry Co. Page 1042. Standard Steel Works Co. Catalogue Section pp. 1004-5. U. S. Metal & Mfg. Co. Page 1049. BAGGAGE RACKS. Adams & Westlake Co. Page 1051 ; also Figs. 1848, 1850. Dayton Mfg. Co. Page 1053; also Figs. 1852 to 1858. Howard & Co., James L. Page 1052; also Figs. 1849, 1851. BATTERIES, STORAGE. Consolidated Ry. Elec. Ltg. & Equip. Co. Catalogue Section pp. 982-83. Electric Storage Battery Co. Catalogue Section p. 984; also Figs. 2504 to 2509; 2511. Gould Storage Battery Co. Page 1060; also Figs. 2486, 2487. BATTERY CHARGING DEVICES. General Electric Co. Catalogue Section pp. 1018-19. BEARINGS, JOURNAL. Haskell & Barker Car Co., Inc. Page 1036. BEARINGS, SIDE AND CENTER. American Steel Foundries. Catalogue Section pp. 986-87; also Figs. 1101-1106. Chicago Railway Equipment Co. Page 1047 ; also Figs. 1110-1127. Joliet Railway Supply Co. Page 1002 ; also Figs. 1079, 1089, 1090. Miner, W. H. Page 1031; also Figs. 1076, 1077, 1086, 1087. National Malleable Castings Co. Page 1044. Standard Car Truck Co. Catalogue Section p. 1000 ; also Figs. 1078, 1080, 1088; 1096 to 1098. BELL AND SIGNAL CORD. Dayton Mfg. Co. Page 1053. Railway Supply & Curtain Co. Page 1052. BELL CORD COUPLING. Dayton Mfg. Co. Page 1053. BELTING, AXLE. Consolidated Ry. Elec. Ltg. & Equip. Co. Catalogue Section pp. 982-83. Electric Storage Battery Co. Catalogue Section p. 984. Gould Storage Battery Co. Page 1060. Safety Car Heating & Lighting Co. Catalogue Section pp. 978 to 981. BENDING MACHINERY. Xiles-Bemcnt-Pond Co. Page 1065. BOLSTERS. American Car & Foundry Co. Page 1032; also Figs. 494, 1128. American Steel Foundries. Catalogue Section pp. 986-87 ; also Figs. 483; 485 to 488; 490, 491; 495 to 497; 500; 1129 to 1134; 1163, 1164. Bettendorf Co. Page 1043; also Figs. 499, 1135, 1160. Buckeye Steel Castings Co. Catalogue Section pp. 988-89 ; also Figs. 1149 to 1152; 1155 to 1158. Chicago Railway Equipment Co. Page 1047 ; also Figs. 493, 498, 503, 1137, 1138. Commonwealth Steel Co. Page 1049; also Figs. 489, 492, 501, 502; 504 to 508; 1153, 1167, 1168. Gould Coupler Co. Catalogue Section p. 992; Figs. 484, 1148. Haskell & Barker Car Co., Inc. Page 1036. Pressed Steel Car Co. Page 1038; also Fig. 1144. Russel WTieel & Foundry Co. Page 1042; also Figs. 1145 to 1147. BOLSTERS — Continued. Scullin Steel Co. Catalogue Section pp. 996 to 999 ; also Figs. 1140, 1141, 1159. TJ. S. Metal & Mfg. Co. Page 1049; also Fig. 1136 BOLT FASTENERS. American Nut & Bolt Fastener Co. Page 1056. BOLTS. (See Nuts and Bolts.) BOXES, STEP. Acme Supply Co. Catalogue Section pp. 1008-09; also Fig. 569. Transportation Utilities Co. Catalogue Section p. 1007. BRAKE BEAMS. American Steel Foundries. Catalogue Section pp. 986-87 ; also Figs. 1224 to 1233; 1293. Buffalo Brake Beam Co. Page 1046 ; also Figs. 1234 to 1239. Chicago Railway Equipment Co. Page 1047 ; also Figs. 1263 to 1292. Haskell & Barker Car Co., Inc. Page 1036. Joliet Railway Supply Co. Catalogue Section p. 1002 ; also Figs. 1240 1241. National Malleable Castings Co. Page 1044. Pressed Steel Car Co. Page 1038. BRAKE EQUIPMENT, AIR AND HAND. American Brake Co. Page 1057; also Figs. 1508, 1509. Chicago Railway Equipment Co. Page 1047; also Figs. 1510, 1512. Gould Coupler Co. Catalogue Section p. 992; also Fig. 1511. McCord & Co. Page 1068; also Fig. 1485. National Brake Co., Inc. Catalogue Section p. 1003 ; also Figs. 1514, 1517. National Malleable Castings Co. rage 1044; also Figs. 1497 to 1503; 1531 to 1543. Pressed Steel Car Co. Page 1038 ; also Fig. 1544. 1023 BUYERS' CLASSIFIED DIRECTORY— Continued BRAKE EQUIPMENT, AIR AND HAND— Continued. Standard Car Truck Co. Catalogue Section p. 1000 ; also Fig. 1522. Westinghouse Air Brake Co. Page 1058; also Figs. 1345 to 1441. Westinghouse Traction Brake Co. Page 1059. BRAKE GEAR AND DETAILS. American Brake Co. Page 1057 ; also Fig. 1334. American Steel Foundries. Catalogue Section pp. 986-87; also Fig. 1327. -Buffalo Brake Beam Co. Tage 1046 ; also Fig. 1318. Camel Co. Page 1063. Chicago Railway Equipment Co. Page 1047; also Figs. 1329 to 1332; 1335 to 1337. National Malleable Castings Co. Page 1044 ; also Figs. 1304 to 1317 ; 1319. Schaefer Equipment Co, Page 1046. BRAKE GEAR, CLASP. American Brake Co. Page 1057; also Fig. 1334. Chicago Railway Equipment Co. Page 1047 ; also Figs. 1329-1330. BRAKE HANDLES, WHEELS AND STAFFS. Adams & Westlake Co. Page 1031 ; also Fig. 625. Camel Co. Page 1063 ; also Fig. 482. Dayton Mfg. Co. Page 1053; also Fig. 623. National Brake Co., Inc. Catalogue Section p. 1003. National Malleable Castings Co. Page 1044; also Figs. 1533; 1535 to 1537; 1540 to 1543. Standard Car Truck Co. Catalogue Section p. 1000; also Fig. 1522. U. S. Metal & Mfg. Co. Page 1049; also Fig. 1524. BRAKE HEADS. American Steel Foundries. Catalogue Sertion pp. 986-87 ; also Figs. 1290, 1291. Chicago Bailway Equipment Co. Page 1047 ; also Figs. 1292 to 1298. Joliet Railway Supply Co. Catalogue Section p. 1002; also Fig. 1328. National Malleable Castings Co. Page 1044. BRAKE MECHANISM, HAND. National Brake Co., Inc. Catalogue Section p. 1003 ; also Figs. 1514. 1517. National Malleable Castings Co. Page 1044; also Figs. 1531 to 1543. Pressed Steel Car Co. Page 1038 ; also Fig. 1544. Standard Car Truck Co. Catalogue Section p. 1000 ; also Fig. 1522. V. S. Metal & Mfg. Co. Page 1049 ; also Fig. 1524. BRAKE SHOES. American Brake Shoe & Foundry Co. Page 1046; also Figs. 1343, 1344. Barney & Smith Car Co. Page 1033. BRAKE SHOE KEYS. American Brake Shoe & Foundry Co. Page 1046. Barney & Smith Car Co. Page 1033. National Malleable Castings Co. Page 1044. BRAKE SLACK ADJUSTERS. American Brake Co. Page 1057; also Figs. 1508, 1509. Chicago Railway Equipment Co. Page 1047 ; also Figs. 1510, 1512. Gould Coupler Co. Catalogue Section p. 992; also Fig. 1511. National Malleable Castings Co. Page 1044. Standard Coupler Co. Page 1048. BRAKES, AIR. American Brake Co. Page 1057. General Electric Co. Catalogue Section pp. 1018-19; also Figs. 1468 to 1474. "Westinghouse Air Brake Co. Page 1058; 644 to 674; including Figs. 1345 to 1444 inclusive. Westinghouse Traction Brake Co. Page 1059; (See also Westinghouse Air Brake Co.) BRAKES, ELECTRO-PNEUMATIC. Westinghouse Traction Brake Co. Page 1059. BUFFERS AND PLATFORMS. Commonwealth Steel Co. Page 1049; also Figs. 505, 506, 509. Gould Coupler Co. Catalogue Section p. 992 ; also Figs. 508 ; 523 to 526. McConway & Torley Co. Catalogue Section pp. 990-91; also Fig. 527. Miner, W. H. Page 1031 ; also Figs. 513, 514. Standard Coupler Co. Page 1048 ; also Figs. 515 to 520. CABLES, ELECTRIC. General Electric Co. Catalogue Section pp. 1018-19. Kerite Insulated Wire & Cable Co. Page 1061. CAR BODY AND FRAMING DETAILS. American Car & Foundry Co. Page 1032; also Figs. 457, 458, 463, 464. Commonwealth Steel Co. Page 1049; also Figs. 469 to 471; 476. Middletown Car Co. Page 1041 ; also Fig. 455. Pressed Steel Car Co. Page 1038 ; also Fig. 466. Western Steel Car & Foundry Co. Page 1039 ; also Fig. 456. CAR DETAILS, BOX. Camel Co. Page 1063; also Figs. 477, 482. CAR DOORS, FREIGHT. Camel Co. Page 1063. Chicago Car Door Co. Page 1063. Q & C Co. Catalogue Section p. 1012. Ralston Steel Car Co. Page 1040. CAR DOORS, PASSENGER. Acme Supply Co. Catalogue Section pp. 1008-09. Hale & Kilburn Co. Catalogue Section pp. 1020-21. Transportation Utilities Co. Catalogue Section p. 1007. CAR HEATING. Chicago Car Heating Co. Page 1048 ; also Figs. 2237 to 2263. CAR LIGHTING. Adams & Westlake Co. Page 1051; also Figs. 2397 to 2420; 2640 to 2654; 2668 to 2671. Commercial Acetylene Ry. Light & Signal Co., Inc. Catalogue Section p. 985 ; also Figs. 2385 to 2396. Consolidated Ry Elec. Ltg. & Equip. Co. Catalogue Section pp. 982-83 ; also Figs. 2456 to 2468. Dayton Mfg. Co. Page 1053 ; also Figs. 2421 to 2426 ; 2655 to 2660 ; 2665 to 2667. Electric Storage Battery Co. Catalogue Section p. 984 ; also Figs. 2504 to 2509 ; 2511 to 2517. General Electric Co. Catalogue Section p. 1018-19; also Figs. 2469, 2470. Gould Coupler Co. Page 1060 ; also Figs. 2471 to 2487. Gould Storage Battery Co. Page 1060 ; (See Gould Coupler Co. figure numbers). Safety Car Heating & Lighting Co. Catalogue Section pp. 978-81; also pp. 813 to 826, including 2298 to 2382 inclusive ; also Figs. 2436 to 2450; p. 857 to 861, including Figs. 2518 to 2639 inclusive. CARLINES. Camel Co. Page 1063 ; also Fig. 914. Haskell & Barker Car Co., Inc. Page 1036. Pressed Steel Car Co. Page 1038. CAR SEATS. Barney & Smith Car Co. Page 1033; also Figs. 1688 to 1691; 1693. Brill Co., The J. G. Page 1034. Dayton Mfg. Co. Page 1053. Hale & Kilburn Co. Catalogue Section pp. 1020-21 ; also Figs. 1644; 1646 to 1671. 1024 BUYERS' CLASSIFIED DIRECTORY— Continued CAR SEATS— Continued. Heywood Brothers & Wakefield Co. Page 1050; also Figs. Iti78 to 1680. Pressed Steel Car Co. Page 1038; also Fig. 1674. Scarritt-Comstock Furniture Corp. Page 1050; also Figs. 1699 to 1705. Walker Co., Inc., Sheridan A. Page 1050 ; also Figs. 1672 to 1674. CAR TRIMMINGS. Acme Supply Co. Catalogue Section pp. 1008-09. Adams & Westlake Co. Page 1051. Brill Co., The J. G. Page 1034. Dayton Mfg. Co. Page 1053. Howard & Co., James L. Page 1052. McCord Mfg. Co. Page 1054. Railway Supply & Curtain Co. Page 1052. Transportation Utilities Co. Catalogue Section p. 1007. CARS AND ACCESSORIES, MOTOR (PAS- SENGER). General Electric Co, Catalogue Section pp. 1018-19; also Figs. 871 to 876; 2700 to 2733; 2736. CARS, BALLAST. (See Cars, Freight.) CARS, CONTRACTING. (See Cars, Freight.) CARS, FREIGHT. American Car & Foundry Co. Page 1032; also Figs. 8, 12, 14, 20, 25, 30, 33, 35, 39, 48, 57, 58, 72, 73, 79, 86, 90, 100, 105, 106, 110, 112, 114, 119, 121, 196, 271, 277, 278, 283, 284, 299, 300, 322, 323, 336A, 338, 342, 344, 345, 353, 354, 364. Barney & Smith Car Co. Page 1033; also Figs. 21 to 23; 71, 102, 287, 288, 292, 293. Bettendorf Co. Page 1043; also Figs. 3 to 6; 55, 76, 80, 317, 318. Brill Co., The J. G. Page 1034; also Figs. 99, 103, 104. Clark Car Co. Catalogue Section p. 1016 ; also Figs. 28, 40, 60, 304, 305, 313. Enterprise Railway Equipment Co. Page 1035; also Figs. 297, 298, 312, 324, 325. 329. Fowler Car Co. Page 1042; also Figs. 11, 272. Goodwin Car Co. Catalogue Section p. 1017 ; also Figs. 63, 68. Greenville Steel Car Co. Page 1040. Harlan & Hollingsworth Corp. Page 1042; also Fig. 101. Haskell & Barker Car Co., Inc. Page 1036; also Figs. 18, 92, 94. Laconia Car Co. Page 1037 ; also Figs. 91, 111. CARS, FREIGHT— Continued. Middletown Car Co. Page 1041. Mt. Vernon Car Mfg. Co. Page 1040. Pressed Steel Car Co. Page 1038; also Figs. 16, 24, 26, 29, 32, 37, 52, 53, 56, 75, 82, 89, 107, 108, 285, 286, 309, 351, 352. Ralston Steel Car Co. Page 1040; also Figs. 28, 40, 60, 93, 314. Refrigerator Heater & Ventilator Car Co. Page 1044 ; also Fig. 113. Russel Wheel & Foundry Co. Page 1042. Standard Steel Car Co. Page 1041; also Figs. 38, 290, 294, 295, 331, 332. Western Steel Car & Foundry Co. Page 1039; also Figs. 9, 10, 13, 15, 17, 19, 41, 77, 267, 268, 281, 282, 289. Youngstown Steel Car Co. Page 1044. CARS, GAS-ELECTRIC. General Electric Co. Catalogue Section pp. 1018-19 ; also Fig. 194. CARS, LOGGING. (See Cars, Freight.) CARS, PASSENGER. American Car & Foundry Co. Page 1032; also Figs. 126, 127, 129, 132, 145, 148, 149, 151; 153 to 155; 169, 174, 186, 187. 220, 225, 234, 391, 392, 393. Barney & Smith Car Co. Page 1033; also Figs. 124, 125, 133, 134, 156, 157, 167; 175 to 182; 224, 404. Brill Co., The J. G. Page 1034. Harlan & Hollingsworth Corp. Page 1042; also Figs. 130, 131, 138, 139, 144, 158, 159, 221 ; 372 to 374 ; 381 to 383; 394. Laconia Car Co. Page 1037; also Figs. 135. Middletown Car Co. Page 1041. Pressed Steel Car Co. Page 1038 ; also Figs. 140, 141, 146, 147, 184; 375 to 377. Standard Steel Car Co. Page 1041; also Figs. 195, 408. CARS, REFRIGERATION, HEATING AND VENTILATING. American Car & Foundry Co. Page 1032; also Fig. 913. Refrigerator Heater & Ventilator Car Co. Page 1068 ; also Figs. 113 ; 905 to 908. Union Fibre Co. Page 1062 ; also Fig. 889 to 895. Wine Railway Appliance Co. Catalogue Section pp. 1014-15 ; also Figs. 909 to 911. CARS, REPAIRED AND REBUILT. American Car & Foundry Co. Page 1032. Greenville Steel Car Co. Page 1043. Haskell & Barker Car Co., Inc. Page 1036. 1025 CARS REPAIRED AND REBUILT— Continued. Laconia Car Co. Page 1037. Pressed Steel Car Co. Page 1038. Ralston Steel Car Co. Page 1040. Standard Steel Car Co. Page 1041. Western Steel Car & Foundry Co. Page 1039. Youngstown Steel Car Co. Page 1044. CASTINGS. (See Forgings and Castings.) CASTINGS, BRASS AND BRONZE. Barney & Smith Car Co. Page 1033. Dayton Mfg. Co. Page 1053. Howard & Co., James L. Page 1052. McCord Mfg. Co. Page 1054. CENTER PINS. Miner, W. H. Page 1031. CENTER PLATES. Joliet Railway Supply Co. Catalogue Section p. 1002. Pressed Steel Car Co. Page 1038. Standard Car Truck Co. Catalogue Section p. 1000. Woods & Co., Edwin S. Page 1048. CENTER SILLS. Miner, W. H. Page 1031. CENTERING MACHINES, AXLE. Niles-Bement-Pond Co. Page 1065. CHAIRS, DINING AND PARLOR. (See Car Seats.) CLAMPS, FLANGING. Niles-Bement-Pond Co. Page 1065. CLOSETS, FLUSH OR DRY. (See Hoppers, Flush or Dry.) COCKS, BRAKE AND SIGNAL. W'estinghouse Air Brake Co. Page 1058. COMPRESSORS, AIR BRAKE. General Electric Co. Catalogue Section pp. 1018-19 ; also Figs. 1469, 1470. Westinghouse Air Brake Co. Page 1058; also Figs. 1404 to 1406; 1411, 1412, 1420, 1423. Westinghouse Traction Brake Co. Page 1059. CONNECTORS, AUTOMATIC. Westinghouse Air Brake Co. Page 1058 ; also Fig. 1475. Westinghouse Traction Brake Co. Page 1059. BUYERS' CLASSIFIED DIRECTORY— Continued COTTER PINS. Columbia Nut & Bolt Co., Inc. Page 1051. COUPLERS, CAR. American Steel Foundries. Catalogue Section pp. 986-87 ; also Figs. 626 to 627; 656. Buckeye Steel Castings Co. Catalogue Section pp. 98S-S9 ; also Figs 631 to 635. (lould Coupler Co. Catalogue Section p. 902 ; also Figs. 1151, 652, 655, 637, 658. McConway & Torley Co. Catalogue Section pp. 990-91 ; also Figs. 648 to 650; 659 to 664. National Malleable Castings Co. Catalogue Section p. 1044 ; also Figs. 640 647 ; 665 to 667. Standard Coupler Co. Page 1048; also Figs. 639, 608. Westinghouse Air Brake Co. I'age 1058; also Fig. 1475. Westinghouse Traction Brake Co. Page 1059. COUPLINGS, HOSE AND STEAM. Camel Co. Page 1063. Chicago Car Heating Co. Page 1048. National Malleable Castings Co. Page 1044; also Figs. 1301 to 1303; 2077. Westinghouse Air Brake Co. Tage 1058; also Figs. 13S8, 1389, 1392, 1393, 1396, 1442, 1443. CRANES. Niles-Bement-Pond Co. Page 1065. CRANES, BATTERY TRUCK. General Electric Co. Catalogue Section pp. 1018-19. CURTAINS, CAR. Acme Supply Co. Catalogue Section pp. 1008-09. Barney & Smith Car Co. Page 1033. Curtain Supply Co. Page 1052. Edwards Co., Inc., O. M. Catalogue Section pp. 1010-11. Railway Supply & Curtain Co. Page 1052. Transportation Utilities Co Catalogue Section p. 1007. CURTAIN FIXTURES. Acme Supply Co. Catalogue Section pp. 1008-09; also Fig. 1976. Barney & Smith Car Co. Page 1033. Curtain Supply Co. Page 1052; also Figs. 1981; 1983 to 1989. Dayton Mfg. Co. Page 1053 ; also Figs. 1921 to 1923. Edwards Co., Inc., O. M. Catalogue Section pp. 1010-11. Railway Supply & Curtain Co. Page 1052; also Figs. 1991 to 1997; 2000, 2002. Transportation Utilities Co. Catalogue Section p. 1007. CURTAIN MATERIAL. Barney & Smith Car Co. Tage 1033. Curtain Supply Co. Page 1052. Pantasote Co. Catalogue Section p. 1013. Q & C Co. Catalogue Section p. 1012. Railway Supply & Curtain Co. Page 1052. CUTTERS, MILLING. Pratt & Whitney Co. Page 1064. DERAILERS. Q & C Co. Catalogue Section p. 1012. DIAPHRAGMS, VESTIBULE. Acme Supply Co. Catalogue Section pp. 1008-09. Curtain Supply Co. Page 1002. Q & C Co. Catalogue Section p. 11112. Transportation Utilities Co. Catalogue Section p. 1007. DIES. Pratt & Whitney Co. Page 1064. DIRT COLLECTORS, CENTRIFUGAL (AIR BRAKE SYSTEMS). Westinghouse Air Brake Co. Page 1058. DOORS AND FIXTURES, FREIGHT CAR. American Car & Foundry Co. Page 1032 ; also Fig. 841. Camel Co. Page 1063; also Figs, 796 to 800. Chicago Car Door Co. Page 1063; also Figs. 812, 836. Haskell & Barker Car Co., Inc. Page 1036. Jones Car Door Co. Page 1063; also Fig. 843. Winer, W. H. Tage 1031; also Fig. 813. National Malleable Castings Co. Page 1044; also Figs. 821 to 826. Ralston Steel Car Co. Page 1040; also Fig. 819. Transportation Utilities Co. Catalogue Section p. 1007 ; also Fig. 815 Western Steel Car & Foundry Co. Page 1039; also Fig, 810. DOORS AND FIXTURES, PASSENGER CAR. Acme Supply Co. Catalogue Section pp. 1008-09 ; also Figs. 855 to 863. Adams & Westlake Co. Page 1001; also Fig. 877. Camel Co. Page 1063; also Fig. 482. Dayton Mfg. Co. Page 1053; also Fig. 874. Edwards Co., Inc., O. M. Catalogue Section pp. 1010-11. Hale & Kilburn Co. Catalogue Section pp. 1020-21 ; also Figs. 848, 851, 852. DOORS AND FIXTURES, PASSENGER CAR — Continued. Howard & Co., James 1,. Page 1052 : also Figs. 850, 873. National Malleable Castings Co. Page 1044. Railway Supply & Curtain Co. Page 1052 ; also Fig. 872. Transportation Utilities Co. Catalogue Section p. 1007. DRAFT GEARS AND ATTACHMENTS. American Steel Foundries. Catalogue Section pp. 1086-87 ; also Figs. 679 to 682. Bettendorf Co. I'age 1043 ; also Fig. 678. Buckeye Steel Castings Co. Catalogue Section pp. 988-89 ; also Figs. 701 to 706. Commonwealth Steel Co. Page 1049; also Figs. 671 to 674; 676, 709; 714 to 717. Gould Coupler Co. Catalogue Section p. 992; also Figs. 687, 692; 742 to 745. Haskell & Barker Car Co., Inc. Page 1036. Keyoke Railway Equipment Co. Catalogue Section p. 993 ; also Figs. 719 to McCord & Co. I'age 1068 ; also Figs. 730 to 732. Miner, \V. H. Page 1031; also Figs. 688; 698 to 700; 733 to 737. National Malleable Castings Co. Page 1044; also Figs. 693 to 697. Standard Coupler Co. Page 1048 ; also Figs. 764 to 767. Union Draft Gear Co. Page 1045; also Figs. 770 to 773. Universal Draft Gear Attachment Co. Catalogue Section p. 994 ; also Figs. 686 ; 710 to 713; 759 to 763. Westinghouse Air Brake Co. Page 1058; also Figs. 753 to 758. DRAWBAR ATTACHMENTS. Universal Draft Gear Attachment Co. Page 1045. DRAWBAR CENTERING DEVICE. Miner, W. H. Page 1031. National Malleable Castings Co. Page 1044. DRILLS. Pratt & Whitney Co. Page 1064. DUMPING APPARATUS, CAR. Bettendorf Co. Page 1043 ; also Fig. 792. Enterprise Railway Equipment Co. Page 1035. Goodwin Car Co. Catalogue Section p. 1017 ; also Fig. 794. Pressed Steel Car Co. Page 1038 ; also Figs. 790, 791. Standard Steel Car Co. Page 1041; also Figs. 786 to 788. U. S. Metal & Mfg. Co. Page 1049; also Figs. 789, 789A, 793. 1026 BUYERS' CLASSIFIED DIRECTORS— Continued DYNAMOS. General Electric Co. Catalogue Section pp. 1018-19. ELECTRIC APPARATUS AND SUPPLIES. General Electric Co. Catalogue Section pp. 1018-19. ENAMELS. U. S. Metal & Mfg. Co. Page 1049. ENGINEERS, INSPECTING AND TCSTITX Hunt & Co., Robert W. Page 1002. FANS, ELECTRIC. General Electric Co. Catalogue Section pp. 1018-19. Safety Car Heating & Lighting Co. Catalogue Section pp. 978-81 ; also Figs. 2276, 2277. FLANGERS, SNOW. Q & C Co. Catalogue Section p. 1012. FLOORING, CAR. Acme Supply Co. Catalogue Section pp. 1008-09 ; also Fig. 1707. Transportation "Utilities Co. Catalogue Section p. 1007. FORGINGS AND CASTINGS. Allegheny Steel Co. Catalogue Section p. 995. American Brake Co. Page 1057. American Brake Shoe & Foundry Co. Page 1046. American Car & Foundry Co. Page 1032. American Steel Foundries. Catalogue Section pp. 986-87. Barney & Smith Car Co. Page 1033. Buffalo Brake Beam Co. Page 1046. Commonwealth Steel Co. Page 1049. Dayton Mfg. ( o. Page 1053. Forged Steel Wheel Co. Page 1041. Gould Coupler Co. Catalogue Section p. 992. Greenville Steel Car Co. Page 1040. Haskell & Barker Car Co., Inc. Page 1036. Laconia Car Co. Page 1037. McConway & Torley Co. Catalogue Section pp. 990-91. Mt. Vernon Car Mfg. Co. Page 1040. National Malleable Castings Co. Page 1044. Pratt & Letchworth Co. Catalogue Section p. 1001. Pressed Steel Car Co. Page 1038. Ralston Steel Car Co. Page 1040. FORGINGS AND CASTINGS— Continued. Russel Wheel & Foundry Co. Page 1042. Standard Steel Car Co. Page 1041. Standard Steel Works Co. Catalogue Section pp. 1004-05. Youngstown Steel Car Co. Page 1044. FURNACES, ELECTRIC. General Electric Co. Catalogue Section pp. 1018-19. GAGES, PRESSURE. Chicago Car Heating Co. Page 1048. Safety Car Heating & Lighting Co. Catalogue Section pp. 978-81 ; also Fig. 2300. Westinghouse Air Brake Co. Page 1058 ; also Fig. 1444. GAGES, STANDARD MEASURING. Pratt & Whitney Co. Page 1064. GASKETS. McCord Mfg. Co. Page 1054. GEAR BLANKS, ROLLED STEEL. Standard Steel Works Co. Catalogue Section pp. 1004-05. GENERATORS, CAR LIGHTING. Consolidated Ry. Elec. Ltg. & Equip. Co. Catalogue Section pp. 982-83 ; also Figs. 2461, 2463, 2465, 2468. Electric Storage Battery Co. Catalogue Section p. 984; also Figs. 2512, 2516. General Electric Co. Catalogue Section pp. 1018-19 ; also Figs. 2469, 2470. Gould Coupler Co. Page 1060 ; also Figs. 2471 to 2473 ; 2476, 2477, 2481, 2482. Gould Storage Battery Co. Page 1060 ; (see Gould Coupler Co., figure numbers.) Safety Car Heating & Lighting Co. Catalogue Section pp. 978-81 ; also Figs. 2439 ; 2445 to 2447. HAMMERS, STEAM. Niles-Bement-Pond Co. Page 1065. HARDWARE, CAR. Adams & Westlake Co. Page 1051; also Figs. 1604, 1605, 1607, 1609, 1612, 1615, 1619; 1621 to 1624; 1626, 1628; 1632 to 1634; 1637, 1642, 1645; 1804 to 1808; 1810, 1812, 1813, 1827, 1828 ; 1832 to 1834 ; 1836, 2003, 2005, 2007, 2008; 2014 to 2016; 2021, 2027, 2031, 2032, 2034; 2039 to 2040; 2043. Dayton Mfg. Co. Page 1053; also Figs. 1602, 1606, 1608, 1613, 1614; 1616 to 1618; 1620, 1622, 1624, 1625, 1627, 1629, 1631, 1635, 1636, 1638, 1640, 1641, 1643, 1815, 1818, 1820, 1821, 1824, 1825, 1830, 1831, 1835, 1837, 1839, 1841; 2003 to 2006; 2011, 2016; 2022 to 2027; 2033; 2035 to 2037; 2041. Edwards Co., Inc., O. J.I. Catalogue Section pp. 1010, 1011. Howard & Co., James L. Page 1052; also Figs. 1611, 1615, 1816, 1817, 1826, 1829, 2003. HEADLIGHTS. Commercial Acetylene Ry. Light & Signal Co., Inc. Catalogue Section p. 985. Dayton Mfg. Co. Page 1053. General Electric Co. Catalogue Section pp. 1018-19. Safety Car Heating & Lighting Co. Catalogue Section pp. 978-81. HEAD LININGS, CAR. Barney & Smith Car Co. Page 1033. Pantasote Co. Catalogue Section p. 1013. HEATERS, EMERGENCY. Chicago Car Heating Co. Page 1048. HOISTS. General Electric Co. Catalogue Section pp. 1018-19. HOOKS, WRECKING. National Malleable Castings Co. Page 1044; also Fig. 2787. HOPPERS, FLUSH OR DRY. Adams & Westlake Co. Page 1051; also Figs. 1790, 1791. Dayton Mfg. Co. Page 1053 ; also Fig. 1793. Duner Co. Page 1050; also Figs. 1779 to 1781; 1784. Howard & Co., James L. Page 1052; also Fig. 1789. Railway Supply & Curtain Co. Page 1052; also Fig. 1785. HOSE PROTECTORS. McCord & Co. Page 1068 ; also Fig. 1485. Q & C Co. Catalogue Section p. 1012. HYDRAULIC MACHINERY. Niles-Bement-Pond Co. Page 1065. INSPECTING AND TESTING LABORA- TORIES. Hunt & Co., Robert W. Page 1062. INSTRUMENTS, ELECTRIC MEASURING. Consolidated Ry. Elec. Ltg. & Equip. Co. Catalogue Section pp. 982-83 ; also Figs. 2460, 2463, 2464. General Electric Co. Catalogue Section pp. 1018-19. INSULATION, FREIGHT AND PASSENGER CARS. Miner, W. H. Page 1031. Transportation Utilities Co. Catalogue Section p. 1007 ; also Fig. 1583. Union Fibre Co. Page 1062. U S. Metal & Mfg. Co. Page 1049. INTERIOR TRIM. Acme Supply Co. Catalogue Section pp. 1008-09. Edwards Co., Inc., O. M. Catalogue Section pp. 1010-11. Hale & Kilburn Co. Catalogue Section pp. 1020-21 ; also Figs. 1588, 1596, 1597. Transportation Utilities Co. Catalogue Section p. 1007. 1027 BUYERS' CLASSIFIED DIRECTORY— Continued INTERLOCKING LINK LADDER. (Sec Ladders, Freight Car.) JACKS. "0. S. Metal & Mfg. Co. Page 1019. JOURNAL BOXES AND DETAILS. Brill Co., The J. G. Page 1034. Buckeye Steel Castings Co. Catalogue Section p. 1055 ; also Fig. 1032. Chicago Railway Equipment Co. Page 1047 ; also Figs. 1024, 1025. Gould Coupler Co. Catalogue Section p. 992 ; also Fig. 1045. Haskell & Barker Car Co., Inc. Catalogue Section p. 1036. McCord & Co. Page 1068 ; also Figs. 1052 to 1061A. National Malleable Castings Co. Page 1044 ; also Figs. 1035 to 1041. Pratt & Letchworth Co. Catalogue Section p. 1001; also Figs. 1030, 1031 Scullin Steel Co. Catalogue Section pp. 996-99; also Fig. 1062. Standard Car Truck Co. Catalogue Section p. 1000 ; also Fig. 1070. JOURNAL BOX WEDGES. McCord & Co. Page 1068 ; also Fig. 1057. National Malleable Castings Co. Page 1044 ; also Fig. 1042. KNUCKLES, EMERGENCY. Q & C Co. Catalogue Section p. 1012 ; also Fig. 638. LABORATORIES, CHEMICAL AND TESTING. Hunt & Co., Robert W. Page 1062. LADDERS, FREIGHT CAR. Acme Supply Co. Catalogue Section pp. 1008-09 ; also Fig. 961. Transportation Utilities Co. Catalogue Section p. 1007. Wine Railway Appliance Co. Catalogue Section pp. 1014-15 ; also Figs. 911, 952, 953. LAMPS AND LANTERNS. Adams & Westlake Co. Page 1051; also Figs. 2049; 2069 to 2072. Dayton Mfg. Co. Page 1053. General Electric Co. Catalogue Section pp. 1(118-19. Howard & Co., James L. Page 1052. LAMP JACKS, CAR. Dayton Mfg. Co. Page 1053. Globe Ventilator Co. Page 1062. LATHES. Niles-Bement-Pond Co. Page 1065. Pratt & Whitney Co. Page 1064. LAVATORY SUPPLIES. Adams & Westlake Co. Page 1051; also Figs. 1726 to 1734; 1738, 1740, 1744, 1745, 1749, 1750, 1761, 1764. Dayton Mfg. Co. Page 1053 ; also Figs. 1739; 1741 to 1743; 1770. Howard & Co., James L. Page 1052 ; also Figs. 1752, 1768. 1724, 1725, 1746, 1751, 1736, 1760, 1737, 1753, NUTS AND BOLTS. Columbia Xut & Bolt Co., Inc. Page 1054. Standard Safety Nut Corp. Catalogue Section p. 1006 ; 1577A. also Fig. PAINTS. U. S. Metal & Mfg. Page 1049. Co. 1735, 1747, 1748, PINIONS. Railway Supply & Curtain Co. Page 1052; also Figs. 1765, 1767. LOCK NUTS. American Nut & Bolt Fastener Co. Page 1056. Boss Nut Co. Page 1056; also Fig. 1563. Columbia Nut & Bolt Co., Inc. Page 1054; also Figs. 1560, 1561. Standard Safety Nut Corp. Catalogue Section p. 1006 ; also Fig. 1577A. U. S. Metal & Mfg. Co. Page 1049. MACHINE TOOLS. Niles-Bement-Pond Co. Page 1065. Pratt & Whitney Co. Page 1064. MACHINES, BORING, DRILLING & TURN- ING. Niles-Bement-Pond Co. Page 1065. Pratt & Whitney Co. Page 1064. MACHINES. GRINDING. Pratt & Whitney Co. Page 1064. MACHINES, MILLING. Niles-Bement-Pond Co Page 1065. Pratt & Whitney Co. Page 1064. MOLDINGS, METAL. Acme Supply Co. Catalogue Section pp. 1008-09. Edwards Co., Inc., O. M. Catalogue Section pp. 1010-11. Hale & Kilburn Co. Catalogue Section pp. 1020-21. McCord Mfg. Co. Page 1054. Transportation Utilities Co. Catalogue Section p. 1007. MOTORS. General Electric Co. Catalogue Section pp. 1018-19. NUT LOCKS. American Nut & Bolt Fastener Co. Page 1056; also Figs. 1573 to 1576. Boss Nut Co. Page 1056 ; also Fig. 1563. Columbia Nut & Bolt Co., Inc. Page 1054; also Figs. 1560, 1561. Standard Safety Nut Corp. Catalogue Section p. 1006 ; also Fig. 1577A. U. S. Metal & Mfg. Co. Page 1049. U. S. Metal & Mfg. Co. Page 1049. PINS, COTTER. (See Cotter I'ins.) PIPE AND PIPE FITTINGS. American Car & Foundry Co. Page 1032. PLANING MACHINERY. Niles-Bement-Pond Co. Page 1065. PLATFORMS. (See Buffers and Platforms ; also Vestibule and Platform Details.) PULLEYS, AXLE. Consolidated Ry. Elec. Ltg. & Equip. Co. Catalogue Section pp. 982-83 ; also Figs 2459, 2466. Electric Storage Battery Co. Catalogue Section p. 984. Gould Coupler Co. Page 1060; also Figs. 2475, 2477. Gould Storage Battery Co. Page 1060; (See Gould Coupler Co., ure numbers). fig- Safety Car Heating & Lighting Co. Catalogue Section pp. 978-81 ; also Fig. 2449. PUNCHES. Pratt & Whitney Co. Page 1064. RANGES, BROILERS & COOKERS. Adams & Westlake Co. Page 1051 ; also Fig. 1723. Safety Car Heating & Lighting Co. Catalogue Section pp. 978 to 981 ; also Figs. 1715 to 1721. Pratt & Whitney Co. Page 1064. REGULATORS, TEMPERATURE. Chicago Car Heating Co. Page 1048. REGULATORS, VOLTAGE. Consolidated Ry. Elec. Ltg. & Equip. Co. Catalogue Section pp. 982-83. REPLACERS, CAR. Q & C Co. Catalogue Section 1012; also Fig. 2784. RESERVOIRS, AIR. Westinghouse Air Brake Co. Page 1058. Westinghouse Traction Brake Co. Page 1059. RINGS, ROLLED STEEL. Standard Steel Works Co. Catalogue Section pp. 1004-05. RODS, BOTTOM CONNECTING. Schaefer Equipment Co. Page 1046. 1028 BUYERS' CLASSIFIED DIRECTORY— Continued ROOFING, CAR. Haskell & Barker Car Co., Inc. Page 1036. Railway Supply & Curtain Co. Page 1052. Transportation Utilities Co. Catalogue Section p. 1007 ; also 922A. U. S. Metal & Mfg. Co. Page 1049. SAND BLAST APPARATUS. U. S. Metal & Mfg. Co. Page 1049. SASH LOCKS AND BALANCES. Acme Supply Co. Catalogue Section pp. 1008-09. Adams & Wostlake Co. Page 1051. Curtain Supply Co. Page 1052 Dayton Mfg. Co. Page 1053. •Edwards Co., Inc., O. M. Catalogue Section pp. 1010-11. Howard & Co., James L. Page 1052. McCord Mfg. Co. Page 1054. Railway Supply & Curtain Co. Page 1052; also Fig. 1990. Transportation Utilities Co. Catalogue Section p. 100T ; also 1902, 1904. SASH, METALLIC. Edwards Co., Inc., O. M. Catalogue pp. 1010-11. McCord Mfg. Co. Page 1054. SASH RATCHETS, DECK. McCord Mfg. Co. Page 1054. Railway Supply & Curtain Co. Page 1052. Transportation Utilities Co. Catalogue Section p. 1007 ; also Fig. SEATS, CAR. (See Car Seats.) SHAPERS. Pratt & Whitney Co. Page 1064. SHEATHING, METALLIC (STEEL). Transportation Utilities Co. Catalogue Section p. 1007 ; also Fig. SHOES, SKID. Q & C Co. Catalogue Section p. 1012 ; also Fig. SIDE FRAMES. Allegheny Steel Co. Catalogue Section p. 995. American Steel Foundries. Catalogue Section pp. 986-87. Gould Coupler Co. Catalogue Section p. 992. Scullin Steel Co. Catalogue Section pp. 996 to 999. SLOTTING MACHINERY. Niles-Bement-Pond Co. Page 1065. Fig. Figs. SPRING DAMPENERS. McCord & Co. Page 1068; also Fig. 1181. SPRING PLANK, EQUALIZED. Scullin Steel Co. Catalogue Section pp. 996 to 999. SPRINGS. American Steel Foundries. Catalogue Section pp. 986-87 1169 to 1171; 1184. also Fij Brill Co., The Page 1034. J. (; Railway Steel-Spring Co. Page 1055. Standard Steel Works Co. Catalogue Section pp. 1004-05 ; also Fig. 1179. STAKE POCKETS. American Car & Foundry Co. Page 1032; also Fig. 959. U. S. Metal & Mfg. Co. Page 1049; also Fig. 958. STEPS, CAR (STEEL). Acme Supply Co. Catalogue Section pp. 1008-09. Transportation Utilities Co. Catalogue Section p. 1007. STRAIGHTENING MACHINERY. Niles-Bement-Pond Co. Page 1065. STRAINERS. Chicago Car Heating Co. rage 1048. Westinghouse Air Brake Co. Page 1058. TAPS. Pratt & Whitney Co. Page 1064. TESTING MATERIAL. Hunt & Co., Robert W. Page 1062. TIRES, STEEL. Railway Steel-Spring Co. Page 1055; also Figs. 1189 to 1200. Standard Steel Works Co. Catalogue Section pp. 1004-05 ; also Figs. 1201 to 1212. TRAP DOORS AND RIGGING. Barney & Smith Car Co. Page 1033. Edwards Co., Inc., O. M. Catalogue Section pp. 1010-11 ; also Figs. 551 to 555; 1843 to 1847. Gould Coupler Co. Catalogue Section p. ft 92. also Figs. Transportation Utilities Co. Catalogue Section p. 1007 ; 549, 550, 882. TRAPS, STEAM. Chicago Car Heating Co. Page 1048. TREADS, CAR STEP. Acme Supply Co. Catalogue Section pp. 1008-09 ; also Figs. 570 to 573. Transportation Utilities Co. Catalogue Section p. 1007. TRUCKS, FREIGHT CAR. American Car & Foundry Co. Page 1032. TRUCKS, FREIGHT CAR— Continued. American Steel Foundries. Catalogue Section pp. 986-87 ; also Figs. 981 to 986. Barney & Smith Car Co. Page 1033. Bettendorf Co. Page 1043; also Figs. 967 to 971. Brill Co., The J. G. Page 1034. Buckeye Steel Castings Co. Catalogue Section pp. 988-89 ; also Fig. 987. Clark Car Co. Catalogue Section p. 1016. Commonwealth Steel Co. Page 1049. Gould Coupler Co. Catalogue Section p. 992; also Figs. 962, 964. Laconia Car Co. Page 1037. Pressed Steel Car Co. Page 1038 ; also Figs. 963, 965. Russel Wheel & Foundry Co. Page 1042. Scullin Steel Co. Catalogue Section pp. 996-99. Standard Car Truck Co. Catalogue Section p. 1000 ; also Figs. 974 to 980. Standard Steel Car Co. Page 1041. TRUCKS, PASSENGER CAR. American Car & Foundry Co. Page 1032; also Figs. 1000, 1021. Brill Co., The J. G. Page 1034 ; also Figs. 993, 1017. Commonwealth Steel Co. Page 1049; also Figs. 999, 1005, 1008, 1009, 2456. Harlan & Hollingsworth Corp. Page 1042; also Figs. 990, 1001 to 1003; 1014 to 1016. Pressed Steel Car Co. Page 1038 ; also Figs. 994, 1018. Standard Steel Car Co. Page 1041; also Fig. 1013. TURBINES, STEAM. General Electric Co. Catalogue Section pp. 1018-19. TURNBUCKLES. U. S. Metal & Mfg. Co. Page 1049; also Fig. 1571. UNDERFRAMES. American Car & Foundry Co. Page 1032; also Figs. 434, 436, 441. Barney & Smith Car Co. Page 1033; also Fig. 451. Bettendorf Co. Page 1043 ; also Figs. 424, 435 ; 437 to 439. Commonwealth Steel Co. Page 1049 ; also Figs. 420, 432, 440. Greenville Steel Car Co. Page 1040. Harlan & Hollingsworth Corp. Page 1042; also Figs. 444, 445. Haskell & Barker Car Co., Inc. Page 1036. Laconia Car Co. Page 1037. 1028a BUYERS' CLASSIFIED DIRECTORY— Continued UNDERFRAMES— Continued. Pressed Steel Car Co. Page 1038; also Fig. 433. Ralston Steel Car Co. Page 1040; also Figs. 42!) to -i::i ; 442. Western Steel Car & Foundry Co. Page 1039 ; also Figs. 423, 443. UNCOUPLING APPARATUS. American Steel Foundries. Catalogue Section pp. 986-87 ; also Figs. T7S-779. Keyoke Railway Equipment Co. Catalogue Section p. 993. UNLOADERS, COKE. Goodwin Car Co. Catalogue Section p. 1017. UPHOLSTERY. Barney & Smith Car Co. Page 1033. Hale & Kilburn Co. Catalogue Section 1020-21. Pantasote Co. Catalogue Section p. 1013. Scarritt-Comstock Furniture Corp. Page 1050. U. S. Metal & Mfg. Co. Page 1049. VALVES. American Car & Foundry Co. Page 1032; also Fig. 954. Chicago Car Heating Co. Page 1048. Edwards Co., Inc., O. M. Catalogue Section pp. 1010-11. Westinghouse Air Brake Co. Page 1058. VARNISHES. U. S. Metal & Mfg. Co. Page 1049. VENTILATORS. Automatic Ventilator Co. Page 1054; also Figs. 2267 to 2272. Brill Co., The J. G. Page 1034. Globe A T entilator Co. Page 1062; also Figs. 2273, 2274. Howard & Co., James L. Page 1052; also Fig. 2275. Safety Car Heating & Lighting Co. Catalogue Section pp. 978 to 981; also Figs. 2276-2277. VENTILATORS, FREIGHT CAR END. Wine Railway Appliance Co. Catalogue Section pp. 1014-15; also Figs. 909 to 911. VESTIBULES. Gould Coupler Co. Catalogue Section p. 992. VESTIBULE AND PLATFORM DETAILS. Acme Supply Co. Catalogue Section pp. 1008-09 ; also Figs. 536 to 541 ; 569 to 573 ; 582 to 585. Adams & Westlake Co. Page 1051; also Figs. 576-577; 580-581; 604 to 607; 609 to 612; 614; 616-617; 620-621; 622, 625. Curtain Supply Co. Page 1052; also Figs. 542 to 546; 589 to 597; 599-600. VESTIBULE AND PLATFORM DETAILS— Continued. Dayton Mfg. Co. Page 1053; also Figs. ,".75, 578-579; 598, 608, 615; 618-619; 623-624. Edwards Co., Inc., O. M. Catalogue Section pp. 1010-11 ; also Figs. 551 to 555. Gould Coupler Co. Catalogue Section p. 992 ; also Fig. 532. Howard & Co., James L. Page 1052; also Fig. 613. McConway & Torley Co. Catalogue Section pp. 990-91 ; also Figs. 528 to 531. Miner, W. H. Page 1031. tl & C Co. Catalogue Section p. 1012 ; also Figs. 547, 548; 588. Railway Supply & Curtain Co. Page 1052 ; also Figs. 586-587. Transportation Utilities Co. Catalogue Section p. 1007. WAINSCOTING. Pantasote Co. Catalogue Section p. 1013. WASHERS. American Nut & Bolt Fastener Co. Page 1056. Camel Co. Page 1063. Fig. 482. National Malleable Castings Co. Page 1044. "Wine Railway Appliance Co. Catalogue Section pp. 1014-15. WASHERS, LOCK. American Nut & Bolt Fastener Co. 1056. WASHSTANDS. (See Lavatory Supplies.) WASTE. Howard & Co., James L. Page 1052. WATER CLOSETS. (See Hoppers, Flush or Dry.) WATER COOLERS. Adams & Westlake Co. Page 1051. Dayton Mfg. Co. Page 1053. WEATHER STRIPS. Acme Supply Co. Catalogue Section pp. 1008-09. Athey Co. Page 1054. Edwards Co., Inc., O. M. Catalogue Section pp. ; 1010-11. McCord Mfg. Co. Page 1054. Railway Supply & Curtain Co. Page 1052. Transportation Utilities Co. Catalogue Section p. 1007 ; also Fig. 1903A. WEATHER STRIPS, FREIGHT CARS. Camel Co. Page 1063. WELDING, ELECTRIC ARC. General Electric Co. Catalogue Section pp. 1018-19. WELDING, ELECTRIC ARC— Continued. U. S. Metal & Mfg. Co. Page 1049. WELDING, OXY-ACETYLENE. Commercial Acetylene Ry. Light & Signal Co., Inc. Catalogue Section p. 985. WHEELS. American Car & Foundry Co. Page 1032. American Steel Foundries. Catalogue Section pp. 986-87 ; also Fig. 1215. Barney & Smith Car Co. Page 1033. Forged Steel Wheel Co. Page 1041. Laconia Car Co. Page 1037. Mt. A r ernon Car Mfg. Co. Page 1040. National Malleable Castings Co. Page 1044. Pressed Steel Car Co. Page 1038. Railway Steel-Spring Co. Page 1055; also Figs. 1189 to 1200. Russel Wheel & Foundry Co. Page 1042. Standard Steel Car Co. Page 1041. Standard Steel Works Co. Catalogue Section pp. 1004-05; also Figs. 1201 to 1214. WINDOWS AND FIXTURES. Acme Supply Co. Catalogue Section pp. 1008-09 ; also Figs. 1894 to 1901; 1973 to 1975. Adams & Westlake Co. Page 1051; also Figs. 1885, 1887, 1954; 1959 to 1964; 1966 to 1968; 1971, 1972, 2001. Curtain Supply Co. Page 1052; also Figs. 1980, 1982. Dayton Mfg. Co. Page 1053 ; also Figs. 1918 ; 1921 to 1923 ; 1955, 1958, 1959, 1969, 1970; 1977 to 1979; 1998, 1999. Edwards Co., Inc., O. M. Catalogue Section pp. 1010-11; also Figs. 1926 to 1937. Howard & Co., James L. Page 1952; also Figs. 1954, 1956, 1957, 1972. McCord Mfg. Co. Page 1054; also Figs. 1938 to 1950; 1952. Railway Supply & Curtain Co. Page 1052; also Fig. 1990. Transportation Utilities Co. Catalogue Section p. 1007 ; also Fig. 1903A. WIRE. General Electric Co. Catalogue Section pp. 1018-19. Kerite Insulated Wire & Cable Co. Page 1061. WRENCHES. National Malleable Castings Co. Page 1044. 1028b TRADE NAME INDEX ACME Anti-Pinch Hinge Shield ; Diaphragms ; Diaphragm Attachments ; Curtain Fixtures ; Metal Sash ; Sash Locks ; Shapes and Mouldings ; Steel Ladders ; Steel Step Boxes ; Vestibule Curtain Outfits ; A'estibule and End Doors ; Weatherstripping. Acme Supply Co., pages 1008-09. Transportation Utilities Co., page 100T. ACME Brake Beams. American Steel Foun- dries, pages 986-87. ACME DUPLEX Weatherproof Windows. See DUPLEX Weatherproof Windows. ADLAKE Basket Racks; Bell Cord Hangers; Car Lighting Fixtures ; Car Trimmings ; Dental Lavatories ; Lamps ; Lanterns ; Sash Locks ; Spring and Self Adjusting Stile Plates ; Vestibule Latches ; Washstands ; Water Coolers ; Window Fixtures. ■ Adams & Westlake Co., page 1051. AGASOTE Headlining; Wainscoting. The Pantasote Co., page 1013. AJAX Brake Beams ; Third Point Supports. American Steel Foundries, pages 986-87. AJAX Diaphragms. (I & C Co., page 1012. ALLEGHENY Iron. Allegheny Steel Co., page 995. ALLIANCE Couplers. American Steel Foun- dries, pages 986-87. AMERICAN Lock Washers. American Nut & Bolt Fastener Co., page 1056. ANDREWS Side Frames. American Steel Foundries, pages 986-87. ANGLO-AMERICAN Enamels; Shop Cleaner; Varnishes. U. S. Metal & Mfg. Co., page 1049. ARDEE Sash Locks. Dayton Mfg. Co., page 1053. ATHEY Metal Weatherstripping. Athey Com- pany, page 1054. ATLAS Brake Beam Safety Guards. American Steel Foundries, pages 986-87. ATLAS Dry Saloon Hoppers. Railway Sup- ply & Curtain Co., page 1052. AUTOMATIC Car Ventilators. Automatic Ventilator Co., page 1062. AVERY Acetylene Car Lighting System. Day- ton Mfg. Co., page 1053. AXLE LIGHT Electric Car Lighting Equip- ment. Consolidated Railway Electric Car Lighting & Equipment Co., pages 982-83. B BARBER Drop Down Brake Mast; Lateral Motion Truck Device ; Radial and Lateral Motion Trucks ; Roller Side Bearings ; Roller Bearing Center Plates; Roller Bearing Jour- nal Boxes. Standard Car Truck Co., page 1000. BARTLEY Nut and Bolt Fasteners. American Nut & Bolt Fastener Co., page 1056. BETTENDORF t'nderframes ; Trucks; Side Frames. The Bettendorf Co., page 1043. BETTON Sand Blast Apparatus. U. S. Metal & Mfg. Co., page 1049. BORER Bell Cord Hangers. Dayton Mfg. Co., page 1053. BOSS Lock Nuts. Boss Nut Co., page 1056. BROWN Metallic Window Strip. Transporta- tion Utilities Co., page 1007. BUCKEYE Journal Boxes ; Truck and Body Bolsters ; Truck Frames ; Yokes for Fric- tion and Spring Gears. Buckeye Steel Cast- ings Co., pages 988-89. BUFFALO Brake Beams. Buffalo Brake Beam Co., page 1046. BUFFALO Journal Box. Pratt & Letchworth Co., page 1001. BURROWS Curtain Fixtures. Curtain Supply Co., page 1052. CAMEL Burglar Proof Door Guides; Burglar Proof and Weather Proof Car Door Devices ; Carlines; Combination Door Stop and Lock; Freight Car Doors; Freight Car Door Fix- tures; Camel Co., page 1063. CARDWELL Friction Draft Gear. Union Draft Gear Co., page 1045. CAST ELATED Nuts. Columbia Nut & Bolt Co., Inc., page 1054. U. S. Metal & Mfg. Co., page 1049. CAYUTA Jacks. V. S. Metal & Mfg. Co., pane 1049. C &. C Electric Arc Welding Apparatus. U. S. Metal & Mfg. Co., page 1049. CHAFFEE Dry Closets. Dayton Mfg. Co., page 1053. CHANARCH Steel Flooring. Acme Supply Co., pages 1008-09. Transportation Utilities Co., page 1007. CHICAGO Car Door Fixtures. Chicago Car Door Co., page 1063. CHICAGO Couplers. Chicago Railway Equip- ment Co., page 1047. CHILLINGWORTH Seamless Gear Case. U. S. Metal & .Mfg. Co., page 1049. CHLORIDE ACCUMULATOR Storage Bat- teries. Electric Storage Battery Co., page 984. CLARK Dump Cars. Clark Car Co., page 1016. CLIMAX Car Door Fixtures. Chicago Car Door Co.. page 1063. CLIMAX Couplers. National Malleable Cast- ings Co., page 1044. COLEMAN Bolster Locking Center Pins. W. H. Miner, page 1031. COLUMBIA Lock Nuts; Nut Locks. Columbia Nut & Bolt Co., Inc., page 1054. V. S. Metal & Mfg. Co., page 1049. COMMERCIAL Acetylene. Commercial Acety- lene Railway Light & Signal Co., Inc., page 985. COMMONWEALTH Car Devices. Common- wealth Steel Co., page 1049. COMSATE Curtain Fixtures. Railway Supply & Curtain Co., page 1052. CORONA Glass Globes. Safety Car Heating & Lighting Co., pages 978 to 981. CRECO Brake Beams; Journal Boxes and Lids ; Roller Side Bearings ; Slack Ad- justers ; Sliding Third Point Brake Beam Supports. Chicago Railway Equipment Co., page 1047. CROWN Curtain Fixtures. Acme Supply Co., pages 1008-09. Transportation Utilities Co., page 1007. C S C O Diaphragms. Curtain Supply Co., page 1052. DALEN Acetylene Car Lighting System. Com- mercial Acetylene Railway Light & Signal Co., Inc., page 985. DAVIS Wheels. American Steel Foundries, pages 986-87. DAYTON Car Trimmings. Dayton Mfg. Co., page 1053. DEPENSAFE Sash Locks. Railway Supply & Curtain Co., page 1052. DIAMOND "S" Brake Shoes. American Brake Shoe & Foundry Co., page 1046. DIAMOND Brake Beams. Chicago Railway Equipment Co., page 1047. DIETER Safety Nuts. Standard Safety Nut Corporation, page 1006. DREXEL Brake Beams. Chicago Railway Equipment Co., page 1047. D. S. Nuts. Standard Safety Nut Corpora- tion, page 1006. DUNER Car Closets. Duner Company, page 1050. DUNHAM Hopper Door Device. U. S. Metal & Mfg. Co., page 1049. DUPLEX Struts. Chicago Railway Equipment Co., page 1047. DUPLEX Weatherproof Windows. Acme Sup- ply Co., pages 1008-09. Transportation Utilities Co., page 1007. ECKERT Water Closets. Dayton Mfg. Co., page 1053. ECLIPSE Deck Sash Ratchet. Transportation Utilities Co., page 1007. ECONOMY Draft Arms. American Steel Foundries, pages 986-87. EDMAN Refrigerator Car Door. Q & C Co., page 1012. EDWARDS Trap Doors; Window Fixtures. O. M. Edwards Co., Inc., pages 1010-11. EMPIRE Pressed Steel Truck Bolster. U. S. Metal & Mfg. Co., page 1049. EMWROT Deck Sash Ratchet. Railway Sup- ply & Curtain Co., page 1052. ENTERPRISE Ballast, Coal, Ore and General Service Cars. F,nterprise Railway Equip- ment Co., page 1035. E. S. B. Electric Car Lighting Equipment. Electric Storage Battery Co., page 984. EXIDE Batteries. Electric Storage Battery Co., page 984. FAULTLESS Steel Baggage Car Doors. Acme Supply Co., pages 1008-09. Transporta- tion Utilities Co., page 1007. FEASIBLE Drop Brake Staff. TJ. S. Metal & Mfg. Co., page 1049. FEWINGS Car Replacers. Q & C Co., page 1012. FIBROFELT Refrigerator and Steel Passenger Car Insulation. Union Fibre Co., page 1062. U. S. Metal & Mfg. Co., page 1049. FLEX Shade Holders. Dayton Mfg. Co., page 1053. FLEXOLITH Composition Flooring. Trans- portation Utilities Co., page 1007. FLORY Carry Iron and Striking Plates. Com- monwealth Steel Co., page 1049. FORSYTH Curtain Fixtures. Curtain Supply Co., page 1052. FORSYTH Truck Side Frames. Allegheny Steel Co., page 995. FOWLER Cars. Fowler Car Co. page 1042. FOX Freight Trucks. Pressed Steel Car Co., page 1038. G-E Air Compressors; Arc Welding Sets; Bat- tery Truck Cranes ; Electric Apparatus and Supplies ; Gas-Electric Motor Cars ; Head- lights ; Lamps ; Motors. General Electric Co., pages 1018-19. GEM Curtain Fixtures. Acme Supply Co., pages 1008-09. Transportation Utilities Co., page 1007. GIB Nut Locks. Columbia Nut & Bolt Co., Inc., page 1054. U. S. Metal & Mfg. Co., page 1049. GILMAN-BROWN Emergency Knuckles. Q & C Co., page 1012. GILMAN-TAYLOR Dump Cars. Goodwin Car Co., page 1017. GLOBE Car Ventilators; Car Heater Ventila- tors; Lamp Jacks. Globe Ventilator Co., page 1062. GOODWIN Ballast, Contractors, Dump and Freight Cars. Goodwin Car Co., page 1017. GOSS'O Beds. Acme Supply Co., pages 1008- 09. Transportation Utilities Co., page 1007. GOULD Bolsters; Combination End Sills; Couplers ; Draft Arms ; Friction Buffers and Draft Gear ; Friction Draft Gears ; Journal Boxes; Platforms; Truck Side Frames; Vestibules. Gould Coupler Co., page 992. GOULD Storage Batteries. Gould Coupler Co., page 1060. Gould Storage Battery Co., page 1060. GOULD-SIMPLEX Electric Car Lighting Equipment. Gould Coupler Co., page 1060. Gould Storage Battery Co., page 1060. GOULD-UNIVERSAL Slack Adjusters. Gould Coupler Co., page 992. H HANDLESS Curtain Fixtures. Railway Sup- ply & Curtain Co., page 1052. HART Deck Sash Ratchet. Dayton Mfg. Co., page 1053. HARTMAN Ball Bearing and Roller Bearing Center Plates. Joliet Railway Supply Co., page 1002. HERCULES Brake Beams. American Steel Foundries, pages 986-87. 1029 TRADE NAME INDEX— Continued HOLFAST Street Car Vestibule Door Cur- tains. Railway Supply L v- Curtain Co., page 1052. HOWARD Locks. James L. Howard & Co., page 1052. HUNTOON Automatic Adjustable Brake Heads ; Brake Beams. .Toliet Railway Sup- ply Co. ; page 1002. HUTCH INS Car Roofing. U. S. Metal & Mfg. Co., page 1049 I IMPERIAL Car Window Screens. Transporta- tion Utilities Co., page 1007. IRONCLAD-EXIDE Batteries. Electric Stor- age Battery Co., page 984. JANNEY Couplers. McConway & Torley Co., pages 990, 991. JONES Car Door Fixtures. Jones Car Door Co., page 1063. JONES PEERLESS Car Door Fixtures. Jones Car Door Co., page 1063. K KASS Steel Steps and Safety Step Treads. Acme Supply Co., pages 1008-09. Trans- portation Utilities Co., page 1007. KEELER Curtain Fixtures. Curtain Supply Co., page 1052. KERITE Wires and Cables. Kerite Insulated Wire & Cable Co., page 1061. KERN Window Cleaner Device. Dayton Mfg. Co., page 1053. KEWANEE Brake Beams. Chicago Railway Equipment Co., page 1047. KLING Bolts. Columbia Nut & Bolt Co., Inc., page 1054. u. S. Metal & Mfg. Co., page 1049. LATROBE Couplers. National Malleable Castings Co., page 1044. LINDSTROM Brake Handles. Dayton Mfg. Co., page 1053. LINK Bell Cord Hangers. Dayton Mfg. Co., page 1053. LINOFELT Refrigerator and Steel Passenger Car Insulation. Union Fibre Co., page 1062. U. S. Metal & Mfg. Co., page 1049. LITH Refrigerator Car Insulation. Union Fibre Co., page 1062. U. S. Metal & Mfg. Co., page 1049. M MAJOR Couplers. Buckeye Steel Castings Co., pages 988-89. McCORD Draft Gears; Journal Boxes; Spring Dampener. McCord & Co., page 1068. McKIM Gaskets. McCord Mfg. Co., page 1054. METALLIC Steel Car Sheathing. Transpor- tation Utilities Co., page 1007. METALSTEEL Protective Paint. U. S. Metal & Mfg. Co., page 1049. MIDDLETOWN Cars. Middletown Car Co., page 1041. MINER Center Plate Shims; Center Sills; Coupler Yokes ; Coupler Centering Device : Draft Arms ; Draft Rigging ; Friction Draft Gears ; Refrigerator and Heater Car Door Fasteners; Refrigerator Car Door Insulation; Running Board Saddles ; Side Bearings ; Vestibule Face Plate Supports. W. H. Miner, page 1031. MONARCH Brake Beams. Chicago Railway Equipment Co., page 1047. MONITOR Bolsters. Chicago Railway Equip- ment Co., page 1047. MOORE Refrigerating, Heating and Ventilat- ing System for Freight Cars. Refrigerator Heater & Ventilator Car Co., page 1068. MUNTON Couplers. National Malleable Cast- ings Co., page 1044. MURRAY Friction Draft Gears; Cast Steel Keyokes : Drop Forged Yokes. Keyoke Rail- way Equipment Co., page 993. N NATIONAL Adjustable Brake Beam Ful- crums ; Brake Jaws ; Coiled Spring Jour- nal Boxes ; Dead lever Guides ; Quadruple Shear Yokes; Safety Brake Levers; Safety Car Door Fasteners; Safety Clevis and Pin. National Malleable Castings Co., page 1044. NATIONAL Hollow Brake Beams. Chicago Railway Equipment Co., page 1047. NATIONAL STANDARD Roofing; Steel Trap Door and Lifting Device. Transportation Utilities Co., page 1007. NILES Cranes; Shop Tools. Niles-Bement- Pond Co., page 1065. NINETY-SIX Brake Beams. Chicago Rail- way Equipment Co., page 1047. NOTCH Curtain Fixtures. Railway Supply & Curtain Co., page 1052. NOTEAR Vestibule Curtains. Railway Supply & Curtain Co., page 1052. OMECA Metal Furniture; Valves. O. M. Ed- wards Co., Inc., pages 1010-11. O. S. Nut Locks. American Nut & Bolt Fastener Co., page 1056. PANTASOTE Car Curtain Material; Up- holstery Leather; Vestibule Curtain Ma- terial. The Pantasote Co., page 1013. PAOWNYC Window Fixtures. O. M. Ed- wards Co., Inc., pages 1010-11. PEACOCK Hand Brakes. National Brake Co.. Inc., page 1003. PEFFERS Hose Protectors. See Q &. C PEFFERS Hose Protectors. PEERLESS Steel Baggage Car Doors. Acme Supply Co., pages 1008-09. Transportation Utilities Co., page 1007. PENN Couplers. McConway & Torley Co., pages 990-91. PERFECTION Door Bolt Keepers. W. H. Miner, page 1031. PERFECTION Sash Balance. Transportation Utilities Co., page 1007. PERRY Roller Side Bearings. Joliet Railway Supply Co., page 1002. PINTSCH Gas Cai Lighting Equipment; Gas Ranges and Broilers ; Mantles ; Mantle Lamps. Safety Car Heating & Lighting Co., pages 978 to 981. PITTSBURG Ratchet Drop Brake Handles. Dayton Mfg. Co., page 1053. PITT Couplers. McConway & Torley Co., pages 990-91. PRATT & WHITNEY Shop Tools. Pratt & Whitney Co., page 1064. Q Q &. C Derails; Skid Shoes. Q & C Co., pane 1012. Q & C PEFFERS Hose Protectors. Q & C Co., page 1012. RALSTON Steel Cars; Underframes. Ralston Steel Car Co., page 1040. RAY Snow Flangers. Q & C Co., page 1012. REGAL Revolving Shade or Curtain Box. Acme Supply Co., pages 1008-09. Trans- portation Utilities Co., page 1007. REGIS Dry Saloon Hoppers. Railway Supply & Curtain Co., page 1052. RELIANCE Brake Beams. Chicago Railway Equipment Co., page 1047. RELIANCE Sash Balance. Transportation Utilities Co., page lOOi. RENSHAW Ratchet Drills. Pratt & Whitney Co.. page 1064. RESISTO Car Insulation. Transportation Utilities Co., page 1007. REX Curtains; Curtain Rollers; Diaphragms; Diaphragm Attachments ; Sash Balance ; Shade Rollers ; Vestibule Curtain Fixtures. Curtain Supply Co., page 1052. REX Removable Bottom Car Basket Racks. Dayton Mfg. Co., page 1053. RING Curtain Fixtures. Curtain Supply Co., page 1052. RUSSEL Cars. Russel Wheel & Foundry Co., page 1042. RYCCO All Metal Curtain Rollers; Vestibule Curtain Release Handles; Vestibule Cur- tain Cases. Railway Supply and Curtain Co., page 1052. SAFETY Electric Fans; Electric Lighting Fix- tures ; Electric Sockets ; Shade Holders. Safety Car Heating & Lighting Co., pages 978 to 981. SAFETY Uncoupling Device. Keyoke Rail- way Equipment Co., page 993. SCARRITT Car Seats. Scarritt^Comstock Furniture Corporation, page 1050. SCHAEFER Attachable Brake Jaws; Truck Lever Connections; Trussed Brake Levers. Schaefer Equipment Co., page 1046. SCULLIN Body Bolsters; Journal Boxes; Spring Planks ; Truck Bolsters ; Truck Side Frames. Scullin Steel Co., pages 996 to 999. SECURITY Freight Car Door Fixtures. Camel Co., page 1063. SESSIONS-STANDARD Friction Draft Gears. Standard Coupler Co., page 1048. SHARON Couplers. National Malleable Cast- ings Co., page 1044. SIMPLEX Bolsters; Couplers. American Steel Foundries, pages 986-87. SIMPLICITY Cotter Keys. Columbia Nut & Bolt Co., Inc., page 1054. U. S. Metal & Mfg. Co., page 1049. STA-RITE Curtain Fixtures. Railway Supply & Curtain Co., page 1052. STANDARD Couplers; Friction Buffers; Spring Buffers ; Steel Platforms. Standard Coupler Co., page 1048. STANDARD Rolled Steel Gear Blanks; Boiled Steel Rings; Solid Forged and Rolled Steel Wheels ; Steel Axles ; Steel Crusher Rolls and Shells ; Steel and Iron Forgings ; Steel and Malleable Iron Castings; Steel Pipe Flanges ; Steel Springs ; Steel Tires ; Steel Tired Wheels. Standard Steel Works Co., pages 1004-05. STANDARD SAFETY Nuts. Standard Safety Nut Corporation, page 1006. STERLINGWORTH Brake Beams. Chicago Railway Equipment Co., page 1047. STRONACH Door Checks. Railway Supply & Curtain Co., page 1052. SUSEMIHL Side Bearings. American Steel Foundries, pages 986-87. TEXODERM Artificial Leather. U. S. Metal & Mfg. Co., page 1049. THREE-STEM Couplers. McConway & Tor- ley Co., pages 990-91. TIP Roller Side Bearings. Edwin S. Woods & Co., page 1048. TITANLITE Steel Freight Car Doors. Trans- portation Utilities Co., page 1007. TOOL STEEL Gears; Pinions. U. S. Metal & Mfg. Co., page 1049. TOWER Couplers. National Malleable Cast- ings Co., page 1044. TUDOR ACCUMULATOR Storage Batteries Electric Storage Battery Co., page 984. U "UNDER-FRAME" Electric Car Lighting Equipment. Safety Car Heating & Lighting Co., pages 978 to 981. UNIVERSAL Draft Arms; Friction Tandem Draft Gears ; Keyed Yokes ; Lock Yokes ; Rivles Yokes. Universal Draft Gear At- tachment Co., page 994. UNIVERSAL Window Devices. McCord Mfg. Co., page 1054. VANDERBILT Brake Beams. Buffalo Brake Beam Co., page 1046. VAPOR Car Heating System. Chicago Car Heating Co., page 1048. VULCAN Brake Beams; Side Frames. Amer- ican Steel Foundries, pages 986, 987. VULCAN Couplers. National Malleable Cast : ings Co., page 1044. W WAKEFIELD Car Seats. Heywood Brothers & Wakefield Co., page 1050. WALKER Car Seats. Sheridan A. Walker Co., Inc., page 1050. WALKOVER Car Seats. Hale & Kilburn Co., pages 1020-21. WASON Cars. The J. G. Brill Company, page 1034. WINE Socket Washers; Steel Ladders; Ven- tilating Shutters. Wine Railway Appliance Co., pages 1014-15. WEST1NGHOUSE Air Brakes; Air Brake Compressors ; Air Signalling Devices ; Fric- tion Draft Gears. Westinghouse Air Brake Co., page 105S. WESTINGHOUSE Air Reservoirs; Automatic Air and Electric Car Couplers ; Electro- Pneumatic Brakes. Westinghouse Traction Brake Co., page 1059. WOODS Anti-Friction Center Plates; Roller Side Bearings. Edwin S. Woods & Co., page 1048. 1030 MINER FRICTION DRAFT GEAR INER FRICTION DRAFT GEAR EMBODIES PROPER DESIGN AND HIGHEST QUALITY MATERIAL; IS IDEAL IN ACTION; HAS WONDERFUL CAPACITY AND IS SUCCESSFULLY MEETING EVERY REQUIREMENT OF SERVICE. W. H. MINER CHICAGO 1031 AMERICAN CAR AND FOUNDRY CO. The World's Principal Car Builder Railway Cars of Every Description For All Countries Steel, Wood or Composite Construction Passenger Cars — Of All Types and Classes. Street Railway Cars — Of All Designs. Freight Cars — Of All Types and Capacities. Tank Cars — Standard Designs to Carry All Liquids or Semi-Liquids. Plantation Cars — Box, Stock, Fruit, Cane and Flat Cars of All Gauges and Capacities. Car Parts — Of Every Description for Domestic or Foreign Use. Car Wheels — Chilled Cast Iron. All Weights and Diameters. Forgings, Castings and Special Tanks of all Kinds AMERICAN CAR AND FOUNDRY CO. NEW YORK - CHICAGO - ST. LOUIS EXPORT PRODUCTS HANDLED BY AMERICAN CAR AND FOUNDRY EXPORT COMPANY 65 Broadway Caxton House, Westminster NEW YORK CAREX— NEW YORK CABLE ADDRESSES LONDON, S. W. AMECARFOUN— LONDON 1032 THE BARNEY & SMITH CAR CO. DAYTON, OHIO Designers and Builders All Types of PASSENGER and FREIGHT CARS STEEL or WOOD CONSTRUCTION 1033 Extremely Well- Built Cars Cars that keep straight from end to end after many years in trying climates, cars that have little expense charged against them for maintenance, cars that are giving character and fame to the service of many railways in many countries; these are the cars that come from the splendidly organ- ized plant of Wason Manufacturing Com- pany, a plant with seventy years of con- tinuously successful history back of it and considered today to be one of the best equipped and most progressive concerns for the turning out of especially fine cars for advertised trains and for every kind of standard and special steam railway rolling stock of steel, part-steel or wood. WASON CARS THE J. G. BRILL COMPANY PHILADELPHIA, PA. CABLE ADDBESS : "BRILL," PHILADELPHIA LONDON OFFICE: 110 CANNON STREET, E. C. CABLE ADDRESS: "AXLES," LONDON American Car Company, St. Louis, Mo. G. C. Kuhlman Car Company, Cleveland, Ohio John Stephenson Company, Elizabeth, N. J. Compagnie J. G. Brill, Paris, France Wason Manufacturing Company, Springfield, Mass. AGENCIES — AUSTRALASIA — Noyes Brothers, Melbourne, Sidney, Dunedin, Brisbane, Perth. BELGIUM AND HOLLAND— C Dubbelman, 48 Rue de Luxembourg, Brussels. ARGENTINE AND URUGUAY— C. S. Clarke & Co., Calle Bartolome Mitre 478, Buenos Aires. NATAL, TRANSVAAL AND ORANGE RIVER COLONY— Thomas Barlow & Sons, Durban, Natal. ITALY — Giovanni Checchetti, Piazza Sicilia 1, Milan. 1034 Enterprise Railway Equipment Co. The Rookery, Chicago <&fs» WDUMP\(P\ Enter pR is 1 1 VC^VCARS/^y Ballast, Coal, O re and General Service Cars 103 Haskell & Barker Car Co., be Michigan City, Indiana BUILDERS OF ALL CLASSES OF FREIGHT EQUIPMENT Steel underframes for reinforcing old cars a specialty Special facilities for repairing steel and wooden cars WE ARE PREPARED TO FURNISH PROMPTLY A COMPLETE LINE OF Malleable Castings Grey Iron Castings Car Forgings Misc. Railroad Forgings Steel Pressings Metal Roofs, Inside and Outside Metal Carlines Bolsters, Body and Truck Draft Gear Brake Beams Journal Boxes Journal Bearings Door Fixtures Coupler Centering Devices CHILLED CAR WHEELS, REGULAR AND SPECIAL TYPES Capacity — One Hundred Cars Per Day 1036 STEAM AND ELECTRIC RAILWAY CARS Fig. 1. Fig. 3. BAT STATE STME ^fl • 5 ELECTHIC^I tlPlESS , I The Laconia Car Company is fully equipped to build ail types of cars for use on either steam or electric rail- ways. Any class of car of either all- steel, composite, or wooden construc- tion can be built to meet the railroad's specifications or, if desired, drawings and specifications, will be prepared by thfs company. The four types of cars illustrated clearly indicate the variety of design, both as regards service and size, and the high grade of workmanship. The mail car shown in Fig. 1 was built for the Boston & Maine and has an over-all length of 64 ft. 5 in. It is an all-steel fireproof car. Its con- struction fully complies with all the Post Office requirements, both as re- gards floor plan and strength. Four- wheel all-steel trucks of the Common- wealth type are used. The wheels are steel tired and the axles are M. C. B. standard 5 in. by 9 in. The steel subway car shown in Fig. 2 was built for the Boston Elevated Railway Company for service in the Cambridge subway. It is 69 ft. in length and of the side truss construc- tion. The three large side doors facili- tate loading and unloading, thus reduc- ing the length of time required for each stop. Automatic stops are pro- vided which reduce the possibility of accidents by preventing the car run- ning against signals. Special electric trucks are used with sufficiently powerful motors to provide an aver- age speed of 40 miles an hour. The ilaine Central rack car, illus- trated in Fig. 3, has a carrying capac- ity of 40 tons. Its length is 3S ft. o-% in.: width, S ft. 6 in.; height. S ft. 1 in., and it weighs 42,700 lbs. A steel underframe of the fish-belly type is used, the center sill carrying the load. A special feature of this car is the door arrangement: large sliding doors are provided, thus facilitating the loading of long lengths of timber. Four wheel arch bar trucks with stand- ard 5 in. by 9 in. M. C. B. journals are used. The semi-steel express car shown in Fig. 4 is designed for use on surface street car lines. It is of the steel underframe type with the weight car- ried on the side sills, which are rein- forced by a wide steel plate that also forms a portion of the superstructure. The balance of the superstructure is of wood construction. Special equal- ized electric trucks are used and the car is equipped with the most modern appliances known to electric railway service. Fig. 4. LACONIA CAR COMPANY 60 Congress Street, Boston, Mass. Works at Laconia, N. H. 1037 mmmm -~*fr. All-Steel Passenger Coach for Erie Railroac Pressed Steel Car Company Offices-New York, Pittsburgh, Chicago, Washington, D C Works— McKees Rocks and Allegheny, Pa. FREIGHT and PASSENGER CARS Of Every Description Bolsters Brake Beams — Carlines Pressed Steel Specialties— Repair Parts Castings— Forgings— Grey Iron Wheels Trucks— Underframes MINE CARS TANK CARS '-'-"■ -~r_.. x . Latest Type 46 foot Gondola Car for Pennsylvania 1038 WESTERN STEEL CAR & FOUNDRY CO. Offices : New York, Pittsburgh, Chicago, Washington, D. C. Works: Hegewisch, Illinois FREIGHT CARS OF EVERY DESCRIPTION Complete Facilities for REPAIRING CARS J IO.V) T he Ralston Steel ( ]1ar Company COLUMBUS, OHIO Designers and Builders of All Types of l FREIGHT CARS and Steel Underframes m RALSTON GENERAL SERVICE CAR Mt. Vernon Car Mfg. Co. Mt. Vernon, III. Manufacturers of Freight Cars of Every Description Car Wheels, Castings and Forgings Capacity New Plant Capacity Old Plant 28 Steel Freight Cars 25 Cars, 450 Car Wheel: Per Day Per Day lareeir Greenville SPECIALIZING in the repairs of steel cars, we offer unusual facilities for handling steel car repair contracts. The distinguishing feature of our service to the railroads is our ability to turn out work promptly on contract time. With our facilities and equipment we are in a position to furnish railroads, complete Steel Freight Cars, Steel Underframes, Pressed Steel Repair Parts and Forgings. Our capacity is fifteen steel freight cars a day. Quotations and estimates gladly furnished on request. P en a 1040 STANDARD STEEL CAR COMPANY WORKS : BUTLER, PA. NEW CASTLE, PA. HAMMOND, IND. OFFICES : Pittsburgh, Pa.: Frick Bldg. New York: 170 Broadway Chicago : Fisher Bldg. Builders of All Types of Steel and Composite Freight Cars And All Steel Passenger Equipment Capacity: 60,000 Cars Per Annum MIDDLETOWN CAR COMPANY WORKS: MIDDLETOWN, PA.; U. S. A. - RIO DE JANEIRO, BRAZTL OFFICES! Pittsburgh, Pa.; Frick Bldg.. New York: 170 Broadway. LONDON: Salisbury House, Finsbury Circus. RIO DE JANEIRO: 107-109 Avenida Rio Branco. BUENOS AIRES: 46 Reconquista. Builders of All Types of Freight and Passenger Equipment EXPORT WORK OUR SPECIALTY Cable Address: "MIDSTANDUS" PITTSBURGH FORGED STEEL WHEEL COMPANY PITTSBURGH, PA. Manufacturers of SOLID WROUGHT CARBON STEEL WHEELS in acordance with Standard Designs and Standard Specifications Capacity: 180,000 Wheels Per Annum 1041 The Fowler Car S^fe? 1 STRONG, LIGHT, -■- . 4jTi? 3- •■■■«' • ^^Hg^ SMOOTH INTERIOR 1 / m S ^~\ ' ■%"-' T^" R Easy to Build and Maintain - •! fit t l^fllW 1 Hi *V '■«.-. # -v Suitable for any Lading j^^rj^g l / ■ ■§"■■■' '-\ 9' - i : '- , '' i ki'^"'V4**%«y PATENTED ; ~~S- »fe*f|| THE FOWLER CAR CO. SBS§S^ 6 1 i-sK,"' ! &-'' '"*£&£{ MutHJ^fflfe- •^* J " ■ - »»Jfc=- — CHICAGO, ILL. ■KJS*. -~i -—^^maimas^m Logging Cars and Trucks. Dump Cars Platform and Construction Cars Wheels and Axles Steam Skidders and Loaders Russel Wheel and Foundry Company Detroit, Michigan Harlan & Hollingsworth Corporation WILMINGTON, DELAWARE, U. S. A. BUILDERS OF Parlor, Sleeping, Private, Dining, Passen- ger, Baggage and Mail Cars of Every Description ALSO BUILDERS OF Steel Steamships and Steamboats, Land and Marine Engines and Boilers NEW YORK OFFICE: Trinity Building, 111 Broadway WILMINGTON CABLE ADDRESS "HARLAN" LONDON CABLE ADDRESS "NALRAH" i) 1 THE UNDERFRAME ^.Manf, Dividend Earner THE BETTENDORF UN DERFRAM E— PARTLY ASSEMBLED BETTENDORF Underframes for 5 different classes of cars on one of the largest railroads demonstrate the following average merits, compared with other makes of Steel Underframes: Increased Strength 12.3 percent. Reduction in Parts and Rivets. . .61. percent. Increased Buffing Area 36.6 " " REDXTCTION IN WEIGHT 17. Reduction in Number of Parts... 53. 7 " In addition to the above, the Bettendorf Underframe absolutely eliminates draft sill troubles by the use of the Cast Steel Draft sills having the necessary stops 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 rivets to sustain the load. The Increased Strength and Buffing Area will lengthen the life of the car. The Reduction in num- ber of parts greatly facilitates inspection and also reduces weight. Statistics show: The average cost of hauling dead weight is approximately $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 results 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 Trucks: 524 Journal Box Bolts $65.10 1000 lbs. per car for 1000 cars at $20.00 per ton 992 Column Bolts 139.75 per year for saving in dead weight by use of 895 Spring Plank Bolts 23.80 Bettendorf Trucks $10,000.00 108 Journal Boxes 288.00 39 Malleable Iron Columns 34.95 160 Arch Bars 424.40 Saving per year by use of Bettendorf Trucks $1 1,519.60 SI. 00 labor for each 5 pieces replaced 543.60 This is equivalent to 5% on an investment of $230,392.00 $1,519.60 Tor each year the cars are in service. Mj THE BETTENDORF COMPANY General Office and Works: BETTENDORF, IOWA CHICAGO McCormick Bldg. NEW YORK Grand Central Terminal ST. PAUL Merchants' Bank Bldg. ST. LOUIS Commonwealth Trust Bldg. 1013 MALLEABLE IRON AND STEEL CASTINGS FOR RAILWAY EQUIPMENT SHARON TOP, BOTTOM, AND SIDE OPERATING FREIGHT, PASSENGER AND ENGINE COUPLERS HAVE THEIR LOCKS, KNUCKLES AND KNUCKLE PINS INTERCHANGEABLE NATIONAL CAR DOOR FASTENERS NATIONAL SAFETY UNCOUPLING ROD CLEVIS AND PIN NATIONAL SAFETY BRAKE LEVERS NATIONAL EQUALIZING WEDGES NATIONAL BURGLAR-PROOF CAR DOOR BRACKET NATIONAL DEAD LEVER GUIDES NATIONAL BRAKE JAWS NATIONAL BRAKE BEAM FULCRUMS NATIONAL RIBBED WASHERS NATIONAL QUADRUPLE SHEAR YOKES GOODMAN WRECKING HOOKs MALLEABLE IRON WRENCHES UNCOUPLING ROD CLEVISES AND CHAINS UNCOUPLING ROD BRACKETS STAKE AND PUSH POLE POCKETS & CYLINDER PUSH RODS TRUCK CORNER PLATES . *»- , TRUCK LEVER CONNECTIONS BRAKE SHOE KEYS 1^ 4 § FINGER GUARDS SHARON |jf| >^| COUPLERS FLOATING LEVER BRACKETS £*l j^j BRAKE LEVER FULCRUMS BRAKE LEVER PINS : ^1 HOSE NIPPLES AND CLAMPS TRAIN PIPE CLAMPS ^S '■* TRAIN PIPE HANGERS TRUSS ROD WASHERS PLAIN SPOOL AND ANGLE WASHERS FLOOR, SOCKET AND NUT WASHERS CAR DOOR HINGES, HANGERS AND GUIDES CAR DOOR HANDLES, STOPS AND FITTINGS HAND BRAKE MECHANISMS FOR SQUARE AND ROUND SHAFTS FORSYTH HAND AND RUBBLE CAR WHEELS RAIL ANCHORS, FIRE SHOVELS FOR CABOOSES RAIL BRACES RAIL CLIPS TIE PLATES TRACK GAGES RAIL LAYING SHIMS SHOVEL HANDLES CLIMAX, LATROBE AND TOWER COUPLERS NATIONAL COILED SPRING JOURNAL BOXES The National Malleable Castings Co Cleveland Chicago Indianapolis Toledo Sharon, Pa. Melrose Park, 111. Additional Sales Offices in New York, Philadelphia, Washington, St. Louis, St. Paul, San Francisco. The Youngstown Steel Car Co. YOUNGSTOWN, OHIO Builders and Repairers of Steel Cars Pressed Steel Parts of All Descriptions Send Us Your Inquiries 1044 Cardwell Friction Draft Gear ■r/nu xxytfmt Q^a? g -lo/^cj^ft' JJ*V-/ /?i/-flPS> J*g Union Draft Gear Co. McCormick Bldg., Chicago 1045 Buffalo Brake Beam Company OFFICES: NEW YORK 30 Pine Street ST. LOUIS Syndicate Trust Building MONTREAL QUE. 195 Commissioner Street WORKS: Buffalo, N. Y. Hamilton, Ont. FORGED STRUT BRAKE BEAMS FOR ALL CLASSES OF CARS, LOCOMOTIVES and ELECTRIC EQUIPMENT SC H DROl A E F E R P FORGED FOUNDATION BRAKE GEAR DETAILS COMBINE MORE STRENGTH with LESS WEIGHT SCHAEFER EQUIPMENT COMPANY OLIVER BUILDING PITTSBURGH, PA. SPECIAL REINFORCED BRAKESHOES FOR STEAM AND ELECTRIC SERVICE ANY WEARING FACE DESIRED AMERICAN BRAKESHOE New York MAHWAH, N. J. Chicago AND FOUNDRY COMPANY SAFETY EFFICIENCY ECONOMY DIAMOND "S" WEARING FACE THE BEST 10-lf, Creco Brake Beam Back of and behind the Creco* a fesaJse beam of the highest type of construction, stand the plants — the organization of the Chicago Railway Equipment Com- pany, building the brake beam complete from the raw material to the finished product — -with a record or over six million brake beams sold to the most discriminating and careful buyers ; a record unequalled m the annals of brake beam construction. Today, as always, the pioneers and originators in all that is best in brake beam building, stands the ^tlLQAGO RAILWAY EQUIPMENT COMPANY The World's Brake Beam Builders i ■ ■.'"■; i f ftfe '■ 1047 EDWIN S. WOODS & COMPANY Established 1903 McCormick Building, Chicago Manufacturers of Anti-Friction Side and Center Bearings for Freight, Passenger Cars and Tenders Chicago Car Heating Co RAILWAY EXCHANGE, CHICAGO NEW YORK: GRAND CENTRAL TERMINAL ATLANTA: 705 CANDLER BLDG. WASHINGTON D. C: 829 MUNSEY BLDG. MONTREAL, QUE.: 61 DALHOUSIE ST. 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. Standard Coupler Company 30 Church Street, New York Manufacturers of "Sessions-Standard" Friction Draft Gear For Freight Cars "Standard" Friction Buffers "Standard" Spring Buffers and "Standard" Steel Platforms For Passenger Cars 1048 U.S.Metal&Mfg.Co. 165 Broadway New York City Chicago Atlanta Railway Supplies mm* •3 as. Selling Agents for Dunham Hopper Door Device Feasible Drop Brake Staff Empire Pressed Steel Truck Bolster Columbia Lock Nut Cayuta Car & Locomotive Jacks C. & C. Electric Arc Welders Union Fibre Co.'s Lith-Fibrofelt- Linofelt Anglo-American Varnishes — Shop Cleaner Injector Sand Blast Apparatus "Texoderm" Collapsible Stake Pocket Chillingworth Seamless Gear Case Sole Eastern Agents for St. Louis Sur- facer and Paint Co. General Eastern Agents for Hutchins Car Roofing Co. Special Agents for the Tool Steel Gear & Pinion Co. Special Agents for C. & C. Electric & Mfg. Co. General Eastern Agents of the Union Fibre Co. Commonwealth Devices (Paten(ed) Steel Underframe for Passenger-Train Cars. Platform Integral with Double Body Bolster Upright End-Frame for Passenger-Train Cars Double Body Bolster for Passenger-Train Cars Four-Wheel Passenger Truck Six-Wheel Passenger Truck Double Truck Center Bolster Adjustable Chafing Plate for Passenger Trucks End Sill for Passenger Cars Needle Beams for Pas- senger and Freight Cars Commonwealth Transom Draft Gear for Freight Cars Separable Body Bolster for Freight Cars Flory Carry Iron and Striking Plate Tender Trucks Engine Trucks Pilot Beams and Tender Bumpers K. W. Trailer Trucks One-Piece Tender Frame Cast Steel Pilots And Other Excellent Devices COMMONWEALTH STEEL COMPANY St Louis, Mo. 1049 Enameled Iron or Porcelain Combined Flush or Dry uner D Car Closets Duner Company 101 So. Clinton Street, - CHICAGO SEE PACES 734 AND 735 NEW METHOD REVERSIBLE. Greatest Efficiency In THE FULCRUM MOVES IN REVERSING Scarritt-Comstock Furniture Corp. Cable Address: "Scarritt-St. Louis" Works and Offices: ST. LOUIS., MO., U. S. A. New Pressed Steel Car Seat An ideal car seat is one that can be operated positively without jerking and without excessive raise of back when in center position. We are the only manufacturers of car seals who have been able to accomplish this. We also include several new and improved details of con- struction. Kindly permit us to demonstrate our new seat when you are in the market. SHERIDAN A. WALKER CO., Inc. Grand Central Terminal New York City OUR seat equipment is giving satisfaction to rail- road officials and to the travelling public on many of the best equipped roads in tne world. Heywood-Wakefield products are standard in every civilized country. We specialize on full steel frame seats for steel coaches. Specify our products. HEYWOOD BROTHERS AND WAKEFIELD COMPANY Boston, New York, Philadelphia, Baltimore, Buffalo, Chicago, San Francisco, Portland, Ore., Los Angeles. Virginia Railway & Power Building, Richmond, Va. Rivadavia 1255, Buenos Aires, A. R. 1050 sti^T? Ihe Adaros * We, Comi 'pany ^tfefeT] n,eA *»°>saWestI ah e] he Ad ^ ms * We, Company f Company sUafee These Bulletins on Company tns A °napan aois & . Com panj ] SmaU Train r >■ part of jour. Sf service They .are issued t#cover »• Adams & Wtiethhe ; ^e Adax^ 4 Wj Company esJia leAd: iamsSWesHaCf "* ** Companv ? shstands and Trimmings (Bulletin 1-14) : you on ^request^ / V White Ajax Met "° = Madetif^»M^lrite-5^air^rBot=4wai^ eliBy=t©4fce£jj = ck^aBd=sanil§ryj^f lever faucets and lever drains assure control of water flow rand ease of"" maintenance. Unity Electric Lighting Fixtures (Bulletin a-16) Each fixture cast in one piece from base to reflector; reflectors scientifically designed to give maximum amount of light. Adlake— Small Train Indicating Lamp for Caboose (Bulletin b-3) Shows number of train clearly, making quick identification possible; used on front and rear of caboose cupola; plainly visible before and after passing of train. Adlake Continuous Rod Bottom Basket Rack (Bulletin c-4) Double the capacity of individual racks; wide enough to hold all baggage and bundles, thus preventing luggage from being placed in aisles and obstructing them. The Adams & Westlake Company 319 West Ontario Street Chicago, (((. u. s. A. 1051 u WIW P tWMI mmm~£Z. S~^ The Railway Supplys Curtain Co. SSS*j > J 614-618 So. Canal St. CHICAGO Car Curtains and Fixtures Curtain Rollers Curtain Material Vestibule Curtains Vestibule Curtain Cases Vestibule Curtain Handles Saloon Hoppers Railway Specialties Ljatalogue on request James L. Howard & Co. HARTF0RD - C0NN - RAILWAY CAR SUPPLIES Parlor, Sleeping and Day Car Trimmings in Brass, Bronze, Nickel, Silver and Oxidized Metals U PATENT LOCKS, especially designed for hollow steel doors PATENT DOUBLE SLIDING DOOR FIXTURES PATENT WATER CLOSETS and DRY HOPPERS PATENT REMOVABLE BOTTOM BAGGAGE RACKS PATENT all steel SLIDING DOOR HANGERS "RING" CAR CURTAINS nr zTz x y% S Mrw n Use these latest and most improved designs of car curtains and diaphragms. They give the best and longest service — and cheapest. "RFX' ' STEEL DIAPHRAGMS Fireproof Weatherproof Telescoping Parts do not touch, hence no wear Should last as long as your car The Curtain Supply Co. 50 Church St., New York 320 W. Ohio St., Chicago Will fit any car Simple design 1052 Dayton Car Trimmings are the result of more than Thirty Years' Experi- ence in the Design and Manufacture of Interior Hardware and Specialties for Railway Cars Whatever the requirements are "Dayton" Fixtures will meet them perfectly. Thousands of patterns afford a Selection of Designs for any use. No. 192 "Rex" Rod Basket Rack With Patented Removable Bottom No. 115 Electric Chandelier With " Flex " Patented Shade Holder No. 32 Eckert Car Water Closet With Enameled Iron or Vitreous Earthenware Bowl and Mahog- any Woodwork No. 177 Sash Lock Rock Shaft Type Lighting Fixtures, Basket Racks, Sash Trimmings, Window Curtains, Brake Handles, Headlights, Washstands, Water and Dry Closets, Platform and Vestibule Trimmings, Spraying and Whitewashing Machinery. Solid Bronze and Brass Car Hardware for every purpose. The Dayton Manufacturing Co. Dayton, Ohio 1053 COLUMBIA NUT&BOLTCO>c. Bridgeport, Conn. Manufacturers of Columbia Lock Nuts An absolute tight fastening in it- self. Columbia "Gib" Nut Locks A "three-thread" fastening for ordinary nuts — as efficient and cheaper than any of this type on the market. Simplicity Cotter Keys Better and cheaper than the "split" nyeted keys. For Economy and Efficiency use our products. We are glad to furnish samples for trials. Universal Window Devices Fit your ca rs wild Uni- versal Window Devices ;i nd you insure that \ our passengers ride in c o in f ort, protected against drafts and dust. Universal Flexible Weather Si ripping gives a continuous bea ring all around the sash, form- ing a perfect seal; pre- vents sticking or bind- ing and prevents w En- dows from rattling. Weather Stripping Metallic Sash Sash Locks Sash Balances Deck Sash Ratchets Metal Stampings Drawn Metal Mouldings McKim Gaskets Force Feed Lubricators McCord Mfg. Co. 2587 E. Grand Blvd.. Detroit Peoples Gas Bldg., Chicago 50 Church Street, New York ,.'■'• 1 HflMSStt' i rBi fa tJm..' Let Us Equip a Try-Out Car--That Will Tell the Story BR ---s ft No. 9 3 Ply Gogv Windsor Zinc Fell tOoth c Window Stripping for Car Windows A perfect type of Cloth Lined 8] Metal Equipment for Car Windows A fc fr 106.- Master Car Builders' Gauges M. C. B. Standard flange thickness gauges Strictly up-to-date; any authorized change is at once incorporated in their design. Limit gauges. Car wheel circumfer- ence gauges. Wheel defect and worm coupler limit gauges. Locomotive wheel center and tire gauges. Stand- ard reference and wheel check gauges for mounting and inspecting wheels. Standard gauge for locating wheels equi-distant from center of axle. Gauges for automatic couplers and new knuckles. Small Tools Complete line of the highest grade taps, dies, reamers, milling cutters, drills, punches, Renshaw ratchet drills, counterbores, etc. Write for catalogs, "Gauges and Standards*' and "Small Tools." Pratt & Whitney Co., Hartford, Conn. NEW YORK ill Broadway BOSTON 93-95 Oliver St. PHILADELPHIA 4115 N. 21st St. CLEVELAND Rockefeller Bldg. DETROIT Kerr Mchy. Co. CHICAGO, Washington and Jefferson Sts. ST. LOUIS 516 North 3rd St. CINCINNATI 336 W. Fourth St. BIRMINGHAM, ALA 2015 First Ave. ST. PAUL, MINN., Robinson. Cary & Sands Co. DENVER. COLO.. Hendrie & BoIthofP Mfg. & Supply Co. SAN FRANCISCO 1C-18 Fremont St. SEATTLE, WASH., Hallidle Machinery Co. The publishers of the Car Builders' Dictionary publish also four of the best edited, best printed and most intensively circulated technical papers in the world. They are Railway Age Gazette Weekly : Read by Chairmen, Presidents, Vice- Presidents and other executive and general offi- cers, Purchasing Officers and Storekeepers, Traffic Officers, General Managers, General Superintendents, Superintendents and other operating officers. Engineering and Maintenance of Way Department Officers, and higher Me- chanical Department officers. Subscription price. North America, $5.00 a year; foreign countries, $8.00 a year. Railway Electrical Engineer Monthly: Read by Railway Electrical Engi- neers, Chief Electricians, Electrical Foremen of Shops, Coach Yards, Terminals, Electrified Zones, etc. ; Inspectors of Electrical Equipment, Car Lighting Batterymen, Electricians, Repair- men, Draftsmen, Telegraph Superintendents. Subscription price, North America, $1.00 a year; foreign countries, $1.50 a year. Railway Mechanical Engineer Monthly : Read by Superintendents of Motive Power, Mechanical Engineers, Engineers of Tests, Master Car Builders, Master Mechanics, Shop Superintendents, Road Foremen of En- gines, Engine House Foremen, and Foremen of all departments of locomotive and car repair shops and yards. Subscription price, North America, $2.00 a year; foreign countries, $3.00 a year. Railway Signal Engineer Monthly : Read by Signal Engineers, Signal Supervisors, Inspectors, Maintainers, Foremen, Repairmen, Batterymen, Electricians, Wiremen, Machinists, Helpers, Fitters, Apprentices, Signal Draftsmen, Towermen, Lampmen, Subscription price, North America, $1.00 a year; foreign countries, $1.50 a year. Simmons-Boardman Publishing Company NEW YORK Woolworth Building CHICAGO Transportation Building CLEVELAND Citizens Building 1064 High Production MACHINE TOOLS For Car Builders and Repair Shops 48-inch Car Wheel Borer 48 in. -Car Wheel Borer For Steel and Cast Iron Wheels y I 1 HIS machine is de- signed to meet the needs of car builders and repair shops. The control is arranged so that the machine is easily and conveniently operated. There is the required weight and power and the proper range of speeds and feeds for steel as well as cast iron wheels. We Also Build Axle Lathes Combined Journal Turning and Axle Truing Lathes Axle Centering Machines Axle Cutting Off and Centering Machines Car Wheel Lathes Hydraulic Wheel Presses Engine Lathes Planers Shapers, Traveling Head Slotters Milling Machines, Horizontal and Vertical Radial Drills Vertical Drills Boring and Turning Mills Steam Hammers Electric Traveling Cranes Bending Rolls, etc., etc. We shall be pleased to send catalogs or circulars and furnish any desired information on machines in which you are interested Niles-Bement-Pond Co., g&g&^ZEX^. SALES OFFICES AND AGENCIES— Boston: 93-95 Oliver St. Philadelphia: 405 X. 21st St. Pittsburgh: Frirk Bldg Cleveland, O.: The Niles Tool Works Co., Rockefeller Bldg. Hamilton, O: The Xiles Tool Works Co. Cincinnati: 336 West 4th St. Detroit: Kerr Machinery Bldg. Chicago: Washington & Jefferson Sts. St. Louis: 516 North Third St. Birmingham, Ala.: 2015 First Ave. San Francisco: 16 and 18 Fremont St. For Colorado, Utah, Wyoming and New Mexico: Hendrie & Bolt-' hoff Manufacturing & Supply Co., Denver. For Seattle: Hallidie Machinery Co. For Canada: The John Bertram & Sons Co., Ltd., Dundas, Montreal, Winnipeg, Vancouver. Japan: The F. W. Home Co.. 6 Takiyama-cho, Kyobashi-ku, Tokio. Italy: Ing. Ercole Vaghi, Milan. France: Glacnzer & Perreaud, 18 Faubourg du Temple, Paris. Germany: F. G. Kretschmer & Co., Frankfurt, a.M. Austria-Hungary: E. Krause & Co., Vienna, Prague and Budapest. Holland: R. S. Stokvis & Zonen Ltd., Rotterdam. For Mexico: The Railway Supply Co., S. A. Cinco de Mayo, 6, Mexico City. Russia: S. G. Martin & Co ' Ltd., Petrograd and Moscow. Brazil: Comptoir Technique Breselien, P. 0. Bex 802, Rio de Janeiro. 1065 Moore System Ref rigerator - H eater- Ventilator Basis: Free Air Circulation in Car COST of Car: Same as end ice box car. VALUE of Car: Not estimatable because: 1. A 40-foot car gives llfo more loading capacity or earning power; it saves 22% of equipment; 22 r y of repairs; 22% of operating expenses. 2. 33 1/3'/ of ice is saved. 3. Pure, cold, dry air reaches every part of load and carries away moisture, gases, etc. 4. Hard coal heater keeps load free from frost at 40 below zero for 1 5 cents per day. 5. No smoke, fumes, gases, oils or smells are in car. Load is carried and delivered pure. 6. Heater is operated from outside; no seals need be broken. 7. Car ventilates perfectly. 8. Load is delivered in superior condition; earnings are in- creased, expenses and loss and damage claims reduced; ship- pers' bills are less and shippers well pleased. REFRIGERATOR HEATER & VENTILATOR CAR CO. ST. PAUL, MINNESOTA The McCord Steel Journal Box Combines the strength and wear- resisting qualities of cast steel with over 30 per cent, less weight than malleable iron. McCORD and COMPANY 122S. Michigan Ave. WORKS Chicago WEST PULLMAN 50 Church Street New York i (J >f>