Full text of "Buildings and structures of American railroads. A reference book for railroad managers, superintendents, master mechanics, engineers, architects, and students"

See other formats

UNIVERSITY OF

ILLINOIS LIBRARY

AT URBANA-CHAMPAIGN

BOOKSTACKS

The person charging this material is re-
sponsible for its return to the library from
which it was withdrawn on or before the
Latest Date stamped below.

Theff, molilafion, and underlining of books ore reasons
for disciplinary action and moy result in dismissal from
the University.
To renew coll Telephone Center, 333-8400

UNIVERSITY OF IlllNOIS LIBRARY AT URBANA-CHAMPAIGN

APR 1 6 1884

SEP 2C USA

'■'■■■-'dim

JUL 05 19! il

f^€e 1 0 1999

yuN 1 1

1999

L161— O-1096

BUILDINGS AND STRUCTURES

AMERICAN RAILROADS.

A REFERENCE BOOK

FOR

Railroad Managers, Superintendents, Master Mechanics,
Engineers, Architects, and Students.

WALTER G. BERG, C.E.,

PRINCIPAL ASSISTANT ENGINEER.LEHIG11 VALLEY RAILROAD.

LIBRARY

NEW YORK:

JOHN WILEY ;& SONS,

5H East Tenth Street.

(K C.

WALTER G. BERG.

Ferbis BBoa.,

S26 Pearl Stieet,
Kew York.

Robert Drummond,

Elect rot y per f

ill Jt 446 Pearl Street,

New York.

■Jj^ ois.

PREFACE.

This work is intended to serve as a reference book for Railroad Managers, Superintend-
ents, Master Mechanics, Engineers, Architects, Students, and others connected with the
various departments of railroading or kindred interests, who are desirous of obtaining data as
to the existing practice on American railroads relating to any of the subjects discussed in the
book. Extracts from the first sixteen chapters were previously published in serial form in
the Railroad Gazette, and met with favorable and encouraging comments.

It is hardly necessary to call attention to the scarcity of American literature on build-
ings and similar structures connected with the station service, maintenance of way and
operating departments of railroads. With the exception of isolated articles to be found in
technical periodicals or in the publications of professional societies, accurate and exhaustive
data relating to existing railroad structures can only be obtained by personal inspection or by
addressing the proper department official in charge of the work in question. The purpose of
this book is to obviate to a large extent the necessity of railroad men and others in search of
such information having to resort to tedious investigations and personal inquiries. Attention
is also called to the fact that most of the subjects embraced in this book have never before
been discussed in print in a systematic and thorough manner.

The aim of the author has been to present a collection embodying the best practice for
each particular class of structure, whether cheap or expensive, and showing ihe sundry varia-
tions caused by individual views or local conditions in different sections of the country.
Particular attention has been paid to the smaller buildings connected with the roadway and
operating departments. The cheap and simple structures in use in the thinly settled sections
of the country have been considered of as much importance as those of the most elaborate
and artistic design.

Each subject is discussed in a general manner at the beginning of the corresponding
chapter, so that inexperienced persons can gain information on the salient points and con-
trolling features for each class of structures, while others more conversant with the subject
will find these general discussions convenient for reference. The second part of each chapter
is devoted to detail descriptions and illustrations of structures in use on American railroads.

The extensive territory covered is shown by the fact that over five hundred different
buildings and structures are described, illustrated, or referred to, while there are nearly seven
hundred illustrations accompanying the te.xt, of which over six hundred have been specially
prepared for this work. The illustrations, which range from the simple details, general plans.

iv PREFACE.

sections, and elevations of structures, to elaborate and artistic half-tone cuts of exteriors and
interiors, are inserted throughout the book in their proper places opposite the text.

The collection and selection of the necessary data and the preparation for publication of
such a large number of illustrations have been accomplished only by great assiduity and con-
siderable expense. The intrinsic merit of the book is enhanced by the fact that Engineers,
Architects, and Railroad Men from all parts of the country have placed valuable plans and
important information at the disposal of the author which otherwise would be very difficult
to obtain.

The author desires to express his thanks to all who have so generously and kindly
assisted him in the preparation of this book. It has been his aim to give credit throughout
the book to the originators or contributors of designs or data. Where the designers or per-
sons in charge of work are not mentioned, it is because they were unknown to the author, and
not through any desire to suppress their names.

While it is obviously difficult to mention all persons who have personally, directly or
indirectly, furnished data or information utilized in the preparation and compilation of this
book, the author feels bound to place on record the valuable assistance furnished by the fol-
lowing railroad men, engineers, and architects:

L. M. Allen, General Passenger Agent, New York & Northern Railway.

M. J. Becker, Chief Engineer, Pennsylvania Lines West of Pittsburg.

V. G. Bogue, Chief Engineer, Union Pacific liailway.

Geo. W. Boyd, Assistant General Passenger Agent, Pennsylvania Railroad.

W. W. Boyington, Architect, Chicago, 111.

E. F. Brooks, Engineer Maintenance of Way, New York Division, Pennsylvania Railroad.

E. D. B. Brown, Architect and Civil Engineer, New York, N. Y.
Wm. H. Brown, Chief Engineer, Pennsylvania Railroad.

C. W. Bvichholz, Chief Engineer, New York, Lake Erie & Western Railroad.

R. Caffrey, Supervisor, Eastern Division, Philadelphia & Reading Railroad (formerly General Road-
master, Lehigh Valley Railroad).

H. E. Chaniberlin, Superintendent, Concord Railroad.

F. A. Chase, Master Mechanic, Kansas City, St. Joseph & Council Bluilfs Railroad.
S. F"rench Collins, Car Department, Lehigh Valley Railroad.

P. H. Conradson, formerly Chemist, New York & New England Railroad.
F. S. Curtis, Chief Engineer, New York, New Haven & Hartford Railroad.
Philip H. Dewitt, Assistant Engineer, Lehigh Valley Railroad.
Charles B. Dudley, Chemist, Pennsylvania Railroad.
H. T. Douglass, Chief Engineer, Baltimore & Ohio Railway.
Cyrus L, W. Eidlitz, Architect, New York, N. Y.

H. Ferastrom, Chief Engineer, Minnesota & Northwestern Railroad and Chicago, St. Paul & Kansas
City Railroad.

L. Focht, Assistant Engineer, Lehigh Valley Railroad.

William Forsyth, Mechanical Engineer, Chicago, Burlington & Quincy Railroad.

Wolcott C. Foster, Civil Engineer, New York, N. Y.

J. D. Fouquet, Assistant Chief Engineer, New York Central & Hudson River Railroad.

F. W. Fratt, Chief Engineer, Wisconsin Central Railway.

Geo. H. Frost, Managing Editor, Engineering Ncios, New York, N. Y.

C. C. Genung, Chief Engineer, Ohio Valley Railway.

George Gibbs, Mechanical Engineer, Chicago, Milwaukee & St. Paul Railway.

T. H. Grant. .Assistant Engineer, Central Railroad of New Jersey.

Bradford L. Gilbert, Architect, New York, N. Y.

Walter D. Gregory, formerly Chemist, New York, Lake Erie & Western Railroad.

A. Griggs, Superintendent of Motive Power, New York & New England Railroad.

PREFACE. V

Charles Hansel, formerly Resident Engineer, Wabasji, St. Louis & Pacific Railway.

S. B. Haupt. Superintendent Motive Power, Norfolk & Western Railroad.

Edwin A. Hill, Chief Engineer, Indianapolis, Decatur & Springfield Railway.

Hawthorne Hill, Managing Editor, The Engineering lilngasine. New York, N. Y.

Julius G. Hocke, Assistant Engineer, Lehigh Valley Railro.ul.

W. B. W. Howe, Jr., Chief Engineer, S.ivannah, Florida & Western Railroad.

F. W. Johnstone. Superintendent, Mexican Central Railroad.

J. M. Jones, Station Master, Concord Railroad, Concord N. H.

W. S. Jones. Chief Engineer, Chicago & Northern Paciiic Railroad.

Walter Katte. Chief Engineer, New York Central & Hudson River Railroad.

J. W. Kendrick, Chief Engineer, Nortliern Pacific Railroad.

John S. Lentz, Superintendent Car Department, Philadelphia & Reading Railroad, formerly Super-
intendent Car Department, Lehigh Valley Railroad.

Chas. F. Loweth, Civil Engineer, St. Paul, Minn.

S. D. Mason, Principal Assistant Engineer, Northern Pacific Railroad.

Wm. Mcllvaine, Civil Engineer, Philadelphia, Pa.

J. M. Meade, Resident Engineer, Atchinson, Topeka & Santa Fe Railroad.

Alex. Mitchel, Superintendent of Motive Power, Philadelphia & Reading Railroad, formerly Super-
intendent, Lehigh Valley Railroad.

R. Montford, Chief Engineer. Louisville & Nash-'illc Railroad.

H. K. Nichol, Chief Engineer, Philadelphia & Reading Railroad.

C. B. Nicholson, Chief Engineer, Cincinnati, New Orleans & Te.xas Pacific Railroad and Alabama Great
Southern Railroad.

W. Barclay Parsons, Jr., Civil Engineer, author of "Track," New York, N. Y.

W. F. Pascoe, Superintendent Bridges and Buildings, Lehigh Valley Railroad.

Wm. H. Peddle, Division Superintendent and Engineer, Central Railroad of New Jersey.

H. G. Prout, Editor, Railroad Gazette, New York, N. Y.

L. S. Randolph, Engineer of Tests. Baltimore & Ohio Railroad.

A. L. Reed, Chief Engineer, Port Huron & Northwestern Railway.

C. A. Reed, Supervising Architect, Minnesota & Northwestern Railroad and Chicago, St. Paul &
Kansas City Railroad, St. Paul, Minn.

C. Rosenberg, General Foreman, Lehigh Valley Creosoting Works (formerly Master Carpenter, New
Jersey Division, Lehigh Valley Railroad).

F. E. Schall, Assistant Engineer. Lehigh Valley Railroad.

F. M. Slater, Chief Engineer, National Docks Railway.

E. F. Smith, Engineer in Charge, Philadelphia & Reading Terminal, Philadelphia, Pa.

A. W. Stedman, Chief Engineer, Lehigh Valley Railroad.

C. B. Talbot, Civil Engineer, Northern Pacific Railroad, Tacoma, Wash.

J. F. Wallace, Chief Engineer, Illinois Central Railroad.

H. F. While, Chief Engineer, Burlington, Cedar Rapids & Northern Railroad.

Wilson Brothers & Co., Civil Engineers and Architects, Philadelphia, Pa.

H. Wolters, Architect, Louisville, Ky.

The technical journals am! publications have been carefufl)' examined in order to furnish
desirable references to matter previously published. The author takes pleasure in acknowl-
edging the uniform courtesy extended to him by the editors of the technical press and the
liberal spirit manifested in according permis.sion to quote from their files. The publications
thus utilized arc as follows: American Architect and Building Nezvs ; Engineering Ncius and
American Raihvay Journal ; Railroad Gazette ; Railroad Topics; The Engineering Magazine ;
The Engineering Record {Building Record and The Sanitary Engineer) ; Tlie Inland Architect

and Nezvs Record ; The Railroad and Engineering Journal ; The Railway Neivs ; The Railway
Revieiv ; and others.

The preparation of this work has extended over several years, not through any lack of

enthusiasm on the part of the author, but owing to the fact that the book liad to be written

vi PREFACE.

in such hours that could be spared from the exacting demands of an extensive professional
practice. The author trusts, therefore, tliat any omissions or deficiencies found in the book
will not be too severely criticised, and that " Buildings and Structures of American Railroads"
will be accepted as a valuable contribution to the technical literature of the day and take its
place among standard reference books in the libraries of Railroad Men, Engineers, Architects
Students, and others interested in the subject.

New York., N. Y., December, ist, 1892.

TABLE OF CONTENTS.

PAGB

Preface iii

Table of Contents vii

List of Illustrations

CHAPTER I. WATCHMAN'S SHANTIES.

General Remarks I

*Square Watchman's Shanty, Richmond & Alleghany Railroad 2

*Octagonal Watchman's Shanty, Richmond & Alleghany Railroad 2

Watchman's Shanty, Alleghany Valley Railroad 3

*Watchman's Shanty, Philadelphia c& Reading Railroad 3

*Watchman's Shanty, Lehigh Valley Railroad. ^

*Watchman's Shanty of Limited Width, Ne%v York Division, Pennsylvania Railroad 4

Standard Watchman's Shanty, Pennsylvania Railroad 5

*Watchman's Shanty, Norfolk & Western Railroad 5

Design for a Watchman's Shanty, by W. B. Parsons, Jr 5

CHAPTER II. SECTION TOOL-HOUSES.

General Remarks 6

*Standard Section Tool -house, Pennsylvania Railroad 7

*Standard Section Tool-house, Union Pacific Railway g

*Standard Hand-car and Tool-house, Cincinnati Southern Railway g

Standard Tool-house, Atchison , Topeka & Santa Fe Railroad 10

*Standard Tool-house, Philadelphia & Reading Railroad 10

*Section Tool-house, Northern Pacific Railroad II

*Single Hand-car House, Northern Pacific Railroad 12

Double Hand-car House, Northern Pacific Railroad 12

*Section Tool-house, Lehigh Valley Railroad 12

Tool-house Design by W. B. Parsons, Jr 13

Section Tool-house, Macon & Birmingham Railroad 13

CHAPTER III. SECTION HOUSES.

General Remarks 14

*Two-room Section House, East Tennessee, Virginia & Georgia Railroad 15

Two-room Section House, Cincinnati, New Orleans & Texas Pacific Railroad 15

*Three-room Section House, East Tennessee, Virginia & Georgia Railroad 16

*Three-room Section House, Chesapeake & Ohio Railway 16

*Three-room Section House, New Orleans & North Eastern Railroad 17

*Section House, Atchison, Topeka & Santa Fe Railroad 18

* White Men's Section House, Northern Pacific Railroad 18

*Two-story Section House, Northern Pacific Railroad ig

*Section House, Savannah, Florida & Western Railroad 20

* Illustrated.

viii TABLE OF CONTENTS. j(

PAGE

*Tivo-story Section House, Louisville & Nashville Railroad 21

*Desigii for a Section House by W. B. Parsons, Jr 21

*Standard Section House, Gulf, Colorado & Santa Fe Railroad . • 2i

Standard Section Houses, Macon & Birminghain Railroad 22

CHAPTER IV. DWELLING-HOUSES FOR EMPLOYES.

General Remarks 23

*Agent's Dwelling, Northern Pacific Railroad System 23

*Five-room Cottage " K," Chesapeake & Ohio Railway 24

*Five-room Cottage " L, " Chesapeake & Ohio Railway 25

*Seven-room Cottage, Chesapeake & Ohio Railway , 25

*Dvvelling-house, Union Pacific Railway 26

*Dwelling-house, Atchison, Topeka & Santa Fe Railroad 27

Employes' Homes of Weslinghouse Air-brake Co., Wilmerding, Pa 27

CHAPTER V. SLEEPING QUARTERS, READING-ROOMS, AND CLUB-HOUSES FOR EMPLOYES

General Remarks 28

*Bunk-house at Jersey City, N. J., Lehigh Valley Railroad '. . . . 29

*Bunk-house at Perth Amboy, N. J., Lehigh Valley Railroad 29

*Reading-room, Union Pacific Railway 30

^Railroad Branch Building, Young Men's Christian Association, at East Buffalo, N. Y 31

Employes' Club-house, Chicago, Burlington & Northern Railroad 32

Railroad Branch Building, Young Men's Christian Association, New York Central & Hudson River Railroad,

New York, N. Y 32

Railroad Men's Club-house, New York Central & Hudson River Railroad, New York, N. Y 32

CHAPTER VI. SNOW-SHEDS AND PROTECTION-SHEDS FOR MOUNTAIN-SLIDES.

General Remarks 33

*Snow-shed on Level Ground, Central Pacific Railroad 34

*Snow-shed on Level Ground, Northern Pacific Railroad , 35

*Snow-shed over Cuts or on Side Hills, Northern Pacific Railroad 36

*Snow-sheds, Canadian Pacific Railway 3^

*Snow-shed over Cuts or on Side H ills. Central Pacific Railroad 37

*Protection-shed for Mountain-slides, Oregon & California Railroad 38

CHAPTER VII. SIGNAL-TOWERS.

General Remarks 39

*Octagonal Signal-tower, Philadelphia & Reading Railroad . 40

Square Signal- tower, Philadelphia & Reading Railroad 4°

Signal Station, Philadelphia, Wilmington & Baltimore Railroad 40

*Elevated Gate-house at Whitehaven, Pa., Lehigh Valley Railroad 41

*Standard Signal-tower, Pennsylvania Railroad 42

*Signal-tower on Depot Building, Richmond & Alleghany Railroad 42

*Signal-tower at Jutland, N. J., Lehigh Valley Railroad 42

*Signal- tower at Hillsboro, N. j., Lehigh Valley Railroad 42

*Signal-tower at Jersey City, N. J., Lehigh Valley Railroad 43

*Two-legged Signal tower at Newark, N. J., Pennsylvania Railroad, 44

*One-legged Signal- tower at Chicago, 111., Atchison, Topeka & Santa Fe Railroad 44

*Signal- tower at Jersey City, N. J., Central Railroad of New Jersey 45

Signal-tower and Bridge, New York Central & Hudson River Railroad 45

CHAPTER VIII. CAR-SHEDS AND CAR-CLEANING YARDS.

General Remarks .., 46

*Brick Car-shed at Mauch Chunk, Pa., Lehigh Valley Railroad 47

*Temporary Car-sheds, Richmond & Alleghany Railroad 48

*Frame Car-shed at Wallula, Wash., Northern Pacific Railroad 48

TABLE OF CONTENTS. ix

PAGE

*Car-cleaniiig Platform at Jersey City, N. J., Central Railroad of New Jersey 49

*Carcleaning Platform Shed at Jersey City, N. J , Pennsylvania Railroad 49

Passenger-car Yard at Chicago, 111., Pennsylvania Railroad 5°

CHAPTER IX. .ASHPITS.

*General Remarks 5^

^Standard Ashpit, Atchison, T opeka & Santa Fe Railroad 56

*Ashpit at Heron, Mont., Northern Pacific Railroad 56

*Ashpit at Packerton, Pa., Lehigh Valley Railroad 57

*Ashpit at Aurora, 111., Chicago, Burlington & Quincy Railroad 57

Ashpit, Kansas City, St. Joseph & Council Biul'fs Railroad 58

*Rail-chair, Savannah, Florida & Western Railroad 5S

*.Ashpit, Lehigh & Susquehanna Railroad 59

Ashpit Cinder-loading Plant, Cincinnati, Washington & Baltimore Railroad 59

Ash-conveyor at Port Richmond, Philadelphia, Pa., Philadelphia & Reading Railroad 59

CHAPTER X. ICE-HOUSES.

General Remarks ^o

*Design for a Fifty-ton Ice-house ^4

Fifty-ton Ice-house, Jersey City Termin.d, Leliiglt Valley Railroad 64

One-hundred-and-fifty-ton Ice-house at South Bethlehem, Pa., Lehigh Valley Railroad O5

*Standard Five-hundred-ton Ice-house, Chicago, St. Paul & Kansas City Railroad 65

*Fifteen-hundred-ton Ice-house at Sayre, Pa., Lehigh Valley Railroad 66

*Two-thousand-ton Ice-house at Jersey City, N. J., Lehigh Valley Railroad 67

*Fifteen-hundred-ton Ice-house at Nickerson, Kan., Atchison, Topeka & Santa Fe Railroad 68

*Fifteen-hundred-ton Brick Ice-house at Mauch Chunk, Pa., Lehigh Valley Railroad 69

Sixteen-hundred-ton Ice-house, PhiUipsburg, N. J., Lehigh Valley Railroad 7°

CHAPTER XI. SAND HOUSES.

General Remarks. .'. 7i

*Sand-house at Richmond, Va., Richmond & Alleghany Railroad 74

*Sand-house, Atchison, Topeka & Santa Fe Railroad 75

*Sand-house at Perth Amboy, N. J., Lehigh Valley Railroad 76

*Sand-house Design, Philadelphia & Reading Railroad 76

Sand house at Burlington, 111., Chicago, Burlington & Quincy Railroad 76

Sand-house at Columbus, O., Pittsburg, Cincinnati & St. Louis Railway 77

*Sand-house Design for Lehigh Valley Railroad 77

*Sand-house at Cressona, Pa., Philadelphia ^S: Reading Railroad 78

Sand-drier at Connemaugh, Pa., Pennsylvania Railroad : 78

Sand-house at Weatherly, Pa., Lehigh Valley Railroad 79

Design for Sand-house, Lehigh Valley Railroad 79

*Sand-house at Washington, D. C, Pennsylvania Railroad 79

CHAPTER XII. OIL-STORAGE HOUSES.

General Remarks °'

*Frame Oil and Waste Storage Shed at Penh .^.mboy, N. J., Lehigh Valley Railroad 83

*Brick Oil-house at Perth Amboy, N. J., Lehigh Valley Railroad 83

*Stone Oil and Waste House at Lehighton, Pa., Lehigh Valley Railroad 85

Brick Oil-house at West Philadelphia, Pa., Pennsylvania Railroad 85

*Brick Oil and Waste House, Mexican Central Railroad 86

Oil house at Denver, Col., Union Pacific Railway.

*Frame Oil-storage and Car-inspector's House at Penh Amboy, N. J., Lehigh Valley Railroad 87

*Frame Oil-storage and Car-inspector's House at Packerton, Pa., Lehigh Valley Railroad 87

*Brick Oil-house at Washington, D. C, Pennsylvania Railroad 8S

*Brick Oil-house at Jersey City, N. J., Pennsylvania Railroad 89

*Brick Oil-storage House at Western Avenue, Chicago, 111., Chicago, Burlington & puincy Railroad , 90

X TABLE OF CONTENTS.

CHAPTER XIII. OIL-MIXING HOUSES.

PAGE

General Remarks 93

*Oil mixins; House at Aurora, III., Chicago, Burlington & Quincy Railroad 95

*Oil-mi.xing House at Meadow Shops, Newark, N. J., Pennsylvania Railroad 96

Oil-Mi.\ing House at Mt. Clare Shops, Baltimore, Md., Baltimore & Ohio Railroad ' gS

*Oil-Mi.xing House at Altoona, Pa., Pennsylvania Railroad 99

*Oil-Mi-xing House at Susquehanna, Pa., New York, Lake Erie & Western Railroad 100

Oil-mi.xing House at Milwaukee, Wis., Chicago, Milwaukee & St. Paul Railway lOi

Oil-mi.xing Houses of the New York & New England Railroad loi

*Oil-mixing House Design, Packerton, Pa., Lehigh Valley Railroad 103

*Oil-mixi[ig House at Perth Amboy, N. J., Lehigh Valley Railroad 104

*Chemical Laboratory at South Bethlehem, Pa., Lehigh Valley Railroad 110

CHAPTER XIV. WATER STATIONS.

General Remarks 113

*General Design of a Circular Water-tank ■. iiS

■"Square Water-tank, Philadelphia & Reading Railroad 119

Standard 16 ft. X 24 ft.. Circular Water-tank, Wabash, St. Louis & Pacific Railway . 119

Standard, 16 ft. X 24 ft.. Circular Water-tank, Cincinnati Southern Railway 120

*Standard, 14 ft. X 22 ft., Circular Water-tank, Pennsylvania Railroad 120

Standard, 14 ft. X iS ft.. Circular Water-tank, Pennsylvania Railroad 122

*Slandard, 15 ft. X 16 ft., Circular Water-tank, Savannah, Florida & Western Railway 122

*Slandard, 16 ft. X 24 ft.. Circular Water-tank, Chicago, St. Paul & Kansas City Railway 123

Standard, 16 ft, X 24 ft., Circular Water-tank, Atchison, Topeka & Santa Fe Railroad 124

Standard, 16 ft. X 16 ft.. Circular Water-lank, Northern Pacific Railroad 124

Standard, 16 ft. X 24 ft.. Circular Water-tank, Northern Pacific Railroad 124

* High Water-tank, Northern Pacific Railroad 123

^Standard, 16 ft. X 20 ft.. Circular Water-tank, Lehigh Valley Railroad .... 126

*Standard, 16 ft. X 30 ft., Circular Water-tank, Lehigh Valley Railroad 127

Standard, 16 ft. X 24 ft.. Circular Water-tank, Union Pacific Railway 129

Feed Water-trough, Pennsylvania Railroad 129

CHAPTER XV. COALING STATIONS FOR LOCOMOTIVES.

General Remarks 130

*Derrick Coal-shed, Wisconsin Central Railroad 141

*Derrick Coal-house, Northern Pacific Railroad 142

Stationary Crane-and- Bucket System, Des Moines & Fort Dodge Railway 143

Stationary Crane-and- Bucket System, New York, Chicago & St. Louis Railway 143

Travelling Crane for Coaling Engines at Columbus, O., Pittsburg, Cincinnati & St. Louis Railway 143

*Coaling Platform at Jersey City, N. J., Lehigh Valley Railroad 145

*Cualing Platform at Lehighton, Pa., Lehigh Valley Railroad 145

Coaling Platform at South Easton, Pa., Lehigh Valley Railroad 146

Coaling Platform, Chicago & Grand Trunk Railway 146

-Coaling Platform, St. Louis, Iron Mountain & Southern Railway 147

Coaling Platform with Tipping Trolley Dump-car, Connecticut River Railroad 147

Coaling Platform with Tipping Trolley Dump-car, New York, Chicago & St. Louis Railroad 147

Coaling Platform with Tipping Trolley Dump-cars, Northern Central Railroad 147

Coaling Platform at Altoona, Pa., Pennsylvania Railroad. . . 148

Coaling Platform at West Philadelphia, Pa., Pennsylvania Railroad 148

Coaling Platform at East Tyrone, Pa., Pennsylvania Railroad 148

*Elevated Coal-shed, Northern Pacific Railroad 148

Coal-chutes, Baltimore & Ohio Railroad 148

Coal-chutes at Southport, N. Y., New York, Lake Erie i: Western Railroad 149

*Coal-chutes, New Orleans & Northeastern Railroad 149

*Coal-chutes at Scottsville, Va., Richmond & Alleghany Railroad 150

New Coal-chutes at Waverly, N. Y., New York, Lake Erie & Western Railroad 150

Coal-chntes at Hornellsville, N. Y., New York, Lake Erie & Western Railroad .... 151

Old Coal -chutes at Waverly, N. Y., New York, Lake Erie iS: Western Railroad 151

'Coal-chutes at Susquehanna, Pa., New York, Lake Erie & Western Railroad 151

TABLE OF CONTENTS. xi

PAGE

Coal-chutes at Buffalo. N. Y., and at Connellsville, Pa 151

*Coal-buiikers, Northern Pacific Railroad 151

•Standard Coal-chutes, Wabash, St. Louis & Pacific Railway 152

*Coalchutes at Black Diamond Mine, Wabash, St. Louis & Pacific Railway 153

*CoaI-chutes at Wilkesbarre, Pa., Lehigh Valley Railroad 153

*Coal-chute, Atchison, Topeka & Santa Ke Railroad. ... 153

Collin's System for Coaling Locomotives, Pennsylvania Railroad 154

Overhead Coaling Station at Hackensack Meadows, Jersey City, N. J., Pennsylvania Railroad 155

Overhead Coaling Station at Gray's Ferry, Philadelphia, Wilmington & Baltimore Railroad 155

Overhead Coaling Station at Aurora, 111., Chicago, Burlington & Quincy Railroad 156

*Coaling Station with Vertical Bucket elevator at Jersey City, N. J., National Docks Railway 156

*Coaling Station with Trough-conveyor Elevator at Oneonta, N. Y., Delaware & Hudson Canal Co 157

*Proposed Overhead Coaling Station with Trough-conveyor Elevator at Hamplon Junction, N. J., Central Rail-
road of New Jersey 15S

*Siisemihl Coal-chule at Jackson Junction, Mich., Michigan Central Railroad 160

*Burnett-Clifton Coal-chute 160

*Coaling Station at East New York, Union Elevated Railroad. Brooklyn, N. Y 164

*Coaling Station at Velasco, Te.\ 165

Coaling Station at Port Richmond, Philadelphia, Pa., Philadelphia & Reading Railroad 165

CHAPTER XVL ENGINE-HOUSES.

General Remarks 166

Engine-house at West Philadelphia Shops, Pennsylvania Railroad 175

*Engine-hotise at 31st Street, West Philadelphia, Pa., Pennsylvania Railroad 177

*Engine-house at Mt. Pleasant Junction, Jersey City, N. J., Pennsylvania Railroad 180

*Engine-house at Roanoke, Va.. Norfolk & Western Railroad 183

*Engine-house at Lehighton, Pa., Lehigh Valley Railroad 184

Engine-house at Richmond, Va., Richmond tS: Alleghany Railroad 187

*Engine-house, Northern Pacific Railroad 1S8

*Engine-house Design, Philadelphia & Reading Railroad l8q

*Engine-house at Grand Crossing, Wis., Chicago, Burlington & Northern Railroad , , io>j

*Engine-house at Clinton, la., Burlington, Cedar Rapids & Northern Railway igi

*Engine-house, Alabama Great Southern Railroad ig2

*Enginehouse at Beardstown, III., Chicago, Burlington & Quincy Railroad ig3

*Engine-hnuse at Waycross, Ga., Savannah, Florida & Western Railway 194

*Engine-house at Ashland, Wis., Wisconsin Central Railroad igj

*Enginehouse at Wilkesbarre, Pa., Lehigh Valley Railroad , 196

*Engine-house at Towanda, Pa., Lehigh Valley Railroad 197

Square Brick Engine-house at Mauch Chunk, Pa.. Lehigh Valley Railroad 197

Square Brick Engine-house at New Castle, Pa., New York, Lake Erie & Western Railroad 198

*Engine-house at East Mauch Chunk, Pa., Lehigh Valley Railroad 198

*Engine-house at Orwigsburg, Pa., Lehigh Valley Railroad 200

Engine-house and Car-shop Rotunda at Mt. Clare, Baltimore, Md., Baltimore & Ohio Railroad 201

CHAPTER XVII. FREIGHT-HOUSES.

*General Remarks 202

*Frelght-house for Way-stations, Boston, Hoosac Tunnel & Western Railway 214

Freight-houses at Brownwood, Tex., and at Gainesville, Te.\., Gulf, Colorado & Santa Fe Railroad 215

* Freight-house for Way-stations, Chesapeake & Ohio Railway 215

•Freight-house for Way-stations, Northern Pacific Railroad 216

*Freight-house for Way-stations, Northern Pacific Railroad 216

'Standard Frame Freight-house for Way-stations, Pennsylvania Railroad 217

'Standard Brick Freight-house for Way-stations, Pennsylvania Railroad 218

*Freight-house at New Hampton, Minn., Minnesota & Northwestern Railroad 219

*Freight-house at Gainesville, Fla., Savannah, Florida & Western Railway 220

'Terminal Freight-house at Jacksonville, Fla., Savannah. Florida & Western Railway 220

*Termln.al Freight-house at Grand Street, Jersey City, N. J., Lehigh Valley Railroad 220

'Terminal Freight-house at Newark, N. J., Lehigh Valley Railroad 221

'Terminal Freight-house at Richmond, Va., Richmond & .Mleghany R.illrciad 224

TABLE OF CONTENTS.

PAGE

Terminal Freight-house at St. Louis, Mo., St. Louis,JKcot:ulc it Northwestern Railroad 224

Terminal Freight-house at Cincinnati, O., Chesapeake & Ohio Railway 225

*Single story Terminal Freight-pier Shed at Jersey City, N. J., Lehigh Valley Railroad 225

*Single-story Terminal Freight-pier Shed at Jersey City, N. J., Pennsylvania Railroad 227

Single story Iron Terminal Freight-pier Shed at New York, N. Y., New York Central & Hudson River Railroad 227

*Double-story Terminal Freight-pier Shed at Jersey City, N. |., Lehigh Valley Railroad 227

*Double-story Terminal Freight-pier Shed at Harsimus Cove, Jersey City, N. J., Pennsylvania Railroad 230

*Double-story Terminal Freight-pier Shed on Grand Street Pier, Jersey City, N. J., Pennsylvania Railroad 231

Double-story Terminal Freight-pier Shed at VVeehawken, N. J., West Shore Railroad 231

Double-story Terminal Freight-pier Shed on Pier B, at Weehawken, N. J., New York, Lake Erie & Western Rail-

road.

232

*Double-story Terminal Freight-pier Shed at Weehawken, N. J., New York, Lake Erie iSc Western Railroad 232

Single-story Terminal City Freight-pier Shed on Pier No. 21, North River, New York, N. Y., New York, Lake

Erie & Western Railroad 232

*SingIe-story Terminal City Freight-pier Shed on Pier No. 27, North River, New York, N. Y., Pennsylvania

Railroad 232

*Single-story Terminal City Freight-pier Shed on Pier No. i, North River, New York, N. Y., Pennsylvania Rail-
road 233

*Single-story Terminal City Freight-pier Shed at Foot of Franklin Street, North River, New York, N. Y., West

Shore Railroad 233

*Standard Guano Warehouse, Savannah, Florida & Western Railway 234

CHAPTER XVn. PLATFORMS, PLATFORM-SHEDS, AND SHELTERS.

General Remarks 235

Low Platform, Pottsville Branch, Lehigh Valley Railroad 239

Low Platform, Northern Pacific Railroad 239

Low Platform at Flag-depot with Dwelling, Pennsylvania Railroad 239

Low Platform at Flag-depot, Philadelphia & Reading Railroad 239

Low Platform, Minnesota & Northwestern Railroad 239

Low Platform at Combination Depots, St. Louis & Pacific Railway 239

Low Platform at Combination Depots, Union Pacific Railway 240

Low Platform at Combination Depots, Burlington, Cedar Rapids & Northern Railway 240

Low Platform at Local Passenger Depots and Combination Depots, Pennsylvania Lines West of Pittsburg, South-
west System 240

High Platform at Local Freight-house, Northern Pacific Railroad 240

High Platform at Local Freight-house, Minnesota & Northwestern Railroad 240

High Platform at Freight-house at Gainesville, Fla., Savannah, Florida & Western Railway 240

High Platform Terminal Freight-house at Jersey City, N. J., Lehigh Valley Railroad 240

High Platform Terminal Freight-house at Weehawken, N. J., New York, Lake Erie & Western Railroad 240

High Platform at Combination Depot at Hilliard, Ga., Savannah, Florida & Western Railway 240

High Platform at Local Freight Depots, Pennsylvania Railroad 240

High Platform at Combination Depots, Cincinnati Southern Railway 240

Combined High and Low Platform at Combination Depots, Kansas City & Emporia Railroad 240

Standard Platforms, New York, Pennsylvania & Ohio Railroad 240

Passenger Platform, Northern Pacific Railroad 241

*Standard Platforms, West Shore Railroad 241

*Platform-shed and Shelter for Passenger Stations, Pennsylvania Railroad 241

*Platform-shed, Philadelphia & Reading Railroad 242

* Platform-shed for Passenger Depot, Allen town. Pa. , Lehigh Valley Railroad 242

*Platform-sheds at Atlantic City, N. J., Philadelphia & Reading Railroad 242

*Platform-shed at Passenger Depot, Rye, N. Y.. New York, New Haven & Hartford Railroad 242

*Platform-sheds, Union Depot, Kansas City, Mo 243

♦Shelter for Horses and Carriages at Germantown Junction, Pa., Pennsylvania Railroad 244

♦Shelter, Norfolk & Western Railroad 244

Shelter, Philadelphia, Wilmington & Baltimore Railroad 244

♦Shelter and Overhead Foot-bridge at Bedford Park, N. Y., New York Central tS: Hudson River Railroad 245

CHAPTER XIX. COMBINATION DEPOTS.

♦General Remarks 246

♦Combination Depots, Minnesota & Northwestern Railroad 249

TABLE OF CONTENTS. xiii

PAGE

*Conibination Depot, Pine Creek & Buffalo Railway 250

*Combination Depot at Cherry Ford, Pa., Lehigh Valley Railroad 251

*Combination Depot, Class " A," Richmond & Alleghany Railroad 251

*Conibination Depot, Class " B,'' Richmond & Alleghany Railroad 251

♦Combination Depots, Pennsylvania Lines West of Pittsburg 252

Combination Depot with Dwelling-rooms, Pennsylvania Lines West of Pittsburg, Southwest System 252

Combination Depot, Chesapeake & Ohio Railway 253

Combination Depot, Ohio Valley Railway 253

♦Combination Depot, Cincinnati Southern Railway 253

♦Combination Depot, Burlington, Cedar Rapids & Northern Railway 254

♦Combination Depot, Wabash, St. Louis & Pacific Railway 255

♦Combination Depot, Kansas City & Emporia Railroad 256

♦Combination Depot at Hilliard, Ga., Savannah, Florida & Western Railway 256

♦Combination Depot, Philadelphia & Reading Railroad 25(,

♦Combination Depot and Office Building at Williamsburg, Va., Chesapeake & Ohio Railway 257

♦Combination Depot with Dwelling-rooms, Northern Pacific Railroad 257

Combination Depot with Dwelling, at Coeur d'Alene, Wash., Spokane & Idaho Railroad 258

♦Standard Combination Depots, Savannah, Florida & Western Railway 25S

♦Combination Depot, Class No. i. Northern Pacific Railroad 259

Combination Depot, Class No. 2, Northern Pacific Railroad 259

Combination Depot with Dwelling, Chesapeake & Ohio Railway 260

♦Combination Depot with Dwelling, Union Pacific Railway 260

♦Combination Depot at Grovetown, Ga., Georgia Railroad 260

♦Combination Depot at Providence, Pa., New York, Ontario & Western Railroad 261

♦Combination Depot at Farmersville, Tex., Gulf, Colorado & Santa Fe Railroad 262

Combination Depots, Port Huron & Northwestern Railway 263

Standard Combination Depot, Macon & Birmingham Railroad 263

CHAPTER XX. FLAG-DEPOTS.

General Remarks 264

♦Frame Flag-depot at St. Paul, Minn., Minnesota & Northwestern Railroad 26O

♦Frame Flag-depot, Poltsville Branch, Lehigh Valley Railroad 206

♦Frame Flag-depot at Wayne Station, Pa., Pennsylvania Railroad 267

Frame Flag-depot, Ohio Valley Railway 267

♦Frame Flag-depot at Tabor, Pa., Philadelphia & Reading Railroad -. 268

♦Stone Flag-depot at Forest Hill, N. J., New York & Greenwood Lake Railroad 26g

Frame Flag-depot, West Shore Railroad ' 269

♦Frame Flag-depot, Pennsylvania Railroad 270

♦Frame Flag-depot with Dwelling, Pennsylvania Railroad 270

♦Brick Flag-depot with Dwelling, Pennsylvania Rail load 272

Frame Flag depot with Dwelling at Principio, Md., Philadelphia, Wilmington & Baltimore Railroad 273

♦Frame Flag-depot with Dwelling, Northern Pacific Railroad 273

♦Frame Flag-depot with Dwelling, at Magnolia, Del., Philadelphia. Wilmington & Baltimore Railroad 274

Flag-depots, Chicago & Ncjrth western Railroad 275

Flag-depot at Van Buren Street, Chicago, 111., Illinois Central Railroad 276

Flag-depot with Dwelling, at Norwood Park, N. Y 276

Flag-depot Design, with Dwelling 276

"Flag-depot at Chestnut Hill, Mass., Boston & Albany Railroad 276

Fl.ig-depot at Woodland, Mass., Boston & Albany Railroad 277

Fl.ig-depot ai Waban, Mass., Boston eS: Albany Railroad 277

Flag-depot at Wellesley Hills, Mass., Boston ,S: Albany Railroad 277

CHAPTER XXI. LOCAL PASSENGER DEPOTS.

General Remarks 278

Single-story Passenger Depot, Chesapeake & Ohio Railway 285

♦Two-story Passenger Depot, Chesapeake & Ohio Railway 286

♦Standard Passenger Depot, Class " C," Pennsylvania Lines West of Pittsburg, Southwest System 2S6

♦Standard Passenger Depot, Class " F," Pennsylvania Lines West of Pittsburg, Southwest System 287

♦Passenger Depot, Northern Pacific Railroad 287

♦Passenger Depot, Ohio Valley Railway 288

XIV TABLE OF CONTENTS.

PAGE

*Single-story Passenger Depot, Richmond & Alleghany Railroad = 283

*Two-story Passenger Depot, Richmond & Alleghany Railroad 2S9

*Passenger Depot, Class " F," Minnesota tS: Northwestern Railroad 289

*Passenger Depot at Spokane Falls, Wash., Northern Pacific Railroad 2S9

*Passenger Depot, Boston, Hoosac Tunnel & Western Railway 290

*Local Passenger Depot, Louisville & Nashville Railroad 291

*Passenger Depot at Columbia. Ky., Louisville & Nashville Railroad 291

*Suburban Passenger Depot, New York Central & Hudson River Railroad 292

*Passenger Depot at Tamaqua, Pa., Central Railroad of New Jersey 292

*Junclion Passenger Depots, Indianapolis, Decatur & Springfield Railway 293

*Junction Depot at Humboldt, Tenn., Louisville & Nashville Railroad 293

*Passenger Depot at Picton, N. J., Lehigh Valley Railroad 294

*Passenger Depot at Pottsville, Pa., Pennsylvania Railroad 294

*Passenger Depot at Laury's, Pa., Lehigh Valley Railroad 296

*Passenger Depot at Allen Lane, Pa., Philadelphia, Gerniantown & Chestnut Hill Railroad 296

*Passenger Depot at South Park, Minn., Minnesota & Northwestern Railroad 297

*Passenger Depot at Somerville, N. J., Central Railroad of New Jersey ■ 298

*Pa5senger Depot at Wilkesbarre, Pa., Lehigh Valley Railroad 300

*Passenger Depot at Kalamazoo, Mich., Michigan Central Railroad 301

*Passenger Depot at Ann Arbor, Mich., Michigan Central Railroad 303

Passenger Depot at Bay City, Mich., Michigan Central Railroad 303

*Passenger Depot at Battle Creek, Mich., Michigan Central Railroad 304

*Passenger Depot at De.xter, Mich., Michigan Central Railroad 305

*Passenger Depot at Rye, N. Y., New York, New Haven & Hartford Railroad 305

Junction-station Passenger Depot at Palmer, Mass., Boston & Albany Railroad and New London & Norwich

Railroad 305

Passenger Depot at Newcastle, Pa., Pittsburgh & Lake Erie Railroad, and Buffalo, New York & Philadelphia

Railway 307

*Passenger Depot at Fort Payne. Ala. , Alabama Great Southern Railroad 307

*Passenger Depot at Bowenville Station, Fall River, Mass., Old Colony Railroad 309

Passenger Depot at St. Paul Park Station, Chicago, Burlington & Northern Railroad 311

Passenger Depot at Mott Haven Station, i3Slh Street, New York City, New York Central & Hudson River Rail-
road 311

•Passenger Depot at Melrose, New York City. New York Central & Hudson River Railroad 312

Passenger Depot at Ottumwa, la., Chicago, Burlington & Quincy Railroad 313

*Passenger Depots at Yonkers, N. Y., and at Brvn Mawr, N. Y., New York & Northern Railway 314

Passenger Depot at South Park, 111., Illinois Central Railroad 315

Passenger Depot at Charlotte, N. C, Richmond & Danville Railroad 315

Passenger Depot at Kensington Avenue, Buffalo, N. Y., New York, Lake Erie & Western Railroad 315

Passenger Depot at Atlanta, Ga,, East Tennessee, Virginia & Georgia Railroad 315

*Passenger Depot at Ardmore, Pa., Pennsylvania Railroad 315

Design for Passenger Depot, Pennsylvania Railroad 31&

Passenger Depot at Thirty-ninth Street, Chicago, 111., Illinois Central Railroad 316

Passenger Depot at Kewanee, III 316

Passenger Depot at Newark, Del,, Philadelphia, Wilmington & B.ikimore Railroad 317

Passenger Depot at Twenty-second Street, Chicago. Ill , Illinois Central Railroad 317

Passenger Depot at Rockford, III. Chicago, Madison & Northern Railway 317

Passenger Depot, Ulica. N. Y., Delaware & Hudson Canal Company 317

Passenger Depot at Manitou, Col 317

Passenger Depot at Seymour, Ind.. Ohio & Mississippi Railway 31S

Passenger Depot at Bates City, Mo 31S

*Passenger Depot at Glen Ridge, N. J., Delaware, Lackawanna & Western Railroad 31S

Passenger Depot at Independence, Mo., Chicago & Alton Railroad 3'S

Passenger Depot at Oak Grove, Mo 3i8

Passenger Depot at Rahway, N. J., Pennsylvania Railroad 31 S

Union Passenger Depot, Canton, Ohio 3'8

Passenger Depots, West Shore Railroad 320

Passenger Depot at Terrace Park Station, Buffalo, N. Y., New York Central & Hudson River Railroad 320

Passenger Depot at East Douglas, Mass., New York & New England Railroad 320

Passenger Depot at Niagara Falls, N. Y., New York, Lake Erie & Western Railroad 320

Passenger Depot at Walkerville, Ont 322

TABLE OF CONTENTS.

I'vVGK

Passenger Depot al Dedliam, Mass., Boston & Providence Railroad 3^2

*Passenger Depot at New Bedford, Mass., Old Colony Railroad 3^2

*Passengcr Depot at North Easton, Mass., Old Colony Railroad 322

♦Passenger Depot at Holyoke, Mass., Connecticut River Railroad 3^3

*Passenger Depot at Auburndale, Mass., Boston & Albany Kailroad 324

Passenger Depot at South Framingham, Mass., Boston & Albany Railroad 324

Passenger Depot at Brighton, Mass., Boston & Albany Railroad 325

Passenger Depots, Chicago & Northwestern Railway 325

*Passenger Depots, Philadelphia, German town & Chestnut Hill Railroad 325

Competition Designs for Local Passenger Depot, Toronto Architectural Sketch Club 328

Competition Designs for Suburban Railway Depot, Chicago Architectural Sketch Club 328

*Twin Passenger Depots at Desrover and Baker Parks, Minn., Chicago, Milwaukee & St. Paul Railroad 32S

*Passenger Depot at Sewickley, Pa., Pennsylvania Railroad 32S

*Passenger Depot at Acanibaro, Mexico 32'J

*J unction Passenger Depot at Reed City, Mich 329

*Passenger Depot at Grass Lake, Mich., Michigan Central Railroad 329

*Passenger Depot at Laconia, N. H., Concord & Montreal Railroad 330

*Passenger Depot at Galesburg, 111., Atchison, Topeka & Santa Fe Railroad 330

*Passenger Depot at Mauch Chunk, Pa., Lehigh Valley Railroad 33'

♦Passenger Depot at Wichita, Kan., Atchison, Topeka & Santa Fe Railroad 33'

♦Passenger Depot at Evanston, III., Chicago, Milwaukee & St. Paul Railroad 33'

♦Passengjr Depot at Highland, Mass. , Old Colony Railroad 332

♦Passenger Depot at Somerset, Ky., Cincinnati, New Orleans & Te.xas Pacific Railway 332

Passenger Depot at Lexington, Ky., Cincinnati, New Orleans & Texas Pacific Railway 333

Passenger Depot at Science Hill, Ky., Cincinnati, New Orleans & Texas Pacific Railway 333

Passenger Depot at Eutaw, Ala., Alabama Great Southern Railroad 334

Passenger Depot at Brown wood, Tex., Gulf, Colorado & Santa Fe Railroad 334

♦Passenger Depot at Hopkinsville, Ky., Louisville & Nashville Railroad 334

Passenger Depot at Owensboro, Ky., Louisville iS: Nashville Railroad 335

♦Passenger Depot at Niles, Mich., Michigan Central Railroad 335

Passenger Depot at Port Huron, Mich., Port Huron & Northwestern Railway SS**

Passenger Depot at Sheridan Park, III., Chicago, Milwaukee & St. Paul Railroad 33^1

Passenger Depot al Newark, N. J., Pennsylvania Railroad 33^

♦Passenger Depot at Windsor Park, 111 337

CHAPTER XXII. TERMINAL PASSENGER DEPOTS.

General Remarks 338

Union Passenger Depot, Hartford, Conn 358

♦Union Passenger Depot at Springfield, Mass 359

Union Passenger Depot at Worcester, Mass 363

♦Union Passenger Depot at Concord, N. H. , Concord Railroad 364

Union Passenger Depot at Portland, Me 365

Proposed Union Passenger Depot at Providence, R. I . . . 366

Terminal Passenger Depot at Richmond, Va., Atlantic Coast Line 366

Union Passenger Depot, Birmingham, Ala 36S

Union Passenger Depot on Canal Street, Chicago, III 368

Terminal Passenger Depot at Milwaukee. Wis., Chicago & Northwestern Railroad 371

Terminal Passenger Depot at Milwaukee. Wis., Chicago, Milwaukee & St. Paul Railway 371

Union Passenger Depot at Stillwater, Minn 372

Union Passenger Depot at Atchison. Kan 372

♦Union Passenger Depot, Kansas City, Mo 373

Union Passenger Depot at Leavenworth, Kan 375

Union Passenger Depot at St. Joseph, Mo 375

Union Passenger Depot al Pueblo, Col 375

Union Passenger Depot at Denver, Col 375

♦Union Passenger Depot at Indianapolis, Ind 376

Union Passenger Depot at Ogden, Utah 376

Union Passenger Depot, Cheyenne, Wyo., Union Pacific, Denver Pacific and Cheyenne & Northern Railroads. . . 376

♦Terminal Passenger Depcil at Harrisburg, Pa., Pennsylvania Railroad 377

♦Passenger Train-shed at New Haven, Conn., New York, New Haven & Hartford Railroad 377

xvi TABLE OF CONTENTS.

PAGE

•"Terminal Passenger Depot at Charles Street, Baltimore, Md., Pennsylvania Railroad 377

*Terminal Passenger Depot at Washington, D. C, Pennsylvania Railroad 37Q

Passenger Depot at West Philadelphia, Pa.. Pennsylvania Railroad 381

*TerminaI Passenger Depot at Broad Street, Philadelphia, Pa., Pennsylvania Railroad 381

Passenger Depot at Atlantic City, N. J., Philadelphia & Reading Railroad 387

Passenger Depot at Boston, Mass., New York & New England Railroad 387

Passenger Depot at Sloughton, Mass., Boston & Providence Railroad 387

Passenger Depot at Boston, Mass., Boston & Providence Railroad 388

Proposed Union Passenger Depot at Buffalo, N. Y 388

Passenger Depot at Rochester, N. Y., New York, Lake Erie & Western Railroad 389

*Terminal Passenger Depot at Louisville, Ky., Louisville & Nashville Railroad 390

Union Passenger Depot at Cincinnati, 0 390

Terminal Passenger Depot at Cincinnati, O., Pittsburg, Cincinnati & St. Louis Railway 391

Terminal Passenger Depot at Cincinnati., O., Chesapeake & Ohio Railroad 392

*TerminaI Passenger Depot at Montreal, Can., Canadian Pacific Railway 393

Terminal Passenger Depot at Detroit, Mich., Michigan Central Railroad 393

*Union Passenger Depot at Fort Street, Detroit, Mich 395

Terminal Passenger Depot, Chicago, III., Wisconsin Central Railway 395

*Terminal Passenger Depot at Chicago, III., Chicago & Northwestern Railway 399

Union Passenger Depot at Van Buren Street, Chicago, 111 401

Terminal Passenger Depot at Chicago, III., Chicago & Western Indiana Railroad 401

*Union Passenger Depot at St. Louis, Mo 402

*Second-prize Design for Union Passenger Depot at St. Louis, Mo 40S

*Terminal Passenger Depot at Jersey City, N. J., New York, Lake Erie & Western Railroad 409

Old Passenger Depot at Jersey City, N. J., Pennsylvania Railroad 409

*New Terminal Passenger Depot at Jersey City, N. J., Pennsylvania Railroad 412

Passenger Train-shed at Pittsburg, Pa., Baltimore & Ohio Railroad 421

*Ferry Passenger Terminus at Franklin Street, New York, N. Y., West Shore Railroad 421

Ferry Passenger Terminus at Boston, Mass., Boston, Revere Beach & Lynn Railroad 421

■"Proposed Train-shed at New Orleans, La., Illinois Central Railroad 422

•"Proposed Terminal Passenger Depot at Chicago, III., Illinois Central Railroad 422

Terminal Depot at Oakland, Cal. , Central Pacific Railroad 424

Union Depot at Omaha, Neb 424

"Proposed Terminal Passenger Depot at Chicago, III., Chicago Elevated Terminal Railway 424

•"Union Passenger Depot at St. Paul, Minn 4^7

■*Train-shed of Union Passenger Depot at St. Paul, Minn 427

■"Terminal Passenger Depot at Forty-second Street, New York, N. Y., New York Central & Hudson River Rail-
road , 431

*Terminal Passenger Depot at Jersey City, N. J., Central Railroad of New Jersey 43 1

"Terminal Passenger Depot, Philadelphia, Pa., Philadelphia & Reading Terminal Railroad 436

"Proposed Extension of Terminal Passenger Depot at Broad Street, Philadelphia, Pa., Pennsylvania Railroad. . . 446

APPENDIX.

Specifications.

Specifications for Local Passenger Depot at Potts ville. Pa., Pennsylvania Railroad 447

Specifications for Engine-house at Mt. Pleasant Junction, Jersey City, N. J., Pennsylvania Railroad 432

Specifications for Local Passenger Depot at Fort Payne, Ala., Alabama Great Southern Railroad 455

Specifications for Combination Depots, Class " A" and " B," Pennsylvania Lines West of Pittsburg, Southwest

System 465

Specifications for Local Passenger Depot, Class " F," Pennsylvania Lines West of Pittsburgh Southwest System.. 467
General Specifications for Buildings, Water Stations, Cattle-guards, Road-crossings, Turn-tables, Fencing and

Telegraph Lines, Cincinnati Southern Railway 470

General Specifications for Construction Work, Northern Pacific Railroad 477

INDEX , 485

LIST OF ILLUSTRATIONS.

CHAPTER I. WATCHMAN'S SHANTIES.

FIG. PAGE

Square Watchman's Shanty, Richmond ii: Alleghany Railroad :

Front Elevation i 2

Side Elevation 2 2

Ground-plan 3 2

Octagonal Watchman's Shanty, Richmond & Alleghany Railroad :

Front Elevation 4 3

Ground-plan 5 3

Watchman's Shanty, Philadelphia & Reading Railroad :

Front Elevation 6 3

Side Elevation 7 3

Ground-plan S 3

Watchman's Shanty, Lehigh Valley Railroad :

Front Elevation g 4

Side Elevation 10 4

Watchman's Shanty of Limited Width, New York Division, Pennsylvania Railroad :

Front Elevation 11 4

Side Elevation 12 4

Ground-plan 13 4

Watchman's Shanty, Norfolk & Western Railroad :

Front Elevation 14 5

Side Elevation 15 5

Ground plan 16 5

CHAPTER n. SECTION TOOL HOUSES.

Standard Section Tool-house, Pennsylvania Railroad ;

Front Elevation 17 8

Ground-plan 18 8

Side Elevation ig S

Section 20 8

Elevation of Frame 21 8

Standard Section Tool-house, Union Pacific Railway :

Front Elevation 22 g

End Elevation and Cross-section 23 g

Ground-plan 24 g

Standard Hand-car and Tool-house, Cincinnati Southern Railway :

Front Elevation 25 10

Cross-section 26 10

Ground-plan 27 10

Standard Tool-house, Philadelphia & Reading Railroad :

Ground plan " A " and " B " 28 11

Front Elevation " A " 2g 11

Side Elevation " A " , 30 11

xvii

xviii LIST OF ILLUSTRATIONS.

FIG. I'AGE

Standard Tool-house, Philadelphia & Reading Railroad — ContiniteJ.

Front Elevation " B " 31 11

Side Elevation " B" 32 11

Section Tool-house, Northern Pacific Railroad ;

Front Elevation 33 11

Side Elevation 34 11

Ground-plan 35 11

Single Hand-car House, Northern Pacific Railroad :

Front Elevation and Cross-section 36 12

Side Elevation 37 12

Section Tool-house, Lehigh Valley Railroad :

Front Elevation 5S 12

Ground-plan. 39 12

CHAPTER HI. SECTION HOUSES.

Two-room Section House, East Tennessee, Virginia & Georgia Railroad ;

Front Elevation 40 15

End Elevation 41 15

Ground-plan 42 15

Cross-section 43 '5

Three-room Section House, East Tennessee, Virginia & Georgia Railroad :

Front Elevation 44 '6

End Elevation 45 16

Ground-plan 46 16

Elevation of Frame 47 16

Three-room Section House, Chesapeake & Ohio Railway :

Front Elevation . , 48 16

End Elevation 49 '6

Ground-plan 5° '7

Three-room Section House, New Orleans & Northeastern Railroad :

End Elevation 5' 17

Ground-plan 52 17

Section House, Atchison, Topeka & Santa Fe Railroad :

Front Elevation 53 18

End Elevation 54 18

Ground-plan 55 18

White Men's Section House, Northern Pacific Railroad:

Ground-plan 56 18

Two-story Section House, Northern Pacific Railroad :

Front Elevation 57 19

Cross-section 58 19

Ground-plan 59 19

Second-floor Plan 60 ig

Section House. Savannah, Florida & Western Railroad ;

Side Elevation fii 20

Front Elevation f>2 20

Ground-plan 63 20

Two-story Section House, Louisville & Nashville Railroad :

Front Elevation 64 21

Cross-section • 65 21

Ground-plan 66 21

Design for a Section House by W. B. Parsons. Jr.:

Front Elevation 67 21

Ground-plan 68 21

Standard Section House, Gulf, Colorado & Santa Fe Railroad : ,

End Elevation and Cross-section 69 22

Ground-plan 70 22

LIST OF ILLUSTRATIONS.

CHAPTER IV, DWELLING-HOUSES FOR EMPLOYES.

FIG. PACE

Agent's Dwelling, Northern Pacific Railroad System ;

Front Elevation 71 23

End Elevation 72 23

Ground-plan 73 24

Five-room Cottage " K," Chesapeake & Ohio Railway:

Perspective 74 24

Ground-plan 75 24

Second-floor Plan 7f) 24

Five-room Cottage " L," Chesapeake cS: Ohio Railway :

Perspective 77 25

Ground-plan 7S 25

Second-floor Plan 79 25

Seven-room Cottage, Chesapeake & Ohio Railway ;

Perspective ... So 26

Ground-plan 81 26

Second-floor Plan 82 26

Dwelling-house, Union Pacific Railway :

Front Elevation 83 26

Ground-plan 84 26

Dwelling-house, Atchison, Topeka & Santa Fe Railroad :

Side Elevation 85 27

Ground-plan 86 27

Second-floor Plan 87 27

CHAPTER V. SLEEPING QUARTERS, READING-ROOMS, AND CLUB-HOUSES FOR EMPLOYES.

Bunk-house at Jersey City, N. J., Lehigh Valley Railroad :

End Elevation 88 2g

Ground-plan Sg 29

Bunk-house at Perth Amboy, N. J., Lehigh Valley Railroad :

Front Elevation 90 2g

Ground-plan 9 J 29

Second- floor Plan 92 29

Reading-room, Union Pacific Railway:

Front Elevation 93 3o

Side Elevation 94 3°

Ground-plan 95 3°

Railroad Branch Building, Young Men's Christian Association, at East Buffalo, N. Y. :

Perspective 9^ 31

Basement-floor Plan 97 3t

First-floor Plan 9^ 3i

Second-floor Plan 99 31

CHAPTER VI. SNOWSHEDS AND PROTECTION-SHEDS FOR MOUNTAIN-SLIDES.

Snowshed on Level Ground, Central Pacific Railroad :

Cross-section 100 35

Elevation • • • loi 35

Longitudinal Section 102 35

Snowshed on Level Ground, Northern Pacific Railroad :

Cross-section 103 35

Elevation 104 35

Snowsheds over Cuts or on Side Hills, Northern Pacific Railroad :

Cross-section 105 36

Cross-section 106 36

Snowsheds, Canadian Pacific Railway :

Cross-section ^^1 37

Cross-section 108 37

Cross-section '09 37

Cross-section no 37

XX UST OF ILLUSTRATIONS.

PIG. PAGE

Snowshed over Cuts or on Side Hills, Central Pacific Railroad :

Cross-section iii 37

Protection-shed for Mountain-slides, Oregon & California Railroad :

Cross-section Ii2 38

CHAPTER VII. SIGNAL-TOWERS.

Octagonal Signal-tower, Philadelphia & Reading Railroad :

Front Elevation 113 40

Elevated Gate-house at Whitehaven, Pa., Lehigh Valley Railroad:

Side Elevation 114 41

Standard Signal-tower, Pennsylvania Railroad :

Cross-section and Front Elevation 115 41

Elevation of Frame 116 41

Second-floor Plan 117 42

Second-floor Framing Plan 118 42

Signal-tower on Depot Building, Richmond & Alleghany Railroad :

End Elevation 119 43

Signal-tower at Jutland, N. J., Lehigh Valley Railroad :

Side Elevation l2o 43

Signal-tower at Hillsboro, N. J., Lehigh Valley Railroad :

Front Elevation 121 43

Elevation of Frame 122 43

Signal-tower at Jersey City, N. J., Lehigh Valley Railroad ;

Front Elevation 123 44

Side Elevation 124 44

Two-legged Signal-tower at Newark, N. J., Pennsylvania Railroad :

Perspective 125 44

One-legged Signal-lower at Chicago, III., Atchison, Topeka & Santa Fe Railroad :

Perspective 126 44

Signal-tower at Jersey City, N. J., Central Railroad of New Jersey :

Perspective 127 45

CHAPTER VIII. CAR-SHEDS AND CAR-CLEANING YARDS.

Brick Car-shed at Mauch Chunk, Pa., Lehigh Valley Railroad :

Front Elevation 128 47

Cross-section 1 2g 47

Side Elevation 130 47

Ground-plan 131 47

Temporary Car-sheds, Richmond & Alleghany Railroad :

Cross-section 132 48

Cross-section 133 48

Frame Car-shed at Wallula, Wash., Northern Pacific Railroad :

Side Elevation 134 48

Front Elevation 135 48

Ground-plan 136 49

Car-cleaning Platform at Jersey City, N. J., Central Railroad of New Jersey :

Cross-section 137 49

Car-cleaning Platform Shed at Jersey City, N. J., Pennsylvania Railroad :

Side Elevation 1 38 49

Cross-section 139 49

Longitudinal Section 140 50

CHAPTER IX. ASHPITS.

Rail-fastening on Stone Coping with Rag-bolts and Clips ;

Cross-section 141 53

Rail-f.istening on Stone Coping with Clip Bearing-plates :

Perspective 142 53

Design for Wroughl-iron Ashpit

Cross-section '. 143 55

LIST OF ILLUSTRATIONS. xxi

FIG. PACK

Standard Ashpit, Atchison, Topeka & Santa Fe Railroad :

Cross-section 144 56

Cross-section of Rail-fastening 145 56

Ashpit at Heron, Mont., Northern Pacific Railroad :

Cross-section 146 5^1

Perspective of Side Plates 147 56

Ashpit at Packerton, Pa., Lehigh Valley Railroad :

Cross-section 148 57

Perspective of Rail-chair 141) 57

Ashpit at Aurora, 111., Chicago, Burlington & Quincy Railroad :

Cross-section 150 58

Elevation 151 58

Perspective of Rail-chair 152 58

Rail-chair, Savannah, Florida & Western Railroad :

Cross-section 153 58

Elevation 154 58

Ashpit, Lehigh & Susquehanna Railroad :

Perspective 155 59

Cross-section of Rail-fastening 156 59

CHAPTER X., ICE-HOUSES.

Design for Water Seal in a Pipe Drain .

Cross-section 157 63

Design for Water Seal in a Culvert Drain :

Cross-section 1 58 63

Standard Five-hundred-ton Ice-house, Chicago, St. Paul & Kansas City Railroad :

Front Elevation 159 65

Cross-section 160 65

Ground-plan 161 65

Longitudinal Section 162 05

Fifteen-hundred-ton Ice-house at Sayre, Pa., Lehigh Valley Railroad :

Front Elevation 163 66

Detail Plan of Walls 164 66

Two-thousand-ton Ice-house at Jersey City, N. J., Lehigh Valley Railroad :

Front Elevation 165 67

Ground -plan at Shaft 166 67

Elevation of Hoisting-cage 167 67

Plan of Hoisting-cage 168 67

Fifteen-hundred-ton Ice-house at Nickerson, Kan., Atchison, Topeka & Santa Fe Railroad:

Elevation of Frame 169 68

Front Elevation 170 68

Ground-plan 17 j 6S

Fifteen-hundred-ton Brick Ice-house at Mauch Chunk, Pa., Lehigh Valley Railroad :

Perspective 172 69

Detail Section of Wall and Floor 173 69

CHAPTER XI. SAND-HOUSES.

Sand-house at Richmond, Va., Richmond it Alleghany Railroad ■.

Cross-section 17^ 7j

Ground-plan 175 7,

Sand-house, Atchison, Topeka & Santa Fe Railroad :

Front Elevation 175 7c

Cross-section 177 75

Ground-plan 178 7^

Sand-house at Perth Amboy, N. J., Lehigh Valley Railroad :

Ground-plan 170 .•(,

Sand-house Design, Philadelphia & Reading Railroad :

Cross-section jgo 76

xxii LIST OF ILLUSTRATIONS.

FIG. PAGE

Sand-house Design for Lehigh Valley Railroad :

Longitudinal Section , iSi 78

Ground-plan 1S2 78

Sand-house at Cressona, Pa., Philadelphia &. Reading Railroad :

Cross-section 183 78

Front Elevation , 184 78

Sand-house at Washington, D. C, Pennsylvania Railroad :

Front Elevation 185 So

Longitudinal Section 186 80

Cross-section 187 80

Ground-plan 188 80

CHAPTER XII. OIL-STORAGE HOUSES.

Frame Oil and Waste Storage Shed at Perth Amboy, N. J., Lehigh Valley Railroad :

Cross-section l8g 83

Brick Oil-house at Perth Air.boy, N. J., Lehigh Valley Railroad :

Cross-section igo S4

Ground-plan igi 84

Stone Oil and Waste House at Lehighton, Pa., Lehigh Valley Railroad :

Front Elevation 192 84

Longitudinal Section 193 84

Ground-plan 194 84

Brick Oil and Waste House, Mexican Central Railroad :

End Elevation 195 86

Cross-section ig6 86

Frame Oil-storage and Car-inspectors' House at Perth Amboy, N. (., Lehigh Valley Railroad .

End Elevation 197 87

Ground-plan 198 87

Frame Oil-storage and Car-inspectors' House at Packerton, Pa., Lehigh Valley Railroad :

Longitudinal Section 199 87

Ground-plan 200 87

Brick Oil- house at Washington, D. C, Pennsylvania Railroad ;

Front Elevation 201 88

Longitudinal Section 202 88

Cross-section 203 88

Ground-plan 204 88

Brick Oil-house at Jersey City, N. J., Pennsylvania Railroad :

Front Elevation 205 90

End Elevation 206 90

Longitudinal Section 207 90

Cross-section 208 90

Ground-plan 209 90

Brick Oil-storage House at Western Ave., Chicago, 111., Chicago, Burlington & Quincy Railroad :

Longitudinal Section 210 90

Cross-section , 211 gi

Ground plan 212 91

Second-floor Plan 213 gi

CHAPTER XIII. OIL-MIXING HOUSES.

Oil-mi.\ing House at Aurora, 111., Chicago, Burlington & Quincy Railroad :

Cross-section 214 96

Ground-plan 215 g6

Perspective of Dashboard 216 96

Oil-mixing House at Meadow Shops, Newark, N. J., Pennsylvania Railroad :

Ground-plan 217 97

Elevation of Tanks 218 97

Oil-mixing House at Altoona, Pa., Pennsylvania Railroad:

Cross-section 219 qg

Ground-plan 220 gg

Cross-section of Tank 221 gg

Plan of Tank 222 gg

LIST OF ILLUSTRATIONS. xxiii

F!G. I'AGE

Oil-mixing House at Susquehanna, Pa., New York, Lake Erie & Western Railroad :

Ground plan 223 loi

Oil-mixing House Design, Packerton, Pa., Lehigh Valley Railroad:

Front Elevation 224 102

End Elevation 225 102

Ground-plan 226 102

Cross-section of Tank 227 103

Elevation of Tanks 22S 103

Plan of Tanks 229 104

Oil-mixing House at Perth Amboy, N. J., Lehigh Valley Railroad :

General Plan 230 107

Front Elevation 231 107

End Elevation 232 107

Cross-section 233 108

Ground-plan 234 108

Plan of Water and Steam Piping System 235 109

Chemical Laboratory at South Bethlehem, Pa., Lehigh Valley Railroad :

Ground-plan 236 1 1

Front Elevation of Laboratory Table 237 11

End Elevation of Laboratory Table 23S i i

Plan of Laboratory Table 239 1 1

Front Elevation of Steam-box 240 11

Cross-section of Steam-box 241 11

Plan of Steam-bo.\ 242 1 1

Front Elevation of Balance-table 243 1 1 2

Cross-section of Balance-table 244 1 12

Plan of Balance-table , 245 112

CHAPTER XIV. WATER STATIONS.

General Design of a Circular Water-tank :

Elevation and Cross-section 246 1 19

Square Water-tank, Philadelphia & Reading Railroad :

Front Elevation 247 119

End Elevation 248 1 19

Ground-plan 249 119

Standard, 14 ft. X 22 ft., Circular Water-tank, Pennsylvania Railroad :

Cross-section 250 1 2 1

Elevation 251 121

Ground-plan of Floor Framing 252 121

Ground-plan of Roof Framing 253 121

Details of Tank 254 12 r

Elevation of Water-gauge Stafif 255 121

Section of Water-gauge Staff 25ft 121

Section of Pipe-protection Box. . 257 121

Detail of Hoop-joint 25S 121

Standard, 15 ft. X 16 ft., Circular Water tank, Savannah, Florida vt Western Railway :

Cross-section 259 122

Elevation 260 122

Standard, 16 ft. X 24 fl., Circular Water-tank, Chicago, St. Paul & Kansas City Railway ;

Cross-section 261 123

High Water-tank, Northern Pacific Railroad :

Elevation and Cross-section 262 125

Standard, 16 ft. X 20 ft., Circular Water-tank. Lehigh Valley Railroad :

Elevation and Cross-section 263 126

Ground-plan 264 126

Standard, 16 ft. X 30 ft., Circular Water tank. Lehigh Valley Railroad :

Elevation and Cross-section 265 127

Ground-plan 266 128

xxiv LIST OF ILLUSTRATIONS.

CHAPTER XV. COALING STATIONS FOR LOCOMOTIVES.

FIG. PAGE

Derrick Coal-shed, Wisconsin Central Railroad :

Front Elevation 267 142

Cross-section 26S 142

Derrick Coal-house, Northern Pacific Railroad :

Front Elevation 269 142

Cross-section 270 142

Ground-plan 271 143

General Plan 272 143

Coaling Platform at Jersey City, N. J., Lehigh Valley Railroad .

Cross-section 273 145

Coaling Platform at Lehighton, Pa., Lehigh Valley Railroad :

Front Elevation 274 146

Cross-section 275 146

Coaling Platform, St. Louis, Iron Mountain & Southern Railway :

Cross-section 276 147

Elevated Coal-shed, Northern Pacific Railroad :

Cross-section 277 148

Coal-chules, New Orleans & Northeastern Railroad :

Cross-section , 278 149

Coal-chutes at Scottsville, Va., Richmond & Alleghany Railroad :

Cross-section 279 150

Coal-bunkers, Northern Pacific Railroad :

Cross-section 280 152

Standard Coal-chutes, Wabash, St. Louis & Pacific Railway :

Cross-section 2S1 152

Coal-chutes at Black Diamond Mine, Wabash, St. Louis cSc Pacific Railway :

Cross-section 2S2 153

Coal-chutes at Wilkesbarre, Pa., Lehigh Valley Railroad :

Cross-section 283 153

Coal-chute, Atchison, Topeka & Santa Fe Railroad ;

Cross-section 2S4 154

Coaling Station with Vertical Bucket-elevator at Jersey City, N. J., National Docks Railway :

Front Elevation 285 157

Cross-section 286 157

Coaling-station with Trough-conveyor Elevator at Oneonta, N. Y., Delaware & Hudson Canal Company :

Front Elevation 287 158

Ground-plan 288 158

Proposed Overhead Coaling Station with Trough-conveyor Elevator at Hampton Junction, N. J., Central
Railroad of New Jersey :

Elevation 289 159

Cross-section 290 160

Susemihl Coal-chute at Jackson Junction, Mich., Michigan Central Railroad ;

Front Elevation 2gi 161

Cross-section 292 161

Detail of Lock 293 161

Detail of Positions of Apron 294 i6t

Burnett-Clifton Coal-chute :

Cross-section with Low-chutes 295 162

Cross-section of Pocket showing Location of Irons 296 162

Front View of Pocket showing Apron down and Gate open 297 162

Cross-section of Double-pocket 2yS 162

Cross-section with High-chutes 299 163

Coaling Station at East New York, Union Elevated Railroad, Brooklyn, N. Y. :

Longitudinal Section 300 164

Cross-section S"! 164

Cross-section of Hunt Conveyor System 302 165

Coaling Station at Velasco, Tex. :

Cross-section 3^3 165

Front Elevation 3^4 165

LIST OF ILLUSTRATIONS,

CHAPTER XVI. ENGINE-HOUSES.

FIG. I'AGE

Engine-house at 31st Street, West Philadelphia, Pa., Pennsylvania Railroad :

Ground-plan 305 171;

Elevation of Engine-door 306 1 79

Section of Column 307 179

Engine-house at Mt. Pleasant Junction, Jersey City, N. J., Pennsylvania Railroad :

Cross section 30S iSo

Ground-plan 309 1 80

Elevation of Outsitle Wall 310 iSi

Elevation of Interior Wall and Engine-doors 311 181

General Plan 312 181

Elevation and Section of Ventilator 313 iSi

Ground -plan of Ventilator 314 ibi

Engine-house at Roanoke, Va., Norfolk & Western Railroad:

Cross-section 315 183

Engine-house at Lehighton, Pa., Lehigh Valley Railroad :

Cross-section 316 1S6

Ground-plan 317 186

Elevation of Interior Wall and Engine-door. 31S 187

Elevation of Outside Wall 319 187

End Elevation 320 1S7

Engine-house, Northern Pacific Railroad :

Cross-section 321 tSS

Engine-house Design, Philadelphia & Reading Railroad :

Cross-section 322 1 89

Engine-house at Grand Crossing, Wis., Chicago, Burlington & Northern Railroad :

Cross-section 323 iSg

General Plan 324 igo

Elevation of Interior Wall and Engine-doors 325 igo

Elevation of Outside Wall 326 190

Cross-section of Turn-table Pit 327 igo

Cross-section of Drain 328 i go

Engine-house at Clinton, la., Burlington, Cedar Rapids & Northern Railway:

Cross-section 329 191

Ground-plan.... 330 191

Engine-house, .'\labama Great Southern Railroad:

Cross-section 331 192

Ground-plan 332 192

Engine-house at Beardstown, 111., Chicago, Burlington & Qiiincy Railroad :

Cross-section 333 193

Ground-plan 334 193

Elevation of Interior Wall and Engine-door 335 193

Elevation of Outside Wall 336 193

End Elevation 337 194

Engine-house at Waycross, Ga , Savannah, Florida it Western Railway :

Cross-section 338 195

Engine-house at Ashland, Wis., Wisconsin Central Railroad :

Cross-section 339 igfi

Ground plan 340 196

Engine-house at Wilkesbarre Pa., Lehigh Valley Railroad :

Cross-section 341 197

Engine-house at Towanda, Pa., Lehigh Valley Railroad :

Cross-section 342 197

Ground-plan 343 197

Engine-house at East Mauch Chunk, Pa., Lehigh Valley Railroad:

Cross-section 344 199

Longitudinal Section 345 199

Ground-plan 346 Igg

Front Elevation 347 200

Side Elevation , 34S 20Q

xxvi LIST OF ILLUSTRATIONS.

FIG. PAGB

Engine-house at Orwigsburg, Pa., Lehigh Valley Railroad :

Cross-section and End Elevation 34g 200

Ground-plan 350 201

CHAPTER XVII. FREIGHT-HOUSES.

General Layout at Local Freight-station without Sidings :

General Plan 351 203

General Layout at Local Freight Side-station :

General Plan 352 203

General Layout at Local Freight Islaiid-slalion :

General Plan 353 203

Proposed General Layout for Local Freight-station :

General Plan 354 204

i Freight-house for Way-stations, Boston, Hoosac Tunnel & Western Railway :

Front Elevation 355 215

Cross-section 356 215

Freight-house for Way-stations, Chesapeake & Ohio Railway :

Front Elevation , 357 215

Cross-section 35S 215

Ground-plan 35y 216

Freight-house for Way-stations, Northern Pacific Railroad :

Perspective 360 216

Freight-house for Way-stations, Northern Pacific Railroad:

Front Elevation 361 216

End Elevation and Cross-section , 362 216

Standard Frame Freight-house for Way-stations, Pennsylvania Railroad :

Front Elevation 363 217

End Elevation and Cross-section 364 217

Ground-plan 365 217

Standard Brick Freight-house for Way-stations, Pennsylvania Railroad :

Front Elevation 366 21S

End Elevation 367 21 S

Cross-section 36S 218

Ground-plan 369 218

Freight-house at New Hampton, Minn., Minnesota & Northwestern Railroad :

Front Elevation 370 219

Cross-section 371 219

Ground-plan 372 219

Freight-house at Gainesville, Fla., Savannah, Florida & Western Railway;

Cross-section , 373 220

Terminal Freight-house at Jacksonville, Fla., Savannah, Florida & Western Railway :

Front Elevation. . . 374 220

End Elevation and Cross-section 375 220

Terminal Freight-house at Grand Street. Jersey City, N. J., Lehigh Valley Railroad :

End Elevation 376 221

Cross-section , 377 221

Front Elevation 37S 222

Ground- pi an , 379 222

Terminal Freight-house at Newark, N. J., Lehigh Valley Railroad :

Front Elevation ^ 3S0 223

Cross-section 381 223

Ground-plan 382 223

Terminal Freight-house at Richmond, Va., Richmond & Alleghany Railroad :

Cross-section ... 383 224

Ground-plan 384 224

Single-story Terminal Freight-pier Shed at Jersey City, N. J., Lehigh Valley Railroad :

Cross-section 385 226

Ground-plan 3S6 226

Single-story Terminal Freight-pier Shed at Jersey City, N. J., Pennsylvania Railroad :

Cross-section , , , 387 227

LIST OF ILLUSTRATIONS. xxvii

FIG, PAGE

Double-Story Terminal Freight-pier Shed at Jersey City, N. J., Lehigh Valley Railroad :

Elevation 3SS 228

Ground-plan 389 22S

Cross-section 3()0 229

Longitudinal Section 391 230

Ruddell Barrel and Freight Elevator 392 230

Double-story Terminal Freight-pier Shed at Harsimus Cove, Jersey City, N. J., Pennsylvania Railroad :

Cross-secti on 393 231

Double-story Terminal Freight-pier Shed on Grand Street Pier, Jersey City, N. J., Pennsylvania Railroad ;

Cross-section 394 231

Double-story Terminal Freight-pier Shed at Weehawken, N. J., New York, Lake Erie & Western Railroad :

Cross-section 395 232

Single-story Terminal City Freight-pier Shed on Pier No. 27. North River, New York, N. Y., Pennsyl-
vania Railroad :
Cross-section 396 233

Single-story Terminal City Freight-pier Shed, on Pier No. i, North River, New York, N. Y., Pennsyl-
vania Railroad :
Cross-section 397 233

Single-story Terminal City Freight-pier Shed at Foot of Franklin Street, North River, New York, N. Y.,
West Shore Railroad :

Elevation on West Street 3gS 233

Elevation from River 399 234

Standard Guano Warehouse, Savannah, Florida & Western Railway :

Cross -section 400 234

CHAPTER XVIII. PLATFORMS, PLATFORM-SHEDS, AND SHELTERS.

Standard Platforms, West Shore Railroad :

Cross-section 401 241

Platform-shed and Shelter for Passenger Stations, Pennsylvania Railroad :

Cross-section 402 241

Platform-shed, Philadelphia & Reading Railroad :

End Elevation 403 242

Front Elevation 404 242

Platform-shed for Passenger Depot, .-Mlcntown, Pa., Lehigh Valley Railroad :

Cross-section 405 242

End Elevation 406 242

Platform-sheds at Atlantic City, N. J., Philadelphia & Reading Railroad :

Cross-section 407 242

Platform-shed at Passenger Depot, Rye, N. Y., New York, New Haven & Hartford Railroad :

Cross-section 408 243

Longitudinal Section 409 243

General Plan 410 243

Plan of Column Pedestal 411 243

Cross-section of Column Pedestal 412 243

Platform-sheds, Union Depot, Kansas City, Mo.;

Cross-section 413 243

Shelter for Horses and Carriages at Germantown Junction, Pa., Pennsylvania Railroad ;

Front Elevation 414 244

End Elevation 415 244

Cross-section 416 244

Ground-plan 417 244

Shelter, Norfolk & Western Railroad :

Front Elevation 418 244

End Elevation 419 244

Ground-plan 420 244

Shelter and Overhead Foot-bridge at Bedford Park, N. Y., New York Central & Hudson River Railroad :

Perspective 421 245

xxviii LIST OF ILLUSTRATIONS.

CHAPTER XIX. COMBINATION DEPOTS.

FIG, PAGE

Proposed General Layout for a Combination Depot :

General Plan 422 248

Combination Depot, Class " B," Minnesota & Northwestern Railroad .

Front Elevation 423 240

Ground-plan 424 249

Combination Depot, Class " E," Minnesota & Northwestern Railroad:

Front Elevation 425 250

End Elevation 426 250

Cross-section. 427 250

Ground-plan , 42S 250

Combination Depot, Pine Creek & Buffalo Railway ;

Front Elevation 429 250

Ground-plan 430 250

Combination Depot at Cherry Ford, Pa., Lehigh Valley Railroad :

Front Elevation 431 251

End Elevation ... 432 251

Ground-plan 433 251

Combination Depot, Class "A," Richmond & Alleghany Railroad •

Front Elevation , 434 251

End Elevation 435 251

Ground-plan 436 251

Combination Depot, Class " B," Richmond & Alleghany Railroad :

Front Elevation 437 251

Ground-plan 438 251

Combination Depot, Class " A," Pennsylvania Lines West of Pittsburg, Southwest System .

Front Elevation 439 252

Ground-plan 440 252

Combination Depot, Design " A," Cincinnati Southern Railway ;

Front Elevation 44i 253

End Elevation 4-|2 253

Cross-section 443 -54

Ground-plan 444 254

Combination Depot, Burlington, Cedar Rapids & Northern Railway:

Front Elevation 445 254

Cross-section 44^ 255

Ground-plan 447 255

Combination Depot, Wabash, St. Louis & Pacific Railway :

Front Elevation 44S 255

End Elevation 449 255

Cross-section 45° 255

Ground-plan 45 1 255

Combination Depot, Kansas City & Emporia Railroad:

Front Elevation 452 256

Ground-plan 453 256

Combination Depot at Hilliard, Ga., Savannah, Florida & Western Railway ;

Ground-plan 454 256

Combination Depot, Philadelphia & Reading Railroad :

Ground-plan 455 256

Combination Depot and Office Building at Williamsburg, Va., Chesapeake & Ohio Railway :

Front Elevation 45^ 257

Ground-plan 457 257

Combination Depot with Dwelling-rooms, Northern Pacific Railroad ;

Front Elevation 458 257

Ground-plan : 459 25S

Combination Depot with Dwelling-room, Class No. i. Savannah, Florida & Western Railway :

" Front Elevation • • 460 258

End Elevation of Building 461 25S

End Elevation of Shed Extension 462 258

Cross-section 4^3 259

Ground-plan 4^4 259

LIST OF ILLUSTRATIONS. xxi>:

PIG, PAGE

Combination Depot, Class No. i, Northern Pacific Railroad :

Perspective 465 259

Ground-plan. . . 4f>^ 259

Combination Depot with Dwelling, Union Pacific Railway :

Front Elevation 4^7 260

End Elevation 4f>S 2()0

Cross-section 4f'9 260

Ground-plan 470 260

Combination Depot at Grovetown, Ga., Georgia Railroad :

Perspective 471 261

Combination Depot at Providence, Pa., New York, Ontario & Western Railroad :

Perspective 472 261

Combination Depot at Farmersville, Tex., Gulf, Colorado & Santa Fe Railroad :

Front Elevation 473 262

End Elevation and Cross-section 474 262

Ground-plan 475 262

CHAPTER XX. FL.\G-DEPOTS.

Frame Flag-depot at St. Paul, Minn., Minnesota it Northwestern Railroad :

Front Elevation 476 266

End Elevation 477 266

Cross-section 47S 266

Ground-plan 479 266

Frame Flag-depot, Pottsville Branch, Lehigh Valley Railroad :

Front Elevation 480 267

End Elevation 481 267

Ground-plan 482 267

Frame Flag-depot at Wayne Station, Pa., Pennsylvania Railroad :

Perspective 483 268

Frame Flag-depot at Tabor, Pa., Philadelphia & Reading Railroad :

Front Elevation 4S4 268

End Elevation 485 268

Cross-section 486 269

Ground plan 487 269

Stone Flag-depot at Forest Hill, N. J., New York & Greenwood Lake Railroad :

Perspective 48S 269

Frame Flag-depot, Pennsylvania Railroad :

Front Elevation 489 270

End Elevation 490 270

Ground- plan 491 270

Frame Flag-depot with Dwelling, Pennsylvania Railroad :

Front Elevation 492 270

End Elevation 493 271

Ground-plan 494 271

Second-floor Plan , 495 271

Brick Flag-depot with Dwelling, Pennsylvania Railroad :

Front Elevation 496 272

Rear Elevation 497 272

End Elevation 498 272

Cellar-plan 499 272

Ground-plan 500 273

Second-fioor Plan 501 273

Frame Flag-depot with Dwelling, Northern Pacific Railroad :

Front Elevation 502 274

Cross-section 503 274

Ground-plan 504 274

Frame Flag-depot with Dwelling at Magnolia, Del, Philadelphia, Wilmington & Baltimore Railroad:

Front Elevation 505 274

Ground-plan 506 275

Second-floor Plan 507 275

XXX LIST OF ILLUSTRATIONS.

FIG. PAGE

Flag-depot at Chestnut Hill, Mass., Boston & Albany Railroad:

Perspective 508 276

Ground-plan 509 276

CHAPTER XXI. LOCAL PASSENGER DEPOTS.

Two- story Passenger Depot, Chesapeake & Ohio Railway .

End Elevation 510 285

Ground-plan 511 2S5

Standard Passenger Depot, Class " C," Pennsylvania Lines West of Pittsburg, Southwest System :

Front Elevation 512 2S6

End Elevation 513 286

Ground-plan 514 2S6

Standard Passenger Depot, Class " F," Pennsylvania Lines West of Pittsburg, Southwest System :

Front Elevation 515 2S7

End Elevation and Cross-section 516 287

Ground-plan 517 287

Passenger Depot, Northern Pacific Railroad :

Perspective , 518 283

Ground-plan 519 288

Passenger Depot, Ohio Valley Railway :

End Elevation 520 283

Single-story Passenger Depot, Richmond & Alleghany Railroad :

Front Elevation 521 289

Ground-plan 522 289

Two-story Passenger Depot, Richmond & Alleghany Railroad :

Front Elevation 523 2S9

End Elevation 524 289

Ground plan 525 289

Passenger Depot, Class " F," Minnesota & Northwestern Railroad :

Ground-plan 526 289

Passenger Depot at Spokane Falls, Wash., Northern Pacific Railroad ;

Front Elevation 527 290

Ground-plan 52S 2go

Passenger Depot, Boston, Hoosac Tunnel tS; Western Railway ;

From Elevation 529 290

End Elevation 53° 29°

Ground-plan. . . 53i 291

Local Passenger Depot, Louisville & Nashville Railroad :

Ground-plan 532 291

Passenger Depot at Columbia, Ky., Louisville & Nashville Railroad:

Front Elevation 533 291

End Elevation 534 291

Ground-plan 535 291

Suburban Passenger Depot, New York Central & Hudson River Railroad :

Ground-plan 53^ 292

Passenger Depot at Tamaqua, Pa., Central Railroad of New Jersey :

Ground-plan 537 292

Junction Passenger Depots, Indianapolis, Decatur & Springfield Railway :

Ground-plan at Skew Crossing , 538 293

Ground-plan at Square Crossing 539 293

Junction Depot at Humboldt, Tenn., Louisville & Nashville Railroad ;

Ground-plan 540 293

Passenger Depot at Picton, N. J., Lehigh Valley Railroad :

Front Elevation 54' 294

End Elevation 542 294

Ground-plan 543 294

Passenger Depot at Pottsville, Pa., Pennsylvania Railroad :

Front Elevation 544 295

End Elevation 545 295

Cellar-plan 54^ 295

Ground-plan 547 295

LIST OF ILLUSTRATIONS. xxxi

FIG. PAGE

Passenger Depot at Latiry's, I'a., Lehigh Valley Railroad ;

Front Elevation 54S 296

End Elevation 549 2q6

Ground-plan 55° 206

Passenger Depot at Allen Lane, Pa., Philadelphia, Germantown & Chestnut Hill Railroad :

Front Elevation 55' 2g7

Cross-section and End Elevation 552 297

Ground-plan 553 297

Passenger Depot at South Park, Minn., Minnesota & Northwestern Railroad :

Front Elevation 554 29S

End Elevation 555 298

Cross-section , 55*^ 29S

Ground-plan 557 298

Passenger Depot at Somerville, N. J., Central Railroad of New Jersey :

Front Elevation 558 299

End Elevation 559 299

Ground-plan 560 299

Passenger Depot at Wilkesbarre, Pa., Lehigh Valley Railroad]:

Ground-plan S^l 300

Perspective 562 300

Interior View of Waiting-room 5^3 3"'

Passenger Depot at Kalamazoo, Mich., Michigan Central Railroad

Perspective 5^4 302

Ground-plan 565 302

Passenger Depot at Ann Arbor, Mich., Michigan Central Railroad :

Ground-plan 566 303

Passenger Depot at Battle Creek, Mich., Michigan Central Railroad :

Perspective 5^7 304

Ground-plan 568 304

Passenger Depot at Dexter, Mich., Michigan Central Railroad :

Perspective 5^9 305

Ground-plan 570 305

Passenger Depot at Rye, N. Y., New York, New Haven & Hariford Railroad :

Perspective 571 3o6

Cross-section 5/2 306

Ground plan •• 573 306

Passenger Depot at Fort Payne, Ala., Alabama Great Southern Railroad :

Front Elevation 574 30S

Ground-plan 575 308

End Elevation 576 309

Passenger Depot at Bowenville Station, Fall River, Mass., Old Colony Railroad :

Perspective 577 S'o

Ground-plan 578 310

Cross-section 579 3"

Passenger Depot at Melrose, New York, N. Y., New York Central iS; Hudson River Railroad :

Perspective 5S0 3I2

Ground-plan 581 312

Passenger Depot at Yonkers, N. Y., New York ^v: Northern Railway :

Street Elevation 582 314

Passenger Depot at Bryn Mawr Park, N. Y., New York & Northern Railroad :

Perspective 583 3I4

Fireplace in Waiting-room 584 3' 4

Passenger Depot at Ardmore, Pa., Pennsylvania Railroad :

Perspective 5S5 3'<J

Passenger Depot at Glen Ridge, N. J., Delaware, Lackawanna & Western Railroad :

Perspective •' 586 319

First-story Plan 587 319

Cellar-plan 588 319

Passenger Depot at New Bedford, Mass., Old Colony Railroad :

Perspective 589 321

Ground-plan 59° 321

xxxii LIST OF ILLUSTRATIONS.

FIG.

323

324
324

Passenger Depot at North Easton, Mass., Old Colony Railroad :

Perspective cni 322

Passenger Depot at Holyoke, Mass., Connecticut River Railroad :

Perspective 502 323

Ground plan 503

Passenger Depot at Auburndale, Mass., Boston & Albany Railroad :

Perspective 50^

Ground-plan cgr

General Plan of Station Layout jqO 324

Passenger Depots, Philadelphia, Germantonrn & Chestnut Hill Railroad :

Perspective of Depot at Queen's Lane, Pa 507 326

" " " " Chelton Avenue, Pa rgS 326

" " " " Chestnut Hill, Pa jgg 326

" " " " Wissahickon, Pa 600 326

" of Rear View of Chelton Avenue Depot 601 326

Ground-plan, Queen's Lane Depot (302 327

Ground-plan, Chelton Avenue Depot 603 327

Ground-plan, Chestnut Hill Depot 604 327

Twill Passenger Depots at Desrover and Baker Parks, Minn., Chicago, Milwaukee & St. Paul Railroad :

Perspective 605 328

Passenger Depot at Sewickley, Pa., Pennsylvania Railroad :

Perspective , 5o6

Passenger Depot at Acambaro, Mexico :

Perspective 607 329

Junction Passenger Depot at Reed City, Mich. :

Perspective (,oS

Passenger Depot at Grass Lake, Mich., Michigan Central Railroad :

Perspective 6oq

Passenger Depot at Laconia, N. H., Concord & Montreal Railroad :

Perspective 610

Passenger Depot at Galesburg, III., Atchison, Topeka & Santa Fe Railroad :

Perspective 611

Passenger Depot at Mauch Chunk, Pa., Lehigh Valley Railroad:

Perspective 612 331

Passenger Depot at Wichita, Kan., Atchison, Topeka & Santa Fe Railroad :

Perspective 613 331

Passenger Depot at Evanston, 111., Chicago, Milwaukee & St. Paul Railroad :

Perspective 614 332

Passenger Depot at Highland, Mass., Old Colony Railroad :

Perspective 615 332

Passenger Depot at Sonnerset, Ky., Cincinnati, New Orleans & Texas Pacific Railway :

Ground-plan 616 333

Passenger Depot at HopkinsviUe, Ky., Louisville & Nashville Railroad :

Front Elevation , 617 334

Ground-plan 61S 335

Passenger Depot at Niles, Mich., Michigan Central Railroad :

Perspective 6ig 335

Ground-plan and Second-story Plan 620 336

Passenger Depot at Windsor Park, 111.:

Perspective 621 337

CHAPTER XXII. TERMINAL PASSENGER DEPOTS.

Union Passenger Depot at Springfield, Mass. :

Perspective 622 361

Ground-plan of Main Floor, Lyman Street Building 623 361

Union Passenger Depot at Concord, N. H., Concord Railroad :

Perspective of Depot 624 364

Perspective of Train-shed 625 365

Union Passenger Depot, Kansas City, Mo. :

Cross-section of Arcade 626 373

Ground-plan 627 373

329

329
330
330
330

LIST OF ILLUSTRATIONS. xxxiii

FIG. I'AGE

Union Passenger Depot at Indianapolis, Intl.:

Perspective 62S 376

Terminal Passenger Depot at Harrisburg, Pa., Pennsylvania Railroad :

Cross-section of Train-shed 629 377

Passenger Train-shed at New Haven, Conn., New York, New Haven cS: Hartford Railroad :

Cross-section of Train-shed (JjO 377

Terminal Passenger Depot at Charles Street, Baltimore, Md., Pennsylvania Railroad:

Perspective of Depot 63' 378

Perspective of Train-shed ^"32 3/8

Perspective of Interior of Waiting-room. .. . 633 379

Terminal Passenger Depot at Washington, D. C, Pennsylvania Railroad :

Perspective 634 380

Terminal Passenger Depot at Broad Street, Philadelphia, Pa.. Pennsylvania Railroad :

Perspective of Depot 635 3S2

Cross-section of Train-shed 'J36 3^3

Perspective of Train-shed 637 3S3

Detail of Exterior 63S 384

Detail of Piish-plates of Doors 639 384

General View 640 3S4

Detail of Exterior 641 385

Terminal Passenger Depot at Louisville, Ky., Louisville & Nashville Railroad :

Ground-plan 642 390

Cross-section and End Elevation of Train-shed ^43 39°

Terminal Passenger Depot at Montreal, Can., Canadian Pacific Railway :

Perspective 644 394

Union Passenger Depot at Fort Street, Detroit, Mich.:

Ground-plan 645 39^

Terminal Passenger Depot at Chicago, 111., Chicago & Northwestern Railway :

Perspective 646 400

Union Passenger Depot at St. Louis, Mo.:

Perspective 647 402

Ground-plan of Main Floor 64S 403

Ground-plan of Basement 649 403

General Ground-plan 650 404

Perspective of Exterior of Train-shed 651 406

Perspective of Interior of Train-shed 652 406

Cross-section of Train-shed 653 4o6

Second-prize Design for Union Passenger Depot at St. Louis, Mo.:

Perspective 654 408

Terminal Passenger Depot at Jersey City, N. J., New York, Lake Erie & Western Railroad •

Perspective 655 410

Ground-plan 656 411

Cross-section 657 411

New Terminal Passenger Depot at Jersey City, N. J., Pennsylvania Railroad :

Section and End Elevation of Train-shed 658 413

Longitudinal Section of Train-shed 659 414

Cross-section of Wind Bracing at End of Train-shed 660 414

Section of Pair of Trusses, showing Purlins 6b i 414

Section of Pair of Trusses near Foot of Arch 662 414

Details of Movable End of Arch 663 416

Details of Fixed End of Arch 664 416

Plan of Foundations 665 416

General Ground-plan of Terminal 660 417

Perspective of Traveller used in Erection of Train-shed. Side View 667 418

Perspective of Traveller used in Erection of Train-shed, Front View 668 419

Proposed Train-shed at New Orleans, La., Illinois Central Railroad :

Cross-section of Train-shed 669 422

Proposed Terminal Passenger Depot at Chicago, 111., Illinois Central Railroad ;

Cross-section of Train-shed 670 422

Perspective of Depot 671 423

xxxiv LIST OF ILLUSTRATIONS.

FIG. PAGE

Proposed Terminal Passenger Depot at Chicago, 111., Chicago Elevated Terminal Railway :

Perspective 672 425

Ground-plan of Train Floor 673 426

Union Passenger Depot at St. Paul, Minn. :

Side Elevation of Head-house and Train-shed 674 428

Cross-section of Train-shed 675 428

Perspective of E.xterior of Train-shed 676 429

Perspective of Interior of Train-shed 677 430

Terminal Passenger Depot at Forty-second Street, New York, N. Y., New York Central lS; Hudson River
Railroad ;

Ground-plan 678 432

Terminal Passenger Depot at Jersey City, N. J., Central Railroad of New Jersey :

Ground-plan 679 433

Side Elevation 680 434

Front Elevation 681 434

Cross-section of Train-shed 682 435

Perspective of Exterior of Train-shed 683 436

Terminal Passenger Depot, Philadelphia, Pa., Philadelphia & Reading Terminal Railroad :

Perspective of Exterior 684 438

Ground-plan of First Floor 6S5 439

Ground-plan of Train Floor 686 440

End Elevation of Train-shed 687 441

Cross-section of Train-shed 688 442

Proposed Extension of Terminal Passenger Depot at Broad Street, Philadelphia, Pa., Pennsylvania Rail-
road :

Perspective of Depot 689 444

Ground-plan of First Floor 6go 445

Ground-plan of Train Floor 691 446

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

CHAPTER I.
WATCHMAN'S SHANTIES.

Watchman's, flagman's, or switch-tender's slianties (frequently called flag-liouses, switch-
houses, or watch-boxes) are used along railroads at exposed points, as crossings, drawbridges,
sharp curves, dangerous cuts, or at yard systems, crossovers and leaders, wliere regular switch-
tenders are required. Owing to the large number of buildings of this kind necessarily in use
on a railroad, the adoption of a standard or of a series of stantlard alternate designs becomes
a matter of prime importance, either to satisfy the var)'ing requiicments at different sites, or
to avoid sameness of design over the entire road. While the building is small and the design
not difificult, the importance of studying the details carefully, so as to .satisfj- all requirements
with the least expenditure of material and labor, is very apparent.

Where a standard design exists, the several parts of the buikling are generalh' turned
out in large numbers at one of the shops of the road, and kejjt in stock. When a house is to
be built, the finished material for it is shipped from stock and put together at site. If the
size of the building permits shipment in sections or in one piece, then most of the framing
and fitting is done at the shop, reducing the work at the site to a minimum. In this manner
great economy and uniformit)- can be ;Utained. Monoton}- of design need not necessarily
follow, as the varying localities and r tiuiremeiits \\ill call for several standards, while each
design can receive certain modifications in the finish of the exterior, as the details of the
panels, scroll-work, finial, ridge-roll, chimney-top, etc., sufficient to relieve the eye without
in reality changing the important features of the plan.

The framework of these structures is in all cases wood, sheathed on the outside either
with vertical boards and battens, or with plain or ornamental horizontal weather-boarding, or
with narrow tongued and grooved board.s, or with corrugated iron. The roofing is generally
tarred roofing-felt, tin, fancy shingles, slate, or corrugated iron. On some railroads corrugated
iron for the roof and sides of the building, covering a light framework of wood, is very much
in favor, as it is cheajx light, and to a certain extent fire-proof.

The general requirements for the hiiildings uniler discu.ssion vary according to the exact
purpose for which they are intended. Usually the size is limited owing to the location of the
building among tracks or between tracks and the edge of the right of way. Inside the build-
ing there should be sufficient space for a small stove, a bench adapted for a man to lie down

2 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

on, a locker and places for keeping signal-flays, lamps, oil, waste, coal, etc. The windows
should be so arranged as to command a good view of the tracks and other points that the
watchman or switchman is expected to keep in sight.

The shape of the building can be either square, octagonal, or oblong. The square
building is generally made about 5 ft. in the clear inside. The octagonal shape is especially
serviceable where a large territoij- has to be controlled by the watchman, as small windows
are easily introduced on all sides; its minimum size is about 5 ft. inside. A very usual size
for oblong buildings is 5 ft. X / ft. inside: the least size known to be in use is 3 ft. 3 in. X
7 ft. 7 in. inside. The oblong st\'lc of building is capable of enlargement to any desired size
for the accommodation of a larger number (.if men.

Buildings fur car-inspectors, car-checkers, yardmen, trainmen, weighers, etc., are usually
built very similar to oblong watchman's shanties, except that the size of the building, interior
arrangements, and the spacing of doors and windows are varied to suit each case. For
this latter class of buildings the Lehigh Valley Railroad and other roads are largely adopting
frame structures, covered on sides and roof with light corrugated iron.

Following are descriptions of watchman's shanties actually in use in this country.

Square Watchman s Shanty, RichinoiiJ ir Alleghany Railroad. — The watchman's shanty of the
Richmond & .\lleghany Railroad, shown in Figs, i to 3, can serve as an example of a cheap, un-

Fl<5. I. — FliONT El.KVAIION.

Fm. 2. — SiDF. Elevation.

Fig. 3. — GROI7ND-PLAN.

pretending standard for a watchman's iir switch-tendei's house, much used on roads where a low
■ first cost is of greater consideration than a pleasing exterior. The box is 5 ft. sijuare in the clear
inside, with a 2-ft. door in front and small hinged windows on the sides. The frame is covered on
the outside with upright boards and battens. The inside is not ceiled, which in colder climates,
however, would be essential. The hip roof is covered with tin or tarred roofing-felt. The heiglit of
frame from bottom of mud-sill to top of plate is 7 ft. 6 in. The dimensions of the principal timbers
used are as follows : mud-sills, 8 in. X 10 in., laid flat ; sills, 3 in. X 4 in. ; plates, 2 in. X 2A in. ;
nailer under plate, \\ in. X 10 in. ; nailer at half height of frame, lA in. X 6 in. ; door-posts, lA in.
X 6 in. ; rafters, 2 in. X 4 in. ; outside boarding and roof-boards, \ in.

Octagonal Watchman's Shanty. Richmond er^ Alleghany Railroad. — The octagonal watchman's
shanty of the Richmond & Alleghany Railroad, shown in Figs. 4 and 5, offers more room and
commands a better view of the surroundings than the square standard does. Although of cheap and
plain construction, its general appearance is very neat. The squaring off of one side of the octagon
to a full square forms a convenient place for a stove or for a bench long enough for a man to lie
down on. Where these features are not essential, a regular octagon lan lie used just as well. Tlie
box is 6 ft. wide in the clear betw-een jiarallel sides of the octagon. 'I'he frame, boarding, and roof-
ing are similar to the square standard of the same railroad, described above, e-xcept that the building

WATCHMAN'S SHAN TIES. 3

is, in addition, ceiled on the inside. The dimensions of the principal timbers used are as follows :
mud-sills, 6 in. X 8 in.; sills and plates, 2 in. X 2i in.; rafters, 2 in. X 4 in.; outside sheathing, 1
in.; inside ceiling, J-in. tongued and grooved boards ; roof-boards, i in., rough ; floor, 2 in.

Fir.. ^. — Front Ei.kv.atign.

\i y

Fig. 5. — Ground-plan.

Watchman s Shanty, Alki^/iany Valley Railroad. — A watchman's shanty observed by the author
on the Alleghany Valley Railroad, in the suburbs of Pittsburgh, presents certain features in common
with a large number of structures of the kind in question throughout the country. The building is
oblong, 6 ft. X 8 ft. inside, with a double-pitched gable roof. The frame is covered on the outside
with horizontal, bevelled weather-boarding. There is a door on the gable end facing the track,
2 ft. 6 in. X 6 ft. 6 in., made in two sections, one over the other, so-called halved doors. The
windows on each of the long sides of the room are placed near the front end of the building, the
advantage being that a man standing just inside of the door is also opposite the windows on each
side. The height of frame from sill to plate is 8 ft. The principal timbers used are as follows :
sills, 4 in. X 6 in. ; corner-posts, 3 in. X 3 in. ; studding, 2 in. X 3 in. ; plates, 3 in. X 4 in. ; rafters,
2 in. X 3 in., spaced 16 in. centres ; door, f-in. boards ; sides, |-in. bevelled weather-boarding ; roof,
I -in. boards, covered with tin.

Watchman s Shanty, Philadelphia &^ Reading Railroad. — The watchman's shanty of the Phila-
delphia & Reading Railroad, shown in Figs. 6 to 8, offers a very handsome and attractive
appearance. This is one of a number of standard alternate designs, which vary in the style of the

Fig. 6. — Front Elevation.

Fig. 7. — Side Elevation.

Fig. 8. — Ground-plan.

roof and the detail of the panels and scroll-work on the outside, being otherwise all alike so far as
the frame and the general features are concerned. The building is 5 ft. square in the clear, ceiled
inside and outside with narrow tongued and grooved boards. There is a 26-in. door on the front,
and windows are provided on each side. The roof is covered either w-ith ornnmental shingles or
slate, and is finislied off with a heavy galvanized-iron ridge cresting and ornamental chimney-top.

4 BUILDINGS AND STRUCTURES OF AMERICAN RAIIKUAJJS.

Watchman' s Shaiitx, I.i-high Valley Railroail. — The watchman's shanty of the Lehigh Valley
Railroad, shown in l'"igs. 9 and 10, is an octagonal frame structure with one side of the octagon on

Fig. g. — Front Elevation.

Fig 10. — Side Elevation.

the rear of the house squared off to a full square, similar to the standard of the Richmond &
Alleghany Railroad, shown in Figs. 4 and 5. The finisli of the roof is neat, and the Iniilding presents
a very pleasing appearance.

Watchman s Shanty of Limited Width, New York Division, Pennsylvania Railroad. — The Penn-
sylvania Railroad, in passing through Jersey City, Newark, and other cities, where its right of way is
limited in width, is frequently forced to locate a watcliman's shanty between tracks. To meet this
emergency the standard narrow watchman's shanty, shown in Figs. 11 to 13, was designed, and

Fig. II. — Front Elevation.

b IG. 12

-Side Elevation.

Fig. 13. — Ground-flan.

has been found by the writer to have been successfully used with tracks as close as 15 ft. 9 in.,
centre to centre, or aliout 10 ft. 8 in. between the outside of the nearest rail-heads.

This narrow standard could no doubt be used with comparative safety where the tracks are even
6 in. or 9 in. closer than the figures given above, but the clearance would be very scant, and this
reduced spacing, therefore, is not to be recommended. The building is 3 ft. 7 in. wide, out to out, and
8 ft. 3 in. long, out to out, w-ith a coal-box on the rear 2 ft. 9 in. long. The height of the eaves above
top of rails is 8 ft. When the building is located between a main track and a side track, the side facing
the main track is placed 4 ft. in the clear from the gauge face of the nearest rail, while the side
facing the side track is placed 3 ft. 6 in. in the clear from the nearest gauge face. The room is 3 ft.
3 in. wide, 7 ft. 7 in. long, and 7 ft. 6 in. high inside, in the clear, 'i he door-opening is only 19 in.
wide in the clear ; the door is 6 ft. 6 in. high, with a fi.xed sash in upper panel.

There is one window, 18 in. X 3 ft. 6 in., in the rear end. The lOom is provided with a small
cast-iron stove, taking up aliout iS in. of floor-space; a bench, 14 in. wide by 4 ft. long ; and a
locker, 9 in. deep and 2 ft. 6 in. wide, extending from floor to ceiling. A small stool or chair com-
pletes the interior outfit. The building is ceiled inside with narrow tongued and grooved boards,
and sheathed on the outside with ujiright boards and battens. No studding whatever is used on the
long sides of the building, parallel with the tracks, the inside ceiling being nailed directly against the
outside boarding. At the ends of the building studs 2 in. thick are used at the corners and on each
side of the door and rear window. The roof is slightly curved, made of tongued and grooved boards
laid lengthwise with the building, and covered with tin.

U :4 TCHMAN- S SUA N TIES. 5

Standard Watchman's Shanty, Pennsyhuinia Railroad. — The standard watchman's shanty of the
Pennsylvania Railroad, illustrated and described in the issue of the Railroad Gazette of November
12, 1880, is an oblong frame structure, 5 ft. X 7 ft. inside, with a plain doul)le-pitched gable roof.
There is a 2 ft. X 6 ft. 3 in. door in front, and on each side of the room are large windows. A stove
occupies one of the rear corners of the building, while the opposite side of the room is provided with
a long bench. The roof projects about 18 in. on all sides, and is covered either with tin or tarred
roofing-felt. The building is ceiled on the inside only, the frame showing on the outside, arranged so
as to produce a pleasing effect.

Watchman s Shanty, Norfolk &= Western Railroad. — The watchman's shanty of the Norfolk &
Western Railroad, shown in Figs. 14 to 16, is an oblong frame structure, 5 ft. X 7 ft., witli a plain

Fig. 14. — Front Elevation.

Fig. 15. — Side Elevation.

Fig. 16. — Ground-plan.

double-pitched gable roof covered with tin. The building is ceiled on the inside only, the frame
showing on the outside. The details of this design are practically the same as the standard watch-
man's shanty of the Pennsylvania Railroad, illustrated in the issue of the Railroad Gazette of Novem-
ber 12, 1880, as mentioned above.

Design for a Watchman's Shanlv, iy ]V. B. Parsons, Jr. — Mr. W. B. Parsons, Jr., presents in his
book on "Track" a design for a watchman's shanty. The building is oblong, 5 ft. X 7 ft. inside,
with a double-pitched gable roof covered with No. 24 galvanized corrugated iron. The outside is
covered with upright boards and battens, but the inside is not ceiled. There is a 2 ft. 6 in. X 6 ft. 6 in.
door in front w-ith a fi.xed 12 in. X 12 in. light in the upper panel. On all sides of the room are
small windows. The dimensions of the principal timbers used are as follows: sills, 3 in. X 6 in.;
fioor-joists, 2 in. X 3 in.; corner-posts, 3 in. X 3 in.; plates, 3 in. X 6 in.; door-studs, 2 in. X 3 in.;
horizontal studding, 2 in. X 3 in.; rafters, 2 in. X 4 in., spaced 27 in. centres ; purlins at eaves and
at ridge, i in. X 4 in.; eave.s-board, 2 in. X 5 in.; window and door casings, 4 in. X i in.; door, i-in.
boards ; frame covered with i-in. boards and 2-in. chamfered battens ; floor, 2-in. [>lank.

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

CHAPTER II.

SECTION TOOL-HOUSES.

Section tool-houses or hand-car houses are used for storing hand-cars, tools, and supplies
required in connection with the construction or the maintenance of the track and roadbed on
a railroad. They also afford shelter to -the men during very heavy or prolonged storms and
are, to a limited extent, frequentK' used as the section-master's workshop. There is usually
one house for every track section of the road or for every regular track gang; in yards or at
large terminals several small houses or one large tool-house are frequently used.

Section houses will be found located, as a rule, from three to ten miles apart, according
to the local conditions on each road, the number of tracks, and other controlling circumstances.
The adoption of a standard design becomes very essential, owing to the frequency with which
these buildings occur. Hence there are but few roads that cannot show something in this
line, although the methods employed dififer considerably.

The general requirements for a section tool-house are that space should be provided for
the hand-car and tools used by the gang on the track, in addition to which provision should
be made for the storage of lamps, signal appliances, oil-cans, and, to a limited extent, such
supplies as rope, spikes, nails, track-bolts, fishbars, etc., without seriousl)- bhicking the floor-
space. Boxes, shelves, and racks for storing tools, lamps, oil-cans, bar iron, tool steel, etc.,
conveniently arranged, aid materially in keeping everything well a.ssorted and yet confined to
the least space. A small locker for the section foreman to keep blank reports, time books,
and other papers, and a short work-bench, to be used at odd times for making light repairs
to the outfit, will about complete the furniture. On some roads the tool-house only serves
for storing the hand-car and the few tools in daily use, in which case a building slighth-
larger than the hand-car suffices without any further inside fixtures.

The location of the building should be alongside of a track. The most desirable site is
at the head of a siding opposite the stopping-post near the switch leading off the main track,
the advantage being that the section men can dodge in and out of the main track between
trains with greater ease and less risk than if they had to lift the hand-car on and off the main
track. In yards or at stations this feature is preserved by locating the tool-house near the
head of the yard.

These buildings, with probably few exceptions, are frame structures, sheathed only on
the outside and roofed with tin, shingles, or corrugated iron. The designs in use differ
mainly in the location of the large door and the position the hand-car track occupies inside
of the house. In all cases provision must be made to enable a hand-car to be placed outside
of the house without obstructing any tracks. Whether to place the door in the gable end
or in the side of the building is a much-disputed question, which the width of the right of
way available outside of the tracks will frequently determine With a very limited right of

SECTION TOOL-HOUSES. 7

ua}- wiilth the design with the dooi in tiie yable end and the building placed lengthwise with
the track and close to it \\ ill be the proper standard to adopt, as it takes up the least space
crosswise of the right of \\a\-. The disatK'antage is that the hand-car nnisl be; turned on the
platform in front of the house instead of running directly into the house after being lifted off
the track.

If the house is small, the placing of the door to either side of the central line of the
building is a good method to adopt, as otherwise the hand-car, when in the house, seriously
narrows the floor-space on both sides. The best location for the door is near one end of the
long side of the building. There should be, however, sufficient space left between the hand-
car and the nearest gable end for a man to pass, and also to allow the wall-space along the
gable to be used for racks to hold extra tools and sundry supplies. At the opposite gable
enil, tool-boxes, shelves, lockers, and a short work-bench could be located, leaving ample
floor-space for the men to move around freely and for the storage of miscellaneous supplies
in small quantities.

One or more small windows, closed either with a board shutter or sliding board sash, are
useful for the admission of sufificient light to allow of the selection and assorting of materials,
the cleaning of lamps and repairing of tools, etc., without having to depend on the open door
for light, which would be objectionable in stormy weather. A floor of cinders or fine ballast
serves for all purposes as well as a wooden floor, provided the location of the building will
atlmit of good drainage.

While quite cheap in design, the Pennsylvania Railroad's tool-house presents a very neat
appearance. The Philadelphia & Reading Railroad's tool-house ranks well in point of ap-
pearance, but it is hardly to be recommended for tool-houses generally, except on sections of
a railroad with hcav\- passenger tra\-el. The tool-house of the Union Pacific Railway is one
fit the best buiklings for the [lurposc, uidess a gable-end standard is required owing to
limited width of right of way. The general style of the tool-house presented by W. W.
Parsons, Jr., in his book on " Track," and the standard of the Atchison, Topeka & Santa P'e
Railroad, are very similar to the design of the Union Pacific Railway. In the Cincinnati
Southern Railway's tool-house, where the track enters on one side of the gable end, the
floor-space is not utilized as well as in the Union Pacific Railway's design. The Northern
Pacific Railroad's plans belong to the cheapest structures shown; they are not intended for
carrying much material or many extra tools in store, and are, therefore, small.

Relative to the size of these structures, the Pennsylvania Railroad has three standards,
respectively 16 ft. 2 in. X 30 ft. 2 in., 16 ft. 2 in. X 20 ft. 2 in., and 12 ft. 1 in. X 14 ft. 2 in.;
the Cincinnati Southern Railway, 12 ft. X 16 ft. 8 in.; the Union Pacific Railwa)-, 10 ft. X 14
ft.: the Atchison, Topeka & Santa Fe Railroad. 12 ft. X 16 ft.; design by W. B. Parsons,
Jr., 12 ft. X 18 ft.; the Philadelphia & Reading Railroad, 10 ft. X 13 ft.; the Northern
Pacific Railroad, 10 ft. X 14 ft.; the single hand-car house on the Northern Pacific Railroad,
9 ft. X \2 ft.; the Lehigh Valley Railroad. i6 ft. X 20 ft.

Descriptions and plans of the following tool-houses are presented illustrative of the sub-
ject discussed in this chapter.

Standard Section Tool-house, Pennsylvania Railroad. — The standard section or foreman's tool-
house of the Penn.sylvania Railroad, shown in Figs. 17 to 21, published in the Railroad Gazette

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

of November 12, 1880, is ,111 (ihlimg frame Iniilding with a duulile-])ilclied gable roof ; llie sides are
sheathed on the outside with upright boards and battens, the roof being covered with tin. 'I'here

Fig. 17. — Front Elevation.

Fig. iS. — Ground-plan.

- 9'&"

Fig. in. — Sipk Elevation.

Fig. 20. — Section.

Fig. 21. — Elevation of Frame.

are three standard sizes in use, viz.: size " A," 16 ft. 2 in. X 30 ft. 2 in.; size " B," 16 ft. 2 in. X 20
ft. 2 in.; size "C," 12 ft. 2 in. X 14 ft. 2 in. Tlie building is phiced either with the gable end or the
side facing the tracks, according to the space available between the outside track and the right of
way line. In all cases a large door for admitting a hand-car is provided at the centre of the gable
end. The details of the door and window casings, corner-boards, cornices, and gables are simple
but very neat.

Size " B " is shown on the plans mentioned. Size " A " is substantially similar in design, e.xcept
that a third window is added on each of the long sides. The buildings are generally placed on a
stone foundation-wall, which is, however, omitted on branch roads. There are stone walls under
the rails forming the hand-car track inside the house, which walls serve also to support the floor-
joists. The principal dimensions are as follows: track-stringers, 5 in. X 12 in.; floor-joists, 5 in. X 8
in.; 2-in. floor, top of floor flush with top of rail; sills, 5 in. X 8 in.; corner-posts, 5 in. X 6 in.; door
and window studs, 3 in. X 5 in.; plates, 4 in. X 6 in.; rafters, 3 in. X 6 in., spaced 30 in. lietween
centres; collar, 2 in. X 4 in.; tie-beam, 2 in. X 6 in.; windows, four lights, each 10 in. X 16 in., v.ith
shutters; door, 7 ft. X 7 ft., in two sections, hung on rollers; heiglit from top of floor to bottom of
tie-beam, 8 ft. There are two lines of nailing-pieces between the upright studs, and also angle-
braces at the corners of the frame.

SECTION TOOL-HO USES.

In size C there is unly one window mi a side, and tlie door is single, liint;cd, 3 ft. 6 in. wide.
The floor is made of 2-in. plank, laid on regnlar lloor-joists crosswise of the Iniilding, 3 in. X 12 in.,
and spaced 15 in. between centres. Tliis standard is only used wliere a hand-car need not be housed.

Standard Section Tool-house, Union Pacific Railway. — 'I'he standard section tool and hand-car
house of the Union I'acific Railway, shown in Figs.
22 to 24, is a frame building, 10 ft. X 14 ft., with
a double-pitched gable roof. Tiie building is
sheathed on the outside with vertical boards and
battens ; the roof is covered with shingles. The large
door, 6 ft. X 6 ft., for the hand-car is situated at one
end of the long side of the house facing the track.
At each gable end of the building there is one
window, 2 ft. X 3 ft. 7 in., without sash, but closed
with a Doard shutter hinged on the outside of the
building. The height of frame from top of sill to top
of plate is 6 ft. 9 in.

The ]5rincipal sizes are as follows: sills, 4 in. X 4
in.; plates, 2 in. X 4 in., double; corner-posts, 4 in. X
4 in.; studs, 2 in. X 4 in.; door-studs, 2 in. X 4 in., double; nailing-jneces, 2 in. X 4 in.; rafters,
2 in. X 4 in., spaced 42 in. between centres; collars, i in. X 6 in.; roof-boards, i in. X 6 in., laid
open; subsills, 2 in. X 6 in.; rails for liand-car track, 4 in. X 4 in., laid on the ground; corner-
boards, J in. X 4 in.; frieze, J in. X 10 in.; door-rails, 2 in. X 6 in.; door-styles, 2 in. X 8 in.

Fig. 22. — Front Et.kvation.

I — _

'to--

II J il

•

■1

i !

1 :

1 i^i

■ 1

•1

\m1

=»

i ^ ^

If 1

Fig. 23. — End Elevation and Cross-section.

SCALE IN FEET
10 12 3 4

fcMuM 1 I : [ 1 : —

Fig. 24. — Ground-plan.

Standard Hand-car and Tool-hoiixc, Cincinnati Southern Railway. The standard hand-car and
t-ool-house of the Cincinnati Southern Railway, shown in Figs. 25 to 27, is a frame building,
12 ft. X 16 ft. 8 in., with a doidile-pitched gable roof. The building is sheathed on the outside with
vertical boards and battens, and roofed with shingles. The door for tiie hand-car is located on one
side of one of the gable entls of the building ; its size is 7 ft. X 7 ft., in one piece, and hinged on one
side. There are no windows whatever in the l)tiilding. The height of frame from to)! of floor to
bottom of tie-beam is 7 ft. 2 in. The hand-car track, entering on one side of one of the gable ends
of the building, remains on that side in the building, while the rest of the floor and wall space on
the opposite side is reserved for storage of tools, lanterns, and sundry materials. For this purpose
there are two boxes, each 6 ft. long, 2 ft. 6 in. wide, and 2 ft. 6 in. high, and a set of shelves.

The principal sizes used are as follows: foundation-posts, 8 in. X8 in.; sills, 4 in. X4 in.;
corner-posts, 4 in. X 4 in.; door-studs. 4 in. X 4 in.; intermediate studs on Icjiig sides, 2 in. X 4 in.;

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

plates, 2 in. X 4 in., double; rafters, 2 in. X 4 in., spaced 24 in. between centres; ridge-piece, 2 in.
X 6 in.; tie-beams at every other set of rafters, 2 in. X 4 in.; roof-lwards, i in., laid close; angle-
braces at top and bottom corners of frame, 2 in. X 4 in.; outside Ijoarding, 9 in. X i in.; battens, 3
in. X I in.; board at end of rafters, 8 in. X i in.; door, i-in. boards; door-rails, door-styles, and angle-

FiG. 25. — Front Elevation.

Fig. 211. — Cross-section.

Fig. 27. — Ground-I'1,.\N-

brace of door, 8 in, X \\ in.; barge-board, 7 in. X i in.; floor, 2-in. oak. The floor and the rails for
the hand-car track rest on 6 in. X 4 in. mud-sills, laid on the ground, 4 ft. apart. The top of the
rail is 2 in. above the top of floor.

The contract price for these standard tool-houses, erected complete in place, was $75 — at the
time the Cincinnati Southern Railway was built, about 1878 to 1880.

The specification for this luiilding will be found included in the General Speeifications of the Cin-
cinnati Southern Railway, printed in the Appendix at the back of this liook.

Standard Tool-heruse, Atchison, Topcka &' Santa Fe Railroad-— 'X\\q standard tool-house of the
Atchison, Topeka & Santa Fe Railroad is a frame building, 12 ft. X 16 ft., with a double-pitched
gable roof. The outside is sheathed with upright boards and battens; the roof is covered with tin.
The door for the hand-car, 6 ft. X 6 ft., hung on rollers, is located at one end of the long side of the
house facing the track, similar to the design for the tool-house of the Union Pacific Railway, shown
in Figs. 22 to 24. In each gable end there is one window-opening, 2 ft. 6 in. X 2 ft. 6 in., closed by a
sliding board sash. The height of frame from the bottom of sill to the top of plate is 8 ft.; the top of
floor is one foot above the bottom of sill and consists of boards laid on joists. There is no special
track in the house or outside of it for the hand-car. The long side of the building is placed parallel
■with the track, 12 ft. distant from the nearest rail. The standard plan shows pile foundations, three
lines with four piles each; one line under each gable and one line across the middle of the building.
The space between the front of the building and the nearest track-rail, 12 ft. wide and 16 ft. long, is
covered by a platform having a fall from the building toward the track.

The principal sizes are as follows: sills, 4 in. X 4 in.; corner-posts, 2 in. X 4 in., double; studs,
2 in. X 4 in.; plates, 2 in. X 4 in.; nailing-pieces, 2 in. X 4 in.; rafters, 2 in. X 4 in., spaced 27 in.
between centres; tie-beams, 6 in. X i in.; angle-braces at top and bottom corners of frame, 2 in. X 6
in.; joists, 2 in. X 6 in., spaced 20 in. between centres, spanning 8 ft.; floor, 2-in. boards. Pitch of
roof \.

Standard Tool-house, Philadelphia &> Reading Railroad.— Tht standard tool-house of the Phila-
delphia & Reading Railroad is a frame structure, 13 ft. X 10 ft., shown in ground-plan in Fig. 28.
There are quite a number of altern.uive designs for the exterior of these buildings adopted as stand-
ards, so as to avoid sameness of design along the road; the general features and the ground-plan,
however, remain the same in all cases. One of these alternatives, shown in Figs. 29 and 30, has a
double-pitched gable roof with a false front and shed-roof extension over the large door. Another
design has a hip roof, as shown in Figs. 31 and 32. The buildings in all cases are sheathed on the
outside with narrow tongued and grooved boards, put on diagonally, vertically, or horizontally, which
feature, in connection with the corner-boards, base-boards, frieze-boards, and panel-boards, causes the
exteriors of these buildings to present a very striking and tasteful appearance. The inside of the

SECTION TOOL-HO USES.

building is ccilcil close. There are no windows at all. The door is located at the middle of the long
side next to the track, and it is 6 ft. wide, in two sections, hung from above and sliding sideways.
The floor is formed of boards on joists. The roof-covering is tin or slate, frc(iuenlly laid, or painted,

****" '

SCALE IN FEET

2 3 4 E B
.J I t I L

Fig. 28. — Ground PLAN "A" and " B"

Fig. 2g. — Front Elevation "A".

Fig. 30. — Side Elevation "A".

Fig. 31. — Front Elevation " B"

Fig. 32. — Side Elevation " B".

according to an ornamental design, and finislied off with galvanized-iron cornices, ridge-rolls, and
finials.

Sec/ion Tool-house, Norllicrii racific Railroad. — The standard section tool-house of the Nortliern
Pacific Railroad, shown in Figs. 33 to 35, is a frame structure, 10 ft. X 14 ft., with a double-
pitched gable roof, sheathed on the outside with horizontal weather-boarding, and roofed with

SCALE IN FEET
10 12 3 4 5, , , ,'0

biji !_l — 1— ] — I — I — I I I I

Fig. 33. — FRONr Elevation.

Fig. 3.) — Stdf. Elevation.

Fig. 35. — Groi'nd I'LAN.

shingles. The large door for the hand-car is situated in the centre of the long side of the building
facing the track; it is 6 ft. wide, in two sections, hinged on the outside of the building. There is
one window in the house opposite the entrance. The height from the top of sill to the bottom
of plate is 8 ft.

BUILDINGS ANJy STRUCTURES OF AMERICAN RAILROADS.

The liaiid-car irark iiisidL- of the house is fonned of rails on cross-ties. Along each gable end
of the house there are racks and shelves for stocking tool's.

The principal sizes used are as follows: sub-sills, 6 in. X 8 in.; sills, 6 in. X 6 in.; door-sluds,
4 in. X 4 in.; braces, 2 in. X 4 in.; studs, 2 in. X 4 in.; plates, 2 in. X 4 in.; ceiling-joists, 2 in. X 4
in.; rafters, 2 in. X 4 in.

Single Hand-car House, Northern Pacific Railroad. — The standard single hand-car house of the
Northern Pacific Railroad, with accommodations for one hand-car, shown in Figs. 36 and 37,
adopted on some sections of the road in place of the standard section tool-house, described above, is
a frame structure, 9 ft. X 12 ft., sheathed on the outside with vertical boards and battens and roofed
with shingles. The large door is at the gable end of the building facing the track; it is 6 ft. wide, in
two sections, hinged on the outside and swinging outward. The building is placed with the gable end
facing the track, 15 ft. distant from the nearest rail. This space is covered by a platform, the same
widtli as the house, and sloping down toward the track. The height of frame from floor to top of
plate is 7 ft. There are no windows in the house.

Fig. 36.— Front Elevaiiox and Cross-sec iion.

Fig. 37. — Side Elevation.

The principal sizes used are as follows: sills, 6 in. X 6 in.; floor-joists, 4 in. X 8 in., spaced 27
in. between centres, spanning 12 ft.; plates, 2 in. X 4 in., upright; rafters, 2 in. X 4 in.; floor, 2 in.;
joists under platform, 2 in. X 8 in., spaced 27 in. between centres, spanning 12 ft.; hand-car track-
rails, 2 in. X 3 in., nailed on top of flooring.

Double Hand-car House, Northern Pacific Railroad. — The standard double hand-car house of the
Northern Pacific Railroad is practically composed of two single houses, the same as shown in Figs.
36 and 37, placed side by side with one roof over both of them. 'I'his standard can be used
with certain advantages, wherever several gangs are located at the same place and it is desirable to
separate the tools and eiiuiiinient of each gang, while keeping the general stock and suiiplies under
the same roof.

Section Tool-house, Lehigh Valley Railroad. — The tool-house of the Lehigh Valley Railroad,

at-' ■ 1

foreman's

. /<••-

Fig. 38. — Front Elevation.

Fig. 39. — Gi;ouND-ri,AN.

in use on the New Jersey Division, shown in Figs. 38 and 39, designed by Mr. C. Rosenberg,
Master Carpenter, New Jersey Division, L. V. R. R., is a frame structure, 16 ft. X 20 ft., ceiled on

SECTION TOOL-HOUSES.

the inside with i-iii. boards, sheatlicd on the outside with bevelled weather-boardini;, and roofed with
slate on boards. Inside there is a small space, 8 ft. X 6 ft., partitioned off for the foreman. In the
front gable end there is a small door and a large sliding door for hand-cars. On each of the sides of
the building there are two windows. At the back of the room there is a brick flue and a small work-
bench. This building can accommodate several hand-cars and [nish-cars, and offers storage space
for a considerable cpiantity of track tools and miscellaneous supplies. The design does not offer any
jiarticularly new features, excepting the special inclosure for the use of the foreman, which is to be
recommended wherever foremen are expected to do considerable clerical work in connection with
reports, etc. It also affords an opportunity to lock up special supplies and more costly articles,
keeping them thus distinct from the general stock that all the men have access to.

Tool-house Design by IV. B. Parsons, Jr. — Mr. W. B. Parsons, Jr., gives in his book on "Track"
a design for a tool-house, the characteristic features of which are described below. The building
is a frame struc'ture, 12 ft. X 18 ft., sheathed on the outside with vertical boards and battens, and
roofed with a double-pitched gable roof covered with No. 24 galvanized corrugated iron. The large
door for the hand-car, 6 ft. 9 in. square, hung on rollers, is situated at one end of the long side of
the building facing the track, similar to the arrangement on the Union Pacific Railway and the
.Atchison, Topeka & Santa Fe Railroad. In each gable end and on the side of the house away from
the track there is a window with a sliding sash, four lights, each 10 in. X 12 in. There is no special
track or set of stringers for a hand-car inside of the house. The floor is laid on joists. The height of
frame from top of floor to bottom of plate is 6 ft. 10 in. There is a 2-ft. work-bench and a locker
located at the gable end of the building away from the door.

The principal materials and sizes used are as follows; sills, 6 in. X 6 in; corner-posts, 4 in. X 6
in.; studs at centre of long sides, 4 in. X 6 in.; plates, 4 in. X 6 in.; nailing-pieces, 4 in. X 6 in.;
door-studs, 2 in. X 5 in.; rafters, 2 in. X 4 in., spaced 24 in. between centres; collars, 6 in. X i in.;
floor, 2 in.; floor-joists, 3 in. X 8 in., spaced 21 in. between centres, notched 3 in. onto sills; barge-
boards, 2 in. X il in.; door-frame, 5 in. X i in.; door, i-in. boards; top, middle, and bottom door-
rails, 9 in. > I in.; door hung with two No. 4 barn-door hangers, 4-in. wheels; board at ends of
rafters, 5 in. X i in. The corrugated iron roofing rests on three boards, 4 in. X 1 in., laid on the
rafters, one at the ridge, one at the eaves, and one at the centre of each rafter.

Section Tool-house, Macon is' Birmingham Railroad. — The standard section tool-house of the
Macon & Birmingham Railroad is illustrated in the issue of Engineering Navs of May 26, 1892.

14 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

CHAPTER III.

SECTION HOUSES.

The name " section house " on a railroad generally applies tu the dwelling-houses sup-
plied by the railroad company for the use of the men employed, more particularly on the
track, as foremen or track hands. It is very essential that the men employed on track-
work live on their section, or as close to it as feasible, so as to be always on hand in case of
emergencies and to avoid loss of time in going to and from their worlc. Where the route of
a railroad does not pass tiirough thickly-settled districts, a railroad company is forced, for
the reasons mentioned, to build special houses, known as " section houses." The distinction
between these and "dwelling-houses for employes" lies mainly in the different styles and
sizes of the two, the section houses being usually much smaller and built on a cheaper scale
than the dwelling-houses proper. The latter will be grouped under the heading of " Dwelling-
houses for Employes."

The general requirements for a section house are that it be cheap and built to suit the

-local- climatic conditions. There are two kinds in use, namely, one for the accommodation

of one or more families and the other for a number of men. The section foreman and the

r-married hands who have their families with them generally live in the first-mentioned style

of house, while the single men or men without their families are expected to club together

under one roof.

Section houses, probably in all cases, are frame structures, roofed with shingles or tin,
and sheathed on the outside with upright boards or horizontal weather-boarding. According
to the importance and the locality the exterior is more or less elaborate. The designs varj' in
the different sections of the country, and the influence of the prevailing types of farm-house
architecture on the designs adopted for different localities is clearly perceptible. According
to the fuel, large, old-fashioned chimneys for wood fires or brick and iron flues are used.

In the Northeastern States the couiitr)- is generally so thickly settled that the railroad
companies have not paid much attention to adopting standard section-house plans. Where
buildings of that character are required at a few isolated points along the line, it is very easy
to build a small dwelling-house similar in its principal features to the general style of country
houses in vogue at each place. In the Western sections of the country the standard designs,
while practical and economical, are as plain and as cheap as possible. In the Southeastern
States the designs indicate a tendency to finish the buildings more comfortably and neatl}'.

SECTION HOUSES.

This difference can probably be traced to tlie character of the employ(5s to be accommo-
dated. Ill the West the class of the employes on a section is of a more roving nature than
in the Eastern States, where the men attach themselves more permanently to a railroad and
where there is, hence, more of a disposition on the part of the railroad management to provide
pleasant homes for them.

The changes of design causetl by the climatic conditions arc clearly .shown by comparing
the standards of the Northern Pacific Railroad, where everything tends to keep the cold out,
with the .standard of the Savannah, Florida & Western Railroad, which introduces all po.ssible
means to obtain good ventilation in and around the building.

It would be impossible to undertake to prescribe any particular style or certain structural
methods as the best, as the local conditions and circumstances in each particular case preclude
all possibilit)- of thawing summar)' conclusions.

Descriptions of the following section houses are presented as illustrative of the subject.

Two-room Sec/ion House, East Tennessee, Virginia ef^ Georgia Railroad. — 'I'lie standard two-room
section house of the East Tennessee, Virginia & Georgia Railroad, shown in Figs. 40 to 43, is a one-
story frame building, 41 ft. X 16 ft., with a double-pitched roof and a small entrance-porch. Tliis
standard is intended more for the accommodation of a number of men than for a section foreman or a
man with a family. 'I'he ground-plan consists simply of two rooms, each about 15 ft. X 18 ft. There is
one common cliinniey at the centre of tiie house leading up from large fireplaces in each room. Tlie
rooms have each an entrance-door from the front porch ; otherwise there are no doors in ll
building.

Fig. 40. — Front Ei,kva-iion.

Fio. 41. — Em> Elevation.

Fli;. 42 — Gunli.Mi I'l.AN.

Fii;. 43.— Crosssection.

The building is roofed with shingles or tin, and slieathed on tlie outside with upriglit boards and
battens. It is not ceiled on the inside. The height of the frame is 10 ft. from sill to plate.

Tlie principal timbers used arc as follows; sills, 6 in. X 8 in.; corner-posts, 6 in. X 6 in.; door
and window studs, 3 in. X 6 in.; nailers, 3 in. X 6 in.; plates, 4 in. X 6 in.; rafters, 2 in. X 6 in.,
spaced 24 in. centres; ridge-plate, i^ in. X 8 in.; tie-beams, 2 in. X 8 in.; roof-boards, i in.; outside
sheathing, 1 in. X 10 in., with J in. X 2I in. battens; floor-joists, 2?, in. X 12 in., spaced 18 in. centres,
spanning 15 ft.; flooring, 1 in., tongued and grooved boards; windows, double sash, each sash si.\ lights,
10 in. X 12 in.; doors, 3 ft. X 7 ft.

Two room Section House, Cincinnati, New Orleans &• Texas Pacific Railroad. — The standard
section house, known as plan No. 2, of the Cincinnati, New Orleans .S: Texas Pacific Railroad, is
similar in general design to tlie standard two-room section house of the East Tennessee, Virginia &
Georgia Railroad, shown in Figs. 40 to 43, with exception ol the porch-roof, which is a single-

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

pitch slied-roof in place of the high gable-roof, shown in the illustrations mentioned. The standard
plan shows the building to be i6 ft. wide X 32 ft. long, although it can be built to any desired
length.

Thicc-room Section House, East Toinessec, Virginia cr Georgia Railroad. — The three-room sec-
tion house of the East Tennessee, Virginia & Georgia Railroad, shown in Figs. 44 to 47, designed

Fig. 44. — Front Elevation.

Fig. 45. — End Elea'ation.

Fig. 4fi.— Ground-plan.

Fig. 47. — Elevation of Frame.

by Mr. William Hunter, is a one-story L-shaped frame building, 42 ft. X 16 ft., the wing being
16 ft. X 16 ft. It has a front and a rear porch with a hallway connecting them through the
centre of the house, which feature is quite a consideration in a southern climate. On each side
of -the hallway is a room, 17 ft. X 15 ft., the wing having a third room, 15 ft. X 16 ft., suitable
for a kitchen.

The building is roofed with tin or shingles, and covered outside with upright boards and battens;
the building is ceiled or plastered. The height of frame from sill to plate is 13 ft.

The principal timbers used are as follows : sills, 6 in. X6 in.; corner-posts, 6 in. X 6 in.; door
and window studs, 4 in. X 5 in.; intermediate studding, 2 in. X 5 in.; nailers, 2 in. X 5 in., spaced iG
in.; angle-braces, 4 in. X 4 in.; plates, 4 in. X 4 in.; rafters, 4 in. X 4 in., spaced 24 in. centres;
floor-joists, 2 in. X 12 in.; windows, double sash, each sash six lights, 10 in. X 16 in.; doors, 2 ft. 10
in. X 6 ft. 10 in.

Three-room Section House, Chesapeake &= Ohio Railway. — The three-room section house of the

Fig. 4S. — Front Elevaiion.

l"iG. 41). — End Elevation.

SECTION HOUSES.

C!lics:ipcakc tv: ( )hi<

Kaihvav, shown in

FiL

53 ft. X 17 ft., tlic wing being 10 ft. 6 in. X i

48 to 50, is a one-story L-sliapcd frame buih
ft.

It lias a front and a rear ])ortli, two front rooms,
res|)ectivc1y iS ft. X 16 ft. and 13 ft. 6 in. X 16 ft.,
and a kitclien, 10 ft. X 10 ft.

Tlie building is roofed with tin or shingles, cov-
ered outside partly willi upright boards anil battens
and partly with bevelled weather-boards, which ar-
rangement, in connection with the- corner, base, and
string boards, adds materially to the appearance of
the building. The inside is plastered. The height
of the frame is 1 1 ft. from sill to plate.

'I'he principal timbers used are as follows: sills,
6 in. X 8 in.; corner-posts, 4 in. X 4 in.; studding,
2 in. X 4 in.; nailers, 2 in. X 4 in.; plates, 3 in. X 4
in.; rafters, 2 in. X 6 in., spaced 24 in.; ridge-jilate,
2 in. X S in.; ceiling-joists, 2 in. X 10 in.; floor-
joists, 2 in. X 12 in., spaced 18 in. centres and
spanning 16 ft.; flooring, i in., tongued and grooved
boards; windows, double sash, each sash six lights, 10 in. X 16 in.

The cost of this building is stated to be about $800.

Three-room Section House, New Orleans &= North Eastern Railroad. — The standard three-room
section house of the New Orleans & North Eastern Railroad, a part of the Cincinnati, New Or.
leans & Texas Pacific Railway system, shown in Figs. 51 and 52, is very similar in the general

Fic. 50. — Ground-i'lan.
doors, 3 ft. X 7 ft.

i-Aa

Fig. 51.— End Ei.ev.\tion. Fic. 52.— GROUNi)ri,AN.

lay-out to the design of the Chesapeake & Ohio Railwa)-, just described ; but it is a much cheaper
building and less importance is given to the exterior. The design shows a one-story L-shaped
frame Imilding, 28 ft. X 16 ft., the wing being 16 ft. X 12 ft. 'I"he building has a front and a rear
porch ; two front rooms, respectively 15 ft. X 15 ft. and 15 ft. X 11 ft. 6 in., and a kitchen 15 ft. X

11 ft. 6 ins.

The roof is covered with tin or shingles. The outside sheathing consists of upright boards and
battens. The interior is ceiled or plastered according to circumstances. The height of the frame is

12 f;;. from sill to plate. The brick flues rest on the ceiling-joists.

'I'he principal timbers used are as follows : sills, 6 in. X 10 in.; corner-jiosts, 4 in. X4 in.;' door
and window studs, 3 in. X 4 in.; studs, 2 in. X 4 in.; nailers, 2 in. X 4 in.; angle-braces, 4 in. X ^
in.; |)lates, 3 in. X 4 in.; rafters, 2 in. X 6 in., spaced iS in. centres, ceiling-joists, 2 in. X 6 in.; ridge-
plate, 2 in. X 6 in., floor-joists, 2 in. X 12 in., spaced 16 in. centres, spanning 15 ft., and stayed with
2 in. X 3 in. double bridging.

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

Section Llouse, Atchison, Topeka &= Santa Fe Railroad. — The standard section house of the
Atchison, Tojieka & Santa Fe Railroad, known as Class No. 4, shown in Figs. 53 to 55, is a very plain
but practical and economical design. It is a one-story T-shaped frame building, 14 ft. X 31 ft., with
a wing, 14 ft. X 14 ft. No covered porches are provided, but there is a platform on the rear with a
washing-shelf. The front door leads into a room 18 ft. X 13 ft., with two bunks in it, each bunk 6

ft. 6 in. X 4 ft.

At the end of the main portion of the building is a roo

II ft. 6 in. X 13 ft-,
A cellar under the

connected only with the kitchen. The kitchen on the rear is 13 ft. X 13 ft.

kitchen is entered by a small lra[)-door in the fioor of the kitchen.

The building is roofed with shingles and slieathed outside with J-in. drop sitling ; the interior is

plastered with two coals, the second or brown coat be-
ing trowelled smooth. The walls are wainscoted 3 ft.
high from the floor. 'I'he standard plan shows a fdun-
dation of round logs set on mud-sills and buried in the
ground. The height of frame from sill to plate is 10 ft.

The principal timbers are as follows : sills, 2 in.
X 6 in., flat ; floor-joists, 2 in. X 8 in., spaced 16 in. and
spanning 13 ft. ; studding, 2 in. X 4 in.; plates, 2 in. X 4
in.; rafters, 2 in. X 4 in., spaced 24 in. centres; ceiling-
joists, 2 in. X 4 in., spaced 16 in. centres.

Fig. 53. — Front Elevation.

Fir.. 54. — E\'n Et.kvation.

Fu;. 55. — GuouNn-pi.AN.

W'/iili Men's Section House. Nort/iern Pacific Railroad. — The white men's section house of the
Northern Pacific Railroad, designed by Mr. C. B.. Talbot, shown in Fig. 56, is a very cheap one-
story frame building without any studding. The standard plan shows
it to be 18 ft. X 24 ft., without any porches or platforms around it.
There are four rooms, namely, a living-room, 11 ft. X 12 tt., two bed-
rooms, each 7 ft. X 12 ft. and a kitchen, 11 ft. X 12 ft.

The building is roofed with cedar shingles on boards and sheathed
outside with tw-o layers of boards, laid close, with building-paper be-
tween them. The interior of the rooms is ceiled with i in. boards, with
a layer of building-paper between the boards and the ceiling-joists. The
flooring is double, with building-paper between the two layers. The
clear height of the rooms is 8 ft. 8 in.
The principal timbers used are as follows : sills. 6 in X 8 in. ; plates, 2 in. X 6 in., upright and
nailed against the boarding ; rafters, 2 in. X 6 in., spaced 24 in. centres ; floor-joists, 2 in. X 8 in.,
spaced 16 in. centres and spanning 9 ft. ; ceiling-joists, 2 in. X 6 in., spaced 24 in. centres; doors,
2 ft. 6 in. X 6 ft. 6 in.; windows, double sash, each sash four lights, 12 in. X 14 i"- There is no
studding in this design, the double boarding outside connecting the plate and sill.

Sto factr

L ir/fo Jhfo^

X/re/ttt

Seo /foeit

Fig. 56. — Ground TLAN,

SEC 77 ox f/OUSES.

»9

J'wo- still _v Sfifio// House, Nvithdii I'luifu h'ln/iihn/. — Tin- >l.nidard iwo-slory section house of
t)ie Nortlieni I'a< ifie Railroad, sliown in Figs. 57 to 60, is a jjlaiii two-story frame building

Fig. 57. — Fkoni Em-.vation.

Fig. 58.— Cross-seci ion.

Sec/room
/o 111-6'

/(ifcheh'
/o'tisy

Bedroom

71TM

Bedroom

O/nir)^ room'^

/S'xZO

BunH

20\ Z6-S'

Sunk

Bunk

Flo. 51J. — GrOI'ND-PLAN. l'"l<j. (iO. — .Ski DNIJ-ILOUK I'l..\N.

witiiout studding ; the main portion of the house is 26 ft. X 20 ft., with a kitchen anne.x, 26 ft. X 10 ft.
There are five rooms on the ground-floor, namely, a dining-room, three bedrooms, and a kitchen.
The second floor forms one large common bedroom with a nmiiber of double bunks, 5 ft. 6 in. X
4 ft. 6 in. Where desired, this second floor can be di\ided into rooms by appropriate partitions.

The l)uilding is roofed with shingles on boards, and sheathed outside with two layers of boards
with building-])aper between them. Earth is packed against the foot of the building to exclude the
cold, so far as possible, from getting under the floor.

The principal timbers used are as follows : sills, 6 in. X 8 in.; inter-ties, 2 in. X 8 in., upright ;
plates, 2 in. X 6 in., upright ; rafters, 2 in. X 6 in.; ties, i in. X 6 in. ; floor-joists of ground-floor,
2 in. X S in., spaced 24 in. centres and sjianning 13 ft. ; floor-joists of second floor, 2 in. X 10 in..

20 BUILDIXGS AND SfRUCJ UKES Of- AMKKICAA' RAILROADS.

spaced 20 111. cciUies ; inside pnrlilions, double 1 in. Im.irds , inside diM>is, 2 ll. 6 in. X 6 ft. 6 in. ;
outside doors, 2 ft. 8 in. X 7 ft.

Section House, Savannah, Florida cr ll'es/e/n RailroaJ. — The standard section house of the
Savannah, Florida & Western Railroad and of the Charleston & Savannah Railroad, shown in
Figs. Ci to 63, is particularly well suited for southern climates ; in fact, the design is practically

Fig. b\. — Side Elevation.

Fig. 62. — From- Elevation.

Fig. (13.— GuouND-i'LAN.

S/iC77(KV HOUSES. 21

copied from a siiniku ty[)c of soutluni laiiii liousc-s. The liouse is ;i one-slory frame building with a
high garret well ventilated at the gai)le ends with hmvies. A large jiorch extends along the entire
front of the house. The kitchen is in a separate Iniilding, 15 ft. distant from the rear of the main
building, the two being connected by a covered walk.

The house and kitchen are set on brick or stone jiillars. The space below the floor is left open
to give ventilation ; several strands of barbed wire are stretched from pillar to pillar around tlie
buildings, to prevent animals from getting under the building.

The main building is t,t, ft. 6 in. X 31 ft. in size and has live rooms. The kitchen is
13 ft. X 16 ft.

Two-story Sec f ion House, Louisville iif Nashville Railroad. — The two-stor)- section house of the
Louisville & Nashville Railroad, shown in Figs. 64 to 66, is a frame building, 32 ft. X 15 ft. 10 in.,
with a 6-ft. porch extending along the entire front, and a kitchen annex, 12 ft. X 12 ft. 6 in.

Fig. 64. — Front Elevation.

Fig. 65. -Cross-section.

Fig 66 - Ground I'LAN.

The ground-floor has two rooms, each 15 ft. X 15 ft., and a kitchen, i 2 ft. X 12 ft. The upper
story is reached by steps leading uj) from the kitchen at the rear of the house.

Design for a Section House by W. />', Parsons, Jr. — Mr. W' . li. Parsons, [r., presents in his book
on " Track " a design for a section house or " dw-elling-shanty," shown in Figs. 67 and 68, which

— ■- — 1

77/-.J-/.?-

Sf/ff/>ffrOOm

\ „ 1

9- to:- 2-

3edroo/n

Fig. 67. — Front Elevation.

Fig. 68. — Ground-plan.

is a two-story frame building with a kitchen annex. On the ground-floor there are two bedrooms, a
large sitting-room, and a kitchen. The second floor can be divided by partitions, or left as one large
room. The stairs start inside the sitting-room, the space underneath them being utilized for a closet
and for a passageway from the sitting-room to the kitchen.

For further details and data see the book referred to above, as also the issue of Engineering
News and American Contract Journal oi August 15, 18S5.

Standard Section House, Gulf, Colorado 5^ Santa Fe Railroad. — The standard section house of
the Gulf, Colorado S: Santa Fe Railroad, now part of the Atchison, Topeka & Santa Fe Railroad
system, shown in Figs. 69 and 70, designed by Mr. \V. J. Sherman, Chief Engineer, G., C. & S. F.
R. R., is a single-story frame structure, 59 ft. X 18 ft., with a kitchen annex, 14 ft. X 18 ft. This
Structure deserves attention, as it represents i)ractically the class of section houses in general use in
the southwest sections of the country, and, owing to the great simplicity of the design and cheapness
of the construction, it is particularly ada])ted to ]>ioneer roads or wherever cheapness of first cost is
an important consideration. The building is divided into a slee|)ing-room, 18 ft. X 30 ft., with eight
bunks ; a dining-room, 15 ft. X 18 ft.; a family room, 14 ft. X 18 ft.; and a kitchen, 14 ft. X 18 ft.

BUIT.DTNGR AND STRUCTURES OF AAfERICAN KAIf.ROADS.

There is a 6-ft. platform running ahnig the front and the rear of tlie main huiUHng. Tlie kitclien is
a separate building adjoining the back platform. A feature in this design is the use of a water-tub,
8 ft. diameter by 9 ft. high, placed on blocking near the buildings to serve as a cistern to catch
rain-water from the roofs, which are carefully guttered and provided with leaders to the cistern.
This feature is an essential one in connection with buildings in sections of the country like Te.xas,
where the water-supply is freipiently limited.

'I'he foundations are round timber blocks of cedar or live oak, 12 to 15 in. in diameter, set in

"""* Room

foot' 3 -__ .. _ _. , .

Fig. 69. — End Elev.\t!ON and Cross section.

Fig. yn. — Ground-plan.

the ground. The building has a 4-in. frame and is sheathed on the outside with u])right boards and
battens without any attempt at ornamentation. The interior is ceiled with i-in. tongued and
grooved boards, and the roof is covered with shingles on i-in. X 4-in. sheeting. There are two 16-in.
square brick flues hung in the roof of the main building, and one flue in the kitchen. The principal
materials used are: sills, 3 in. X 12 in., notclied onto the foundation-lilocks ; joists, 2 in. X 10 in.;
plates, 4 in. X 4 in.; corner, door, and window studs, 4 in. X 4 in.; intermediate and jinrtition studs,
2 in. X 4 in.; nailers, 2 in. X 4 in.; rafters, 2 in. X 4 in., spaced 24. in. centres; ceiling-joists,
2 in. X 6 in.; tie-plate for ceiling-joists, i in. X 6 in.; roof-brackets, 2 in. X 4 in.; outside sheathing,
I in. X 12 in., with O. G. battens; interior ceiling, i-in. tongued and grooved third-class boards, well
seasoned, one side dressed ; flooring, i-in. tongued and grooved second-class boards, one side dressed ;
roof-sheeting, i in. X 4 in. The doors are 3 ft. X 7 ft. X if in. The windows are 2 ft. 10 in. X
5 ft. 10 in., glazed with twelve lights, each 10 in. X 16 in. The remainder of the building materials
consists of mouldings, facia-boards, cornice-boards, 6-in. tin gutter, 3-in. tin-pipe leaders, shingles,
brick for chimney, nails, spikes, etc. The building is painted a light brown with dark trimmings.

Standard Section Houses, Macon &= Birmingham Railroad. — A number of designs for two-room
and three-room standard section houses of the Macon & Birmingham Railroad are illustrated in the
issue of Engineering News of May 26, 1892.

DWELLING-HOUSES FOR EMPLOYES.

CHAPTER IV.
r>\VKI,I.lN(;-HOUSES KOR EMPLOYES.

Sl'ECIAL dwelling-houses have fiet|ueiitl}- to be built by railroad companies for the use of
their emplo}-es, wherever their roads i)ass through sparsely settled districts, or where, for other
reasons, it is desirable to have the men live at certain localities selected by the railroad com-
pany. Apartments for the accommodation of agents are frequently furnished in the depot
buildings, and tracUmen are given "section houses " to live in; but there are numerous
other employes to be provided for, especially at points where shops or junction stations are
located at some distance from settlements.

While the principles governing the design of a dwelling for railroad men do not differ
from those for other persons under similar conditions, it will prove interesting to present a
few standard designs for dwelling-houses as actually adopted and in use on several railroads
at the present time. There is considerable material to select from, but, as the subject is not
distinctly a railroad specialty, it does not warrant devoting too much space to it.

A cottage in use on the Northern Pacific system (designed by Mr. C. B. Talbot) illustrates
the practice on Northwestern roads. Designs for cottages of the Chesapeake & Ohio Railroad
(^designed by Mr. H. Jacob, Engineer and Architect, Richmond, Va.), and plans of a dwelling
or section house on the Atchison, Topeka & Santa Fe Railroad, will serve to present the
practice on southern systems.

The following descriptions of a number of buildings are presented as illustrative of the
subject under discussion.

A:^ciifs Dwelling, N^ortlicrn Pacific Railroad System. — The standard plan for an agent's dwelling
of the Spokane & Palouse Railway, connected with the Northern Pacific Railroad system, shown in

Fig. 71 —Front Elevation. Fig. 72.— Enh Ei.kvation.

Figs. 71 to 73, designed by Mr. C. B. 'I'albot, is intended to meet tlie cdnditions to be encoun-
tered in a northern climate. It is a one-story frame building, 24 ft. X 24 ft., with a small front
porch and a woodshed annex. 'I'here are four rooms in the house, as follows: a sitting-room, 11
ft. 6 in. X 13 ft. 6 in.; a kitchen, 11 ft. 6 in. X 13 ft. 6 in.; and two bedrooms, each 9 ft. X 1 1 ft.
6 in. The woodshed adjoins the kitchen, so that in winter fuel and other supplies are close at hand,

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

The foundations are either posts set in the ground in tliree rows, each row with five posts, or
blocking, according to the local circumstances in each case. The sills are 6 in. X 8 in.; floor-joists,
3 in. X 8 in., spaced 2 ft. centres and spanning 12 ft. The frame is of the usual style and

Fig. 73. — Grdund-i'lan.

dimensions, covered on the outside with V rustic sheathing and roofed with cedar shingles on boards
or otherwise, according to circumstances. The shed annex is sheathed with rough boards and
battens.

Five-room Cottage " A'," Chesapeake S^ Ohio Railway. — Plans for a five-room cottage on the Ches-
apeake & Ohio Railway, known as plan " K," designed by Mr. H. Jacob, are shown in Figs. 74 to

Fir,. 74. — Perspective.

i \

Fig, 75. — Ground-plan.

Fig. 76.— Second-floor Plan,

DWELLING-HOUSES FOR EMPLOYES.

76. The building is a frame structure, 32 ft. 6 in. X 24 ft. 6 in., with a kitchen annex, 12 ft. 6 in.
X 13 ft. The ground-floor has a veranda; a parlor, 16 ft. X 16 ft.; a chamber, 15 ft. X 16 ft.;
and a kitchen, 12 ft. X 12 ft. Tlic second floor has two rooms, respectively 13 ft. X lO ft. and 8 ft.
Xg ft. 6 in.

Eive-room Cottage "Z," Chesapeake (s' Oliio Railway. — The plans for a fne-rooni cottage of the
Chesapeake & Ohio Railway, known as i)lan " L," designed by Mr. H. Jacob, are shown in Figs. 77 to
79. The structure is a frame building, L-shaped, the main section 23 ft. X 35 ft. 6 in., with an annex
for a kitchen, 16 ft. X 12 ft. 6 in., and an annex for a chamber, 17 ft. X 17 ft.

The ground-floor has two verandas or porch-entrances; a parlor, 16 ft. X 16 ft.; a dining-room,
15 ft. X 16 ft.; a chamber, 16 ft. X i6 ft.; and a kitchen, 13. ft. X 15 ft. The second floor has one
room, 16 ft. X lO ft-

Fig. 77.— Perspective.

]

\ F

llil PT, .

Fig. 78. — Grou.nd-plan.

Fig. -9. — Second-floor Plan.

.Sereii-room Cottage, Chesapeake &= Ohio Railway. — The plans for a seven-room cottage of the
Chesapeake & Ohio Railway, designed by Mr. H. Jacob, are shown in Figs. 80 to 82. The structure is
a two-story frame building throughout, excepting a small single-story kitchen annex. The ground-

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

floor has a front veranda and a l.)ack porch ; a i)arlor, 13 ft. X 16 ft.; a dining-room, 15 ft. X 18 ft.
6 in.; a chamber, 15 ft. X iS ft.; and a kitchen, 12 ft. X 12 ft. Tlie second floor has three rooms,
respectively 15 ft. X iS ft., 13 ft. X 16 ft., and 1 1 ft. 6 in. X 18 ft. 6 in.

Fig. 80. — Perspective.

1 J

Fig. Si. — GRorND-PLAN.

Fig. S2.— Seconh-i'i.oor Pl.xn.

DwcUiiii:^-hi>ust-, Union I'aiific Railwav. — The design for a dwelling-liouse of tlie Union Pacific
Railway, shown in Figs. 83 and 84, consists of a two-story frame cottage, the general style of

1 '

1 ■ A//cfien

M P/'/>/r>ff /foom JL //-'S'''J'

•=•'-'"-■ B

' J

1 1

r Ti

. 1

! , !

"■"'■

1 . 1

Fig. S3. — Front Elevation.

Fig. 84. — GROUNn-PLAN.

D]iEL/./KC-//OrsE.S FOR EMl'LOYES.

which rt'senibles a town icsi(K-n( y. 1 line is :iccll:ir under the liunt pail of the house. 'I'he ground-
floor has n front-entrance porch, a vestibule, a sitting-room, a dining-room, and a kit( hen. The
second floor has three liedrooms and a hirge closet.

Dwi-lling-luuisi\ Atchison, Topcka &^ Santa P\' RaihoaJ. — The .Vtchison, I'opeka & Santa Fe
Railroad has three classes of standard dwelling-
houses, known respectively as section houses Nos.
I, 2, and 3. In Figs. 85 to 87 the standarci plan
No. 2 is shown. The other standards do not differ
materially from the one illustrated, except in size
and minor details. In general the designs show a
two-story plain frame building, sheathed on the
outside with upright boards and battens, and the
whole built very cheaply and without any attempt at
display.

Standard No. 2 shows a building occupying a
ground-space of 30 X 30 ft. There is a cellar under
the house. The ground-floor has a living-roorn, 12 Fig. 85. — Side Elevation.

ft. X 17 ft.; two bedrooms, each 8 ft. X 12 ft. ; a kitchen, 12 ft. X 14 ft.; and a large pantry. The
second floor has three bedrooms, each about 12 ft. X 17 ft.

w \

□

SMfi

7.. I

3 "■-■■"■-*■

1=.

Fig. 86.— GROUND-rLAN. Fig. 87.— Second-fi.oor Plan.

Employes' Homes of Westinghoiisc Air-brake Co., Wilmcrding, Pa. — A model system of homes
for employes, as built by the Westinghouse Air-brake Comijany at \Vilmerding, Pa., will be found
described and illustrated in the Railroad Gazette of March 14, 1890. 'I'here are three distinct types
of dwellings furnished, namely : Class A, eight rooms, cellar, bath, and range, costing $3550; Class
B, six rooms, cellar, bath, and range, costing $2700; Class C, five rooms, costing $2000.

28 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

CHAPTER V.
SLEEPING QUARTERS, READING-ROOMS, AND CLUB-HOUSES FOR EMPLOYES.

Most of the large railroads of the country at their main termini or junction points have
special rooms or small buildings set apart for the use of employes who are forced to spend
more or less time at such stations. The accommodations consist either of rooms for making
up reports, for lounging, and for changing clothes, or of reading-rooms, or regular sleeping-
quarters. The Union Pacific Railway is the only road which, to the author's knowledge, has a
special design for a reading-room for use at points along its lines. In order to meet with general
favor in providing quarters for employes, the principal conditions to be observed consist in
removing all unnecessar)- restrictions and in offering the men a comfortable set of rooms to
sleep or lounge about in, with suitable accommodations for writing, reading, smoking, talking,
or playing games. Any two-story frame dwelling-house, such as railroad companies are often
compelled to buy in accjuiring right of way in the vicinit)' of stations, can, at a vcr}- small
expense, be changed into a comfortable home for the men. The ground-floor should have a
room for preparing reports (if not provided elsewhere), a reading-room, a smoking-room, and
also a sitting-room with lounges and comfortable chairs, if the .space permit. Upstairs there
should be bedrooms for men obliged to stay at the station overnight whose regular homes
are at other places along the line, and a room with a large number of cots on which men can
rest for a few hours between runs. A yet better arrangement is to have a large juimber of
smaller rooms each with the same number of cots as there are men in a train-crew, >-o that
when a crew is called the rest of the men in the house are not necessarily disturbed. The
usual toilet- and bath room facilities would complete the list. A house of this kind, with a
janitor to look after it, would contain all that the emplojcs of a railroad could desire in this
line.

The Railroad Branch of the Young Men's Christian Association has done much toward
furnishing proper accommodations for railroad men at a number of the principal termini of
the country, where railroad managements through false economy or a lack of forethought
have been careless about securing to trainmen a place for the much-needed rest between runs
and the proper kind of recreation when off duty.

As mentioned above, any small frame building, or floor in a larger building, can generally,
with very little expense and trouble, be fitted up for trainmen's quarters, and it is a verj-
short-sighted management that cannot aii[)reciate the numerous advantages to be derived
from furnishing the men witli comfortable quarters and suitable accommodations.

Below will be found several descriptions of employes' reading or club rooms and sleeping
quarters v/hich will prove of additional interest in connection with this subject.

SLEEPING QUARTERS, RliADIXG-ROOM S, ETC., /OR EMPLOYES.

Biiiik-hoiiSL' at Jersey- City, N. J., Lrkii^/i Valley Railroad. — 'I'lie bunk-house for trainmen of the
Lehigh Valley Railroad at Jersey City, N. J., shown in Figs. 88 and 89, consists of an old two-
story frame dwelling-house, which the railroad company obtained in buying certain terminal lands,
remodelled to suit the new jnirposes to wliich the building is devoted. The house is 18 ft. 6 in. X
25 ft. 6 in., and has accommodations for twenty men. A single-story annex, 18 ft. 6 in.X; ft. 6 in.,
is built on to the building and serves for wash-room and toilet-room. The entrance to the building
is through this annex. The building is heated by steam from an adjacent boiler system.

-■: f-;

'.I. a"".'

rifT

V 1 1 V :

'i...'

1 V

l J

Fig. 88. — End Elevation.

Fig. 89. — Ground ri^AN

Biink-Iiousc at Perth Ainboy, N. J., Lelii:^h Valley Railroad. --The bunk-house of the Lehigh
Valley Railroad at Perth Amboy, N. J., designed by Mr. Charles Rosenberg, Master Carpenter,
L. V. R. R., shown in Figs. 90 to 92, is a two-story frame building, 33 ft. 6 in. X 38 ft., with high

w '^ '^

fltelm^ ft? m- ffF

Fig. go. — Froni- Elevation.

h v^ L _ _

■■•! l\f\ \y

\'- hM h

"ol

1 Mvl 1^'

, 1

W\h

• \ '--I ■-■

Fig. 91. — Ground-plan.

Xj^kO^fflK

aMaz

. I. I J

.■.._..L_i rl —

K A/'

ivlV iV
lAIA! lA

Fig. 92— Second-floor Plan.

attic, sheathed on the outside with horizontal weather-boarding and roofed with tin. The building
is finished in the interior the same as an ordinary dwelling, the walls being plastered throughout, so
as to avoid using wood on the inside as much as possible to promote cleanliness and prevent the
house being overrun with vermin. The building is intended to accommodate 76 men, 31 on the first

3°

BUILDINGS AND STRUCTURKS OF AMERICAN RAILROADS.

floor, ji oil llic scioiul flijor, ;uh1 14 oil tlic attic lloor. 'I'lic interior is di\'ide(j inlii rooms, cacli
accommodating not over eight men, which is done not only for hygienic reasons, but also to prevent
other men being disturbed when any particular train-crew or set of men are called out. The neces-
sary wash-basins and water-closets are placed in convenient places and provided with running water.
The location of the house is in the vicinity of a round-house and boiler-house of a shop system, so
that the building is heated by steam and hot water easily obtained. The bedsteads are of iron and
are 2 ft. 9 in. wide and 6 ft. 3 in. long, furnished with a woven wire spring, a husk mattress with
cotton top, one pair of woollen blankets, and one feather pillow, costing complete $10.90 per bed.

The specification for the building is in general as follows : frame to be of hemlock ; joists,
3 in. X 8 in.; sills, 6 in. X 8 in.; studs, 2 in. X 4 in., spaced 16 in. centres; door and window studs.
3 in. X 4 in.; plates, 4 in. X 6 in.; rafters, 2 in. X 6 in.; partitions, 4 in. Outside sheathing, pine
bevelled siding; flooring, ij-in. yellow pine. Inside finish of walls, three coats of jilastering. Slate
roof. All woodwork painted two coats of paint. Panelled doors throughout, outside 2 in. and inside
li in. tliick. All sash, twelve lights, 10 in. X 14 in.

This building cost erected complete, fully equipped with beds and bedding, including all plumb-
ing, $3300-

The same design can be utilized for a smaller house accommodating 37 men, by cutting off the
building on one side of the hallway, leaving it 33 ft. 6 in. X 23 ft. The first and second floors would
accommodate 15 men each and the attic 7 men more.

Reading-room, Union Pacific Railtvay. — The design for a reading-room of the Union Pacific
Railway, designed in 1886, in the Resident Engineer's office at Omaha, shown in Figs. 93 to 95

Fig. 93. — Fuo.NT Elevation.

Ftg. 94. — Side Elevation.

Fic. g5. — Ground-plan.

SLEEPING QUARTERS, READING-ROOMS, ETC., FOR EMPLOYES. 31

presents a very prelly and c)riL;iiial design fur llie inirpose. It is a small une-story Iraini.- cottage,
24 ft. X 38 ft., with a large front porch 20 ft. wide. The interior is divideil into two octagonal rooms,
which serve respectively as reading-room and sitting-room. They are connected by a pair of large
doors, which can be thrown open, when desired, to make (me large room of the interior. .\ vestibule
with closets on both sides leads from the [lorch to the inner rooms. 'J'he foundations of the building
are shown to be stone, liesides the ordinary furniture each room is provided with large ornamental
bookcases.

This design, however, while very tasteful, does not cover all the requirements that can be made
of such a building and is, in addition, too elaborate to be recoinmended as a standard for general
adoption. Structures were built according to these plans at a number of points along the line of
the Union Pacific, l>ul the design adopted within recent years for similar structures oifers decided
improvements over the older design, being more practical in construction and gi\ing belter lacilities
for tile men.

Kailroad Branch Bni/c/iiig, Young Men's Chrislian Association, at East Buffalo. N- Y- — As a well-
arranged and interesting design, the plans of the Railroad Branch Building, Y. M. C. A., at Kast
Buffalo, N. Y., shown in Figs. 96 to 99, as published in the Railway Rcvieii), October 6, 1888, are
presented. This building is a substantial structure, three-story and high attic, 75 ft. X 36 ft., with stone
and brick walls, the interior being appropriately fitted up. The arrangement of the interior is shown
on the plans, and the following description of the building is taken from the publication mentioned:

The basement, which is high and light, will contain a dining-room, lunch-counter, kitchen, pan-
try, barber-shop, shower and sponge baths, and toilet accommodations, as indicated in the jilan,
I'ltled up neatly and with all modern improvements. The woodwork will be of hard wood.

The first floor will contain a reading-roojn and library. A room devoted to different games
adjoins the main hall, as does the office lobby, into which the general secretary's room will open.
Across till- hall, .is shown in the [ilan, are two light, airy rooms which will be used for a hosiiital. A
third ward and the nurses' room of the hospital are on the second floor, as are the dormitory, two
class-rooms, which can be easily turned into one large parlor, and necessary storerooms.

The second floor will be fitted up for the use of the Janitor and with additional sleeping-rooms.
A wing, not shown in the illustration, will be devoted to a gymnasium, that much-appreciated portion
of every well-planned association building.

Fi'-.. qfi. — PF.KSrECTivr.

Fig. g8. — First-ki.ook Plan.

In:. )M. — Skcond-i'i.ook I'i.an

32 BUILDIXGS AND STRUCTURES OF AMERICAN RAILROADS.

Employes' Cliih-lioiise, Chicago, Bitr/iiigtoii&'Nort/ii'iu Rid/zouJ. ~'V\\c employes' i hib-house of
the Chicago, Burlington & Northern Railroad is a handsome brick building with hard-wood finish, fitted
up and supplied with all modern and essential appointments. t)n the first floor are a reading-room,
smoking-room, billiard-room, and toilet; on the second are twelve large bedrooms, two bathrooms,
and a large toilet-room. Every room is heated by steam, lighted by gas, and ventilated in the best
manner.

Raihoad Branch BiiilJing, Young Men's Chris/ion Association, A'^cio Vor/^ Central &= Hinlson
River Railroad, Neiv York, N. Y. — The Railroad Branch building of the Young Men's Christian
Association at the shops of the New York Central & Hudson Ri\er Railroad at Seventy-second Street
and North River, New York City, is a two-story building a])pro])riately arranged, the interior being
plastered and wainscoted in natural wood; the ground-floor has three large rooms, a kitchen, two
bathrooms, and the secretary's office. The upper story is jirovided with twenty comfortable, well
warmed and ventilated sleeping-rooms, arranged about a gallery, similar to the seconil tier of state-
rooms on a steamboat. The rooms are intended for railroad employes who live at distant points and
are forced to lay over between runs at the New York end of the road.

Railroad Alen's Cliih-hotise, New York Central &-" Hudson River Railroad, Neio York, A^. Y.
— A very extensive and handsome club-house for the use of the employes of the New York Central
& Hudson River Railroad and associated companies using the Grand Central Station at Forty-
second Street, New York City, was formally opened on October 3, 1887, by Mr. Cornelius Vander-
bilt, at whose expense the building was erected. The building is controlled by a board of trustees,
composed of directors and officers of the interested railroads, and the detail management is under the
direction of the Railroad Young Men's Christian Association.

The building is described in the issue of the Railroad Gazette of October 7, 1887, as follows:
The building has been designed with thorough consideration for its uses. It stands at the corner of
Madison Avenue and Forty-fifth Street, adjacent to the yard of the Grand Central Station. It is
built of brick and terra cotta, and is two stories high, with a tower running up two stories higher.
There are a gymnasium, bowling-alleys, and bathrooms in the basement, and a plunge-bath 6 ft. deeji,
gi ft. wide, and 13I ft. long. The bathtubs are porcelain, the ceiling and walls of glazed brick and
tiles. The partitions in the basement are of marble, set in a framework of solid bronze, and the
plumbing work is nickel and brass. On the main floor is a library with 6000 volumes on its shelves.
Then there are a reading-room, a social room, a general secretary's room, and committee room. In
the reading-room there are files of 95 daily, weekly, and monthly papers. In the social room there is
a piano. The floors here are tiled, and the walls are panelled in dark oak. On the second floor is
the lecture and amusement hall, fitted up in polished oak and frescoed in light, pleasing tints. This
hall will seat 400 people. The third floor is occupied by a thoroughly comfortable room, filled with
leather-covered chairs and lounges, where the railroad men can have luncheon. Hot coffee is served
free of charge. On the top floor there are ten bedrooms, furnished with brass bedsteads, which are
intended for the use of railroad men who, by reason of long runs, are compelled to stay in the city
overniLrht. There is no charge for their use.

SSOIVSHEDS AND FKOrECTIoN-SH EDS FOR MOUNTAIN-SLIDES. ^

CHAPTER VI.
SNOWSHEDS AND PROTECTION-SHEDS FOR MOUNTAIN-SLIDES.

Snowshkus arc in t-xleii.sive use on the Northwestern .uul Canadian raih-oads to protect
the track and keep it clear in winter wherever the snowf.dl is heav)' or bad slides are to be
expected. While the use of these structures is more immediately confined to a limited
section of the countrx, the plans ailopted to overcome the diHieulties encountered are of
interest to a lari^er L;roi.ip (.)f railro.ids, as indicative of the best geni.ral methods that can be
adopted toprotect a line along side hills, where slides or heav)' stones rullinL; down the steep
mountain-slopes endanger the safety of trains.

While snowsheLfs are more particularly employed and essentiall)- necessar)' in deep cuts
and tlangerous side-hill sections of the raih'oads mentioned, the}- are also usetl on level ground
to protect the track against heavy vertical snowfalls, which might, in the absence of such pro-
tection, cause serious blockades. We thus obtain two distinctive forms of snowsheds,
namel)-, sheds adapted for use in through or side-hill cuts, where drifts and slides might
occui', and known as "valley sheds"' or "gallery sheds, ' and sheds on level grountl for [jrotec-
tion ag.iinst lieav)' snowfalls, known as "level-fall sheds." Valle)- sheds are used where
avalanches could strike the shed on both sides, and galler)- sheds where avalanches can only
come tlow n on one side of the track.

The weight of compressed snow in a slide varies from 25 to 45 lbs. ])er cubic foot, and it
is generall)- tlischarged in balls of var)ing sizes, according to the stale ol the weather anil the
condition of the snow.

l)r\- snow descemis with great velocity, and its impact upon a structure is severe. Wet
snow, on the contrar\-, though heavier, descends more slowh', and hence is not as destructi\'e
in its effects. Snowshetls on level ground are not exposed to slides or laige masses- ot
moving snow, and have, therefore, onl}- the vertical snow-pressure to resist. As wet snow is
hea\-ier th.ui dr\' snow, the stamlards of the railroads vary according to the nature of the
snow to be guarded ag.u'nsl. On the Selkirk range, Canadian Pacific Railwa\-, the snow
fre<piently lies 20 ft. deep (Ui the level, requiring miles of snowsheds to be built on level
ground, in addition to the usual protection in deep ihrougli and side-hill cuts.

.Snow shells on level ground can be- conipareil to wooden tunnels or galleries, lia\-ing side
w-alls of roimd or square timbers, sheathed with plank, and covered b\- a double-pitched roof,
with i)roper bracing for lateral stiffness and suitable openings for ventilation. The clear
width is 16 ft., and the clear height above top of rail is 18 to 21 ft. The bents are usually
spaced from 6 to 10 ft. apart. The standards in use for level-fall sheds do not differ ma-
terially.

For deep through or heavy side-hill cuts, where slides and drifts are to be encountered, a
large number of standard designs exists to nieet the var\-ing conditions in i.lifferent localities.

34 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

As a rule, the construction consists of square or round timber bcnls, from 4 to 6 ft. apart,
provided witli heavy timber bracing or anchored with tie-rods to tlie rock, the whole covered
with a plank roof pitched according to the slopes of the adjoining hillside. Log cribs filled
with stones or earth are frequently used to aid in resisting the impact of the sliding masses of
snow.

Tlie most extensively adopted design on the Canadian Pacific Railway is that of a crib
built up to the level of the top of the slope on the hillside of the track, the space between the
hill and the crib being filled with earth. On the other side of the track there is a framework
of timbers resting on mud-sills, piles, or toe-cribs. A properly constructed roof spans the

I track. Where the top of the cut does not reach up to the top of the shed, heavy embank-

! ments are thrown against the side of the shed. Descending slides on striking the embank-
ment are deflected from their course, and pass over the shed without subjecting the. timbers
to serious strains.

Proper ventilation in these long wooden galleries or tunnels is secured by leaving suitable
openings in the side planking and b\- providing louvred lanterns and air-shafts where feasible.
In the summer season part of the side planking is taken off, or hinged panels arc thrown open,
for the admission of air and light. In some cases special summer tracks are maintained outside
of the sheds.

For protection against the spread of fires, the wooden siding is replaced at intervals by
galvariized iron, or several sections of the shed are cut out completel}'. To guard against
drifts or slides, split fences or glance fences are built opposite the opening, which divert the
snow to the shedded sections. Special fire-service trains are kept constantly in readiness in
connection with an organized fire patrol and telegraphic signal-boxes along the route. In
addition, pipe lines inside the sheds, W'ith tanks, hjdrants, and hose-reels at proper intervals,
serve to complete the system.

The cost of snowsheds is placed as follows by Mr. C. A. Stoess, Resident Engineer,
Pacific Division, Central Pacific Railway: The sheds protecting the track against snow-slides
cost from $25 to §70 per lineal foot of shed, according to location ; the sheds for use on the
level cost from $8 to $10 per lineal foot of shed. Mr. Thomas C. Keefer, in his paper on the
Canadian Pacific Railwa_\-, read at the annual convention of the iVmerican Society of Ci\il
Engineers in 1888, states that the t)-pical type of snowshed in the Selkirk region, namely, a
solid rock-filled crib on the mountain-side and a strongly braced framework for its outer side,
costs $40 to $70 per lineal foot; a gallery shed, without cribwork, but with roof extended
against the mountain-side, used where the inqjact of the snow is not severe, costs $15 to $40
per lineal foot; a combination of the tx'pical ,nid the galler_\- sheds, called "toe-crib antl
galler)' shed." where cribwtirk is used as a foot-wall on the mountain side, costs %2'j to $54
per lineal {~ ot.

Below will be found descriptions and plans of a number of standard designs of snow-
sheds, as also a description of a protection-shed for mountain slides, in actual use in this
country.

Siimvshcil im Level Grouiul, Centra! P,uific RaihonJ. — The standard sninvslied on level ground
of the Central Pacific Railroad, shown in Figs. 100 to 102, is formed of heavy tinilier bents, spaced
generally about 8 ft. between centres. The outside is sheathed with horizontal boards, with Fiiitable

SNOIVSHEDS AND PROTF.CTION-SH EDS FOR MOITN TA 1 N-SI.I D ES.

.35

openings for vciUilalion. I he root is tioulilc-pitilied and co\ered with rough l)oaids. l.oiivred lan-
terns or air-shafts are provided at intervals.

The sheds are i6 ft. wide in the clear, and i8 ft. high in the clear al)ove top of rail. The |)rin-
ci|)al timbers used are as follows : ])osts, 8 in. X lo in.; princijial jafters, 6 in. X lo in.; intermediate
rafters, 6 in. X 8 in.; collar-beams, 8 in. X 3 in.; brace-posts, 8 in. X 10 in.

/y — ^^ iiii // — <^ I

Fk;. 100. — Cross-section.

Fig. ioi. — Elevation. Fig. 102. — Longitudinal Section.

Sno7t'shed on Level Ground, Northerti Pacific Railroad. — The standard snowshed on level ground
of the Northern Pacific Railroad, shown in Figs. 103 and 104, is formed of heavy timber bents
spaced for wet snow from 6 to 8 ft. apart, and for dry snow from 6 to 10 ft. apart. The outside is
sheathed with upright boards and battens. The roof is double-pitched and covered with rough
boards and battens. The sheds are 16 ft. wide in the clear, and 19 ft. high in the clear above top of
rail. There are two standards, one for wet and one for dry snow.

Fig. 103. — Cross-section.

Fig. 104. — Elevation.

In the wet-snow standard the princi]inl timbers used are as follows: posts, 8 in. X 10 in.; rafters,
4 in. X 10 in.; collar-beams, 2 in. X 10 in.; plates, 4 in. X 12 in.; horizontal studding, 4 in. X 10 in.;
siding and roofing, 2-in. boards.

In the dry-snow standard the jirincipal timbers used are as follows : posts, 8 in. X 8 in.; rafters,
4 in. X 8 in.; collar-beams, 2 in. X 8 in.; i)lates, 4 in. X 11 in.; horizontal studding, 2 in. X 8 in.;
siding and roofing, i-in. boards.

For bents spaced 6 ft. apart the wet-snow standard recpiires 304 ft. P.. M. hiiiiber and 13.3 lbs. of
iron per lineal foot of shed, and the dry-snow standard reipiires 211 ft. 15. M. lumber and 5.2 lbs. of
iron per lineal foot of shed.

nUlLDlNCS ANP SV/^UCTCURS OF AMERICAN RAILROADS.

Siii>7i's/h-i/s <>;■(■>- Cuts 01 oil Siilc Hills, Noit/icni Paiijii KailioaJ. — The Nonlifrn Pacific Rail-
road has a hirgc number of standards for snow-
siicds over cuts or on side liills to suit the vary-
ing circumstances, two of which are shown in Figs.
105 and 106 from designs of i\Ir. C. B. Talbot.

The style of shed shown in Fig. 105 is more

/2x^/} particularly applicable in through cuts. Tlie bents

are spaced 6 ft. apart, or as may be necessary.
For bents spaced 6 ft. apart, the materials required
are 484 ft. B. M. lumber and 14.0 lbs. of iron per
lineal foot of shed The principal timbers used are
as follows : ]30sts, 10 in. X 12 in.; caps, 10 in. X 16

in. X 12 in.; roof-

FiG. 105. — Cross-section.
in. over main span, and 10 in. X 14 in. on sides; brace-j)lank, two jiieces, 3
))lank, 4 in. X 12 in., and i in. X 4 in. battens.

In the case shown in Fig. 106, which structure is for side hills where slides occur, the bents are
spaced 4 ft. to 6 ft. apart. For bents spaced 6 ft. apart, the materials required are 634 ft. B. M. lum-

.///n

Fig. 106. — Cross-section.

ber and 9 3 lbs. of iron per lineal foot of shed. The principal timliers used are as follows : posts, 10
in. X 12 in.; caps, 10 in. X 16 in. over main span, and 10 in. X 12 in. on sides: bank sill on outside at
foot of posts, 10 in. X 12 in., continuous from bent to bent; mud-sill up slope of side hill, 10 in. X
12 in.; brace i)lank, two jiieces, 3 in. X 12 in.; roof-plank, 4 in. X 12 in., and i in. X 4 in. battens.

The space left for the track is in all cases 16 ft. wide in the clear, and 19 ft. high in the clear
above to]) of rail.

Siw'a's/uu/s, CaiiaJiiiJi Pill ijit Railway.— i:\\e Canadian Pacific Railway has a ver\- large number
of snowshed standards, as built at different times under varying conditions. Four of these standards
are shown in Figs^ 107 to no, the last of which has been most e.xtensively employed. The clear
space left for the trains in all the standards of the road is 16 ft. wide and 22 ft. high above the grade
line.

The design shown in Fig. 107 is for use in through cuts, and for protection against level fall.
The bents are spaced 8 ft. apart. The principal timbers used are as follows : posts, of round tim-
bers; plates, 8 in. X 10 in.; rafters, 9 in. X 12 in.; brace-posts, 6 in. X 8 in.; roof-plank, 3 in.

In Fig. 108 a design is shown for use in through or side-hill cuts. The lients are 8 ft. apart.
The principal timbers used are as follows: posts, of round timbers; plates, 10 in. X 10 in.; caps, over
main span, 12 in. X 15 in., and on sides, 12 in. X 12 in.; roof-plank, 4 in.

Fig. 109 shows a design for use in through and side-hill cuts. The spacing of the bents and
the general sizes of the timbers are similar to those in the last-described design.

SNOIVSHEDS AND PROTECTION-SHEDS FOR MOV N TA IN-SI.l DRS.

The standard, sliown in Fig. no, deserves more than passing attention, as it is tlir type of :;n(5\v-
slied at present in favor on the Canadian Pacific Railway for use on side-bill and thi-oiiL;li riiis where
heavy slides can be expected. A crib is built up to full height of the top of the cut on the hill side
of the track, the space lietween tlie crib and the hill being filled with earth. On the lower side of
the track a framework of 12 in. X 12 in. timbers or round logs, resting on sills, piles, or a toe-cril),
supports the lower end of the roof over the track. The crib is formed of 12 in. X 12 in. or 10 in. X
12 in. front logs and round back logs, s]iaced with 3-in. openings. The front and back logs are con-
nected by 8 in. X 8 in. sipiare, or by round log ties, spaced 5 ft. apart, dovetailed to tlie front logs

Fig. 107. — Cross-sectton.

Fig. ioS. — Cross-section.

Fic. inq. — Criiss-section.

Fig. iio. — Cross-section.

and saddled or dovetailed into the flatted back logs The roof-plank is 6 in. thick. The timber-
work throughout is only drift-bolted or dowelled together; no mortises or tenons are used.

For additional standards and data see the Railroad Gazette, issue of July 6, 1888; the Engi/ici'ri/ig
News, issues of January 21, 1888, and December 14, 1889; the Railway Revinv, issues of July 21,
December 8, and December 22, 1888; and Transactions of the .'American Society of Civil Engi-
neers, August, 1888, with [lajier on the Canadian Pacific Railway, by Thomas C. Keefer, president
of the society.

Snowshed (Ti'er Cuts or on Side Hills, Central Pacific Railroad.— The snowshed of the Central
Pacific Railroad, shown in Fig. iii, is for use in through or side-hill cuts. It forms a roof over the

Fk: III.— Cross-section.

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

track wliich carries any material coming down the hillside safely over the load. The bents are
spaced from 4 to 6 feet apart, according to circumstances. The design shows the structure anchored
to the rock in the side cut with a number of 2-inch rods. Where this is not feasible, appropriate
bracing has to be introduced.

The clear space for the track is 15 ft. 9 in. wide and 18 ft. high above top of rails. Tlie prin-
cipal timbers used are as follows: main posts, 12 in. X
14 in.; side posts, 12 in. X 12 in.; caps, 12 in. X 14
in. over main span, and all others 12 in. X 12 in.;
braces, 8 in. X 12 in.; roof-plank, 5 in.; side planks,
2 in.

Protection-shed for Aloiintaiii-s/iJes, Oreg^on (3^ Cali-
fornia Railroad. — A mountain-slide of large ])ro-
portions and under unusual conditions occurred in
March, 1890, at the north end of tunnel No. 9 on the
Oregon & California Railroad, connected with the
Southern Pacific Railway system. The methods em
ployed for removing the materials and the construc-
tion of a protection-shed to divert earth or rocks,
that might come down on the track, were described
and illustrated in a paper prepared by Mr. W. G.
Curtis and read before the American Society of Civil
Engineers, which paper was published in the Trans-
actions of the Society for 1890. In Fig. 112, repro-
duced from the publication mentioned, a section is
shown of the protection-shed adopted and built after
the slide had been removed. This thed has proved
to be sufficiently strong to divert earth and rocKs
which have fallen down from the mountain since
the construction of the shed. The length of the slide
measured 200 ft. along the track, the lieight of rock
slope is about 100 ft., and the vertical height from
the grade to the top of the slide about 300 ft. This structure illustrates clearly the application that
is made in practice of the general principles governing the construction of snowsheds oji side hills to
structures intended to protect a railroad from mountain-slides or boulders liable to fall down on the
track.

Fig. 112. — Cross-section.

SIGNAL- TO WERS, 39

CHAPTER VII.
SIGNAL- T O \V E K S.

SuiNAL-TOWEKS are used on railroads where it is necessary to station a watchman, signal-
man, gatcman, switch-tender, or operator, at a sufficient elevation above the railroad to
enable him to command a good view of the tracks and surroundings, or to allow the signal-
man or his signals to be readily seen from approaching trains, vehicles, or other signal sta-
tions. There arc two classes of signal-towers, namely, those intended to protect exposed
points on the line, and those forming part of a block-signaling system.

The former are, as a rule, simply watchman's houses set on trestles, and are used to
afford protection at railroad and highway grade crossings, tunnels, sharp curves, dangerous
points of the line where the view is obstructed, and at the head of or connected with switch
and yard systems. Signals are given by hand, lamps, flags, vanes, targets, balls, movable
arms, or other appropriate means.

The second class, namely, block-station signal-towers, form part of a more or less exten-
sive signaling system by which the road is divided into sections or " blocks " of a length
dependent on the varying conditions and necessities of the traffic. A signal-tower, equipped
with the requisite signaling apparatus and connected with the neighboring towers by wire, is
located at the end of each block or section. The control of the trains on each block or sec-
tion is thus completely in the hands of the signalmen or operators in the towers at each end
of the block.

Where there is an interlocking switch system, or switches worked by levers from a dis-
tance, it is customary, if feasible, to locate tne working levers in the signal room of a signal-
tower, so that one man can control the switches and the movement of trains. Signal-towers
with switch levers are usually to be found at terminal yards, stations, junction points, and
cross-over systems.

Most railroads have block signals at their regular stations or stopping-places, even where
the regular block system is not emjjloyed between stations, in which case the regular operator
at the station performs the duties of signalman. Station buildings, in which the operator is
located in a small tower or extended gable front above the ground-floor, have been quite

4°

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

extensively introdLiced, enabling the operator to obtain a better view of the road and lessening
the possibility of being interrupted by passengers or others. This combination of signal
tower and station building is advisable, however, only where, in addition to the station agent
and other help, a special operator is employed. Where one or two men are required to per-
form all the duties connected with the station and the signaling apparatus, it is objectionable
to have part of the work located in the upper story.

Descriptions and plans of a number of signal-towers are presented below as illustrative of
'the different types in actual use.

Fig. 113.
Front Elevation.

Octii^^^onal Si};/ial/im<cr, F/ii/aihI/>/ua e^ RcaJiii:^ Railioad. — The octagonal signal-tower sliown
in Fig. 113 represents a style (if tower much in use on ihe Phiiadelijhia iv Reading Railroad al
dangerous places or where the view is obstructed. 'I'his form of tower is in
reality an elevated watchman's house, the signals heing under the control of a
special watchman or signalman. These towers are sometimes connected with
neighboring towers by wires, as, for instance, at tunnels, in which case tliey
become in a certain sense block-signal stations. As a rule, however, they are
too small for the modern block-signal system, which requires more space in the
tower than offered in the design under discussion, especially when connected
with interlocking switch systems.

These signal-towers are frame structures, from 30 ft. to 50 ft. high, and
buih in the shape of an octagonal pyramid, thus giving much stability against
wind and side jiressures uf any kind. 'I'he entrance is on the ground-floor, and
a ladder inside the building leads up to the watchman's room. The signaling
apparatus, shown on top of the tower, consists of two vanes, each vane having
three faces, and each face being painted a different color, signifying, respectively, danger, caution, and
safety. The vanes are illuminated at night by lanterns, which are lighted in the room below and
lioisted into place by pulleys. The vanes are sejiarated by a blackboard, against which the lights
and colors are clearly seen, and are turned by levers working upon round tables in the watchman's
room, upon which are painted colors corresponding with the colors of the vanes, so that the lever
being locked upon any color on the table, the same color ujion the vane is known to be facing the
approaching train.

At railroad grade crossings the towers are set in the angle of intersection of the two roads, and
have one vane with four faces and two colors, so arranged that one road is always blocked when tlie
other is open.

The signals displayed from these towers need not necessarily be vanes, arranged as just described,
but can be flags, movable arms, balls, targets, or revolving cylinders, worked by levers or other suit-
able ajipliances.

The framework of the lower story of the tower can be left open, if no reasons exist for inclosing
it ; but, as a rule, it will prove convenient to inclose it to jiermit of its use as a store or tool room.

Scjiiarc Sii;iti!/-tc>wcr, Philadelphia &= Reading Railroad. — The scpiare signal-tower of the Phila-
deliihia & Reading Railroad is only a slight modilication of the octagonal tower just described, and
is used under the same circumstances and conditions as the latter. Tiie square tower is built in the
shape of a square in place of an octagonal pyramid.

Signal Station, Philadelphia, Wilmington &= Baltimore Railroad. — A signal station on the Phila-
delphia, Wilmington & Baltimore Railroad, designed by Mr. S. T. Fuller, Chief Engineer, is de-
scribed and illustrated in the issue of the Railroad Gazette of January 9, iSSo. The upper story is
used for the signalman and signal apparatus, while the ground-floor is intended to be utilized for
passengers or for other business of the railroad conqjany. The design is quite elaborate, and the
building presents a fine appearance.

S/GNAL-2\UrFJCS.

EltTtttcJ GiiU/iii/isi- III W'luli-liiiveii. I'll., l.iiiii^/i Willix Kaih ihuL- '\'\\Kt t;;ite-lu)iise of the Le-
high \'allcy R.iilroiid .it WhitcliaNcn, P;i., designed by Mr. \V. V. Pascoe, Sui)eiintendent of Bridges,
L. v. R. R., shown in Fig. 114, is ;i good ty|ie of
an elevated gate-tender's house at important
grade crossings, where a system of gates is in use
and the clear view from the level of the railroad
is liable to be obstructed. The design presented
is rather elaborate for use at an open country
road or turnjiike crossing outside of settlements,
but it is well adapted for crossings in towns and
at important thoroughfares where the neat ap-
pearance of all railroad structures is considered
desirable.

The building is a frame structure, 7 ft. square
on the outside, set on trestles, tlie floor of the
building aliout 10 ft. above the track rail. The
height of frame is 8 ft. from the sill to the plate.
The sides of the building are sheathed on the
outside and inside with narrow tongued and
grooved boards; the roof is covered with tin or
slate, laid on i-in. boards.

The principal timbers used are as follows:
sills, 4 in. X 6 in.; plates, 2 in. X 4 in.; corner-
studs, 4 in. X 4 in.; door and window studs, 3 in.

Fig. 114. — Side Elevation.

Fu;. 115. — Cross-section AND Fkoni Elevation.

Fig. 116. — Ei.KVATioN ok Frame.

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

X 4 in.; rafters, 3 in. X 4 in.; Iloor-joists, 3 in. X 6 in., spaced iS in.; windows, double sash, each
sash four lights, 10 X 12; door, 2 ft. 9 in. X 6 ft. 4 in.; trestle-legs, 8 in. X 8 in.; trestle X-bracing,
6 in. X 6 in.; trestle sills and caps, 10 in. X 10 in.

Standard Signal -tower, Pennsylvania Railroad. — The standard block-station signal-tower of the
Pennsylvania Railroad, shown in Figs. 115 to 118, is a two-story frame structure, the lower part
being square, and the upper part octagonal in shape. 'J'he lower story is about 12 ft. square and
about 15 ft. high, and is usetl for keeping sundry signal and road supplies. Steps inside the tower
lead to the upper floor or the signal-room, in which the operator or signalman is stationed, sur-
rounded by the necessary signaling and telegraphic apparatus. The general design of this tower is
very ornamental and attractive, while the details are carefully arranged to secure the best results in
all respects without prejudice to economy. A large part of the structure is usually framed and put
together in the shop before being shipped to the site.

-1

=»,

^
V

\X-

1
1

Fig. 117. — Second-fi.oor Plan. Fig. ii8.^Second-floor Fr,\m!ng Plan.

Where an extensive and complicated switch system is connected with a block station, the space
offered by the building under discussion is too smalt for the accommodation of the switch levers, and
another standard is used, namely, an oblong, two story frame building, the length of which is varied
to suit the requirements of each case. The general features and style of the two standards are other-
wise similar.

Tlie kinds of signals controlled by the signalman are numerous. The signals at the tower are
frequently located on a light bridge thrown over the tracks or else on arms or brackets attached to
the building. In addition there are usually "home" and "distant" signals connected with the
tower, consisting of lamps, balls, targets, semaphores, or other appliances, all of which are controlled
and operated with great ease and certainty from the signal-room of the tower.

Signal-tower on Depot Building, Richmond <s' Alleghany Railroad. — In Fig. 119 is shown a
signal tower or room on top of a depot building, designed for use on the Richmond & Alleghany
Railroad, which design illustrates the method of establishing a block-signal station in the ujiper story
of a depot. The building itself is very plain and cheajily built, representing in its general style a class
of structures in extensive use for local depots at small settlements in the South and Southwest.

Signal-tower at Jutland, N. J., Lehigh Valley Railroad. — The signal-tower of the Lehigh Valley
Railroad, at Jutbunl, N. J., shown in Fig. 120, designed by Mr. C. Rosenberg, Master Car]x-ntcr,
L. V. R. R., is used at the grade crossing of an important county road, where the view of the railroail
from the level of the road is obstructed, making it necessary to station the gate-tender or signalman
at some height above the ground so as to see approaching trains.

The house proper is a small frame watch-box of the usual style, 8 ft. X 8 ft. outside dimensions,
height of frame about 8 ft., w ilh large windows on all sides. This building is placed on a trestle
about 14 ft. above the track, with steps leading up to the house. The trestle is built of the following
timli.Ts ; [)osts, 6 in. X 8 in.; horizontal ties, 6 in. X 8 in.; X-bracing, 6 in. X 6 in.

Sij.;nal-to7C'er at Hillsboro, N. J., Lehigh Valley Railroad. — The signal-tower of the Lehigh
Valley Railroad .it Hillsboro, N. J., shown in PMgs. 121 and 122, designed by Mr. C. Rosenberg,

SIGNAL- TO U'ERS.

Maslt-r Car])enter, I,. ^'. R, K., is a Iwo-story frame tower slnuturc, lo ft. X lo fl. outside dimensions
and 1 9 ft. high from ground to caves. The first story is 9 ft. liigh in the clear, the se< ond one 8 ft.

T, .i^.^:,yr=r

Fig. 1 19. — End Ele\ ation.

Fig. 120. — Side Ei,k\aiion.

Fig. 121. — Front Elevation.

Fig. 122. — Elevation of Frame.

9 in. high in tlie clear. Steps on the outside of the building lead to tlie upper story, which is used
for the signalman and the signaling apparatus. The lower story has three windows and a door, and
is used for storing various supplies.

The principal timbers used are: sills, 6 in. X 8 in.; interties, 4 in. X 8 in.; plates, 4 in. X 8 in.;
corner-posts, 4 in. X 8 in.; studs, 3 in. X 4 in.; angle-braces, 3 in. X 4 in.; rafters, 3 in. X 4 in. The
inside is lined with tongued and grooved boards ; the outside is covered with bevel siding ; the roof
consists of tin on i-in. boards ; the windows in the upi)er story have 13-in. X 34-in. lights, and those
of the lower story 13-in. X 26-in. lights.

Signal-tower at Jiiscy City, N'. /., Lcliigh Valley Railioad. — The signal-tower of the I.ehigh
Valley Railroad at Jersey City, N. J., also designed by Mr. C. Rosenberg, Master Carpenter, L. \'. R. R.,
shown in Figs. 123 and 124, is a two-story frame tower structure, 12 ft. X 29 ft. outside dimensions
and 2 1 ft. high from ground to eaves.

This tower is located at the centre of a large terminal yard, and the upper story serves for
signaling purposes and as an office for the yardmaster and his clerks. The elevation .idmits of an
unobstructed view over the entire yard system, thus assisting materially in keeping track of tlie
general movement of the cars and the trains in the yard. The ground-lloor is divided into two
rooms, one for trainmen and yardmen to occu])y when not engaged in actual work around the yard.

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

and the otlier for use as a lamp, oil, and waste room, and for storage of sundry small supplies con-
nected with the train operations.

Fig. 124. — Side Elevation.

The principal timbers used are as follows : sills, 6 in. X 8 in.; floor-joists, 3 in. X 8 in.; ceiling-
joists, 2 in. X 8 in.; interties, 4 in. X 6 in.; plates, 4 in. X 6 in.; corner-posts, 6 in. X 8 in.; studs,
3 in. X 4 in.; angle-braces, 3 in. X 4 in.; rafters, 3 in. X 6 in. The outside is sheathed with i-in.
rough hemlock boards, covered with white pine weather-boards ; the roof is covered with tin on i-in.
hemlock boards. The lights of the windows in the upper story are 13 in. X iS in., four lights per win-
dow ; and those of the lower story 13 in. X 28 in., four lights per window. Stairs on the outside
of the building lead to the upiier story. The interior is finished in wood.

Two-legged Signal-toKer at Newark, N. J., Pennsylvania Railroad. — The signal-tower shown in
Fig. 125 represents a form of tower or elevated watch-
man's house in use on the Pennsylvania Railroad at
Newark, N. J., and other places along their line where
the ground space available for a tower is limited. The
illustration shows the general style of the construction,
the two posts or legs being 12-in. X 12-in. sticks. The
door on the side toward the track is to enable the
watchman to give the proper hand or flag signals to
trains.

One-legged Signal-tower at Cliicago, III, Ateliison,
Tflpeka 6" Santa Fe Railroad.— \n Fig. 126 a per-
sjiective view is shown of a signal-tower in the terminal
yard of the Atchison, Topeka Os: Santa Fe Railroad at
Chicago, 111. This building is about 6 ft. square and
rests on four posts, each 6 in. X 6 in., which are fastened
to a framework bedded in the ground. The four posts
mentioned form a scpiare, that only takes \\\> 24 in. of t^:,--l']?%Vs
ground space. Iron rungs fastened to the posts on one p,^, 126.— Per-
side of the square form a ladder leading up to the house, spective.
the entrance being through a trap-door in the floor. A number of switch and signal levers are located
in the house, the connecting-rods down to the ground being placed inside the square formed by the
posts.

Fir,. 125. — Pr.RSPKCIIVE.

SIGNAI.-TOWF.RS.

Sigiml-towcr at Jersey City, N. /., Central Railroad of New Jersey— \\\ Fig. 127 is shown a
perspective of the large signal-tower of the Central Railroad of New Jersey, connected with the ex-
tensive interlocking switch and signal system in their terminal yard at Jersey City, N. J.

Fig. 127. — Perspective.

Signal-tower a7id Bridge, Neio York Central 6" Hudson River Railroad. — The standard signal-
tower and signal-bridge adopted by the New York Central & Hudson River Railroad for block-
signal stations on its four-track roadbed are described and illustrated in detail in the issue of the
Railroad Gazette of May 13, 1892. There is a tower on the ground and also one on the bridge. The
bridge, which has a span of 56 ft., and 20 ft. clearance over the rails, is of iron on iron columns, and
is equipped with the necessary semaphore and lamp signals.

46 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

CHAPTER VIII.
CAR-SHEDS AND CAR-CLEANING YARDS.

CaR-SHEDS are provided on railroads to protect expensive passenger or private cars, when
not running, from the weather, and also, as a rule, to allow the cars to be cleaned under cover.
In southern sections of the country car-sheds are frequently used as a protection against the
injurious effects of the sun on the varnish and paint of the exterior of the cars. Car-sheds
are usually located at terminal or junction points, where passenger cars are side-tracked, when
not in use, or the cleaning has to be done prior to starting the cars on a new trip.

Car-sheds are not in universal use in this country, so that there is no general standard or
system recognized as the best for the purpose. Local circumstances and individual require-
ments determine the leading features and the choice of the st}-le of the structure. Where
new buildings are erected for the storage of surplus cars during slack seasons, or for the
cleaning of cars between runs, brick and frame buildings will be found in use. Frequently an
abandoned shop, engine house, freight-house, or train-shed is pressed into service as a car-
shed after its usefulness for other purposes has ceased. Thus, the Pennsylvania Railroad has
utilized its former terminal train-shed at West Philadelphia for a car-shed, since the opening
of the new Broad Street station in Philadelphia and the practical abandonment of the West
Philadelphia terminus. A great many roads make no provision whatever for the storage of
passenger cars under cover, and allow expensive cars to stand on side tracks for long periods
e.xposed to the weather and the heat of the sun. More attention should be paid to the
comparative cheapness of temporar\- car-sheds, as described more full}- below, and to the
advantage of using them, where funds are not on hand at the time for a more elaborate
structure, or the final location of a car-shed in connection witii a terminal or shop la}--out
cannot be definitely determined.

The essential requirements for a car-shed, in which car cleaning is to be done, are good
ligiit, a con\-enient water-suj^pl}-, and ample space between the tracks, and between the side of
the building and the nearest track, to allow the e.xterior of the cars to be propeil}- cleaned.
It is customary to keep minor car supplies and fixtures in the same building, and to provide
space for cleaning carpets, car-seats, etc., outside of the cars. In northern climates it is
desirable to heat the house slightly in vcr}' severe weather.

The illustrations presented below show car-sheds with only one or two tracks. Wiiere
the length of a building is limited by local circumstances, oi- the number of cars to be stored
is very large, a building with more than two tracks is employed, usuall)- with a light frame

C.IR-SNEDS AND CAR-CLEANING YARDS.

roof set on posts bctwi-cn tlu- tracks. For clciniiig cars between runs, tlicy arc, as a rule, not
placed under cover, hut switched to so-called car-cleaning,' tracks or yards, where the car-
cleaners are stationed and [ilal forms, racks, wire nets for cleaning carpets, water-suppl)-, etc.,
are provided. In connection with car-sheds or cleaning tracks the palace- and .sleeping-car
companies have frequent!}- at the terminals of their routes special buildings for the storage of
the sundry supplies connected with the service, including facilities for mending and repairing
the interior fixtures, furniture, bedding, etc.

The following detail descriptions of car-sheds refer to structures actual!)' in use in this

countr\-.

Brick Car-shed at Mauch Chunk, Pa., Li-hi):;h Valley Railroad. — The liriik car-shed of the Lehiuli
Valley Railroad at Mauch Chunk, Pa., sliown in Figs. 128 to 131, was l)ui!t to accommodate the

^^^^?

Fig. 1 28. — Front Elevation.

Fig. i2g. — Cross-section.

n^22

Fig. 130. — Side Elevation.

Fig. 131. — Ground-plan.

president's car and the pay car of that road, tlie former being one of tlie nnesl private cars in the
country, and hence desirable to liouse it wlieii not in use. Tlie Iniilding is 34 ft. 2 in. wide, 85 ft.

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

long, and 17 ft. 8 in. liigli fiuni the flour to the bottom of the lic-btanis. The walls ,ne lirick, 13 in.
thick in the panels and 17 in. thick at the ]iilasters, base and frieze courses. Two tracks, spaced 14
ft. 10 in. centres, enter the house, the clear width of the house being 31 ft. There are two ])air of
large, circle-top engine-doors at one gable end of the house, the width of tlie door opening being 11
ft. I in. in the clear, and 17 ft. 4 in. high in the clear above the top of tlie rails over the centre of the
track. One of the engine-doors has a small wicket-door inserted in it. The roof-trusses are spaced
14 ft. centres, the dimensions of the principal roof members being as follows: tie-beams, 6 in. X 10
in.; principal rafters, 6 in. X 8 in.; truss-braces, 6 in. X 6 in.; tie-rod at centre, i^ in. diani.; tie-rods
on sides, J in. diam.; purlins, 4 in. X 8 in., spaced 3 ft. 10 in.; rafters, 2 in. X 4 in., spaced 18 in.;
roof-boards, i^ in., covered with slate.

There are small funnels over each track, as shown on plans, suspended from the roof so as to
correspond to the position of the stove-pipes on the cars mentioned, and thus avoid smoke in the
house from the car-stoves. A stove connecting with the brick flue at tlie end of the house serves to
heat the house in winter. The tracks have patented iron stop-blocks on each rail at tlie rear fif
the house. 'I'he rails are laid on ordinary ties bedded in the cinder forming the floor.

This design can be recommended wherever it is desired to have a substantial brick house to be
used for a car-shed or an engine-house. It could be used to good advantage also as a small jiaint-shop
for cars, or small repair-shop, if made a little wider, so as to give more space between cars and side
walls for working.

Temporary Car-sheds, Richmond &" Alhghany Railroad. — The designs for car-sheds, shown in
Figs. 132 and 133, illustrate a type of temporary sheds used on the Richmond & Alleghany Railroad

*•

Fig. 132. — Cross section.

Fig. 133. — Cross-section.

for the protection of their passenger-cars, while part of the road was still under construction and the
final lay-out of the yards and shop systems at the terminals not fully determined. The plans are
self-explanatory, and show how cheaply and easily adequate protection for expensive cars can be
provided. The posts are made of rough round or hewn timbers, set in the ground, and tied together
and roofed with plank, scantlings, and boards, as shown.

Frame Car-slied at U'allula, Wash., Nortlicrn Pacific Railroad. —The car-shed of the Nortliern

Fig. 134. — SinF. Ki.fvation.

Fig. 135. — FuiiNr lu.KVAriu.N.

Pacific Railroad at Wallula, Wash., shown in Figs 134 to 136, is a frame structure 40 ft. X 200 ft. out
to out, and about 20 ft. height of frame. There are two tracks, spaced 17 ft. centres, running through

c\-ia'-.s///':ds a.vd car-cleaning yards.

Fig. 136. — Grovind-plan.

the liouse, which enter at cacli gable end through two pairs of hirge square engine-doors, the door

openings being 14 ft. wide in the clear and 18 ft. high in the

clear above the to[) of tlie rails. The roof-trusses are spaced

20 ft. centres. The windows have two sash, each 8 lights, 12

in. X 16 in.

'I'he principal timbers used are as follows: sills, 10 in. X

10 in.; posts, 10 in. X 10 in.; studs, 2 in. X 4 in., spaced 24

in,; plates, 6 in. X 10 in.; rafters, 4 in. X 10 in., spaced 24

in.; tie-beams, 6 in. X 10 in.; ridgc-iiurlins, two pieces, each

4 in. X 6 ill.; purlin-braces and purlin-jiosts, 4 in. X 8 in.;

roof-boards, i in., covered with shingles; floor, 2 in. plank; lloor-joists, 2 in. X 12 in,, s]iaced 24 in.,

and bedded on 6 in. X 6 in. mud-sills; outside of frame sheathed with WLMlhcr-boardiriL;; tlocus, i] in.

X 10 in frames, covered with J in. tongued and grooved boards.

Car-cleaning Platform a( Jersey City, N, /., Central Railroad of A^ew Jersey. -The i ar-cleaning

platform of the Central Railroad of New Jersey, at Jersey City, N. J., shown in Fig. 137, is built

between the tracks of the car-cleaning yard and con-
sists of an open platfinin, 11 ft. 6 in. wide and 8 in.

^ ^fmi above the top of the rails, with a raised rack at the

centre for piling and cleaning the car furniture and
fi.Ktures. The rack is 42 in. wide and 21 in. above

the jilatform. It is slatted on top, so as to allow dust and dirt to drop to the ground. The tracks at

this point are spaced 20 ft. centres. The dimensions of the lumber are as follows: blocking, 6 in. X

6 in.; floor-joists, 3 in. X 6 in.; flooring, 2 in.; posts, 3 in. X 3 in.; plates, 3 in. X 3 in. ; slats, i in. X

3 in.; X-braces, 1 in. X 3 in.

Car-cleaning Platform Shed at Jersey City, N. J., Pennsylvania Railroad. — The car-cleaning

■.<'n*i..*..0'*' — •. ..«^:..««

P'lG.

-C R(

vi.JriS-SKLI ION.

^ .

i'1

'jy '

■ Ns

' \K 1

Fig. 13S. — Side Elev.ation.

platform shed of tlu- Pennsylvania Railroad, shown in Figs. 138 to 140, w.is buill in Ihc liittcr p.irl of
the year 1890 for the use of tin- I'uMman t.!ar Company at the special cleaning and storage yard for that

brancii of the service at Jersey City, N. J. There
are several lines of these platform sheds, located
between tracks spaced 24 ft. centres. The im-
portant feature of the design is the prominence
given to the arrangements for allowing tlie linen
and bedding to be jiroperly aired under cover
alongside the cars. The illustrations show racks
provided for this purpose in every other opening
of the shed, and tliere is a longitudinal hanger-
beam under the louvred ventilator on which
Fig. 139.— Cross-section. blankets, rugs, carpets, etc., can be hung.

The principal sizes of lumber used are as follows: posts, 6 in. X 6 in.; plates, 4 in. X 6 in.; ties,
4 in. X 6 in.; knee-braces, 4 in. X 6 in.; jack-rafters, 2 in. X 4 in.; roof, i-in. boards covered with
galvanized corrugated iron ; Icmgitiidinal hanger, 2 in. :< 8 in.; brace under same, 2 in. X 3 in.; slats

5°

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

of rack, 2 in. X 3 in. The louvre is built of posls, 3 in : . 3 in.; Ijiaces, 2 in. X 3 in.; ridge-plate,
3 in. X 4 in.; plates, 3 in. X 4 in.; louvre slats, \ in.; and frame, i in.

Fn;. i.(o, — LijNGiTUniN.M, Skci'Ion.

Piissengei-cai Yard at Chicago, III., Pennsylvania Railroad. — 'I'lie following description of the
passenger-car yard of the Pennsylvania Railroad, at Chicago, III., copied from the issue of the Rail-
road Gazette of September 12, 1890, will pro\e interesting in connection with the sul)ject of car-sheds,
as showing to what extent on large railroad systems the equiinnent and facilities for cleaning passen-
Sfer-cars are carried:

A neat brick building has been erected at one end of the yard, m the lower story of which storage-bat-
teries are cleaned and repaired, and various stores are kept. Above these rooms are offices ; the tracks are
spaced an unusual distance apart. The tracks are all laid with very heavy rails, and the whole yard is
floored with wood, even between the rails of each track. Just outside of each rail the flooring is composed
of two heavy planks i foot wide. Beyond these and in between the rails the flooring is composed of narrow
strips about 4 in. wide, spaced about i or | in. apart. This floor is not laid in contact with the earth or
ballast, but is a few inches above it. The planks are all laid parallel with the track. The whole yard
is lighted by arc-lights placed upon high poles. It is piped with water, steam, and compressed air; the
steam and compressed-air pipes are placed in the same bo.xing, which is located but a short distance below
the floor. The water-pipes are located at a depth of about 3 ft. 6 in. Connections to the cars can be made
between each pair of tracks, and at intervals equal to the average car length. The steam pipe has a branch
which connects with the upright pipe from the water-main, and by regulating the water- and steam-valves
anv required temperature of water may be obtained for washing the cars. The lavatory tanks can be filled
from the same water-pipe, the steam being shut ofl'.

The water used is obtained from the city mains. The steam is taken from a plant which has been
erected for that purpose, and for running the electric lights and furnishing compressed air. The building
in which this apparatus is located is a new one, and has been erected near the roiindhoiise. In one end of
this building there is a large stationary boiler of the locomotive type, with a Belpaire firebox, and in the
same room there is an air-compressor, which maintains the required pressure of air on the pipes throughout
the yard. The steam used in the vards is taken directly from the dome of this boiler. In an adjoining
room there is an SoTI.P. Hall engine, and this is at present connected to a 30 light ilynamo. At present 2S
arc-lights are run.

ASHFI2S. S'

CHAPTER IX.

ASHPITS.

Ashpits or clinker-pits are required along the main line of a railroad and at terminal
and division yards, shop and roundhouse systems, to allow ashes and clinkers collecting in the
firebo.xes of engines to be dumped, and also, although to a more limited extent, to facilitate
the e.xamination and oiling of the engine machinery from below at points where stops arc
made. It is customary to jirohibit the dumping of ashes on the track along the line of the
road, and the cleaning of the firebo.xes at special ashpits is made compulsory. The general
design of ashpits is very similar to that of an engine-house pit, excepting that the paving and
side walls must be protected in some manner from the deteriorating influence of hot ashes,
and proper provision should be made for the economical and cjuick disposal of the ashes as
they accumulate.

The location of ashpits varies according to whether they are in the main track, or on
principal sidings along the line, or at dii'ision yards, shop or roundhouse systems. When
placed in a main track the pits are usually short and located near stations, water tanks, or
coaling platforms, in such a manner that the ashes can be quickly tlunqied while the engine
stops for other purposes, and thus avoid extra delays. At large coaling .systems for coaling
engines preparatory to starting out on the road, at water stations, or at yard or shop systems,
ashpits are placed so as to be readily accessible at all times from some open track. These
pits are made much longer than those placed in main tracks, in order to enable a number of
engines to use the pit at the same time. Where an ashpit is located in a main track it is
absolutely essential to have a siding alongside for use as an ash-car track, to allow ashes to be
loaded on cars without causing detentions to main-line trains.

The length of an ashpit varies according to its location, as outlined above, and according
to the relative objections that may e.xist to requiring engines to wait their turn to use the ash-
pit. The quality of coal has also an inqjortant bearing on the (juestion, as inferior grades of
coal produce a much larger percentage of ash and clinkers, and hence larger pits are required.
Where a large number of engines are liable to require the use of an ashpit at the same time,
as, for instance, at the close of a day's business, or preparatory to starting out a number of
trains in close succession, due provision should be made to give quick dispatch to the engines.
The width of the pit is governed by the gauge of the track, the style of the coping on
the side walls, and the method of fastening the rails to the coping. As a rule, however, the
width of the pit is from 4 ft. to 4 ft. 3 in. in the clear, being narrower on main tracks than on

1^2 BUILDINGS AND STRUCTURES Oh AMERICAN RAILROADS.

side tracks, so as to sjjive nunc stability to the side walls wlierc there is fast running. The
extra width of the pit is valuable, not only to gain storage room, but also to facilitate working
under the engine in oiling and making light repairs.

The depths of pits vary considerably, but we can distinguish between two systems in use,
namely, shallow pits and deep pits. Shallow pits are made from 14 to iG in. deep below the
top of rail, while deep pits arc from 3 ft. to 4 ft. deep below the top of rail. Shallow pits
should only be used where sufficient help is always on hand to remove the ashes prompth-.
If this is not the case, the length must be increased. Shallow pits are preferable in main
tracks. Deep pits afford better storage and facilitate working under the engine. There are
other questions dependent on local circumstances that may influence the depth of an ashpit.

It is desirable to have a water connection near the ashpit to allow the ashes to be cooled
with water, so as to reduce their deteriorating effect on the pit and to allow the pit to be
cleaneil out sooner. While in one sense it is detrimental to play large streams of water on
the masonry and paving in the pit, it is probably better to kill the fire prompt!}- than to allow
the heat to thoroughly penetrate the masonrj-.

The ends of the pits are generally built square. Steps or inclines can be introduced,
where pits are deep, to facilitate getting into them or wheeling material out endways. This
feature has, however, never been considered of sufficient importance in this country to war-
rant its adoption.

An ashpit located on a special track should be connected at both ends with open tracks,
so that engines can leave the pit without interfering with other engines back of them. Where
feasible, there should be a special dejsressed ash-car track alongside of an ashpit, so as to bring
the car floor ncarl}' on a level with the ashpit track. This siiling should be close enough to
the pit to allow ashes to be cast from the pit onto the car; but, on the other hand, there
should be as much of a berm as possible left between the ash-car siding and the pit to serve
for depositing ashes in case ash-cars are temporarily not available.

Further general distinguishing features of ashpits can be found in the construction of the
side walls, which are either closed or open. Ashpits with closed sides have the disad\'antage
that they can be cleaned only when the track is clear, while pits with open sides can obviously
be cleaned at all times, the ashes being cither cast or drawn out between the iron rail-chairs,
which is quite an essential feature where an ashpit is located on a much-ti-avelled track.

In designing an ashpit the distinctive features to be considered are foundations, side walls,
coping (5f side \\alls, rail-fastenings, pa\'ing, drainage, and the protection of the side \\alls and
paving from the heat.

In building the foundations the usual rules for that class of work arc folknx-eii, especial
care being paid to give good foundations, particularly where rail-chairs are used, as the heav\'
concentrated loads on the chairs and the vibrator}- effects of rapidly passing trains, in addi-
tion to the deteriorating action of the heat and water, will soon destro}- inferior work. The
materials in general use for foundations are concrete, stone rubble work, or stone paving
grouted with cement.

The side walls are usually built of stone or Iiard brick, from 18 in. to 24 in. thick, laid in
cement mortar. It is desirable not to have too thin a wall, and all the materials should be of
the best make possible, for sin-ii!ar reasons to those just recited for foundation work.

ASHPITS.

The coping of the side walls is maile of large stones, timber stringers, or iron plates.
Where coping-stones extend over the full w itlth of the wall, it is not necessary to anclior them
to the side walls below them ; luit where the stones are small they shoidd be anchored to tlie
wall and tied together with iron clamps. Timber cojiing should be fastened to the wall under
it about every 5 or 6 ft. with iron anchor-bolts. Where wrought- or cast-iron coping-plates
are used, special coping-stones are not required. The coping should always be properly
secured in place, so as to prevent the rails spreading. In some designs transverse walls are
provided at intervals to tie the side walls together, or irim tie-rods and braces are used in
place of transverse walls.

The rail-fastenings vary according to the kind of coping used on the side walls. On tim-
ber coping the rails are either fastened in the usual manner with track-spikes wMth reversed
lieads (bridge-spikes\ or with screw-spikes, or the r.iil is riveted to a wrought-iron plate, which
plate is fastened to the timber coping about every 5 ft. with bolts or dowels, as shown in Figs.
144 and 145. Where a cast- or wrought-iron pLitc is used as coping, covering the top w.dl
entirely, the rail is fastened to it by means of screw-bolts and small clips. Where stone
coping is used the rails can be fastened by ordinary track-spikes driven into wooden dowels,
about 2 in. in diameter, bedded in holes drilled in the stone. Another form of connection to
stone coping is b\' rag-bolts or split-bolts with keys, set with cement, lead, or sulphur in holes
drilled in the coping, the rail flange being caught by an appropriate clip, as shown in Fig. 141.
^Vnotlier method, shown in Fig. 142, is to use regular bed-plates or clip-plates under the rail,
spaced at intervals of 3 to 4 ft., and properly fastened to the stone coping with rag-bolts or split-
bolts, as above described. Where iron rail-chairs
are used as rail sujiports and fasteners, they are
either small cast-iron chairs, about 8 in. high,
bedded in the side walls and spaced about 4 ft.
apart, as shown in Figs. 153 and 154, or large
cast-iron chairs spaced aboLit 3 to 4 ft. apart, the
side walls being either walled up betxyeen the
chairs, as shown in Figs. 148 and 149, or left open, as shown in Figs. 150 to 152.

The paving usually consists of brick or stone, although concrete is sometimes employed.
The material under the paving should be carefull)- tamped and consolidated, and a sublajer
of concrete under the brick or stone paving is to be recommended. Firebrick pavement resists
the lieat better than common hard brick, but it is soon worn out by the shovelling and from
men working on it. Some roads, therefore, prefer to use common hard brick, which is easily
and cheaply replaced when necessary. Stone flagging, unless \%'ell bedded, is easily broken,
and, therefore, not desirable. Ordinary rough stone paving, such as is generally used under
box culverts on railroads, is too rough for shovelling, if the bottom of pit is to be kept clean.
City paving-blocks are generally too expensive, and do not present a much better surface to
shovel on than ordinary paving-stones. A concrete bottom will soon disintegrate on the
surface, and, once started, will grow rapidlj- worse. A pavement of common hard brick, set
on edge, and laid on a good foundation or in a bed of concrete, will prove most desirable in
the long-run.

To secure proper drainage of the [jit, the paving is dished transversely and pitchetl longi-

FiG. 141. — Cross-skction
OF Rail kastening.

Fig. T42. — PF.Rsi'EcrivE

OF Rail- FASTENING.

54 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

tudinall)', the !_;rai!e being arranged, according to tlic length of the pit, so as to drain toward
one end of the pit, or from each end toward the centre, or from tlie centre toward tlie ends,
Qr toward several points. The transverse dishing of the paving is usually in the form of a
general depression, about 2 in. deep, from the sides toward the centre of the pit. Another
method is to make the bottom straight transversely with a pitch toward one of the side walls,
forming a gutter along the side wall ; or the paving is built highest at the centre of the pit
and pitches down to'A'ard each side wall, forming a gutter along each side wall. The dishing
of the paving toward the side walls has the advantage of keeping the centre of the pit dry,
but it has the objectionable feature of throwing the water against the side walls. The .system
of malring the gutter at the centre of the pit is to be recommended, provided the dishing and
curvatme are not made so heavy as to impede shovelling. The longitudinal gradient of the
paving must be su'flcient to secure proper drainage lengthwise of the pit, and siiould be not
less than i ft. in lOO ft. for brick pavement and more for rough stone paving. Large and
wcU-dcsigncd sink-holes or catch-basins should be built either in.side or outside of the pit,
preferably the latter, as they can then be larger, and covered up in such a way as to be read-
ily opened and cleaned out. Iron gratings at all drain-holes are essential so as to prevent, so
far as possible, dirt and aslies carried along by the water from clogging up the drains. The
drain leading from the catch-basin away fiom the pit should be large, especially where a good
fall is not obtainable. It can either be an open ditch, a box culvert, a brick sewer, or a pipe
drain. The cost of an iron pipe, 6 to lo ui, diameter, is from 75 cents to $1.25 per foot run ;
\-itrificd pipe will only cost about one half as murh as iron pij:>e; and a stone bo.x-draiii, large
enough to allow a man to enter it for cleaning it out. will cost from $2 to $2.50 per foot run.
Where the length of the drain is short and the fall limited, a box-drain will prove the most
advantageous.

The protection of the side walls from the deteriorating action of the heat is usually
obtained by a facing of firebrick, or of cast-iron or wrought iron plates. Where an irun facing
is employed, an air-space is left between the iron and the face of the side wall, which is a very
important element of the design. A cast-iron facing of the proper thickness will outlast any
other material, but it is liable to crack under the sudden changes of temperature, in addition
to the shock from the jarring of passing engines. Wrought-iron wears or rusts more quickl}-
than cast-iron, especially when exposed to the combined attacks of heat and water. A fire-
brick facing, if well laid in fire-clay and built so as not to receive the wejght and jars of the
moving load to an appreciable degree, will give good service. Firebricks are easily damaged,
however, by contact with shovels and other tools, and frequent repairs and the subsequent
renewal of the facing would be eventually necessary. Where firebrick are not a\'ailable oi-:
too co.stly, a facing of common hart! brick will prove a cheap and efificient substitute for the
firebrick, ii built so as to allow renewals without tearing down the entire siilc wall. Ordinary
stone or brick walls are doomed to destruction in a comparatively short time. If built, how-
ever, of first-class masonry, composed of large through stones, well jointed and bedded, and
of a good heat-resisting quality, excellent results can be expected.

Thus far reference has onlj'lDeen made to stone or brick ashpits, or pits with large cast-
iron chairs sup[)orting the rails. All iron pits do not seem to have found favor in this coun-
try, altliough, under certain conditions, they have advantages over others that should not be

ASHPITS.

-'1^1

Fig. 143. — Cross-section.

disregarded. This i.s paiticnlarly the case with the L;encra! style of a proposed wrought-iron
pit, shown in Fig. 143, which is practically a shallow wrought-iron pan or trough hung between
timber track-stringers and resting at the centre on ordinary cross-ties under the stringers. If
provided with iron guard-rails and safety points, or some
rerailing device at each end of the [lit, this arrangement
can be considered as the \'er)' best foi' use in a main track
at stations, water tanks, or coaling platforms, where trains
stop .1 few minutes and it is desirable to dump a limited
amnuiit i)f ashes. Owing to the small weight of such a pit and tlie praet icahilit)- ol ili\iding
il inti) sliiiit sections which aie easil)' handled, it is especial!)' adapleil for use on tem|)oi'ary
woik in the construction of a road, or until the permanent location of the ashpit in connection
with the development of a yard or shop sj'stem is determined. Such pits are also ad\aiila-
geous where the foundation is very soft or very deep, requiring expensive piling or ollur
methods for suppoiinig a heavy brick or stone w.iU. Tile iron trough rests on the usual cross-
ties placed uniler a special set of track-stringers, requiring, therefore, no extra foumlation
work. In case of a settlement in the track, the pit can follow without serious damage.

A step in the direction toward iron ashpits has been made in the cinder-loading plant of
the Cincinnati, Washington & Baltimore Railroad, where the ashes and cinders are caught in
iron drop-bottom buck-ets set into an ordinary stone or brick ashpit. When the track is clear,
the buckets are hoisted out of the pit by means of a derrick, swung sidewa\'s, and emptied on
ash-cars.

As a final method of comparing the different styles of ashpits, an effort lias been made
toward estimating the comparative cost of the different designs per foot run of pit, assuming
the foundation depth to be about 5 ft. below the top of rail, with the following results: Ordi-
nary brick or stone wall, with stone coping and rails fastened with spikes in wooden dowels,
$5 ; same, with rails fastened with rag-bolts, $5.25 ; same, with rails fastened with iron bearing-
plates, $5.50; ordinary brick or stone wall, with small cast-iron chairs l^iiilt into the walls or
set on top of wall, $6; ordinar}' brick or stone wall with tiriiber coping and rail fastened to
wrought-iron plate over the timber, $6.25 ; ordinary brick or stone wall with cast-iron or
wrought-iron covering ovei' top of wall, $6.75; ordinar)- Ijiick or stone wall with large cast-
iron i-.iil-chairs, filled in between the ciirurs with stone or brick work, $9.25; ordinaiy brick or
stone w.dl with large cast-iron r.iil chairs and cast-iron ties acioss the bottom of pit connect-
ing the rail-chairs, the side walls being left open between the rail-chairs, $10.75; •' shallow,
all wrougiit-iron pit, S^ to §S ; a deep, all wrought-iron pit, $9 to $11. For a llreproof pro-
tection of the side walls, adil about $1 to the above prices. If the bottom of the i)it is made
of firebrick, in place of ordinary paving, add §1 to the above prices.

As a rule, the cost of ashpits with unprotected sides and bottoms can be jilaced at about
$5 to §9 per lineal foot run of pit. If the sides or bottom are properly protected by fire-
brick or iron in some shape or other, the total cost can be estimated at from $7 to §11 per
lineal foot run of pit. If the foundations are not unusually expensive, the cost of ashpits, as
actually used on American railroads, can be placed at from $5 to $12 [)er lineal foot run of pit.

Below will be found descriptions and illustrations of a number of asiipits and details of
same actuall}' in use.

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

Fig. 144. — Ckoss-section.

Standard Ashpit, Atchison, Topeka <>■ Santa Fc Railroad.^ -'\:\\t standard design for ashpits of the
Atchison, Topeka & Santa Fe Railroad, ilhistrated in Figs. 144 and 145, prepared from data furnished

by Mr. J. M. Meade, A.ssistant Engineer, A., T. & S. F. R. R.,
, shows a deep ashpit with side walls of common brick, jiro-
tected on the face witli firebrick, and coped with stone faced
with firebrick. The rails are riveted to a wrought-iron plate
resting in part on the stone coping and
projecting over the firebrick into the pit
I in. The standard size of the pit is 30 ft.
long in the clear imder ordinary circum-
stances, 4 ft. 2?, in. wide in the clear
Fig. 145. — Ckoss- between side walls, 4 ft. 1 in. wide in the
sKCTioN OF R.\iL clear at the top between the projecting
K.\STiLNiNG. edges of the wrought-irOn ]il,ales under the

rails, and about 3 ft. 9 in. deep below the tui) of rail. The foundation of the side walls and the
larger ])ortion of the liottom of the pit consist of ordinary stone paving grouted with cement. The
side walls are 18 in. thick, built of common brick, coped with stone, and faced all the way nj) with
firebrick. In the liottom of the pit there are three rows of firebrick set on edge along each side
wall and end wall. The iron foot-plate riveted to the rail is | in. X 12 in., and is anchored to the
stone coping with i-in. anchor-bolts every 5 ft. The rivets are spaced 18 in. centres. The fire-
brick facing is held to the stone coping by 3^^-in. iron bolts set in the joints. 'I'he floor of the jiit is
straight transversely, pitching towards one side wall, thus forming a gutter along the latter. The
drainage longitudinally is carried from the centre of the pit towards the ends, where drain-holes
connecting with proper drains are provided.

The approximate cost of this style of pit will range, exclusive of difficult foundations, from
about $7 to $8.50 per lineal foot. The protection of the side walls with firebrick is commendable,
but the wrought-iron plate under the rail is not stiff enough to prevent the transmission of a consid-
erable part of the weight of the moving load to the firebrick facing. The straight bottom and the
drain along one side wall is advantageous for shovelling and keeping the jiit dry, but will let consider-
able moisture into the side wall.

Ashpit at Heron, Mont., Northern Pacific Railroad. — The ashpit at Heron, Mont., on the Northern
Pacific Railroad, shown in Figs. 146 and 147, is a deep pit, 84 ft. long in the clear. The width between

the side walls is 4 ft. in the clear, the depth about 3 ft. 6 in.
from top of rail. The side-wall foundations are of concrete,
2 ft. wide and about i ft. thick. The side walls are built of
common brick, 17 in. thick. The coping timbers or stringers
under the rails are 8-in. X 12-in. white pine, anchored to the
wall every 6 ft, with f-incb liolts, reaching about 3 ft. into the
brickwork. The rails are fastened to
the timber stringers in the usual manner
with ordinary track-spikes ha\ ing re-
versed heads. The sides of the pit
are protected by cast-iron plates, \ in.

Fig. 146. — Cross-section.

Fig. 147. — Perspective
OF Side Plates.

thick, 18 in. wide, and about 3 ft. 4 in. long, which are Ining on the timber stringer by a 3-in. top
flange and fastened to same with i-in. spikes. The bottom of these plates is set into the paving of
the pit in such a way as to leave a i-in. air-space between the back of the casting and the face of the
side wall. The bottom of the pit is paved with common hard brick, set on edge and bedded in an
8-in. layer of concrete. The paving is dished transversely so as to form a gutter, 2 in. deep, at the
centre of the pit. The longitudinal drainage is accomplished by giving the bottom of the pit a
gradient from each end towards the centre of the pit, where a drain-hole through one of tlie side
walls empties into a catch-basin, which is covered and is readily accessible for cleaning.

The cost of this style of ashpit will vary from $8.75 to $9.75 per lineal foot. The drainage of
this pit and the cast-iron plate protection of the side walls are good features, but the unprotected

ASHPITS.

timber stringers under the rails arc liable to rci|uiie freiiuent renewals. If a coijiny; of large, well-
jointed stones with a proper rail-fastening were substituted for the tind)er stringers, this design could
be well recommended for deep pits. In sections of the country where stone is cliea[), the brick side
walls could be replaced by stone ones, built slightly wider, in whii h lase this design, with the sug-
gested modilications, would be worthy of consideration as a good deep pit standard for ])ermanent
work.

Ashpit at Packciton, Pa., Lehigh Valley Railroad. — The ash])it of the Lehigh Valley Railroad, built
^nnection with the yard and roundhouse system at Packerton, Pa., shown in Figs. 148 and 149,

in com

Fig. 148.— Cross-sf.ction.

Fig. i.)g. — Perspective of Rail-chair.

designed by Mr. J. I. Kinsey, Master Mechanic, I, V. R. R., is a shallow pit wii'.i stone side walls,
coped with large stone and protected along tlie inner face with firebrick. The rails are supi)orted on
hirge cast-iron rail-chairs, well bedded, and reaching down into the side walls below ihe bottom of the
|iit. The length of the i)it is 240 ft., the width 4 ft. li in. in the clear between the side walls, and
the depth i ft. 2J in. below top of rail. The side walls and their foundations are ordinary rubljle
masonry. The walls are 2 ft. thick ; the coping-stones are 16 in. wide. The firebrick facing is 8 in.
thick, and extends from the bottom of the |iii to within i in. of the base of the rail. The rail-chairs
are spaced 5 ft. centres along each rail. The base-plates of these chairs are 24 in. X 18 in., and are
set 19 in. below the toj) of rail. The space between the two u]5right ribs of each rail-chair is filled
with firebrick on the face and backed with ordinary ruljble masonry, so that the only iron along llie
face of the pit directly e.xjjosed to heat is the outside edge of the ribs mentioned. The rail is held
in the chair by a clip and screw-bolts, as shown. The paving consists of firebrick set on edge and
bedded on a light layer of concrete. The bottom is concave transversely, the centre being about
2 in. lower than the sides. The ashpit track has a gradient of about 30 ft. to the mile, and the rail
chairs had to be set accordingly. The drainage of the pit follows the down-grade of the track, but
the fall is made slightly steeper. At the low end of the pit the water passes through a drain-hole in
one of the side walls into a large, well-designed catch-basin, from which a stone bo.\-drain leads to
the low ground in the neighborhood.

The cost of this style of ashpit is from $9.75 to $11.25 P^'r lineal foot. Though costly, this
design possesses a number of good features for a shallow \i\\. where ])ermanency and a solid and
lasting bedding for the rails is desired. Owing to the comparatively wide spacing of the chairs under
each rail, it is essential that the masonry be well built under the chairs. Practical experience in this
instance proves that the firebrick facing of the sides of the [lit stands fairly well, probably owing to
its thickness, and also to the fact that it carries none of the weight of the moving load. The fire-
brick paving was not a success, however, as it gave out very soon, owing to walking and wt)rking on
top of it, so that it would be more economical to have used common hard brick. 'With certain
modifications, therefore, this st\le of ashpit embodies the general features to be observed in a
standard shallow ashpit.

Ashpit at Aurora, III., Chicay^o. niirliiii^toii iS- Qiiiiuy Railroad. - The style of ashjiit in use at
.Aurora, 111., and at other points on the CJhicago, J'.iirlington iV (^iiincy Railroad, shown in Figs. 150 to
152, designed by Mr. William Forsyth, Mechanical Kngineer, C, B. & Q. R. R., is a shallow [>it without

s«

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

side walls above the bottom of the pit, the rails resting on large cast-iron rail-chairs, the space under
the rails between the chairs being left open. At large roundhouse and shop systems the length of
the pit is made 200 ft., and at some points on the line two or three pits of that length are required,
where there are a large number of engines to be provided for, which burn a low grade of coal pro-

Fig. 150. — Cross-section.

Fig. 151. — Elevation.

Fig. 152. — Perspective of Rail-chair.

ducing a large percentage of ash and clinkers. The pit is about 4 ft. 3 in. wide at the top of the
rail-chair and about 3 ft. 6 in. wide at the bottom ; the depth is 16I in. below the top of rail. The
foundations and side walls up to about 7 in. below the floor level of the pit are of ordinary stone-
work, over which there is concrete. Each side wall is coped with two longitudinal oak stringers,
each 6 in. X 10 in. The iron rail-chairs are set on these timbers, the top of tlie bed-plate of the
chairs being flush with the floor level of the pit. The chairs being spaced 3 ft. centres and the base
being 2 ft. long, i ft. of the timber stringers lietween the chairs has to be protected by wrought-iron
plates. The greatest peculiarity of this design is the use of the large cast-iron rail-chairs, set in pairs
opposite each other, the bed-plates being connected by a channel-shaped tie across the floor of the
pit, the whole being cast in one piece. The top of this tie is flush with the top of the bed-plates, and
hence even with the floor level of the pit. The rails are held in the chairs by clips and screw-bolts,
as shown. The pit being open on both sides and the floor level, the drainage takes place sideways,
provided the ground slopes away from the pit, or proper ditches or drains are constructed outside of
the pit.

The cost of this style of ashpit, or clinker-pit, as it is called on the C, B. & Q., is from $10 to
$11 |jer lineal foot, exclusive of unusual foundations. Mr. Wm. Forsyth states that this style of pit
is gi\ing very good satisfaction on tracks where there are no fast trains run. Without a doubt this
design offers great advantages in not having side walls e.xposed to the heat, in having all iron-work
subjected to the action of the heat visible and open for inspection, and esi)ecially in being able to
clean the \n\. from the sides even when engines are occupying the track.

Ashpit, Kansas City, St. Joseph ^^ Council Bluffs Railroad. — From information kindK furnished
liy Mr. F. A. Chase, M. M., the Kansas City, St. Joseph & Council Bluffs Railroad uses a similar
style of ashpit to that just described of the Chicago, Burlington & Quincy Railroad at Aurora, 111.
The principal difference consists in the side walls or foundations of the rail-chairs, which are built of
brick throughout up to the level of the bottom of the pit, so that no timber stringers are required.

Rail-ihair, .Savannah, Florida i5r= Western Railroad. — Figs. 153 and 154 show a form of rail-chair

used in engine- house pits and ashpits on the Sa-
vannah, Florida & Western Railroad, prepared
from data kindly furnished by Mr. W. B. W.
Howe, Jr., Chief Engineer. This chair is about
8 in. high, and is built into the brick or stone
side walls at intervals of about 4 ft. The base
is about 8 in. X 12 in., and the thickness of
the ribs about J in. The rail is fastened to
the chairs with screw-bolts. Tlie weight of one chair is about 40 lbs. This design is presented as
illustrating a method in actual use for bedding rails on top of side walls of pits, but it does not ofter
any distinctively commendable features.

Fig. 154. — Elevation.

ASHPITS. 59

Ashpit, Lehigh &" Susc/iithanna Railroal. — In Figs. 155 and 156 is shown a style of ashpit in use on
the Lehigh & Sus(iiiehanna Railroad, near \\'aInutport, I'a., having ordinary rubble masonry walls
covered with cast-iron channel-shaped coping-plates, to which tlie rails are fastened with screw-bolts
and appropriate clips. The length of this pit is about 30 ft., with a cross wall connecting the side
walls at the centre of the pit to prevent the side walls from bulging, as the pit is built in the main
track. The cost of this style of pit is about $6 per lineal foot.

Fig. 155. — PERsrECTivE. Fig. 156. — Cross-section of Rail-fastening.

Ashpit Cinder-lfladiiig Plant, Cincinnati, Washington &= Baltimore Railroad. — In connection with
ashpits, a noteworthy labor-saving device for handling ashes at ashpits has been designed and built at
t^hillicothe, O., for the Cincinnati, Washington & Baltimore Railroad, by iMr. Edward Evans, Master
Mechanic. According to the Railroad Gazette of June 6, 1890, tlie crane is located between the aslipit
track and another track where a gondola car is kept for receiving ashes, wliich are raked out of the
ashpans of engines directly into a sheet-iron box, about 8 ft. long, and in width the same as the dis-
tance between the walls of the pit. This box, when full, is lifted by the crane, and after being swung
round so as to be over the gondola, its hinged bottom is tripped and the ashes drop into the car.
The lifting chain of the crane passes down the centre of the mast and round a sheave at its foot, and
can be either operated by a winch or attached directly to an engine. The saving in shovelling is ob-
vious, and when a track can be reserved for cars to receive the ashes, the utility of the design is
assured. For illustrations and further data see the issue of the Railroad Gazette above mentioned,
and the issue of Engineering Neivs of August 30, 1890.

Ash-conveyor, at Port Richmond, Philadelphia, Pa., Philadelphia 6^ Reading Railroad. — Connected
with the coaling station of the Philadeli)hia & Reading Railroad at Port Richmond, Philadel])hia,
Pa., there is an inclined ash-conveyor built on the trough-conveyor system, which passes below
the tracks to sunken ashpits. The ashes are dumped from the engines into the sunken pits under
the track and thence conveyed by conveyors u]3 the incline to a large elevated, hojiper-shaped steel
pocket at the head of the incline, whence they are loaded on cars to be hauled away and dis-
posed of along the road in one way or another. This coaling station with ash-conveyor is illustrated
and described in the issue of the Railroad Gazette of May 13, 1892.

6o, BUILDINGS AND STRUCTURES OR AMERICAN RAILROADS.

CHAPTER X.
ICE-HOUSES.

Railroads liavc to supply ice for drinking purposes at depots, offices, shops, nnd in
passenger-cars, arid fur preserving perisliable freight while it is in transit in refrigerator cars
or stored in freight-houses. The consumption of ice on raihoads has reached such propor
tions that it has been found advantageous to build special ice houses, so as to allow the rail-
road company to have control of its ice supply, and to be independent of local ice companies.

These houses are stocked by the railroad conipan)- during the winter season, either from
convenient sources under their own control, and with their own men, or the work is let out by
contract. Ice-houses should be so located as to admit of a track being run alongside of them,
in order to reduce the cost of handling the ice to a minimum. Two systems have been
adopted by railroads for obtaining their ice suppl\-. One is to locate large storage-houses at
lakes, ponds, or rivers, in other words, atljacent to the sources of the supijh', and to ship ice
daily or at intervals from these large storage-houses to smaller houses along the line, liom
where it is dealt out in such quantities as required. In the other system, the ice, when har-
vested, is immediately loaded on cars and transferred, while the weather is cold, and hence
with small wastage, to large storage-houses at important stations along the line, where con-
siderable quantities of ice are used, as at junction or terminal stations, or where passenger-
trains change engines and cars are iced, or at division yards where refrigerator-cars require
icing before continuing on to their destination.

Ice-coolers of passenger-trains are usually iced at stations where engines are changed, the
work being done b}' car-inspectois or station hands. For this purpose ice is generall}' carried
m baskets from the ice-house to the station building before the arrival of trains. Where the
ice-house is some distance from the station building, ice is brought in hampers or on trucks,
once or several times a day, to a spare room or enclosure at the station building, and there
washed, cut to size, and held ready for use. Refrigerator-cars are icetl in the same w ay while
III route, if necessary. Where feasible, however, they are run on to a s[)ccial siding, as near
the ice-house as possible, with a trestling or elevated platform alongside the siding at about
the height of the top of the cars connecting with the ice-house to facilitate the handling of
tlie ice from the house to the cars.

Relative to the quantit\- of ice used for various pur])oses, it is impossible to give data
that will Iidkl in all parts of the countr_\-. The following information can be talcen as a fair
average obtained from actual observation on one of the le.'^ding Eastern trunk-lines. There
are, generally, one or two coolers in ever\' passenger-car or Pullman coach, each cooler hold-

ICE-HOUSES. 6 1

ing from 30 to 40 lbs. of ice. This anuninl will last about 16 liouis in sninnui ami about 24
hours in winter, althour;]!. if the cars are kept will heated in winter, the ice will melt about
as fast as it docs in summer. Thus, with the knowledge of the number of regular trains run-
ning on a road, the approximate amount of ice required for tlve passenger service can be
ascertained. Provision should be made, however, for irregular and summer excursion trains,
which latter refjuire fully twice as much ice as regular trains. The quantity of ice needed for
station and olTfice use is determined by the number of coolers. Small stations, on the road
referred to above, receive 30 lbs. of ice dail\- in summer, while large stations receive from 75
to 125 lbs. The amount of ice required at shops varies according to the number of men
empIo}ed. Probably from 200 lbs. to 1000 lbs. dailj- during the summer months will answer,
the Litter amount being ample for the largest shop .system. The data at hand relative to the
ice capacity of refrigerator-cars varies considerably. According to the kind of car used and
the service expected of it, one charge will take from 1000 to 4100 lbs., wiiich charge will List
from 2\ or 3 da}s to a week. Ice melts faster in cars that are in motion than when they are
standing.

When estimating the probable quantity of ice to be stored, due allowance should be
made for shrinkage while in store. The loss of ice by shrinkage in the brick ice-house of the
Lehigh Valley Railroad at Mauch Chunk, Pa., is stated to be 10 per cent in one year, and
slightly more in the frame ice-house of the same railroad at Phillipsburg, N. J. The shrink-
age in a large house will be proportionate!)- much less than in a small house, as the shrinkage
is dependent on the exposed surface of the ice, which does not increase as fast as the cubical
contents. Due regard should also be paid to the possibility of a short crop during one sea-
son, wherever the railroad company harvests its own ice supply.

The nominal capacity of an ice-house is generally taken to mean the capacity up to the
eaves. V>y stocking the ice higher up under the roof, working from the gable ends or doors
cut in the roof, the capacity can be increased 10 per cent, or even more. The capacity of an
ice-house can be approximated by the following data. Sea-water weighs 64 lbs. per cubic
ft., rain-water 62}^ lbs., while pure solid ice averages 58.7 lbs. per cubic foot. Using the
last figure, 34 cubic ft. of ice arc equivalent to a ton of 2000 lbs. (the ton generally referred
to in railroad work), or 38] cubic ft. of ice make a standard ton of 2240 lbs. A very usual
assumption is, however, that ice weighs 60 lbs. per cubic ft., which gives 33/, cubic ft. to a
short ton, and n\ cubic ft. to a long ton. For practical purposes, in estimating the quantity
of stored ice, it jj correct to assume 36 cubic ft. per short ton or 40 cubic ft. per long ton, so
as to make due allowance for the voids and irregular packing of the cakes. In comparing,
however, the rcportetl ncmiinal capacities of difTerent ice-houses with their actual c.ibical con-
tent.s, the result shows 40 cubic ft. per short ton, and 45 cubic ft. per long ton. In some
cases even larger variations are obtained, more particularly in very large ice-houses, where the
lost space .seems to be proportionately larger than in smaller hou.ses.

The class of Lniildings used for ice-houses are cither of ;i tenii)orary nature or permanent
and substantial structures, the size and kind of building being dependent on the importance
of the location and the amount of ice to be stored. With very few exceptions, frame buildings
are in general use, which allows cheap structures to be built, in addition to the advantage
that wood is a very good non-conductor of heat. The essential features that should be em-

62 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

bodied in an ice-house design to insure success are non-lieat-conducting walls, the prevention
of air penetrating the house from the sides and bottom, ample ventilation on top of the ice,
good drainage at the bed, and proper appliances and arrangements for handling and stocking
the ice economically.

To make the walls as non-conductive of heat as possible and to prevent the passage of
air through them, an air-space, or a space filled with sawdust, shavings, ashes, or some non-
heat-conducting material, is introduced in the walls. Layers of building-paper or tarred felting
are also employed. A combination of several of these methods is usually the rule. Where
an air-space is used provision must be made to keep the air pure by proper openings
affording ventilation. Where the walls are filled in with sawdust or some similar material, it
is very essential to prevent moisture, as far as possible, from penetrating the filling material,
not onl)' on account of the damaging effect of the filling in that condition on the life of the
wood in contact with it, but also owing to the fact that the presence of water increases the
heat-conducting qualities of the filling material. Suitable holes under the eaves of the build-
ing, connecting with the top of the spaces in the walls, should be introduced, so as to afford
an}' moisture that may have penetrated the filling a chance to evaporate. A double roof is a
very desirable construction, but, as a rule, the only protection against heat penetrating through
the roof of the building consists of planking the roof rafters on top and bottom, creating an
air space equal to the thickness of the rafters. The outside of the building should be painted
some light color or whitewashed, as less heat of the sun will be thus absorbed. Doors and
ventilator openings should be located preferably on the north side of the building, wherever
feasible. Relative to the methods in use in American ice-houses for rendering the walls non-
conductive of heat, it can be said, in a general way, that the width of the air-spaces or open-
ings in the walls, to be filled with some insulating material, are too small to give the best
results, and that, further, the insulation of the roof is usually very imperfect.

Good ventilation over the top of the ice is essential to prevent sweating of the ice. It
must not, however, be created by a current of air, but simply be sufficient to keep the air
sweet, as it is called in ice-house parlance, or, in other words, pure and dry. It is also advan-
tageous to provide small board windows half-way down tlie sides, so that, when the level of
the ice in the house gets below these windows, they can be opened during cold weather, or on
cool nights, so as to purify the body of air at the lower level, the openings and ventilators in
the roof not affording, as a rule, sufficient ventilation when the ice is well drawn down. The
top of the ice is kept from direct contact with the air by a layer of sawdust, salt hay, or simi-
lar material. In the same way the sides of the ice pile are kept from direct contact with the
walls of the building.

Pro])er drainage of the bed on which the ice rests is very important, and it must be done
in such a way as not to allow currents of warm air from the outside of the liouse to penetrate
the bed and thus come in contact with the bottom of the ice, and also to prevent the cold
air in the house from escaping through the drain, thereby allowing the warm air at the top
of the house to descend nearer to the bed. This can be accomplished by a properly con-
structed water seal in the drain pipe or culvert, as shown in Figs. 157 and 158.

The floor in an ice-house should be higher than the surrounding ground, so as to keep
surface water out of the bed, and also to decrease the possibility of the warmth of the earth

ICE-HOUSES.

affecting the ice. Unless the ground is composed of porous materials, as sand or gravel, it is
necessary to use a heavy bed of broken stone, slag, cinders, or ashes, to afford better drainage.

Fig. 157. — Cross-section.

Fig. 158. — Cross-section.

In the coal regions coal dirt is u.sed very extensively for this purpose, with good results. On
top of the bed thus prepared it is customary to lay a loose floor of rough plank or mill slabs.
It is preferable, however, to place this floor on mud-sills or scantlings in such a way as to leave
an air-space below, which insures better drainage under the ice and assists to insulate the ice
from the heat of the earth. A layer of sawdust, brush, or similar material is spread on top of
this floor. It is a very common mistake in building ice-houses to simply level of? the ground
and lay down boards with a layer of sawdust on top to form the bed, the whole being sur-
rounded by water-tight masonry walls or earth embankments. The result is that tlic bottom
layers of ice are constantly in water, and hence melt much faster.

The top of the bedding material, whatever it be, should be dished from all sides toward
the centre of the house or toward the centre of each compartment, if the house is dividetl into
compartments, so as to give better drainage. An additional reason for this is, that, if the mass
of ice should have a tendency to slide on its bed, the resultant pressure would more likely be
toward the centre of the mass, and detrimental movements toward the sides of the building
would be prevented. The side walls and partitions are frequently tied together b)- wrought-
iron rods, so as to be better able to resist the pressure of the ice, in case it should move in a
body and bring an outward pressure on the walls.

To facilitate the handling of the ice into and out of the house, iloors should be arranged
at different levels, or else one door provided leading into a shaft inside the Iniilding, the sides
of the shaft being formed of loose boards, which can be adjusted to suit the change of level
of the ice. A double set of doors are better than a single door, as in the first case an air-
space is formed between the doors when closed. Large ice-houses are diviiled into compart-
ments, so that the ice is only exposed in one compartment at a time when the doors have to
be opened.

Small amounts of ice are handled by means of a tackle hung from a beam projecting out
from the building over the doors. Where large amounts of ice arc handleti daily, or while
stocking the house, it will be more economical to provide a small hoist, cage, elevator, or
traveller, operated by.steam or horse power, arranged to dump the blocks of ice automatically
when the proper level is reached.

The erection of an artificial-ice plant has, as far as the author knows, never been under-
taken by railroad companies. Having stutlicd the question veiy carefully Uo\w the theo-
retical, practical, and industrial standpoints, the author is firmly convinced that the intro-
duction of an artificial-ice plant on a railroad, especially in southern sections of the country.

64 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

would not onl}' result in a large saving to the r.iilroad company, but, if located at some large
town along the route, would be the source of considerable outside revenue.

The following apj)roximate sizes of ice-houses at different points, obtained from the best
available information, will aid in forming a general idea of the usual dimensions employed :

Tyrone shojis, Pennsylvania Railroad, i2oo-ton capacity, 33 ft. X 93 ft.

Harrisburg slioj)s, Pennsylvania Railroad, 1000-ton capacity, 25 ft. X 98 ft.

Cheyenne station, Northern Pacific Railroad, 700-ton capacity, 30 ft. X 50 ft.

Chicago, St. Paul & Kansas City Railroad, 500-ton standard, 28 ft. X 48 ft. X 18 ft. height of frame.

Philipsburg, N. J., Lehigh Valley Railroad, 1600-ton capacity, 22 ft. X 125 ft. X 28 ft. height
of frame.

Jersey City, N. J., Lehigh Valley Railroad, 2000-ton capacity, 30 ft. X 120 ft. X 24 ft. height of
frame.

Sayre, Pa., Lehigh Valley Railroad, 1500-ton capacity, 32 ft. X 63 ft. X 32 ft. height of frame.

Nickerson, Kan., Atchison, Topeka & Santa Fe Railroad, 1500-ton capacity, 40 ft. X 120 ft. X
20 ft. height of frame.

Mauch Chunk, Pa., Lehigh Valley Railroad, 1500-ton cajiacity, 32 ft. X 86 ft. X 28 ft. height of
brick side walls.

South Bethlehem, Pa., Lehigh Valley Railroad, 150-ton capacity, 18 ft. X 32 ft. X 12 ft. height
of frame.

In regard to the cost of frame ice-houses it can be stated, in general, that, within certain limits,
the larger the ice-house the cheaper it will prove per ton storage capacity. Thus, a 25-ton house
will cost from $3 to $4 per ton storage capacity; a 50-ton house, from $2.25 to $3 per ton storage
capacity; a 100- to 500-ton house from $1.75 10^2.25 per ton storage capacity; a 1000- to 2000-ton
house, from $1.50 to $2 per ton storage capacity. Very large storage ice-houses at lakes or rivers,
where the ice is harvested, can be built for about %\ i)er ton storage capacity, and even for less in
sections of the country where lumber is cheap. Exclusive of very large storage-houses, the cost
of frame ice-houses can be placed at from 4 to 7 cents per cubic foot, a good general average being 5
cents per cubic foot, or about $2 per ton storage capacity.

The following are descrijitions of ice-houses in use on railroads in this country.

Dcsii^/i for a Fifty-ton Ii\--hotnc. — A very cheap ice-house of about 50 tons nominal capacity
can be built as follows: size, 14 ft. square; height of frame from sill to eaves, 13 ft.; roof double-
pitched and covered with two Inyers of i-in. hemlock boards; sills, 4 in. X 6 in.; plates, 2 in. X 4 in.,
halved at corners; studs, 2 in. x 4 in., S])aced 18 in., mortised into the sills and spiked to the plates.
The inside and outside of the studding to be sheathed with hemlock boards, nailed horizontally, thus
forming a 4-in. space, which is tilled with sawdust. Two doors should be provided in one gable end,
one above the other, both being made double by means of horizontal boards placed on the inside of
the house as it is filled with ice, and removed as the ice is taken out. The roof projects over the
side I ft., and the space between the roof-boards and the plate is left open to afford ventilation. A
small ventilator or louvred lantern can be added on top of the roof if desired. The cost of such a
building would be about $125.

Fifty-ton Lce-hoiisc, Jersey City Terminal, Lehigh Valley Railroad. — The small ice-house of the
Lehigh Valley Railroad at its Jersey City terminal, used as a temporary ston^ge-house, has a nominal
capacity of 50 tons, although 60 tons can be packed into it. The house is 20 ft. X 14 ft. in size, and
the height of the frame from the sill to the plate is 9 ft. 6 in. It has a double-pitched roof, boarded
on the outside and beneath the rafters with i-in. hemlock boards, and covered with tarred roofing-felt.
The sills are 4 in. X 10 in.; studs, 2 in. X 6 in., spaced 16 in.; corner-studs, 6 in. X 6 in.; plates, 4
in. X 6 in.; rafters, 3 in. X 6 in., spaced i6 in.; nailers between rafters, 3 in. X 4 in.; outside and
inside sheathing, i-in. hendock, the space lietween lieing filled with sawdust. There are two doors
in one gable end of the house and a small louvred lantern on top. 'I'he cost is about !ii!i5o.

ICE-HO USES.

Onc-hiindied-and-fijty-ton fie-hoiisf, at Soiit/i Bfthlchcin, Pa., /..'//(i;/! Valley Kailnhid.—'Vhc ice-
house of the Lehigh Valley Railroad at South Bethlehem, Pa., has a nominal capacity of 150 tons. It
is 32 ft. X 18 ft. in size, and about 12 ft. high from ground to eaves. Its construction and tinil)ers
are similar to the fifty-ton ice-house of the Lehigh Valley Railroad at Jersey City, described above.
Its cost can be placed at about $350.

Standard Fivc-hiindrcd-ton Ice-house, Chicago, St. Paul &■' A'a//sas City Railroad. — '{'he standard
500-ton ice-house of the Chicago, St. Paul & Kansas City Railroad, shown in Fii^s. 159 lo 162,
designed by Mr. H. Fernstrom, C:hief Engineer, and Mr. C. A. Reed, Sui>ervising Architect, C, St. P.
iS; K. C. R. R., is a frame building, sheathed on the outside and inside with i-in. boards, with a
double-pitched roof covered with a double layer of i-in. Itoards. The size of the house is 48 ft.
X 28 ft., and the height from bottom of sill to top of i)late 18 ft. At each gable end are three

<^^

Fig. 159. — Front Elevation.

Fig. 160. — Ckoss-skction.

doors above each other, and at the height of the top of a freight-car a platform or scaffolding
with a swinging platform is arranged so as to be easily dropped on top of a car to facilitate the

Fig. 161. — GRouNi)-rL.\N.

Fig. 162.— LoNGiruniNAi. Sf.ction.

iiandling of ice in icing refrigerator-car.s. Tliere is a small louvred 1, intern at the centre of the
house, 5 ft. X 6 ft. in si/.e. The sills are kept from spreading by four i-in. iron rods placed across
the house at the level of the floor.

The principal timbers used are as follows: sills, 8 in. X 10 in., laid flat; corner-posts, 8 in. X 8
in.; studs, 2 in. X 10 in., spaced 12 in., and notched over the inside of the sills to keep the foot of
the studding from being crowded out by the jiressure of the ice. The platform in front of the house
is composed of 6-in. X 8-in. uprights, 6-in. X 6-in. caps, 2-in. X 8-in. joists, 2-in. Iloor-plank, and
2-in. X 6-in. X-bracing. The roof-trusses are spaced 3 ft. apart, and are formed of boards as follows:
rafters, 2 in. X 8 in.; tie-beams, 2 in. X 10 in.; straps, 2 in. X 6 in.

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

The approximalc tost of ihis Ijuuse is alu.ul $! lou tu $1200, and the capacity can be considered
as nearer 600 ihan 500 ions, as stated above

Fifteen-hundied-ioii La-Iiouse at Sayre, Pa., Lelii,i;li Valley Railroad.— The 1500-ton ice-house
of the Lehis^h Vallev Raihoad at Sayre, ?a., designed by Mr. A. W. Stedman, Chief Engineer, L. V.

Fig. 163. — Front Elevation.

Fig. 164. — Detail Plan of Walls.

R. R., assisted by Mr. F. E. Schnll, shown in Figs. T63 and 164, is a weU-designed frame ice-house, 63
ft. X 32 ft. 8 in., out to out, and 32 ft. high from bottom of sill to top of plate. The house is divided
into two compartments, each 30 ft. X 30 ft. inside. The distinguishing feature of this design is the
combined use ot an air-space and a space filled with sawdust in the side wails, thus forming a double
protection against the penetration of heat. A ventilator at the ridge of the roof, 8 ft. wide and 4 ft.
high, extends nearly the entire length of the building, affording excellent ventilation. There are
five double doors over each other on both outside walls of each compartment, and six such doors
over each other in each gable end. These double doors, one outside and the other inside, are made
to close tightly, leaving an air-space of 6 in. between them. The inner doors are made in two
l)ieces, so-called Dutch or halved doors, to facilitate opening inwardly as the level of the ice is
changed. The building rests on small masonry walls, and the floor consists of i-in. rough hemlock
boards laid open on a layer of coal dirt. A number of drain-holes, 6 in. square, are provided in the
foundation-walls to allow drainage.

The principal timbers used are as follows: sills, 4 in. X 10 in., laid on top of the stone walls;
inside studding, footing on the masonry on the inside of the sill, 2 in. X 4 in., spaced about 20 in.;
inside corner-studs and door-studs, 3 in. X 4 in. The inside studding is planked on both sides with
i-in. rough hemlock boards, and the space of 4 in. thus formed between the boards is filled with saw-
dust. Outside of this inside studding, which is double sheathed, forming a space filled with sawdust,
as explained, there are additional outside studs, 3-in. X lo-in. hemlock, planed on two sides, footed
on the sill of the building. These outside studs are spaced 3 ft. 4 in. all around the outside of the
building, excepting at the doors, where 4-in. X 9-in. special door-studs are set flush with the inside
sheathing of the house. Hemlock nailing-strips, 4 in. X i in., are fastened on each side of the 3-in.
X lo-in. outside studs, next to the outside sheathing of the inner sawdust space. These nailing-
strips serve to support |-in. tongued and grooved white-pine boards, planed on one side, which are
fitted horizontally between the outside studs, thus forming a 4-in. air-space outside of the 4-in. saw-
dust space. The transverse partition at the centre of the house between the two com])artments is
formed of 2-in. X 6-in. studs, sheathed on both sides witli i-in. rough hemlock bt)ards, the 6-in.
space thus formed being filled with sawdust. Several doors are cut in this partition to afford con-
nection between the two compartments. The plates of the side walls are 4-in. X lo-in. hemlock;
rafters, 3 in. X 8 in., sjiaced 24 in.; tie-beams or ceiling-joists, 3 in. X 10 in., spaced 4 ft., and

ICE-HOUSES.

sheathed on lop with i In. roiiLjh hcinhn.k hoards. The roof is covered with i-in. tongued and
grooved hemlock hoards, not over 8 in. wide. The ventihator is formed of 4-in. X 4-in. sills, 3-in.
X 4-in. plates; 3-in. X 4-in. rafters, spaced 39 in.; and 3-in. X 4-in. studs, spaced 39 rn. The
single outside doors are 5 ft. 8 in. high X 4 ft. 4 in. wide. The frames of the outside doors are made
of 6 in. X \\ in. stuff, and those of the inside doors are 4 in. X i^ in. All the doors are X-braced
with 3 in. X \\ in. stuff, and covered with i-in. boards. The spaces between the roof-boards and
the plates are left open for ventilation. The building is tied together at the centre liy two i-j-in.
iron rods.

The cost of this building can Ije placed at about $2500 to $3000, varying according to the local-
ity and '.he depth of the foundations.

Tu) thousand-ton Ice-house at Jersey City, N. J., Lchii^h Valley Railroad.- -'\\\q two-thousand-ton
ice h rase of the l.ehigh Valley Railroad, at Jersey City, N. J., shown in Figs. 165 to 168, designed by

T-

III i"* -fe

Fig. 165. — Front Elevation.

1 — -•
Fig. 166. — Ground-plan at Shaft.

Fig. 167.— Elevation of Hoisting-cage.

Fig. 16S. — Plan of Hoisting-cagk.

]\Ir. C. Rosenberg, Master Carpenter, Lehigh \'alley Railroad, is a frame structure, 30 ft. <S in. wide X
120 ft. 8 in. long, outside dimensions, and 24 ft. high from ground to eaves. It is divided into four
com])artments, each 30 ft. X 30 ft. There is a loading platform, 6 ft. wide on one side of the house
along a track, the floor of the platform being level with the car-floor. Two hoistr, on this [ilatform
connect with shafts inside the building, each hoist supplying two of the four conipartincnts in the
house.

The side walls in this building have an 8-in. sjjace filled with sawdust, and outside of that a
3-in. air-space. The studding is formed of 8-in. stuff, ceiled on the inside with i-in. rough boards
laid horizonfally, and :,heathed on the outside with i-in. rough boards laid diagonally, thereby

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

forming the 8-in. space filled with sawdust. The 3-in. air-space is obtained by nailing 3 in. X 4 in.
pieces to the outside sheathing of the 8-in. studding, and then closing in the entire building with
bevelled weather-boarding. The roof is ceiled underneath the rafters with i-in. rough boards and
covered with tarred roofing-felt on i-in. boards. There is a 4-ft. X lo-ft. louvred ventilator in the
roof over each compartment.

There are three sliding-doors in the side of the building and one door in the roof at each shaft
or hoist. The sliding-doors are arranged so as to fit the openings tightly by means of suitable at-
tachments and locking devices. The doors in the roof open inwardly. The sides of the shaft inside
the building are made of loose boards working in slots, so that the top of the shaft can be kejit at
any desired height, or the shaft removed with the exception of the u|jright corner-pieces.

The foundations of the house are stone walls, with proper openings to allow for drainage. The
floor in each compartment is dished from the corners to the centre, and is made of a layer of about
2 ft. of ashes on top of broken stone, lilind drains were built underneath the broken stone to give
better drainage.

The principal timbers used are as follows: sills, 6 in. X 8 in.; princi]ial studs, 8 in. X 8 in.;
intermediate studs, 3 in. X 8 in., spaced 24 in.; outside studding to form air-space, 3 in. X 4 in.;
plates, 6 in. X 8 in.; rafters, 3 in. X 6 in., spaced 24 in.

The cage of the hoist is provided with an arrangement for discharging the ice-blocks automati-
cally into the house at any desired height. The cage consists of a frame supporting a platform
pivoted at its centre. The side of the platform next to the house is held up by a cam underneath it,
which cam is attached to the frame. This cam is connected by a chain or rope to a ring at the foot
of the hoist, which allows the length of the rope to be readily adjusted. When the cage has been
hoisted to the desired height, the rope becomes taut and draws the cam from beneath the platform,
allowing the side of the platform next to the building to drop and shooting the block of ice into the
house, where men are ready to receive it. While filling the house this hoist is operated by a small
jjortable steam-engine or by horse-power. For drawing the daily supply from the house, a smaller
platform woiked by a hand windlass is used.

This building has given very good satisfaction. Its cost can be placed at about $3000 to

$3500-

Fifteen-huiidred-toii Lce-Iioiise at Nkkersflii, Kan., Atchison, Topfka &= Santa Fe Railroad. — The
ice-house of the Atchison, Topeka & Santa Fe Railroad at Nickerson, Kan., show'n in Figs. i6g to 171,

R I I

-1 — r

-I I I I »rc

Fig. i6g,- Elevation of Frame.

Fig. 170. — Front Elevation.

Fu;. 171.— GRouND-rLAN.

with a nominal cajjacity of 1500 tons, but able to hold 1800 tons, is a frame structure divided into
five compartments. The outside dimensions of the house are 120 ft. X 40 ft., and the height of the

ICE-HOUSES.

frame from the top of sill to lioltom of plate is 20 ft. 'Ihc siiie walls ami transverse partitions are
14 in. thick. The inside dimensions of the compartments are 22 ft. 10 in. X 37 ft. 8 in. 'i'here are
three louvred lanterns, each 5 ft. 6 in. X 4 ft. 6 in., on the roof, and four doors over each other for
each compartment on one side of the house. The foundations are formed of posts, set on plank in
the ground about every 5 ft., under the side walls and under the partitions. The sills are made of
six pieces, each 2 in. X 12 in.; the plates are in three pieces, each 2 in. X 12 in. The corner-studs
and intermediate studs in the gable ends and partitions are 12 in. X 12 in., and the door-studs are
6 in. X 18 in.; all other studs are 2 in. X 12 in., spaced about 27 in., and the corner-braces
2 in. X 6 in. The roof is double-pitched, with rafters spaced about 30 in.; rafters, 2 in. X 8 in.;
tie-beams in two pieces, each 2 in. X 6 in. The building is kept from spreading longitudinally l)y
four li-in. rods in each compartment, and at each transverse partition by four i-in. rods. Doors are
each 3 ft. 10 in. high X 4 ft. 4 in. wide. Outside walls are ceiled on the inside with i-in. rough
boards, nailed horizontally, and sheathed on the outside with i-in. upright boards and battens. The
cross partitions are planked on each side with i-in. rough boards. The ground inside the house is
covered with a layer of broken stone to facilitate drainage. The cost of this ice-house can be placed
appro.ximately at $3500, dependent on local conditions and the depth of the foundations.

Fifteeii-huiidrcd-ton Brick Ice-hoiisc at Munch Chunk, Pa., Lehigh Valley Railroad. — The brick
ice-house of the Lehigh Valley Railroad at Mauch Chunk, I'a., shown in Figs. 172 and 173, has a
nominal capacity of 1500 tons, but it can luild 1700 tons. The house was built of brick, partly to

Fig. 172. — Perspective.

Fig. 173. — Uei AIL Sechon of Wall and Floor.

lessen the danger from fire and partly on accouiit of its proximity to the station building, there being
a heavy passenger and excursion travel at this station. The building is 86 ft. long X 32 ft. wide, out-
side measurements, and 28 ft. high from the floor to the bottom of the tie-beam. The walls are built
with a 2^-in. air-space in their interior. The brick wall outside of this air-space is 9 in. thick in the
panels and 13 in. thick at the pilasters ; the brickwork inside of the air-space is 4^ in. thick. 'J"he
brick walls rest on stone rubble-masonry foundations. Inside the brick walls there is a timber frame,
consisting of 3-in. X 6-in. studs, spaced 24 in., and sheathed on both sides with i-in. rough boards,
which thus form a 6-in. space that is filled with sawdust. The outside sheathing of this timber frame
is kept 2 in. away from the inside of the brick wall, giving thus an additional air-sjjace. The protec-
tion thus secured by the 2i-in. air-space in the brick wall proper, the 2-in. air-space between the
brick wall and the timber lining, and the 6-in. sawdust space, has proved very effective. The bond
between the two parts of the brick wall on each side of the air-space in the wall is maintained by
iron plates laid between the bricks and extending across the air-space, Ihe plates being spaced 24 in.
apart. The air-space in the wall has oi)enings near the foot of the wall and near the eaves, so as to
keep the air fresh. The house is divided into two compartments by a partition at its centre. The
floor is formed of an 8-in. to lo-in. layer of broken stones, on to|) of which there is a 6-in. course of
coal dirt, covered by 2-in. rough boards laid open. On top of the boards a 6-in. layer of sawdust is
spread before the ice is put into the house. Suitable drain-holes are provided in the foundation
walls to allow proper drainage of the bed. There are two ventilators in the roof, three doors in each
gable end of the house, and twelve doors on tlie side toward the tracks, the building being set with

7o BUILDrNGS AND STRUCTURES OF AMERICAN RAILROADS.

its back against tlie mountain. The roof is covered with slate on boards. The loss from shrinkage
of the ice in this house is stated to be from lo to ii per cent during one year.

Sixteen hundred-ton Icc-Zioi/sr, Phillipsbiiii;, N. J., Lfhigh Valley Railroad. — The ice-house of the
Lehigh Valley Railroad at Piiilli])sburg, N. J., has a nominal capacity of 1600 tons, and is a frame
building similar to the large ice-house of the same railroad built at Jersey City, described above,
excepting that there is only a sawdust space, but no air-space, in the side walls. The size of the
house is 125 /t. X 22 ft. outside dimensions, and 28 ft. high from ground level to the plate. The
arrangements for proper ventilation of the side walls and the space above the ice in this house are
good, and it has been found that, by exercising proper discretion in ventilating the house and keejiing
the air fresh, the so-called sweating of the ice is prevented to a large extent. When this house was
first built, the 8-in. space in the side walls between the outside and inside sheathing was left as an air-
space and no sawdust filling employed, the result being a shrinkage of ice in one year of from 25
to 30 per cent. After this space was filled with sawdust the loss was reduced at least 10 per cent.

SAND-BOUSES.

CHAPTER XI.

SAND- HOUSES.

Sand-IKiUSES arc rcqLiiietl un railroads to store sand for use on eiii^iiies to increase the
friction of the tli i\inLj-\vheels on the rails on hea\^y grades, or when the rails are in a sli[)[)er)'
condition. Tiie sand must be dry in order to run freely through the pipes leading from the
sand-box of the engine to where the sand is spouted on the rails in front of the driving-
wheels. Sand, freshly dug, is always more or less moist, anil it absorbs moisture from the
air very easil}', even when projierly stored under cover, so that artificial tirjing becomes a
necessity. Sand houses, therefore, have three distinct functions, namely, the storage of wet
sand, the drying of the same, and the storage of the dry sand.

Sand-houses are usually provided at all points on a railroad where engines are changed,
or in connection with engine-houses and coaling stations; in other words, wherever engines
are sujiplied with coal, water, oil, sand, etc., before starting on a run. For this reason
sand-houses will generally be found located along a track leading to or from an engine-house,
yard system, coaling or water station. Even where the amount of sand to be used is very
small, it will be found more advantageous to dry it at the place where it is to be supplied to
engines, than to attempt to ship dry sand from a large, central sand-house at some distant
point, because, if the weather be damp, the sand will collect moisture again during transit or
while in store. It requires very little attention and labor to dry sand at intervals in small
amounts with the ordinary cast-iron sand-drj-ing stoves, and the>- do not, therefore, call for the
regular employment of special help for that purpose.

The main consideration to be kept in view in designing a sand-house is economy in
handling the material and in the amount of fuel required in the drj-ing process. In tlie
operation of a santl-housc the several steps consist of storing the wet sand, keeping it as free
from moisture as possible while in store, the drying process proper, the stocking of the dry
sand, and, finally, the delivery of the dry sand to engines.

In storing sand it is best to put it uniler cover, but the structure should be arranged to
admit plenty of light and air on pleasant da)'s, the free circulation of dry air over the pile
being very desirable. This is usually accomplished to a certain degree by leaving the sides
of the shed open at tiie t(3p, but the more effective construction is to introduce louvres or
movable slat sash or shutters, which allow the house to be closed during very damp weather.
Where the size of the house will warrant it, or steam is convenient, it will be found very
advantageous to place a few steam-coils around the sides of the store-shed above the sand-
pile, or to hang them from the roof, so as to slightly heat the air that circulates over the pil-e,
and thus prevent moisture, especially in damj) weather, from entering the sand.

Wet or green sand, as it is termed, is usually brought to the house in cars and cast into

72 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

the .storage-shc(.l tliruugli openings in the sides of the building, or it is wlieeled off the cars
into the house. Where provision can be made for an elevated track, the car is cither run
into the house or over the top of the house, the sand being clumped from hopper-cars or cast
off sideways. A very good location for a sand-house is under the tail-track of a coal-trestle,
where this is feasible. Too much importance, hi5\\ever, should not be placed on an elevated
delivery track, as the sand must be shovelled anyhow, except when delivered in hopper-cars.
In other words, it would not pay to construct a special incline and trestle approach to facili-
tate unloading sand into store from an elevated track, unless the quantity to be handled is
very large.

The drying process is conducted in several waj-s, the one most used being by means of
so-called sand-drying stoves, of which there are a number of styles, the general features con-
sisting of an ordinary cast-iron stove, with shallow pans near the top, or surrounded with a
conical rctoi t or drum around the body of the stove. The sand is packed in the pans or
retorts, and a slow tire maintained until the sand is dry, when it is drawn off or scraped out
through ,ip[)rupriate openings. Another form of a sand-drier is a revolving sheet-iron cylin-
der set at an angle in a furnace. A fire is kept up in the furnace while the cylinder is slowly
revolved, the sand being fed into the upper end of the cylinder and passing out through a
screen at the lower end. Another method is to put the wet sand in a trough with a system
of steam-pipes forming a grating through which the sand, as it dries, gradually descends to
the bottom of the trough, which is open, allowing the drj' sand to drop on the floor. It is
claimed that this system is very efficient and economical, where copper steam-pipes are used.
In some sand-houses fires are maintained in brick or stone flues under the sand-pile. When
the sand is thoroughly heated the fires are stopped until a fresh lot of wet sand is received.

After dr)-ing, the sand is generall}' screened and then shovelled into bins on the ground-
floor of the buikling or on a level with the footboard of engines. Another system is to ele-
vate the dry sand by an endless bucket belt, an appropriate hoisting apparatus, a cold blast,
or an elevator system of some kind, to storage-bins overhead, whence it can be spouted
down to the sand-boxes of engines or drawn into buckets by the enginemen. The Erie
Railroad has on its Delaware division a sand-house, in which dr\' sand is elevated by a cold
blast to a storage-bin, from where it is discharged directly into the sand-boxes of engines.
In some sand-houses a large number of buckets are kept filled with dry sand on a platform
adjacent to the track and on a level with the footboard of engines, so that the enginemen
can pick u[) as nian\- buckets o{ sand as they require and empty them into tlie saml-box with-
out the delay incident to drawing the sand or filling the buckets. Another s\stom in use is
to have large buckets witli drop bottoms staiuling filled with sand alongside the tr.ick ; when
an engine stops for sand, the buckets are picked up antl swung around over the sand-box by
means of a derrick arm or gallows frame, and then discharged upon releasing the catch.
This method deserves mention for its simplicity, and it will give about as quick dispatch in
suppl)'ing sand to engines as a more elaborate elevator and overhead storage-bin sj-stem.

In designing a sand-house, due regard must be paid to the quantity of sand to pass daily
through the house. Where the usual help around a yard or engine-house system is to be re-
lied on for its operation, it is essential to provide systems that involve a minimum amount of
constant attention and labor. However, the introduction of labor-saving contrivances should

SAND-BO USES. 73

not be carried to extremes, as illustrated in a saiul-housi.: of one of the leading Eastern trunk
lines, where an elaborate trough-and-bucket system with bill conveyor is employed to take
the wet sand to the drying troughs — a distance of about 10 ft., another bucket elevator being
used to lift the dry sand to a platform 8 ft. higher than the floor of the drying-room, a 10-
horse-povver engine completing the plant. \\'hile this device might appear perfect at first
glance, yet in actual operation it is a failure, requiring tlie constant attention of an engineer,
and the output being entirel}' controlletl b)- the speed with which a man can feed sand to tlie
foot of the trough conveyor, which carries the sand a little farther.

The size and style of a sand-house to be adopted at any particular point depend uj)on
the importance of the location, the grades that the engines have to pass, the number of en-
gines to be supplied dail_\- ; also, whether tlie engine crew can be relied on to draw sand, or
whether it is imjiortant to enable engines to take santl qiiickl)' without an}' assistance from
the engine crew. As indicative, however, of the sizes in general use, the approximate dimen-
sions of the following sand-houses can be mentioned : Richmond & Alleghany Railroad, at
Ric'nmond, Va., 16 ft. 6 in. X 14 ft. 6 in. ; Atchison, Topeka & Santa Fe Railroad, 16 ft. X
28 ft.; Lehigh Vallev Railroad, at Perth Aniboy, N. J . 54 ft. X 20ft.; design for Philadel-
phia & Reading Railroad, 16 ft. X 16 ft.; Chicago. Burlington & Quincy Railroad, at Burling-
ton, III., storeiiouse, 50ft. X 29 ft., and sand-drying tower, 19 ft. X 19 ft. ; Pitt.sburgh, Cincin-
nati & St. Louis Railroad, at Columbus, O., 91 ft. X 43 ft. ; design for Lehigh Valley
Railroad, 68 ft. X 18 ft.; Pennsylvania Railroad, at Connemaugh, Pa, 60 ft. X average width
27 ft.-. Penns}-lvania R.ai]roatl, at Pittsburgh, Pa., 16 ft. X 36 ft.; Penns_\'lvania Railroad, at
Jersey City, N. J., 21 ft. X 29 ft. ; Pennsylvania Railroad, at Tyrone, Pa., 20 ft. 6 in. X i 2 ft. ;
Pennsylvania Railroad, at Huntingdon, N. J., 20 ft. 6 in. X 12 ft. ; Pennsylvania Railioail,
at Blairsville, Pa., 26 ft. X 15 ft. 6 in. ; Pennsylvania Railroad at Mifflin, Pa., 20 ft. X 15 ft.;
Lehigh Valley Railroad, at Weatherly, Pa., 30 ft. X 20 ft. ; Pennsjlvania Railroad, at Wash-
ington, I). C, 30 ft. X 20 ft.

The ordinar)' cast-iron sand-drying stove is to be recommended, especial!)' where only a
small amount of sand is required daily, and where it is desirable that the usual lulp in the
vicinit)' should also look after the sand-house. If steam can be introduced in the house, tlien
a steam-pijje sand-drj'ing trough with copper pipes will prove advantageous, esjieciall)- where
large amounts of sand have to be handled. In addition, the trough system diminishes the
possible loss from fire.

Another economical method, referred to above, is that employed on the Lehigli \'alley
Railroad, at \Veatlierl\', Pa., and on the Phihulclphia & Reading Railroad, at Cressona, Pa.,
where a fire is kept up in I he flues under the sand-pile for several da}'s at a time. This melhoil
entails little labor, but, owing to the large quantities to be heated at a time, the sand dries
very unevenly, besides being likely to collect moisture before being used. This last defect
can be obviated by introducing steam-coils at the top of the sand-pile, as referred to above.

The lifting of the dry sand by elevators, hoists, or cold blast into an elevated bin, from
where it can be shot down into the saiul-box, or drawn by the enginemen from a sjiout into
buckets, is quite a feature where large ([uantities of sand are to be handled ilail}', and one or
more men are emplojed steadily for the .sand service, and it is an object to enable engines to
take sand quickly. Similar results, however, without elaborate appliances and such a costly

74 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

building, can be practically obUiincd b)' kccpiny a number of buckets filled with sand on a
platform adjacent to the track at a convenient elevation, or by the use of a swinging derrick-
arm and a bucket with drop-bottom.

The patentees of a cylindrical drying-machine published in the Railroad Gazette of May
4, 1888, the following data for drying sand with a cast-iron sand-drying stove, as compared with
the work of their patented machine:

Railroad stove- Patented cylindrical
drier. apparatus.

Pounds wet sand dried and screened per hour 675 16,000

Pounds common soft coal consumed per hour 24 180

Pounds water dried out ])er lb. coal burned i Si

Average percentage of water in the two different sands 035 .093

Men's labor required ' 3

Expense of drying one ton of sand:

Cost of labor at 15 cents per hour 44 cts. 55 cts.

Cost of coal at 12^ cents jjer bushel- iiiV " 32

Cost of steam motive power 3

Cost of interest, repairs, and depreciation 2 " 2

Total 57 iV tts. 14 cts.

The following descriptions of sand-houses are introduced as forming an interesting addi-
tion to above general remarks on the subject.

Sand-house at Richmond, Va., Richmond &^ Alleghany Railroad.— 'Yh^ sand-house of the Richmond
& Alleghany Railroad, shown in Figs. 174 and 175, is a good type of a cheap sand-house, where a

?W^

\' ^

ij"-" 1

§.

•a

■b

Fit;. 174- — Ckoss si'.moN.

V\>;. 175 — Gi«n\n-ri AN.

limited amount of sand is used. The house is a low frame structure, 16 ft. 6 in. X 14 ft. 6 in., with
an open bin, 6 ft. 6 in. X 14 ft. 6 in., adjoining one end of the liuilding for the wet sand. In operating
this house the wet sand is delivered from cars into the open liiii, and fr(nn thence it is shovelled, as
recjuired, through an opening in the side of the building into an interior storage-bin for wet sand. A
cast-iron sand-drying stove is located in the middle of the house, which is filled from the wet-sand bin.
As the sand dries, it drojis to the floor through openings in the sides of the stove, from where il is
thrown on a screen placed over the dry-sand bin at the other end of the buikling. The enginemen
are required to enter the house and fill their buckets with sand directly fr(nn the dry-sand bin.

The frame is 10 ft. high on the front of the building and 9 ft. on the rear. Tlie principal sizes are
as follows : sills, 4 in. X 6 in. ; jdates, 4 in. X 4 in. ; corner and door studs, 4 in. X 4 in. ; inter-
mediatt; studding, 3 in. X 4 in., spaced about 18 in. ; nailers, 3 in, X 4 in. ; rafters, 3 in. X 6 in.;

SAiYD-HOUSES.

posts for bin ]inrtitions, 3 in. X 4 in. ; rails for bin partitions, 4 m. X 6 in. ; floor in liins, 2 in. ; out-
side sheatiiing, J-in. vertical boards with battens ; roof-sheathing, J-in. boards, covered with tin.

While, as stated above, this is a representative design for a cheap sand-house, it could be im-
proved by roofing over the outer wet-sand l)in, and the second handling of the wet sand from the
outside bin to the interior one sliould be avoided.

Si7i/i/-/i(>i/st\ Atiiiisoii, Topcka c^ Santa Fc Railroad. — The sand-house in use on the Atchison,
Topeka iS: Santa Fe Railroad, shown in Figs. 176 to 17S, prepared from data furnished by Mr. J. M.

Fig. 17^). — Front Elevatiov.

Fig. 177. — Cross-section.

1 ^ L.:.-J "

" " .g

Coj/ S/'/i

iJ a -» »

I— I-*— ^lf-4j-iL-o

^__^^2~

Dry <S,fni^ B/n •

Meade, Assistant Engineer, A., T. & S. F. R. R., is built on a similar plan to the foregoing one, except-
ing that it is on a larger scale and is arranged for two sand-drying stoves. The building is a one-story
frame structure, 16 ft. X 28 ft. and 9 ft. high from
sill to plate, with a double-pitched roof. The wet
sand is shovelled from cars through an opening in
the side of the house into the wet-sand bin, which
is 6 ft. wide and 16 ft. long. From this bin the sand
is fed to the sand-drying stoves as fast as required,
and when dry the sand is thrown over a sand-screen,
from where it is put into the dry-sand bin facing
the track travelled by the engines. The floor of
the dry-sand bin is inclined so as to form a hoi^per,
the sand being drawn on the outside of the build-
ing through a funnel-shaped apjiliance with a stop-
gate. A bin to keep the supply of coal required for
the stoves is located in one corner of the house.
The arrangement of the screen for screening the
sand is noteworthy. Its upper end is hinged to the
side of the building on a level with the sill of a
small window, and its lower end is provided with a
recess or pocket to catch stones and rubbish that
do not pass through the screen. By means of a rope running over a pulley in the roof of the building
and attached to the lower end of the screen, the latter is raised antl the accumulated rubbish in tlic
pocket discharged through the window without extra handling.

The principal sizes used are as follows : sills, 6 in. X 6 in. ; studs, 2 in. X 6 in., sjiaccd 24 in. ;
plates, 2 in. X 6 in. ; floor-joists, 2 in. X 12 in., s])aced 16 in. ; floor, 2-in. plank ; rafters, 2 in. X 4
in., spaced 28 in. ; lining of wet-sand bin, i-in. boards ; lining of dry-sand bin, i-in. boards and No.
II tank-iron ; lining of coal-bin, 2-in. plank.

The interior arrangement of this building is very well planned, with the exception of the location
of the sand-screen, which should be nearer the dry-sand bin, so as to avoid cross movements and
extra handling of the sand in its passage from the wet to the dry-sand bin, unless the wet sand is
screened before being [lut in the driers, in which case the location of the screen is all right.

Fio. 178. — GRorNn-ri..\N.

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

r^=?

Saiui-lwusc at I'erth Aml'oy, N. J., Lehigh Valley Railroad. — '\\\^ sand-liouse of ihu Lehigh
Valley Railroad at Perth Amboy, N. J., shown in Fig. 179 is a one-story frame struciure, 54 ft. X

20 ft., built under the tail track of the engine
coaling trestle at that point. Tlie house is divided
into three compartments — one for the storage of
wet sand, the middle one for the cast-iron sand-
drying stoves, of which there are four, and an end
CiVmp-vtment for the storage of the dry sand. The
sand is dropped from hopper-cars, or shovelled off
Fig. 179.— Ground-plan. sideways from flat cars, through hatches in the roof

into the wet-sand bin. The sand is then shovelled or wheeled through an opening in the partition
wall to the sand-drying stoves. The dried sand drops on the floor around the stoves and is thrown on
a screen placed over the dry-sand bin. A small door and platform are provided at the end of the
dry-sand bin on the side of the house ne.\t to the track. The enginemen step off from the footboard
of the engine, enter the house, and take sand directly from the bin, or, in busy times, buckets of sand
are kept on the platform to give quicker dispatch to the engines.

As regards economy of labor, compactness of design, and cheapness of construction, this house
is one of the best known to the author. It would be an improvement to have the same arrange-
ment of the screen over the dry-sand bin as used in the sand-house of the Atchison, Topeka & Santa
Fe Railroad, described above, so as to discharge the refuse and gravel outside of the house instead
of on the floor of the sand-drying room in front of the dry-sand bin.

Saiid-hoiisc Design, Fhiladclphia 6- Reading Railroad. — A sand-house design made for the Phil-
adelphia & Reading Railroad, shown in Fig. 180, represents a frame building, 16 ft. X 16 ft. and about
18 ft. high. In the centre of the building there is
an iron sand-drying stove with a large drum on top
reaching up into a wet-sand bin located overhead.
An ordinary stove-pipe or funnel is connected with
the drum and projects up through the roof, it being
the intention to utilize the heat of the gases ascend-
ing from the stove to effect a preliminary warming
or drying of the sand, before it drops automatically
into the large shallow drying-pan encircling the
stove, as fast as the dry sand is drawn from the
pan. While in this plan there is no labor connected
with the placing of the wet sand in the drying-pan,
there is extra labor connected with placing the sand
in the elevated bin, unless dumped from an elevated
track. To allow the entire contents of the bin to
run automatically into the drum, the floor of the bin
should be hopper-shaped. This design is interest-
ing, however, as marking a step in the development
of sand-houses, but it is costly, and not to be
specially recommended.

Sand-house at Burlington, III., Chicago, Bur-
lington !s' Quincy Railroad. — The sand-house of the
Chicago, Burlington & Quincy Railroad, illustrated
and described in the Railroad Gazette of July 22, 1887, is a brick structure of considerable proportions,
divided into a wet-sand store, 50 ft. long by an average width of 29 ft., and a dry-sand tower, 19 ft
X 19 ft. The height of the sand-store is about 24 ft. to the eaves, and that of the tower about.
33 ft. In operating the house, the wet sand is run into the w-et-sand store in cars on a trestle track,
and dumped from hopper-cars or shovelled off into store. The wet sand is wheeled, as required,
from the store to driers of the steam-pipe trough pattern situated on the floor of the dry-sand
tower. The dried sand drops from the troughs into a hoii])er leading to the foot of a bucket elevator

.^/;

Fig. iSo. — Cross-skction.

SA ND-HO USES. 7 7

operated by hand, wliiih conveys ihe sand inlo a hoiiper-shaped dry-sand bin occupjing the lop of
tlie tower. From tliis elevated storage-bin tlie sand is drawn through spouts directly into the sand-
box of the engine, similarly to the manner that water is drawn from a water-tank through a goose-
neck, or grain is spouted from a grain-elevator into boats or cars. The walls of the building are tied
together by rods. The store-room is designed so as to be able to give good ventilation over the
sand-pile. The trapezoidal shape of the store-house is due to local circumstances, the building
being located between two converging tracks leading to an engine-house. Tiie dry-sand bin in
the tower is arranged so as to deliver sand to engines on either track. For some reason, the steam-
pipe trough-driers originally intended to be used were replaced by cast-iron sand-drying stoves when
the building was put into operation, the other arrangements of the building remaining the same.
The valve at the end of the sand-delivery spout is an ingenious arrangement, consisting of a
copper bucket hung on a pivot bar strapped to the pipe by a wrought-iron band. When the bucket
hangs freely from the pivot, the sand runs from the pipe until it fills the bucket sufficiently to clog
the mouth of the pipe, thus stopping the flow. To open the valve, it is simply necessary to swing
the bucket upwards, and to hold it in that position so long as it is desired to draw sand; on being
released the bucket drops and shuts off the flow. The track inside the house is a continuation of
the tail track of a coal-chute trestle at that point.

Where large quantities of sand have to be handled, and the quick dispatch of engines is impor-
tant, the general system embodied in this plant can be recommended, although the building need
not be made as substantial as in the case described.

Sand-house at Columbus, O., Pittsburgh, Cincinnati is' St. Louis Raihoay. — The sand-house of the
Pittsburgh, Cincinnati & St. Louis Railway, plans for which were published in the Railroad Gazette of
April 22, 1887, is divided into an open frame shed, 60 ft. X 43 ft., for the storage of the wet sand,
and a brick dry-sand house, 31 ft. X 43 ft. The shed is 15 ft. high from sill to plate, and the brick
building is 21 ft. high from ground to the eaves. The system of operation is to shovel the wet sand
into the store-house through the sides of the shed, whence it is wheeled through a door in the
back wall of the brick dry-sand house to the driers, which are located on the floor of the brick
house, and consist of wrought-iron troughs, traversed by several rows of steam-pipes, about 2\ in.
apart. The wet sand is thrown into the trough, and is held by the pipes while it is wet. As it dries,
it gradually descends between the pipes till it drops to the floor. It is then screened and shovelled
into the dry-sand bin, located on the ground-floor of the house, whence enginemen take the sand
as they require it.

The sides of the shed are sheathed for 6 ft. from the ground. Above this movable shutters are
provided, so that the sides of the shed can be closed or thrown open according to the state of the
weather. The floor of this shed is paved with brick, set loosely on edge, tile-drains underneath the
paving providing ample drainage. The principal timbers used are as follows: sills, 8 in. X 8 in.;
plates, 8 in. X 8 in.; posts, 8 in. X 8 in.; knee-braces, 6 in. X 6 in.; corbels, 6 in. X 8 in.; inside
sheathing, 2 in.; outside braces at foot of posts, 6 in. X 6 in.; roof-trusses, spaced about 9 ft. 6 in.
apart; tie-beams, 8 in. X 8 in.; principal rafters, 6 in. X 8 in.; braces, 4 in. X 6 in.; purlins, 6 in. X
8 in.; common rafters, 2 in. X 4 in. The brick dry-sand house has 13-in. walls, with 17-in. pilasters;
the floor is built of cement, and the rcof -trusses are the same as those in the store-house.

The wet-sand house is stated to be of sufficient capacity to hold a supply for the four winter
months, tlie average consumption in those months being about 17 car-loads per month.

Sand-house Design for Lehigh Valley Railroad— A sand-house designed for the Lehigh Valley
Railroad, shown in Figs. 181 and 182, represents a good combination of the jirincijial requirements
of a large sand-house, utilizing some of the distinctive elements of the sand-houses at Burlington, 111.,
and at Columbus, O. The building is divided into a storage-house, 50 ft. X 16 ft., and a dry-sand
house, 16 ft. X 18 ft. The entire building can be a frame structure, or the store-house can be a
frame shed with a more substantially constructed dry-sand house. The method of operating the
house is to shovel the sand from cars through the sides of the storage-shed into store. The sand is
then wheeled, as required, to the sand-driers on the lower floor of the dry-sand tower. After drying
and screening, the sand is thrown into a hopper and hoisted by a luu:ket elevator, operated by hand,
to a dry-storage bin in the upper part of the tower. This bin is hopper-shaped, and allows sand to

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS

bt spouted directl)' to llit- sand-box of an engine on cither side of tlie tower. Small bins for the
storage of coal used for the drying process are located between the sand-store and the tower. TJiis
style of sand-house is especially economical where large amounts of sand have to be handled. Where
it is feasible, the location of the house at the end of the tail track of a coal trestle is desirable to
decrease the labor of storing the wet sand.

GEECEEECEtt

. ■ ■ ■ ■ ■ ■

J K[lhTil|i|M

Wet ■SanJ <S/ar^^e

] X.

Fig. i8i. — Longitudinai. Sfxtion'.

Fig. 182. — Ground plan.

Sand-lwtisc at Crcssona, T,i., Philadelphia &-• Reading Rail/dad- — Tiie sand-house of the Phila-
delphia & Reading Railroad, at Cressona, Pa., shown in a general way in Figs. 183 and 184, represents
a method of drying sand by means of arched brick flues under the sand-pile, with fires at one end and
connected at the other with a stack. The wet sand is dumped on the flues from overhead trestling,
and the fires then started and maintained until the sand-pile has been thoroughly heated throughout.
The flues are about 3 ft. wide and 40 ft. long. Alongside of each flue is a similarly built archway
under the sand-pile, by means of which sand is drawn into wheelbarrows through openings in the
arch, thus allowing the bulk of the sand in the pile to be drawn out without shovelling. The sand-
pile is protected from the weather by a shed built over it.

Fig. 183. — ("ross-sf.ci ION.

Fig. 184. — Front Ei.icvation.

Saiid-diicr at CoiiiiciiKiiigli, Pa, Peni/sylvaiiia Rdiln>ad. — The sand-drier of the Pennsylvania Rail-
road, in use at Connemaugh, Pa., published in Engineeri/ig, June 29, 1877, and in the book "The
Pennsylvania Railroad," by James Dredge, follows a system of drying sand with a wrought-iron cylin-
der, 2 ft. in diameter and 10 ft. 9J- in. long, inclosed in brickwork. The cylinder is covered with
No. 9 sheet-iron for a length of 8 ft. 8i in., and the remainder with wire netting of three meshes to
the inch. This cylinder is mounted on a 2-in. s(iuare shaft and set at an angle over a furnace. At
the upjjcr end the shaft revolves in an ordinary bearing, and at llie lower end in a bearing consisting
of two cast-iron anti-friction rollers carried on a wrought-iron bracket, the shaft resting on a steel
set-screw. The sand is fed into the upper end of the slowly revolving cylinder and, in descending,

SAAJ)-jyOC/S/''.S. 79

is eypo"ed lo ihr heal of llu- liot gases from llio fiuiiaci-, 'I'lic sand is dry by the lime it reaches ill
open wirework portion of the i yUnder, and drops throuij;h the network to an inclined delivery chute.

S.ui(/-li(>iisf al Weatlu-rly, Pa., Lf/iigh Valh'y J\aili<^ad. I'he sand-house of the I.ehigh Valley
Railroad at Weatherly, Pa., is a very simple and substantial structure, in which the sand is dried in
bulk by means of flues built under the floor of the house. 'The building is of stone, 20 ft. X 30 ft.
out to out, and about 10 ft. high from ground to eaves. It is located at the end of the tail track of
a coal-chute trestle, and the sand is dumped into store through hatches in the roof. Four transverse
flues are built under the floor connecting with a large longitudinal flue, which opens into a chimn-jy
at each gable end of the house. The house is fdled about once a month, and the fires maintained
for about a week, sufificing to heat the entire contents. About three tons of refuse coal fro"i the coal-
duni]) is used per month. The storage capacity of the house is about 70 tons of sand. In tlie winter
months about 35 tons are used monthly, which amount keeps 15 heavy grade engines supplied with
sand.

This system is simple, very economical, and liable to run for years without rejiairs. It is claimed,
however, that the sand is not dried uniformly througliout the pile, and that the sand nearest the flues
is seorciied and rendered lifeless, iiut the fact that this iiouse has been operated successfully for
years at the foot of a heavy grade on a much-travelled road would seem to justify the conclusion that
the system of drying sand by flues underneath the sand pile is not to be considered an absolute
failure. If the depth of the sand pile were reduced and the flues carried up through the |)ile, so as
to distribute the heat more uniforml)-, better results could be expected.

Dcsi;^n for Sand-house, Lehigh Valley Railroad. — A design for a sand-house on the Lehigh ^'alley
Railroad contemplated utilizing the general features embodied in the Weatherly sand-house of the
same road, as described above, with the improvement of decreasing the depth of the sand overlying
the flues during the heating jjrocess, so as to be able to reduce the degree of heat required and secure
greater uniformity in drying. The sand after being dried in small batches on top of the flues is
removed to a dry-sand storage bin on the ground-floor or elevated, as desired. The building has
three compartments, one for wet sand, the middle one for the drying process, and the tliird one for
the dry-sand storage bin. A small boiler connected with a steam-pijie coil system is provided to dry
the air in the dry-sand store on damp days, and also to effect a preliminary drying of the wet sand.
Two flues are located under the floor of the drying-room, fired at one end from the outside of th',
building, and connected with a stack.

Sand-house, at Washington, D. C, Pennsvlvania Railroad. — The sand-house of the Pennsylvanis
Railroad at Washington, U. C, shown in Figs. 185 to 188, is a brick building, with wooden roof-
trusses, and roofed with galvanized corrugated iron. The sand-house is condjined with an oil-stort:ge
house in one building, the entire building being 20 ft. X 65 ft.; the part devoted to the sand-supply
business is 30 ft. X 20 ft., to the oil-storage business 25 ft. X 20 ft., while the balance of the space
is used for an ofifice. There is a wet-sand storage room, 13 ft. 6 in. X 18 ft., and a sand-drying room,
14 ft. X 18 ft. The wet sand is shovelled from cars into the wet-sand store through openings on one
side of the room. The walls of this room are tied together by iron rods, J in. in diameter. A door
leads from the wet-sand room to the sand-drying room. In the latter room there is, directly opposite
tlie door from the wet-sand room, a sand-drying stove of the Pennsylvania Railroad standard. On the
otlier side of the sand-drying room there is a hopper-shaped dry-sand bin with a screen over it for
screening the sand as it is transferred from the sand-stove to the bin. The refuse and screenings
drop to the floor between the bin and the stove, and have to be collected and wheeled out of the
house. Enginemen enter the room by tlie door on the track side of tlie house, and draw the sand
from a trap-door at the lower end of the dry-sand bin.

The foundations of the building are stone walls, 18 in. thick. The side walls are brick, 12 in.
thick. The roof-trusses consist of 4-in. X 6-in. tie-beams; 4-in. X 6-in. jirincipal rafters; 3-in. X 4-in.
struts ; f-in. diameter king-rod ; and 3-in. X S-in. purlins. The door between tlie sand-store and
the drying-room is 3 ft. X 7 ft. 6 in. l"he outside entrance door is 3 ft. 6 in. X 7 ft. 6 in., with
transom overhead. The windows are 3 ft. 5 in. X 6 ft. 2 in. The delivery openings for the sand in
the side of the building are 3 ft. 6 in. X 6 ft. The dry-sand bin is 10 ft. X 7 ft. The screen is
4 ft. X^ ft. There is a 1051 v red ventilator at the peak of the roof for ventilation.

So BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS

The hal.ince of the building is used as an oil-storage house; it is described in the chajjler
oil-storage houses, and illustrated in Figs. 201 to 204.

Fig. 1S5. — From I ELevation.

Fig. 186. — LoNGiiuuiNAi, Skciion.

Fig. 187. — Ckoss-seciion.

Fig. 188. — Ground-plan.

OIL-STORAGE HOUSES. 81

CHAPTER XII.

OIL-STORAGE HOUSES.

Oll.-S TokAUK houses arc required on railroads to sLorc the oils employed lo lubricate
engines, cars, and shop machincr)-, or used in engine headlights, signal-lanii)s, switcli-lami)s,
etc., or for lighting cars, station-buildings, and station-grounds. Oil-storage houses serve for
the storage of the oils as received ready for use from oil works or dealers. The process of
mixing the crude oils, where done by the railroad company, is conducted in so-called oil-
mixing houses, which will be discussed separately. Storage-houses can be subdivided into
general store-houses and supply-houses. In store-houses the oil is shipped from stock to
different points along the line in barrels, iron drums, or large cans. In su[)pl\--houses provi-
sion is made for dealing out the current supply in small quantities, the oils being drawn either
by a special attendant or directly by the enginemen, trainmen, shopmen, or roadmen, as
required. While the above classification and division of oil-houses are correct, and. as a rule,
clearl)' defineil in practice, there are a large number of cases where the distinctive features of
several of them are merged and contained in the same building.

Any structure or shed alongside a track offering space for the storage of barrels under
cover will answer for a general store-house, A platform or skills for facilitating the handling
of barrels to and from cars should be provided, and good ventilation is essential. It is also
desirable to make proper j^rovision (by suitable trestling or troughs inside the liouse), to
allow oils to be transferred from damaged barrels to good ones, or to be drawn into iron
drums or lar<^e cans for shipment over the road. The location of the structure and the
question as to how far it should be made firc-proof, are entirely dependent on local circum-
stances and individual views in each case.

Oil-storage houses to be used as suppK'-houses for the current suppl)- required in the
vicinit)' call for a number of si)ecial features in their construction and operation, which, col-
lectively, tend to make a good design. The oils are usually received in barrels, casks, or iron
drums, which are either placed on a raised shelf or trestling, tapped and the oil drawn as
required, or the contents arc emptied at once into large iron tanks, from which the current
supply is taken. The latter methoil is preferable where large amounts of oil are used.

In the first case the interior arrangements of the building are very simple, consisting of a
raised shelf, bench-wall, or trestling for holding the barrels above the floor, with drij)-bo.\es
or drains underneath to catch any drippings from the faucets.

In case the oil is emptied into large tanks, suitable arrangements should be made for
lifting the barrels on top of the tanks. The tanks should be set some distance above the

82 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

level of the floor to allow oil to be drawn from tlicm. It is, therefore, customary to put the
tanks in a basement, the floor of which is sunk below the general yard level, with an upper
story above it, from which the oils are dumped through holes in the floor into tlic tanks
below. The barrels are either hoisted to the iip[)Lr floor by suitable appliances, or rolled
up an incline. This second floor is very useful to keep barrelled oil in excess of the tankage
capacity of the house, and is also employed to store waste, tallow, and other similar supplies.
Where a second floor is not desiretl, the barrels are hauled up skids with ropes on to runways
of (_)kl iron rails on top of the tanks, and the oil discharged. When tlie amount of oil used
is small, and shipments are made into store onl)- at long intervals, tlie erection of a two-story
building is not advisable, unless the additional storage space is desired.

Some oils, especially those required for lighting purposes and lubricating car-journals,
where used in large amounts, are usually received in tank-cars, in which case large storage-
tanks are placed in a cellar below or to one side of the building. The oil can lluis bj. dis-
charged from the tank cars into the storage-tanks by gravity through a pipe with jjroper
goose-neck, hose, and valve connections. It is then usually pumped, as required, into a
smaller set of tanks, called suppl)'-tanks, appropriately located in the main building with the
tanks for barrelled oil. The tank cars could be run up an incline and the oil discharged
directly into the regular suppl)'-tanks ; but the former method has the advantage of keeping
the bulk of the stock in a separate, closed compartment, and docs not require unusually large
supply tanks inside the main building.

The location of an oil-storage house for dealing out the current suppl)- of oil should be
preferabl}' alongside a track leading to or from an engine-house, coaling or water system, or
facing an\' track that engines usuall)' take when coming in from or preparing to start out on
a run, so tliat they need not go out of their way to get their supply of oil. As a rule, the
question of supplying oil promptly to engines will control the location, although in certain
cases the wants of the car service or shop department will have preference.

Where the circumstances warrant, it is desirable to have a special attendant to look after
the house and deal out the supplies, thus obviating man}' objectionable featiu'es, which would
be brought into prominence in case any one of the company's employes could enter and draw
oil at will. Where a special attendant is employed, the men pass their cans over a railing or
through a small window, and the oil, waste, tallow, and other supplies the}- ma}' require is
iK'.nded to tliL-m. It is customar}' for the da}' man to draw the m'ght suppl}' into sejjarate cans
and set them in a small inclosure or on a shelf outside of the main buikling or immediate!}'
inside the entrance, unless the business is heavy enough to warrant a special night attendant.

In large yards or shop .systems, small branch oil-shanties are established at different
points for the convenience of car-inspectors and shop-hands, the suppl}' being sent from the
main oil-house in large cans or drums. These buildings are usualK' small frame structures,
sheathed and roofed v, ith coi'rugated iron. The interior is fitted up with shelves or trestles
for the oil-cans, bins for holding waste, and racks, pigeon-holes, and shelves for miscellaneous
supplies and car inspectors' tools.

In cold weather the oils in a supph'-hovise must be heated, to render them sufficiently
fluid to run ])roperly in discharging from barrels into the supply-tanks, or in drawing oils.
Where the stock carried in the house is very small, a stove is used, either in the same .space,

OIL-STORAOK HOUSES.

or in an adjoining room, the* partition wall being eitlier perforated or else cut away back
of the stove, and the opening closeil with wire netting or iron bars. Where the stock is
large, and the danger and loss to neighboring structures in case of a tire woukl be consider-
able, steam-heat shoukl lie introiluced, the steam being supi)licd from a special boiler, located
in an annex to the building, or in a separate building, or supplied from stationary boilers in
use in the vicinit)\ Where the oil is dumped from a second floor, it is customary to have
steam-coils on that side of the room along which the barrels arc placed before being emptied,
while barrels not to be used immediately arc kept on the cool side of the room. Steam-coils
arrangetl along the walls back of the supply-tanks serve to heat the contents of the latter.
As different oils require varying degrees of heat, it is best to put steam-coils mainly back of
the tanks with the heavy oils, the general temperature of the room or a smaller number of
coils sufficing to keep the lighter oils at the proper temperature.

The following general remarks apply to all classes of oil-houses. It is essential to keep the
main stock, so far as possible, isolated from the room where the men enter to draw supplies.
The most scrupulous cleanliness is requisite to reduce the danger from fire, and the fire service
provisions shoukl be the best obtainable. No open lights should be allowed in the building ;
the lighting should be done by electricity, if feasible, or by lamps with reflectors, arranged in
recesses in the outsiile wall, the recess being closed on the inside of the house with a fixed
glass panel and on the outside with a small door. A fireproof construction of the building is
desirable at all important locations.

The following descriptions of oil-storage houses in actual use will be of value in connec-
tion with the above general remarks on the subject.

Fraiiu' Oil and Waste Stoiage Shed at Perth Aiiihoy, N. /■, fe/iii;h Vallcv Railroad. — In connection
with a large oil-mixing j)lant at Perth ,'\mboy, N. J., the
Lehigh \'alley Railroad has a frame oil and waste storage
shed, shown in Fig. 189, which can serve as an illustration of
a cheap storage shed.

The building is a one-story frame structure, 100 ft. X 38
ft., divided into two rooms, the one for storage of oils in
barrels, and the other for storage of waste in bales. A loading
platform runs along a track on one side of the house. The
floor consists of 2-in. plank on mud-sills. The building is ^'°- 1S9— Cross-section.

sheathed and roofed with corrugated galvanized iron. The roof-trusses are spaced 10 ft. centres.
The height from floor to truss is 12 ft. in clear.

The principal timbers used are as follows : sills, 6 in. X 8 in., on blocking ; posts, 6 in. X 8 in. ;
plates, 6 in. X 8 in. : tie-beams, two pieces, 3 in. X 10 in. ; principal rafters, two pieces, 3 in. X lo
in. ; truss-braces, 2 in. X 10 in. and 2 in. X 8 in. ; purlins, 3 in. X 6 in. ; roof-shenthing, i-in.
rough boards ; corbels, 6 in. X 8 in. ; knee-braces, 6 in. X 6 in.; studding, 2 in. X 4 in.

Brick Oil-house at Perth Aiii/wy, M. /., Lehigh Valley Railroad. — The brick oil-house of the
Lehigh Valley Railroad at Perth .Vmboy, N. J., shown in Figs. 190 and 191, is a small building with an
arched brick roof covered with slate, forming a vault, as it were, in which oil is stored. The building
is 20 ft. wide outside, 17 ft. 6 in. long, .nnd 16 ft. 3 in. high from the ground to the eaves. The side
walls and arch forming the roof are 21 in. tliick. The building has two stories, the lower one being
9 ft. high, and the upjjer one 8 ft. 6 in. high at the soffit of the arch. The upper floor is carried by
three lo-in. I-l)eains, supjiorted at the centre hy one lo-in. I-beam. The lower story has space for
seven oil-tanks, each 4 ft. in diameter and 6 ft. high, set on brick benches. There is a cast-iron box
in the upi)er floor over each tank witii a screen and pipe leading ti. the tank underneath. Cast-iron

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

drip-boxes are placed under the faucets in front of each tank to catch any drippings. Three small
steam coils runs along the wall back of the tanks on one side of the house, which keep the tempera-
ture, 3S a rule, at about 60 degrees Fahr. 'I'he heavy oils, such as machine-oil and valve-oil, are

Tjw"-'-^

Fig. igo. — Cross-section.

,1 ^

v_. IL=J

ff=f ^

: 0

•4 0 ]

Jp<

3 ° )

\ ^

^>— ^

?^\l

■^t===

5 ■ ■■ •

Fig. iqi. — Gkound-tlan.

placed in the tanks nearest the steam coils, while the lighter oils, as signal and headlight oil, are placed
in the tanks on the opposite side of the house. The lower story is accessible through an iron door, so

Fig. iy2. — Front ELEV-ivnoN.

Fig 193. — LoNGiTUDiN;\i, Section.

Fig. 194. — Ground-plan.

OIL-STORACF. HOUSES. 85

as to allow oils to he drawn from tlie tanks into cans and buckets. The upper floor is reached
by an inclined trestling on the outside of the house, up which barrels of oil arriving on cars are
rolled, and the oil then dumjied through the cast-iron boxes in the upper floor into the tanks below.
A simple hoisting apparatus could be easily designed to hoist the barrels to the upper story, where
the ground-space available does not allow an incline to be built. In the operation of this house the
daily supply of oils is drawn by an attendant and placed on a small covered platform in front of the
house, from where the enginemen take their supplies as needed.

The house should be a little longer for a large road, and a simple hoisting contrivance would
prove cheaper than a special incline. Tiiis oil-storage house or vault can be considered a very good
design in case a small amount of oil is to be stored in a permanent fire-proof structure.

Stone on and Waste House at Lchighton, Pa., Lehigh Valley Railroad. — The oil-house of the
Lehigh Valley Railroad at Lehighton, Pa., shown in Figs. 192 to 194, designed by Mr. J. I. Kinsey,
Master Mechanic, L. V. R. R., is a substantial two-story stone building with wooden roof covered
with slate, 40 X 30 ft., and 21 ft. from tlie ground to the eaves. The walls are stone, 24 in. thick.
The principal timbers are as follows : tie-beams, 6 in. X 12 in. ; rafters, 6 in. X 8 in. ; braces, 6 in. X 8
in. ; tie-rods, i in. diameter ; roof sheathed with \\ in. boards. The basement floor is 3 ft. lielow
the level of the track, and is flagged with stone. The second floor consists of cast-iron ])lates on
9-in. wrought-iron I-beams, the latter supported at the centre by a 12-in. wrought-iron I-Iieam, resting
on two cast-iron columns. There are five windows in the first floor and six in the second one.
Each window consists of twenty 8-in. X 12-in. lights. The window-sills and lintels are cast-iron.
The enginemen enter the basement through a door facing the track, and receive their oil sujiply from
an attendant, or draw it from the large storage tanks. A light trestle walk leads from a raised
platform next to the track up an incline to a 6 ft. 6 in. double door in the upper story, facilitating the
handling of materials from cars to the upper floor. Oil is shipped to the house in barrels ready for
use. It is dumped from the upper story through openings in the cast-iron floor into the large iron
storage tanks in the basement. The upper floor is also used for storing waste. A wooden chute for
the delivery of waste leads from the upper story to the basement.

Brick Oil-house at West Philadelphia, Pa., Pennsylvania Railroad. — The oil-storage house at the
West Philadelphia shops of the Pennsylvania Railroad, designed and built by Mr. Joseph M. Wilson,
plans and descriptions of which were published in the " Journal of the Franklin Institute," volume 62,
liage 318, is a fireproof Iniilding with stone foundations and basement, brick upper story, and iron
roof, 30 ft. X 24 ft. outside, with a boiler-house annex, 13 ft. X 13 ft. 6 in. The building is located at
the rear of the roundhouse, and is intended for the storage of oil used in the shops. There is a plat-
form in front of the building, 6 ft. X 14 ft., adjacent to a track, to facilitate the handling of material.

The main building is divided into a first floor and a Ijasement, the "latter having a door under the
front platform wide enougli to admit oil-barrels. The foundations and walls, up to the level of the
first floor, are of stone finished off with a stone belt course, the front platform being of stone also.
Above the first floor the v/alls are of brick, 9 in. thick, with pilasters 13 in. The basement floor is
of brick laid in cement and having drainage into a sewer. On each side of a passage-way, 7 ft. widt,
low platforms of brick are built on flat brick arches for the sujiport of oil-tanks. The first floor is
sup[)orted through the centre by two cast-iron columns sustaining wrought-iron I-beams, from which
spring flat brick arches. The cast columns are of ;]-in. metal, 3 in. external diameter at the top and
4 in. at the bottom, and rest upon firm stone foundations. The wrought-iron I-beams are 9 in. deej),
weighing 89 ])0unds to the yard, and they are connected together, and also to 4-in. angle-irons on the
end w;>lls, at distances of 3 ft. apart in their lengtlis, by iron rods i in. in diameter, these rods taking
and counteracting the thrust of the brick arches which spring from the I-beams and angle-irons. On
top the arches are levelled off with concrete and paved with brick, thus forming the first floor.

Brick piers supporting stone slabs are built on the first floor for the support of oil-tanks, the top
surface of stone being 2 ft. above the floor. 'I'hc basement is lighted by openings in the crown of
each arch of the ceiling filled with hammered glass i in. thick. The first floor has ami)le light
from seven windows, the frames and sash of which are of cast-iron, and outside shutters of wrought-
iron. The doors are of wrought-iron, with frames of cast-iron. • The roof is a sim])le wrought-iron
truss, the rafter being t,\ X 3^ in. T-iron, the ridge-jjole of the same, and the i)urlin,5 of 3 in. angle-

.S6

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

iron, A covering of corrugated galvanized iron, with two large ventilators to carry off the dis-
agreeable odors of the oil, completes the building.

To provide light at night and to prevent taking any fire info the oil-rooms, four small windows,
one light each, 18 in. scjuare, of heavy glass set permanently into an iron frame, are built into the
wall between the main portion of the building and the boiler-room, and a gas-burner is placed before
each window on the boiler-room side, so as to shine into the main building when lighted. Vertical
pieces of 4-in. cast-iron pipe are built in the arches of the first floor over oj)enings in each tank of
the basement, to allow basement tanks to be easily filled from the oil-room above, and also to afford
facilities for the introduction of pumps to transfer the oil from these tanks to tanks on the first floor.

The boiler-room is jirovided with a small vertical boiler, working at a low pressure (only the
ordinary pressure in the service w-ater-pipes) and having coils of steam-pipe in the basement and on
first floor for warming in winter.

The basement tanks are rectangular in form, with an inclined bottom, being so made that any
sediment may collect in front and be easily removed, when necessary, through an opening provided
for the purpose. There are three of these tanks on one side and four on the other, the large tanks
holding 1739 g''il^-> '"""^ smaller one 1618 gals., and the remaining three 1130 gals. each. There are
four large cylindrical tanks of 642 gals, each, and three smaller tanks of 361 gals. each. The total
capacity of tanks is 13,867 gals., or 3855 bbls. The tanks are constructed of boiler-iron.

The building is so designed that a mixing apparatus, if desired, could be put on the first floor.

Brick Oil and Waste House, Mexican Central Railroad — The brick oil and waste house of the
Mexican Central Railroad, the design for which was furnished by Mr. F. W. Johnstone, Superinten-
dent, Mexican Central Railroad, shown in Figs. 195 and 196, illustrates a novel dejiarture from the
customary methods in the United States of placing the oil-tanks in a closed building. In this case the
oil-tanks are located under a small projecting roof outside of a brick building. Pipes lead from the
foot of the tanks into the interior of the building, by means of which the oil is drawn as required.

Tlie structure is a low brick building, 18 ft. 6 in. X 19 ft., and 18 ft. 3 in. high inside from floor
to ceiling-joists. In the shed annex, which is 18 ft. 6 in. X 7 ft., there are seven oil-tanks, each 6 ft.
6 m. in diameter and 10 ft. high, with pipes leading into the main building, as mentioned above.
Alongside the oil-shed annex, there is a raised platform, 5 ft. 9 in. wide, elevated 4 ft. above the top
of the adjacent track. The oil is shipped to the house in barrels on cars. The barrels are unloaded
on the platform and drawn up to the top of the tanks by means of skids and ropes. Two iron rails
on top of the tanks form a runway, on which the barrels are rolled into position and allowed to drain
into the proper tanks below. The waste is stored inside the house.

Mr. Johnstone states that this style of oil and waste house meets the requirements on the Mexican
Cential Railroad very satisfactorily, so that it would seem that for Southern climates the novel
features introduced in this design would prove advantageous.

Fig. 195. — End Elevation.

^-rrTTTTH

Fig. 196. — Cross- SECTION.

Oil-house at Denver, Col., Union Pacific Railway. — The oil-house of the Union Pacific Railway
connected with the new sho]j system at Denver, Col., is 27 ft. X 38 ft. in size, with a basement and
ground-floor. The ground-floor is on a level with the loading and unloading ])latform alongside of a
track. There are six upright tanks for the storage of oil in the basemtnt. Oil shipped in bulk in
tank-cars is drawn from the cars into spouts and funnels at the face of the platform, and descends from
tnere by gravity into tlie storage-tanks. Barrelled oil is emptied into the storage-tanks through open-

OIL-STORAGE HOUSES.

ings in tlie main lloor. The oil, as il is recjuired, is pumped from the stonige-tanks up to the sujjply-
tauks on the ground-floor of tlie building.

Frame Oil-slonv^i- and Car-iinpfctor s Ihuisc at Perth Aiii/k'y, N. /., j'.e/iigh ]'alley Railroad. —
The oil-storage and car-insiiector's house of the Lehigh Valley Railroad at Perth Andioy, N. J., shown
in Figs. -197 and 198, serves as an example of a large nundier of similar structures on this road,
varying in size according to local recpiirements. The one illustrated is 19 ft. 8 in. X 29 ft. 8 in., other
sizes in use being 18 ft. X 12 ft. and 16 ft. X 24 ft.

These buildings are frame structures sheathed and roofed with galvanized corrugated iron, No. 20
gauge. The interior is usually divided by a jiartition into two rooms, one for the storage of oils in
barrels or small iron tanks, the other for sundry supjjlies and tools in conneclion with car-ins])ecting.

The principal limbers used are as follows: sills, 6 in. X 10 in., upright; rafters, 2! in. X 6 in.,
spaced 18 in. ; floor-joists, 3 in. X 10 in., spanning 19 ft. ; plate, 6 in. X 4 in., ujjright ; side sheath-
ing, 2-in. boards, nailed to plate and sill without any studding ; llcior, 2-in. plank. Height of frame
from lop of floor to top of plate, 11 ft.

Fig. 197. — End Elevation.

Fig. igS. — Ground I'LAN.

Frame Oil-storage and Car-inspcetor s Flouse at Paekertoi, Pa., Leiiigli Valley liailroad. — The frame
oil-storage and car-inspector's house of the Lehigh Valley Railroad at Packerton, Pa., shcnvn in Figs.
199 and 200, is a one-story frame building with loft, 83 ft. X 20 ft., sheathed and roofed with galvan-
ized corrugated iron, No. 20 gauge. The interior is divided into four rooms, namely, the oil-room
proper, a room for storage of brasses and sundry car supplies, a room for bolts, chains, iron, etc., and a

Flo. 199. — LONGITULJINAL SECTION.

Fig. 200. — Ground-i'I.an.

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

room for the use of the men. Tlie partition betu'een the oil-room and the room for car supplies is of
brick, and extends all the way to the roof, thus forming a fire-wall. All the other partitions are of
wood. At one end of the oil-room the floor is raised to form a platform inside of the house level
with the loading platform in front of the house, which is the same height above the track as a car
floor. Oil arriving in bulk in tank-cars is discharged, through proper fixtures and piping, into two
large iron storage-tanks in a basement or cellar underneath the platform in the oil-room. Oil arriving
in barrels is dumped through openings in the floor into the storage-tanks below. t)n top of the
platform are two rotary jiumps, with which the oil can be transferred from the storage-tanks to three
su])ply-tanks set in the lower part of the room. These supply-tanks or mixing-tubs are of iron, 30 in.
high X 48 in. diameter, and are used to hold lubricating-oil for cars, and for mixing oil and waste for
packing car-journals. Ranged around the walls are a number of pigeon-holes, each about 18 in. X 26
in., for the storage of oil and waste buckets, jacks, wrenches, tools, etc. All these tools and apjili-
'ances are numbered, and each car-inspector or greaser has his own kit and place to keep it on the
shelves. In one corner of the oil-room a lo-ft. X 12-ft. space is partitioned off for a foreman's
office, on one side of which is the reporting window for men to report when going to or leaving the
work. The supply-rooms and room for the men are suitably fitted with shelves, lockers, benches,
etc. The loft of this building is used for the storage of waste in bales. There is an iron door in the
fire-wall to allow communication between the two ends of the loft, and there is a small iron door
down-stairs in the brick wall between the oil-room and the room for car supplies, to allow supplies to
be passed out to the men as they come into the oil-room to get their tools or fill their buckets.

Brick Oil-hotisc at Washington, D. C, Pennsylvania Railroad. — The oil-storage house of the
Pennsylvania Railroad at Washington, D. C, shown in Figs. 201 to 204, is a brick building, with
wooden roof-trusses, and roofed with galvanized corrugated iron. The oil-house is combined with a
sand-house in one building, the entire building being 20 ft. X 65 ft.; the part devoted to the oil-

FiG. 201. — Front Elevation.

Fig. 202. — Longitudinal Section.

Fig. 203. — Cross-section.

ii® k ?® 1

-....] ®

..J

n® t' '1®

WAlTr

Tfl.t.ow

Fig. 204. — Ground-plan.

storage business is 25 ft. X 20 ft., to the sand business 30 ft. X 20 ft., while the balance of the space is
used for an office. There is an oil-vault, 14 ft. X 18 ft., in a basement floor with six tanks in it, each
tank being 5 ft. X 4 ft. X 4 ft. deep. The floor of this basement is 18 in. below the yard level.

OIL-STORAGE HOUSES. 89

Above this oil-vault is a (hiniping-rooni for discharging oil from liarrcls through traps in the floor into
the tanks in the basement. The floor in this room is 4 ft. 3 in. above the yard level, or 5 ft. 9 in.
above the basement floor. The oil-vault is entered through a 5-ft. door at the end of the house, with
steps leading down to it on the outside of the building. The side of the duniijing-room next to the
oil-room is closed by a brick wall, and the end of the room is closed by galvanized corrugated iron
on studding. The front and rear of the dumping-room are closed by sliding-doors, covered by gal-
vanized sheet-iron, so that barrels can be received or delivered from or to cars or the yard. Next to
the oil-vault there is an oil-room, 9 ft. 6 in. X 11 ft., for drawing the oil. The floor of this room is
13^ in. lower than the floor of the oil-vault. Pipes lead from the six tanks in the oil-vault to the oil-
room, so arranged that the oil runs by gravity. The ends of these pipes are closed by faucets, and
oil is drawn into cans or buckets, as required. There is a gauge-glass in the oil-room for each pipe,
so that the height of the oil in each tank can be seen in the oil-room. The oil-vault and the oil room
are connected by a small iron door. The oil-room is reached from a door on the front of the house
with steps leading down to the floor of the room inside of the house. Back of the oil-room is a waste
and tallow room, 6 ft. X 9 ft. 6 in. The oil-vault and tallow-room are vaulted over with flat brick
arches carried by I-beams. The floors are made of cement.

The foundations of the building are stone w-alls, 18 in. thick, 'i'he side walls are inick, 12 in.
thick. The roof-trusses consist of 4-in. X 6-in. tie-beams ; 4-in. X 6-in. [principal rafters ; 3-in. X 4-
in. struts ; J-in. diameter king-rod ; and 3-in. X S-in. purlins. The entrance-door to the oil-vault is
5 ft. wide X 4 ft. 8 in. high. The door between the oil-vault and the oil-room and the door leading
into the tallow-room from the oil-room are 2 ft. 5 in. wide X 5 ft. high. The window over the waste-
room, which serves to light up the oil-room, is 3 ft. 5 in. X 6 ft. 2 in.

The balance of the building, that is used as a sand-house, is described in the chapter on sand-
houses, and illustrated in Figs. 185 to 188.

Brick Oil-house at Jersey City., N. _/., Pennsylvania Railroad. — The oil and waste storage-house
of the Pennsylvania Railroad at Jersey City, N. J., shown in Figs. 205 to 209, is a brick building,
53 ft. X 20 ft., with wooden roof covered with slate. The interior is divided by brick partition-walls
into a lamp-room, 10 ft. X 18 ft.; a waste-room, 10 ft. X 18 ft.; an oil-room for drawing the oil,
14 ft. 4 in. X 18 ft.; and an oil-platform or discharging-room, 15 ft. X 18 ft., with an oil-vault of the
same size below it. The floor of the oil-vault is 18 in. below the yard level, and the floor of the oil-
room is 13! in. lower than the floor of the oil-vault. The floors of the waste and lamp rooms are at
the yard level. The floor of the discharging-room over the oil-vault is 4 ft. 6 in. above the yard level.
There are six tanks in the oil-vault, which are filled with oil from barrels through traps in the floor of
the oil-discharging room. The oil-vault is entered through a wide door in the end of the building,
with steps leading down to it on the outside of the building. A small iron door connects the oil-vault
with the oil-room. Separate pipes lead from each tank in the oil-vault to the oil-room, where faucets,
glass gauge-tubes, and drip-boxes are provided, the same as shown in Figs. 202 and 204 for the oil-
house of the same railroad at Washington, D. C. The oil-room is entered by a door on the front of
the house, with steps leading down inside of the house. The end of the oil-discharging room is closed
by galvanized corrugated iron on studding, while the front and rear of the room are closed by sliding-
doors, hung on different rails so as to slide past each other. Barrels are handled through these doors
to or from cars or the yard.

The foundations of the building are stonewalls 18 in. thick. The side walls are brick, 12 in.
thick. The partition walls are l)rick, 8 in. thick. The roof-purlins' are 3 in. X 8 in., covered with
i-in. boards and slates. The corner and door posts of the framed sides of the oil-discharging room
are 6 in. X 6 in., and the studs 3 in. X 6 in. The oil-vault is vaulted with 4-in. flat brick arches
resting on iron I-beams and cast-iron columns at the centre of the room. All the floors throughout
the building are made of cement. The entrance door to the oil-vault is 5 ft. 6 in. wide X 4 ft. 6 in.
high. The doors leading into the oil, waste, and lamp rooms are 3 ft. 6 in. X 7 ft. 9 in., with transom-
lights overhead. The windows have two sash, each 6 lights 12 in. X 12 in. The window-sills on the
outside of the building and the window aprons on the inside of the window are of cast-iron. The
door and window lintels consist of three pieces of oak, each. 4 in. X 8 in. Ventilation is secured over

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

the oil, waste, and lamp rooms by round, No. 22 gauge, galvanized sheet-iron ventilators at the peak
of the roof, one over each room.

Fig. 206. — End Elevation.

Fig. 207. — Longitudinal Section.
C3^ ■ zz

Fig. 208. — Cross-section.

O O

o o

% W/1ST£.

Fig. 209. — GKouMi-rLAN.
Brick Oil- storage Hatisc at Western Avenue, Chicago, III., Chicago, Burlington &= Quincy Railroad.
— The oil-storage house of the Chicago, Burlington & Quincy Railroad at Western Avenue, Chicago,
111., shown in Figs. 210 to 213, prepared from data kindly furnished by Mr. Wm. Forsyth, Mechani-

FlG. 210. — LONGITUIIINAL SECTION.

OIL-STORAGE HOUSES.

cal Engineer, C, B. & Q. R. R., is a two-story brick structure, 20 ft. 8 in. X 19 ft. 4 in., with cellar.
The structure is fireproof throughout. The foundations are stone walls. The floor-beams,
roof-purlins, and rafters are iron T-beams, and the steps, railings, floor-plates, doors, door-frames.

Fig. 211. — Cross-section.

Fir.. 212.— Ground-plan.

Fic. 213.— .Sf.comi-fi.oor Plan.

window-frames, sills, lintels, and tank-stands are of iron. The roofing material is cement and gravel.
The floor of the cellar is concrete. The platforms surrounding the building are of timber.

In the cellar there is a square iron tank for the storage of engine-oil, 13 ft. X 14 ft. X 4 ft. 4 in.
deep, with a capacity of 9000 gallons. On the ground-floor there are eight supplv-tanks, 3 ft. 2 in.

92 JWILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

in diameter and 4 ft. 10 in. deep, each with-a capacity of 270 gallons. The supply-tanks are used as
follows: two for kerosene-oil, one for signal-oil, two for lard-oil, two for engine-oil, and one for tallow.
There is at the entrance-door on this floor, situated inside of the house, a square sheet-iron receiving-
tank, 5 ft. 3 in. X 4 ft. X 24 in. deep, covered with a grating of iron slats, and connected by a pipe,
closed by a stem gauge-valve, with the large engine-oil storage-tank in the cellar. The top of the slats
over this receiving-tank is level with the door-sill and the floor of the platform outside of the house,
so that barrels of engine-oil received at the house can be rolled from the outside platform on to the
receiving-tank, dumped, and then rolled back and away from the house without taking up floor-space
inside the building. This receiving-tank serves to gauge the amount of the oil before it is discharged
through the pijie mentioned into the large storage-tank in the cellar. The second floor is reached by
iron steps from the lower floor. There are no tanks or fixtures on the second floor, lliere is a hole
in the floor over the tallow-tank with a slide to the latter, so that tallow can lie slid down to the
tallow-tank from the upper floor. On one side of the upper floor is a large door leading to a project-
ing platform outside of the house with two trouglis in it, connected by pipes with the supply-tanks.
One of these troughs is connected with the two kerosene supply-tanks, the other trough connects
with the signal-oil, lard-oil, and engine-oil supply-tanks. This platform is 4 ft. 4 in. wide, and projects
3 ft. 4 in. beyond the face of the l)uilding. There is a beam projecting out under the roof over this
platform, with hoisting gearing attached to it for raising or lowering barrels. There is another door
on another side of this room with overhead hoisting-tackle to enable barrels to be hoisted to the
upper story and stored prior to being discharged.

The operation of the house is as follows : All oils are received at the house in barrels, ready for
use. Engine-oil, which is used in very large quantities, is dumped from the barrels through the
receiving-tank into the large storage-tank in the cellar. From here it is jmniped by the hand-]iump,
situated at the centre of the first floor, to the two engine-oil supply-tanks, from which it is drawn, as
recjuired, into cans or buckets. In case engine-oil is to be shipped out of the house in barrels, the
oil is pumped from the storage-tank in the cellar by the hand-pump through the jiipe, shown in
Figs. 211 and 212, ending 3 ft. 6 in. above the receiving-tank, which pipe has a short piece of hose
attached to it for filling barrels placed on the grating over the receiving-tank. In case of an o\erflow
or leakage the oil is caught in the receiving-tank and returned to the storage-tank in the cellar. The
engine-oil sup]3ly-tanks can also be filled from the upper floor by means of the projecting trough
platform, mentioned above. The kerosene-oil supply-tanks are filled from barrels dumped in the
trough on the projecting platform of the U[)per floor. No other class of oil is run through this trough,
as the kerosene-oil would be injured by any remnants of another oil being mixed with it. Signal-oil
and lard-oil are dumped into the second trough on the projecting platform and run through the pipes,
previously mentioned, to the corresponding sujjply-tanks. The tallow-tank is charged through the
tallow-slide opening in the upper floor, as above explained.

The clear height of the cellar is 6 ft. 3^ in., of the first floor 9 ft., and of the second floor 7 ft.
6 in. at the lowest point. For heating purposes, there are on the first floor no lineal ft. of i:^-in.
piping, located back of the engine-oil and tallow tanks, the general heat of the room sufficing to heat
the oils in the other tanks. On the second floor there are 55 lineal ft. of li-in. piping located on the
wall next to the tallow-slide.

OIL-MIXING HOUSES. 93

CHAPTER XIII.
OIL-MIXING HOUSES.

OiL-MlXiNG houses Oil railroads serve for the process of mixing oils, where done by the
railroad compaii}-, in place of buying the mixed oils used for illuminating, signaling, and lubri-
cating purposes from special manufacturers of those articles. Oil-storage houses, discussed
in the previous chapter, serve for the storage of oils as receivetl ready for use from oil-mixing
works or from dealers. In certain cases the distinctive features of oil-mixing houses and oil-
storage houses arc merged and provision made under one roof for both branches of the oil-
supply service.

Oil-mixing houses have not been very extensively used on American railroads, altliough
a few of the older roads liave hatl small houses for mixing certain classes of oils in oiJcration
for a great many years. The Pennsylvania has maintained an oil-mi.xing plant at Altoona,
Pa., for about twenty-five years, and has at present an oil-mi.xing house on each of its grand
divisions. The Baltimore & Ohio operated a plant at their Mount Clare shops, Baltimore,
Md,, for ncarl\- twenty years, until the latter part of the year 1889, when it was abandoned
owing to the adoption of the policy of limiting the manufacturing required to be done b)' the
railroad compan}'. The New York, Lake Erie & Western operated an oil-mixing house at
Susquehanna, Pa., for about three years, but abandoned it in March, 1888, owing to a change
"if policy similar to that of the Baltimore & Ohio. The Chicago, Burlington & Quincy has
maintained an oil-mixing house at Aurora, 111., for a number of years. The Lehigh Valley in
1887 built a very extensive oil-mixing plant at Perth ^Vmboy, N. J., and is operating it with
good results. The Chicago & Northwestern has an oil-mi.xing plant in operation in Chicago,
111. The New York & New England maintains several oil-mi.xing houses along its route.
The Chicago, Milwaukee & St. Paul has maintained a large plant at Milwaukee, 111., since
1883, in addition to several smaller plants along its route.

The usual method employed by railroad companies is to buy ready-mi.xcd oils from man-
ufacturers, whose charges are based more or less on the reputation of their goods, anil the
prevailing idea that great skill and experience are required to manufacture mixed oils. The
so-called mixing of oils is purely a mechanical affair, so far as the operation of a plant is con-
cerned, while the saving to be accomplished by the erection of railroad works is very large.
The first cost and operation of a plant are very small compared with the annual expense for
the purchase of oils on a large railroad system. The proportions of the various ingredients
to use to produce certain mixed oils are readily ascertainetl from general rules already estab-
lished by the leading railroad companies, and experience will soon demonstrate what changes
might be desirable to meet any special local conditions found to exist. The foreman for an
oil-mixing plant need not be any more intelligent or skilful than the average railroad fore-
man in charge of a small shop or branch of a department. There is probably hardly a rail-

94 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

road in the country on which an oil-mixing plant could not be established, organized, and
operated by men now in its employ, with one exception only, namely, the necessity of having
the regular or occasional services of a chemist to analyze and report on the quality of crude
stocks before being purchased, and to settle any doubtful questions that maj' arise involving
chemical researches. As a matter of fact, in receiving crude stocks the foreman of an oil-
mixing works can conduct the standard tests, which are very soon reduced to a mechanical
following out of established rules. Doubtful cases and reports as to the relative value or
properties of several brands offered for purchase are in reality the main points requiring the
attention of a chemist, after the working routine of the plant has been well established. In
the purchase of the various brands of mixed oils from manufacturers, a railroad company
would anyhow require practically as much chemical expert work as if it were running an oil-
plant of its own, in case it wished to feel certain of the quality of the mixed stocks purchased.
The abandonment of the oil-mixing plants on the Baltimore & Ohio and on the New York,
Lake Eiie & Western cannot be considered as indicative of the failure of the methods used,
as they were due to a change of policy or local conditions on the roads mentioned. The
maintenance of special plants on the Pennsylvania, on the Chicago, Burlington & Ouincy, on
the Chicago and Northwestern, on the New York and New England, on the Chicago, Mil-
waukee & St. Paul, and on the Lehigh Valley, is sufficient evidence that on these large
systems the plan has worked successfully. It is not only the saving in first cost of the oils
that is material in the consideration of the economy of the subject, but the control of the
uniformity and reliability of the oils shipped out for use along the road is a matter of prime
importance.

Relative to the details of oil-mixing plants on railroads, the buildings used are either
frame structures sheathed with galvanized corrugated iron, or brick buildings, the roofing
material being either tin, galvanized corrugated iron, or slate. The storage of the main sup-
ply of barrelled crude and mi.xed oils in a separate storage-shed or building, away from the
oil-mixing house proper, is advisable. The oil-mixing house proper is usually divided into a
storage-rooni and a mixing-room. Where the mixing-tanks are located in a cellar or base-
ment, the room above it is used to dump oils into the tanks below.

The mixing in the mixing-tanks is done by hand with paddles or dashboards, or by
machinery with paddles attached to shafting operated by a steam-engine, or bj- blowing air
into the oil at the bottom of the tanks with blowers operated by steam power, or by con-
tinuous pumping, drawing the oil from the bottom of the tank and returning it at the top.

Mixing by hand has been in use for a great many years on the Pennsylvania, the Balti-
more & Ohio, the Chicago, Burlington & Quincy, and the New York, Lake Erie & Western ;
it consists virtually of stirring up and churning the oil by wooden paddles or dashboards
worked by hand from the top of the mixing-tanks, and it is probably the best system to
adopt for a small output, which would not warrant the introduction of steam-power and
special appliances. The Pennsylvania has, to a large extent, introduced paddling by machin-
ery in its oil-mixing houses, in addition to the older method of paddling by hand.

The method of continuous pumping is practiced by the Chicago. Milwaukee & St. Paul
Railroad.

The method of agitating the ingredients in the mixing-tanks by blowing air into the

OIL-MIXING HOUSES. 95

mixture at the bottom of tlic tank has been adopted within recent years by some of tiie
leading manufacturers of ilhiminating and lubricating oils in this country and abroad, and is
the method practiced b)' the Lehigh Valley Railroad. Railroads purcliasing mixed oils from
dealers use brands manufactured by the blowing process to a large extent. Dr. Charles B.
Dudley, Chemist, Pennsylvania Railroad, considers that the method of mixing oils by blowing
air into tliem is not desirable, as it oxidizes the fatty oils and thereby leads to difficulty.
Other chemists and manufacturers interested in the blowing process claim that the amount of
o.xiilation which takes place is not sufficient to cause any deterioration in the lubricating or
the general working qualities of the oils. It is also claimed that the mixture is more thor-
oughly agitated by blowing than by paddling, as in the latter process certain currents are
created, and the different particles are not so finely subdivided as by the air forced through
the oil in every direction fremi the bottom uji, causing heavy particles sinking to the bottom
to be thrown up toward the top of the tank.

The mixing-tanks are either cast-iron hemispherical-shaped kettles, or sheet-iron square or
round tanks. Crude stock to be used for mixing is received in barrels, casks, or in tank-cars,
and stored in storage-sheds or in storage-tanks until required in the mi.xing operations, when
it is either discharged from the barrels or pumped from the storage-tanks into the mixing-
tanks. After the oil has been mixed, it is cither immediately drawn off into barrels, or
pumped into supply-tanks, from which it is drawn as required for use in the vicinity or for
shipments over the road. All pipes used for the transfer of oils should be at least 2 in.
in diameter. In designing the piping and pumping system care should be taken, so far as
possible, to prevent remnants of dark or light oils touching each other in the pi[)es or
pumps, so as to avoid adulterations.

In designing a plant it must be borne in mind that it is essential to keep the main stock,
if feasible, isolated from the oil-mi.xing house proper, and in the latter it is desirable to keep
the mixing tanks in a separate compartment. The most scrupulous cleanliness is requisite
to reduce the danger frcuii tire. The fire-service provisions should he the best obtainable.
The plant should be located as far as possible away from other important structures or yards,
so that, in case of a fire, its spread would be limited or not attended with very serious losses.
No open lights should be allowed in the building. The lighting should be by electricity
or by lamps with reflectors, set in recesses in the outside wall, the recess being closed on
the inside of the house by a fixed glass panel, and on the outside bj' a small door. A fire-
proof construction of the building is desirable at all important locations or where the
plant contained in the building is extensive. The heating of the building and of the oil in
the tanks should be done by steam from a special boiler, located in an anne.x to the main
building, or from some boiler in use in the vicinity.

The following descriptions of oil-mixing houses refer to oil-mi.xing plants that are or
have been in actual use on railroads in this country, and will therefore prove of particular
interest.

Oil-mixing House at Aurora, III., Chicago, Burlington &= Quincy Railroad. — Tlie mixing of
oils on the Chicago, Ijurlington & Quincy Railroad is done at Aurora, 111., the method in use being
sliown in Figs. 214 to 216, prepared from sketches and data furnished by Mr. Wm. Forsyth,
Mcciianical Engineer. C, B. & Q. R. R. The crude stock is received at the house in barrels, and

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

dumped, as required, into a sheet-iron receiving-tank, 4 ft. X 6 ft. X 2 ft. deep, located in the house
in front of a large double door leading from the platform into the house. The top of the receiving-tank
is level with the door-sill and tlie floor of the platform, so that barrels can be rolled from the platform

on to the receiving-tank, dumped, and then
rolled back and away from the house, the
space in the interior of the latter being lim-
ited. This receiving-tank serves to meas-
ure the ingredients, which form the mi.xtures
for any particular oil. Underneath the
house in a cellar there are two stjuare sheet-
iron mixing-tanks, each of 60 barrels capac-
ity, with a manhole on top corresponding
FiCr. 214. — Cross-section.

Fig, 215. — Ground-plan. Fig. 216. — Perstective of Dasiipoard.

with an opening in the floor of the mixing-room. These tanks are connected with the receiving-tank
by pipes, as shown. The mixing of the oils is done by hand by means of a wooden mixing-dash
(Fig. 216) inserted into the mixing-tanks through the manholes on the toji, the oil being churned
by the dash until thoroughly mixed. The dash consists of a 9-in. X 15-in. square board perforated
with 26 holes, li in. in diameter, with a wooden handle, 11 ft. long. The mixed oil is transferred by
means of hand-pumps to storage-tanks or drawn into barrels for shipment over the road.

Oil-mixing House at Meadow Shops, Newark, N. J., Fennsylvania Railroad. — The oil-mixing house
of the Pennsylvania Railroad located at Meadow Shops, Newark, N. J., shown in Figs. 217 and 218, is
a one-story frame building, about 50 ft. X 175 ft., sheathed with galvanized corrugated iron, roofed
with tin, and floored with plank. It is surrounded on three sides with wide platforms, which serve to
store barrels and facilitate handling of supplies and materials to and from cars on tracks, one on each
side of the house, the floor of the house and platforms being level with the car-floors. The oil-mix-
ing plant is at one end of the building, and at the other end a small part of the floor-space is set ajiart
for the storage of waste, while the balance of the house is used for the storage of oils in barrels. The
mixing-tanks are in a small cellar, and immediately over them, raised above the floor of the house,
are the storage-tanks for mixed oils, from which the mixed oil is drawn into barrels for shipment
over the road. In addition to these tanks there are on one side of the house, as shown on the plan,
a number of smaller receiving-tanks for mixed oils for local use at the shops and for the engine and
car service in the vicinity, the oil being drawn into cans or buckets as required. All crude stocks
arrive at the house in barrels, and, after mixing, the mixed oils are drawn into the same barrels for
shipments out of the house. The account of stock and the quantity of the various ingredients used
in making each batch of oil are tallied by actual weight, every barrel being weighed on a small ])ort-
able scale. The different lots of crude stocks arriving at the house are kept separate, and the barrels
of mixed oils from each batch are given distinguishing marks. There is a very simple and efficient set
of books kept, so that at any time it can be ascertained exactly what lots of crude stocks were used
in making the mixed oil contained in any particular barrel shi])ped out of the house.

The process of mixing the oil consists of agitating it inside the mixing-tanks by means of a sys-
tem of paddles connected to a vertical shaft inside each tank revolved by the proper gearing and

OIL-MIXING HOUSES.

niachiiiery. In order lo create cross currents of the oil in the tank, tlie movement of the paddles is
reversed from time to time, and fixed paildlcs are attached to the sides <if the tank between the re-

mmmm

Fig. 217. — GuouND-i'LAN.

volving paddles and pitched in an opposite direction. There are four circular sheet-iron mixing-
tanks in the cellar, the crude stocks being dumped
into them through a 16-in. X 20-in. opening in the
floor over each one of them. These mixing-tanks
are 4 ft. 6 in. in diameter by 7 ft. 8 in. high, and
have a capacity of 16 barrels each. The pjaddles
are 14 in. wide at the widest part and \ in. thick ;
the revolving ones are made of wrought-iron and
the fixed ones of steel, their shape being similar to
the blades of a screw-propeller. The paddles
make about 15 revolutions per minute, and it takes
about 3^ hours to mix a batch of oil. The speed
is regidated by the (piantity of oil in the tank, so
as not to throw the oil out over the top. In front
of each mixing-tank in the cellar there is an ordi-
nary 2-in. ])lunger-pump, making four pumps in all,
connected with one continuous pump-shaft, which
pumjis serve to transfer the mixed oil up to the
storage-tanks or the receiving-tanks for local use.
The power to drive the i)addles and jnimps is supplied by a small stationary engine, the counter-shaft
of the mixing paddles being turned by a belt and the pump-shaft by a connecting-rod attached to the
fly-wheel of the engine. The [)addle shafts are thrown in and out of gear by means of clutches and
levers situated above the floor just below the storage-tanks ; but it is necessary to go down into the
cellar to start or stoi> the pimips. The four mixing-tanks can l)e worked independently or all to-
gether, or mixing can be done in some of the tanks while jiumping is going on from the others.
There are four storage-tanks placed on a raised trestling immediately over the mixing-tanks, as
l)reviously explained. These storage-tanks are of the same size as the mixing-tanks. The receiving-
tanks for local use are smaller. All jiipes for transfer of oils are 2 in. in diameter. The oils in the
tanks are kept liquid by a single coil of i-in. steam-pipe in the bottom of each tank, the general tem-
perature inside the building, especially in the small mixing-cellar, being kept ipiite high by steam-
coils along the walls. .Steam is sujiplied from the boiler connected with the sho|) system in the
immediate vicinity. There is no provision made for lighting the building, as work is not allowed to

21S. — Elevation of ■I'.wk?;

98 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

be prosecuted after dark. The provisions for protection against fire consist of lines of liose con-
nected witli the water-system, kept uncoiled along the floor of the house at night ready for use, and
fire-alarm boxes in the special circuit connected with the shop system.

This house has been in operation for about eight years, and supplies all tlie mixed oils and dis-
tributes all the cotton waste used on the New York Division of the road. There are about 700 barrels
of oil mixed and distributed per month. The force employed consists of about three to five men,
exclusive of the foreman, and they are kejit busy for about nine hours a day the year round. 'I'he
oils mixed are, as a rule, passenger-engine oil, engine-oil, navy sperm-oil, signal-oil, and heavy lubri-
cating-oils. One of the mixing-tanks is used exclusively for engine-oils, another one for illuminating-
oils, and the remaining two for heavy lubricants. Great care is taken to keep the dark and light oils
separated in the jiipes and mixing-tanks, so that the remnants of one batch will not injure the next
batch of a different grade. In dumping the oils, the usual practice of boring vent-holes in the
barrels is avoided by the use of a short piece of 1-in. pipe, bent in the shape of an elbow, which is
inserted in the barrel through the bung-hole as the barrel is rolled over the dumping-trougii, and
serves to introduce the necessary air to allow the barrel to discharge quickly.

The general layout of this plant is good, and the operation very methodical and economical.
The most serious objections are, that the tanks are located too close to the sides of the building, giv-
ing little opportunity for free inspection and repairs. The cellar or pit in which the mixing-tanks are
located is very small and wet, and repairs are very difficult to make. Great care has to be exercised
to prevent chips and other foreign matter from getting into the mixing-tanks, as the paddles break
very easily and repairs are very difficult to make. The location of the storage-tanks immediately
above the oil-mixing tanks cannot be considered as advantageous as locating the storage-tanks side-
ways from the mixing-tanks.

Oil-mixitig House at Alt. Clare S/iit/'s, Baltimore, Mil., Baltimore &' Ohio Railroad. — The Baltimore
& Ohio Railroad maintained an oil-mixing jilant for nearly twenty years at Mt. Clare Shops, Baltimore,
Md., but abandoned the operation of same in the latter part of the year 1889, owing to the adoption
of the policy to do as little manufacturing by the company as possible. The following data on the
subject has been kindly furnished by Mr. L. S. Randolph, Engineer of Tests, B. & O. R. R., who
had charge of the house when in operation. The mixing-house was a one-story brick building, with
iron roof and wooden floor, divided into two rooms, one for signal-oil and the other for cylinder-oil.
The cylinder-oil room, about 60 ft. X 30 ft., was used to make cylinder-oil, and one end of it was
also utilized for the storage of waste, where as many as 150 bales of waste could be stored at one
time. The signal-oil room was slightly larger than the cylinder-oil room, and served to mix signal-
oil in addition to providing storage space for a large quantity of crude stock and mixed oils. The
only oils mixed were signal and cylinder-oils. The stock was delivered in barrels and stored inside,
and also, at times, outside the building. The stirring was done by hand by means of paddles.
There were two mixing-kettles for cylinder-oil, made of cast-iron, hemispherical in shape, holding
each about 16 barrels, heated by steam-coils on the inside. The paddle used for cylinder-oil was
sjioon-shaped, and from 6 to 8 ft. long. The kettles were set high enough above the floor to allow
the mixed oil to be drawn off into barrels placed below them. Barrelled crude stocks were hoisted
up by block and tackle and swung on to skids over the kettles, from where they were discharged
directly into the kettles. In the signal-oil room there was only one mixing-tank, sunk below the
floor, made of wrought-iron, 10 ft. X 8 ft. X 4 ft. deep, with a capacity of about 60 barrels, although
only 40 barrels were mixed at a time. The paddle used for signal-oil was a disk on the end of a rod,
which was drawn up and down by'a man who stood on the tank, working tlirough a hole in the top
of it. The mixed oil had to be pumped out of the signal-tank into barrels. The steam for heating
the building and the oils in the mixing-tanks was supplied at first by a boiler placed in the building,
but it was subsequently removed and steam obtained from a boiler in a neighboring mill. The
interior of the building was lighted by oil lamps, when necessary. The mixed oils were drawn into
the same barrels the crude stock had been delivered in, and shipped out on the road as called for.

The following mixtures were used for signal-oils: Winter oil, 8 parts 150 deg. fire-test, 8 parts
300 deg. fire-test, 15 parts lard and 10 parts rape-seed; summer oil, 8 parts 150 deg. fire-test, 8 parts
300 deg. fire-test, and 20 parts lard. Signal-oil was mixed at about 140 to 150 deg. Fahrenheit.
When the temperature reached 140 or 145 deg. the steam was turned off and the oil was stirred for

OIL-MIXJXG IIO USES.

aliout five minutes. The stirriiiL; for lluit Irnglli of time was repeated five or ten times at intervals
of from five to ten minutes.

The mi.xture for cyUnder-oil was composed of 4 i>arts tallow and 12 parts stock. It was heated
to from 200 to 300 deg. Fahrenheit, the heat being kept up for about five hours, with continual
stirring during that time.

Oil-mixing House at Altooiia, Pa., rcnnsylvania Railroad. — The oil-mixing house of the Pennsyl-
vania Railroad, at Altoona, Pa., shown in Figs. 219 to 222, has been in operation for about twenty-five

Fig. 2ig. — Cross-section.

Fig. 22I. — Cross-section of T.vnk.

Fig. 220. — Ground-plan.

Fig. 222. — Plan of Tank.

years. It is a two-story fireproof structure with a cellar. The oils are mixed in tanks in the cellar.
The main room on the ground-floor serves to store mixed oil in storage-tanks, from which it is drawn,
as reipiired, for local use or put into barrels for shipment over the road, and the second story is used
for the storage of waste. In addition to the oil-mixing house there is an oil-storage house, located a
short distance from the former, serving to store oils, tallow, etc., as received in barrels. There a-re

loo BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

diimijing-trouglis in one end of the storage-house connected by pipes with tlie mixing-tanks in tlie
cellar of the oil-mixing house. The ingredients required to make a batch of oil are weighed and
dumped into the troughs in the storage-shed, from where they run through pipes to the mixing-tanks.
Mixing is done principally by hand, but agitating the oil in the mixing-tanks by means of paddles
attached to shafts, driven by machinery, is also used, as shown in the illustrations, which represent
more particularly the arrangement and details of the cylinder-oil mixer. 'I'here is a steam-pump on
the main floor of the oil mixing house for transferring oils from the mixing-tanks in the cellar to the
storage-tanks overhead. The pump and shafting is driven by an engine and boiler placed outside
the building, and steam from the boiler is employed to warm the building in winter and to heat the
coils in the tanks. No lights are allowed in the oil-house, which is illuminated by gas burning out-
side the house and opposite windows provided for that purpose.

Relative to the cylinder-oil mixer, shown in the illustrations, the tank is 7 ft. 3 in. in diam. by 3
ft. 6 in. dee]3, covered on toj), the top being set 6 in. above the floor. The thickness of the iron
sheets is \ in., stiffened with angle-irons. The heating is done by a ij-in. spiral steam-coil, as shown.
There are two tiers of paddles, each consisting of three arms, 8 in. high by \ in. thick by 3 ft. 4 in.
long, attached to a if-in. shaft, which makes about 15 to 20 revolutions per minute.

Mr. Charles B. Dudley, Chemist, Pennsylvania Railroad, has kindly furnished the following
general data relative to oil-mixing houses on the Pennsylvania system : Each grand division on the
P. R. R. has an oil-mixing house of its own. As a rule, the buildings used are of brick, roofed with
slate and floored with cement or brick. They are sometimes one-story and sometimes two-story
buildings, according to the location; in the latter case the upper story is used for the storage of
waste. The oils are usually bought delivered in car-load lots in barrels, although at some places oil
is received in tank-cars. If in barrels, they are unloaded and stored till required in a sort of open
shed independent of the regular oil-mixing house or in an oil-storage house, which is usually built of
brick with brick floor. The mixing is done in some houses by hand and in others with paddles and
machinery. Mixing oil by blowing air is not considered good practice, as it oxidizes the fatty oils
and leads to difficulty. The heating of the oils in the tanks is done by steam-coils, usually in the
bottom of the tanks. The mixed oil is stored in large tanks situ.ited on the main floor, and provided
with gauge-glasses to indicate the amount in the tank, and is drawn from these tanks by faucets into
cans and buckets for use in the vicinity, or it is also drawn into barrels and shipped to various points
on the division. The power used at the oil-mixing houses for pumping and mixing is furnished by a
small steam-engine, usually separated from the main building by a brick partition ; and if it is not
convenient to take steam from some adjacent boiler, a small upright boiler is put in the same building
with the engine. The interior is best lighted by electricity, but if gas or oil must be used the jet is
not allowed to burn in the open place where the storage of oil is; it is usually placed behind a win-
dow, or in a special compartment made for it. The main materials purchased are extra lard-oil,
extra No. i lard-oil, paraffine-oil, 150 deg. fire-test burning-oil, 300 deg. fire-test burning-oil, well-oil,
500 deg. fire-test oil, and tallow. The oils usually mixed are signal-oil, engine-oil, passenger-car oil,
cylinder-lubricant, and navy sperm-oil.

OiI?nixiii!; LLoiise at Susquehanna, Pa., New York, Lake Eric &^ IVesUrn Railroad. — The operation
of an oil-mixing plant at Susquehanna, Pa., on the New York, Lake Erie & Western Railroad, shown
in Kig. 223, was aliandoned in March, 1888, after having been in service successfully since June,
1885, the abandonment being due to a change in the policy adopted by the railroad company rela-
tive to manufacturing its own supplies. The following data have been kindly furnished Ijy Mr.
Walter D. Gregory, who formerly had charge of the plant as the chemist of the N. Y., L. E. & W.
R. R. The building was one-story, brick, about 60 ft. X 35 ft., with a frame lean-to annex, about
60 ft. X 12 ft. The shed annex served to hold tank-cars and to heat them up sufficiently by
means of steam-coils along the walls to enable the oil in the tank-cars to be discharged by
gravity into two large receiving-tanks buried in the ground under the main building. These
storage-tanks were built each of two old locomotive-tender tanks spliced and pieced out so as to
form tanks of about 7500 gallons storage capacity. All petroleum stocks arrived in tank-
cars; all animal oils and other materials arrived in barrels or casks. One end of the main build-
ing was used for the storage of barrels, and was arranged with a series of skids; the balance of the

OIL-MIXING HO USES.

=4=t

Fig. 223. — GuouND ri.AN.

building luul a wooden floor. .\l the other end of the luiildini; there were two mixing-tanks, set above

the floor, so that themi.xed oil could be drawn off

into barrels placed under them. The charging of

tlie mixing-tanks was accomi)lished by hoisting up

barrelled stock by means of a small steam hoisting-
engine and proper appliances, and swinging the

barrels on to skids on top of the tanks, where tlie

oil was discharged through strainers into the tanks.

The oil in the receiving-tanks in the ground had

to be pumped up into the mi.\ing-tanks by means

of a small steam-pump. One of the mixing-tanks

was wrought-iron, hemisjiherical in shape, with a

capacity of about 25 barrels ; the other was of

wrought-iron, cylindrical in shape, with a capacity

of about five barrels. The house and mixing-
tanks were heated by steam-coils. The mixing

was done with paddles on shafts set into the

mixing-tanks and operated by a small steam-
engine. The lighting of the house was done by

gas, without any special safety provisions. There

was a steaming-trough inside the house on which

barrels were steamed out. In addition to the

skid's in the building, there was a series of skids

in the yard back of the house for the storage of empty barrels and barrelled stock. There was never

much mixed oil to keep in store, as it was usually shipped out as fast as made.

Oil-mixing House at Milwaukee, JFis., Chicago, Milwaukee &^ Si. Paul Railway. — The following
information relative to the oil-mixing house of the Chicago, Milwaukee & St. Paul Railway at Mil-
waukee, ^\■is., has been compiled from data kindly furnished by Mr. George Gibbs, Mechanical Engi-
neer, Chicago, Milwaukee & St. Paul Railway. This house forms the principal plant, although there
are several smaller ones distributed over the road. The bouse is located near the general storehouse
of the main shops of the road at Milwaukee, and consists of a one-story brick building, 48 ft. X 102
ft., roofed witli corrugated iron. The interior is divided into two rooms, the front one, 48 ft. X 28 ft.,
for mixing oils and for the local supply; the rear one, 48 ft. X 74 ft., for storage of oil in barrels and
of cotton and wool waste. The mixing-tanks, pumps, and tanks for storage and barrelling are located
in the front or mixing-room. There are two large iron receiving-tanks, each of 18,000 gallons
ca.pacity, covered with iron roofs, sunk in brick-lined pits outside of the liouse. The crude stock
arriving in tank-cars is stored in these underground receiving-tanks, and barrelled stock is stored partly
in the house and partly on platforms surrounding the building. There are two upright wrought-iron
rnixing-tanks, each of 13 barrels capacity, set in pits in the mixing-room floor, the tops of the tanks
being provided with strainers and covers. The oils are mixed by a steam-pump, which punqis the oil
from the bottom of the mixing-tank and returns it at the top, which pumping operation is maintained
until the ingredients are thoroughly mixed. The mixed oil is transferred by the same pump that does
the mixing from the mixing-tanks to a s 'ries of storage-tanks for mixed oils located in tlie mixing-
room, from which tanks the oil is drawn for use in the vicinity, or barrelled for shijiments over the
road. The oil is heated by steam-coils ])laced a little above the bottoms of the tanks. Steam for use
in the house is drawn from the main shoji boiler. The building is lighted by electricity.

The oils mixed at this house are signal-oil and bolt-cutting oil. The capacity of the two mixing-
tanks is about 50 barrels per day. The entire road supply is handled at this house, amounting in the
year 1888 to 18,097 barrels. The plant has been in operation since 1883.

Oil-mixing Houses of the New York &• Netu England Railroad. — The New York & New Eng.
land Railroad has maintained for several years small oil-mixing plants at South Boston, Boston,
and Norwood, Mass., and at Hartford, Conn. The following information has been prepared from
general data kindly furnished by Mr. A. (Jriggs, Superintendent of Motive Power, N. Y. & N. E. R.

I02

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

OfL-MIXING HOUSES.

103

R., and by Mr I', H, Coiirailsdii, fmiiKil}' 1 licniisl of the road. 'I'lic liiiildiiif;s in use were not
specially built for the service, and are in some cases only frame slieds. The floors are of wood or of
sand. Some of the storage-tanks are in the buildinj;, and some of them are buried in the ground
outside. Some of the mixing-tanks are made of old tender-tanks with paddles in the back ends
worked by a belt from the shop engines. Some of the tanks are old water-tanks and some oil-
tanks. All crude oils arrive in tank-cars, and are pumped into the storage-tanks by a steam-])ump.
The kettles used for boiling are open urought-iron, such as are commonly used by roofers for melting
tar, a wood fire being built under them in the usual way. The oil in tlie storage-tanks is kejil warm
in cold weather by means of steam-])i[)es. rower-j)umps are used at most of the houses for handling
and transferring the oils. The oils mixed are lubricaling-oils for cars and engines, cylinder-oil for
locomotives, lantern-oil, marine-engine and \alve-oil for steamers. In the preparation of the car and
engine-oils a so-called concentrated chemical solution is prepared only at the Norwood ])lant, which
solution is distributed to the other houses, where it is mixed by agitation with a given amount of well-
oil in tlie mixing-tanks. After this operation the mixed oil is pumped to storage tanks, barrelled and
shipiied out on the road, as required. The plants have been in operation for several years.

Oi/-i/iixini;-/ioiisc Design, Packcrtoii, Pa., Lehigh Valley Railroad. — The design for an oil-mixing
house of the Lehigh X'aliey Railroad, shown in Figs. 224 to 229, jjrcpared by Mr. .S. French Collins

Fig. 227.— Cross-sectio.n oi' Tanks,

Fig. 228. — Ei.KVAJioN ok 1 anks.

under the direction of Mr. John S. Lentz, Superintendent Car Department, L. V. R. R., was to have
been carried out at Packerton, I'a., but was subse(piently abandoned, principally owing to the limited
space available. The plans show a one-story brick structure, 80 ft. X 33 ft., roofed with galvanized
corrugated iron, divided into two rooms on the ground-floor, with a basement at one end of the

I04

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

building. The system to be used was similar to that employed at the Meadows Shops of the Penn-
sylvania Railroad, described above. The plans contemplated using four mixing-tanks in the base-
ment, into which the oil to be mixed was to be dumped from the main floor overhead or pumped
from the receiving-tank in the basement. The mixing was to be done by paddles attaclied to shafting,
operated by machinery, as shown on the plans. The oils arriving in Ijarrels were to be stored in the
large room of the building, and oils arriving in tank-cars were to be stored in large receiving-tanks in
the basement. Immediately over the mixing-tanks there were to be six storage-tanks, set on a

Plan of Tanks.

trestling raised 3 ft. above the main floor, which storage-tanks were to hold the mixed oils until drawn
off for local use or put in barrels for shipment over the road.

Oilmixing House at Perth Aiiihoy, N. /., Lehigh Valley Railroad. — The oil-mixing house of
the Lehigh Valley Railroad at Perth Amboy, N. J., designed and built by the author, shown in
Figs. 230 to 235, is a very extensive and complete plant for mixing and storing oils, which has been
operated very successfully for a number of years. The process employed is that of mixing the oils
by blowing air into the mixing-tanks. An exhaustive description of this plant, including a complete
set of illustrations, and a very thorough account of the operation of the works, and the methods
employed for testing the oils, prepared by Mr. C. P. Coleman, Chemist, L. V. R. R., was published
in the issues of the Railroad Gazette of April 10, 17, and 24, 1891. The following description and
illustrations are taken from above publication:

The location of the oil-mixing works is at the coal and freight terminal of the Lehigh Valley
Railroad at Perth Amboy, N. J., adjoining the creosoting works of the same company, the boilers at
the creosoting works supplying steam to the oil-works. The general layout, as shown in Fig. 230,
consists of the oil-mixing house proper, the tank-car discharging-house, and the storage-shed, located
some distance away from the mixing-house. Two tracks run into the works, and ample yard space is
provided for the storage of surplus stock, empty barrels, and sundry supplies.

The crude oils or stock not requiring to be mixed, when received at the works in barrels, are
stored in the storage-shed until shipped off or needed in the oil-mixing house. Oil arriving in tank-
cars is discharged by gravity from the tank-car discharging-house into the large storage-tanks in the
basement annex to the oil-mixing house.

The oil-mixing house consists of a barrel-storage room, and a discharge and supply-room on an
up]Jir level, with a basement annex consisting of three rooms, respectively, the mixing-room, the
storage-tank room for crude stock, and the engine-room. The main working-room (the discharge
and sujiply-room), on the upper level, serves for dumping the barrel crude stock and tallow into the
mixing-tanks in the basement. It is also utilized to store the mixed oils in supply-tanks located
along one side of the room, from which the mixed oils are drawn into barrels for shipment over the
road.

The storage-shed is a one-story frame structure, 100 ft. X 38 ft., divided into two rooms — the
one for storage of oils in barrels, and the other for storage of waste in bales. A loading piatform
runs along a track on one side of the house, and barrel skids along the platform facilitate the transfer
of barrels between the storage-shed and the oil-mixing house. The floor of the shed consists of
])lank on mud-sills. The building is sheathed and roofed with galvanized corrugated iron on a
wooden frame. The roof-trusses are spaced 10 ft. centres. The height from floor to truss is 12 ft.
in clear. This building is described more fully in the chapter on oil-storage houses, and illustrated
in Fig. 189.

OIL-MIXING HOUSES. 105

The tank-cai- (lischaTging-liousc is a oiif-story frame slicil, 20 ft. X 45 ft., sheathed and roofed
with galvanized corrugated iron. This house serves in winter to heat heavy or congealed oils arriv-
ing in tank-cars till the oil gains the projjer fiuidity so as to be discharged into the storage-tanks
in the adjoining basement. The cars are run into llie house, the doors closed, and steam turned into
steam-coils along the walls of the building. This building obviates the objectionable features of
inserting a steam-pipe into tiie tank-cars, and discharging live steam into the congealed oil, and it
offers a less cumbersome method than the system of placing horseshye-shaped steam-coils over the
tank-cars.

The oil-mixing hoi.se, shown in all the illustrations, consists of a one-story brick building, 38 ft.
X 71 ft. 6 in., on stone foundations, with double-pitc'hed iron roof covered with galvanized corru-
gated iron, divided by a brick partition-wall into the barrel-storage room, 35 ft. 6 in. X 38 ft. 6 in. in
the clear, and the discharge and sup[)ly-room, 35 ft. 6 in. X 38 ft. 6 in. in the clear. The basement
annex is a brick and stone structure, roofed with a flat roof, covered with a layer of ( emenl, tar, and
gravel, on 4-in. flat brick arches sprung between 6-in. I-beams, spaced 3 ft. centres, and spanning 11
ft., supported at their ends on the walls and on a 12-in. I-beam on 8-in. cast-iron columns. The base-
ment has three rooms, respectively, the mi.xing-room, 12 ft. 6 in. X 32 ft. in the clear; the storage-
tank room for crude stock, 22 ft. X 35 ft. in the clear; and the engine-rjom, 6 ft. X 24 ft. in the clear,
I'he clear iieight of the upper rooms is 12 ft. 6 in.; the clear height of the basement varies from 8 ft.
at the low end to 12 ft. at the high end. The engine-room is connected with the supply and dis-
charge-room by stone steps, walled over with brick, and provided with iron doors at lop and bottom.
The upper floor is 12 ft. 6 in. higher than the floor in the basement, and 4 ft. abo\e the track that
runs along the 8-ft. loading platform on one side of the house. All the brick walls in tlie building
are 13 in. thick, to aft'ord greater stability and safety to the structure in case of fire. The iron roof-
trusses over tlie main building, spanning 37 ft. between centres of walls, are spaced 10 ft. centres.
They are pin-connected, and built of angle-iron principal rafters, star-iron struts, round-iron tie-rods-
and angle-iron jiurlins, spaced 5 ft. 6 in., and covered with No. 20 gauge galvanized corrugated
iron fastened to the purlins with flat hoop-iron l)and.= . The door and door-frames throughout the
house are wrouglu-iron, and the door-sills are cast-iroii. All window frames and sash, including tlie
muUions, are cast-iron. All windows are provided with wrought-iron shutters. All sashes are fi.ved
througiiout the house, but there are two lights in eacli window hung in a cast-iron [livoting sash set
in between the cast-iron mullions of the main sash. In addition to these openings in the sash, ven-
tilators are provided, as shown on the plans. The sash in the mi.xing-room and storage-tank room'
are bolted into tlu- window-frames in such a way as to be readily removed to allow tanks to be taken
through the window ojienings in case of repairs or renewals being required. The floor of the loading
platform and of the barrel-storage room is made of stone slabs, the floor of the discharge and su])ply-
room of brick laid flat, and the floor in the basement of cement dished toward suitable sink-holes
connecting with drain-pipes.

'I'liere are seven supply-tanks 4 ft. in diameter, by 7 ft. high, for the storage of mixed oils, placed
on a raised platform on one side of the discharge and su]iply room. The jilatform is built of 6-in.
I-beams on brick piers. The tanks are built of i-in. iron, and covered on top, and have fau<cts with
co])per-wire basket-Strainers, glass gauge-tubes, and cast-iron drip-boxes on the floor under the
faucets. Each tank holds 625 gallons.

On the side of the discharge and suiiply-rooni, next to the mixing-room, there are six cast-iron
box troughs set in the floor, each connected b\' a 6-in. pipe, passing through the stone foundation-wall
of the main building, with the top of the mixing-tanks in the basement. The sides of these trouglis
are raised a few^ inches above the floor, so as to form skids for the barrels to rest on wdien being
dumped. The opening at the end of the trough leading into the 6-in. pipe is covered with wire net-
ting, and kept closed, when not in use, by a heavy cast-iron hinged cover. Each trough is 12 in. wide
by 5 ft. long, and from 6 in. to 10 in. deep.

In the mixing-room in the basement there are four mixing-tanks at present (space being left for
two more, if ever required), set on a stone bench raised i ft. above the floor of the basement. Each
mixing-tank is 4 ft. in diameter and 7 ft. high, built of \-\\\. iron, covered on top, and surrounded by
a steam-jacket built cf f',; '"• iron. The capacity of each mixing-tank is 625 gallons.

io6 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

In the storage-tank room there are two cylindrical tanks, similar to tanks on tank-cars, each 5 ft.
6 in. in diameter, and 27 ft. long, with a capacity of 4680 gallons. The tanks are built of i-in. iron,
and set on cast-iron saddles on the top of the floor.

In the engine-room there are a vertical engine, a rotary blower, and a steam-pump. The engine
is of the New York Safety Steam Power Co.'s make, and is supplied with steam through a 2 in. pipe
connected with the main steam-pipe from the boilers of the creosoting works adjacent to the oil-
works, as explained above. It has a 7-in. X 9-in. cylinder, and a nominal capacity of 10 H.P. The
engine drives the rotary blower by means of a 42-in. fly-wheel and belting. The rotary blower is of
the Wilbraham Bros.' (size C) make, and serves not only to mix the oils in the mixing-tanks by blow-
ing air into the tanks near the bottom of the tanks, thereby causing the contents of the tank to be
thoroughly agitated, but it serves also as an oil-pumji. The suction is 2 in. in diameter, arranged to
work 00 the oil-pipes or to draw in air, and the discharge-pipe is 2 in. in diameter, connecting with
the blow-[)ipes to the tanks or with the oil-pipes. In addition to the blower there is an ordinary
steam-pumj) for transferring oils, supplied with steam through a i-in. steam-jiipe. This punii) is of
Guild &: Garrison's make, and has a 6-in. X 7-in. steam-cylinder and a 3l-in. X lo-in. oil-cylinder,
with a 2-in. suction and a 2-inch discharge-pipe.

The .pipe system, shown in Figs. 233 and 234, consists of blow-pipes from the blower to the
mixing-tanks in the basement and to the supply-tanks in the discharge and supply-room, in the first
case to mix the oils and in the latter case to agitate the mixed oils slightly from time to time to
prevent the ingredients separating to a more or less extent according to their specific gravities, if
allowed to stand undisturbed fcr quite a time. 'I"he blow-pipe in each tank extends to within a few
inches of the bottom of the tank, where it branches into four short horizontal perforated i-in. jupes.
The oil-pipe system consists of suction-pipes from the large storage-tanks in the basement to the
pumps, and discharge-pipes from the latter to the mixing-tanks to allow crude stock from the storage-
tanks to be transferred to the mixing-tanks. There are also suction-pipes from the mixing-tanks to
the pumps to allow the mixed oils to be pumped up through delivery-pipes to the supply-tanks in the
discharge and supply-room. There is also a delivery-pipe from the pumps to the storage-tanks, in
case oil is to be transferred from the mixing-tanks or the supply-tanks to the storage-tanks. There
is no special suction-pipe, however, provided in the supply-tanks, as the blow-pipe entering the same
can be used as suction-pipe in connection witli the rotary pump for transfer of oils from the supply-
tanks to the different tanks in the basement, which operation is seldom required. There is also a
suction-pipe extending to the tank-car discharging-house, so that oils can be pumped directly from the
discharge-box alongside the cars through the pumps, in jjlace of being discharged by gravity to the
storage-tanks, which, under certain contingencies, might be found desirable. As previously exjjlained,
the blower can be used as a rotary pump to transfer oil, and the various suction and delivery pipes
are connected in such a way with the blower and the regular oil-jjump that either one or the other
can be operated on any of the oil-pipes.

The system of delivery-]>ipes leading from the pumps to the mixing-tanks and to the sup])Iy-
tanks, and the suction-pijies leading from the mixing-tanks to the jninqis, is doidile, so as to enable
the light-colored oils to be kept separate from the dark-colored oils, the one line being used ex-
clusively for one class of oils and the other line for the other class. Except in cases of breakdowns,
the rotary pum]i is used exclusively for light-colored oils and the regular oil-pum]i for dark or heavy
oils, which, when slightly congealed, reijuire considerable power to force them through the pipes.
The pipes are all inclined as much as ])Ossible, so as to allow them to free themselves liy gravity
when pumping is stopped. At all low dead-ends drain-cocks are jjrovided, and any oil left in the
pipes after ])umping is drained off into buckets before another grade of oil is pumped through
the same pipe. In this manner the adulteration of one grade of oil by coming in contact in the
pipes or pumps with remnants of another grade of oil is reduced to the least possible limit. The
suction-pipe and the delivery-pipe between the storage-tanks in the basement and the jjumps are
single, as only dark oils pass through them. The blow-pipes are \\ in. in diameter, and the oil-iiipes
are 2 in. in diameter.

The heating of the house and of the mixing-tanks is done by sujierheated steam, supplied from
the superheater at the adjacent creosoting works. As shown in Fig. 235, there are steam-coils in the

Oll.-MIXIAG no USES.

107

discharge and svipply-rooin back of tlie su|>iil)-laiiks, tlic number being larger back of the tanks for
heavy oils than for light oils. 'I'here are also coils along the wall next to the (lunii)ing-troughs and
on the jjartition next to the storage-room ; as barrels prior to being dumped are brouglit in from the
storage-room and placed along this [)artition the oil is thus rendered lliiiil enough to discharge easily.
The temperature of tlie discharge and supjjlj-room is generally ke])t at about 70 degrees Fahr. In the
barrel-storage room the temperature is maintained at about 70 degrees Fahr. by means of coils hung

Plf^3 TV C/tlOSOTWC WM/fS

Fig. 230 Gkneral Plan.

r^,

Fig. 231. — Front Elevation,

Fig. 232. — End Ele\'ation.

from the trusses overhead, and Iiy a set of coils along the partition next to the discharge and supply-
room, the aim being to gradually heat the oils as they are transferred from the general stock in the
storage-room till ready to discharge into the dumping-troughs. The general temperature of the oil-
mixing room does not require to be over 70 degrees Fahr., but it is usually 1 10 degrees when working,
due to the large amount of heat thrown off by the steam-jackets around the mixing-tanks. The tank-
storage room in the basement is heated by a set of coils hung from the roof over the tanks, the tem-
perature being kept at about 70 degrees Fahr. The pipes of the steam-coils are i^ in. in diameter.

The house is lighted throughout by incandescent lights supplied from the electric-light plant of
the railroad company at the Perth Amboy terminal.

The provisions for protection against fire, as shown in Fig. 235, are jiarticularly noteworthy in

loS

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

---^

. n 1

-| ^

nnnnnnnnnnnnnnnnnnnn

J u u

U L

JUUUUUUUUUL

J L

J u u u u u u

OIL-MJXING HO USES.

109

5m55lliE^

a
v.

■<

no BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

this design, and have been carried out witli great care and forethought. The idea of isolating the
basement annex from the main body of the house and the distribution of the oil stock to different
rooms and buildings, so as to limit the spread of fire, so far as possible, has been conscientiously
carried out. In every room there is a li-in. water-pipe with about 25 ft. of hose attached ready for
immediate service, the water being controlled by a valve on the wall next to the hose connection. In
addition small portable chemical fire-extinguishers are placed on shelves in different parts of the
building. In case a fire cannot be brought under control by the water-hose or the chemical apparatus,
then the introduction of live steam into the room is employed to smother the fire : for this purpose
there leads into each room a separate i|-in. steam-pipe with an open end in the room, so that live
steam can be turned into any of these rooms from the valve-house outside of the main building. To
prevent the escape of the steam and to prevent the entrance of air, as also to retard the sjiread of a
fire, all door-openings and jiassages have iron doors, the windows are provided with iron shutters, and
all ventilators have dampers which can be closed from the outside of the house. In addition there
are several hundred feet of 2|-in. fire-hose in the valve-house near the works. To prevent the large
closed storage-tanks in the basement from exploding in case of fire, overflow or relief jjipes are pro-
vided, which project above the shed roof over the tanks and serve to relieve any undue pressure that
might be caused in the tanks by extreme heat.

After the works had been in operation for some time it was found that tallow could not be heated
sufficiently, when dumped in the dumpingj.roughs, to run freely into the mixing-tanks, and that with
steam-jackets around the mixing-tanks the tallow was not heated uniformly throughout the tank. The
arrangement, shown in Figs. 233 and 234, was therefore introduced over one of the troughs leading
to that one of the mixing-tanks in which tallow is used as one of the ingredients, consisting of a
raised table on which the cask of tallow is rolled, the staves broken, and the tallow shovelled into a
wrought-iron open tank alongside the table and immediately over the dumping-trough. This tank has
steam-coils inside of it, and as the tallow melts it drains, through a pipe and wire strainer, into the
dumping-trough, and reaches the oil-mixing tank in a fluid state. As the table and heating tank
straddle dumping-troughs, the discharging of barrels beneath them is not interfered with.

The following suggestions are offered as desirable improvements in the plant, brought out by
the experience gained in the operation of the works: It has been proved that steam-jackets do not
heat the contents of the mixing-tanks uniformly, and steam-coils inside the tanks would be an im-
provement if kept steam-tight. The tanks in use in this house were originally ordered for the house
designed for Packerton. The storage-tanks in the basement should be larger, so as to hold about
8000 galls., as the capacity of some tank-cars arriving at the works is over 6000 galls. The addition
of one or two large storage-tanks would be an improvement, as it would allow a larger amount of
crude oil to be kept in stock, and the operation of the works would not be so liable to interruptions
caused by delay in the delivery of crude stock. A cooperage shed with the necessary appliances and
steam-pipes or steam-chests for the steaming, cleaning, and repairing of empty barrels, would be a
desirable addition in a new layout, as at present the barrels have to be steamed by a short steam-pipe
connection, and the repairing done in the open yard back of the house. The difference in the floor
levels of the main house and the basement should be increased so as to allow of heavier grades in
the pipes to facilitate their drainage after pumping. This also applies to the discharge-pipes from
the tcnk-car discharging-house. The engine-room should be larger, so as to give more room for the
work-bench and better facilities for making light repairs. In a new design the disposition of the
tailoiv-heating tank could be advantageously changed, so as to form a component part of the plan.
With these modifications the buildings and plant can be considered as firs-t-class.

Chemical Laboratory at South Bethlehem, Pa., Lehigh Valley Railroad. — In connection with the
establishment of the oil-mixing house at Perth Amboy, N. J., the Lehigh Valley Railroad Company
had a chemical laboratory erected in 1888 at South Bethlehem, Pa., for the use of the chemical de-
partment of the railroad. The building was designed and built by Mr. W. F. Pascoe, Superintendent
Bridges and Buildings, L. V. R. R., from sketches furnished by Mr. C. P. Coleman, Chemist, L. V.
R. R. This building, and especially the interior arrangements, combine a number of good features
worthy of adoption for similar structures, and it will not, hence, be out of place to devote space to

OIL-MJXING HOUSES.

Fig. 236. — Ground-i'LAN.

" mc^ m<f^' I '^Jiv . i(5«

**Srrf, (Wtf^ r^O/<i J Y'

-^ ^

Fio. 237.— Fkont Elevation of Lauokatory Table. Fig. 238.— End Elevation of LaSoratory Table.

•

)

;^x*«-

Fn;. 23y. — Plan of Laboratory Tai'.le.

Fu;. 240.— Front Elevation Fig. 241.— Cross-section Fig. 242.— Plan of Steam box,
OF Steam-box. of Steam-box.

112 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

the following descriptions and accompanying illustrations, Figs. 236 to 245, copied from the issue of
the Railroad Gazette of April 17, 1891 :

The building is a frame structure, resting on a stone foundation, the exterior sides being sheathed with
corrugated galvanized iron and roofed with slate. The interior hnish is of Georgia pine throughout. It
consists of three rooms, as shown by the ground-plan, Fig. 236, the office. 15 ft. x 19 ft. 9 in. ; the chemical
laboratory, 16 ft. x 19 ft. 9 in. ; and the testing laboratory, 16 ft. x 19 ft. 9 in.

The chemical laboratory is equipped with laboratory table, steam-box or hood, balance-table, instru-
ment-case, sink, sample shelves, and all apparatus necessary for chemical analyses. The special features of
the room are :

1st. The laboratory table, a sketch of which is shown in Figs. 237 to 239, which is a table with a

Fig. 243. — Front Elkvation

OF BaLANCE-TAI!I,E.

Fig. 244. — Cross-section
of Balance-table.

Fig. 245. — Plan of Balance-table.

soapstone top, and shelving, drawers, and closets for chemicals and apparatus, with gas, steam, water, and
drain connections conveniently arranged on top.

2d. The steam-box or hood, Figs. 240 to 242, consisting of steam-bath and gas fixtures, and out of
which a flue, shown in yr nmd-plan. carries off the fumes.

3d. The balance-table. Figs. 243 to 245, consisting o{ a looo-lb. casting, suspended by J-in. iron rods
from a g in, x 6-in. iron-bound girder, the ends of which rest upon the base-beams of two of the roof-trusses.
This arrangement does away with the vibrations of the baUince-needle, which were caused, when the
balance rested on an ordinary table, by foconiotiv^s passing over the tracks within 10 ft. of the building.

The testing laboratory is equipped with photometer, sink, distilling apparatus, ammonia and ice and
salt cold-test boxes. It is also designed to admit of putting in a physical testing-machine, if it be so desired
in the future. The building is heated throughout by steam, and has been found to meet every requirement
of the work of* the department.

IV A TEH Sl'ATIONS. 113

CHAPTER XIV.
WATER STATIONS.

Water stations are required on a lailroad to supply water for locomotives, and arc
usually located from five to twenty miles apart, accordin^j to the importance and nature of liie
traffic on the road, ten miles being a fair average spacing. The water-supply for feeding
stationar)- boilers, washing cars and lloors, cleaning out boilers, cooling ashes, fire protection,
and similar purposes, at shops, engine-houses, station buildings, etc., is very frequently
connected with the water service for road engines at the same point. The provisions for the
water-supply at each locality, therefore, depend to a large extent on the combination of
requirements established for same. The choice and location of a system for supplying road
engines is determined according to whether the tender is to be filled before the engine starts
on its regular run, or whether its water-supply is to be replenished on the road, either while
the train makes a stop at or between regular stations, or without stopping the train. The
addition of the shop, engine-house, and station service to a water system for supplying road-
engines will increase the quantity of water required and call for a greater pressure height.
Where this additional supply is large the problems to be solved are analogous to those
encountered in a water-works system, and hence this feature of the water-supply on a railroad
will not be discussed in detail in this article.

It is essential to have double or independent water systems at all important points, so far
as possible, so as not to cripple the road in case of temporary interruptions in one of the
systems, caused b)- repairs, breakdowns, or extensions of the service. The water stations for
the road suiiply should be so spaced along the line as to offer at all seasons of the year an
absolutely reliable and ample supply for the heaviest possible trafific .to be expected, and to
allow for repairs or interruptions at one or several water stations at the same time. At
important terminal or junction stations, shops or engine-houses, costly methods and long-
conduits have frequentl}' to be empIo)-ed to obtain the necessary water-supply. Water
stations for the engine supph- along the road, however, are generally located within a
reasonable distance of the source of supply, wherever it is found, although the location at a
regular station is preferable, w'here feasible, so as not to require engines to make special stops
between .stations.

The impoitance of the water service in the operation of a road arises not only from its
necessity as a technical feature, but from the fact that it forms one of the permanent elements
of the cost of operation. The United States census report of 1S80 shows that the water-
supply formed on an average 0.68 per cent of the total operating expenses of American
railroads, the range on tlifferent roads being from o. 11 to 0.96 per cent, and the average cost
per train-mile 0.6 cent. The cost of water service on the Pennsylvania Railroad system from

114 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

187910 1883 was reported as follows: OpeiaLiiig expenses, 0.602 cent per train-mile; main-
tenance, 0.368 cent per traiti-niile, u\ a total average expenditure of 0.97 cent per train-mile.
On the Lake Shore & Michigan Southern Railroad the cost of water service from 1872 to 18S1
is given as 0.6 cent per train-mile. Tlie cost of water-supply, therefore, would seem to run
from less than half a cent to a cent per train-mile, with a fair average of two-thirds of a cent.

Tile quantity of water required, the quality and the available sources are the essential
features to be priniaril}* considered in selecting and determining the water-suppl)- at any
point. These questions once settled, the consideration of the methods for collecting the
water, conducting it to the place where it is to be used, storing it, and delivering it into the
tender, is next in order.

The ipiantit)- of water required is dependent on the number of engines liable to take ,
water per da)', the dut\- required of them, their size and water consumption, the capacity of
the tender tanks, the distance to the next nearest water station on the road, and any special
duty in addition to supplj-ing road-engines that the water service is to perform. The
quantity thus ascertained should be increased at least 50 per cent to allow for fluctuations iu
the supply, rapidly repeated drafts on the supply at certain times during the day, waste of
water in filling tenders, and loss by reason of the overflow in reservoirs. Mr. P. H. Dudley in
1882 ascertained that heavy and fast passenger-trains on the New York Central & Hudson
River Railroad, working at 135 lbs. steam-pressure, evaporated 6.67 to 7.5 lbs. of water per
pound of coal used, or about 40 gallons per mile on an average, the coal consumption having
been from 40 to 50 lbs. per mile. A heavy freight engine burning 100 lbs. coal per mile
would use about So gallons of water per mile. On stretches of a road with heavy grades the
consumption is naturall}' larger, in addition to the allowance for pusher engines, where used.
The capacity of tender-tanks varies considerably, ranging from 2200 to 4000 gallons, the
usual size being about 2800 to 3OCO gallons.

The quality of water used has a most important bearing on the repairs and the life of a
boiler. Bad water induces priming, causes a deposit, or corrodes the iron rapidly. A
chemical examination of the water to be used should always be made to determine its
chemical composition and its percentage of incrusting matter, such as silica, oxide of iron and
alumina, sulphates of lime and magnesia, and carbonates of lime and magnesia. On the
Chicago, Burlington & Ouinc)' Railroad it was found that in a tank of 2750 gallons there were
1.92 lbs. of incrusting matter in the best water used on the road, and i 1.33 lbs. in the worst
water in use. Theoretically, therefore, an engine, as above, consuming about 18 tanks of water
per week, would in that time collect 34^ Ib.s. of incrustation under the best conditions and 204
lbs. under the worst conditions known on the road mentioned. While practicallj- the actual
deposit would not be so large, if the engine is kept properly cleaned out, and because
considerable of the deposit is carried off mechanically, the figures, taken as they are from
actual experience, serve to illustrate clearly the importance of the question. Muddy water
should be avoided, or else settling basins or reservoirs introduced, in case the water constantly
carries a large^iuantit)' of matter in suspension. Water from streams is generallj- better than
water from wells or sjjrings, but in rainy seasons it will carr_\' considerabh' more sediment.
Spring water that does not contain injurious alkalies or salts to a serious degree, and water
collected in storage-ponds from the rainfall, if clear, are considered the best for use in boilers.

WATIUi S7\47VOjVS. 115

If the water availabK- in the ininietliate neighborhood of a given point is fouml, on [jroper
examination, to be too hard, cheniicall)- impure, or otherwise objectionable, it will, in all
probability, prove advantageous to locate the proposed water station elsewhere, or even to
adopt a costly pipe-line to bring good water from a more distant source. If no better source
of supply is available, however, the water is frequently treated chemically with difTerent
mixtures, patented as a rule, reducing the tendenc}' to foam and rendering the water less
detrimental, or precipitating the incrusting matter before the water enters the boilers. The
chemical treatment of the water prior to its entrance into the boiler is considered more
desirable by the best authorities on the subject than to use so-called "boiler compounds" in
the boiler.

The available sources to obtain water from are usuall)- one or more of the following,
nameh', drawing from spiings, from brooks or streams, from natural ponds or lakes, from
artificial storage ponds or reservoirs, from dug wells or artesian wells, or from city water-works.
Unless the source is uncjuestionably larger than the supply required, its volume should be
carefully gauged or its watershed ascertained, and the minimum flow established with due
regard to a probable reduction during protracted droughts. The [lermanency, steadiness, and
capacity of a source, combined with its distance and relative elevation to the point on the
road where the water is to be used, in addition to the quality of the water, would influence
the choice as between several available sources.

Water is pumped from ponds, lakes, springs, wells, or streams below the level of the rail-
roail b}' a suction-pipe, the end of which has a basket or hood, and is usually jirotected bj- a
cribbing, grillage, or sheathing. In mountainous sections of the country, where a source is
frequently found higher than the railroad, the water is collected in a settling box, basin, or
reservoir, and thence allowed to run by gravity through a pipe to the railroad.

In taking water from its source to the place where it is to be used, and delivering it
there at the proper height, the following methods are used, namely, transporting water along
the railroad in specially constructed water-cars; or catching the water, where feasible, at suf-
ficient height above the railroad to let it run by gravity through a pipe-line, or an open ditch
and a pipe-line combined, to the railroad ; or elevating it to the proper height by pumps
worketl b\' hand, steam, windmills, gas, hot-air, water or horse power. Relative to these sev-
eral systems for conducting and elevating water it can be said that trans[X)rting by water-
cars is used only for temporary service, or to help keep up the supply along the road during
protracted droughts. The best method is, naturall}-, to draw the water by gravit)' from a
basin or reservoir located in a gully or on some hill near the railroad. Pumps worked b)'
hand or horse-power sliould onl\- be resorted to as a tem]:)orar}- makeshift, or for a very small
su[)ply, or in connection with windmills to maintain the suppi}-, wlien the water gets low,
without any prospect of wind. Steam-pumps are cither operated by a special boiler in con-
nection with the pump, or steam is drawn in the vicinity of shops from the main sliop boilers.
Windmills give good service, where the storage capacity is comparatively large, the traffic
small, and the prospects favorable for frequent winds. On the Pacific roads, artesian wells in
connection with windmills are very frequent. The practicability and cconom\- of introducing
gas or hot-air engines, water-wdicels, turbines, or connections with a city water service are
dependent on special circumstances and conditions in each particular case. For a large

ii6 BU/LDnVGS AND STRUCTURES OF AMERICAN RAILROADS.

watc-r-suppi}' a gravity s}-.stcm or pumping b}- steam or water power are the most approved
methods.

For fining engine-tanks the water, after being conveyed and elevated by one of the fore-
going metliods, is stored in water-tanks located near the tracks and drawn from them, as
required, by gravity, either through a goose-neck delivery-spout attached to the tank and pro-
jecting over the track, or through stand-pipes located along or between tracks either adjacent
to or at some distance from the water-tanks. Other methods of supplying water to engine-
tanks, w^ithout making use of storage-tanks or stand-pipes, are drawing the water up by a
steam-injector located on the engine and worked with steam from the engine; or forcing the
water up by an injector, steam-siphon, or pulsomcter sunk in a well, pond, or stream alongside
of the track and operated by steam from the engine or from a special boiler. Both of these
methods are, however, not economical in the long-run owing to the largo amount of steam
required, and arc only used as makeshifts in case of accidents or where a tcmporar}- supply
is needed. They are used successfully, comparatively speaking, on construction work or new
lines prior to the establishment of water stations. Finally, there is the system of filling the
engine-tank without stopping the engine by means of a funnel-shaped pipe under the tender,
which is lowered into a long, shallow water trough between the rails, the speed with which the
funnel is forced forward causing the water to rush up the pipe into the tank. This method is
known as the Ramsbottom system, and is extensively and successfully used on the Pennsyl-
vania Railroad for taking water on their fast express trains without stopping.

Relative to the location of water-tanks and stand-pipes in yards, they are usually placed
along a track leading to or from the engine-house or coaling system, or located at the head
of the yard, so that engines can take water along with their other supplies, such as coal, sand,
oil, and waste, before starting on a run. It is customary at large layouts to either have several
small water-tanks or else one large one, centrally located, with connections to the different
stand-pipes. At stations on a single-track road the water-tank is located at one end of the
station opposite to where the engine stands when trains in one direction make their regular
stop, while at the other end of the station a stand-pipe, supj)lied fiom the water-tank, serves
for the trains going in the opposite direction. Where a stand-pipe is omitted, the trains in
one direction have to make a special stop for water before they pull up to the station build-
ing. At stations on double-track roads it is customary to combine a water-tank or stand-pipe
along one track at one end of the station with a stand-pipe along the other track at the
other end of the station ; or the tracks are spread at one end of the station and a stand-pipe
is placed between them, connecting with the water-tank, which in this case can be located
off sideways somewhere, on probably less valuable ground. In locating water-tanks along a
road the possible subsequent double-tracking or four-tracking of the road should be considered,
and the tank located accordingly, which, however, in certain cases, would absolutely neces-
sitate the use of stand-pipes. Where there are more than two tracks the spreading of
the tracks and the placing of stand-pipes between the central tracks becomes necessary.
The pipe connecting a water-tank with a stand-pipe should be not less than 6 in. in diame-
ter, preferably 8 in., and even larger if the distance is considerable, so as to reduce the loss
of head by friction and enable the water to reach the stand-pipe as fast as it can be drawn.
Where the distance from the central or main tankage system to a stand-pipe is very great;

WATER STATIONS. 117

as, for instance, an isolated stand-pipe at the far end of a station or \ard layout, it will
frequently prove more economical to locate a small auxiliary tank opposite the stand-jjipe,
with sufficient storage capacity to fill several engine-tanks, as the supply would be taken by
gravity from the main tankage system through a inuch smaller pipe than if the engines w-erc
drawing directly from the pipe.

Wooden water-tanks are probabh' in universal use in this country, and the}' form a dis-
tinctive feature of American railroatling as compared with European practice, where iron
tanks arc preferred. Wooden tanks are generally built circular in sliape, and the staves and
sundry parts are turned out to a large extent by machiner\' and kept in stock, so that repairs
and renewals can be made very cheaply and quickl)-. In addition to these features, and the
cheapness of the first cost, wooden tubs afford, when roofetl over, in themselves a certain
protection against cold, which could not be obtained in an iron tank- construction without a
special building or lining arountl it. With a view to making repairs, cleaning out sediments,
and .similar causes for interruption to the service, several smaller tubs are preferable to one
very large one, altliough the fir.st cost of a large tank is less than that of several smaller ones
offering combined the same storage capacit}'.

Circular tanks are made of 14, 15, or 16 ft. staves, and the tliameters most generall)- in use
are 16, 18, 20, 22, 24, and 30 ft. According to the selected combination of height and depth,
the capacities vary from about 20,000 gallons to 80,000 gallons. The floor of a tank is usu-
ally set about 12 to 15 feet above the track, unless a high-pressure service for other purposes
is desired besides the tleliver)' of water to engines. The foundations are usually wooden
trestle-bents on mud-sills or on small stone fountlation-walls. On some of the large roads in
the country iron floor-beams resting on wrought- or cast-iron columns with substantial stone
foundations have been extensively introduced.

'I he jjipes in connection with a water-tank are the uptake or suppl)- pipe, in warmer cli-
mates running up on the outside and discharging over the top of the tub, and in northern sec-
tions of the country entering through the floor with the proper protection against freezing;
the discharge or delivery pipe, connecting with a goose-neck spout attachment at the face of
the tank, or with a stand-pipe located at some distance from the tank; the overflow-pipe,
either running down to the ground or back into the piping s\'stem, or consisting simply of
a short trough or piece of pipe inserted at the top of the tub ; and the waste-pipe, to tlraw
off the water for inspections or repairs. Other fixtures in connection with a water-tank are
automatic arrangements for the closing and opening of the valves in the supply and overflow
pipes at the proper moment, the opening and closing of the delivery-pipe valve from the
outside of the tank, either independently of the delivery-spout, or automatically in connection
with the lowering and raising of the delivery-spout. An indicator or marker on a gratluated
staff is also universally in use to indicate the height of the water in the tank, and it is gener-
ally so arranged as to be readily seen from approaching trains. Where pumps supplying the
tanks are located at some distance from the tanks, as for instance in the engine-room of a
shop s)-stem, automatic indicators of various kinds are used to keep the help in the pump-
room advised of the .stage of the water in the tank, so as to enable them to regulate the
pumping operations accordingly. Automatic signals are also used in certain cases ; for in-
stance, wJiere a supply is intermittent or very irregular, to indicate to the operator in the

Ii8 BUILDIXGS AND STRUCTURES OF AMERICAN RAILROADS.

nearest telegraph-office the condition of the supply, and from there it is telegraphed along
the road, so that engineers of trains can be governed accordingly.

As mentioned above, the ordinary wooden tank, in connection with a tight roof over it,
offers in itself a certain amount of protection against cold, owing to the low 1-keat-conducting
properties of wood, and the fact that the air above the tank is not in direct contact with the
outside atmosphere and cannot be rapidly and steadily replaced by colder air from the out-
side, which would extract additional heat from the water, thereby gradually lowering its tem-
perature and causing it eventually to freeze. In northern climates, where the cold is more
intense, an additional safety against freezing is gained by the use of so-called frost-proof
water-tanks, which mereh- consist of the usual wooden water-tank, with the addition of closed
air-spaces above and below the tank. This is usually accomplished above the tank by sheath-
ino- beneath the rafters, or beneath or above the tie-beams of the roof, or both ways, thereby
creating one or more enclosed air-spaces above the water-level. Below the tank the same
result is accomplished b\- inserting an extra set of joists and closed planking below them, or
by fitting boards tightly between the regular floor-beams under the tank. An additional pre-
caution is to enclose the entire space under the tank, which space can be used as pump-room
or for storing miscellaneous road supplies. Where the space below the tank is not enclosed,
the pipes leading to the tank are protected from the cold by enclosing them in a box, which
usually is filled with sawdust or straw. In very severe climates this box is made with several
walls forming a number of spaces, some of which serve as air-spaces, while the others are filled
with sawdust, straw, or some poor heat-conducting material. Enclosing the space below
the water-tank, or the entire tank and the space below it, b)- a special building heated by a
stove in winter, generall)' burning refuse coal from a coal-dump, is still used to quite an
extent, although the adoption of the frost-proof water-tank is gradually superseding the older
.systems.

It is not feasible to discuss here in detail the question of stand-pipes, automatic valves,
special water-tank appliances, pumps, steam, gas, and hot-air engines, injectors, pulsometers,
steam-siphons, windmills, hand-pumps, artesian wells, hydraulic motors, etc., all of which
form important elements of the subject. The principles governing these appliances are out-
side of the scope of this tliscussion, and, moreover, the best apparatus for any particular case
is readily ascertained on making proper inquiries in the market, the competition between rival
inventors and railroad-supply firms having caused the development and construction of
machines and special appliances adapted for the water supply on railroads to reach a high
degree of perfection combined with economy in operation.

Below will be found a series of descriptions and illustrations of water-tanks, for which
probably everj' road has a standard, and which, in the main, form the most distinctive feature
of the water supplj' on American railroads.

General Design of a Circular Water-tank. — In Fig. 246 is shown a design for a circular
water-tank corresponding to the pr.ictice on a large number of railroads, more especially in the
warmer sections of the country, where precautionary measures against the freezing of the water
in winter are not essential. The sup])ly-i)ipe can either enter the tub through the floor or be
conducted over the top fnun tlie outside. The galvanized-iron delivery-spout is hinged to the

JF.4 TEN ST A riONS.

119

delivery-pipe at tlie face of the tank and jirojierly counterweighted. The delivery-pipe is closed

with a lid-valve on the floor of llio tank, which valve

is opened by pulling on a rope on the outside of the tank,

the weiglit of tlie water closing it as soon as the rope is

released. The action of the valve and the nio\enient

of the spout are independent of each other.

Square IVatcr-tank, Philadelphia c^" Reading Railroad. —
The standard square water-tank of the Philadelphia &
Reading Railroad, shown in Figs. 247 to 249, is a box-shaiied
wooden tank, 15 ft. wide in the clear, 29 ft. long in the clear,
and 8 ft. deej), set on wooden floor-beams and brick jiiers.
The lloor of the tank is set 13 ft. above the top of rail.
The lloor-beams and supporting timbers under the tank
are 12 in. X 12 in., spaced as shown. The tank is formed

of plank fitted closely together, properly calked, and bound i^ia*. •tt.ixuf) '-Mi,^.Ju*\ •Jxy:j^
by yokes, standards, and iron tie-roJs. The advantage Fig. 246.— Elf.vation and Cross-section.
claimed for this style of tank is that it is much cheaper to build than the usual circular tanks, and
does not rctpiire as high a class of labor to put it together, and hence, under certain conditions,
especially where lumber is cheap, has particular advantages over the circular tank, which is de-
pendent on shop-work in order to be made economically.

Fic. 247. — Fru.m Elevation.

Fig. 24S. — End Elevation.

Fiii. 2413.— Ground ri.AN'.

Standard, \Q> ft. X 24 //., Circular U^ater-tank, IVabash, St. Louis &" Pacific Railway. — The
standard, 16 ft. X 24 ft., circular water-tank of the ^Vabash, St. Louis & Pacific Railway, designed
by Mr. Charles Hansel, Resident Engineer, and Mr. J. E. Wallace, Superintendent, B. & B., is in its
general features similar to the design shown in Fig. 246. The tub is 15 ft. 5 inches deep in the clear,
23 ft. 6 in. inside diameter at the top and 24 ft. inside diameter at the bottom, and has a capacity of
48,500 gallons.

The sides of the tub are formed of clear white-pine staves, 3 in. thick, surfaced on two sides, 16
ft. long and not exceeding 6 in. in width. The floor is made of the same kind of material as the
sides. There are twelve wrought-iron hoops, each made in three sections, clamped and bolted as
usual. Starting from the top downwards, there are, two hoops 3 in. X yV i"-> four hoops 4 in. X -^-^ in.,
three hoops 5 in. X -,V •"•> -^"d three hoops 5 in. X \ in., varying in spacing from 22 in. centres at the
top of the tub to 10 in. centres at the bottom of the tub.

The roof is circular, with a pitch of 7 in. in one foot, with sixteen rafters, 2 in. X 6 in., and
five sets of nailers, 2 in. X 6 in., between the rafters. The roof is covered with J-in. narrow flooring,
and has a man-hole, 18 in. X 26 in.

The floor of the tub is supported by a false floor of plank, 2 in. X 12 in., resting on 6-in. X 12-in.
floor-joists, spaced 2 ft. centres, which in turn rest on five trestle-bents placed parallel with the track,
and spaced 5 ft. centres. The caps and sills of the bents are 10 in. X 10 in.; the posts are 10 in. X 10
in., set about every 5 ft. in each bent, making twenty-one posts in all. The bents are braced from
bent to bent on each side of posts with 6-in. X 8-in. X-braces, and the bents are prevented from
spreading by 4-in. tie-rods, tying the outside bents together. The foundations of the trestle-bents
are small masonry piers.

I20 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

The sui)ply-pi])e is 4 in. in diameter and enters the tub through the floor, and is enclosed between
the ground and the bottom of the tank by a 5-ft. box. The discharge-pipe is 7 in. in diameter and
connected with an ordinary lid-valve on the bottom of the tub, which valve is kept closed by the
weight of the water, but opened automatically from the outside as the spout is drawn down. As soon
as' the spout is released a counterweight draws the pipe up out of the way of the trains, and at the
same time the valve closes the entrance into the discharge-pipe.

The top of the floor of the tank is set 12 ft. above the top of rail, and the centre of the tank is
spaced 21 ft. from the centre of the track, using an 8-ft. 6-in. drop-pipe. The roof is painted with a
mixture of mineral paint and boiled linseed-oil, and all finished work is painted with three coats of
approved color. A ball-float is provided and connected with a gauge on the outside of the tank to
indicate the height of the water in the tank.

The bill of material for this tank and trestle foundations is made up of the following items,
namely : lo-in. X lo-in. sills; lo-in. X lo-in. posts; lo-in. X lo-in. caps; 6-in. X 12-in. joists; 2-in. X
i2-in. rough boards for false floor; 2-in. X 12-in., clear, white-pine boards for tank floor; 3-in. X 6-in.
X i6-ft. staves; 2-in. X 6 in. rafters; 2-in. X 6-in. ribljons; -J-in. narrow flooring for roof; mouldings
and facia for cornice; braces, 6 in. X 8 in.; finial and finial brackets; i-in. tie-rods for trestle-bents.
Also the following material: washers, bolts, spikes, wrought-iron hoops, hoop-clamps, valve-rod lever,
fulcrum, goose-neck, drop-pipe, Batavia valve, cut-off valve, float-ball for gauge, pulleys for drop-
pipe, chain for drop-pipe, counterweights, gauge-weight, gauge-slide, rough i-in. boards for box
around supply-pipe, with door and fixtures complete for same.

Standard, i(> ft. X 24 /A, Circular Water-tank, Cincinnati Southern Railway. — The standard, 16
ft. X 24 ft., circular water-tank of the Cincinnati Southern Railway and associated roads, with a
capacity of 50,000 gallons, is built in general as per the plan shown in Fig. 246. The tub is 15 ft.
deep in the clear, and 22 ft. 3 in. inside diameter at the top and 23 ft. inside diameter at the bottom.
The centre of the tank is set 21 ft. 5 in. from the centre of the track, using an 8-ft. 5-in. drop-pipe.

The sides of the tub are built of 3-in. staves and the floor of 2-in. plank. The tub is bound by
twelve wrought-iron hoops. The floor is supported by 3-in. X S?.-in. joists, set 15 in. centres. The
joists are supported in turn by 3-in. X 12-in. floor beams, spaced 16 in. centres. The floor-beams rest
on four trestle-bents, placed parallel with the track and spaced 7 ft. centres. The outside trestle-bents
have two posts, the inside bents have each four posts. The posts, caps, and sills of the bents are 12
in. X 12 in. The middle bents are braced by 4-in. X 6-in. X-bracing and tied together with i-in. tie-
rods. The roof is a regular circular roof with two thicknesses of i-in. boards, with building-paper
laid between them, resting on circular frames and covered with shingles.

Tlie supply-pipe enters at the bottom of the tank, and is protected between the tank and the
ground by a frost-proof box about 7 ft. square, sheathed on the inside and outside with i-in. boards,
leaving a 6-in. air-space. The discharge-pipe is 7 in. in diameter, and the entrance to it on the floor
of the tub is closed with a lid-valve operated from the outside of the tank by a lever-arm and rope
attached to it. The rope is drawn down by the engineman, and kept down as long as he wishes water
to flow through the drop-pipe. The latter is counterweighted, and pulled down by hand prior to
opening the valve. After the desired amount of water is taken the engineman lets go the rope at-
tached to the valve-lever and then pushes the drop-pipe up to its original position. The foundations
of the trestles are either stone piers or timber.

The specification for water-stations and water-tanks on the Cincinnati Southern Railway will
be found embodied in the General Specifications for the construction of the Cincinnati Southern
Railway, printed in the Appendix at the back of this book.

Standard, 14 ft. X 22//., Circular Water-tank, Pennsylvania Railroad. — The standard, 14 ft. X 22
ft., circular frost-proof water-tank of the Pennsylvania Railroad, shown in Figs. 250 to 258, with a ca-
pacity of 35,040 gallons, is 13 ft. deep in the clear, and 22 ft. inside diameter at the bottom and 20 ft.
ID in. inside diameter at the top. The sides are built of 3-in. staves, and the floor is built of 3-in.
plank. The tub is bound by ten wrought-iron lioops, 4 in. X -/„ in. at the top of the tub and 5 in. X
-j^-g- in. at the bottom, spaced 30 in. centres at the top and diminishing to a spacing of 8 in. centres at
the bottom. The floor of the tub rests on 3-in. X 5-in. joists, spaced about 18 in. centres, resting on 5-
in. X 12-in. floor-beams, spaced 18 in. centres, which in turn are supported by four trestle-bents placed

WATEJi STATIONS.

121

parallel with ihe track and spaced 6 ft.io in. centres. Between tlie caps of the trestle-bents and the
floor-beams there is a i-in. Ilnor, with a layer of buikling-paper inserted, whiih forms, together with tlie
bottom of the tub, an air-space underneath the lank. The caps of llie trestles are 12 in. X 16 in.,

Fio. 252.— Grounu-pla.n Of Floor Framinc

y^,"-^

Fig. 251. — Elevation.

i" ^

;*»*" 1

li ^

=^ 1/

Fig. 253. — Ground-i'lan of Roof Framinc

Fig. 257.— SEcnOiN of PirE-i-ROTECTiOiN
Bo.\.

Fig. 255. — Elevatkjn of Water-
gauge Staff.

Fig. 254. — Details Fig. 256. — Section of Water-gauge Staff,
of Tank.

Fig. 258. — Detail of Hoop-joint.

the posts are 12 in. X 12 in., the outside bents having each two posts, the inside bents each four,
and the bents being prevented from spreading by i-in. tie-rods, liy 6-in. X S-in. X-bracing, and by
4-in. X 6-in. horizontal struts near the ground level.

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

The roof is circular, witli 3-in. X 6-in. rafters and 3-in. X 8-in. tie-beams, sheathed on top of the
rafters and below the tie-beams witli i-in. boards. Building-paper is inserted al)ove the sheathing under
the tie-beams. Thus the tank has on the top and on the bottom a double sheathing, forming air-spaces,
which prevent the water from freezing. The supply-pipes and overflow-pipes enter the tub through
the bottom and are inclosed in an 8-ft. box between the bottom of the tank and the ground, whicli
i)o.\ is sheathed on the inside and outside with a layer of building-paper and i-in. boards. The
sui)ply-pij)e is closed with a Ludlow valve. An 18-in. copper ball-float is connected with a marker on
the outside of the tank to indicate the height of the water. The height of the tank above the track
is \ aried according to local circumstances.

Standard, \\ft. X i.?> ft-, Circular Water-tank, Pennsylvania Railroad. — The standard, 14 ft. X
18 ft., circular frost-proof water-tank of the Pennsylvania Railroad, with a capacity of 23,628 gallons,
is built almost similar to the one of a larger capacity just described. It is 13 ft. deep in the clear on
the inside, and 18 ft. outside diameter at the bottom and 16 ft. 10 in. outside diameter at tlie toi). All
the details and sizes of lumber used are the same as for the larger standard.

Standard, \'~,ft. X id ft., Circular Water-tank, Savannah, Fhirida &-" Western Railway. — The stand-
ard circular water-tank of the Savannah, Florida & Western Railway, and also of the Charleston & Sa-
vannah Railway, designed by Mr. W. B. W. Howe, Jr., Chief Engineer, sliown in Figs. 259 and 260, is 15

Fig. 260. — Elevation.

Fig. 159. — CROss-sEcrioN.

ft. deep in the clear, 16 ft. i in. outside diameter at the bottom, and 15 ft. outside diameter at the top.
The bottom of the floor of the tank is set 8 ft. 6 in. above the toji of rail, and the centre of the tank is

I J :i TF.K S TA TIONS.

123

set about ly ft. from tin- rentrf of tlic track. The sides of the tub are made of 3-in. staves, aiul the
bottom is made of 3-in. phink. The roof is octagonal, covered with i-in. tongiied and grooved boards
on 2-in. X 6-in. rafters, and with rl-in, X 9-in. facia boards. The roof has a man-hole, 16 in. X 20 in.
in the clear.

The tub is su|)ported on a solid 4-in. plank floor, 16 ft. X 16 ft., which rests on 3-in. X 12-in. floor-
joists, spaced 15 in. centres. The floor-joists are supported by three trestle-bents, placed perpendicu-
lar to the track, and spaced 5 ft. 10 in. centres. Each trestle-bent has three posts, 10 in. X 10 in., and
the sills and caps are 10 in. X 10 in. The bents are braced by 8-in. X 8-in. braces. The foundations
of the bents are three 12-in. X 12-in. mud-sills.

The inlet-pipe enters the tank from the outside at the .top. The outlet-pipe is ta]iped into the
side of the tank just above the floor, and is closed automatically by a weight. As soon as the gal van -
ized-iron delivery-spout is drawn down by the train hands and the back end of the spout strikes the
socket of the discharge-pi])e, the valve is opened, thus allowing the water to run freely. The method
of tapping the discharge-pi[)e into the side of the tub above the floor will enable clearer water to be
delivered, as mud and sediments collecting on the floor of the tank cannot be flushed into the pipe.
The gauge for marking the height of water in the tub is a ring fitting around an upright pole, like a
flagstaff, on top of the roof. The ring or circular disk moves up and down this [lole according to the
lieight of the galvanized-iron float inside the tank, thus allowing trainmen to see from quite a distance
iiow much water is in the tank, without having to wait until they get up to and opposite the tank.

Standard, \(> ft. X 2^ ft., Circular Water-tank, Chicago, St. Paul &= Kansas City Railway. — The
standard, 16 ft. X 24 ft., circular water-tank of the Chicago, St. Paul & Kansas City Railway, shown
in Fig. 261, is 15 ft. 9 in. deep in the clear, 24 ft. outside diameter at the bottom, antl 23 ft. 3 in. out-
side diameter at the top. The bottom of the floor
is set 12 ft. 9 in. above the to]) of rail, and the
centre of the tank is located 21 ft. 9 in. from the
centre of the track.

The tub is built of 3-in. staves and 3-in. fioor-
planks. It is bound by 12 wrought-iron hoops, 3I
in. wide at the top and increasing to 6 in. in width
at the bottom, spaced 24 in. centres at the to]) and
running down to a spacing of 9-in. centres at the
bottom. The roof is a regular circular roof made
of two layers of i-in. boards, resting on circular
frames.

The tub rests on 3-in. by 6-in. floor-joists,
spaced 15 in. centres, which rest on 3-in. by 12-in.
floor-beams, spaced 15 in. centres. In the stand-
ard plan the floor-beams are supported by four
pile trestle-bents placed parallel with the track and
spaced 6 ft. 10 in. centres, with two piles in each
outside bent and four jjiles in each inside bent.
The caps of the bents are 12 in. X 12 in., the brace-
plank in both directions 3 in. X 10 in., bolted to
the piles. The inlet-pipe and the overflo\v-])ipe
enter the tank through the bottom and are enclosed
from the ground u]) to the bottom of the tank
in a 5-ft. double-sheathed box. The discharge-
pipe leaves the tank at the floor near the centre of the tank and runs underneath the floor to the
outside of the tank, where it discharges into a galvanized-iron goose-neck or delivery -spout. The
discharge-pipe at the bottom of the tank near the centre of the floor is closed by an ordinary lid-valve
operated by levers and a rope over pulleys from the outside of the tank. The delivery-spout is
counterweighted, and has to be drawn down by the trainmen. As a rule, water-tanks on this road
are supplied with water from wells, worked by windmills, placed as near the tank as possible.

Fig. 261. — Cross-section.

124 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

Standaid, 16 ft. X 24//., Circular Water-tank, Atchison, Topeka &= Santa Fe Railroad. — The
standard, 16 ft. X 24 ft., circular water-tank of the Atchison, Topeka & Santa P"e Railroad is 15 ft.
6 in. deep in the clear, 24 ft. outside diameter at the bottom, and 23 ft. 2\ in. outside diameter at the
top, and corresponds in general to the design shown in Fig. 246. The top of the floor is 12 ft. 2 in.
above the top of rail, the centre of the discharge-pipe at the back end of the goose-neck is set 10 ft.
S in. above the top of rail. The centre of the tank is located 23 ft. 6 in. from the centre of the track.

The tub is built of 3-in. staves, 3-in. floor-planks, and is bound by fourteen wrought-iron hoops,
4 in. X 1'^ in. in size, spaced 43 in. centres at the top and diminishing to 7 in. centres at the bottom
of the tank. The roof is a regular circular roof, with 2-in. X 6-in. rafters, tie-beams and nailers, and
covered by i-in. boards and shingles.

The floor of the tub is supported by 4-in. X 6-in. floor-joists, spaced about 24 in. centres, and
5-in. X 1 2-in. floor-beams, spaced 24 in. centres. Between tiie floor-jcjists and the floor-beams there
is a floor of i-in. plank, forming an air-space in connection with the tank floor. The floor-beams are
supported by five trestle-bents placed parallel to the track, and spaced 5 ft. 2 in. centres. The caps
of the bents are 10 in. X 14 in., and the posts 10 in. X 10 in., resting on stone piers without any sills.
There are twenty-one posts and piers, the inside nine ofj which are thoroughly braced together by
6-in. X 6-in. X-braces and i-in. tie-rods.

The discharge-pipe leaves the tank near the centre of the floor, and is closed by a lid-valve
worked from the outside of the house liy appropriate levers, pulleys, and ropes. The discharge-pipe
runs under the floor to the face of the tank, and connects there with a galvanized-iron 9-in. goose-
neck or delivery-spout. The tank is provided with a float and marker similar to the other tanks
described.

Standard, xd ft. X id ft., Circular Water-tank, Northern Pacific Railroad. — The standard, 16 ft. X
16 ft., circular water-tank of the Northern Pacific Railroad, designed by Mr. C. B. Talbot, similar to
the water-tank shown in Fig. 262, has a capacity of 21,000 gallons, and is 15 ft. 2 in. deep in the clear,
16 ft. inside diameter at the bottom, and 15 ft. 4 in. inside diameter at the toji. The floor of the tank
is set about ir ft. 6 in. above the top of the rail. The top of the delivery-spout at the back end is
set 10 ft. 7 in. above the top of rail, and the centre of the tank is located 17 ft. 9 in. from the centre
of the track, using a 9-ft. 2-in. spout.

The tub is built of s^^-in. staves and floor-plank, and is bound with twelve wrought-iron hoops.
The roof is circular, with 2-in. X 6-in. tie-beams and 2-in. X 4-in. rafters, covered with boards and
shingles. The bottom of the tie-beams is sheathed with i -in. plank, forming with the roof-sheath-
ing an air-space on top of the tank, which, with the air-sjiace at the bottom of the tank, as
described below, renders the tank frost-proof. The floor of the tank rests on 2-in. X 6-in.
floor-joists, spaced 8 in centres, placed parallel with the track and resting on 3-in. X 12-in.
floor-beams, spaced 15 in. centres, and placed perpendicular to the track. Between the floor-
joists and floor-beams there are i-in. boards, tlius forming an air-space with the tank floor.
The floor-beams are supported by four bents placed parallel with the track and spaced 4 ft. 8 in.
centres. The outside bents have each two posts and the inside bents each four posts. The
caps of the bents are 12 in. X 12 in., the posts 12 in. X 12 in., the sills 12 in. X 16 in. The
bents are appropriately braced with struts and tied together with rods. The pipes entering the tank
through the floor are inclosed between the ground and the floor of the tank in a ])ipe-chamber, a
notable feature of the design being the care taken to protect this chamber from the cold. The
chamber is 3 ft. 6 in. square inside, and is surrounded l)y four different walls of i-in. plank, one out-
side of the other, forming thus from the outside in first a space of 18 in. filled with sawdust, then a
24-in. air-space, and lastly a 12-in. space filled with sawdust.

The discharge-pipe leaves the tank near the centre of the floor, and is closed by a lid-valve oper-
ated from the outside by appropriate fixtures; it runs under the floor between the floor beams to the
face of the tank, where it connects to a counterweighted goose-neck.

Standard, 16 //. X 24 //., Circular Water-tank, Northern Pacific Railroad. — The i6-ft. X 24-ft.
circular water-tank of the Northern Pacific Railroad at Heron, Mt., designed by Mr. C. B. Talbot, sim-
ilar to the water-tank shown in Fig. 262, has a capacity of 49,000 gallons, and in most of its details
and gener.al arrangements is almost identical with the i6-ft. X i6-ft. tank previously described. The

IVATER STATIONS.

125

outside staves and the floor are made of 3i'^o"'"- p'^^'ik, tlie floor-joists are 2 in. X 8 in., and the floor-
beams are 4 in. X 14 in. The caps of tlie bents are 12 in. X 15 in. The distinctive feature of this
design is the automatic arrangement for opening and closing the valve in the supply-pipe. This is
done by means of a 14-in. cedar float on one end of a lever, the other end of which is connected by a

Fit;. 262. — Ei.iiVAiioN AND Ckoss-section.

])ipe-ro(l with tlio valve-stem of a Chapnian valve in the suiijjly-pipe liulow the ground under the
tank.

///-// Watt-r-taiik, N'orthi-ri, Pacific R,n7roci</.—Thc liij^li water-tank of the Northern racillc Rail-
road, shown in Fig. 262, designed by Mr. C. I!, '{'albot, with a capacity of 49,000 gallons, is the- usual

26 BUJLDINGS AKB STRUCTURES OF AMERICAN RAILROADS.

standard, i6 ft. X 24 ft., circular water-tank of the same road, placed on a higher trestling than usual,
in order to obtain a greater pressure at the outlet-pipe. The floor of the tank is set about 25 ft. above
the top of rail, while the delivery-spout is kept at the usual elevation. The outlet valve on the floor
of the tank is opened automatically when the delivery-spout is pulled down, and closes as soon as the
spout is pushed upward.

Throughout this design the greatest care is taken to form air-spaces, and spaces filled in with
sawdust, so as to protect the pipes under the tank, and also to keep the water in the tank from
freezing. The outside of the trestling under the tank is sheathed with weather-boarding as an addi-
tional protection against severe weather.

Standard, 16 ft. X lo ft., Circular Water-tank, Lehigh Valley Railroad. — The standard, 16 ft. X
20 ft., circular water-tank of the Lehigh Valley Railroad, shown in Figs. 263 and 264, designed by Mr.

Wm. F. Pascoe, Superintendent of Bridges, Lehigh
Valley Railroad, with a capacity of 34,292 gallons,
is particularly interesting on account of the use
of a wrought-iron and stone substructure for the
tank. The tank is of the usual pattern, with 3-in.
staves, 3-in. floor-plank, and 3-in. false floor, with
i-in. tongued and grooved boards nailed between
the wrought-iron Lbeam floor-joists under the
false floor. The tub is bound by 14 wrought-
iron hoops, 3 J in. X ^^ in. The roof is octag-
onal, formed of 4-in. X 6-in. rafters, 3-in. X 4-
in. nailers, and 4-in. X 7-in. tie-beams, held to the
peak of the roof with a -Jin. tie-rod. The tie-
beams are sheathed on top and bottom, forming
thus a 7-in. air-space on top of the tank.

The floor-joists rest on 6 wrought-iron plate-
girder floor-beams, 18 in. high, spaced from 30

Fig. 263. — Elevation and Cross-section.

Fig. 264. — Ground-pi.an.

in. to 42 ill. apar:. The floor-beams are supported by 20-in. wrnugln-iron plate-girders on four sides
of the hexagon formed by 6 wrought-iron columns, which transmit the load to a substantial stone
foundation-wall. The floor-beams according to their length have a jV-in., a xg-in., or a ^-in. web, and
respectively 3-in. X 4-in. X ^-in.,' 3-in. X 3-in. X tV'"-' ">■ 3"i"- ^ 3"i"- >^ i"'"- chord-angles; the stiffen-
ers are in all cases 2^-in. X 3-in. X f-in. angles. The 20-in. plate-girders connecting the columns have
T\-in. webs, 3-in. X 4-in. X VV-in. chord-angles, 3-in. X 3J-in. X f-ia. stifi"eners, and |-in. rivets. The
columns are 9 ft. long, and each is comiiosed of two 12-in. wrought-iron channels, with 2j-in. X 4-in.
lattice-bars, i-in. top and bottom plates, and 2-in. rivets. The bed-plates are 22 in. square. The
stone foundation-wall is 28 in. wide on top, with appropriate footings at its bed, and is built in the

WATEE STATIONS.

127

shape of a hexagon, special lar-e pedestal stones being set at the corners under the rolumns. On
two sides of the hexagon 2-ft. openings are left in the foundation-wall, several feet below the surface,
to admit the necessary pipes to the pipe-chamber in which the pipes ascend to the tank. '1 his pipe-
chand.er is protected in the usual way by a frost-proof box. The floor of the tank is set about 14 ft.
9 in. above the top of rail.

St.im/arJ, iC ft. X 30//., Cinuhir Water-tank, Lr/ii-h Valley RailnHiJ.— VW standard, 16 ft. X
30 ft., circular water-tank of the l.ehigh Valley Railroad, shown in Figs. 265 and 266, designed by

FlC. 2''i5. — F.I.F.VATION AMI Cr<iSS-SK CTION.

Mr. Wm. F. Pascoe, Superintendent of Bridges, Fehigh Valley Railroad, with a capacity of 75,154
gallons, is noteworthy on account of its size and the permanent character of its substructure, namely,
wrought-iron beams on cast-iron columns and stone foundation-walls. The construction of tlie luli
and the dimensions of the materials used are exactly the same as for the 20-ft. standard of the same
roail, excepting that tlie tub is bound with 17 hoops in place of 14 as in the smaller standard. The
tank rests on nine wrought-iron 15-in. rolled I-bfaiws, 150 lbs. per yard, spaced from 37 in. to 44 in.

128

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

centres. These floor-beams are supported through the centre by a wrought-iron is-in. rolled I-beam,
200 lbs. per )-ard, resting on four columns, each column consisting of a wrought-iron 9-in. rolled
I-beam, 100 lbs. per yard. 'I'he floor-beams are supported at their ends by wrought-iron 12-in. rolled
beams, 170 lbs. per yard, connecting on si.x sides the corners of an octagon formed by eight cast-iron
ornamental columns, which transmit the load to the stone foundation. Tlicse cast-iron columns are
10 ft. high, iij in. outside diameter at the top of the shaft and 14^ in. at the bottom, and have a

Fig. 266. — Ground-plan.

base 20 in. square. The thickness of the metal in the columns is i^ in. The foundation-wall is 28
in. wide on top, with ajipropriate openings for the passage of pipes underneath the ground, which
pipes ascend to the tank in a frost-proof pipe-chamber, for which a special foundation-wall is built,
as shown on the plans. The floor of the tank is usually set about 15 ft. above the top of rail.

In general it can be said relative to the water-tanks on the Lehigh Valley Railroad that they are
usually connected with stand-pipes located between the main tracks, or alongside of leaders, or at
the head of yards, in which case attachments for the delivery of water directly out of the tank
through goose-necks, etc., are not recjuired. The supply-pipe and waste-pipe are 4 in. in diameter,
and the delivery-pipe is 8 in. in diameter.

The following estimates of the cost of the standard 20-ft. and 30-ft. tanks on wrought-iron or
cast-iron columns and on stone foundations have been kindly furnished by Mr. Pascoe, who states
that the figures represent fair averages for usual conditions encountered :

Cost of ii 10-ft. tank coniplde on ivrought-iron coiuttins.

Masonry $336 00

Wrought-iron (15,775 lbs.) 500 00

Tub 30200

Pipes, valves, and laying 443 qo

Erection 115 00

Total 11,696 90

Cost of a 30-ft. tank cotnplcte on wyotight-iron columns.

Masonry I402 00

Wrought-iron (28,936 lbs.) 927 00

Tub 461 00

Pipes, valves, and laying 4S6 30

Erection 1S9 00

Total 12,465 30

WATER STATIONS. 129

Cost of a 20-/1. lank complete on cast-iron columns. Cost of a 30-//. tank complete on cast-iron columns.

Masonry I336 00 Masonry $40200

Cast-iron (14,56s lbs.) 29136 Cast-iron (15,340 lbs.) 30680

Wrought-iron (11,997 lbs.) 373 n Wrought-iron (17,995 lbs.) 55964

Tub 30200 Tub 46100

Pipes, valves, and laying 443 go Pipes, valves, and laying 4S6 30

Erection 115 00 Erection 1 89 00

Total |i,86i 37 Total $2,404 74

Standard, id ft. X 24 //., Circular Water-tank, Union Pacific Railway. — The standard, 16 ft. X
24 ft., circular water-tank of the Union Pacific Railway, with a capacity of about 48,000 gallons, de-
scribed and illustrated in the Railroad Gazette, issue of Sept. 5, 1890, is a wooden tank of the usual make,
supported on eight ornamental cast-iron columns, bedded on stone piers. The tank is located between
two tracks, and has spouts facing each track, affording thus extra facilities for the quick dispatch of
engines taking water. The tank is covered with a ceiling of |-in. pine nailed to 2 in. X 6 in. joists, with
one layer of building-paper above the ceiling. The roof is formed of |-in. pine laid over one layer
of building-paper, witli the joints covered with bevelled battens. The valves are of babbitt, and have
rubber seats. All bolts passing through the tank are wound with oakum and white-lead to prevent
leakage. The rafters in the roof are 2 in. X 6 in., and the staves are 2! in. thick and 6 in. wide, laid
without dovetails. The hoops are 4-!- in. wide and ^V in. thick, riveted to the buckles, which are
drawn together liy two bolts i in. diameter and ii.V in. long.

Feed Water-trough, Pennsylvania Railroad. — The Pennsylvania Railroad has introduced with
great success on its principal lines feed water-troughs in the track on what is known as the Rams-
bottom system, enabling engines to take water while running, and thus save time which would other-
wise be spent in stojiping at water stations, which feature is especially valuable for fast through-trains.
These tanks are generally about 1200 ft. long, and made of ^ir-in. wrought-iron plates appropriately
stiftened with angle-iron at the sides and half-round irons along the top. The width of the tank is
19 in. in the clear, and the depth 6 in. in the clear. The tank is placed in the middle of the track,
and spiked loosely to the cross-ties, so as to allow for expansion and contraction of the material.
The ends of the tanks are placed on appropriate inclines so as to prevent any loose rods hanging
down from beneath cars ripping it up. Where the track is on a grade, the water is supplied at a
number of points as fast as it flows off. To prevent the water from freezing in winter, live steam is
turned into the tanks from a boiler placed in a slied near the road, the steam being led frorn the
boiler through a 2-in. pipe parallel witl\ the trough, from which main pipe branch pipes i in. in
diameter are led off, at intervals of about 40 ft., discharging into the trough. These pipes are en-
closed in appropriate wooden boxes, and properly protected from freezing in the usual way. Suitable
valves are introduced at different points, and also protected with boxes. The water is taken from
these troughs by a i)ii)e or spout underneath the water-tank of the engine, wliicli spout is lowered at
the proper time into the water in the trough. The speed with which the siiout is pushed through
the water causes the water to rush up the pipe and fill the tank above.

For furthei data and illustrations, see the book "The Pennsylvania Railroad," by James Dredge.

130 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

CHAPTER XV.

COALING STATIONS FOR LOCOMOTIVES.

The handling of coal on a railroad involves special appliances and structures, such as coal-
runs and coal-tipples in the vicinity of coal-mines for delivering coal to cars for transit over
the road, coal stocking and transfer systems, terminal coal-piers, coal-chutes or bins for sup-
plying local coal dealers or large consumers, and coaling stations for locomotives. In this
chapter the discussion will be confined to the methods in vogue for coaling locomotives, which
investigation is rendered somewhat difficult owing to the large number of systems that have
been adopted in practice to meet varying conditions and the individual views of railroad
ofificers in charge of this branch of the service. The choice of a design will depend to a large
extent on the topographical features of the locality, the ground space available, its shape and
its value, the number of engines to be coaled in a given time, the kind of cars in which coal
is to be delivered at the coaling station, the quality of the coal, whether hard or soft, and
whether the coal will be supplied regularly all the year around, or only at certain seasons of
the year ; also, whether coal is to be delivered to engines on a side track with ample time
allowance for coaling, or whether trains will stop to take coal on the main tracks, making a
quick coal-deliver}' a prerequisite.

Ample provision for storage facilities is necessary wherever an irregular or intermittent
supply is to be expected, caused either by possible labor troubles, temporary suspensions at
the mines, or blockades on the road. On northern systems it is very desirable to store the
bulk of the winter's supply before the full severity of the season sets in. In northern climates
it will also prove economical to put a shed or roof over the pockets or storage-piles so as to
prevent the coal from getting thoroughly drenched and freezing to a solid mass.

In designing a coaling system one of the main points to observe is to limit the number
of handlings of the coal, so far as possible, thereby reducing the cost of operation and espe-
cially the breakage. Due regard should be paid to having some means for ascertaining and
tallying the amount of coal delivered to engines, either by actual scale-weight or by measure-
ment in bulk in buckets, dump-cars, or pockets, which latter method will prove practically
just as accurate as scale-weights in the long-run.

The size of a coaling station will depend on the daily output to be expected and the
.storage capacity required, with proper allowance for a possible increase of business. The
desirable storage capacity is determined after considering the points above mentioned perti-
nent thereto, while the daily output is a matter of simple calculation dependent on the num-
ber of engines to coal daily, multiplied by the coal-carrjing capacity of their tenders, which
hold usually from 2 to 7 tons, according to the size of the engines. Coaling stations will be

COALING STATIONS FOR LOCOMOTIVES. 131

usually found located on side tracks at all important stations, junction points, division yards,
in fact at all points where engines are likely to be changed. Coaling stations have to be pro-
vided along the main track, wherever the engine run is longer than the coal-carrying capacity
of the tender will allow, and the coal supply, therefore, has to be replenished en route.
Engine runs for coal and freight trains arc usually so regulated on large roads as to require
the engines to coal only at the terminal points before starting on their runs, but passenger-
engine runs are frequently much longer, and the engine has to coal en route, in which case
rapidity of coaling is essential.

The methods in use for coaling locomoti\'cs consist of —

1. Shovelling directly into the tender from cars placed alongside the engine.

2. Handling by crane and buckets.

3. Platforms at about the height of the top of the coping on tenders.

4. Chutes at high elevation, either dumping sideways into the tenders or from an over-
head bridge spanning the tracks.

5. Special systems, usually patented.

1. The method of sliovelling directly from cars into tenders, requiring no special structures
or appliances, is the most primitive method for supplying coal to locomotives, and is, naturally,
only employed in connection with a very small output, or in case of necessity as a makeshift,
or on new work until permanent arrangements are perfected. The total cost of handling is
represented by the cost of one shovelling of the coal, or probably about 10 to 15 cents per
ton, provided the coal is not frozen in the cars.

2. The method of handling coal by crane and buckets consists of loading iron buckets with
coal from storage-piles or directly from cars, and .swinging the buckets over the tender, as
required, by means of a crane, the contents being dumped into the tender either by tipping
the bucket or by opening trap-doors in the bottom of the bucket. The system can be sub-
divided according to whether a stationary crane w ith a swing-jib or a travelling-crane is used,
the latter consisting either of a traversing crab on fixed end-trestles or of a so-called Goliath
crane, in which the side supports of the overhead bridge travel on tracks laid on the ground.
The bucket and crane system is more particularly employed where coal is delivered in flat cars
and it cannot be dumped, but has to be shovelled out anj^how. The first cost of this system
is small, as the storage of the coal is on the ground. It will take from five to ten minutes to
coal a tender, the crane being worked by manual labor and the buckets having been previously
filled.

Stationary cranes are in use on the Wisconsin Central Railroad, the Northern Pacific
Railroad, the New York, Chicago & St. Louis Railwa)-, tlie Des Moines & Fort Dodge Rail-
wa}% and other roads. The cost of delivery is reported variously at from 7.5 to 15 cents per
ton, including shovelling into the buckets, hoisting and discharging them.

A travelling-crane on fixed end-trestles is used by the Pittsburgh, Cincinnati & St. Louis
Railroad at Columbus, O. ; the average length of time for coaling an engine is stated to be
six minutes, antl tlic cost varies from 6.8 to 9.1 cents per ton, covering all expenses, including
repairs and interest on first cost.

132 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

3. In the discussion of the system of wi\\\g platforms at about tlu lieigiit of the tender
c<?/z//g- it is necessary to distinguish between the methods for delivering the coal on to the
platform and the methods of transferring it from the platform to locomotives.

The coal is delivered on to the platform either by horse and cart, or by shovelling from
cars standing on the coaling track at the face of the platform, or from cars on a raised track
near the rear of the platform and on a level with it. In the latter case the coal is cither
thrown toward the face of the platform for immediate use, or toward the rear into a surplus
storage-pile, which system is frequently called the "compromise scheme" to allow for the
numerous irregularities and fluctuations that take place in the coal supply. Coal is also
delivered on to the platform by dumping from a raised trestling set on top of the platform,
generally some distance back from the face of the platform, the height of the raised deliv-
ery track being usually from 8 to 9 ft. above the level of the platform. The platform level is
usually placed from 10 ft. to 12 ft. above the top of rail of the coaling track along the face of
the platform, so that the height of the elevated dumping track above the coaling track is from
18 to 21 ft. The height to climb with the loaded coal-cars in this system is much less than
required for coal-chutes at a high elevation, and it is, therefore, frequently given the prefer-
ence over the latter system.

The gradient usually adopted for the inclined approach trestling for the elevated dump-
ing track is from 3.5 to 5 ft. rise per 100 ft. horizontal, which requires an incline of from 400
to 600 ft. in length. Where, owing to want of space, this length of incline is still too great,
it is customary to increase the gradient on the incline to 8 ft. (in a few isolated cases even as
high as 10 ft.) rise per 100 ft. horizontal, reducing the length of the incline to about 200 to
300 ft., allowing for vertical curves at each end. In operating a short incline on this heavy
grade the locomotive does not run on to the incline, but a suf^cient number of empty cars
are placed between the locomotive and the loaded cars to allow the latter to be placed on
the level part of the dumping trestling on top of the platform without the locomotive running
up the incline. Vertical curves have to be inserted at each end of these heavy inclines so as
not to break grade too suddenly, whereby the car-body might be thrown out of its bearings
on the trucks.

Relative to the cost of delivering coal on to the platform it can be said, that the delivery
by horse and cart from a storage-pile on the ground will cost about 7 to 15 cents per ton, in
addition to the cost of unloading in the first instance into the storage-pile, but an expensive
and extensive platform can be saved in this system, which feature may, at times, be in its
favor. In shovelling on to the platform from cars on the coaling track the cost is not only equal
to one shovelling with the disadvantage of having to throw the coal upwards, but, if it is
desired to have a certain amount of storage or surplus coal supply on the platfoiln, a second
handling on top of the platform will be required to work the coal back from the face, so that
the cost would be from 7 to i 5 cents per ton. In shovelling from cars on a raised track near
the rear of the platform and on a level with it, the cost of delivering on to the platform will
be represented by one shovelling out of the cars under favorable conditions, or probably from
6 to 12 cents per ton. In dumping from a raised trestling the cost of unloading is merely
nominal, if dump-cars are used and the coal is in a condition to run freely out of the cars.
As the incline is not long and the trestling low, the fixed charge per ton to allow for the

COALING STATIONS FOR LOCOMOTIVES. 133

interest on the aJdilioiuil cost and maintenance of the elevated diuiiping trestle is small,
especially so when the approach can be built on elevated ground, thereby reducing the extra
cost of maintenance to a minimum.

Comparing, therefore, the different methods for delivering coal on to the platform, it can
be stated that the method of dumping from a raised trestling is the most economical in the
long-run, wherever the amount of coal to be handled is sufficient to warrant the erection of a
regular coaling station, as the increased cost of construction and maintenance is insignificant
compared with the much greater saving in the cost of the coal-delivery.

For a small or teinporary supply, or where the space for a long incline is not available,
shovelling from cars on the coaling track at the face of the platform, or on a track at or near
the rear of the platform, is warranted.

The methods of delivering coal on to the platform having been discussed, the next ques-
tion for consideration is the delivery of coal from the platform to locomotives, for which the
following methods arc actuall}' in use in this country. The most primitive one is shovelling
directly from the platform into the tender, which method is very slow, unless a large number
of men are emplo}'ed, in which case the cost runs up very heavily owing to unavoidable loss
of time of the men between coaling. The next step is the use of small movable iron hand-
carts or buckets on wheels, which are filled conveniently by the regular help stationed on the
platform from the storage-pile on the rear of the platform and dum[)ed directly into the
tender of a locomotive as soon as it stops in front of the platform. The buckets usually hold
from a half to one ton of coal. They are built either with a long projecting spout or chute
at the front end, which serves as an apron in dumping into the tender, or there are a number
of stationary aprons arranged along the face of the platform, which are lowered over the
tender and serve to carry and guide the coal dumped from the buckets, in which ca.se the
buckets can be made smaller and less cumbersome. This, however, requires all coal to be
brought to certain fixed points along the face of the platform, and locomotives have to stop
according!)' ; to obviate which objection, although not such a serious one, the device has been
adopted of providing light iron hinged aprons sliding lengthwise on an iron a.xle or rod
along the combing on the face of the platform, or else hung from staples or hooks in such a
way as to be easily detached and transferred. The next method is a combination of the fixed-
apron idea with a pocket or chute, consisting of a series of fixed tipping-boxes along the
face of the platform, which are filled with coal by shovelling either directly from cars on a
track back of the boxes or from a storage-pile on the rear of the platform. In the first
instance there is only one handling of the coal, but there will be more or less extra shifting of
the train to do, and detention to the switching engine to shift the cars opposite the bo.xes. In
the case of drawing from the storage-pile the coal would have to be shovelled at least three
times. The next method in use represents the attempt to improve on the foregoing method
by drawing coal from the storage-pile in the rear without the extra handling just mentioned,
antl without increasing the time required for coaling an engine. It consists of having special
dump-cars or tipping-boxes on trolleys, which run on tracks perpendicular to the face of the
platform from the face to the rear of the platform. The cars are run back to the storage-
pile, loaded there by shovelling from the pile, and then pushed forward to the face of the
platform, and tipped. In some designs of trolley-cars the tipping is done automatically at the

134 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

face of the platform by the impetus of the car, when pushed against special stops. The cars
have either projecting ends which serve as aprons, or they discharge into fixed iron aprons
attached to the combing of the face of the platform, or they run out from the face of the
platform on a projecting track far enough to be able to discharge into the tender through
trap-doors in the bottom of the car, which projecting track is hinged and counterweighted
similarly to a one-arm lifting drawbridge. The objections to this method of only having
transverse tracks on top of the platform, namely, that a special car has to be provided for
each alley, and that each car can only be used for coal in its own alley, has caused the adoption
of the method with transverse tracks, similar to the ones just described, connected however by
a track running lengthwise or parallel with the face of the platform. Turntables are pro-
vided at the intersection of the longitudinal connecting track with the transverse tracks, or
the longitudinal track is sunk into a pit below the level of the platform and serves for a trans-
fer-table to work on. In some cases this transfer-table is utilized as a scale platform, and the
coal in the trolley-car is weighed while on the table. The style of dump-cars and the
methods of discharging at the face of the platform are the same as just described for the
method with transverse tracks only.

Relative to the cost of delivering coal from the platform to locomotives with regard to the
methods just discussed, it is difficult to give detailed figures, as the data, where obtainable,
cover all the work connected with the coaling station. It can be said in general, however,
that in shovelling directly to the tender the cost of delivery is not only the cost of one
handling, but there is considerable lost time to allow for. The method of utilizing small hand-
carts or buckets on wheels, while requiring from 5 to 15 minutes to coal an engine, will
prove about as economical as any of the more elaborate methods described, which use fixed
tipping-boxes or dump trolley-cars with a narrow-gauge track system, as the regular help
stationed on the platform will be kept busy all the time, and the facility \\\\.\\ which any part
of the storage-pile can be reached and the coal taken to any part of the face of the platform
is not to be underestimated. The apparent extra labor required to push a number of small
hand-carts to the face of the platform, in place of one large trolley on rails, is not serious, and
when the small buckets are ranged in line along the face of the platform, the attendants dis-
charge them very easily and rapidly into a tender. In point of speed in coaling an engine the
method with fixed tipping-boxes filled from a track behind the boxes is equivalent to the
best elevated chute appliances, and it requires only one handling of the coal, but the extra
cost of switching should be considered, besides surplus storage with this method being
impracticable or very expensive. Relative to the methods with dumps on trolleys on narrow-
gauge tracks, the speed of discharging is in most cases equal to the method with fixed tipping-
boxes, but so far as the cost is concerned they are probably not materially better than the
method with small movable hand-carts without tracks.

Comparing, therefore, the different methods for delivering coal to locomotives from a
platform, it can be said that, where speed of coaling is an object, as for instance along a main
track, the methods with fixed tipping-boxes or with tipping trolley-cars are the best, with the
preference in favor of the latter method with transverse tracks connected by a longitudinal
track, hi case the coaling station is a large one and it is desired to offer considerable storage
space. Where speed of coaling is not so essential, as for instance at a coaling station in con-

COALING STATIONS FOR LOCOMOTIVES. 135

ncction witli a yard or eiigiiic-house system, tlie small movable haiul-carts will give a cheap
and convenient service, and with less first cost for the plant. The use of aprons will admit of
lighter hand-carts, in which case fixed revolving aprons at intervals along the face of the platform
will answer as well as movable aprons. For temporary work or very small auxiliary coaling
stations for use in case of necessity, or for coaling an engine on a small branch where the
engine crew has plenty of spare time between runs, the method of shovelling from the plat-
form to the tender is admissible.

Numerous combinations of the methods discussed above for delivering coal on to plat-
forms and for delivering it from the platforms to locomotives exist in practice, the selection
in each particular case being guided by the local conditions and requirements.

Relative to the total unit cost of storing and delivering coal to locomotives over plat-
forms, it is dependent to a large extent on tlie daily output and the wages paid for labor.
The Roadmasters' Association in 1885 adopted a report on " Handling Coal for Locomo-
tives," in which it is stated that the replies received to a large number of letters of inquiry
sent out indicated that the maximum price for handling coal over platforms of different con-
structions was 30 cents per ton, the minimum 11 cents per ton, with an average of 19.4 cents
per ton. In the report on " Coal Delivery to Locomotive Tenders," adopted by the Ameri-
can Railway Master Mechanics' Association, in 1887, it is stated that on the Burlington &
Lamoille Railway the cost of shovelling from a platform at level of footplate, delivering 30
tons per day, including measuring, but exclusive of delivery of the coal onto the platform,
was 10 cents per ton ; while on a Canadian road the cost of shovelling from car to platform
and from platform to tender ran up as high as 34 cents per ton, where the output was small
and the coal badly frozen. The same report states further, that on the Connecticut River
Railway the cost of delivering 45 tons per day from a platform with trolley dump-cars was
14 cents per ton, and on the New York, Chicago & St. Louis Railroad, with the same system,
the rate was eight cents per ton for 74 tons daily ; on the Northern Central Railway the cost
was only 4.6 cents per ton during the winter months for a daily output of 57^ tons, delivering
the coal on to the platform from a dumping trestle and delivering to locomotives by tipping
trolley cars running on transverse tracks. From data collected by the author the cost on the
Lehigh Valley Railroad of dumping coal from a dumping trestle on a platform and delivering
it by means of small handcarts to locomotives is about 5 to 10 cents per ton at the coaling
station at Lchighton, Pa. The cost on the same railroad for shovelling coal from cars onto a
platform at Jersey City, N. J., is about 7 to 9 cents per ton, and the total cost for shovelling
from cars to the platform and then shovelling from the platform into the tender is about 13
to 15 cents.

4. Chutes at high elevations offer the advantage of coaling engines rapidly. They are
either arranged to dump sideways into tenders on a coaling track running along the face of
the chutes, or to dump from an overhead bridge spanning a number of tracks. The latter
system has to be used where it is desired to coal engines on a number of parallel tracks, as
for instance the main tracks, and main sidings of a large road, while the former system is
used where engines can coal from a track alongside the chutes.

This division between side chutes and overhead chutes having been pointed out, the

136 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

next most important characteristic is the method adopted for elevating the coal to the proper
height to be dumped into the chutes or pockets. One method is to convey the coal from
cars or storage-piles on the ground by horse and cart up a proper ramp to the pockets.
Another method, and the one most generally in use, is to have a long inclined approach on
trestling or on high ground where the locality permits it. Where there is no space for a long
inclined approach, a stationary engine with cable rope is employed, and the loaded cars are
hauled up a steep incline or plane, as it is called. Another method is to fill small cars from a
low dumping trestle and then to haul the small cars up an inclined plane to the proper eleva-
tion to allow them to be discharged into the high chutes. Another method is to store coal
on the ground in bins or piles and fill small trolley-cars by hand from the storage-piles on the
ground level, and then hoist the cars on a small platform elevator to the upper tier, where
they are discharged into the chutes. A modification of this latter system, that is feasible and
will probably be introduced in the near future, consists of increasing the size of the platform
elevator and hoisting up the standard-gauge loaded cars in which the coal arrives, thus avoid-
ing one handling of the coal, but of course with the objection of having to furnish a very
powerful and heavy elevator. Another method, applicable where there is no space for a
long incline or the other methods described are not desired, is to dump the coal into a pit
underneath the track on the ground level, and then to convey it by a continuous bucket-belt
elevator or a trough-conveyor to the upper tier, where it is distributed to the different bins
by spouts, or by small tram-cars, or by the so-called automatic railroad system, or by a hori-
zontal belt or trough-conveyor.

The claim that in the vertical bucket-belt elevator certain kinds of coal are badly ground
to pieces and crushed in the pit at the foot of the elevator, is stated to be overcome by a
form of loose swinging buckets (patented) in place of rigid buckets attached to the belt, and
also by the improved patented trough-conveying system, in which the coal is dumped into a
trough in a pit below the dumping track on the ground level. This trough has a continuous
chain running through it, with vertical iron disks, called scrapers, attached to the chain at
intervals. The chain is kept in motion by machinery, and each scraper pushes the contents
of the trough in front of it gently forward without any grinding or crushing action. The
trough as soon as it leaves the tracks rises gradually to the desired elevation, whence the
coal is distributed to the pockets by spouts, or by a second longitudinal conveyor, or by tram-
cars, as explained above for the bucket-elevator system. The patent trough-conveyor system
has been used very successfully with the Dodge storage-pile system, reducing the timber
structure connected with the coal-pockets to a minimum, and allowing a large storage capac-
ity at a comparatively small first expense.

After the coal has been hoisted to the proper elevation for discharging into the chutes
or pockets, the following variations in the designs in use can be noted : In most cases the
coal is dumped from the elevated track on to a platform below it and level with the top of
the pockets, thus giving considerable storage space under the track. In other designs there is
no provision made for storage at this point, and the coal is dumped or shovelled directly into the
pockets. Then there are designs where the coal is dumped intq large hopper-shaped storage-
bins, which are trapped off at the lower end, allowing coal to be discharged, as required, into
regular chutes placed below the bins ; this system requires extra height for the supply-tracks.

COALING STATIONS FOR LOCOMOTIVES. 137

but it avoids all shovelling of the coal. Wherever the coal is elevated in small tiolle3--cars it
is usually discharged directly into the pockets. A peculiar combination of the high chute
and low platform system is in use in a number of the okler and in some more recent designs
for coal-chutes, in which tiie coal is first discharged from a high trade into [lockets, which are
trapped off at the lower end, so as to regulate the feed. Small trolley-cars, which run on
tracks on a platform about 1 1 to 12 ft. above the coaling tracks, are placed under the pockets,
filled, and discharged over the side of the platform, or run out on a projecting counterweighted
platform, the same as described above in connection with the platform system. These cars
serve also for the purpose of measuring or weighing the coal.

Where the coal is discharged into chutes under an overhead bridge, it is customary
either to bring the coal up from the ground level in special trolley-cars which run out on the
bridge and dump into the chutes, or a storage-pile is created on a high platform adjoining the
overhead bridge, and the coal is transferred from the storage-pile to the chutes under the
bridge in hand-carts, or in trolley-cars running on narrow-gauge tracks, or in buckets sus-
pended from an overhead rail.

The height of the elevated dumping track above the ground level differs according to the
variations in the design, as just outlined. In the case of dumping from an elevated track on-
to a platform, level with the top of the pockets or side chutes, the height of the dumping-
track is from 25 to 33 ft. above the ground. Where no provision is made for storage and the
coal is to be dumped directly into the pockets, the height of the high track is not less than
22 ft. above the ground, and where the coal is to be shovelled off the cars sideways into the
pockets, the height of the high track is from 12 to 15 ft. above the ground. Where the coal
is dumped from an elevated track above a storage platform, which is le\'el with an overhead
bridge system, the height of the high track is from 28 to 32 ft. above the grc^iind. In general,
the top of the pockets for side chutes is from 18 to 23 ft. above the coaling track, and the
floor of an overhead bridge is usually from 22 to 24 ft. above the tracks passing under it.

The height to which the coal has to be lifted having been determined, according to the
system selected for the storage and delivery of the coal to locomotives, the next question to
settle is the method to adopt for elevating the coal. With vertical platform elevators, bucket-
belt elevators, and trough-conveyors, the yard space required for the coaling station is reduced
to a minimum, and a slight additional lift, so as to provide better facilities or storage at the
upper elevation, can be easily introduced into the system. Where inclined planes are used
the gradient of the plane ranges from 18 to 22 ft. rise per 100 ft. horizontal. Inclined
approaches with locomotive gradients, on trestling or on high ground, or on both, for reaching
the high track of a coal-chute system are too long to be worked with a partial train of
empties, as done on low-grade dumping trestles, and the momentum of a train acquired by
taking a "run" is not sufficient to carry the train up. llencc the allowable gradient is
limited to the safe grade for a locomotive to run on, and in practice the gradient on a high
coal-chute inclined approach has been limited to 5 ft. rise per 100 ft. horizontal. Where
possible, the gradient should not exceed 4 ft., especially in northern climates, where the rails
are frequently in a very bad condition in winter. The following railroads have long coal-
chute inclines with gradients as indicated, namely : Richmond & Alleghany Railroad (Chesa-
peake & Ohio), 3.75 ft.; Kichniond & Danville Railroail, 3.6 ft.; Northern Central Railroad,

138 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

3.25 ft., Lehigli Valley Railroad, at Lehigliton, Pa., 4 ft, and at Wilkcsbarrc, Pa., 5 ft.;
Pennsylvania Railroad at East Tyrone, Pa., 5 ft.; New York, Lake Erie & Western Railroad,
4 ft.; Wabash, St. Louis & Pacific Railway, 3.75 ft.; Northern Pacific Railroad, 3.5 ft.; Atchi-
son, Topeka & Santa Fe Railroad, 3.77 ft.

The detail design of the pockets or chutes varies according to whether the chutes dump
sideways or lead down from an overhead bridge. The capacity of the pockets varies from
2 to 7 tons, the aim being usually to allow the entire coal supply required by an engine to be
dumped in one operation into the tender. Where the coal is not weighed or measured in
hoppers or buckets before being put into the pockets, it is customary to have a gauge marked
ofif on the side of the pocket to indicate the capacity in tons at different levels. The pockets
are closed by a hinged flap-door or a lifting-door, and there is a hinged counterweighted apron
in front of the door. Some doors are opened and shut automatically by the movement of the
aprons, while in other designs the doors are entirely independent of the aprons. The apron
is sometimes provided with a screen for screening the coal. The so-called Clifton chutes have
been designed with an inside division or intermediate flap, permitting the contents of a large
pocket to be subdivided and a smaller amount of coal delivered to the tender than the full
chute capacity, but this feature has not been found to be essential in actual practice.

The angle of slope of the chute floor and of the apron are very important features, and
vary according to whether the coal to be discharged is soft or hard, in the former case the
angle having to be greater. The following railroads have chutes with the angles of inclina-
tion from the horizontal as indicated, namely : Chicago, Rock Island & Pacific Railway, 34
deg. (Clifton chute); Baltimore & Ohio Railway, pocket 55 deg., apron 37 deg.; Michigan
Central Railroad, 33 deg. (Kerr chute) ; Cincinnati, New Orleans & Texas Pacific Railway,
45 deg. (Kerr chute) ; Chicago, Milwaukee & St. Paul Railway, 30 deg. (Kerr chute), and a
more recent design 38 deg.; Grand Trunk Railway, 36 deg.; New Orleans & North Eastern
Railroad, pocket and apron, 45 deg.; Richmond & Alleghany Railroad, pocket 40 deg., apron
30 deg.; Northern Pacific Railroad, 45 deg.; Lehigh Valley Railroad at Wilkesbarre, Pa., 22^
deg.; Atchison, Topeka & Santa Fe Railroad (Clifton chute), 27I deg.; Wabash, St. Louis &
Pacific Railway, 48 deg.

Relative to the cost of coaling engines over a high-chute system the Roadmasters' Asso-
ciation report of 1885, on " Handling Coal for Locomotives," stated that where coal-chutes are
used the maximum price per ton is 9 cents, the minimum 4.5 cents per ton, and the average
7.4 cents per ton, or an average of 12 cents per ton in favor of chutes as compared with the
average cost of coaling over low-grade platforms; the time consumed in taking coal from
high chutes is one minute and from other devices twelve minutes, a saving in time of eleven
minutes for each engine coaled in favor of chutes; and where 3000 tons of coal are handled
monthly an annual saving is realized of nearly $4500 — over other devices. In the report on
" Coal Delivery to Locomotive Tenders," adopted by the American Railway Master Mechanics'
Association in 1887, it is stated that coal is delivered to locomotives over a high coal-chute
system with long approach trestling and high dumping track on the Baltimore & Ohio Rail-
road, with a daily output of 115 tons, for4,\ cents perton; on the Michigan Central Railroad,
with a similar system and a daily output of 175 tons, the cost is stated to be 7 cents per ton.

COALING STATIONS FOR LOCOMOTIVES. 139

which figure is increased to 8^ cents per ton, if allowance is made for interest, depreciation,
renewals, and repairs at the rate of 20 per cent per annum of $4000, the first cost of the
system of 40 chutes; on the Chicago & Eastern Illinois Railroad, with a daily delivery of 230
tons over a high coal-chute system, the average cost is stated to be 3.78 cents per ton, which
figure is increased to 5 cents per ton, if allowance is made for interest, etc., at the rate of 20
per cent per annum on the first cost of $5031 for the plant; on the Chicago, New Orleans
& Texas Pacific Railroad the cost of delivering coal over a high-cliute system with drop-
bottom cars, similar to the Baltimore & Ohio Railroad chutes, is stated to be 6 cents per ton
in the slackest season with a daily output of only 18 tons, while in the busy season it is less,
and the fixed unit to add to the above rate, if the chutes were worked to their greatest possible
capacity of 320 tons per day, to allow for interest, etc., would be less than i cent per ton.

Comparing in a summary way the different methods used for high-chute systems, as just
discussed, it can be said that the method of dumping from a high trestle with long inclined
approach onto a platform level with the top of the pockets is the most economical method;
it gives very little breakage of the coal, and offers considerable storage space, and the fixed
charge per ton to add for the increased first cost of the structure, and the maintenance of
same, is, in a large system, small as compared with the cost of handling coal by more expen-
sive systems. Where the coal arrives in flat cars, and a large storage back of the pockets is
not considered essential, the method of filling pockets from a track on the rear, by shovelling
directly from car to the pockets, deserves the preference, as the structure is not so costly as in
the regular high-chute system, and the length of the inclined approach for the dumping track
is much less.

Where space for a long approach is not available, a vertical platform hoist or inclined
plane for small trolley-cars, or an inclined plane for taking up the loaded road cars, is used to
good advantage. The vertical lifting of the loaded road cars on a heavy platform hoist has
never been tried to the author's knowledge, but it has been recommended by the American
Railway Master Mechanics' Association, in the report previously referred to, as being worthy
of a trial under certain conditions. For a small coaling station, with limited ground space,
the use of a vertical bucket-belt elevator offers such decided advantages that it would be
desirable to see this system used more frequently. At the coaling station for locomotives
and for boilers for stationary engines in the yard of the National Docks Railway at Jersey
Cit\', N. J., a bucket-belt elevator has been operated at a less cost than would have been
required for a high coal-chute system, if interest on the first cost and the maintenance of ilu-
structure are considered. The breakage of the coal, frequently claimed to be a serious defect
of any bucket-belt elevator system, has not been found to be a detriment at this point. It
should be stated, however, that at the coal-cluite in question steam is constantly a\'ailal)le
from the boilers of the adjacent boiler-house, so that the small vertical engine foi- running the
bucket-belt elevator is operated by ordinary labor. The use of the trough-conveyor system,
Vv'ith and without a storage-pile on the ground, has been introduced on a number of roads, and
is deserving of more attention, as a most economical and practical .system wherever ground
is valuable, or the space for a long coal-chute approach is not available. The application of
the elevator or of the trough-convc)-ing system for lifting the coal from the ground to over-

140 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

head bridges, for coaling engines on the main tracks of a road, is one of the most valuable and
recent improvements adopted for suppl}'ing coal for locomotives, as it is very economical in
operation, provided the daily output is suf^cient to warrant the erection of some kind of a
coaling station, and, in addition, the valuable land or limited space alongside the main tracks
of a road will not be blocked by a long inclined trestle and coal-storage platform.

5. Under the heading of Special Systems, opportunity will be taken to review, briefly, a
number of schemes, mostly patented, which offer individual characteristics, and cannot be
brought readily under the classifications adopted above. Collin's Locomotive Hoist, which
has been extensively adopted b\- the Pennsylvania Railroad, utilizes the tractive force of the
locomotive to draw its own coal supply in road cars up to such a height that the coal can be
delivered over a chute into its tender. The Dodge Coaling System consists of an inclined
plane up which the loaded road car is hauled by a cable to the top of a coaling shed, where
the coal is dumped and conveyed by horizontal belt-convejors to whatever pocket it is desired
to fill. Dockstadcr's System of a '"side-dump coal-car and oscillating apron " is designed to
deliver coal directly from the road car to tenders without the use of shovelling, at a minimum
of expense and breakage, the car being run on a low trestling, along the coaling track, and
then tipped sideways; the objection to this system lies in the fact that special cars have to be
used to bring the coal from the mines, and that they will have to run back light in most cases.
IVIention has been previously made of the trough-conveying system, and of the bucket-ele-
vator system with stationary or swinging buckets.

In case coal is delivered to a coaling station by water, in barges or canal-boats, the best
method for transferring the coal to the coal-chutes or pockets consists of the tipping-bucket
.system, in which the buckets are loaded in the hold by shovelling, hoisted by horse or steam
power, and tipped at the proper point b\- a suitable attachment, so as to discharge into a
pocket or storage-pile. Where the coaling station is not located immediately alongside of
the water front, the use of the Hunt Automatic Railway is clearly indicated. In this system
the buckets are hoisted out of the hold of the vessel, and tipped at the proper height into a
large hopper, from which tram-cars are filled which convey the coal to the pockets or storage-
piles located some distance inland. The principal feature of this design is that the loaded
car travels to the dumping point by gravity, while the empty car is brought back to the
hopper by the impetus given to the empty car by a heavy counterweight attached to the car
by a cable, the counterweight being brought into play as soon as the car has discharged its
load. Where the coal supply by water is large enough to warrant it, a vertical bucket-elevator
attached to a movable leg is used ; the leg is lowered into the hold of the vessel, and the coal
is elevated and transferred backward to the pockets or storage-piles.

Conclusions. — The five groups or systems, previously outlined, for supplying coal to loco-
motives having been considered in detail, the following remarks and conclusions, embracing
the entire subject, will be of interest.

The Roadmasters' Association in the report adopted in 18S5, quoted above, showed con-
clusively that the high coal-chute system was to be preferred in point of speed of coaling and
of economy over all other known devices for coaling locomotives.

The American Railway Master IVIcchanics' Association in the report adopted in 1887,

COALING STATIONS FOR f.OCOAfOTf FKS. [41

quoted above, offers the following conclusions on the question of the different methods for
coaling locomotive?:

"To sumniari/.e, it niaj' be said that with regular coal supply from mine in drop-bottom
cars, the cheapest and most rapid delivery is by using high central trestle, from which the
coal is allowed to gravitate into dimeiisionetl chutes, autl from the chutes gravitates into
tender.

" When sufficient land cannot readily be obtained for the long ramp (grade) this system
requires, the economy in labor and slight injury to fuel is so marked under this system as to
suggest the advisability of lifting the loaded mine cars, vertically (by siMiie form of power
elevator) up to the level of track on top of the high trestle.

" For a compromise .system, where the daily fuel issues are sometimes taken from cars
and sometimes from store heap, either the tipping pocket on truck or chute filled by horse
and cart may be used, or, if the amount to be stored and lifted from heap be not large, an
overhead girder crane will do. If a Goliath crane be used, the storage is practically limited
only by the land obtainable.

" For leisurely delivering comparatively small amounts, the platform, or, better still,
direct shovelling from car to tender, is as cheap as anj- manual labor system known ; and if it is
desired to lessen the time actuall)' occupied in delivering to tender, a hand crane and buckets
on the platform will do so with but little outlay and but slight increase in cost over direct
shovelling ; in fact, if the use of buckets insures the men being steadily kept at work, the cost
per ton may by use of crane be lessened."

The opinions and conclusions embodied in the reports of the Roadmasters' Association
and of the American Railway Master Mechanics' Association, quoted above, can be considered
as applicable to the conditions existing today. There is, however, one atlditional feature to
call attention to, namely, the lifting and transferring of coal by elevators or conveyors has,
within recent years, been adopted under certain conditions with such good results by a num-
ber of railroads that any remarks on the subject under discussion would not be complete
without calling attention to the valuable improvements in this class of coal-handling machiner)-,
which have been brought prominently to the front since the reports of the associations men-
tioned above were adopted.

The following plans and descriptions of coaling stations for locomotives, as actually in use
in this country, will prove interesting in connection with the above general remarks on the
subject :

Derrick Coal-shed, Wisconsin Central Railroad. — The design for a coal-shed on the Wisconsin
Central, shown in Figs. 267 and 268, is a coal-storage shed built on the stationary crane-and-bucket
.system for supplying locomotives. The shed is 20 ft. wide by any length desired, 150 ft. being
the usual length. Coal is shovelled from cars into the shed through the side of the building, which
is left open for that purpose from ihe eaves down to a point 7 ft. from tlie ground. A narrow-gauge
track runs along one .side of this shed, on which small tipping-lnicket cars run. These buckets are
filled by hand from the storage-pile in the shed, and are run to one end of the shed, where there is a
raised platform and a swinging-jib crane, by which ihe buckets are hauled up and set on the platform.
When an engine stops for coaling, the buckets are picked up by the crane, swung over the tender,
and discharged.

The height of the shed is 12 ft. from sill to plate, and the bents are spaced 6 ft. apart. The

142

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

principal timbers used are: posts, 6 in. X 8 in.; tie-beams, 8 in. X 8 in.; main sills, 8 in. X 10 in.,
running lengthwise of building, spaced 6 ft. apart, and resting on cedar posts spaced 6 ft. apart under

>»• II i 1-a. I \ I

Fig. 267.— Front Elevation.

rnrmf

Fig. 268. — Cross-section.

each sill; floor-beams at bents, 6 in. X 10 in.; intermediate floor-beams, 3 in. X 10 in.; intermediate
studs, 3 in. X 8 in.; plates, 3 pieces, 2 in. X 8 in.; rafters, 2 in. X 8 in., spaced 3 ft.; purlins, 2 in. X 8
in., laid flat; roof-boards, i in., with i-in. X 3-in. battens; inside sheathing, 2-in. boards, for 7 ft. up
from the ground; outside sheathing, i-in. vertical boards, with liattens.

Derrick Coal-house, Northern Pacific Railroad. — The Northern Pacific Railroad has a standard
derrick coal-house, shown in Figs. 269 to 272, designed by Mr. C. B. Talbot, that is an excellent
example of a first-class plan for the stationary crane-and-bucket system of coaling engines. The plan

Fig. 269. — Front Elevation.

Fig. 270.— Cross-section.

consists of a low shed, 18 ft. wide and 250 ft. long, with a derrick-house, 18 ft. X 28 ft., at the centre.
Along the face of the shed is the coaling track, on which engines stand opposite the derrick-house
when receiving coal, while on the rear of the shed is an elevated coal-supply track, raised 6 ft. from
the ground, to facilitate shovelling coal from cars into the house. This raised track lias an inclined
trestle approach on a grade of 3.5 ft. rise per 100 ft. There is a narrow-gauge track along one side
of the shed on which tipping-bucket cars run. These are filled from the storage-pile, pushed to the
derrick-house, raised there by the derrick through trap-doors to the upper floor, and placed around
the derrick till needed, when they are swung out over the tenders and discharged.

The height of the shed is 10 ft. 9 in. in the clear from floor to tie-beam ; tlie principal timbers
in the shed are sills, 8 in. X 10 in.; posts, 6 in. X 8 in., spaced 6 ft. apart; tie-beams, 2 pieces, 3 in.
X 10 in.; rafters, 2 pieces, 3 in. X 12 in., spaced 6 ft. apart; purlins, 3 in. X 8 in., spaced 18 in., and
spanning 6 ft.; roofing 3-ply roofing-paper, pitch and gravel, on two layers of i -in. boards; inside
sheathing of shed, 3-in. plank; floor-joists, 4 in. X 6 in., spaced 2 ft., and sjianning 18 feet. The

COALIXG STATIOXS FOR LOCOMOTIVES. 143

derrick-house is partially open towards the track, and the derrick is built and set, as shown on plans.
The principal timbers in the derrick-house are sills, 8 in. X 10 in.; posts, 10 in. X 10 in.; tie-beams,
8 in. X 10 in.; rafters, 8 in. X 10 in.; purlins, 3 in. X 10 in.; roofing same as shed; outside sheathing,
" V " Rustic.

This design allows of the use of either one shed only on one side of the supply track, or of
sheds placed on both sides of same, with an additional coaling track on the rear.

Fig. 271. — Ground-plan.

atJB

S33'

gr>el

Fig. 272.— General-plan.

Stationary Crane-and-Buckct System, Des Moines Ss' Fort Dodge Jiaiiway.— The Master Mechanics'
Association's report, quoted above, states that on the Des Moines & Fort Dodge Railway two
men handle 25 tons per day with one-half ton buckets and a stationary swing-jib crane, at a cost of
15 cents per ton. Each man, therefore, shovels into the buckets, and then lifts by crane and dis-
charges into the tender i2i tons per day, the daily wages being $1.87^.

Stationary Crane-and-Buckct System, New York, Chicago &= St. Louis Raii7oay. — The Master
Mechanics' Association's report, quoted above, states that on the New York, Chicago & St. Louis
Railway the results from two different coaling stations using the stationary crane-and-bucket system
show the cost to be 7^ cents per ton, the rate of pay being i2i cents per hour, and the rate of delivery
55 tons per day, one man shovelling and then lifting by crane 18 tons as a day's work.

Travelling Crane for Coaling-engines at Columbus, O., Pittsburg, Cincinnati ■^ St. Louis Faihcay. —
On the Pittsburg, Cincinnati & St. Louis Railway a travelling-crane or traversing crab-crane for coaling
engines lias been introduced at Columbus, O., by Mr. E. B. Wall, which was illustrated and described
in the Railroad Gazette of .\pril i, 18S7. It comprises a self-contained steam crab-crane, on a trolley
having longitudinal movement over the whole length uf an overhead travelling girder si)anning three

144 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

parallel coaling tracks, the girder having motion on rails carried on trestles 25 or 30 ft. high, one on
each side of the coaling tracks. The coal shipped from the mine in ordinary cars is shovelled into
2j-ton iron buckets at ground lev^l, and the crane lifts one of the filled buckets and moves it over the
tender, when the latch securing the hinged bottom is released, and the contained fuel falls into the
tender.

Relative to this system the Master Mechanics' Association's Report, mentioned above, quotes Mr.
Wall as follows :

" I do not think that this form of coal wharf is the best for all purposes. Coal can be loaded
more cheaply where drop-bottom cars are used and the wharf arranged accordingly. At Columbus,
however, we receive our coal in straight-bottom gondolas, box and stock cars. At certain periods of
the year we have to carry a supply of coal on the wharf; at other periods the coal can be loaded
direct from the cars into the buckets. In designing our wharf we had to consider these conditions.
When the capacity of this wharf is taken into consideration with its first cost, I consider it a very
satisfactory solution of the problem. The cost of the maintenance of the structure is very light, and
it can easily be renewed at any time without interfering with the operation of the wharf.

" The large timber constructions in general use are very expensive to maintain; they have to be
renewed every six or seven years, and while with the drop-bottom cars they can be made to handle
coal more cheaply per ton than the crane arrangement, nevertheless, when all items are taken into
account, I think that the showing would be about even."

The capacity and cost of operation at Columbus is stated as follows :

Capacity of bucket, in pounds 5>°°°

Average weight delivered, per engine, in pounds 7,000

Probable maximum capacity with fifty buckets and trestle at present length :

Maximum number of buckets dumped per hour (tested) 20

Actual working hours (handling buckets) 21

Maximum number of buckets per month 12,600

Maximum number of tons per month 3i>5°°

Allowing each bucket full of coal, also a loss of twenty minutes in time for each fifty
buckets handled for the purpose of supplying crane boiler with fuel, water, etc., which
equals about three hours in twenty-four. Then :

Present delivery in tons per month 9,120

Present delivery in buckets per month S>i42

Cost of plant $7,700.00

Wages of (2) engineers per month, at eighteen cents per hour 129.60

Wages of (12) coal-heavers per month, at twelve cents per hour 5i8-4o

Wages of (2) men dumping and signaling to craneman, per month, at twelve cents per hour.
(These men are regular coal-heavers, and only do the work of signaling when the fore-
man is busy checking up the time or taking numbers of cars. One is employed at

night and one in the day-time) 86.40

Foreman of wharf (i) per month, at thirteen cents per hour 46.80

Fuel, oil, waste, water, etc., per month 12.50

Repairs to apparatus, per month 5°°

Interest on investment, per month, at 6 per cent per annum 38-5°

Total operating expenses, per month . $837.20

Cost of coaling, per ton, in cents • 9- '

Cost of coaling, per engine, in cents \ .. .... j^-SS

Not taking interest on plant into consideration, per ton, in cents 8.7

Probable cost jjer ton, at maximum capacity, in cents 6.8

Average length of time for coaling an engine o min.

COALING STATIONS FOR LOCOMOTIVES. 145

The report mentionccl states further: "It is possible tliat Mr. Wall's original plan miglit be
improved by the use of a 'Gantry or Goliath Crane,' as used in Europe, described and illustrated
in Mr. G. J. Apjileby's paper on cranes, read before the American Society of Civil Engineers,
October 17, 1SS3. (See Proceedings, p. 374.) This dispenses with the trestle, as the whole crane
with its long vertical legs traverses on tracks at ground level. The first cost of the crane would be
increased, and there would be an increase in the power recjuired to move it, but the system and
storage could at a few hours' notice be indefinitely extended at the slight cost of increasing the lengtli
of the tracks."

For additional data see the report of the Master Mechanics' Association mentioned, tlie issue of
the Railroad Gazette of April i, 1887, and the issue of Engineering N'ezvs of September 24, 1887.

Coaling Platform at Jersey City, N. /., Lehigh Valley Railroad. — The coaling platform of the
Lehigh Valley Railroad at Jersey City, N. J., shown in Fig. 273, will serve as an example of a small
temporary and cheap coaling ])latform, the coal being delivered to the
platform by shovelling from cars on the coaling track at tlie face of the
])latform, and delivery to tenders being made by shovelling directly from
the platform into the tenders. The jilatform at Jersey City is 16 ft. wide
and go ft. long, and will hold about 225 tons of coal. The floor is placed
6 ft. X in. above the coaling track, and the face is placed 6 ft. 6 in. in the 273.— Cross-

'^ . SECTION.

clear from the centre of the coaling track. The cost of shovelling coal

from the cars to the platform, with a daily output of about forty-five tons, is about seven to nine cents
per ton, the rate i)aid for labor being twelve cents ])er hour. Tiie coal is loaded into the tender by the
engine crews between runs, and does not therefore appear as a separate charge, but costs presumably
slightly less than unloading from cars, so that the total cost of unloading to [jlatform and then load-
ing tender will be from thirteen to fifteen cents per ton.

The principal timbers used are as follows : bents perjjendicular to coaling track are spaced 9 ft.
centres; sills, 12 in. X 12 in.; posts, 12 in. X 12 in.; caps, parallel with track, 12 in. X 12 in.; floor-
plank, 3 in.; brace-plank, 3 in. X 10 in.

Coaling Platform at Lehighton, Pa., Lehigh Vallev Railroad. — The coaling platform of the Lehigh
Valley Railroad at Lehighton, Pa., shown in Figs. 274 and 275, designed and built by the author, illus-
trates the system of delivering coal to engines from a platform by means of movable hand trucks or
barrows over fixed revolving aprons along the face of the platform, the coal supply being dumped on
the rear of tiie platform from a low dumping trestle. The approach to the dumping track is on an
embankment on a gradient of 4 ft. rise in 100 ft. horizontal. The platform, 50 ft. wide by 275 ft.
long, is located along a hillside, and is mainly in original ground. 'I'he face of the jjlatform consists
of a stone wall, \aried in its dimensions according to the amount of new filling back of it. The wall
is coped with stone coping, 34 in. wide by 12 in. thick, with an 8-in. X 14 in. oak combing-stick an-
chored to the masonry.

Along the face of the combing, at distances of about 60 ft., light timber gallows frames are erected
with a chain drum operated by hand for raising and lowering aprons hinged to the timber combing.
Tiie floor of the platform consists of stone flagging. The centre of the dumping trestle is placed 30 ft.
back from the face of the platform. The top of the floor of the platform is 11 ft. above the top of
the rail of the coaling track; the top of the rail on the dumping trestle is 8 ft. above the floor of the
platform. The face of the front wall at the height of the coaling track is placed 6 ft. i in. from the
centre of the coaling track. The face of the wall has 4-in. batter. The face of the timber comb-
ing is 6 ft. from the centre of the coaling track.

The bents of the dumping trestle are spaced 12 ft. centres, and the principal timbers used are as
follows : sills, 10 in. X 15 in.; posts, 12 in. X 12 in., i in 8 batter; caps, 10 in. X 15 in. X 12 ft.;
track-stringers, one piece, 1 2 in. X 15 in., under each rail; 3-in. stay-plank on lop of caps to hold string-
ers in place and prevent wear of caps in dumping coal; gang-plank on each side of trestle, 2 in. X
12 in. No ties are used, the rails being sjjiked to the stringers.

The force employed at this coaling station consists in general (jf fwc men during the day and
three men at night. The rate of wages is twelve cents per hour. There are from one hundred to

146

BUILDINGS ANH SI'RUCrU RES OF AMERICAN RAILROADS.

one luuidicd and iwcnty tiigines coaled every twenty-four hours, each engine taking from two to
seven tons of coal. The barrows hold one ton, so that the number of barrows to dump is small.
When rushed, seven tons of coal are dumped in six minutes, including lowering and raising the apron.
According to the assumed daily output, the cost of delivery to tenders from the platform will be from
two and one half to five cents per ton, to which must be added the cost of dumping from the trestle
track into stock, and an extra allowance for interest on first cost and for the expense of maintenance,
which latter item, however, is small, owing to the substantial character of the structure. On the basis
of above data the cost would probably fluctuate from five to ten cents per ton.

r [a cr^ is

To Era "'^"KTtTUji a 1^ tfiEfes l_!' CJ" s::/ ^z} Kji ilj"C5''W uj't
Fig. 274. — Front Elevation.

>i)iiHiiwW<'glMwi|i.iWi^»a|Wuk».Hi;il

Fig. 275.— Cross-section.

Coaling Platform at South Easton, I'a., Lehigh Valley Railroad.— "^h^ coaling platform of the
Lehigh Valley Railroad at South Easton, Pa., consists of a shedded platform with a dumping trestle
on the rear. Owing to limited yard space the height qf the dumping trestle is only 14 ft. 6 in. above
the coaling track at the face of the platform. The approach trestle incline is only 198 ft. long, giving
an 8 ft. in 100 ft. maximum gradient. The platform floor is placed about 8 ft. above the coaling
track. The coal is discharged to tenders througli hand-barrows with long i^rojecting ends, as no aprons
are used along the face of the platform. 'I'he incline is operated with a number of empties between
the engine and the loaded cars.

Coaling Platform, Chicago c^■ Grand Trunk Raihvay.—-Y\\^ coaling platform of the Chicago &
Grand Trunk Railway, published in the Rei-ort of the Master Mechanics' Association, quoted above,
republished in Engineering News of September 24, 1887, illustrates the system of locating fixed tip-
ping dump-cars or pockets along the face of the platform, the coal being shovelled into the pockets
from cars on a track immediateW back of the pockets. This system gives as quick dispatch in coal-
ing engines as a high-chute system. Where quick delivery is required and space for a long incline is
not available, this style of coaling platform oft"ers advantages. The cost of delivering coal to the
pockets, however, especially if train service is considered, is quite an item, and storage of coal is not
practicable.

COALING STATIONS FOR LOCOMOTIVES.

147

Fig. 276. — Cross-section.

Coaling Platform, St. Louis, Iron Mountain i5r» Southern Railway. — The coaling-platform design of
the St. Louis, Iron Mountain & Southern Railway, shown in tig. 276, consists of a platform, 12 ft. 4in.
above the top of rail, with a supply-track at the
centre of the platform, level with the floor. The
coal is shovelled from the road cars on this supply-
track, either to the rear of the platform into store,
or toward the face of the platform for immediate
use. There are narrow-gauge tracks running j)er-
pendicularly to the face of the platform, on which
large wooden tipping coal-buggies run. The face
of the buggy consists of an iron flap, whicli, when
the buggy is tipped, serves as an apron. The tip-
ping of the buggy is facilitated by having a gallows
frame at the face of the platform, with the necessary chains, shafts, pulleys, etc. In the standard
design the platform is 60 ft. wide, and 160 ft. long; the narrow-gauge tracks are spaced from 20 to
28 ft. ajjart, and the approach incline is 329 ft. long on a grade of 3.75 ft. in 100 ft. A light shed
roof is built over the platform, so as to protect the coal from the weather.

In the coaling platform of the same road at De Soto, Mo., the platform is narrower, and it has no
shed over it. There is no storage space provided on the rear of the platform. Tiie coal-supply track
runs immediately on the rear of the platform, and is sunk IjcIow the level of the platform, so that the
floor of the car is about level with the floor of the platform. This design has the advantage that the
approach incline is much shorter, but has the disadvantage that the storage capacity of the platform
is limited.

Coaling Platform with Tipping Trolley Dump-car, Connecticut River Railroad. — The Connecticut
River Railroad uses coaling platforms with tipping trolley dump-cars, plans for which were published
in the Report of the Master Mechanics' .\ssociation, quoted above, the cars running on tracks per-
pendicular to the face of the platform. The coal is shovelled from the storage-pile on the rear of the
platform into the dump-cars, which latter are then pushed to ilie face of the platform, tipped, and
discharged. The cost is stated to be 14 cents per ton, with a daily delivery of 45 tons. The force
employed is three laborers and one foreman, the former receiving 14! cents, the latter i8j cents per
hour. One man's shovelling and trolleying capacity is therefore about 11 J tons per day.

Coaling Platform with Tipping Trolley Dump ear. New York, Chicago ^ St. Louis Railroad. — On
the New York, Chicago & St. Louis Railroad a similar system is in use to that described for the Con-
necticut River Railroad. The dumps hold 6 tons each, and dip to an angle of 45 degrees. The cost
of delivery is 8 cents per ton, delivering 74 tons per day. The rate of pay is 12I cents per hour.
With four men employed each day, the capacity of each man is i8.i tons.

Coaling Platform with Tipping Trolley Dump-cars, Northern Central Railroad. — Plans showing the
details of the tipping trolley dump-cars used by the Northern Central Railroad on coaling platforms
were published in the Report of the Master Mechanics' Association, quoted above. The platform is
located along the main track, 32 ft. wide and about 200 ft. long. The floor is placed 10 ft. above the
top of the rail of the main-line track. Coal is delivered to the platform by dumping from a trestle on
the rear of the ])latform, which dumping track is on an average about 9 ft. above the platform, with a
light grade of 0.75 ft. in 100 ft. to facilitate the movement of cars by hand. The approach trestling
is 447 ft. long, with a gradient of t,\ ft. in 100 ft. On the platform, spaced every 25 ft. (in every other
trestle-bent), there are a series of narrow-gauge tracks running at right angles to the face and extend-
ing back the full depth of the platform. At a point 81 ft. from the centre of the main track is a stop
which serves the double purpose of first stopping the car at a given point, and, secondly, of releasing
the hook on the back end of truck, the sudden impact of the truck dumping the coal into the tender.
The inside dimensions of the dump-cars are 10 ft. 8 in. long X 5 ft. 10 in. wide X i ft. 10 in. high,
holding 3 tons. One end of the truck is open. The car can be operated by one man. The
system is preferred at coaling stations along the main track on account of the speed with which
engines can draw their coal supply. The average cost per ton for the winter months is stated to have
been 4,6 cents, employing two men and delivering 57! tons every 24 hours. 'I'his gives an average of
23J tons coal handled jier man.

148

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

Coaling Platform at Altooiia, Pa., Poinsylvania Railroad. — Plans for the coaling platform of the
Pennsylvania Railroad at Altoona, Pa., were published in the Railroad Gazette of September 15,
1882. The system in use consists of a coaling platform with tipping trolley dump-cars running on
transverse tracks, connected by a longitudinal track with a transfer-table. The platform is about 90 ft.
wide and placed 1 1 ft. above the coaling tracks, there being a coaling track along each face of the
platform. Coal is delivered to the platform by shovelling from cars on a central supply-track near
the centre of the platform, the track being placed at the same elevation as the floor of the platform.
On one side of this central supply-track the platform is covered to serve for long storage, while on
the other side it is uncovered, the coal on this side being intended for immediate use. The
transfer-table, which runs in a pit, serves also as a weigh-scales. The trolley-cars are run on the
table, weighed, transferred lengthwise and put off at any point desired along the face of the platform,
where they remain till discharged.

Coaling Platform at West Philadelphia, Pa., Pennsylvania Railroad. — The coaling platform at
West Philadelphia, Pa., on the Pennsylvania Railroad, plans for which were published in the Railroad
Gazette of September 15, 1882, consists of a coaling platform with an elevated dumping track near
the rear of the platform, coal being delivered to engines by tipping trolley dump-cars running on
transverse tracks connected by- a longitudinal track in a well with a transfer scale-table. The jilat-
form is about 50 ft. wide and the floor is placed 11 ft. above the coaling track. The location is
along a side hill so that the floor of the platform is practically on original ground. The dumping-
track is 9 ft. above the floor, and its centre is located about 40 ft. from the face of the platform. A
6-ft. well is located 10 ft. back from the face for the narrow-gauge transfer and scale table to run in.
Coaling Platform at East Tyrone, Pa., Pennsylvania Railroad. — The coaling platform of the
Pennsylvania Railroad at East Tyrone, Pa., plans for which were published in the Railroad Gazette
of September 15, 1882, is very similar to the coaling platform at West Philadelphia, on the line of
the same road, excepting that at East Tyrone the entire structure is built on trestling, whereas at
West Philadelphia the platform is cut into a side hill. The coaling platform is 46 ft. wide, and located
II ft. above the coaling track along the face. The centre of the elevated dumping track is located
37 ft. from the face of the platform, and is 8 ft. above the floor of the platform. Nine feet from the
face of the platform there is a well, 6 ft. in width, for the transfer-table to transfer the dump-cars up
and down the platform. The trestle-bents are located 10 ft. centres, perpendicular to the coaling
track, and rest on dry stone foundation-walls. The length of this platform is 200 ft., and the gradient
on the incline leading up to the su])ply-track is 5 ft. in 100 ft.

Elevated Coal-shed, Northern Paeifie Railroad. — The elevated coal-shed of the Northern Pacific
Railroad, shown in Fig. 277, designed by Mr. C. B. Talbot, consists of a covered jilatform with a

narrow-gauge track running lengthwise of the shed
connecting by turn-tables with tracks running out
over the coaling track on counterbalanced platforms
or drawbridges, the coal being discharged into the
tenders by small narrow-gauge tij)ping trolley dump-
cars, which are loaded in the house from the storage-
pile, turned on the turn-table, run out on the draw-
bridge, and tipped. The coal is put into the shed
through openings in the side sheathing by shovelling
from cars on an elevated track along the back of
the shed. The platform in the shed is 14 ft. wide,
and the floor is placed about 12 ft. 6 in. abo\e the
coaling track. The shed can be made any length desired; the standard plan shows it to be 240 ft.
Ion", with a rated capacity of 500 tons. For this length of house there are two turn-tables and
drawbridges for discharging to tenders. The elevated coal-supply track on the rear of the shed is
placed 3 ft. 6 in. below the floor in the shed. The clear height of the shed above the floor is 8 ft.
The centre of the coaling track is placed 6 ft. from the face of the building.

Coal-chutes, Baltimore &' Ohio Railroad. — The coal-chutes of the Baltimore & Ohio Railroad,
plans for which were ijublislied in the Railroad Gazette of September 15, 1882, consist of a system

^wiM

Fig. 277. — Cross-section.

COALING STATIONS FOR LOCOMOTIVES.

J 49

of coal-pockets with an elevated diimjiing track. The trestling is about 42 ft. wide, there being a
coaling track on each side, with pockets facing each track. The coal is delivered on an elevated
supply-track at the middle of the trestle, about 33 ft. above the coaling tracks, whence the coal
is dumped to a platform about 12 ft. lower, which is located at the elevation of the top of the
pockets. Tlie coal when dumped runs partly into the pockets, and the balance is shovelled in l)y
hand as required. The pockets are closed at the lower end in the usual way with a trap-door and a
counterweighted apron. The pockets are about 10 ft. wide, and contain three tons of coal when
filled completely. The bottom of the pocket is set 12 ft. above the coaling track. The cost of
delivering 115 tons per day over a high-chute system on tlie Baltimore & Ohio Railroad, similar to
that described above, is stated to be \-l^ cents per ton.

Coal-chutes at Soutkport, N. Y., Neio York, Lake Erie <5f Western Railroad. — The coal-chutes of
the New York, Lake Erie & Western Railroad at Southport, N. Y., plans for which were published
in the issue of tlie Railroad Gazette of October 5, 1883, consist of an elevated dumping track from
which the coal is dumped from the coal-cars to a lower storage platform. Along one side of this
storage platform there is a row of pockets, triangular in shape, each of a capacity of two tons, the tops
of which are on a level with the storage platform. The lower end of the pocket is closed l)y means
of a trap-door and counterweighted apron in the usual manner. The trap-door is worked by means
of a rod connected to its lower edge and running up to the level of the storage platform, so that the
opening of tlie trap-door is independent of the lowering and raising of the apron. The cost of
delivering 560 tons of coal to engines at these coal pockets, per month per each man employed there,
is stated to be 7.85 cents per ton.

Coal-chutes, New Orleans &> Northeastern Railroad. — The standard coal-chute of the New Orleans
& Northeastern Railroad, part of the Cincinnati, New Orleans & Te.xas Pacific Railroad, lessee Cincin-
nati Southern Railroad, shown in Fig. 278, consists of a high trestle-track, from which coal is dumped

Fig. 27S. — Cross-section.

on to a platform and then shovelled as required into a series of pockets along one side of the plat-
form. The high track is 25 ft. 6 in. above the coaling track in front of the pockets, and 7 ft. 4 in.
above the floor of the platform. The bottom of the pocket is set 1 1 ft. above the top of the rail of
the coaling track. The width of the structure is 29 ft.

The dimensions of the ])rincipal materials used are as follows: the bents are spaced 10 ft.
centres longitudinally; sills, running longitudinally, 12 in. X 12 in.; posts, 12 in. X 12 in.; caps.

15°

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

running transversely, 2 pieces, 6 in. X 12 in., clamping tlie posts; cap under track, 12 in. X 14 in. X 11
ft.; track-stringers, one piece, 12 in. X 12 in., under each rail; corbels, 12 in. X i 2 in. X 3 ft.; floor-
plank and side sheathing of platform and pockets, 2-in. oak; floor-joists, 3 in. X 12 in., spaced about
20 in. centres, bridged with 3-in. X li-in. bridging; X-bracing, 3 in. X 8 in.

The bottom of the pocket is lined with VV-in. sheet-iron. The apron is counterweighted, as
shown, and the bottom of the pocket is closed by a flap-door, which is opened and closed automati-
cally with the lowering and raising of the apron. The apron is 5 ft. long. The pocket and apron
slope 45 degrees.

Coal-c/iiites at Scottsville, Vti., Richmond &= Alleghany Railroad. — The coal-chutes of tiie Rich-
mond & Alleghany Railroad at Scottsville, Va., siiown in Fig. 279, designed and built by the author.

Fig. 279. — Cross-section.

consist of a timber trestle structure throughout, the coal being delivered onto a storage platform
from a high dumping-trestle on the back of the platform and then shovelled as required into a series
of pockets along the face of the platform, the top of the pockets being level with the floor of the
platform. The chutes are located alongside of the main track of the railroad, as quick dispatch for
coaling engines was desirable. The platform is 96 ft. long by 34 ft. 6 in. wide, and its floor is set 18 ft.
above the top of rail on the main track. The face of the platform is placed 7 ft. from the centre of
the main track. The end of the apron wlien lowered is 10 ft. 9 in. above the top of rail of the main
track. The apron is 5 ft. 6 in. long, and reaches when lowered to within 2 ft. 3 in. of the centre of
the track. The centre of the dumping track is placed 25 ft. from the face of the jjlatform, and the
top of rail on the trestle is 7 ft. 7 in. above the floor of the [jlatform or 25 ft. 7 in. above the top of
rail of the main track. The inclined approach is about 700 ft. long, with a maximum gradient of 3.75
ft. per 100 ft. There are three pockets along the face of the platform, each with a capacity of t,\
tons. The bottom of the pocket has a slope of 40 degrees, and the apron, when lowered, 30 degrees.
The lower end of the pocket is closed by a flap-door locked by a pivoting-bar, so that the opening
and closing of the door is independent of the movement of the apron, which is counterweighted in
the usual way. In drawing coal the fireman pulls down the apron and then hits the bar lock of the
door a light blow with a shovel or any handy implement, opening the door and allowing the coal to
discharge. An engine can coal at these chutes in less than one minute.

New Coal-chutes at Waverly, N. Y., Netu York, Lake Erie is' Western Railroad. — The coal-
chutes of the New York, Lake Erie & Western Railroad at Waverly, N. Y., rebuilt in 1882, under
the direction of Mr. O. Chanute, Chief Engineer, and Mr. W. Farnham, Roadmaster, plans for which
were published in the Railroad Gazette of October 5, 1883, have a storage capacity for about 330
tons. The system consists of a high delivery track, from which the coal is dumped into a pocket or
storage floor below. The coal is drawn, as required, through a measuring pocket into a chute, wliich
is closed in the usual way by a counterweighted apron and flap-door. There are eleven pockets and
chutes, making the storage platform no ft. long. The tail track is 60 ft. long. The approach incline
is built with a gradient of 4 ft. per 100 ft., and high ground in the vicinity is utilized to reduce the
length of trestling required. The track over the platform and tail trestle has a gr-adient of 0.8 ft. in

COALING STATIONS TOR I.OCOMOTI V RS. 151

100 ft. to facilitate tlic niovenient of cars l)y hand. The cost of dcHvering 460 tons of coal to
engines per month, ])er each man emjiloyed at these chutes, is stated to be 9.07 cents |)er ton.

Coal-chutes at Hi>nit'llsvilU\ N. V., New York, Lake Erie izf Western Railroad.- — The coal-chutes
oi the New York, Lake Erie & Western Railroad at Hornellsville, N. Y., built in 1881 and 1882,
from a design and under the direction of Mr. J. VV. Ferguson, Assistant Engineer, plans for which
were published in the Railnmd Gazette of October 5, 1883, consist of a system of coaling engines
on both sides of a coaling trestle without any shovelling of the coal, requiring of all systems, thus far
discussed, the least manual labor, as the conl passes from the supply-car to the tender entirely by
gravity. The coal is dumped from two iiigh tracks into hopper-shaped bins, which are trapped at the
lower ends by measuring pockets. The coal, as required, is drawn through the measuring pocket into
the chute below it, which chute is closed at the lower end in the usual way with a flap door and
counterweighted apron. The supply-cars are taken up to the high tracks by a stationary engine and
inclined plane with cable. The only objectionable feature in this system is the extra height that has
to be given to the dumping tracks. Where, however, a stationary engine with plane is used, this is not
a serious objection, as a few extra feet to climb after once placing cars on a plane does not cause a
very noticeable expense. The system can therefore be recommended very highly under these con-
ditions, and also where the approach can be located mainly on high ground. The cost of delivering
614 tons of coal to engines per month, per each man employed at the chutes, is stated to be 7.08
cents per ton.

Old Coal-chutes at Witvcrly, N. V., N'ew York, Lake Erie &• IFester/i Railroad. — The system of
coaling engines on the New York, Lake Erie & Western Railroad at Waverly, N. Y., in use prior to
the construction of the new pockets, was illustrated in the Railroad Gazette of October 5, 1883. It
consists of two elevated tracks dumping onto a storage floor or pockets below them. The coal is
drawn from the pockets through a measuring pocket into tipping trolley dump-cars with projecting
end. The cars are run on a turn-table, which serves also as a scales, and transferred on a longitudi-
nal track to whatever point along the face they are wanted, where they are again turned on a table,
run out, tipped, and discharged. The cost of delivering 455 tons of coal to engines per month, per
each man employed at the chutes, is stated to be 9.16 cents per ton.

Coal-chutes at Susquehanna, Pa., New York, Lake Erie &' IFestern Railroad. — The coal-chutes
of the New York, Lake Erie & Western Railroad at Susquehanna, Pa., plans for which were pub-
lished in the Railroad Gazette of October 5, 1883, consist of three elevated tracks dumping into
storage-bins and partly on a floor below them. The bins are hopper-shaped, and trapped at t;" ., lower
ends with measuring pockets. The coal, as required, is drawn into narrow-gauge hopper-bottom trol-
ley-cars of two tons capacity, which cars run on a system of tranverse tracks connected by turn-
tables with a longitudinal track. To deliver coal, a counterbalanced, hinged platform is lowered
over the tender and a car run out and dumped. The platform has chains attached to the outer
end and to the timbers above, which prevent its dropping when loaded. It is raised and lowered by
a hand-wheel and friction pulleys, around which the chains from the counterbalances are passed.
The cost of delivering 675 tons of coal to engines per month, per each man employed at these coal-
chutes, is stated to be 6.55 cents per ton.

Coal-chutes at Buffalo, N. Y., and at Conncllsville, Pa. — The design for coal-chutes at Buffalo,
N. V^, and at Connellsville, Pa., plans for which were published in the Railroad Gazette of September
15, T882, consists of a coal-chute system with a high supply-track, from which the coal is dumped
into triangular-shaped pockets, whence it is drawn into dump-cars on a lower platform. The
trestle is 20 ft. wide and 24 ft. high. The dumping i)latform is 10 ft. above the rails and has a
narrow-gauge track tiirough the centre with appropriate turn-table arrangements to take the car from
the central track to the face of the platform, whence the coal can be shot directly into the tender.
There are no scales in this system, the coal being measured in bulk in the dump-cars.

Coal-hunkers, Northern Pacific Railroad. — The coal-bunkers of the Northern Pacific Railroad,
designed by Mr. C. H. Talbot, shown in Fig. 280, are a combination of a number of the methods
already discussed for storing and delivering coal tcj engines. The structure consists of a building,
34 ft. X 211 ft., with a delivery track at the peak of the building, 42 ft. above the ground. On one

152

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

side of the building is tlit- main trac k of the road and on the otlier side a yard track. The coaUng of
engines on tlie main track is done by hopper-bottom narrow-gauge trolley-cars, that run out on a
counterbalanced platform or drawbridge and dump directly into the tenders. The coaling of engines

Fig. 280. — Cross-section.

on the other side of the house is done by an apron and flap-door leading out of a hopper-shaped bin.
Storage-bins are provided, as shown, from which coal is drawn into the trolley-cars, and the cars then
transferred to the upper tier again. The storage capacity of the building is 2000 tons.

Standard Coal-chute, Wabash, St. Louis Ss' Pacific Raihuay. — The standard coal-chute of the
Wabash, St. Louis & Pacific Railway, designed by Mr. Charles Hansel, Resident Engineer, shown in

Fig. 281, consists of a system of elevated pockets
with a supply-track on the rear, the coal being
shovelled from the cars on the supply-track into the
coal-pockets, the top of the pockets being 7 ft. above
the supply-track. The centre of the supply-track is
located 21 ft. from the centre of the main track,
which is the coaling track, and the rail of the supply-
track is 15 ft. above the main track. The face of
the coaling pockets is located 4 ft. from the nearest
rail, and the top of the pocket is 22 ft. 8 in. above
the rail of the coaling track. The trestle-bents at
the pockets are spaced g ft. 6 in. centres, while on
the incline approach the bents are spaced 16 ft.
ft. centres. The gradient on the incline leading to
the elevated supply-track is 3.75 ft. in 100 ft. The

^ lower end of the pocket is closed by a counter-

^^^^^^^^ balanced apron and a trap-door operated by a long
Fio. 2S1.— Cross-section. lever arm, as shown in the plans. The standard

coal-chute has about ten pockets, but an\- number can be used according to the varying conditions
in different localities.

The principal timbers in use on the supply-track trestling are: sills, 12 in. X 12 in.; vertical
posts, 12 in. X 12 in.; batter-posts, 10 in. X 12 in.; cajis, 12 in. X 12 in. X 12 ft. long; brace-
plank, 3 in. X 10 in.; stringers, 2 pieces, 8 in. X 16 in., under each rail ; ties, 6 in. X 8 in. X 10 ft.
long ; guard-rails, 6 in. X 8 in. The dimensions of the i)riniipal timbers used in the construction of
the coaling pockets are as follows: sills, 12 in. X 12 in.; i)osts, cS in. X 8 in.; caps, 8 in. X 8 in. X
12 ft. long; interties, 8 in. X 8 in.; intermediate-post, 8 in. X 8 in.; knee-braces, 4 in. X 6 in.

COALING STATIONS FOR LOCOMOTIVES.

153

Cual-chiitis at Black Liianioinl Mine, Wabash, St. Louis &-' Tacijii RailuHiy. — The cual iliut
the Black Diamond Mine, Wabash, St. Louis cV
Pacific Railway, designed by Mr. Charles Hansel,
Resident Engineer, shown in Fig. 282, is arranged
to allow mine cars from the Black Diamond Mine
to discharge coal directly into a series of pockets
or chutes along a coaling track. 'I'he details of
the chutes are practically the same as described
above for the standard coal-chute of the road.
The delivery of coal to the pockets, however, is
made from a platform at the height of the top of
the pockets, on which the mine cars are turned,
and run onto a tipple at the top of the pocket, by
means of which the car is tipped and discharged
into the pocket.

Coal-chutes at IVilkeslmrrc, Pa., Lehigh Valley
Railroad. — The coal-chutes of the Lehigh Valley

eW^TO

Fig. 2S2. — Cross-section.

Railroad at Wilkesbarre, Pa., designed by Mr. A. Mitchell, Division Superintendent, shown in Fig.
283, consist of a series of pockets, with a dumping track running directly over them, the entire

structure being covered. The rail of the dump-
ing track is placed 24 ft. above the rail on the
coaling track, which runs along one side of the
building. The approach incline, ])artly on trestle
and partly on filling, is built on a gradient of 5 ft.
per 100 ft. There are 15 pockets in the building
tU used for hard coal. The lower end of the
pocket is placed 11 ft. 6 in. above the rail of the
coaling track; and the slope of the bottom of the
pocket is 5 in. in 12 in., or at an angle of about
22\ degrees. The pocket has a counterweighted
apron, and is closed by a lifting-door. 'J'he shed
over the pockets and dumping track has 15 ft.
clear height above the rail and 18 ft. 8 in. clear
widtli. Some of the pockets are used for fine
coal, such as buckwheat and pea coal, and others
for lump coal. The lump-coal pockets have
screens in the bottom, screenings being collected,
as shown in the sketch, in small coal-cars placed
underneath the pockets. When full these cars
are transferred to the upper track and the coal is
dumped into the fine coal-pockets.

'I'he average amount of coal handled over
these chutes daily is about 300 tons, 'i'he engine
Fig. 283.— Cuoss-section. service is performed by the switching-engine em-

ployed at the shops in the immediate vicinity. The force regularly employed on the chutes consists
of two day men and one night man, who dump the coal from the cars into the jiockets and discharge
the pockets, the rate of pay being 12J cents i)er hour. The average cost, therefore, of <lum]iing
into store and discharging to engines will be about 1.5 cents per ton, exclusive of engine service,
interest on first cost, and maintenance of the structure.

Coal-chute, Atchison, 2'opeka is' Santa Fe Railroail.--'\'\\': standard coal chute of the Atchison,
Topeka & Santa Fe Railroad, shown in Fig. 284, prepared from data kindly furnished by Mr. J. M.
Meade, Assistant Engineer, A., T. & S. F. R. R., is built on what is known as the "Clifton " chute
plan, which system has been very extensively adopted by a large number of railroads in the West, the

154

BUILDINGS AND STRUCl^URES OF AMERICAN RAILROADS.

same as the " Kerr" chute, wliieh dilTers from llie " Cllfluu " chute uiaiiily in the details of the iron-
work; but tiie general scheme or layout of the structure remains about the same, namely, an elevated
covered supjily-track, with covered l)ins or chutes on one or both sides of it, which bins are closed at
the lower end with doors and provided with counterweighted aprons. The individual characteristics
of the Kerr and Clifton chutes are the meclianical contrivances and fixtures for locking and working
the door and tlie apron. In the Clifton chute the drawing down of tlie apron releases at the jiroper
time certain catches or latches, and the pressure of the coal forces the door open and allows the coal

'^^^V'V.jt.mx.BBiiil*"

Fig. 284. — Cross-section.

to flow out. In pushing the apron back to place, the door and apron is locked again. The intro-
duction of a second or inside door or flap in the Clifton chute allows the contents of tlie pocket to
be subdivided, and only a part delivered at a time, if desired.

The design adopted for the Atchison, Topeka & Santa Fe Railroad places the rail on the
supply-track 11 ft. 4 in. above the rail of the coaling track. The top of the pockets next to the
supply-track is 8 ft. above the rail of the supply-track, so that coal, in being shovelled from cars into
the bins, has to be lifted several feet. The width of the shed with pockets on both sides is 32 ft.
The face is set 7 ft. 9 in. from the centre of the coaling track. The clear height of the shed over
the supply-track is iS ft. 6 in., and the clear width 11 ft. 6 in. The angle of slope of the bottom of
the pocket and apron is about 27^ degrees. The gradient on the approach incline trestling is 3.77 ft.
per 100 ft.

Collin's System for Coaling Loconiotii<cs, Pcnnsvlvauia Railroad. — Collin's S)'Stem for coaling
locomotives, plans for which were jjublished in the Railroad Gazette of June 16, 1882, illustrates the
method for coaling engines designed and patented by Mr. J. B. Collin, Mechanical Engineer, Pennsylva-
nia Railroad, which method has been successfully introduced on the Pennsylvania Railroad at
Lewiston, Pa.; Alleghany City, Pa.; Coaljjort, N. J.; Camden, N. J.; and at other points.

The report of the Master Mechanics' Association gives the following information relative to the
operation of Collin's system for coaling locomotives at Elmira, N. Y.: "The rate of delivery is one
truck-load of two tons in from 70 to 80 seconds, and four tenders have been loaded, with two trucks
each, in 15 minutes and 25 seconds, — an average of 3 minutes 51 seconds each. This includes the
time of attaching and detaching chain from the locomotive and clearing the track for another loco-
motive to enter. The cost, averaged over the first three months of 1887 (when the apparatus was
not worked up to its capacity), is 7^"^ cts. per ton, delivering at the rate of 53.4 tons per day, and
requiring three men per 24 hours, at 12 cts. |)er hour."

The main principle of this plan is that of using the [lower of the locomotive, which is to be
supplied with coal, to raise the coal into a convenient position from which it can be dumped into the
tender. This is done by means of an elevator or lift constructed alongside of the track, in front of
which the locomotives stand when they are to be supjjlied with coal. This elevator has a suitable
page, which is raised by means of a rope or chain attached to the locomotive, the nio\ement of the
latter on the track drawing the caye u]).

COALING STATIONS FOR LOCO.UO I J VES. 155

This system is hardly api>licable, however, for coaling engines on the main line, as it is obviously
impossible to allow an engine, while in service on the main line, to stop long enough to raise the coal
to a sufficient elevation to allow it to be dumped into the tender. For coaling engines, however,
before starting on a run, or before going into the engine-house to wait for their turn to start on the
road again, this system would have its advantages under certain local conditions. For additional
details see the issue of the Railroad Gazette above mentioned.

Overhead Coaling Station at Hackensack Meado^ns, Jersey City, N. J., Fi^nnsylvania Railroad. —
The coaling station of the Pennsylvania Railroad at the Hackensack Meadows, between Newark and
Jersey City, N. J., built in 1887, plans for which were published in the Railroad Gazette, September 2,
1887, took the place of an old coaling station which had become inadequate for the business. In July,
1874, 3,700,067 lbs. of coal were delivered to engines, while in July, 1883, 1 1,813,000 lbs. were delivered,
and during December, 1886, 17,491.000 lbs. were furnished, whicli statement conveys an idea of the
amount of work to be done by a coaling station at this point, in addition to providing am]jle storage
for coal. The system adopted consists of loading small narrow-gauge drop-bottom trolley-cars with
coal on the ground level, hoisting them up by a platform elevator 22 ft. above the ground, and then
running them out on an overhead bridge over the coaling tracks, and discharging directly into chutes
leading down to the tenders when stopped underneath the bridge.

The structure is described as follows in the publication mentioned : The new station is located
between the passenger and freight tracks. In the coal-yard are thirteen tracks having an average
length of about 800 ft. These are connected with the east-bound freight track. The loading plat-
form, connected with the coal-yard by tracks, consists of two low trestles and one high trestle.
Midway between the two low trestles e.xtends a depressed track, upon which runs a transfer car
carrying the dump. Extending across the platform between each bent of the trestles are transfer
tracks, upon which the dumps can be run under the trestles.

The loaded coal-car is brought to any point on either of the trestles. The dump is then brought
opposite this point and rolled under the car, from which it receives its load. The dump is then run
to one of the elevators, lifted to the upper platform, and taken over either the passenger or freight
tracks. Coal-cars which are run upon the high trestle dump their loads u]3on the ground, the
dumps being then loaded by hand. Upon the upper platform is standing-room for 70 dumps. Each
dump is 8 ft. 6 in. long, weighs 2600 lbs., and will hold 7000 Uis. of coal.

Fiom each turn-table on the upper platform extends a track, one leading over the passenger and
the other over the freight tracks. Over the two passenger tracks are three chutes, the centre one of
which is provided with two bottom doors in order that the coal from the dumps may be guided into
a tender upon either track. Over the two freight tracks are two cliutes located centrally between
each pair of tracks, and furnished with double doors at the bottom. Each loaded duni]) is weighed
upon scales placed on the upper platform, and the amount is handed down to the engineer.

The two Otis elevators are placed one at each side of the platform. The engines are double,
with lo-in. X lo-in. cylinders. The face of the drum will hold 55 ft. of |-in. chain. The engines
can be started from the ground or from the top of the trestle, and the hoists are automatically stopped
both at top and bottom. The engines will lift a load of 20,000 lbs. The cage rises 26 ft.

According to the specifications, the piles are of Norway pine, spruce, or chestnut, 12 in. at the
butt, and driven to hard bottom. The longitudinal caps are 12-in. X i2-in. yellow pine, secured by
staggered J-in. wrought-iron spikes.

The transverse caps are also 12 in. X 12 in., and are mortised to receive the tenons of the tresllc-
posts. The main posts sujiporting the upper ]3latform are 12 in. X 12 in. yellow iiine, mortised and
tenoned. The two ijosts adjacent to the transfer track are braced transversely and longitudinally by
3 in. X 12 in. strips bolted to the posts. The trestle is built with two straight and two l)attered posts,
the latter having a spread of one quarter the height of the former. The trestle-ca]is are 10 in. X 12 in.,
and the stringers 12 in. X 14 in. The tloor-beams of the U])per [ilatform are 3 in. X 12 in. yellow
pine, spaced 24 in., and laid to break joints.

For additional data and details see the issue of the Railroad Gazette mentioned above.

Overhead Coaling Station at Gray's Ferry, Fhiladelphia, Wilmington &= Baltimore Railroad. — The
coaling station of the Philadelphia, Wilmington & Baltimore Railroad at Gray's Ferry, designed by

156 BUILDINGS AND STRUCI URES OF AMERICAN RAILROADS.

Mr. S. T. Fuller, Chief Engineer, plans for, which were published in the Railroad Gazette, December
9, 1881 (the design being patented by S. '1'. Fuller and Charles A. Merriam), illustrates the system
of having an overhead bridge tlirown across the main tracks of the railroad, on which small narrow-
gauge dump-cars containing the coal are run out and dumped through openings in the bottom of the
bridge directly into the tender of the locomotives. In the coaling station as built at Gray's Ferry the
coal is brought in cars up an incline to a coal-shed built sideways from the main tracks, the dumping
track in the coal-shed being on trestling, so that the coal can be dumped from hopper-cars, if desired,
to the floor at a lower elevation. The shed is 153 ft. long, the dumping track being in the centre
of the shed, and on each side of it there are narrow-gauge tracks on the lower platform level, which
tracks connect by means of turn-tables with the track running out on the bridge across the railroad.
The iron narrows-gauge cars are filled with coal by hand, and then run out on the bridge as required.
There are suitable openings in the floor of the bridge over each track, with aprons underneath, which
latter can be raised and lowered by a lever as indicated on the plans. The operation of coaling the
engines is very simple. When the tender comes to a stand-still underneath the bridge the apron or
chute is lowered, the dump-car placed over the opening, and the drop-doors at the bottom of the
dump-car opened, thus discharging the coal dow-n the apron into the tender. It is claimed that the
cost of handling the coal in this manner is one fourth of what it had been on the road prior to the
introduction of this system by Mr. Fuller, independent of the saving in time, and that an engine can
be coaled in from i to 2 i minutes without undue breakage or scattering of the coal, and with less
dust than usual. Where it is impossible, owing to local conditions, to get the length or space
required for an incline, a vertical platform lift, or a plane on a sharp incline with a wire rope to haul
up the cars, can be used, but naturally with an increase in the cost of working the system.

For complete details, especially of the dump-cars, turn-table, apron, dumping trestle, and over-
head bridge, see the issue of the Railroad Gazette mentioned above.

Overhead Coaling Station at Aurora, III., Chicago, Burlington c^ Quincy Railroad. — The overhead
coaling station of the Chicago, Burlington & Quincy Railroad, plans for which were published in the
Railway Review of June 15, i88g, consists of an overhead bridge spanning eight tracks, with chutes
under the bridge between the tracks, arranged to deliver coal to the tracks on each side of each chute.
The most novel feature of this coaling station is the method of taking the coa! out on the bridge,
which is done in buckets of three tons capacity, suspended from small buggies running on a system of
overhead rails. A coaling shed is Iiuilt parallel with the railroad, 31 ft. wide by about 200 ft. long, the
floor of the shed and bridge being 21 ft. 3 in. above the main-line rails. On the back of the shed is
the coal-supply track, at about the same elevation as the floor of the shed, the coal-cars being taken
up to this elevation on an incline trestle approach. Parallel with the coal-su])ply track in the shed
there are. two lines of overhead rails on which the coal-buckets travel, connecting with similar tracks
on the bridge. Coal is loaded into the buckets from the cars or from the stock on the platform in the
shed; the buckets are then run out over the bridge and dumped into the chutes or pockets under the
bridge. The pockets on the bridge are kept filled at all times, and as four pockets lead to every
track, in addition to a number of loaded buckets being constantly kept on hand at the entrance of the
bridge, it will be readily seen that the ability to coal a number of engines successively on any one
track is good.

For further details, illustrations, and description, see the article in the Railway Revierc, mentioned
above.

Coaling Station ivith Vertical Bucket-elevator at Jersey City, N. /., National Docks Railway. — The
coaling station, designed by Mr. F. M. Slater, Chief Engineer, National Docks Railway, shown in Figs.
285 and 286, is intended for the joint purjjose of coaling locomotives and furnisliing coal to a boiler-
house, but the illustrations herewith have been changed so as to show coal-chutes for locomotive-
delivery throughout. Tiie timber structure is 14 ft. 6 in. X 50 ft. X 34 ft. high, with storage-bins of
a total capacity of about 200 tons in the upiJer jjart of the struclure. The bins on one side of the
centre of the building slope backwards for delivery of coal to the boiler-house on the rear of the coal-
chutes, while the bins on the other side of the centre slope forward for coal-delivery to locomotives
on a coaling track in front of the chutes. The bins are hopper-bottomed, and those for delivery to
locomotives are closed at the lower end with gates and counterweighted aprons in the usual way.

COALING STATIONS FOR LOCOMOTl i^ES.

■57

The coaling track serves also as coal-supply track, the coal being dimiped from cars on the coaling
track into an underground i)il under the track opposite the centre of the structure. This pit guides
the coal to the foot of a vertical endless bucket-elevator with 39 ft. vertical lift, which hoists the
coal up and discharges it at the head to the bins on both sides, a proper switch arrangement being
provided at the head to feed the coal to any particular bin desired. The elevator is run by an 8-H. P.
vertical engine. The buckets are 9 in. X 12 in. X 14 in., spaced 12 in. apart on the belt. The uptake
capacity is stated to be 85 tons per hour. The machinery was furnished by the Link-belt Engineer-
ing Co., of Philadelphia, Pa. The cost of the machinery was about $1000; the timber structure cost
about $1000 for the foundations, which had to be piled, and about $2000 for the superstructure.

F If 1 111 1| I 1

Fig. 2S5. — Front Elevation.

Fig. 2S6. — Cross-section.

This system can be highly recommended for all localities where the ground-space available does
not allow the usual methods for taking coal up to high chutes to be employed, or the daily output does
not warrant the construction of a costly and large coal-chute system. Where steam can be drawn
from a boiler in the vicinity of the coaling station, the same men that dump the coal can operate the
elevator engine at any time without requiring an engineer or having to get up steam in a special boiler
attached to the engine. Where the coaling track is also used for a running track and there is space
behind the chutes, it will prove more advantageous to locate the coal-sujjply track with dumping-jiit
and elevator on the rear of the building. The cost of handling coal for a small coaling station on tliis
system will prove less than over any of the platform systems, and will be as cheap as in a high-chute
system, if the diminished first cost and maintenance in the elevator system is taken properly into
account.

Coaling Station -toith Trough-conveyor Elevator at Oneonta, N. Y., Dehncare &^ Hudson Canal Co. —
The coaling station of the Delaware & Hudson Canal Co. at Oneonta, N. Y., used for coaling loco-
motives on the railroads controlled by the corporation mentioned, shown in Figs. 287 and 288, con-
sists of a set of elevated pockets, the coal being carried up to the proper elevation for filling the chutes
by an inclined trough-conveyor, designed and built by the Link-belt Engineering Co., of Philadelphia,
Pa. The pockets are 60 ft. long X 20 ft. wide X 16 ft. deep, and are 36 ft. high from the ground-
level to the top of the pocket, the storage capacity being 200 tons. The location is parallel to the
main tracks, and four chutes with properly constructed aprons allow the coal to be delivered to ten-
ders on the sec:ond track in front of the chutes, the track ne.xt to the chutes being used as a dumping

158

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

track only. The incline for the trough-conveyor is only 80 ft. long, so that the entire structure and
approach do not occupy more than 150 ft. in length. Coal is delivered to the foot of the elevator
by dumping from cars on the nearest track into a pit below the track, as shown on the plans. In
addition to the storage in the pockets, surplus storage on the ground is provided on the rear of the
pocket, where a storage-pile on the Dodge Storage System is used, from which pile coal is fed to the
foot of the incline when required. It is claimed that in this system the timber structure and ground-
space occupied are reduced to a minimum, while the trough-conveyor does not damage the coal, The

Fig. 2S7. — Front Elevation.

Fig. 288.— Ground-plan.

cost of elevating the coal is only nominal, and a very large amount of coal can be carried in stock by
the introduction of a Dodge storage-pile at the foot of the incline. The plant has been working suc-
cessfully at Oneonta since 1889.

Proposed Overhead Coaling Sfaiion ivith Trough-conveyor Elevator at Hampton Junetion, N. J.,
Central Railroad of New Jersey. — The overhead coaling station for two tracks, on the Central Rail-
road of New Jersey, proposed to be built at Hampton Junction, N. J., in connection with a large coal-
storage plant on the Dodge storage-pile s}stcni, designed by the Link-belt Engineering Company, of
Philadelphia, Pa., shown in Figs. 2S9 and 290, consists of a similar arrangement to that described
above, situated at Oneonta, N. Y., excepting that the pockets are located over the main tracks and
discharge through chutes vertically into the tenders underneath them. The jiockets are 31 ft. long
X 17 ft. wide, hopper-shaped, the bottom of the hopper being 24 ft. above the main tracks. The
total storage capacity above the tracks is 75 tons.

COALING STATIONS TOR LOCOMOTIVES.

'59

i6o

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

Suscinild Coal-ihuti- at Jackson Junction, A/icJi., Michii^an Cent/at Railroad. — 'I'Iil- fcirni of tliute

illustrated in Figs. 2gi tn 294, copied from the issue
of the Railroad Gazette of December 11, 1891, is
particularly notewortliy for the peculiarity and origi-
nality of the devices for hanging and locking the
apron and door. The following remarks on the sub-
ject are made in the publication mentioned:

The form of coal-chute pocket, designed by Mr. F. G.
Susemihl, of the Michigan Central Railroad, in use at a
number of points on western lines, has the chains and
weights used in connection with the pocket so adjusted
that the outward pull of the top of the apron due to its
vertical thrust beyond the pivot is taken e-xactly for each
position of the apron. This amount varies from nothing
up to nearly the weight of the apron. The balance-block,
in this case a 7-in. x lo-in. x 6-ft. oak timber, is sus-
pended below the pocket from a point at the rear {A"),
about which it swings with the two f-iiich rods as radii,
at either end. When the apron is down, the entire
weight of tliis block is held by the other end of the
apron chain, but as the apron rises, less and less of this
weight is so sustained until the apron is closed, when
nearly the whole of the weight of the block is carried
from the point A. As will be readily understood, all
necessity for latches is done away with, as the closed
apron forms an absolute and reliable lock for the inner
door. Two segmental castings are attached to the lower
end of the inner door, and small angle-iron shoes are fitted
over the lower end of the apron at each side. These shoes
rub against the castings and thus keep the inner door
J closed until the apron is nearly down. The swinging
W radius of the corner of the shoe and the radius of the

casting are the same, but tliecentreof the former is a trifle
■ ^' " ■ lower and forward of the latter, thus constantly relieving

the pressure against the inner door as the apron is lowered. The casting is so made that it maybe adjusted
up or down somewhat by loosening the f-in. bolt at the back. The friction here obtained between the
angle-irons and castings is sufficient to prevent any gaining of momentum by the apron, and yet by the
manner in which the weight is taken by the block from below it may be easily moved with but slight effort,
and will remain at any inclination. The small sketches show clearly the relation of the apron and inner
door to each other at the intermediate and two extreme points of movement.

The simplicity of construction, the absence of all latches and small parts, and the fact that there is so
little to get out cf order, would be sufficient to attract the attention of engineering and motive-power
departments. The swinging of the apron from a point several inches inside its lower edge by means of
hooked straps allows any coal dust or small pieces to drop through to the ground instead of clogging up the
hinges. All the iron used in these chutes costs between five and five and a half dollars, the entire cost of
building being considerably less per pocket than with many of the forms now used by different railroads.
The older patterns used at coaling stations are not only difficult to operate, but frequently cause more or
less serious accidents from their being only partially locked — a fault not uncommon with the latching
devices.

Burnett-Clifton Coal-chute. — The style of coal-chute known as the Burnett & Clifton coal-
chute, shown in Figs. 295 to 299, copied from the issue of the Railroad Gazette of December 18,
1891, is used by the Delaware & Hudson Canal and Railroad at Mohawk, N. Y., also by the
Chicago, Rock Island & Pacific Railroad, the Chicago, Burlington & Quincy Railroad, the
Union Pacific Railway, and many other prominent Western railroads. The chute combines the best
features of the chutes patented by Messrs. Burnett & Clifton, who disposed of their interests to
Messrs. Williams, AVhite & Co., of Moline, 111. Tiie jiatents apply mninly to the irons and

COALING STATIONS TOR LOCOMOTIVES.

i6i

^....in^imjjmiummu

i=L_U:

Fig. 291, — Front Elevation.

Fig. 292. — Cross-section,

Fig. 293. — Detail of Lock.

Fig. 294. — Detail of Positions of Apron.

i62 BUILDINGS AAD STRUCrURRS OF AMERICAN RAJ I. ROADS.

'^ (V Boarcf^s „ , ^

Fig. 296, — Cross-section of Pocket
SHOWING Location of Irons.

Fig. 21)7.— Front View of Pockki Fig. 298.— Cross-section of

showing AruoN down .and Gate open. DouHLE-rocKBT.

COALING STATIONS FOR LOCOMOTIVES.

163

details of the pockets proper, wliich style of pockets can be used either witli the style of coal-chute
shown in Fig. 295, delivering the coal by shovelling from cars, or with a regular high-chute dumping
the coal from hopper-bottomed cars, as shown in Fig. 299.

The issue of the Railroad Gazette mentioned above contains tlie following remarks on the
subject:

The change in this chute from the older methods in taking off the weight of the apron by a counter-
weight, whose vertical resultant shall vary the same as that of the weight of the apron, was a marked
advance from the dead weights formerly used. The apron and arms are built of oak, and to the ends of the
latter are fastened cast-iron blocks of about fifty pounds weight each, v/hich may be moved forward or back
to adjust the proper balance. In taking coal the fireman pulls a small latch at the top of the apron, which,
when slipped, allows the easy lowering of the apron, because it is balanced. As the counterweighted arm
rises it comes in contact with the tail of a pivoted latch, which releases the inner or retaining coal door.
The sides of the apron are spread wider than this coal-door, and are formed by the forward end of the
counterweight arm. To the lower part of the apron the lunges on which it and the arms are swung are
fastened, there being a slight drop to the coal as it passes out of the pocket on to the apron.

Fig. 299. — Cross-section witu Hkih-cuutes.

Back of the fulcrnm line, about 2 ft. on cacli arm. is fastened a small ratchet plate, into wdiich works a
ij-in. pawl, bent out 5 in. at the inner end, and held to a 2-in. flat strap by a split key, the strap being held to
the door-frame with bolts. The retaining door-latch is offset 3 in., and, by means of a notch at the forward
end, engages with the flat strap. A guide for this pawl is provided, which is made up of four pieces, pivoted
together and fastened back by the short end pieces to the frame.

The sides of the apron are shod with 2-in. x i-in. x J-in. channel iron, which is also used for stiffening
between the sides and bottom, with several 24in. strips bent at right angles at the ndddle.

This arrangement of catches (with the exception of the one at the top of the apron) is entirely
automatic, and all the pieces have been made of such proportions as to especially provide for durability.
This point requires special attention in the design of any structure of this character, as it is not desirable to
be obliged to have any meclianism liable to break or get out of order at outlying coaling stations. There is
not only the expense of taking down the parts and sending them to the shops for repairs, but the break
may occasion the delay of trains either in getting coal or in the inability to close the pocket properly.

In Fig. 298 a special form of pocket is shown, for taking part or all of the coal, as is needed. The

164

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

partition door is hung in tlie usual manner, and shuts against the iron-shod oali planking of the incline.
The latching device is quite ingenious, and consists of long T-shaped arms pivoted a little below the centre,
and tilted out of the perpendicular by a rod pulled from the front of the chute, thereby disengaging the
small pin projecting from either side of the partition door. This pin slides in a guide slot, the arc of which
is struck from the hinge centre. This form of pocket is only used occasionally, and then with but part of
the pockets at a station. Their advantages over the single pocket are, however, becoming appreciated, and
their use is increasing.

Fig. 299 shows the style of framing used where coal is unloaded into the pockets from bottom or
side dumping cars. This form permits also the unloading from the ordinary car with shovels, and is well
adapted to roads having large numbers of dump-cars, but which are liable to receive coal at times in foreign
curs. The roof in this case is abandoned as unnecessary, in part at least.

Fig. 295 shows in a condensed form the pockets both open and closed, and the style of framing best
adapted for use at division points with regular gondola cars in the service.

With any form of locking device it is essential that there should be certainty of action at all times, and
that both sides should work together. Otherwise the filling of the pocket would cause a bulging and
straining of the hasps or catches, increasing the chances for failure of the fastenings at the next succeeding
uidoading. Or, should this defect be very marked, there might be an opportunity for the accidental unload-
ing of the pocket on to the track below. With some of the designs of latches this is a source of continual
annoyance, and when any of the parts become bent the trouble begins, so that the fewer the pieces and
tlie straighter and simpler they are in outline, in so far is this evil avoided.

Another system is the raising of the centre track high above the pockets, so that the cars may be
dumped in either direction and provided with runners between pockets to prevent overflow. This, however,
allows considerable fall for the coal, and increases the quantity of dirt or slack. It also necessitates the
building of the chute much stronger than otherwise, on account of the thrust against the front of the
pocket, due to the momentum of a large body of coal falling this distance from the car above. The e.\tra
cost of a high trestle and the daily expense of raising the loaded cars this additional height would be factors
against this form unless otherwise unavoidable.

As generally built the pockets are placed 6 ft. 6 in. centres, the inclined approach being on about a i to
16 grade, built up of bridge timbers, either on piling or trestlework with i6-ft. bents. This will, of course,
be governed by the ground-space available and the position of adjoining buildings.

Wherever the work of erection is done by the railroad building department, the irons only, consisting of
the latches, catches, weights, locking-bolts, stops, etc., are furnished by the manufacturers.

Coaling Station at East New York, Union Elevated Railroad, Brooklyn, N. Y. — The coaling station
of the Union Elevated Railroad at East New York station, Brooklyn, N. Y., shown, in general, in Figs.
300 and 301, is an overhead coaling system for locomotives using the Hunt conveyor coaling

Fig. 301. — Cross-section.

system, controlled by C. W. Hunt Co., New York, N. Y. The coal is dumped from cars into a trough
under the track at the ground-level, and conveyed thence liy a Hunt conveyor with swinging buckets
to the overhead bridge spanning the tracks, where the coal is dumped from the buckets at any ])oint
desired. There are pockets under the bridge properly trapped off and provided with aprons, so as to
deliver into the tenders of engines below them. The pockets serve also as measuring pockets. In
addition to the feature of putting coal up on the bridge, there is a storage-pile provided on the
ground-level, to which coal can be delivered by the same conveyor. When required, coal is drawn
from the storage-pile and taken by the same conveyor up to the bridge. The system is especially
valuable where the land is limited, as efficient and cheap service can be combined with considerable
storage on a very small ground-space and at a comparatively small first cost. The power is obtained

COALING STATIONS FOR LOCOMOTIVES.

165

from a small stationary engine of about 12 H. P. The uptake capacity is stated to be considerably
over a ton per minute.

In Fig. 302 is illustrated the Hunt conveyor system as applied to a coal-stocking grounds.

T i' f ; iMr 1

Fig. 302. — Cross-section of Hunt Conveyor System.

Coaling Station at Velasco, Tex. — The coaling station at Velasco, Tex., on the I. N. T. &
C. T. N. R.R., shown in Figs. 303 and 304, shows the application of the Hunt coal-elevator and
steam-shovel system controlled by C. W. Hunt Co., New York, N. Y., to a coaling station for
locomotives, where the coal supply arrives at the coaling station in barges. There is a movable
elevator-hoist on top of the pockets which takes the coal from the hold of the vessels with a steam-
dredge (or in buckets filled by hand, if desired) and hoists it up to the proper elevation, where the
bucket is tipped automatically and discharged through a hopper backwards into the coal-pockets
proper. Where there is no space available at the water-front, the Hunt elevator in connection with
a Hunt automatic railway for carrying the coal farther inland is a very good system to adopt, and can
be higlily recommended.

Fig. 303.— Cross-section.

Fig. 304.— Front Elevation.

Coaling Station at Port Richmond, Philadelphia, l^a., Philadelphia 1^ Reading Railroad.— The
coaling station of the Philadelphia & Reading Railroad at Port Richmond, Philadelphia, Pa.,
illustrated and described in tiie issue of the Railroad Gazette of May 13, 1892, uses the trougli-
conveying system for transferring coal into a series of elevated pockets for delivery to locomotives.
There is also connected with the coaling station an inclined ash-conveyor, which passes below the
tracks and adjacent to sunken ashpits. This ash-conveyor takes the ashes coming from the engines
out of the sunken pits up the incline to a large elevated steel pocket, whence the ashes are loaded
on to cars.

i66 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS,

CHAPTER XVI,
ENGINE-HOUSES.

ENGINE-HOUSES are used on railroads for housing engines when out of use, and for
cleaning engines after runs, for making light repairs, washing out, etc. In some layouts, es-
pecially on small roads, or at points of minor importance on large systems, an engine-house
has frequently a small shop for making more extensive repairs annexed to it, and sometimes
a drop-pit is added to allow wheels and axles to be taken out.

Engine-houses along a railroad are generally located at terminal or division yards, at
junction stations, and at all points where engines are changed or held in reserve. The site
selected is usually in the neighborhood and in close connection with other structures for the
train service and engine supplies, such as coal-chutes, water-tanks, oil-houses, sand-houses,
ashpits, etc. These auxiliary structures for supplies, etc., are located in connection with the
engine-house in such a way as to allow coal, water, sand, oil, waste, and other supplies to be
taken on board the engine, either on its waj' in or out of the house, with due regard, however,
to the fact that the drawing of such supplies or discharging of ashes must not be allowed to
cause any serious detention to other engines passing in or out of the house. In other words,
where the operation of taking certain of these supplies, or performing certain of these duties
is accompanied by delays, then there should be a special open track leading to the engine-
house. In all cases, engine-houses must be so located as to offer easy ingress and egress from
the main tracks of a railroad, or be located close to an open track or a main leader.

The selection of the general style and size of an engine-house is dependent, more or less,
on the section of the country that the building is located in. the available building materials
in general use, and the number of engines that are to be housed simultaneously, with due
allowance for possible future extensions. The topography of the site selected, the existence
of other structures in tlie neighborhood, or a proposed laj'out for shop or yard purposes in
the vicinity of the proposed site, may limit or define the shape of the ground-space available
for the building and its track approaches, and influence the choice of the general design
accordingly. Relative to how substantial and fire-proof a structure to erect, the importance
of the house, in connection with the operation of the road, should be considered. If the
building is to serve as an auxiliary house at some subordinate point, or intended to house one
or more engines for a branch line at a junction point, the choice of a cheaper class of building
is warranted, as, in case of fire or a ruSh of business, engines can be drawn from other points
and allowed to stand on open tracks. If, however, an engine-house is to be located at an
important terminal or division yard, where the traffic is constant and steady and large
interests would suffer in case of a fire or a block, t}Mng up a large number of engines at once,
then the best policy to pursue is to build as first-class and substantial a structure as the
financial condition of the road will permit.

ENGINE-HOUSES. /''{t^

Wliile, tlierefore, a pcrniaiieiit and fire-proof consUuclion i^ desirable, in fad, pn)|PUi:all}t~" -^l^
necessar)', where a lieavy traffic is to be considered and the location is permanenl//it is a-jrj rr
mistake to run up the construction account of a small road or of a new cnterpBi^ ■v*th^3!> H" §2
expensive structures for housing engines. After operating a new road for some tibi© it is^"
frequently found desirable to make a change in the engine runs, to transfer a proposelffl^ihop,^
system or yard to another point, or, through combinations with other roads, important'^inc-
tion points are created which were never thought of at the outset. The author kno\v*
numerous cases "where expensive roundhouses have been torn down or else used for other
purposes than originally intended. P'rame buildings, sheathed on the outside with weather-
boarding and roofed with tarred felt or a gravel roof, are extensively used on the Northern
Pacific Railroad. Other roads use frame structures, sheathed with corrugated iron and roofed
with corrugated iron, tin, slate, or gravel roofing. Then there are buildings of a more sub-
stantial character, with brick or stone walls, iron fronts, and wooden, combination, or iron roof-
trusses, covered with a slate or gravel roof.

Engine-house designs can be divided, according to the usual practice encountered in this
countr}', into square houses and into po'lygonal houses or " roundhouses," as they are generally
called. The former are in use mainl)- for smaller structures, the latter almost universally for
larger houses. Large square houses are sometimes preferable, owing to the shape of the
ground-space available for the house and track approaches, and also where an engine-house is
to be used for considerable repair work in addition to housing engines. There are a large
number of other possible forms of engine-houses, some of which have been used very exten-
sively in otlier countries; but it can be stated that in this country, as a rule, under ordinary
conditions, roundhouses have practically superseded all other designs for large engine-houses.
Nevertheless, in the author's opinion, large, square houses have marked advantages under
certain conditions, and merit, therefore, more attention in practice.

An engine-house for a limited number of engines consists, usually, of a square building,
into which one, two, or more tracks enter at one gable end, the length of the building being
in excess of the longest engine used, and the width being dependent on the number of tracks
in the building. Sometimes the house is made long enough to accommodate two or more
engines behind each other on the same track ; it is not good practice to place more than
two engines in the same stall, but even then there should be doors on the rear of the house,
as well as on the front, as otherwise it would be difficult to get the rear engine out of the
house if the front engine did not have steam up. The approach to these houses is, usually,
by a track system leading off a leader, although sometimes, to economize space, the tracks
run out of the building to a turn-table, which, however, is not good practice, unless a turn-
table to turn engines would have to be built and maintained anj'how in the vicinit}', in which
case the turn-table could serve for both [jurimses. But, unless sucli is the case, a regular track
approach is the best method to pursue witli a small square house, provided there is sufficient
ground-space available for that purpose.

For very large square engine-houses a transfer-table is used with good results, especially
where the transfer-table is loeateil some <listance from the house, so as to give a space for
engines to stand between the transfer-table and the face of the house, so that in case of fire
the engines can be run out of the house (juickly. The transfer-table system requires the

168 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

least giound-spacc of all eiigiiiehousc design.s ; but it has the same disadvantage compared with
a track-approach s}'stem as a turn-table system has, namel}', a breakdown of the transfer-table
or of the turn-table, or a blockade on the open track leading immediately to or from the table,
will cause a serious blockade of the entire business of the road, similar to the consequences of an
accident on the main track. The track-approach system has the decided advantage of offering
less opportunities for a general blockade, and it allows engines to be removed very quickly
from the house in case of fire.

The usual style of an engine-house, known in this country as a roundhouse, consists of a
house built in a circular form around a turn-table, with tracks leading from the turn-table
radially into the house. The building can either be built as a full circle, known as a closed or
full-circle roundhouse, or it can be a segment of a circle, known as an open or segmental round-
house. The walls of the building are not actually built circular, but in the shape of a polygon,
the circle being divided up into stalls or panels, the walls in each panel being built on the chords
connecting the panel points. It is customary to provide two passage-ways into a closed round-
house, through two of the stalls, so that in case of a block on one track the other track can be
used. Two approach tracks to the turn-table are also frequently introduced in a segmental
roundhouse, but in this case they do not usually run through the building, but in front
of it, so that all stalls in the building are available to stand engines. The passage-ways
to the turn-table through a closed roundhouse are walled on each side, so as to act as fire-
walls and allow the house to be heated better in winter. In addition, in large engine-houses,
special fire-walls are introduced, so as to divide the interior of the building into several parts,
retarding thereby the spread of a fire throughout the building. Where the ground-space is
available, it will be found more economical to place the building as far away from the turn-
table as feasible, as a larger number of engines can be thereby accommodated under the same
roof surface, while in case of fire the engines can be run out of the stalls in front of the
tracks. The size of the house can generally be so selected, that the engines on every other
stall can be run out of the house without interfering with each other, which feature offers the
additional advantage, that surplus engines can stand temporarily between the house and the
turn-table, when the house is full. Segmental polygonal houses have been built with
track approach in place of a turn-table. This method offers all the advantages of a
special track approach, but it is only feasible where the necessary ground-space is available,
and as, usually, where a large engine-house has to be built a turn-table is required an)'how for
the turning of engines, it seems more correct to always place a turn-table in combination
with a roundhouse.

The advantages of a square house with special track approach arc, that delays from break-
downs, blockades, or loss b}' fire arc not so liable to occur ; the house is cheaper and simpler to
build, especially for a small house with onl)- a few stalls; and the engine-house foreman will
have a better oversight over the whole building than in a roundhouse, — which is quite impor-
tant where there is considerable work and repairs to be done around the engines. But the
disadvantage of a track approach is that it takes up considerable ground-space.

The advantages of a square house with a transfer-table are, that it takes up proportionately
the least ground-space of any system ; a cheaper and simpler house can be built ; a better over-
sight had of the work going on in the buikling than in a roundhouse ; and the extension of

ENGINE- HO USES. 169

the buildiiiL; iiiilcfinitol)' is only liniilctl b)' the laiul ,i\ailablc. For d siu.iU luui.sc Ihc cun-
struction of a transfer-table would not pay. The disachautages are, however, that breakdowns
are more liable to cause a blockade, and in case of fire the engines cannot be removed as
expeditiously from the house as in a house with track approach, although by the use of a
space between the house and the transfer-table, as above described, considerable can be done
to eliminate this latter objection.

The advantages of a roundhouse with a turn-table are economy of ground-space, as com-
pared with a large house with a track approach or a square house with tracks leading to a turn-
table. A good light can be thrown on all engines, and the width of the stall is greatest at the
outer wall, so that the best light and the most floor-surface around the engine exist at the
head of the engine, as engines almost invariably run into a roundhouse head first. A round-
house can also be built in sections at a time, without in any way harming the general design, as
the wall at the end of each section, if built solidh', can remain as a fire wall. The objections
to a roundhouse are, that the building, as compared with a square house, is more costly and
complicated, and a general oversight of the work going on in the house is not as easy as in a
square house. A breakdown at the turn-table or on the main track leading to the house might
cause a serious blockade, and in case of fire a roundhouse in combination with a turn-table,
especially a closed roundhouse, even under the best conditions, is not much better than a fire-
trap.

The following general remarks, relating more or less to all classes of engine-houses, are
pertinent to the subject under discussion.

Practice in this country has developed beyond pcradventure that the proper roofing
material to use is slate or a tarred felt or gravel roof, as the sulphurous gases from the smoke
of the engines destroy any other form of roofing material very speedily. If slate is used, a
higher pitched and heavier roof has to be built, which causes greater expense, and the building
being so high, it is more difficult to heat in winter. But a slate roof is more durable, particu-
larly if a first-class grade of slate is used, fastened with copper nails, and laid on two or three
layers of building-paper. A tarred felt, or tarred felt and gravel roof combined, especiall)- the
former, will allow of a very light roof construction ; but it is not very durable as against the
weather, although it will withstand the gases penetrating to it from the interior of the house
better than the usual metal roofing materials.

The ventilation of an engine-house is a very essential element. Large, properly tlesigned
ventilators at the peak of the roof are desirable, but iji northern climates provision should be
made for closing the ventilators when desired, so as to keep the heat in the house when re-
quired, while in southern sections of the country plain open-louvred ventilators are admissible.
Smoke-stacks should be provided at the point over the stalls where the smoke-stacks of engines
are when in the house. These stacks should have a movable lower bell-shaped piece, that can
be lowered over the smoke-stack of the engine. The top of the stack should be arranged so
as to exclude wind and weather. As sheet-iron smoke-stacks are eaten out very quickly, cast-
iron is used to quite an extent, but it makes a very clumsy and heavy construction. Galvanized
iron stacks have been introduced with consitlerable advantage, and terra-cott.i flues have also
been put on the market for this purpose.

The floor in an engine-Jiouse is made eitiicr of cinders, cement, stone, asphalt, or timber.

I70 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

In all cases it is preferable to lia\'e the floor-level thish with the tup ol the idils uf the house,
so that trucking can be done through the house more conveniently. For small houses a
cinder floor will answer, although it has the objection that trucking cannot be tlone readily
through the house, and the cinder will get into the pits and help clog the drains. Where
timber is cheap, a rough plank floor, two or three inches thick, laid on mud-sills, bedded in the
cinder, will prove preferable. For a large engine-house, a stone slab, cement, or asphalt floor
is preferable. The main objection to the asphalt flooring is, that heavy trucking and the use
of hydraulic jacks, unless proper care is taken, will wear ruts and holes which are not ver)'
readily repaired. While a cement floor has similar objections, repairs can be made more
easily and, what is of a further advantage, they can be made by the ordinary help connected
with the engine-house. In sections of the country where stone slabs arc cheap and easily
obtainable, it will be found that they make an excellent floor, requiring very few rei)airs.
Except on newly made ground, the use of plank floors on joists is not to be recommended,
unless, possibly, in sections of the country where timber as a building material predominates.
In all cases the floor should be properly dished, so as to allow drainage of the floor into the
pits or into gutters. Cleanliness of an engine-house floor is an essential feature of good
management, and flooring materials that will allow the floor to be frequently flushed with
water, without detriment, should have the preference.

The drainage of an engine-house should be first-class, as all the elements which contribute
to the rapid deterioration or the easy blocking of a sewer are present in the drain leading from
an engine-house. The best method to drain the pits is to allow them to discharge at the
lower end through a grating into a properly designed cesspool, which in turn overflows into a
box-sewer, running around the house, between the ends of the pits and the wall of the build-
ing. The gradients of the drains should be ample, if possible, to allow water to run easil}', and
the box-sewer mentioned should be large enough to allow a man to enter and clean it out, by
providing man-holes at proper places. If the closed sewer is not made large enough for a man
to enter, then it should be an open box-drain, covered with timber or stone slabs in such a
way as to be easily accessible without having to tear up the floor of the house in the \'icinity
of the sewer. For small engine-houses, of a few stalls only, and where the drain is short,
pipes can be used, as they can be either flushed with water or else a swab introduced and run
through. The roof water is usually drained through down-conductors inside the house into
the pits or into the main sewer.

Engine-houses are heated by stoves or by steam-pipes. The former method is all right
for small houses and for houses where a special steam plant for sujiplying steam for heating
purposes only would not pay. Large round cast-iron stoves are usually employed for this
purpose, set between two pits, the stove-pipe being generally led into the smoke-stack over
one of the adjacent pits. For large iiouses, where feasible, steam heat is preferable, as it
reduces the danger from fire and does not occupy floor-space. The main steam supp!\'-pipe
is usually carried through the house overhead, hung from the roof; but where an open box-
drain exists, it will be found convenient to carry water and steam pipes on brackets in the
upper part of the drain, as they are thus out of the wa\' and )-et readily accessible for inspec-
tion and repairs. As to the proper location of the steam-coils, considerable difl'erence can be
noted in practice. The placing of the steam-coils along the sides of the engine-pits has the

ENGINE-HOUSES. 171

advantage of allowing the heat to spread more uniformly throughout the house, and, in
addition, it allows the heat to strike the bottom of the engine first, which is very desirable
in w inter, so as to thaw out the ice and snow adhering to the machinery when the engine is
housed after a run. The onlj- objections are that the steam-pipes narrow up tlie clear width of
the engine-pits, which is objectionable in making engine repairs, and the closeness of the steam-
pipes and the direct heat is objectionable for the wipers and repair men, who have to work in
and around the pit. In other designs the steam-coils are placed along the walls, which method
has the objection that the general heating of the house is more difficult and more heat is lost
in that wa)', and if work-benches are placed along the walls it is very undesirable for the work-
men to have to stand in such close proximity to the steam-coils. In other houses the steam-
coils are hung from the roof, below the roof-trusses, the heat being thrown downwards and
thus diffused throughout the house without causing any inconvenience to the workmen. This
method, however, lequires more steam to keep the temperature at the proper degree under
the pits and at the floor-level, but where the roof is low and flat the loss is probably not very
serious. In general it can be said that in northern sections of the country low flat roofs are
preferable to high, double-pitched roofs, as the heating of the house in the former case is so
much more readily effected. But, on the otiier hand, the roof construction would have to be
heavier, and the roofing material would deteriorate more rapidly, owing to the greater accu-
mulation of snow on the roof in winter.

Relative to light in an engine-house, large windows and transom-lights should be inserted
wherever possible, as good light is a most essential requisite to insure cleanliness in the house,
a thorough cleaning of the engines, and to facilitate inspections and repairs. When necessary,
skylights should be introduced in the roof, but it is better to avoid them if possible. For a
large square house the "saw-tooth" system of roof affords the best opportunity to light the
interior of the building at all points by a diffused light from above, which is the best light
that can be had in a workshop. The lighting at night is done, preferably, with electric lights
where feasible, thcreb}- reducing the danger from fire and the expense and trouble connected
with having to maintain lamps throughout the building, in case work goes on extensively all
night long in the house.

The engine-doors in an engine-house are always hung in pairs and should be well glazed,
unless ample light is otherwise provided. Tiiey are either square-top or circle-top, the former
being the cheapest. The selection between the two is generally dependent on the st)-le of
construction adopted to span the door-opening. The doors are very frequentl)' made to
swing outwardly, which allows the house to be made about five feet narrower; but this
method has the objections that the wind is liable to catch the doors, and in northern climates
the snow and ice collecting on the doors and on the ground will give considerable trouble. It
is desirable, therefore, and the best practice, especially in northern sections of the countr)', to
swing doors inwardh'. One or more of the engine-doors in a house should be pro\-ided with
a small wicket-door, so as to allow men to pass in and out of the house more easil)-.

Within recent years steel roller-shutter doors for engine-houses have been introduced on a
number of railroads, among others in tiic nnnulliouse of the Ilousatonic Railroad at Bridge-
port, Conn. ; also in till- roundiiouse of tiie Chicago & Northwestern Railroad, at West
Chicago, 111. ; and in the engint--iiousi- of the Lehigli Valley Railroad at Towanda, Pa.

172 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

The advantages are that the door is fire-proof and no floor sp.ace has to be reserved inside the
house to swing the doors open. The objections are that the cost is in excess of an ordinary-
wooden engine-door, although not ver}' lieavih- in excess of the cost of a large, well-built and
well-glazed circle-top door. The main objection, however, is that the lighting of the house
has to be provided by transom-lights over the doors or skylights in the roof. If, however, the
light in the house is otherwise well provided for, independently of the doors, and a first-class
fire-proof structure is desired, then the use of steel roller-shutter doors can be highly recom-
mended.

The questions involved in the construction of the engine-pits are similar to those discussed
previously in the chapter on Ashpits, although the deteriorating effects do not exist to such an
extent in engine-pits as in ashpits. The pits do not have to be lined with firebricks. Tim-
ber pits are only admissible in cheap engine-houses, or in sections of the country where
timber is used almost universally for all building purposes. The choice between brick side
walls or stone side walls will be dependent on the relative value of these two building materials.
Stone walls, however, are generally made heavier than brick walls, and therefore require more
material. Relative to the coping and the fastening of the rails to the coping, the remarks
made in the chapter on Ashpits, referred to above, will practically apply to engine-pits.

An ample water supply is needed to clean the engines, wash the floors, flush out the
pits and drains, and wash out the boilers. Engines have sometimes to take water by means
of a small hose before leaving the house. H}'drants should be provided at intervals along the
outside walls, or else sunk in pits under the floor at intervals between the stalls, the opening
being covered with a suitable grating or door.

Relative to turn-tables, the size should be ample not only to accommodate the largest
engine in use on the road, but to allow for the probable increase in the length of engines
within the life of the turn-table or engine-house. Timber turn-tables are practically obsolete
to-da\', excepting for very small engines on lines with light traffic. Cast-iron turn-tables, while
having some good features, are also seldom used to-day. Wrought-iron or steel ])late-girder
turn-tables are the best in use, provided they are not built to carry only the weight of an engine
the same as for a bridge, but are proportioned with a great excess of strength to give amjilc
stiffness, and also to allow for the probable increase in the weights of engines. The masonry
connected with a turn-table, and especially the foundations, should be of the very best for the
purpose, as a settlement of the centre pier or of the circular track would prove very detri-
mental to the easy working o.f the table. In northern climates a very good design is to keep
the paving of the pit and the liench-wall for the circular rail some distance below the beittom
of the table, so that the operation of the table does not have to be stopped for light snows, and
it is only when a heavier snowfall takes place that the pit has to be cleaned out. Most of the
remarks made above with reference to turn-tables will apply also to transfer-tables. Turn-
tables are usually turned by hand, although for tables 60 ft. in diameter and over steam and
electricity have been introduced. Transfer-tables are worked by steam, w ire-cable, or electricity.

As referred to above, the walls of an engine-house can be either built as a frame struc-
ture, sheathed with weather-boarding or corrugated iron, or a more substantial structure with
brick or stone walls can be adopted. In case of stone walls, it is best to make the wall
heavier and omit all panelling and pilasteis. In case of brick walls, ordinar\- panelling and

ENGINE-HO USES. 1 73

pilasters can be used ; but the elaborate cornice and frieze work, introduced so frequently on
such buildings, should be reduced to the least possible amount consistent with the importance
and the surrouniliugs of the buikling. A plain cornice will generally be more effective, and
prove in better harmon}' with the rest of the structure. In a fire-proof structure, cast-iron
window sills and lintels are a good feature. Cast-iron window aprons, on the inside of the
window, are very good to protect the inside ledge of the window opening; and, if built on a
slope, will prevent the use of the window for depositing oil-cans, waste, tools, etc., which
make an engine-house look untidj-, and, to a certain extent, increase the danger of fires. The
placing of a blind arch or lintel in the outer wall, opposite the end of an engine-pit, will prove
serviceable in case an engine should be run off the pit and strike the wall, as there would be
less chance of damage to the roof and cornice. Good patent rail-stops, provided at the end
of the pit, will almost eliminate the clianccs of an engine striking the wall, so that making
special provision for an accident of this kind is not particularly warranted.

The roof-trusses in engine-liouscs arc either combination trusses of wood and iron, or all
iron, or wooden girders on posts. The use of timber for roof-trusses is warranted for smaller
houses, and where the fire-proof element of the design is not considered essential. With the
exception of the greater danger in case of fire, a timber roof has the advantage over an iron
roof in an engine-house, that it is not attacked so seriously by the sulphurous gases contained
more or less in the atmosphere in the upper part of the house, so that a timber roof, kept
well painted or whitewashed, will give, probably, in the long-run, about as efficient a service
as an all-iron roof-truss. In regard to the fire-proof feature of the all-iron engine-house roof-
truss, as usually made, it will prove, as a rule, in case of a fire, to be an illusion, the same as
the bulk of so-called fire-proof constructions in buildings. The usual style of an iron truss
for an engine-house is the triangular system, with deck-beam principal rafters and the bottom
chord formed of tie-rods. The lateral bracing throughout the house consists of light rods,
more serviceable for erection purposes and for lining up the trusses than for stiffness. The
trusses are therefore dependent for lateral stiffness on the timber purlins and roof boards, so
that when the latter are destroyed by fire the trusses will not have sufificient stability to
stand alone. If iron roof-trusses are to be adopted, the author considers that more attention
should be given to building stiff trusses, with more lateral stability and bracing and stiff bot-
tom chords. Where a slate roof is to be used, the double-pitched high roof is preferable.
The adoption, however, of a low, single-pitched roof is the very best construction in case a
tarred felt or gravel roof is to be employed. For roofing over large square houses the "saw-
tooth " system of roofs has decided advantages. In general, it can be said that the intro-
duction of posts in the interior of an engine-house, if not placed too close to each other, is
not such a detrimental feature as frequently assumed in designing an engine-house.

In order to facilitate the removal of engines from a house in case of fire, it is desirable to
have, and the author has built, engine-houses with a down grade on the tracks in the house
and extending across the space in front of the house for some distance.

While above remarks refer to roundhouses, as well as other classes of engine-houses, the
following notes applying more particularly to roundhouses will prove interefting.

The choice of the size of a roundhouse is governed bv the diameter of the turn-table se-

174 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

lected, the width of the house required, and the arrangement of llie tracks around the turn-
table, so as to lead off properly from the turn-table, and give door-openings of ample clear
width on the inner circle of the house. In some cases it is also desired to keep the inner
front of the house sufficiently far away from the turn-table, to allow engines to stand outside
of the house in front of the stalls, or at least in front of every other stall.

The tracks are arranged around the turn-table in three ways. First, so as to omit frogs
entirely, the outside flanges of the nearest rails of neighboring tracks just touching each other
at the face of the turn-table pit. The second method is to allow the same two rails, just re-
ferred to, to be joined together the same as in a frog ; in other words, to place the point of
the frog, if it can be so called, at the face of the turn-table pit, which method is, however, not
desirable, as the point is soon battered down by the blows received when engines pass over
it. The third method, and the one in most general use for houses with large diameters, is to
arrange the tracks around the turn-table to suit whatever stall angle is selected, inserting frogs,
and if necessary crotch-frogs, wherever required. In this case the only point to observe is to
see that the dead ends of the rails around the turn-table coping can all be accommodated
without interfering with each other, and that the frogs where inserted do not interfere with
each other, and that the nearest frog point is far enough away from the turn-table pit to allow
the frog to be introduced.

The angle of the stalls having been settled, the diameter of the inner circle of the house
is dependent on the panel length required for the inner front of the house, which panel length
is determined by the size of door-opening required in the clear, plus the width of the timber
post, iron column, or brick pier desired to be placed between the doors. The width of the
house is determined by the length of the largest engine in use, plus an allowance for the extra
length of engines that may be adopted during the life of the house, plus an allowance to en-
able the doors to be swung inwardly, in case this construction method is adopted, plus what-
ever width is desired to be maintained for a passage-way along the outer walls of the round-
house.

There is one other special feature in roundhouses that attention should be called to,
especially where a slate roof is to be used, namely, the necessity of cutting the purlins on the
outer slope of the roof convex, and the purlins on the inner slope of the roof concave, so as
to follow the conical shape of the roof better, avoiding sharp angles at the truss lines, which
would cause the roofing material to lie unevenly, in addition to not presenting as good an
appearance. Where a tarred felt or gravel roof is used, the cutting of the purlins throughout
is not so essential, the ends of the purlins, where they join at the truss line, being simply
adzed down or shimmed up to make the break from one panel to the other less noticeable.

Summing up, therefore, it can be said in a general way, that for small engine-houses for
the accommodation of a few engines only, a square house with track approach is the most
preferable, but two engines should not stand in the same stall, unless there is an approach on
the rear of the house. Where there are more than four stalls in width, the track approach
will be long, and a turn-table can be inserted to advantage, especially at points where a turn-
table is required anyhow to turn engines independent of the engine-house.

For large houses, with very limited ground-space available, the best method to use is a

ENGINE-HO USE^. 1 7 5

large square house with a transfei-tablc, tlie objeclioii to hamlling the engines out of the
house in case of fire being parti)- overcome by leaving sufficient space between the house ami
the transfer-table to stand engines. In northern climates, however, it is desirable to place
the transfer-table under cover. Where ground-space is available for an extended track-
approach, the plan of a large square house with roofs on the " saw-tooth" principle deserves
more attention than hitherto granted to it in practice. This style of house with the track-
a[)iMoach at one end, or, better, if the stalls are built for two engines, with track-approaches at
both ends, offers, in the author's opinion, one of the best systems of engine-houses known.
The roof-construction is cheap; the side walls are low; the heating, ventilating, and lighting
of the interior of the building are readily accomplished ; the building can be easily enlarged
at an\' time; engines can enter or leave the house at all times almost independently of each
other; blockades on some of the tracks will seldom blockade the entire house ; and engines
can be taken out of the house very quickl)- in case of fire. The only objection is the ground-
space required for the approaches, which objection can be eliminated to a certain extent by
introducing transfer-tables.

As referred to above, roundhouses have been almost universally adopted for engine-
houses in this country, parti}-, probabl}-, from the inherent advantages they offer, and partly
from the well known fact that one road is very liable to copy the forms of construction that it
finds apparently in general use on other roads in the vicinity. There is no doubt that the ex-
tensive adoption of any design is indicative of its having strong merits and points in its favor,
but it does not absolutely decide the question of that particular design being the best under
all circumstances. As a rule, roundhouses, especially closed or full-circle ones, can be con-
sidered as traps which will at times possibly cause a serious blockade to a large number of
engines, and in case of a fire a large amount of valuable equipment will probably be destroyed
and the road seriously crippled for want of motive power for months afterwards. However,
much can be done to reduce the danger from fire by introducing provisions for an efficient,
quick fire service to stop any fire before it gains headway, in addition to a thorough and sub-
stantial fire-proof construction of the pits, floors, walls, and roof of the building. Timber roof-
purlins and the roof-sheathing, while not fire-proof, if kept whitewashed, will not endanger the
building seriously, provided the roof-trusses or roof-girders and posts in the interior of the
building are of iron. Attention has been called above to the necessity, however, of building
heavier and stiffer all-iron roof-trusses than now gcnerall}- practiced in this country.

The following descriptions and illustrations of engine-houses in actual use in this country
will prove interesting in connection with above general remarks on the subject under discus-
sion.

Engine-house at West PJiilaih-lphia Shops, Pennsyh'ania Railroad — The engine-house of the Penn-
sylvania Railroad at the raih-oad shops in West Pliiladelphia, Pa., designed and Iniilt under the
direction of Mr. Jos. M. Wilson, j)lans for whicJi were published in the Journal of the Franklin
Institute, Vol. LX., is a full-circle 44-stall brick roundhouse, with iron roof-trusses and slate roof.
The outside diameter of the honce is 300 ft., the inner diameter is 169 ft., and the diameter of the
turn-table jiit is 50 ft. 'I'lie width of the house is, therefore, 65 ft. 6 in., and the space between the
turn-table and the inner circle of the liouse is 59 ft. 6 ni. The angle of the stalls is 8° 10' 54". The
|)anel length on the inner circle is 12 ft. o|J in., and on the outer circle 21 ft. 4}! in. The clear
width of the interior of the building is 62 ft. 10 in., and the clear height from the lop of rail to the

176 BUILDINGS AND STRIJCTUKES OF AMERICAN RAILROADS.

tie-rod of roof-truss is 21 ft. 9 in. Two of the stalls are used for entrance tracks ; all the others have
engine-pits.

The foundations of the building are of stone, the outer walls being 2 ft. 6 in. thick, and all inner
walls 2 ft. thick. The outer wall finishes off 4 in. below the ground, and is capped with a belting-
course of cut stone, 9 in. X 15 in. All the doors on the inner and outer fronts have cut-stone sills,
12 in. X 17 in., the rails of the tracks being cut into these sills. The cast-iron blocks, at bases of
columns of inside front, rest upon cut-stone blocks, 2 ft. square by i ft. thick. The outer wall above
the belting-course is of brick, built in panels, with pilasters both inside and outside, and an orna-
mental outside cornice. The thickness of brick in panels is 13 in., and on pilasters 22 in. Two of
the panels on the outside of the house are occupied by engine-entrance doors; the balance have
windows, two in each panel, excepting in one panel, where-there is a small entrance-door in place of
one of the windows. A flush arch is built in the wall on the inside over every pair of windows, to
provide against any injury to the cornice or roof in the event of accident to the wall below from
locomotives. The engine-doors in the outside wall are in pairs, circle-top, and 3^ in. thick, panelled
as shown, and hung on heavy cast-iron hinge-blocks, built into the brickwork, there being three
wrought-iron hinges to each door. The doors leave a clear opening in width of 11 ft. \\ in., and in
height of 18 ft. at the centre of the circle. One door of each pair has a small wicket-door. The
window-openings are square, 4 ft. 8| in. X 9 ft. 11 in., with cast-iron sills and lintels on the outside.
They have box-frames, with two sash, each 12 lights 12 in. X i8 in., double-hung with cord, weights,
and pulleys.

The inner front of the building is of cast-iron, y\- in. thick, excepting the columns, which are
f in. thick. The doors are in pairs, circle-top, and 3 in. thick, panelled and glazed as shown, and
leaving a clear opening in width of 11 ft. \\ in., and in height of 18 ft. at the centre of the circle.
Three of the 42 pairs of doors have small wicket-doors. Each door has three heavy wrought-iron
hinges hung on lugs cast to the columns. All the doors open inward, and are provided with inside
turning bars to fasten them when shut, and hooks to secure them in place when open.

The flooring consists of two layers of boards, the sub-flooring consisting of i-in. white pine,
worked to a thickness and laid close, and the upper layer being 2-in. white-pine flooring, worked,
tongued and grooved. The floor-joists are 3-in. X 12-in. white oak, spaced 15 in. centres for half
the house and 12 in. centres for the balance. They are cambered i in. at the outer wall, and propor-
tionately less as they get shorter in approaching the inner front. The joists have one course of
lattice-bridging, and are bedded on 3-in. X 12-in. white-oak wall-plates. The rails inside the house
are laid upon 3-in. X 12-in. white-oak track-stringers, cut into the floor-joists, the top of stringer being
laid flush with top of joists. A small gutter runs along each rail, draining into the pit.

The engine-pits in the stalls are 42 ft. 6 in. long by 3 ft. 11 in. wide in the clear, 2 ft. 9 in. deep
at front, and 2 ft. 6 in. deep at back. The side walls are of stone, 2 ft. thick. The bottom is dished
li in. at the centre, and is paved with brick, laid on edge and grouted with cement. The pits drain
at the lower end into a 12-in. circular brick sewer, that runs under the ends of all the pits, and dis-
charges into the main sewer that leads from the house. The side walls of the pits extend all the way
across the house so as to give a support for the floor-joists.

The roof-truss is constructed on the triangular system, of wrought-iron, having a span of
64 ft. 6 in. from centre to centre of bolt-holes in heel-blocks, an inclination of rafter of 22^ degrees
from the horizontal, and a rise in tie-rod in centre of span of 6 in. above a horizontal line through
the extremities. The diameters of the main tie-rods vary from 2 rods i in. in diam. to 2 rods li in. in
diam. The counter-rods are W in. in diameter. The rafter is a 6-in. I-beam, weighing 40 lbs. per yard,
and the struts and heel-blocks are of cast-iron. The heel-block on the inner front is firmly fixed to top
of column; that on the outer front rests upon rollers on a cast-iron bed-plate, a v.all-plate of white
oak, 4 in. X 17 in. X 5 ft. long, being laid under the bed-plate on the brick wall. This arrangement
allows of free expansion and contraction, owing to changes of temperature. The inulins are of white
pine, 4 in. X 8 in. and 4 in. X 10 in., and are secured to the rafter by a wrought-iron angle-piece and
clip, one arm of the angle-piece being bolted to the purlin, while the clip passes over the other arm
and around the upper flange of the I-beam which forms the rafter. The purlins are cambered on the
external circle, and made concave on the internal circle of the roof, so as to avoid hips and valleys,

ENGINE-HO USES. 1 7 7

and allow the root coveiing to be laid evenly. On the ituilins is laid roof-sheeting of i-in. worked
white-pine hoards. The sheeting is covered with the best quality slate from the Peach Bottom
quarries of Pennsyhnnia. On tiie outside roof the slate run 11 in. and 10 in. X 20 in., laid to
weather 8j in., with tlie exception of nine courses from the ridge, which are 9 in. X iS in., laid to
weather 7I in. On the inside roof the slate are 8 in. X 16 in., laid to weather 7 in. Gutters of
double-cross roofing tin run around the eaves of inside and outside fronts, to receive the drainage
from the roof. To protect this tin from the action of destroying agents in the atmosphere, it is well
painted on the under side with two coats of red lead in oil before putting on, and afterwards on tlie
upper side with one coat of the same, over which the finishing colors are laid. From tlie gutters a 4-in.
eave-pipe runs down the outside wall on every alternate pilaster of the brickw-ork, discharging into a
sewer which goes entirely around the building, and a 3-in. eave-pipe runs dow^n the inside front on
every alternate column, between the hinges at the back, discharging by a small bo.\-drain into the
pit sewer.

Ventilation is secured by 6-ft. octagonal w-ooden louvred ventilators placed in ridge of roof on
every alternate stall, and there is a sheet-iron smoke-flue for every track placed directly over tiie
position of the smoke-stack of the locomotive when in place. Water-plugs, with standard hose
attachment, are placed in the floor at the centre of the house in alternate stalls, and are protected
by cast-iron covers level with the top of floor. These plugs are supplied by a 4-in. cast-iron main
pipe, passing under the floor of the building. Hydrants and wash-sinks are provided at necessary
points. In every section, against the outside wall, is a work-bench and vise with the necessary tools
for any slight work required on the locomotives. The building is warmed in winter by large cast-iron
stoves, the pipes from which pass into the smoke-flues already described as provided in the roof for
the locomotives. To retain the heat as much as possible within the building, the stalls of the
entrance tracks are separated from the balance of the house by partitions extending from the floor to
the roof, and in winter the roof ventilators are closed.

Between the house and the turn-table the rails of the track are laid on w^hite-oak cross-ties,
6 in. X 8 in., bedded in 14 in. of stone ballast. The turn-table, 50 ft. in diameter, is a cast-iron
centre-pivoted table, with anti-friction conical rollers. The outside circular track in the turn-table
pit is laid upon white-oak cross-ties bedded on a stone foundation-wall. The spaces between the
cross-ties under the circular rail are filled in with brick laid in cement, with a slight grade toward.s
the pit so as to drain into it. The centre pivot is bedded on a stone foundation 6 ft. square,
capped with a single stone, 5 ft. 6 in. scjuare X 15 in. thick. The outside wall of the pit is of brick,
22 in. thick, bedded on a stone foundation and capped by a white-oak curb, 4 in. X 13 in., anchored
to the brickwork with i-in. anchor-bolts. The turn-table pit is paved with brick laid flat and grouted
with cement, and drains into the main sewer of the house. The frogs are cast-iron, laid on oak ties
bedded in stone ballast, the points of the frogs being about 7 ft. from the face of the turn-table pit.

For additional details and illustrations see the Journal of the Franklin Institute, Vol. LX., from
which publication the above description is com])iled.

Eugine-liouse at T^isf Street, West I'liitadelphia, Fa., Fennsylvania Railroad. — The engine-house
of the Pennsylvania Railroad at 31st Street, south of Spring Garden Street, West Philadelphia, Pa.,
designed by Mr. Wm. H. Brown, Chief Engineer, Pennsylvania Railroad, and built in 1880, shown in
F'igs. 305 to 307, is one half of a 36-stall brick roundhouse, with combination roof-trusses and
slate roof. The cross-section of this house is very similar to that shown in Fig. 30S. There are
eighteen stalls, all of which have engine-pits. The outside diameter of the house is 270 ft., the inner
diameter is 138 ft., and the diameter of the turn-table pit is 60 ft. 6 in. The width of the house is,
therefore, 66 ft., and the sjjace between the turn-table and the inner circle of the house is 38 ft. 9 in
The angle of the stalls is 10 deg. The panel length on tlie inner circle is 12 ft. o/j in., and oft the
outer circle 23 ft. 6g in. The clear width of the interior of the building, measured on the centre-line
of the stall, is 63 ft. 4 in., and the clear height from the top of rail to the tie-rod of roof-truss is 22 ft.
I in.

The foundations of the building are of stone, the outer walls being 2 ft. 6 in. thick, and all
inner walls 2 ft. thick. The outer w-all finishes off 4 in. below the ground, and is cajiped with a belting-
course of cut stone, 9 in. X 10 in. All th-^ doors have cut-stone sills, the rails of the tracks being cut into

178 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

the sills. The cast-iron columns of the inside front have cast-iron blocks at foot, 17-! in. X 17-^
in. X 9 in., resting upon cut-stone blocks, 2 ft. square by i ft. thick, with a stone foundation, 4 ft.
square. The outer wall above the foundation is of brick, built in panels, with pilasters both inside
and outside, and an ornamental outside cornice. The thickness of brick in panels is 13 in., and on
jjilasters 22 in. There are two windows in each panel on the outside of the house, excepting at the
back of the house, where the house butts against the retaining-wall of 31st Street. A flush arch is
built in the wall on the inside over every pair of windows, to provide against any injury to the
cornice and roof in the event of the wall below being damaged by locomotives running beyond their
stall. The window-openings are square, 5 ft. lol in. X 11 ft., with cast-iron sills and lintels on the
outside. The windows have two sash, each 24 lights 10 in. X 15 in. The cast-iron inner front of
the building is y\ in., and the columns are % in. thick. The doors are in pairs, circle-top, and 3 in.
thick, panelled and glazed as shown, and leaving a clear opening in width of 11 ft. o|- in., and in
height of 18 ft. at the centre of the circle. Three of the 18 pairs of doors have small wicket-doors.
Each door has three heavy wrought-iron strap-hinges hung on lugs cast to the columns. All the
doors open inward, and are provided with the proper fi.xtures for locking them, and also for holding
them in place when swung open.

The engine-pits in the stalls are 42 ft. 6 in. ^ong by 4 ft. wide in the clear, 2 ft. 9 in. deep at front,
and 2 ft. 6 in. deep at back. The sidewalls are of stone, 2 ft. thick. The bottom is dished 2 in. in
the middle, and is paved with brick laid on edge and grouted with cement. Each pit drains at the
lower end through a lo-in. bell-trap into a 12-in. circular brick sewer that runs under the ends of all
the pits and discharges into the main sewer leading from the house. The rails on the pits rest on
6-in. X 12-in. white-oak stringers, anchored every 4 ft. with a i-in. anchor-bolt to the side-wall
masonry. The top of the rail is flush with the floor-level in the house. The inner end of the pit
is located 10 ft. 5 in. from the inside face of the door, and the rear end is placed 10 ft. 5 in. from the
inside face of the outside wall. The track in the house outside of the pits is laid on oak ties bedded
in ballast. The floor is made of cement, laid level with the top of the rails on the pits and slightly
dished to insure better drainage.

The roof-trusses are built on the triangular system, of iron and wood, the span being 65 ft. 4 in.
from centre to centre of end-pins, with a rise of 16 ft. 3 in. The cast-iron end-plate on the inner
front is firmly fi.Ked to the top of the column, while at the outer front it rests on a 4-in. X 14-in.
white-oak wall-plate. The principal rafters are white pine, 8 in. X 11 in., and the struts are white pine,
4 in. X 8 in. and 3 in. X 8 in. The heel-blocks, king-blocks, strut-caps, and strut-shoes are of cast-
iron, ^ in. thick. The main tie-rods vary from 2 rods \ in. in diameter to 2 rods il- in. in diameter.
The counter-rods are J in. in diameter. The purlins are of white pine, 4 in. X 8 in. on the inner circle,
and 4 in. X 10 in. on the outer circle. Tiie purlins are cambered or cut convex on the outer circle,
the rise at the centre of the purlin being 33 in. at the outer wall and 2% in. near the ridge ; and they
are cut hollow or concave on the inner circle, the depression at the centre of the purlin being \ in. at
the inner wall and \\ in. near the ridge. The purlins are sheathed with i|-in. hemlock boards,
covered with slate laid on two layers of roofing felt. Gutters of tin are provided on the outer and
inner fronts, from which a 4-in. galvanized corrugated-iron pipe-conductor carries the water down
the outside wall on every alternate pilaster, discharging into an 8-in. clay-pipe drain that runs
around the outside of the building, while a 3-in. conductor carries the water down the inside front at
every alternate column, the pipe being located at the back of the column on the inside of the house
and discharging through a 4-in. clay-pipe drain into the 12-in. circular brick sewer running under the
ends of the engine-pits, as mentioned above.

Ventilation is secured by 6-ft. octagonal ornanienlal louvred ventilators placed in ridge of roof
on ev^ry alternate stall. A sheet-iron smoke-flue is j)laced over every stall, the centre of the flue being
13 ft. from the inside face of the outer wall. The flue is 2 ft. in diameter, made of No. 14 gauge
sheet-iron, and provided with a bell-shaped movable hood at the lower end, the bottom of the hood
when raised being 14 ft. 11 in. above the toji of the rail, and 13 ft. 7 in. when lowered. Water-plugs
with 3-in. standard fire-hose connection, protected by cast-iron boxes and covers level with top of'
floor, are provided at the centre of the house in alternate stalls, sup]ilied by a 6-in. cast-iron water-
])ipe. There is an 8-in. X S-in. white-oak buniping-log with iron ])late at centre fastened on the floor

ENGINE-HO USES.

179

next to the inside of the outer brick wall opposite each pit, to take the blow from the cow-catcher of
tlie engine in case it is run too far over tlie pit. The heating of the building is done by large cast-iron
stoves, and the ventilators in the roof are closed when it is desired to retain the heat in the building.
Between the house and the turn-table the tracks are laid on oak ties in stone ballast. There are
no frogs used around the turn-tal)le, the outside flanges of the nearest rails of adjoining tracks just
touching each other at the face of the pit obviating the necessity of using frogs. The turn-table jiit
is drained through a lo-in. pipe-drain into the main sewer from the house, which consists of a 12-in.
clay pipe leading into a 3-ft. sewer on Spring Garden Street.' The turn-table is 60 ft. in diameter, of
wrought-iron, and worked by hand. The turn-table pit, side walls, foundations of circular track, and

Fig. 305. — Ground-plan.

^=0iym

Fin. 306. — Elevation of ENoiNE-nooR.

Fig. 307. — Section of Column

i8o BUir.DINGR AND STRUCTURES OF AMERICAN RAILROADS.

paving are similar to the same class of work in the roundhouse at the West Philadcliihia shops, de-
scribed above.

The cost of the eighteen stalls, as ])er figures kindly furnished by Mr. \Vm. H. Brown, was
$21,750, e.xclusive of the retaining-wall to hold up the street at the back of the house, and exclusive

Fig. 3(53. — Cross section.

FtG. 309. — GROUNn PIAN.

of turn-table. The wrought-iron turn-table cost about $1500,50 that the entire structure, exclusive
of the special retaining-wall, cost $23,250, or, on an average, $1292 per stall.

Engine-bouse at Mt. Pleasant Jtinetion, Jersey City. N. /., Pennsylvania Railroad. — The engine-
house of the Fentisylvania Railroad .it i\1t. I'leasanl Junction, Jersey City, N. J., shown in Figs. 30S

ENGINE-HO USES.

i8i

to 314, built in 1890 uiulcr tlie direction of Mr. E. F. Brooks, Engineer Maintenance of Way, P.
R. R., assisted by Mr. iMartin L. (iardner, Assistant Engineer, is a full-circle 44-stall brick rountlhousc

Fig. 310. — Elevation of Outside Wall.

Fig. 311. — Elevation of Interior Wall

AND EnGINE-DOORS.

Fig. 313. — Elevation and Section of Ventilator.

Fig. 312. — Gknf.rai. Plan.

Fig. 314.— Ground-plan of Ventilator.

with combination roof-trusses and slate roof. The outside diameter of the house is 320 ft., the inner
diameter is 168 ft. 6 in., and the diameter of the turn-table pit is 60 ft. The width of the house is,
therefore, 75 ft. 9 in., and the space between the turn-table and the inner circle of the house is 54 ft.

i82 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

3 in. The angle of the stalls is' 8° lo' 54". The i)anel length on the inner circle is 12 ft. \ in.,
and on the outer circle 22 ft. 9}! in. The clear width of the interior of the building, measured on
the centre-line of the stall, is about 74 ft., and the clear height from the top of rail to the tie-rod of
roof-truss is 22 ft. Two of the stalls are used for entrance tracks, with brick fire-walls on each side
of the track, the passage being 12 ft. wide in the clear; all the other stalls have engine-pits.

The foundations of the building are of stone, the outer walls being i ft. 7 in. wide at top in the
panels, and 2 ft. 4 in. wide at top at tlie pilasters; all the inner walls, including the wall under the
door-sills on the inner front, are 2 ft. thick. The outer wall finishes off 4I- in. below the ground
surface, and is capped with a belting-course of cut stone, 4 in. X 14 in., set up edgeways. All the
engine-doors have 8-in. X 12-in. white-oak sub-sills on 2-ft. stone foundation-walls; the rails are
spiked to the sub-sills, and \\-\\\. X lo-in. white-oak plank-sills are nailed to the sub-sill, so that the
top of the sill is level with the top of the rails. The columns of the inside front rest on cut-stone
base-blocks, 18 in. square by 12A in. deep, the top of the base-block being level with the top of rail.
The outer wall above the foundation masonry is of brick, built without panels on the outside, but
with pilasters on the inside under the trusses, and with a plain but ample brick cornice on the out-
side. The brick wall is 12 in. thick between the pilasters, and 2oi- in. thick at the pilasters. Two
of the panels on the outside of the house are occupied by engine-entrance passages; the balance
have windows, two in each panel. The window-openings are square, 4 ft. 8J in. X 13 ft. 2\ in , with
cast-iron sills and window aprons, and with three white-pine lintels, each 4 in. X 10 in. The windows
have box-frames with two sash, each 24 lights, 12 in. X 12 in., double-hung. The entrance pas-
sages on the outside and inside fronts are walled over with semicircular brick arches — without any
doors, however.

The inner front of the house has cast-iron columns between the doors. The columns are 12 in.
X 9^ in. in size, and consist of |-in. metal. There are lugs cast on the back, to which the door-
hinges are hung. The-engine doors are square-top doors, in pairs, with a clear height above top of
rail of 18 ft. li in., and a clear width of 11 ft. 3 in. The door-opening is spanned from column to
column by a cast-iron, trough-shaped lintel, with a stop at the bottom for the doors to strike against.
The lintel is 12 in. wide and 11 in. high, and is made of S-in. iron. Four of the engine-doors have
small wicket-doors.

The floor is of asphalt, level with the top of the rails. The engine-pits in the stalls are 45 ft.
8 in. long in the clear, by 3 ft. 11 J in. wide in the clear; 2 ft. 9 in. deep at front, and 2 ft. deep at
back. The upper end of the pit is placed 13 ft. from the inside of the outer wall. The side walls
are stone, 2 ft. thick. The bottom is laid with a slope from the centre of the pit down each way
toward each side wall, along which gutters are formed, thus keeping the middle of the pit dry. The
pits are paved with brick, set on edge and grouted with cement, and drain at the lower end through
a lo-ifi. bell-trap with cesspool and cast-iron grate into a 12-in. circular brick sewer running under
the ends of all the pits, and discharging into the main sewer leading from the house. The side walls
of the pits extend all the way across the house so as to provide a support for the rails. The rails
are spiked to S-in. X 12-in. white-oak stringers, anchored with J-in. bolts every 4 ft. to the stone side
walls.

'j'he roof-trusses are built on the triangular system, of iron and wood, the span being 75 ft. i in.
from centre to centre of end-pins, with a rise of 18 ft. 8 in. The cast-iron end-plate on the inner
front is firmly fixed to the top of the column, while at the outer front it rests on a 4-in. X 14-in. X
2-ft. 6-in. white-oak wall-])late. The [jrincipal rafters are white pine, 9 in. X 12 in.; the struts are
vi^hite pine, 4 in. X 9 in. and 3 in. X 9 in. The heel-blocks, king-posts, strut-caps, and strut-shoes
are of cast-iron, | in. thick. The main tie-rods vary from 2 bars J in. siiuare to 2 bars i in. X 2 in.
The counter-rods are \ in. square. The purlins are of white pine, 4 in. X 9 in. on the inner circle^
and 4 in. X 10 in. on the outer circle. The purlins supporting the smoke-flues are 6 in. X 10 in.,
trussed by 2 rods f in. in diameter. The purlins supporting the ventilator at ridge are 6 in. X 12
in., trussed the same as just mentioned. The purlins are cambered or cut convex on the outer
circle, the rise at the centre of the purlin being 2I in. at the outer wall and 2 j in. near the ridge, and
they are cut hollow or concave on the inner circle, the depression at the centre of the purlin being
•f in. at the inner wall, and i^ in. near the ridge. The purlins are sheathed with ij-in. hemlock,

ENGINE-HO USES.

iSq

covered witli slale laid on two layers of roofing-felt. Gutters of tin are provided on the outer and
inner fronts. 'I'lie gutter on the outside of the building is drained l)y a 3-in. X 4-in. galvanized
sheet-iron down-conductor at every panel point into a 12-in. pipe-drain running around the outside
of the building. The down-conductor is inserted in a 4-in. X 5-in. groove in the outside of tlie
brick wall at the angle formed by adjoining panels. The gutter on the inside of the building is
drained by a 3-in. circular galvanized-iron down-conductor on the inside of the house at every
alternate column into a 4-in. pipe-drain that leads directly into the 12-in. circular brick drain at the
engine-pits opposite the column. The down conductor is located on the back of the column on the
inside of the house.

Ventilation is secured by 6-ft. octagonal ornamental louvred ventilators, placed in ridge of
roof on every alternate stall. A sheet-iron smoke-flue is placed over every stall, the centre of the
flue being 15 ft. from the inside face of the outer wall. The flue is about 20 in. in diameter, with a
cast-iron stack of " None Such " patent at the top, and provided at the lower end with a bell-shaped
movable hood, the bottom of the hood, when raised, being 15 ft. 2 in. above the top of rail and 14
ft. when lowered.

Water-plugs, with 3-in. standard fire-hose connection under the floor, protected by cast-iron
boxes and covers level with top of floor, are provided at the centre of the house in alternate stalls,
connected by a 6-in. water-pipe, and supplied by an 8-in. water-inain. Four hydrants are located
inside tlie house along the outside wall.

The heating of the building is done by steam, and the ventilators in the roof can be closed by
flap-doors, as shown on the jilans.

Between the house and the turn-table the rails are laid on oak ties in stone ballast. The frogs
around the turn-table are rail frogs bedded on oak tics in ballast, the jjoints of the frogs being 3 ft.
3j'"^ in. from the face of the turn-table pit. The turn-table pit is drained through a pipe-drain to
the main sewer. The turn-table pit is 60.6 ft. in diameter in the clear. The turn-table is of
wrought-iron, and is turned liy steam-power.

A complete specification for this engine-house is given in the A])pendix at the back of this book.

Engine-house at Roanoke, Va., Norfolk &-• Western Railroad. — The engine-house of the Norfolk
& Western Railroad at Roanoke, Va., shown in Fig. 315, built in 1887 under the direction of Mr. S. B.

Fig. 315. — Cross-section.

lii'ij iA.'"ti \iji''ui_"vt'

Haupt, Superintendent, Motive Power, N. & W. R. R., is a segmental brick roundhouse with iron roof-
trusses and slate roof. The outside diameter of the house is 314 ft. 3 in., the inner diameter is 186 ft.
3 in., and the diameter of the turn-table is 60 ft. The width of the house is, therefore, 64 ft., and the
space between the turn-table and the inner circle of the house is 63 ft. \l in. The panel length on

i84 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

tliL- imuT circle is 13 ft. 3! in., and on the outer circle 22 ft. 4J in. The clear width of the interior of
the Iniilding, measured on the centre-line of the stall, is about 62 ft. 6 in., and the clear height from
the top of rail to the tie-rod of roof-truss is about 18 ft.

The foundations of the walls are stone, finished at the ground-level with a 9-in. X 14-in. cut-stone
belt-course. The door-sills are made of timber, and planks are spiked between the rails on top of the
sub-sills, so that the top of the sill is level with the top of the rails and the floor in the house. The
outer wall above the foundation masonry is of brick, with panels and pilasters on the outside, the
thickness of the wall being 13 in. in the panels and 21 in. at the pilasters. There are two windows
in each panel of the outside wall, each w-indow having 24 lights, 12 in. X 16 in. The inner front of
the house has cast-iron columns, io|- in. X 12 in., between the doors. The engine-doors are square-
top doors, in pairs, 16 ft. clear opening above top of rail, each door hung with heavy wrought-iron
strap-hinges to lugs cast on the columns. The door-opening is spanned from column to column by
a i2-in. channel-iron.

The floor consists of plank on mud-sills. The engine-pits are 30 ft. long in the clear by 4 ft.
wide in the clear, 3 ft. deep at front and 2 ft. 6 in. deep at back. The upper end of the pit is placed
9 ft. from the inside of the outer wall. The side walls are brick, 21 in. thick. The pits are ])aved
with brick set on edge in cement grout, and drain at the lower end through a 6 in. drain-pipe into a
i2-in. circular drain that runs along the outside of the inner front of the building, which latter drain
also takes the drainage from the roof-leaders along the inner front. The rails on the pits are spiked
to i2-in. X i2-in. stringers, anchored to the side walls of the pits. The floor is laid flush with the
top of the rails.

The roof-trusses are built on the triangular system, of iron, the span being 64 ft. from centre to
centre, with a rise of 16 ft. The principal rafters are 8-in. deck-beams, 65 lbs. per yard; the main
struts are two 4-in. channel-irons, 20 lbs. per yard; the intermediate struts are two 3-in. X 4 -in. bars.
All connections at joints are made of wrought-iron plates and shapes, pin-connected. The main tie-
rods vary from two rods \ in. in diameter to two rods i| in. in diameter. The counter-rods are \ in.
in diameter. The wooden purlins are spaced about 9 ft. apart, and support wooden rafters covered
by boards.

Ventilation is secured at the peak by small 12-in. X i8-in. iron ventilators inserted over each
panel. A sheet-iron smoke-flue is placed over the engine-pit in every stall, the centre of the flue
being located 15 ft. from the centre of the outside wall. The flue is 18 in. in diameter, the upper
fixed end being made of No. 12 gauge iron; the lower, movable, bell-shaped piece being of No. 10
gauge iron.

Engine-house at Lchighton, Pa., Lehigh Valley Railroad. — The engine-house of the Lehigh Valley
Railroad at Lehighton, Pa., shown in Figs. 316 to 320, designed and built in 1S83 under the direc-
tion of the author, is a 29-stall segment of a full-circle 56-stall stone roundhouse, wdth iron trusses
and slate roof. The outside diameter of the house is 354 ft., the inner diameter is 206 ft., and the di-
ameter of the turn-table pit is 60 ft. The width of the house is, therefore, 74 ft., and the space between
the turn-table and the inner circle of the house is 73 ft. The angle of the stalls is 6° 40'. The panel
length on the inner circle is 12 ft. and on the outer circle 20 ft. i\ in., measured on the centre-line of
the w^all. The clear width of the interior of the building, measured on the centre-line of the stall, is
72 ft., and the clear height from the top of rail to the tie-rod of roof-truss is 21 ft. 2 in.

The foundations and walls of the building are throughout of stone. The foundations of the
outer walls are 2 ft. 6 in. wide at top and 3 ft. 6 in. wide at bottom, finished off 4 in. below the top of
rait and capped with a 12-in. X 25J-in. base stone. The wall above the base stone is 24 in. thick,
perfectly plain, without any panelling, pilasters, or cornices, excepting on the gables. The foundations
of the columns on the inner front are stone piers, 3 ft. square on top and 5 ft. square on bottom, fin-
ished off 12 in. below the top of rail, and capped with a 2-ft. square stone, 12 in. high, to which the
bed-plate of the iron column is anchored. The engine-doors on the inner front have cast-iron hollow
sills fitted in between the columns and the rails, the top of the sills being flush with the top of the
rail. The iron sills rest on 2-ft. stone walls built in between the column piers. There are two win-
dows in every panel of the outside wall. The window-openings are square, 4 ft. 6 in. X 11 ft., willi
cast-iron sills and sloping window ajirons on the inside of the window. The window-opening is

ENGINE- HO USES. 1 85

spanned by a cast-iron lintel onthe outsidL- uf the wall antl two white-oak, 6-in. X 14-in., lintels on the
inside. The windows have box-frames with two sash, each twenty lights, 9 in. X 14 in., double-hung

The inner front of the house is made of cast-iron. The engine-doors have semicircular to])s, in
jiairs, each door hung with three heavy composition-metal hinges to lugs cast on the columns. The
clear height of the door-opening at the centre of the arched top is 17 ft. il in. above the toj) of the
rail, and the clear width is 11 ft. 3 in. The door-opening is spanned by an ornamental cast-iron front,
in two pieces, riveted together at centre of opening and riveted at the sides to flanges on the columns.
The weight of the roof is carried across the opening by eave-purlins. A heavy galvanized-iron cor-
nice and gutter, hung to the eave-purlin, finishes off the front. The engine-doors are 3 in. thick,
panelled and glazed as shown. Three of the engine-doors have small wicket-doors.

The floor consists of 6-in. to 8-in. limestone flagging, set in sand and well grouted at joints. The
floor is level with the base of the rails at the pits, and is slightly pitched between the pits, so as to
afford better drainage. The engine-pits are 54 ft. long in the clear by 3 ft. 11 in. wide in the clear,
2 ft. deep below base of rail at front and i ft. 6 in. deep at back. The upper end of the pit is placed
9 ft. from the inside of the outer wall. The side walls of the pits are stone, 2 ft. thick. The pits are
]iaved with stone paving, and dished from the side walls towards the centre of the pit. The drainage
passes at the lower end of the pit through a cesspool with cast-iron grating into a 6-in. pipe leading
into a stone bo.x-sewer, 2 ft. X 3 ft., w-hich serves as the main sewer of the house, taking the w-aterfrom
the down-conductors of the inner slope of the roof and the drainage from the turn-table pit. The
side walls of the pits are coj)ed with stone, the top being flush with the stone floor of the house. The
side w'alls of the pits e.xtend across the house, so as to provide a support for the rails between the ])its
and the outer walls of the building. The rails rest on tlie stone coping, and are held down and in
place by rag-bolts and cast-iron rail-clips.

The roof-trusses are built of iron, on the triangular system, the span being 73 ft. 6 in. from centre
to centre of end-pins, with a rise of 19 ft. The bed-plate on the inner front is firmly fixed to the to])
of the column, while at the outer front it rests on a white-oak wall-plate. The principal rafters are
made of a 7-in. deck-beam, 65 lbs. per yard, 4-in. flange; the main struts are composed of 4 angles,
2 in. X 2 in. X i in., and the intermediate struts are made similarly of if-in. angles. All connections
and joints are made of wrought-iron plates and shapes, riveted and pin-connected. The main tie-rods
vary from 2 rods li in. in diameter to i rod if in. in diameter. The counter-rods are i in. in di-
ameter. The purlins are white pine, 3 in. X 12 in. on the inner slope of the roof, 4 in. X i 2 in. <in the
outer slope, and 6 in. X 12 in. at the ridge, at the eaves, and at the smoke-flue. The purlins are cut
concave on the inner slope of the roof and convex on the outer slope. The roof-sheathing is i-in.
Michigan pine, tongued and grooved, and covered with slate laid on two layers of rcofing-felt.

Ventilation is secured by 6-ft. octagonal ornamental louvred ventilators, placed in ridge of roof
on every third stall. The smoke-flue for carrying off the gases and smoke from the smoke-stacks of
the engines standing on the pits is quite a novel feature in this building, being the application on a
larger scale of a system of overhead horizontal pipe-ventilators introduced by Mr. David Clarke,
Master Mechanic, L. V. R. R., in an engine-house at Hazleton, Pa. .\ 33-in. horizontal iron pipe,
connecting outside of the building with a brick stack, is hung from the roof-trusses over the i)its, the
centre of the pipe being 13 ft. from the inside face of the outer wall and 17 ft. 8 in. above the top of
the rails. Over each pit this pipe has a vertical tube with a damper and a bell-shaped end to fit over
the smoke-stack of the engine below it. The draught created in the brick stack outside of the house
causes the gases and smoke in the smoke-slacks of the engines to be drawn into the ventilating tube,
and thence out of the house. The system works very well in this house. The brick stack is 100 ft.
higli, and the smoke is drawn from engines 500 ft. distant from the stack.

\Vater-plugs are provided throughout tlie house at convenient points. The heating of the ho\ise
is done by steam-coils hung from the roof-trusses overhead. This system is excellent, as far as ])ro-
ducing a uniform heat throughout the lower part of the building, but it is accompanied with consid-
erable waste of heat.

Between the house and the turn-table the rails are laid on oak ties in stone ballast. The frogs
around the turn-table are steel rail-frogs bedded on stone walls connecting with the outside wall of
the turn-table pit. The points of the frogs are 10 ft. 5I in, from the face of the turn-talile pit. The

1 86

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS

walls of the turn-table are of stone, 2 ft. 6 in. thick, coped with i2-in. X 30-in. coi)ing, and with a 3-ft.
offset or bench for the circular rail of the table. The centre pivot of the table rests on a 4-ft. square
pedestal stone, 18 in. thick, with a stone pier-foundation under it, 7 ft. square at its
bed. The jjit is paved witli brick, and drains into the main sewer of the building.
The turn-table is of wrought-iron, and is turned by hand. The circular rail rests on
cast-iron chairs, the base of the rail being 7 in. above the stone coping of the bench-
wall under the chairs. This construction makes the pit deeper, but it allows the
turn-table to be operated after a light snowfall, without waiting to have the snow
shovelled out of the pit.

Fig. 316. — Cross-section.

^•N'~- W

Fig. 317. — Gkouni' I'l.AN.

ENGINE-HO USES.

187

rrrr* ' mrr

Fig. 318. — Elevation of
Interior Wall and Engine-
door.

Fig, 319,— Elevation of Outside Waix.

Fig. 320. — End Elevation.

Engine-house at Richmond, Fa., Richmond &" Alleghany Railroad. — The engine-hoiuse of tlie
Riclimond & Alleghany Railroad at Richmond, Va., plans for whicli were published in the Railroad
Gazette of January 19, 1883, designed and built in 18S0 under the direction of the author, is a 14-stall
segment of a full-circle 56-stall brick roundhouse, with iron roof-trusses and a slate roof. There is a
small machine-shop and blacksmith-shop attached to tlie roundhouse on the rear. The outside di-
ameter of the house is 383 feet, the inner diameter is 252 ft., and the diameter of the turn-table pit is
51 ft. The width of the house is, therefore, 65 ft. 6 in., and the space between the turn-table and the
inner circle of the house is 100 ft. 6 in. The panel length on the inner circle is 14 ft. i in., and on the
outer circle 21 ft. 5! in. The clear width of the interior of the building, measured on the centre-line
of the stall, is 64 ft., and the clear height from the top of rail to the tie-rod of roof-truss is 22 ft. 6 in.

The choice of a roundhouse with 383 ft. diameter and 56 stalls to the full circle was caused by
the necessity of having as many stalls as possible in one ([uadrant, the site being limited. The exact

i88

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

diameter was determined by tlie lequirenieiu Lhat the tiack from each stall to the turn-table should
allow a locomotive, a coach, or two fiat cars to stand in front of the stall without blocking the tracks
to the neighboring stalls. In this manner the standing capacity of the tracks was more tlian doubled,
being esj)ecially advantageous for repair work. The tracks in the building have a downward grade
towards the turn-table of -^ ft. in loo ft., and in front of stalls 1 ft. in loo ft., to facilitate a speedy
removal of cars and engines in case of fire.

The thickness of the outside wall is 2 bricks at top, and at pilasters 2\ bricks. The piers between
the doors of the inner face are 3 bricks thick throughout. Engine-pits are 45 ft. long by 4 ft. 3 in.
wide in clear, and 3 ft. and 2 ft. 6 in. deep ; the upper end of pit is placed 12 ft. 6 in. from the inner
face of the outer wall. The iron roof-trusses are built on the triangular system. The pine purlins
supporting the slate roof are 2| in. X 12 in. on the inner slope of roof and 3 in. X 12 in. on the outer
slope, spaced about 28 in. The centre of smoke-flues is 17 ft. from the outer wall. The flues are tele-
scopic, 20 in. in diameter, with double hood on top and expanding cone at bottom, 3 ft. 6 in. in diameter
and 3 ft. high. The sheet-iron ventilators at the peak of the roof over each stall are 24 in. in diam-
eter, with single hood on top. There are two windows in every panel of the outer wall, each window
having 24 lights, lo in. X 18 in. The engine-doors are circular-top doors, in pairs, batten-framed up
to a height of about 7 ft., above which they are glazed. They are hung with strap-hinges to cast-iron
wall-lilocks built into the brick piers between the doors. The door-opening is 1 1 ft. 5 in. wide in the
clear, and is spanned by a semicircular brick arch, il brick high, the crown of the arch being 17 ft. in
the clear above the top of the rail. The floor in the house is 2-in. plank on lo-in. joists. The rails

Fig. 321. Cross-section.

on the pits are fastened to 12-in. X 12-in. oak wall-plates, the top of rail being level with the floor in
the house. The walls of the pits and the foundations of the outside walls are of stone. The pits
drain at their lower end through a cesspool, covered with a cast-iron grate, and a 6-in. drain-piiie into
a stone box-culvert.

Engine-house, Northern Pacific Railroad. ~'Vht engine-house of the Northern Pacific Railroad,
shown in Fig. 321, designed by Mr. C. B. Talbot, is a segment of a full-circle 51-stall frame roundhouse,
w"ith wooden roof-trusses. The outside diameter of the house is 351 ft. 6 in., the inner diameter is
211 ft. 6 in., and the diameter of the turn-table pit is 50 ft. The width of the house is, therefore, 70
ft., and the space between the turn-table and tlie inner circle of the house is 80 ft. 9 in. The panel
length on the inner circle is 13 ft. | in., and 011 the outer circle 21 ft. 6 in. The clear widtli oi ihv

ENGINE-HO USES.

189

interior of the building is 68 ft., and the clear height from the top of rail to the tie-beam of roof-truss
is 21 ft. 8 in.

The foundations of the building are stone or brick piers, or blocking, according to circumstances.
The wooden posts between the doors of the inner face and at the [janel points of the outer wall are 10
in. X 10 in.; plates, 10 in. X 10 in.; studding of outside walls and gables, 2 in. X 5 in.; rafters, 3 in. X
8 in ; purlins, 6 in. X 12 in.; tie-beam of roof-trusses, 3 pieces, 4 in. X 12 in.; principal rafters, 10 in.
X 12 in.; struts 6 in. X 12 in. and 4 in. X 12 in. The floor consists of 2-in. rough boards on 3-in.
X 1 2-in. joists, spaced 20 in., which latter rest on 4-in. X 14-in. girders, spaced 6 ft., spanning the
space between the pits. The pits are of timber, 4 ft. wide by 54 ft. long in the clear, and 3 ft. deep.
The rise of the roof is one third of the span. The outside sheathing is |-in. dressed, " V " Rustic
horizontal weather-boarding.

Engine-house Design, Philadelphia is^ Reading Railroad. — The engine-house shown in Fig. 322,

'■ ^ mih^m'kltmf^— -

Fio. 322. — Cross-section.

designed for the Philadelphia & Reading Railroad, is a segment of a brick roundhouse with wooden
roof-trusses wooden posts in the interior, and slate roof, the peak of the roof being placed excentric,
so as to be located more immediately above the smoke-stack of tlie engines standing on the pits,
giving thus a more direct ventilation through a continuous louvred lantern ventilator at the peak of,
the roof. This house, built for 5 stalls, would cost $1400 per stall, exclusive of tracks, unusual founda-
tions of walls, and track-pits; including the latter, the cost is $1600 per stall.

Engine-house at Grand Crossing, Wis., Chicago, Burlington &= Northern Railroad. — The engine-
house of the Chicago, Burlington & Northern Railroad at Grand Crossing, Wis., shown in Figs. 323

Fig. 323. — Cross-section.

to 328, plans for which were kindly furnished by Mr. H. S. Bryan, Master Mechanic, C, B. & N. R.
R., is a full-circle 40-stall brick roundhouse, with a low flat girder roof, resting on cast-iron posts in

190

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

the interior of the building, covered witli a gravel roof. Tlie outside diameter of the house is 304
ft., the inner diameter is 160 ft., and the diameter of the turn-table i)it is 60 ft. The width of the house
is, therefore, 72 ft., and the space between the turn-table and the inner circle of the house is 50 ft.
The angle of the stalls is 9 degrees. The panel lengtli on the inner circle is 12 ft. 6 in. The clear
height from the top of rail to the roof girder at the outer walls is i8 ft. Two of the stalls are used
as passage-ways, with brick fire-walls on each side.

The foundations of the walls are of stone. The outer wall is of brick, panelled on the outside,
and with pilasters at the angles on the inside and outside of the wall, the thickness of the wall at the

Fig. 324.— General Plan.

UDinni
DQiDgj

Fig. 325. — Elevation of Interior Wall
AND Engine-doors.

Fig. 326. — Elevation of OursroE
Wall.

Fig. 327. — Cross-section of Turn iable Pit.

Fig. 328. — Cross-section of Drain.

pilaster being 2 ft. There is one triple wdndow in each panel of the outer wall. The inner front
consists of cast-iron posts between the doors, the door-opening being spanned by a semicircular
i|-brick arch springing from the top of the posts, and the balance of the space to the eaves filled out
with brickwork. The crown of the arch is 16 ft. 4 in. above the top of rail. The doors are 3I in.
thick, panelled and glazed as shown. The cast-iron posts between the doors are 12 in. X ig in. in
section, of i-in. metal, grooved to fit the doors, and with caps from w-hich the brick arches spring.

The peak of the roof is placed, as shown in the plans, nearer the outer wall; the inner slope has
a pitch of I in 12, the outer slope a pitch of i in 6. The roof-girders are supported inside the house
by two 6-in. cast-iron columns, |-in. metal. The girders are two pieces, 6 in. X 16 in. The purlins

ENGINE-HO USES.

191

are 2 in. X 10 in., spaced from 12 in. to 16 in. apart. Tlie roof is covered witii four-ply roofing-felt
and gravel, oi\ i-in. boards. The engine-pits are 50 ft. long bj^ 3 ft. 10 in. wide, and from 2 ft. 10 in.
to 3 ft. 4 in. deep below the top of the rail. The pits are built with a foundation of stone flagging;
the side walls are built up on this foundation for about i ft. in height with brick, and for the balance
of the height with timber, the rail being spiked to the top timber. The bottom of the pit is paved
with concrete, built convex, so as to form a drain along each side wall. The drainage of the pits is
very thorough, through a cesspool and a brick and timber culvert.

Engine-house at Clinton, la., Burlington, Cedar Rapids cj" Northern Railway. — The engine-house of
the Burlington, Cedar Rapids & Northern Railway at Clinton, la., shown in Figs. 329 and 330, designed
by Mr. H. F. White, Chief Engineer, B., C. R. & N. Ry., is a 5-stall segment of a brick roundhouse,
with iron posts on the inner circle, and timber posts in the interior supporting a low flat roof, covered
with roofing-felt and gravel. The house is 70 ft. wide, outside measurement, and the panel length on
the inner circle is 12 ft. 6f in. The foundations of the walls are of stone. The outside wall is brick,
13 in. thick, panelled on tiie outside and with pilasters at the corners, the wall being 17 in. thick at the

Fig. 329.~Cross section.

Fig. 330. — Ground-plan.

pilasters. The posts between the engine-doors on the inner circle are of cast-iron, keystone-shaped,
with the necessary grooves for the doors. The door-opening is spanned with an iron beam lintel.
The opening is 16 ft. 6 in. high in the clear above top of rail. The wooden posts supporting the roof
inside the building are 12 in. X 12 in. The girders of the roof are 10 in. X 12 in. on the inner slope
and 12 in. X 12 in. on the outer slope of the roof. The jnirlins are 2 in. Xio in. to 4 in. X 10 in.,
spaced from 24 in. to 30 in. apart. 'I'he pitch of the roof is i in 10. 'i'he pits are 52 ft. long by 3
ft. 81 in. wide in the clear, and from 2 ft. to 2 ft. 6 in. deep below top of rail. The side w-alls are
built of stone, capped with a timber stringer to which the rail is spiked. The bottom of the jjits is

192

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

made convex, and the drainage empties at the hnver end into a stone box-drain. There is a small
smoke-flue provided in the roof at the point where smoke-stacks of engines are when in the stall ;
otherwise there is no ventilation in the roof.

This house with 5 stalls cost in 1885, complete, $5200, or $1040 per stall. Mr. White states that
he subsequently built a lo-stall house, with not such difficult foundations as the house at Clinton,
complete for $8900, or $890 per stall.

Engine-house, Alabama Great Southern Railroad. — The engine-house of the Alabama Great
Southern Railroad, shown in Figs. 331 and 332, plans for which were kindly furnished by Mr. G. B.

Fig. 332. — Ground-plan.

Nicholson, Chief Engineer, is a frame roundhouse with low flat roof covered with asphalt roofing-
felt. The outside diameter of the house is 244 ft., the inner diameter is 114 ft. 8 in., so that the
width of the house is 64 ft. 8 in. The angle of the stalls is 12 degrees, and the panel length on the
inner circle is 12 ft. The wooden posts between the doors of the inner front and at the corners of
the outer front are 8 in. X 12 in. The studding of the outer wall and gables is 3 in. X 8 in. The
foundations throughout are on blocking. The clear height from top of rail to the roof girders at the
walls is 18 ft. The doors on the front are 17 ft. high in the clear above the top of rail. The roof-
girders are 10 in. X 12 in., supported at the centre of the building by a wooden 12-in. X 12-in. post.
The purlins are 6 in. X 12 in., spaced about 8 ft. apart. The rafters are 2 in. X 4 in., covered with
boards and 3-ply asphalt-roofing. The pitch of the roof is i in 10. The outside of the building
is sheathed with i-in. X lo-in. upright weather-boarding, and i-in. X 3-in. bevelled battens. The
engine-pits are 43 ft. long by 4 ft. 2 in. wide in the clear, and from 2 ft. to 2 ft. 6 in. deep below the
base of rail. The side walls of the pits are brick, 13 in. thick, with oak wall-plates, 10 in. X 12 in.,
to which the rails are spiked. The pits are paved with brick on edge, dished towards the middle of
the pit. The pits drain into a lo-in. vitrified-clay drain-pipe. The floor in the building consists of
2-in. oak plank on 4-in. X 6-in. mud-sills, spaced 3 ft. ajiart, and well bedded in cinder or ballast.
The top of floor is level with the to]) of rails. A 2-ft. smoke-tlue of No. 16 galvanized iron in each
stall takes the smoke from the smoke-stacks of the engines.

ENGINE-HO USES.

'9o

Engiiic-liousc iit Bcuii/slow/i, III., Cliicago, Builiiigtun li Qiiiiuy Railroad. — Tlie engine-house of
the Chicago, Burlington & Quincy Railroad at Beardstown, 111., shown in Figs. 333 to 337, plans for

Fig. 333. — Cross-section.

Fig. 334.— GRoiiND-n.AN.

Fig. 335.— Ei.kvation of Interior Wall and Engine-doors. Fig. 336.— Elevation of Outside Wall.

which were kindly furnished liy Mr. Wni. Fors\t!i, Mechanical Engineer, t'., I!. & Q- K. R.-, is an 18-
stall segment of a 30 stall brick roundhouse, with a low llat girder roof resting cm timber posts in the

194

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

interior of the building, and covered with a tarred gravel roof. The outside diameter of the house is
256 ft., the inner diameter is 120 ft., and the diameter of the turn-table is 60 ft. The width of the
house is, therefore, 68 ft., and the space between the turn-table and the inner circle of the house is 30
ft. The angle of the stalls is 12 degrees. The panel length on the inner circle is 12 ft. 6 in., and on
the outer circle 26 ft. 7 in. The clear lieight from the top of the rail to the roof girder at the inner
wall is 18 ft.

Tlie foundations of the wall are of stone, 2 ft. thick, capped at the ground level with an S-in.
stone coping. The outer wall is of brick, 13 in. thick, panelled on the outside, and with pilasters at
the angles on the inside and outside of the wall, the thickness of the wall at the pilasters being 26 in.

Fig. 337. — End Elevation.

There are two windows in each panel of the outside wall, each window having 24 lights, 12 in. X 18
in. The inner front consists of cast-iron columns between the doors, the door-opening being spanned
by a cast-iron lintel. The door-opening is 11 ft. 5 in. wide in the clear and 16 ft. 3^ in. high in the
clear. The doors are square-top, panelled and glazed, as shown, and swing inwardly.

The roof is a single-pitched roof on a slope of i in 12, the highest point being at the outer wall.
The roof-girders are supported inside the house by two lo-in. X lo-in. timber posts, with cast-iron bed-
plates resting on 12-in. stone pedestals, with a stone foundation 4 ft. 9 in. square. The girders are
two pieces, respectively, 6 in. X 16 in., 7 in. X16 in., and 8 in. X16 in., for the three spans starting
from the inner wall to the outside of the building. The purlins are 2 in. X 12 in., and 3 in. X 12
in., spaced to suit the span. The roof is covered with | in. boards and a tarred gravelled roofing-felt.

The engine-pits are 52 ft. 8 in. long by 3 ft. 10 in. wide in the clear, and from 2 ft. 8 in. to 3 ft.
2 in. deep below the top of the rail. The pits are built w itli a conve.\ bottom, so as to throw the
water toward each side wall. The top of the walls is covered with a 12-in. X 12-in. wall-plate to
which the rail is spiked, the top of the rail being level with the floor of the house. The drainage of
the pits is excellent, consisting of an opening at the lower end leading directly into a stone box-sewer
33 in. w-ide, with a concave concrete bottom and covered with the floor-timbers, making the sewer
thus easily accessible for cleaning out and repairs. The (Mooring in the house consists of 2-in. plank
laid on mud-sills.

The ventilation is effected at the high end of the roof next to the outer wall by a 3-ft. 4-in.
round sheet-iron ventilator in the roof over each stall. There is also a smoke-stack with a movable
bell-shaped lower piece hung in the roof, the centre of the stack being 14 ft. 4 in. from the inner face
of the outer wall. The rain-water is carried down from the roof at every fourth column of the inner
circle through a 4-in. round down-conductor to the box-drain inside of the house.

Engine-house at Waycross, Ga., Savannah, Florida &' Western Railioay. — The engine-house of
the Savannah, Florida & Western Railway at Waycross, Ga., shown in Fig. 338, designed by Mr.
W. B. W. Howe, Jr., Chief Engineer, S., F. & W. Ry., is a segment of a frame roundhouse with
a low single-pitched flat roof covered with tarred roofing-felt. The outside diameter is about 276
ft., the inner diameter is about 138 ft , and the diameter of the turn-table is 54 ft. The width of the
house is, therefore, 69 ft., and the space between the turn-table and the inner circle of the house is
42 ft. The clear height of the door-opening is 17 ft. alioxe the top of rail.

ENGINE-HO USES.

'95

The posts at the angles of tlie outer wall, also inside the house, and between the doors on the
inner wall, are of wood, 8 in. X 8 in., with 6-in. X 8-in. plates. The jjosts rest on 12-in. stone ped-
estals, bedded on small stone piers. The roof-bents consist of 3-in. X 8 in. principal rafters, 2-in. X
6-in. tie-beams, and 2-in. X 8-in. braces, as shown. The purlins are 2 in. X 8 in., covered with i-in.
boards and tarred roofing-felt. The roof is single-pitched, with a slope of i in 7. The engine-pits are
located centrally in each stall, and are 46 ft. long by 4 ft. 3 in. wide in the clear, and from 2 ft. to 2
ft. 4 in. deep. The design of the engine-pits, more especially the cast-iron chair for holding the rails
on the side walls, has been previously described and illustrated in Figs. 153 and 154 in the chapter on
Ashpits. The pits are built of brick, with 14-in. side walls, the rails being bolted to cast-iron chairs
walled into the brick side walls at intervals of 4 ft. The bottom of the pit is built convex. The
drainage from the pits is effected through a 4-in. terra-cotta drain-pipe leading into an open ditch

Fu;. 338. — Ckoss SECTION.

around the outside of the building. The highest point of the roof is at the inner wall. Ventilation is
effected l)y means of a smoke-stack in each stall hung in the roof over the pit, the stack having a
movable lower bell-shaped piece to fit over the smoke-stack of engines. The outside of the l)uilding
is sheathed with horizontal weather-boarding. There are two square windows in each panel of the
outer wall, the windows being located next to the angles of the panel, the middle space of the panel
opposite the end of the engine-pit being occupied on the inside of the wall by a series of closets.

Eiigine-luiiisc at Ashland, Wis , Wisconsin Central Railroad. — The engine-house of the Wisconsin
Central Railroad at Ashland, Wis., shown in Figs. 339 and 340, is a lo-stall segment of a 32-stall full-
circle roundhouse, with brick walls and a low flat single-pitched girder roof, covered with a tarred
gravel roof. The outside diameter of the house is 262 ft., the inner diameter is 130 ft., the diameter
of the turn-table is 54 ft. The width of the house is, therefore, 66 ft., and the space between the
turn-table and the inner circle of the house is 38 ft. The angle of the stalls is 11° 15'. The panel
length on the inner circle is 12 ft. 9 in., and on the outer circle 25 ft. 8 in. The clear height from
the top of rail to the roof-girder at the outer wall is 16 ft. 6 in.

The foundations of the outer wall are stone, 2 ft. thick at top. The outer wall is of brick, 17 in.
thick, panelled on the outside, and with pilasters at the angles on the inside and outside of the wall.
There are two windows in each panel of the outside wall, each window having 40 lights, 10 in. X 12
in. The inner front consists of wooden jjosts between the doors, each post being made of one jiiece
12-in. X 12-in. oak in the front, with a lo-in. "< 12-in. piece of pine back of it. These posts rest on
stone piers. The sill of the engine-doors is a 12-in. X 14-in. stick of oak, the rail being spiked to it.
'I he door-opening is 16 ft. high in the clear.

The roof is a single-jjitched roof, on a slope of i in 12, the highest point being at the inner wall.
The roof-girders are supported at the centre of the house by a 12-in. X 14-in. pine jjost, with 8-in. X
12-in. corbel at top, and 8-in. X 12-in. knee-braces. The girder consists of a 12-in. X 12-in. pine stick.
The purlins are 2 in. X 12 in., spaced from 16 in. to 24 in. ajiart.

The engine-pits are located centrally in the stall, and are 51 ft. long by 4 ft. wide in the clear,
and from 2 ft. 8 in. to 3 ft. deep below the base of rail. The side walls are of stone, 18 in. wide,
coped with lo-in. X 12-in. pine wall-])lates, to whicli tlie rails are spiked, the top of the rail being level
with the tup uf the (loor. The bottom of the jiil is built concave, and paved with brick on edge.

196

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

The drainage is effected tbrougli a cast-iron plate at the lower end of the pit into a cesspool, the
cesspools being connected between the pits by a 9-in. vitrified-pipe drain. The flooring in the house
consists of 3-in. plank, laid on 4-in. X 6-in. mud-sills, sjiaced 24 in. apart. The ventilation of the
house is effected by windows over the engine-doors at the inner front of the house, and through
smoke-stacks of sheet-iron hung in the roof over each stall, the centre of the stack being placed 13
ft. from the inner surface of the outside wall. Although the house at Ashland has only ten stalls,
there is a brick fire-wall in the house dividing it into two parts, so as to give greater safety in case of
fire. This fire-wall is carried up some distance above the roof, and is only pierced by a small door.

Fig. 339.— Cross sec I ion.

Fig. 340. — Gkound-plan.

Engine-house at Wilkesbarre, Pa., Lehigh Valley Railroad.- The engine-house of the Lehigh
Valley Railroad, designed for Wilkesbarre, Pa., by Mr. A. W. Stedraan, Chief Engineer, L. V. R. R.,
assisted by Mr. F. E. Schall, shown in Fig. 341, is a segment of a brick roundhouse, with a low flat
girder roof, supported by iron columns in the interior of the building, and covered with a tarred
gravel roof. The outside diameter of the house is 354 ft., inner diameter 206 ft., and the diameter
of the turn-table is 60 ft. The width of the house is, therefore, 74 ft., and the space between the

ENGINE-HO USES.

'97

turn-table and the inner circle of the house is 73 ft. The panel length on the inner circle is 12 ft.,
and on the outer circle 20 ft. 7 in.

The outside wall is of brick, on a stone foundation. The wall is panelled on the outside with
pilasters at the corners. Each panel of the outside wall has two large square windows with cast-iron
sills and lintels. The inner front consists of Phoenix wrought-iron columns between the doors. The
engine-doors are circle-top, hung in pairs. The door-opening is spanned by an ornamental cast-iron
arch-plate and panel-plate above it, surmounted by a galvanized-iron cornice. The roof-bents con-
sist of trussed I-beams, there being three spans, supported by the outer walls and by two cast-iron
columns inside the house. These trussed beams carry purlins, which support the roof-boards and
roofing material.

Fig. 341. — Cross-section.

a=-er-

Engine-house at Tmvanda, Pa., Lehigh Valley Railroad. — The engine-house of the Lehigh
Valley Railroad at Towanda, Pa., designed by Mr. A. W. Stedman, Chief Engineer, L. V. R. R.,
assisted by Mr. Y. E. Schall, shown in Figs. 342 and 343, illustrates a very unique method of

Fig. 342. — Cross-section.

Fig. 343. — Grocnd-plan.

utilizing a limited ground-space, adjacent and parallel to the main tracks of a railroad, for an engine-
house. In the instance under discussion, the land available allowed of the construction of a square
house, 63 ft. X 183 ft., with 7 tracks entering the building at an angle of 46 degrees with the face of
the building. The tracks are spaced 13 ft. centre to centre on the square, or 18 ft. centre to centre
on the skew, measured along the face of the building. The building is of brick, with an iron roof-
truss, built on the triangular system, with purlins and roof-boards covered with slate. The columns
between the doors, along the face, are cast-iron segmental columns, spaced i8 ft. aj)art. The engine-
doors are steel roller-shutter doors. The opening is spanned by an iron lintel, surmounted by a
heavy galvanized-iron cornice. The corners of the square building not occupied by the tracks are
used for repairs and storage of supplies.

Square Brick Engine-house at Mauch Chunk, Pa., Lehigh Valley Railroad. — Tiie brick car-shed of
the Lehigh Valley Railroad at Mauch Chunk, Pa., described above in the cliapter on Car-Sheds, and
illustrated in Figs. 128 to 131, can serve as an example of a square brick engine-house for two
engines. The building is 34 ft. 2 in. wide X 85 ft. long, of brick, with combination roof-trusses,
roofed with slate. There are two tracks in the building, spaced 14 ft. 10 in. centres, which enter
through two large circle-top engine-doors at one gable-end of the building.

198 BUILDINGS AND STRUCTURES UP AMERICAN RAILROADS.

Square Brick Engine-house at New Castle, Pa., New York, Lake Erie iSr-' Westein Railroad.
— The square brick engine-house of the New York, Lake Erie & Western Raihoad at New Castle,
Pa., is a brick structure, 53 ft. wide and 68 ft. long, with accommodations for three engines. There
are three tracks running into the building, the central one of which has a track-pit under it. The
foundations are of stone, and the walls of brick, 16 in. thick, panelled, the walls being 20 in. thick at
the pilasters. The roof-trusses are spaced 14 ft. 5 in. centres, and are combination trusses with 8-in.
X i2-in. white-pine principal rafters, cast-iron struts, and wrought-iron tie-rods. The purlins are 3
in. X 8 in., covered by i-in. boards, and roofed with slate. The tracks are spaced 17 ft. centres,
entering the house at one gable-end through three segmental-top engine-doors, hung in pairs. The
clear opening of the doors is 12 ft. in width, and the tops of the openings are spanned by flat
segmental brick arches. There are eight large window-s on each side of the house and six on the
rear gable, each window having 32 lights, 10 in. X 16 in. Smoke-stacks are hung in the roof to take
the smoke from stacks of engines when in the house. The engine-pit is 45 ft. long, 4 ft. wide in
the clear, and 2 ft. deep, draining at the lower end through an iron grate into a cesspool, from which
an 8-in. drain-pipe leads. The pits are built of brick, and coped with longitudinal timbers, to which
the rails are spiked. The floor of the house consists of plank on mud-sills, the top of the floor being
level with the toj) of the rails. Hydrants are provided between the tracks. Small flues, built into
the end wall, take off the smoke from stoves used in winter to heat the house.

Engine-house at East Alauch Chunk, Pa., Lehigh Valley Railroad. — The engine-house of the
Lehigh Valley Railroad at East Mauch Chunk, Pa., designed and built under the direction of the
author, assisted by Mr. F. E. Schall, shown in Figs. 344 to 348, is a large square brick engine-house,
with a system of broken roofs supported on columns throughout the Iiouse. The house is 124
ft. wide X 132 ft. long, and has nine stalls running through it, each stall accommodating two engines,
so that the capacity of the house is 18 engines. The stalls are spaced 13 ft. centres, and there are
engine-doors at each stall at both ends of the house. There is a track approach at each end
of the house, so that engines can pass in and out at either end of the building. The choice of this
design was necessitated from the fact that the engine-house in question had to bg built in a narrow-
mountain gulley. The track approach from one side of the house, if necessary, would have
answered, but it was thought best to have approaches at both ends, so as to facilitate the movement
of engines.

The foundations of the walls are of stone. The side walls are of brick, 17 in. thick, with
pilasters. The posts between the doors are cast-iron segmental columns. The posts in the interior
of tire house are cast-iron round hollow columns, resting on cast-iron hollow bed-plates, the whole
being so arranged that the drainage from the valleys between the broken roofs is taken down through
the iron columns and pedestals to a drain-pipe leading into the adjacent pits. The roofs are built
in 22-ft. spans, running across the building. The roofs at the front and back of the building are
built on what is known as the " saw-tooth " principle, the long slope forming an angle of 30 degrees
w'ith the horizon, the front slope being set at an angle of 60 degrees with the horizon. Windows are
inserted in the front slope, so that a large amount of light can iienetrate the interior from above.

The interior roofs in the building under discussion were built as plain, symmetrical double-
pitched roofs, but in the original design the intention was to have " saw-tooth " roofs throughout
the building, with the windows facing the north, which is the best method of any known to the author
to cover a large square building cheaply. This system offers the advantage of good ventilation and
an excellent diffused light from above throughout the building, in addition to the feature that, the
roof being low, the building is easily heated in winter. The objection to the fact that snow in winter
lodges in the valleys between the roofs, and freezes solid in the gutters, is overcome in practice in this
house, and in other places known to the author, by inserting a small steam-pipe along each valley.
Where the house is heated by steam, as in the building at East Mauch Chunk, the small amount of
steam required to thaw out the gutters, or keep the water from freezing, is inappreciable.

The pits are 114 ft. long by 3 ft. 11 in. wide in the clear, and from 2 ft. 4 in. to 3 ft. deep below
the top of the rail. They are drained near the centre of the pit across the house, from ])ir to pit, by
a i2-in. iron drain-pipe, connecting cesspools formed in the paving of each pit on the line of the |)ipe.
The pits are built with stone side walls, coped with stone slabs, to which the rails are fastened with

ENGINE-HO USES.

199

Fig. 344. — Cross-section.

Fig. 345.— Longitudinal Section.

Fig. 346.- Ground-plan.

200 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

clip rag-bolts. The floor is cement on gravel The roof-trusses are very light, Init l)raced both
ways, so that the entire structure is very stable. Iron smoke-stacks are inserted at the proper points
to suit the smoke-stacks of engines standing over the pits.

Fig. 347. — Front Elevation.

Fig. 348. — Side Elevation.

Engine-house at Orwigsburg, Pa., Lehigh Valley Rai/n>ai/.—The engine-house of the Lehigh
Valley Railroad at Orwigsburg, Pa., shown in Figs. 349 and 350, designed and built under the direction

of Mr. Wm. F. Pascoe, Sujierintendent of Bridges, L. V. R. R., is a
frame engine-house, 37 ft. X 140 ft., sheathed on the outside with
corrugated iron, and roofed with slate. Two tracks enter the
building, spaced 13 ft. centres, there being room on each track for
two engines, so that the capacity of the house is four engines. At
one gable-end there are two engine-doors, 11 ft. 6 in. wide X 16 ft.
high above the top of rail in the clear. The doors are square-top
frame doors hung in pairs, and covered on the outside with
galvanized sheet-iron without any glazing. The rear gable has
three windows, and the sides of the building have windows every
10 ft., each window having 32 lights, 10 in. X 12 in. There are
three louvred ventilators provided, and four smoke-stacks are hung
in the roof over each stall, so that engines can enter the house head
first or back in. The foundation of the building and pits are 2-ft stone walls. The pits are 120 ft.
long by 3 ft. 10 in. wide in the clear, and from 2 ft. to 2 ft. 6 in. deep below the base of the rail. The
smoke-stacks are made of -rV-ii- sheet-iron, 18 in. in diameter, with a 4-ft. bell at the base, the bottom
of which is set 15 ft. 6 in. above the top of the rail. The height of frame is 17 ft. 6 in. from top of
sill to top of plate. The bents are spaced in general 10 ft. centres throughout the house. The
principal timbers are: sills, 8 in. X 10 in.; plates, 6 in. X 8 in.; posts, 6 in. X 6 in.; studs, 3 in. X 6
in. ; principal rafters, 6 in. X 8 in. ; tie-lx-anis, 6 in. X 8 in.; truss-braces, 4 in. X 6 in.; purlins,

Fig. 349. — Cross-section and
End Elevation.

ENGINE-HOUSES. 201

4 in. X 6 ill.; rafLers, 3 in. X S in., spaced 18 in. centres; roof-sheathing, i-in. l)<)ards. Pitch of rout,
i rise. Rods of roof-trusses, f in., i in., and \\ in. in diameter.

The cost of this house, including foundations, was $3629.38 for materials, and Ijji2225.5i for labor,
or a total cost of $5854.89, equivalent to $1463.72 per stall.

Fig. 350. — Ground-plan.

E/igine-/wi/sc and Car-shop Rotunda at Mt. Clare, Baltimore, Aid., Baltimore &> Ohio Railroad. —
The Baltimore & Ohio Railroad has at its principal repair-shops at Mt. Clare, Baltimore, Md., a
rotunda, used at present as a car-repair shop, which design, however, can serve very well as an
example of an engine-house rotunda. This style of engine-house is very common in Europe, but has
not been adopted extensively in this country. The advantage of a rotunda design for an engine-house
or car-shop is that the turn-table is covered, and there are no delays or trouble caused in winter
from heavy snowfalls; in addition to which, especially for repair work, the superintendence and over-
sight of the work going on in the interior of the building is greatly facilitated.

Plans of this structure were published in the issue of the Railroad Gazette of August 22, 18S4, in
connection with the following description and remarks :

The external walls are built of hard brick, and tlie roof is slated. The space between the tracks is
paved with Fall's Road stone, resting on a bed of salt-water sand rammed down tight. The building is
divided into 22 stalls, and as it measures 235 ft. diameter inside, the longest passenger- or sleeping-cars can
be easily accommodated. The whole building is completely roofed in, and is very well lit by the central
lantern or clear-story, 100 ft. in diameter. The roof rises sharply from the outside walls to the base
of the lantern, and is carried on lattice-girders, which, with the lantern, are supported by wrought-iron
pillars, each composed of two 9-in. and two 12-in. channel-irons riveted together in the form of the letter H.
Wrought-iron pillars can often be used very advantageously in lofty shops. They take up less floor-space
than cast-iron columns, can be made considerably lighter, and are more easily transported and erected, and
in certain cases these advantages render the wrought-iron columns the clieapest. The lantern is trussed, a
precaution which is very generally thought unnecessary, the sloping sides being treated as struts, whose
thrust is counteracted by a ring at the base of the cone.

The great height and size of tliis remarkably handsome structure are enhanced by the tasteful manner
and light color in which the interior is painted. At first sight it might be thought an extravagantly large
and costly structure to contain only 22 cars. But a little figuring will show that this is not the case. A
rectangular building in three bays with a traverser down the centre aisle, and stalls right and left, enables
each car to be moved without disturbing any other car, and in that respect gives similar advantages. A
traverser, however, is not so easily moved as a turn-table, and would require a larger number of men to
work it. The circular shed under notice gives a minimum clear space between cai;s of about 5 ft. 9 in. A
comparison with a rectangular shed able to accommodate the same maximum length of car and giving a
clear space of 6 ft. between cars shows that the rectangular shed requires tlie smaller roof to cover it, the
area being g per cent less, while the four walls are 7 per cent longer than the circular wall of the turn-table
shed, each, of course, having the same number of stalls. It would therefore appear that when it is a
question of housing about 20 cars there is little difference in the cost, while the circular form gives more
available space for benches, etc., as a turn-table occupies a smaller area than a traverser, and therefore less
room is wasted. This difference is more considerable than might be supposed, and tlie circular form gives
more working floor-space, in the proportion of about 13 to 8, when both sheds are full of cars and the space
occupied by the turn table in one case and the traverser-bed in the other is treated as unavailable.

202 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

CHAPTER XVII.

FREIGHT- HOUSES.

Freight-houses on railroads can be divided into terminal freight-houses and local
freight-houses. The former are large separate buildings at important terminals of a railroad,
while the latter are usually small structures at intermediate stations along the line of the
road. Terminal freight-houses, when intended for the reception and delivery of local freight
to and from a railroad, are located near some prominent thoroughfare, as close to the busi-
ness portion of the town as feasible. If intended for receiving and shipping of freight by
water, the freight-house is located on the water front, usually on a pier or bulkhead. At
local freight-houses the freight is received from and delivered to wagons. At way-stations,
where the passenger and freight trade are not very heavy, and especially where the freight
traffic is more important than the passenger business, the use of combination depots is very
generally adopted in this country, which class of buildings is discussed in a separate chapter
under the heading of Combination Depots.

Relative to separate local freight-houses at way-stations, it can be said that the design
almost universally adopted consists of a single-story frame structure, surrounded by high
freight platforms on several or on all sides. If tracks are only on one side of the building,
the station is termed a side-station, but if there are tracks on both sides of the freight-house,
then it is called an island-station.

Where the business of a railroad is not very heavy, and car-load freight for a certain sta-
tion is unusual, or else provided for by special car-load freight-delivery sidings, it is customary
to locate the freight-house alongside the main track'. If the road is a double-track road with
light traffic, this arrangement is still feasible, as the small amount of freight passing to or
from freight-trains on the far track can be skidded across the track nearest the freight-house,
or a freight platform can be built on the opposite side of the main tracks from the freight-
house, as shown in Fig. 351. At local stations considerable package freight is brought to
the station shortly before train-time, and wagons are frequently waiting to take freight away
as soon as unloaded from trains, so that very little freight would have to be transferred across
the main tracks between the freight-house and the freight platform on the opposite side of the
tracks. The introduction therefore of a special freight platform opposite the freight-house,
as shown in Fig. 351, under the conditions mentioned, is a practical solution of the ques-
tion of handling freight on a double-track road at a small wa\--station, where it is not desired
to let the train cross from the far main track to the one next to tlie building, or the skid-
ding of freight across the near main track to oi' from the train on the far main track is con-
sidered too dangerous.

FREIGHT- no USES.

203

Where the traffic on the railroad is heavy, a special siding has to be introtluced, either in
front of the freight-house between the building and the main track, as shown in Fig. 352,
or at the rear of the building, as shown in Fig. 353. Topographical features, the land
available, and especially the class and volume of business existing on the railroad and at the
station in question, will usually govern and determine to a more or less extent what system
of side tracks to adopt at a freight-house. In some cases the side track in the front or rear
of the house has a dead-end, in other cases it is connected at both ends with the main track.
In the former case, all trains have to back in or out of the siding, so that a dead-end siding
should only be used, if possible, for cars left at the station, and not for loading or unloading
freight to or from trains. In the second case, trains can run into the siding from either direc-
tion, and after discharging or receiving freight pass on. This siding should be, preferably,
long enough to allow a freight-train standing on it to clear the main track, so that the siding
can be used as a passing point for trains.

In regard to the relative advantages and disadvantages existing between the arrange-
ment of tracks at a side-station, as shown in Fig. 352, and at an island-station, as shown in
F"ig. 353, the side-station has the advantage that less land is occupied; a much larger plat-
form frontage is presented for wagon delivery : and teams and persons going to or from the
freight-house do not, necessarily, have to cross tracks. The disadvantages of a side-station

Fig. 352. — General Layout at Local Freight
Side-station.

_^^

,(!»':,

v/n""' N:s,

Fig. 351. — General Layout at Local Fig. 353. — Gi;nkral Layout at Local Freight

Freight-station without Sidings. Island-station.

are, that package freight from or for freight- trains standing on the main track has to be
skidded across the siding unless the train runs into the siding; and, if the siding is a through
siding, then the cars standing at the freight-house have to be moved out of the way, while if
the siding is a .stub siding, then the train has to back in or out. The first objection mentioned,
namely, the necessity of skidding freight across the side track, is frequently overcome in prac-
tice by stopping the car in tlic train on the main track opposite an empty or partially empt\-
car standing on the siding and trucking freight between the main-track car and the platform
through the car on the side track. The advantages of an island-station are, that the car-
frontage of the platforms is increased ; anil the main-track trains can stop next to the plat-
form without disturbing cars on the side track. The disadvantages of an island-station are,
that more land is occupied ; the wagon frontage of the platforms is reduced ; all teams and
persons going to or from the station have to cross tracks, unless the siding on the rear of the
house is a stub siding, and the wagon-road can approach the station on the side of the dead-
end of the siding; and the space at each end of the building between the main track and the

204

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

siding is narrow, and therefore dangerous for teams, in case the horses are frightened b)- a
passing engine, or otherwise.

A good combination of side tracks for a freight-house at a way-station on a single- or
double-track road, where there is a heavy traffic on the main tracks and considerable package
and car-load freight business to be done at the station, is shown in Fig. 354. If a special
car-load delivery track is not desired, the upper end or the dead-end of the freight-house

.■y^i»:;?Y?*??t.:

Fig. 354.^PRorosED General L.wout for Local Freight-station.
track can be used for car-load freight. The extension of the rear platform along the freight-
house track, as shown on the plan, is done to afford a larger car frontage on the platform,
while the extension of the front platform gives a better frontage for freight trains and for
wagon deliver)', with the important additional advantage that package freight can be handled
in most cases directly over the platform without passing through the house.

The characteristic distinctions between side-stations and island-stations for small local
freight-stations having been discussed, the following remarks relative to the structures adopted
in either case will be pertinent. It is generally customary to place the floor of the house at
about a level with the floor of freight-cars, namely, about four feet above the top of rail. The
platform is usually given a slope of from two to three inches down from the face of the building
toward the face of the platform, so as to allow for drainage. The questions relating to the
proper distance to place the face of the platform from the nearest track, so as to be safe and
clear the widest car, and the correct height to set the face of the platform at, so as to be
not only convenient for handling freight to and from cars, but also so as to allow the swinging-
doors on certain classes of cars to open, will be discussed below in Chapter XVIII, on
Platforms, Platform Sheds, and Shelters. It can be said, however, that the highplat form,
placed about 3 ft. 8 in. to 4 ft. above the top of rail at the face of the platform, is the one most
usually adopted for freight-houses, while the distance of the face of platform from the centre
of the nearest track varies from 5 ft. 6 in. to 7 ft., the former distance, however, being only
admissible for side tracks. The platform for receiving or delivering freight from or to freight
trains need not be any longer than the building itself, as any part of the train can be stopped
opposite the building ; but the platform along the track for car-lot freight, where cars are left
standing to be loaded or unloaded, should be longer, and it is generally extended away from
the building, giving thus additional platform frontage, so that more cars can be reached from
the platform without having an engine to shift the cars or necessitating moving the cars b\-
hand. However, moving the cars by hand, assisted by pinch-bars, is not a serious objection,
if the side track is placed on a slight down grade in the direction that the cars are to
be moved. Car-load lots of freight are loaded, generalh', from wagons directly into cars
stationed on special sidings, and vice 2'crsa. unless each package has to be weighed, in which

FREIGHT-HOUSES. 205

case the freight is passed over tlic scale in the house or ovsr a small portable platform scale
on the platform. The height of the platform above the wagon road should be less than the
height of the platform above the rail. This is not so important in country settlements, as
the class of wagons used are generally high ; but in larger towns, and especially in cities,
where there are a large number of low drays, it is desirable to have the platform for wagon
delivery not more t"han 3 ft. above the street-level, preferably less. In cities, 2 ft. to 2 ft. 6
in. is a very customary height.

Relative to the class of building to adopt as a standard for small freight-houses at way-
stations, it can be said that a substantial brick or stone building is not essential, as the in-
creased cost of the large number of similar structures along a line compared with the value of
the small amount of freight stored in one building, in case it is lost by fire, would hardly
warrant the extra expense, unless a road is in a very flourishing condition or the contiguitj' of
other buildings increases the danger from fire. Frame structures, therefore, sheathed on the
outside with galvanized corrugated iron and roofed with tin or slate, or sheathed on the outside
with weather-boarding or upright boards and battens and roofed witli tin, slate, shingle, or
roofing-felt, are warranted according to the importance of the building, the class of material
in general use in each section of the country, and the financial status of the road. Freight-
houses are generally left unceiled on the interior, excepting that protection boarding is usu-
ally run up on the sides for some distance above the floor to prevent freight piled in the
interior of the building from damaging the outside sheathing. If the freight-house is located
at a station where there is a separate passenger depot, and the freight business is run by an
agent or clerk having his office in the passenger building or otherwise, it is not necessary to
have a separate ofifice in the freight-house. Where, however, the freight-house is run by a
separate set of men, or it is inconvenient to get to the main office in the vicinit}*, then it is
usual to partition off a small space at one end of the freight-house for an office. It is not
customary to have windows in small freight-houses, as sufficient light can be obtained
through the doors, which are practically always open when freight is being handled. In a
large number of houses, however, transom-lights are provided over the doors, in which case
the transom should have bars or a wire grating in front of it, so as to prevent entrance to the
house by that means. The jambs of the doors should be protected for three or four feet above
the floor by oak protection boards, or by cast-iron plates, or by angle-iron at the corners.
Down-conductors for the rain-water are usually protected for four or five feet in height above
the platform by wooden or cast-iron guard-boxes. Where the freight is heavy, it is customary
to protect the upper edge of the face of the platform b)- an angle-Iron, especially opposite the
doors. It is also good to provide a wheel-stop at the level of the wagon-road in front of the
platform, or else to fa.sten a wheel-guard on the front of the platform just below the top of the
platform.

The questions affecting small local freight-houses having been discussed, the subject of
the larger class of freight-houses at local or terminal stations will receive consideration. It
can be said, in general, that for large freight-houses a substantial structure is very desirable,
as the value of the freight stored in such a building is considerable, aiul the loss, in case of a
fire, would be serious. Side-stations are usuall}- adopted in preference to island-stations, as
the business done through such a house and the rush of wagons at certain times of the day is

2o6 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

so large, that it is necessary to provide as much frontage as possible on the street side of the
building. In order to obtain, however, more track frontage, and also in order to be able to
discharge freight without damage in bad weather, it is very customary to run one or more
tracks into or through the building, in addition to one or more tracks along the face of the
building on the track side of the house. It is essential in a large freight-house to make a
clear distinction between incoming and outgoing freight. Incoming freight — that is, parcel
freight arriving at the freight-house for distribution through the town — is unloaded promptly
from the cars and stored in the house till taken away by the consignees. This class of
freight, therefore, does not need much track-room for cars, as the freight can be unloaded at
once and the empty cars promptly replaced by other loaded cars ; but a large storage space
will be required in the freight-house, as the freight will accumulate from day to day waiting
for consignees to call. On the other hand, outgoing freight — that is, freight brought to the
freight-house in wagons for shipment by rail — can be loaded at once into cars, if on hand, and
removed promptly from the floor of the house. A much larger track-room is needed, how-
ever, for outgoing freight than for incoming freight. At some freight-houses cars are allowed
to be loaded with freight for different points, the intention being to rehandle or reassert the
freight at some distributing point or junction-station. At large freight-houses, however, a
number of cars have to be placed along the house simultaneously, each car being destined for
a special point, and the freight as it is received from wagons is distributed and loaded accord-
ingly. In order to get more frontage on the track, platforms are frequently extended each
way from the house. -A platform annex to a freight-house, with a track on one side and a
wagon-road on the other side of the platform, is frequently used for large lots of package-
freight to be handled to or from cars or wagons without passing through the freight-house.
The goods are tallied, and, if necessary, weighed by means of a small portable scale, as the)'
pass over the platform. Car-lot freight is generally placed on separate side tracks along
wagon-roads, known as track-delivery yards. Relative to the proper height of platforms, and
the distance to set the face of platform back from the nearest track, the remarks made above
with reference to small freight-houses apply equally well to large freight-houses, excepting
that a large freight-house is never placed immediately along a main track. In order to
increase the number of cars that can be reached from the building, it is very customary to
run two tracks, or even more, along the face of the building, placing the doors of the cars
standing opposite to each other in line, the cars on the nearest track serving to get to the
cars on the far tracks. Tracks running into the building have the objections, that they
require the roof-trusses to be placed higher than otherwise would be necessary, and the track
pit cuts up the floor seriously, especially if two tracks run in the same pit. If the pit is only
one track wide, it is very easy to skid freight across it, or to take freight through an empty
car standing on the track. As mentioned above, it is very essential in large freight-houses
to make a clear distinction between incoming and outgoing freight, and to design the house
and the track system accordingly. The tracks for incoming freight should be opposite the
main storage space of the building, which in turn should adjoin that portion of the street
front allotted to wagons calling for freight. On the other hand, the wagon front intended
for receiving freight from wagons should be as close as possible to the tracks for outgoing
cars, with a certain amount of storage space provided between the street-doors antl the

FREIGHT-BO USES. 207

tracks for temporary accumulations of freight. In a number of freight-houses the system
prevails of shunting in loaded cars, which, after being unloaded, are reloaded with outgoing
freight before being moved. Under certain conditions, and where the business is not very
heavy, this system can be worked without serious delays ; but in very large freight-houses
the method of having separate tracks and portions of the house assigned for incoming and
lor outgoing business should be adopted, if feasible.

The following general remarks on certain characteristic details of freight-houses apply
more particularly to the larger class of structures. The interior should be lighted by win-
dows in the outer walls, or, better, by transom-lights over the doors, as the light from the
windows is apt to be cut off by freight being piled up against the sides of the house. The
light admitted through doors and transoms in a very large house is not sufficient for the
varied amount of work, clerical and otherwise, that has to be done in the building, so that
skylights or a clear-story are generally introduced. In large freight-houses one or more
offices are usually provided at one end of the building, either on the ground-floor or in an
upper story, or both combined. The freight-doors are usually sliding-doors, from 7 to 10 ft.
wide and from 7 to 12 ft. high, cither single or in pairs. The introduction of steel roller-
shutter doors is very desirable, as it makes a fire-proof door, which occupies no floor-space
when open, and can be shut at night without having to clear the floor space in case freight
has accumulated around the door, as would be the case with swinging-doors. Wooden lifting-
doors are used with similar advantages to steel roller-doors, where there is space above the
door-opening for the door. Where this is limited, the author has in several cases used double
lifting-doors to good advantage, the door opening being closed by two lifting-doors sliding in
different grooves. Sliding-doors have the same advantages as lifting-doors and roller-shutter
doors, so far as not taking up floor-space is concerned ; but in order to slide sideways the roof-
construction has to be raised so as to allow the track and rollers to pass under the knee-
braces of the trusses, or under the brackets supporting the projecting roof on the outside of
the building. If sliding-doors are hung on the inside of the building, they have to be
protected by guards or a partition, so that freight piled inside of the house will not damage
or block the door. In northern climates it is preferable to hang sliding-doors on the inside
of the building, although the rollers and overhead tracks can be protected to a certain extent
from the weather by properly built hoods. A lifting swinging-door, hinged at the top of the
door-opening and swinging upwards inwardly, has been very extensively used in connection
with freight-houses and steamship piers, but it is a very undesirable device. The floor-space
has to be cleared off for some distance from the door before it can be opened or closed ; and
if the hooks or ropes, which hold up the door when open, should get loose, the lives of men
passing under the door would be in great danger. Ventilation is usually provided for
through openings in the clear-story. In northern climates, however, the openings should be
so arranged that they can be closed when desired. A platform is not necessary along the
track side of the house, provided the freight-house doors are spaced, so as to correspond to
the average spacing of car-doors in a train. For receiving freight fioni wagons a platform in
front of the liouse will prove useful, where the street frontage is limited, as in case of a rush
truckmen can place freight on the platform between the doors, antl it is worked back into the
house as fast as the freight-handlers can get to it. For delivering freight to wagons a plat-

2o8 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

form is not needed, as far as the railroad company's interests are concerned, as each wagon
as it is being loaded is backed up to the door. A platform, however, will frequently prove
useful for truckmen to place part of the packages on while reloading or rearranging the freight
on their wagons.

Relative to terminal freight-houses at the water-front for the delivery of freight to vessels
and for receiving freight from vessels, it can be said that these structures are in nearly all
cases built on piers projecting out into the water, usually with pile-foundations, although
sometimes cribs with filling back of them are employed. Where there are several freight-piers
at one terminal, a distinction is usually made between incoming and outgoing freight-piers
and the piers are designed accordingly. Where the number of piers is limited, both classes
of freight are handled over the same pier. The same conditions relative to the proportion of
storage space required for incoming and outgoing freight exist in terminal-pier freight-houses
as in large local freight-houses. Incoming freight — that is, freight for distribution by water
craft around the harbor or for delivery to vessels or steamships — requires considerable storage
space owing to delays waiting for the freight to be taken away. On the other hand, the
unloading of the cars can be done very quickly. For certain classes of freight, for instance
flour, the rules of the trade require railroad companies to hold the freight for a certain
number of days before consignees are required to call for it, so as to allow for the proper
inspection, classification, and distribution of samples before the consignee has to take the
goods away. Incoming freight is also often consigned " to order," and railroad companies are
obliged, in order to hold the trade, to store the freight in their terminal freight-house until
the goods are placed on the market. Where the water-front is limited and very valuable, the
use of two-story freight-sheds for the proper storage of incoming freight is daily becoming
more prevalent. Flour and other freight, which will probably be left in store for some time,
is transferred as soon as received to the upper floor by means of platform-elevators or barrel-
hoists. In fact, the improvements in recent years in this class of machinery has been so
marked, that it has practically removed the objectionable features of transferring freight to
and from upper stories of a building. Methods for transferring freight lengthwise in a
freight-house have not been thus far extensively used, but there is no doubt that in the
future development of freight-house systems more attention will be paid to the mechanical
movement or transferring of freight lengthwise of a freight-house.

Relative to the arrangement of tracks and the division of the floor-space in a freight-shed
for incoming freight located on a pier with water-front on both sides, the best system is to
have one or two tracks running the length of the pier in a track-pit at the middle of the house.
There should be on each side of the track-pit at least five feet, preferably eight feet, left
vacant as a passage-way. The space between the passage-way and the side of the building
should be large enough to allow a car-load of freight to be piled in one row, which would
require from 30 to 45 ft., according to the class of freight. Where the width of the pier will
not allow this width for piling freight, then provision should be made for a wiilth that would
pile a car-load of freight in two rows. In other words, car-load lots have to, as a rule, be kept
distinct and separated on the pier, and in order to use the floor-space to the best advantage
it is desirable not to have broken rows. Platform scales are inserted in the floor of the piei
at intervals at convenient points for passing the freight over them. Doors are locateil along

FREIGHT-HOUSES. 209

the sides of the building at intcr\'al.s correspondini; to tlie average class of vessels to be
expected. It is a mistake to introduce too many doors, as each door represents, practically,
one passage-way useless for the storage of freight. On the other hand, if the doors are spaced
too far apart the number of berths offered to vessels is diminished. The same remarks
relative to doors, made above in connection with large local freight-houses, apply to doors in
tciniinal-pier freight-houses, with tlic additional feature, however, that where there is an incline
cut into the pier floor opposite the doorway the steel roller-shutter door deserves the pref-
erence over all others, as it can be easily made to run down below the pier floor to the foot of
the incline. In connection with inclines at doorways on freight-piers, the advantages of
movable gangway inclines cannot be overestimated. The upper end of the incline is hinged
to the floor-timbers, or revolves on a rocker-beam, while the lower end is suspended by chains
from an overhead gallows-frame, with the proper counterweights, shafting, wheels, etc., so as to
reailily raise or lower the bridge. The incline can thus be accommodated to any class of
vessels lying at the pier, whether light or loaded, and at any stage of the tide. A light gang-
plank from the end of the incline to the deck of the vessel completes the connection, and does
away with the heavy and long gang-plank bridges whicli have to be used, at certain stages
of the tide and with certain classes of vessels, when the incline is fixed. An additional
advantage of the movable incline is, that a few turns of the wheel from time to time allows
the bridge to follow any change in the height of the vessel due to the rise and fall of the
tide or the loading of the vessel. The movable gangway incline has another very valuable
advantage. It will frequentl}' be found preferable to close some of the doors in the sides of
the pier and utilize the space opposite them for storage. The movable gangway in this case
has the advantage over the fixed incline, that it can be hoisted and held at the same level as
the pier floor. As the chains and hoisting machinery are usually proportioned to hold only
lialf the weight of the gangway bridge plus the heaviest load that is liable to be transferreil
over it, the author has introduced in a number of terminal-pier freight-houses, built under his
supervision, toggle-irons or heavy bolts, which are run out under the ends of the incline by a
lever worked from the floor of the pier. These toggle-irons are strong enough to allow the
bridge to be loaded the same as any other part of the floor of the pier. For some classes of
vessels and freight, doors and gangways are placed in pairs along the side of a pier, so that
freight can be handled in and off a vessel at the same time, or the freight-handlers can pass
through one door and back through the other, so as not to meet on the .same gangway.
Small doors in the upper story of a two-story freight-shed on a pier should be introduced to a
limited extent. While freight would be seldom handled through them, they are useful iti
case of a breakdown of the elevators or steam-supply for running the machinery. In adtlitinii,
these doors will give a better chance to ventilate the interior from time to time. In a single-
story terminal-pier freight-house, windows in the sides of the building are generall}' omitted,
as sufficient light and ventilation can be easily secured by skylights in the roof, or preferably
by a clear-story. In double-story piers the upper floor is frequentl)' extended across the
track-pit, so as to utilize the entire floor-surface for storage, in which case side lights have to
be introdiiced in the lower story in the sides of the building. These lights are usually made
similar to transom-lights with fixed sash, and set high, so as not to be blocked by the freight
piled along the sides of the building. In other double-story freight-piers, the upper floor is

2IO BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

not extended across the track-pit, which reduces the storage space of the upper floor, but the
advantages of this design are such tliat, in the author's opinion, it is the best phui to adopt.
Ventilation and good hght for the lower story is secured thereby in abundance ; the clear
height of the lower story can be reduced to what is actually needed for the storage of freight,
independent of the height of the cars running in the track-pit ; and a heavy and costly girder
construction to carry the second floor over the track-pit is avoided. In this manner the
total height of a two-story building can be made within a few feet the same as a single-story
freight-shed.

In a number of cases, known to the author, terminal freight-houses on piers for incoming
freight have been made very wide, — 200 ft. and more in width, — with the intention of allowing
two or three car-loads of freight to be piled in one row between the central passage-way and
the outside of the shed. While the cost of construction in proportion to the storage space
and water-front is decreased, such houses should only be used where the freight will remain
for a long time in store and accumulate very heavily. The main objection to wide freight-
piers is, that short-storage freight and freight that can pass from the cars almost immediately
to vessels, if ready for it, have to be trucked a much longer distance than necessary. In such
piers it would be more desirable, in place of a double-track well at the centre of the pier, to
have two separate single-tracks wells, located nearer the sides of the building, so as to leave
space between the track and the side of the building for the storage of car-load lots in one
row. This would bring the track nearer the side of the building, and cause less trucking for
short-storage or quick freight, while long-storage freight would be piled on the central portion
of the floor between the two track-pits.

Freight-sheds on piers for incoming freight are usually made to cover the entire width of
the pier, just leaving space enough on the outside for men to be able to pass lines back and
forth and for placing mooring cleats and posts. Car-load lots of incoming freight, unless the
freight has to be weighed separately, are generally not handled through the house, but from
separate bulkhead tracks or tracks on open piers. In some cases it is desirable to place a
track along the outside of an incoming-freight shed between the shed and the string-piece, so
as to obtain the advantage that incoming car-lot freight can be handled and tallied b\' the
same set of men as employed for package freight on the same pier, without the men having to
leave the pier. Where business is heavy, however, an extra force of men can be easily main-
tained for car-load freight on open piers, and the water-front along the freight-shed will be
reserved at all times for freight handled through the house. Where the business, however, in
an incoming freight-house consists mainly of long-storage freight, and where at certain sea-
sons the house may be fully stocked and yet very little freight movement be taking place, the
railroad company will have a certain amount of water-front practically idle. Where water-
front is scarce, a track along the outside of an incoming-freight shed, under these conditions,
would prove advantageous in allowing the water-front to be used for other purposes tlian
solely those connected with the house. Where such a track outside of the house is used,
inclines at the doorways in the house are not required, as a gangway-plank thrown from the
door to the string-piece across the track serves as an incline.

Terminal freiglit-houses along the water-front for outgoing freight — that is, for freight
received from water-craft for shipment by rail — are one-story structures and generally built

FREIGHT-HO USES. 2 1 1

narrow, as the freight received is not kept M\y longer than possible in the house. The serious
acciunulation of freight in the house from one A.xy to the other is only possible in case of the
railroad company's inability to furnish the necessary cars, load them, and take them away as
fast as the freight arrives. The same remarks as made above in connection with the doors of
the lower story for incoming pier freight-houses will apply to the doors of outgoing pier
freight-houses. The advantages of movable inclines remain the same. The lighting of the
interior should be by sk\-light, or, preferab!)', by a clear-story. In the case of an outgoing
freight-house on a pier with water-front on both sides, the best arrangement of tracks is to
have one or two tracks running into the building in a track-pit at the centre of the house.
Unless the house is very narrow, two tracks are desirable, so as to offer standing-room for a
larger number of cars. There should be the usual passage-way left along the track. The
width between the passage-\\ay and the sides of the house cannot be specified in general, as
it will depend upon the conditions under which outgoing freight arrives. A certain amount
of storage space, however, should be given, as special lots of freight will have to be frequently
stored temporarily on the floor, pending the arrival of a certain class of car intended for such
special freight or for the special route the freight is to pass over. Some storage space is also
needed for freight destined to stations for which a car is not put on the pier to be loaded for
such a station until sufficient freight has accumulated to make a car-load lot. As this uncer-
tainty or difference exists relative to whether storage space will be needed for outgoing
freight, some outgoing-freight piers are designed with the track-pit located e.xcentric to the
centre of the house. Vessels with freight that will mainly pass immediate!}- into cars are
given berths on the side of the house where the track is nearest to the water-front, tluis dim-
inishing the trucking distance. Vessels arriving with a large amount of miscellaneous smaller
lots of package freight, which has to be assorted, tallied, weighed, and partly stored on the
floor of the house, are moored on the side of the building with the wider floor-space. It is
very customary on outgoing freight-piers, such as last described, to have a track placed on
the outside of the house, between the house and the string-piece, so that a large amount of
outgoing freight that does not have to be weighed or distributed can be passed directly into
the cars over the string-piece, and save the trucking through the house. Such a track, how-
ever, has the same advantages and disadvantages as mentioned above in connection with
incoming-freight houses.

Where the number of piers at a terminal is limited, so that the separation of incoming
and outgoing freight to different piers is not feasible, or where the relative proportion of each
kind of freight to be handled is uncertain, which would be especially the case for a new
enterprise or railroad, it is quite customary to build a freight-house that can be used by both
classes of freight, which style of house could be appropriately called a compromise terminal-
pier freight-house. The main feature in such a house i.s to place the tracks running into the
house excentric from the centre of the house. The wider floor-space is allotted to incoming
freight, and the side of the house with less floor-space is assigned to outgoing freight. In
the case of one class of freight proving too large for its side of the house, it can be worked
from the other side of the Iiouse, although to a certain disadvantage. If a track is added
on such a pier outside of the house, between the house and the string-piece, the one structure
will be adapted for incoming and for outgoing house freight, and also for car-load freight.

212 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

There will be the risk to run, however, that, like other finely elaborated schemes to accom-
plish a number of purposes at the same time, the conditions of the business will subsequently
change, and be so entirely different from previous expectations that the s\-stem will not prove
successful in actual working.

There is another class of terminal freight-houses along the water-front to which no
reference has thus far been made, namely, freight-houses along the water-front of cities
where the railroad terminal proper is situated across a river from the city, or in some other
part of the harbor, so that there are no tracks in these houses. Incoming freight — that is,
freight destined for distribution in the city — is brought to the pier either on lighters or in the
original road-cars on board of car-floats, and then delivered to wagons. Outgoing freight —
that is, freight from the city to be shipped out over the road — is delivered to the house in
wagons, and then transferred to lighters or to cars on the car-floats for transfer to the railroad
terminal proper. The advantage of using car-floats, in connection with transfer bridges for
transferring cars from or to car-floats, is that the freight does not have to be rehandled in
order to make the trip over the water. The adoption of car-floats, however, is onl}- feasible
where the business is extensive, as a large number of floats have to be kept on hand to
handle the business, in addition to providing tugs, transfer bridges, etc. In these terminal
city freight-houses the most customary arrangement is for the outgoing freight to be deliv-
ered into a bulkhead receiving-shed, whence it is trucked by hand to the car-floats.
Incoming freight is usually unloaded and stored on the pier, which is arranged so as to allow
teams to drive into the house the length of the pier and back up to the freight the)- are after.
Where a bulkhead shed is not feasible, or where car-floats are not used, but the outgoing
freight is loaded on lighters, the teams usually drive into the house and deliver the outgoing
freight on tl>e floor of the pier. As the space available for freight-houses along the water-
front of a city is generally confined in one way or the other, the exact design to be adopted
for such houses will be generallj- dependent upon a large number of local conditions. The
necessity, however, for a strict division of incoming and outgoing freight, and for a proper
proportioning of the relative floor-space required for the two classes of freight, is of the same
importance in city freight-houses as for large terminal railroad freight-houses. In examining
existing freight-houses along the water-front of a cit\% it will be found that incoming freight
requires about three to five times as much floor-space as outgoing freight. For this reason,
and on account of the great value of the ground along a water-front, two-story freight-sheds
have been adopted, with good results. Long-storage freight is transferred at once to the
upper story out of the way of quick freight. In this connection attention should be again
directed to the advantages that modern hoisting machinery offers for transferring freight from
different stories of a building, and to the advisability of adopting mechanical means for
moving freight lengthwise of a freight-house. Mechanical appliances for moving freight
from a second story down to a bulkhead shed for delivery to teams are worthy of serious
consideration in localities where the ground-space is valuable and the street frontage limited.

The following remarks apply in general to all classes of freight-sheds located on piers.
The structures are built of more or less permanent materials, and the method of construction
deserves the preference that will allow of a downwards or sideways movement of the foun-
dation to a liinited extent without causing serious trouble, as however well and carefully a

FREIGHT-HOUSES. 2>3

foundation in running water may be built, settlements or side movements from various
reasons are liable to occur with time. Therefore, brick or stone structures are practically
excluded. Freight sheds are generally built with a wooden frame, covered with sheathing or
corrugated iron, with wooden or combination roof-trusses, and roofed with tin, roofing-felt, or
a gravel roof. Slate roofs arc excluded, as a rule, on account of the extra weight and the
unstable character of the foundations. Where it is desired to have a more fire-proof struc-
ture, or to render repairs less frcciucnt, which, if required constantly, would cause serious
detentions to a heavy business, it is customary to build an all-iron shed. Relative to the
roofing, a tin roof allows a very flat slope to be adopted, thereby cheapening the construction
materially. Where piers are located, however, near salt water, it is claimed that a tarred felt
and gravel roof will give better service than a tin roof, as the latter, unless kept well painted,
deteriorates rapidly. A gravel roof, however, is heavier than a tin roof. Relative to the
interior of the building, it can be said that costly designs of large-span roof-trusses, in order
to avoid posts in the interior of the building, are not absolutely warranted, excepting where
wagons drive into the pier, and even then posts can be distributed to a limited e.\:tent in such
a way in the building as not io be a serious objection. In fact, under certain conditions and
for certain classes of freight, which has to be collected, assorted, and distributed according
to its destination point, it is actually convenient to have posts in the building, as the posts
are labelled with the names of stations, and freight is piled around them accordingly.

There is another general feature with reference to all large pier freight-houses that should
be mentioned, namely, the houses should not be so long that the length of train standing in
the house becomes excessive. Either the work of the freight-handlers will be frequently
interrupted to allow switching to be done, or else empty or loaded cars ready to leave
will be held for hours till the entire train is ready to go out. Such delays are less noticeable
where the trains are short. Freight-houses 2000 ft. long and more actually exist. Such
freight-houses are in one sense magnificent structures, but they are failures as regards the
practical working of them. Cars ready to leave the house in the early part of the day do not
leave till late at night, or even the next morning, owing to the difflculties of sorting out a
limited number of cars on such a long train. In addition, the lengthwise trucking of freight
in such a house is liable to be something very serious. Therefore, short piers and short
houses, with short slips, easy of ingress and egress, is the proper rule to adopt in designing
the layout of a freight terminal at a water-front.

The proper floor load to allow for in designing a freight-house depends on the class of
freight to be expected anrl other local conditions. The best method to pursue in any
individual case is to ascertain how certain classes of package freight are usually piled in
practice, and to design the strength of the floor for the heaviest load to be expected.
Passage-ways are usually left between different rows of freight for inspection and to gain
accessibility, which fact can be considered in establishing the uni'-load to jirovide for; but it
must be remembered, that an engineer in designing a structure may have certain rules in
mind relative to piling freight that seem perfectly natural, and which may be impressed upon
the freight department at the start, but which will be very soon forgotten in the run of years,
especially where a change of men in charge takes place. The unit-load assumed, therefore,
should be safe, and cover all ordinary contingencies. It is not necessar>-, however, to

214 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

endeavor, unless specially asked to do so, to provide for such unusual features as storing pig-
iron, steel ingots, lead or brass spigots, copper-ore in bags, etc., over the entire floor for the
height that a man can pile it, as, when such freight is handled, the freight men in charge
readily realize the character of the material they are handling, and will pile it in limited tiers,
with ample floor-space between the rows.

Attention should be called, in a general way, to the fact that in Europe hydraulic
machinery and mechanical-transfer methods are used in freight-houses to a much larger
extent than in this country. Admitting that the conditions of the business encountered there
vary considerably from those in this country, still the author stands not alone among
engineers and railroad men in this country who have pointed out the desirability of more
attention being paid to this feature of the freight-handling business.

The structures known as store-houses and bonded warehouses are connected with the
subject of freight-houses, and can be considered as an extension on a large scale of freight-
houses for long-storage freight. These structures, generally, consist of fire-proof brick or
stone buildings, several stories high, built on land where the proper foundations can be
obtained and the space is not as valuable as at the water-front, although sometimes they are
built close to the water-front back of bulkheads. A full discussion of these structures does not
come within the province of railroad structures, as they are usually built and controlled by
other parties than railroad companies, although in individual cases railroad companies have
built such structures to good advantage. A special kind of store-house is the so-called cold-
storage warehouse, designed for the storage of perishable freight. In a number of cases
railroad companies have erected and controlled such structures in connection with their
freight terminals, and it can be said in general, that such a structure, if conducted properly, in
a locality where the conditions warrant it, will always prove a source of revenue and be the
means of drawing additional trade to the railroad company.

Connected with freight-houses and freight-handling systems, there arc a large number of
structures used on railroads for special classes of freight or materials, for which in each
particular case a special study has to be made by the designing engineer, or else a specialist
for that class of structures called in. Such structures are, for instance, grain-elevators ; stock-
yards; cattle-pens; stables; hay-sheds; and storage-houses for guano, phosphates, cement,
cooperage stock, hides, flour, fire-clay, lime, etc. Each of these structures has its own
peculiarities and distinctive features, and has to be designed in each case accordingly.

After above general remarks on the subject under discussion, the following descriptions
and illustrations of freight-houses built in this country will prove important.

Freight-house for Way-stations, Boston, Hoosac Tunnel 6-- Western Rail%My.--Y:\\ft freight-house
design for way-stations on the Boston, Hoosac Tunnel & Western Railway, shown in Figs. 355 and
356, data for which were kindly furnished by Mr. Edwin A. Hill, consists of a frame building
sheathed on the outside with vertical boards and roofed with slate. The building is 30 ft. X 20 ft.,
with platforms on the front and at each end, 8 ft. wide. The foundations of the building are stone
piers, 2 ft. X 2 ft. 6 in. in size. The platforni is supported by timber posts set in the ground.

The frame consists of 8-in. X lo-in. sills; 8-in. X lo-in. cross-sills and end-sills, framed into side-
sills ; 2l-in. X i2-in. floor-joists, spaced 18 in.; 6-in. X 8-in. posts, framed into sills and plates; 6-in. X
8-in. plates; 6-in. X 8-in. tie-beams at each post, framed into posts; 2-in. X 7-in. rafters, spaced 24 in.
centres; 2-in. X 8-in. tie-piece, 4 ft. below ridge; 4-in. X 4-in. eave-braces, 3i-in. X 6-in. studdmg,

FREIGHT-HO USES.

2»5

and 2 in. X 6-in, nailers. Tlic roof is covered vvitli planed and matched i-in. spruce boards, covered
with slate laid on tarred felt binlding-paper. The outside of the building is sheathed with planed
and matched i-in pine or spruce boards, put on vertically, with bevelled or moulded battens, \ in. X
2 in. Flooring in the house and on the platforms is 2l-in. spruce or pine boards. The corner-boards
and casings are i-in. X s-in. pine; frieze, i-in. X 12-in. pine ; water-table, 2-in. X 5-in. pine; plank
enclosing platforms, 2-in. hemlock or spruce. Transom light over freight doors is stationary, 8 ft.
X 2 ft. 4 in. Doors in end of building, 2 in. X 2 ft. 10 in. X 7 ft. 6 in. Freight doors, one on front
and one on rear of building, are 8 ft. wide by 7 ft. high, made of two thicknesses of planed and
matched pine, i^ in. X 6 in., the inside layer vertical and the outside one diagonal, well nailed together
with clinch-nails, and hung overhead with barn-door hangers. The gutter along the eaves is 6 in.
deep, formed of galvanized iron, with 3-in. gahanized-iron down-conductors at each corner of the
building, extending down underneath the platform, and enclosed for 5 ft. above the platform with
2-in. plank protection-boxes. There are no windows or partitions whatever in this freight-house.
This design can serve as a very good example of a small, cheap freight-house for way-stations. A
building of this kind costs about $750.

ia^titxajxta»LKQ

Fig. 355. — Front Elevation. Fig. 356.— Cross-section,

Freight-houses at BrownuHnnt, Ziw., and at Gai/icsville, Tex., Gulf, Colo ra Jo cr= Santa Fc Rail-
road.— The standard freight-house of the Gulf, Colorado & Santa Fe Railroad, now part of the
Atchison, Topeka & Santa Fe Railroad system, as built at Brownwood, Tex., and at Gainesville,
Tex., designed by Mr. W. J. Sherman, Chief Engineer, G., C. & S. F. R. R., is a single-story frame
structure, 22 ft. X 106 ft., surrounded by high platforms on all sides, sheathed on the outside with
upright boards and battens, set on wooden blocks for foundations, and roofed with shingles on sheet-
ing. The interior is divided into an office, 16 ft. X 22 ft., and a freight-room, 90 ft. X 22 ft. The office
is ceiled on the interior, while the freight-room is left unceiled. The platforms on the front and the
rear of the building and at the end next to the office are 8 ft. wide. There is at the other end of the
building, as a continuation of the freight-room, a high open platform, 60 ft. long and 38 ft. wide. The
design of the exterior of this building and the details and materials used are practically the same as
in the freight end of the combination depot of the same railroad at Farmersville, Tex., described
and illustrated below in the chapter on Combination Depots. This freight-house can be recommended
on account of its cheapness and the simplicity of the design, and is especially adajited for pioneer
roads, or where a cheap but efficient siructure is desired.

Freigltt-Iiouse for Way-stations, Chesapeake &= Ohio Railway. — The freight-house design of the
Chesapeake & Ohio Railway, shown in Figs. 357 to 359, is a frame structure, 40 ft. X 25 ft., with

Fig. 357. — Friint F.i.fv\tion.

Fig. 358. — Cross-section,

2l6

BUILD /NGS AND STRUCTURES OF AMERICAN RAILROADS.

ffOOM.

T/Cf

a 7-ft. platform on all four sides. The interior is divided into a freight-room, 30 ft. X 25 ft., and an office,
10 ft. X 25 ft. The platform and the floor of the house are set about 4 ft. above the top of the rail.
The foundations of the building are posts, bedded on blocks in the ground. The bents of the building

are spaced 10 ft. apart. The posts are capped crosswise with lo-in. X
i2-in. sticks, spaced 10 ft. apart. The building-sill is 12 in. X 12 in. 'i"he
floor-joists are 3 in. X 12 in., spaced 18 in. centres, spanning 10 ft. The
floor is 2|-in. plank. The studding is 2 in. X 6 in., spaced 16 in. centres;
roof-rafters and tie-beams, 2 in. X 6 in.; plates, 6 in. X 6 in. The freight-
room has a large sliding freight door at the front and rear of the building.
The roof is a double-pitched roof, with hipped ornamental gables. The
iG. 359.— ROUND-PL N. Qufgj^g q[ (■]•,(. building is sheathed, partly with horizontal moulded weather-
boarding, and partly with upright ornamental boarding. The interior of the freight-room is ceiled
with i-in. rough boards for 5 ft. from the floor up.

Freight-house for Way-stations, Northern Pacific Railroad. — The freight-house design for way-
stations on the Northern Pacific Railroad, shown in Fig. 360, is a frame structure 24 ft. wide and

80 ft. long, or any other length that may be desired. At
one end 16 ft. is cut off for an office. The building is
surrounded by 12-ft. platforms on all sides; the floor of the
house is set 3 ft. iot in. above the top of rail. The plat-
form facing the track is extended, 16 ft. wide, along the
track each way from the building for any additional dis-
tance required by the business. The face of the platform is set 6 ft. from the centre of the track and
3 ft. 8 in. above the top of the rail. The building is sheathed on the outside with horizontal weather-
boarding, and roofed with shingles.

Freight-house for Way-stations, Northern Pacific Raiiroad. — The freight-house for way-stations
of the Northern Pacific Railroad, shown in Figs. 361 and 362, is a frame structure 46 ft. X 100 ft.

Fig. 360. — Persi'eciive.

Fig. 361. — Front Elevation.

long, or any other lengtli desired, surrounded by platforms on all sides. The platforms on the front
and rear are 10 ft. wide, while at each end of the building the platform is widened, with an incline

Fig. 362. — End Elevation anp CRnss-srcTioN.

leading up to it. There is a track along the front and rear of the building, the nearest rail of each
track being located 3 ft. 6 in. from the face of the platform. The jjlatform is set 3 ft. 8 in. above

FREIGHT-HO USES.

217

the top of the rail, aiul the floor of tlie house is 2.I in. higher. There is a small space, 14 ft. S(|uare,
partitioned off at one end of the building, for an ofifice. The outside of the building is sheathed
with upright boards and battens, and the roof is covered with shingles. The freight-doors are 7 ft.
wide, and are plain batten doors.

Standard Frame Frci^ht-hoiisc for Way-stations, Pennsylvania Railroad. — The standard freight-
house of the Pennsylvania Railroad, designed in 1886, shown in Figs. 363 to 365, ])lans for
which were kindly furnished by Mr. Wni. H. lirown. Chief Engineer, Pennsylvania Railroad, is a

rmiSH T

/fOOM

Fig. 363. — Front Elevation. Fig. 364.— End Elevation and Ckoss ."iECTioN. Fic. 365. — Ground-plan.

frame structure 24 ft. X 36 ft. 8 in., with a platform on all sides, the top of the iilatforni and the lloor
of the house being set 3 ft. 10 in. above the top of the rail. The interior of the building has an
8-ft. X i2-ft. space partitioned off for an ofifice. There is an 8-ft. X 8-ft. sliding-door at the front
and at the rear of the building. The platforms of the sides and rear are 6 ft. wide, and on the front,
facing the track, tlie platform is 8 ft. wide, extended for that width along the track for some distance
each way from the house. The foundations of the house are stone walls, 18 in. thick, set on yellow-
I)ine blocking below frost. The foundations of the platform consist of 8-in. X 8-in. yellow-pine
posts, set on blocking in the ground. The frame of the building is of hemlock, the roof-bents being
spaced 12 ft. apart. The corner-posts and posts under the bents are 6 in. X 8 in.; door-studs,
6 in. X 6 in.; intermediate studs, 4 in. X 6 in.; plates, 6 in. X 6 in.; sills, 6 in. X 10 in. Centre
girder running through house under floor, 12-in. X 12-in. white pine, spanning 12 ft. Joists, 3-in. X
12 in. hemlock, spaced 16 in. centres, s])anning 12 ft. Flooring, 2-in. yellow-pine rough plank.
Roof-sheathing, i-in. matched hemlock. Sheathing of outside of frame, i-in. white-pine boards
and battens. Roof-trusses, principal rafters, 6 in. X 6 in.; tie-beam, 6 in. X 6 in.; truss-braces,
4 in. X 6 in.; knee-braces, 4 in. X 6 in.; king-rod, J in. in diameter; purlins, 6 in. X 10 in.; ridge-pole,
4 in. X 10 in.; rafters, 3 in. X 5 in., spaced 24 in. centres. Platform roof projection, 6 ft., sup-
ported by brackets every 12 ft. The brackets, consisting of 6-in. X C-in. horizontal piece, 4-in. X
6-in. vertical piece, and 4-in. X 6-in. knee-brace, bolted to frame with a i-in. bolt, carry a 3-in. X
8-in. purlin. Roof-sheathing, i-in. matched hemlock. The roof is covered with slate or tin on felt
paper. The doors are made plain, battened on the back, hung on hinges for the office, and slid-
ing on 6-in. cast-iron sheaves on 1-in. X 4-in. wrought-iron ways for the freight-house. Window in
office, 3 ft. X 4 ft. 8 in. The transom-light over freight-house doors has a fixed sash of ij-in. white
pine, with J-in. round wrought-iron rods, spaced 6 in. apart in front of glass, as guards. The chimney-
flue is hung in the roof, projecting 2 ft. above the peak of the building, and capped with a 2-in. flag-
stone. The platform is reached by a jiair of steps opposite the office, and by an incline at one end
of the platform along the track. The face of the platform is sheathed with 2-in. X 15-in. yellow-pine
plank all around the building, cast-iron grates being inserted, so as to afford ventilation under the
house. The down-conductors are 2i-in. X 3J-in. galvanized iron. The office-door is 3 ft. X 8 ft., with
transom overhead. The interior of the building is 12 ft. 4 in. high in the clear from the floor to the
tie-beam. The interior of the office is lined and ceiled with i-in. white or yellow jiine worked boards.
The woodwork on the outside of the building is painted with two coats of ])aint of standard tints, the
interior of the office is finished in two coats of oil, and the inside of the freight-room has two coats
of whitewash.

2l8

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

StanJiirJ Brick Frcii^/if-/ioiisi; /<// Way stolions, Fi-nnsyhaiiia Railroad. — The standard luiik
freiglit-liouse for way stations of the Pennsylvania Railroad, designed in 1S85, shown in Figs. 366 to
369, plans for which were kindly furnished by Mr. Wni. H. Brown, Chief Engineer, Pennsylvania

Fig. 366.- Front Ei.evation.

Fig 367 End Elevajkin.

Raihoad, is a hrick structure, 25 ft. X 50 fl., with slate roof. A iilatlorni surrounds the building on
all sides, 6 ft. wide at eaeli gable-end, 5 ft. on the rear, and 6 ft. wide un the front facing the

Fig. 3OS.— Ckoss-siccrioN.

Fig. 369. — Ground-flan.

track. The 8-ft. platform on the front is extended along the track each way fioin the building for
some distance. The face of the platform along the track is 3 ft. 10 in. above the top of rail, and
the floor in the house is set 2 in. higher. The interior of the building has in one corner an office,
12 ft. 4 in. square in the clear, partitioned off by a 4-in. glass partition. The remainder of the build-
ing serves as freight- room. The office is entered by a small door from the outside of the building,
lu the front and in the rear of the building there is an 8-ft. X 8-ft. sliding-door leading to the freight-
room. The foundations of the building are 2-ft. stone walls around the outside, with two i6-in. cross
walls. The foundations of the platforms are Bin. X8 in. posts set in the ground below frost, on
yellow-pine blocking. The walls of the house are built of brick, 12 in. thick, with black joints. The
doors and windows are set in panels in the wall, which panels are arched over with flat segmental
arches. The roof-trusses are spaced about 16 ft. apart, and are built of hemlock timber, as follows:
tie-beams, 6 in.y6 in.; jirincipal rafters, 6 in. X 6 in.; truss-braces, 5 in. X 6 in.; wall-plates, 3 in. X8
in.; ridge-purlin, 5 in. X 8 in.; intermediate purlins, 5 in.X 8 in.; rafters, 3 in. X 5 in., spaced 2 ft.
centres; roof-sheathing, i-in. tongued and grooved hemlock sheathing, laid diagonally, and covered
with roofing-felt and 8-in. X i6-in. or 9-in. X iB-in. Lehigh roof-slates. The rafters project over the
platforms 6 ft. from the building, and are sup])orted by a 3J-in. •: 8-in. purlin, resting on ornamental
brackets, spaced about 15 ft. apart, 'i'lie jiitch of the roof is J,. Tiu- gable-ends of the building
above the platform roof are sheathed with ornamental shingles. 'I'he roof-cresting is of terra-cotta.
The chimney is of brick, with ornamental top, covered with a 2-in. stone chimney-cap. The roof
water is carried down at the corners of the building through 2f-in. X 3l-in. galvanized-iron down-
conductors, with cast-iron guard-boxes above the platform. The jambs of the freight-doors are
protected by 3-in. cast-iron guard-jilates, 3 ft. from the floor up. The face of the platform next
to the track is jilaced 3 ft. from the gauge-face of the nearest rail. The floor in the house consists
of 2-in. narrow worked yellow-pine jilank, on 4-in. X 12-in. white-pine or yellow-jiine joists, spanning

FREIGHT-HO USES.

219

15 ft., and liiidged with tliree rows of 2-in. X 4-in. bridging. The foundation-walls, whii li arc of
rubble masonry in lime mortar, have at each gable-end two 12-in. X i8-in. openings for ventilation,
which are closed by cast-iron grates. The platforms are floored with 2-in. narrow worked yellow-
pine plank, laid on 3-in. X 8-in. hemlock joists, spaced 16 in. centres, spanning 8 ft., with 8-in. X 8-in.
yellow-pine caps, resting on posts about 8 ft. apart. The height of the building in the interior is 13
ft. in the clear, and the height of the eaves of the platform roof above the platform is 10 ft. 3 in.
The platform is reached opposite the office by a set of steps, and there are inclines at the ends of
the platform along the track. In some sections a tin roof is adopted in place of a slate roof. The
exposed woodwork of the exterior is painted with two coats of paint of standard tints; the interior of
the office is finished in oil, and the freight-room is whitewashed with two coats.

Fici,i;lit-Iioiisc at New Hampton, Minn., Minnesota &• N art Ird>e stern Rai/ipad- The freight-house
of the Minnesota & Northwestern Railroad, at New HamjHon, Minn., shown in Figs. 370 to 372
is a frame structure, sheathed on the outside with horizontal weather-boarding, and roofed with

Fig 370, Front Elevation.

shingles. The standard freight-house is 30 ft. wide by any length desired, the length at New Hamp-
ton being 120 ft. At one end of the building there is an office 15 ft. X 30 ft., divided off from the
freight-room by a partition. A 6-ft. platform runs along the front of the house facing the track.

Ornce

Fig. 371. — Cross-section.

Fig. 372. — GROi'ND-rLAN.

At the eiul (il the building away from the office, the platform is extended 36 ft. wide for a distance
of 24 ft. An incline leads from the ground up to this platform extension, and at the office end of
the building the platform is reached by steps. The doors of the freight-room are sliding-doors,
7 ft. X 7 ft., hung inside the house, with 20-in. stationary transoms. The foundations of the build-
ing are timber posts, set in the ground on blocking. There are four lines of 8-in. X 12-in. sills run-
ning lengthwise with the building. On top of these there are 2-in. X 12-in. joists, spaced 16 in.
centres, spanning 10 ft. The floor is formed of 2-in. plank. The roof-bents are spaced 8 ft. 9 in.
centres. Studding, 2 in. X 6 in., doubled at the bents; plates, 2 in. X 6 in. Height from floor to tie-
beam, 8 ft. in clear. The roof-trusses have princi])al rafters, two pieces, 2 in. X 6 in.; tie-beam,
I in. X 10 in.; plank-braces, from 2 in. X 4 in., to 2 in. X 10 in.; roof-boards, \ in., covered with
shingles; purlins, 4 in. X 8 in., hung under principal rafters of roof-bents; ridge-piece, 2 in.Xio in.;
intermediate rafters, 2 in. X 6 in. The 6-ft. i)Litforni is carried on 8-in.X 8-in. posts, with 8-in. X 8-in.
caps, supporting five lines of 2-in. X lo-in. joists, spanning 8 ft. 9 in. The platform and floor of the
house is set 4 ft. above the top of the rail, and the face of the platform is sot back 6 ft. from the
centre of the track. The wagon road on the rear of the building is 3 ft. below the floor of the house.

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

Frcii^^lil-lioiisc al Gainesville, Fla., Saraiiiuili, Florida ^^ Western Railway. — The freight-house of
the Savannali, Florida & Western Railway at (iainesvillc, Fla., shown in Fig. 373, designed by Mr.

W. B. W. Ht)we, Jr., Chief F:ngineer, S., F. & W. Ry., is
a frame structure, 50 ft. wide by any length desired,
with an 8-ft. platform on each side of the building.
The outside of the building is sheathed with uj^right
boards and battens. The foundations of the sides of
the building are brick piers, while the intermediate floor-
girders in the building and the outside floor-girders of
the platform are supported Ijy posts bedded in the
ground. The building-sill is S in. X 12 in., and the
floor-girders in the interior of the house and at the face of the platform are 6 in. X 12 in. The floor-
joists are 3 in. X 12 in., spaced 24 in., spanning 12 ft. 6 in. The floor consists of 2-in. plank, the top
being set 4 ft. above the top of the rail. The building is 12 ft. high in the clear from floor to tie-
beam. The roof is carried by a set of posts at the centre of the l)uilding. The principal timbers

Fi''- 373.— Ckoss-section

X 9 in.; plates, 6 in. X 6
The freight-doors are 7

are, posts, 6 in. X 8 in.; tie-beams, 2 pieces, 2 in. X 6 in ; ridge-purlin,
in.; knee-braces, 2 pieces, 2 in. X 6 in.; rafters, 2 in. X 8 in., spaced 36
ft. wide by 9 ft. high, in pairs, built of i-in. X 6-in. frame, covered with J-in. narrow, tongued an-d
grooved boards, laid diagonally. The platform slopes 2 in. from the house down towards the track.
Terminal Freiglit-house at Jacksonville, Fla., Savannah, Florida is' Western Railway. — The
terminal freight-liouse of the SaVannah, Florida & Western Railway at Jacksonville, Fla., shown in
Figs. 374 and 375, designed by Mr. W. B. W. Howe, Jr., Chief Engineer, S., F. & W. Ry., is a one-

FiG. 374. — Front Elevation.

story frame structure, 50 ft. X 294 ft., sheathed on the outside with upright boards and battens, and

roofed with tin. There is a 6-ft. platform along
the track, and a 6-ft. platform at one gable-end
of the building. The building is divided by
cross partitions into seven rooms, each 42 ft. X 50
ft. Sliding-doors, 9 ft. X 9 ft., are spaced 28 ft.
centres along the front and the rear of the build-
ing. The interior is 13 ft. high in the clear from
floor to tie-beams. The roof-i)rojection over the
platform is 6 ft. wide, sup])orted by ornamental

brackets. The foundations of the building are

Fig. 375. — End Elevation and CuDss-sKcrioN. 1 ■ 1 • t^i 1 u- -n j • * j- .

brick piers. The building-sills and intermediate

floor-girders are 12 in. X 14 in., spanning 14 ft. The floor-joists are 4 in. X 12 in., spaced 24 in., and
spanning 12 ft. 6 in. The floor is 2-in. rough jilanking. The joists on the platform are spaced 4 ft.
centres, spanning 6 ft. The top of the platform is placed 3 ft. 10 in. above the top of the rail. The
frame is built of 6-in. X 8-in. posts, 3-in. X 4-in. studs and nailers, and 4-in. X 8-in. plates. The roof-
trusses are spaced 14 ft. centres, and are composed of 4-in. X 9-in. principal rafters; 4-in. X 9-in. tie-
beams; 4-in. X 5-in. truss-braces; 2?>-in. X 8-in. purlins, spaced 48 in.; truss-rods, | in. and i in.
in diameter: roof-sheathing, i-in. boards.

Terminal Freight-Itouse at Grand Street, Jersey City, N. J., Lehigh Valley Railroad.— The
terminal freight-house of the Lehigh Valley Railroad at Grand Street, Jersey City, N. J., shown in

FREIGHT-HO USES.

Figs. 376 to 379, dL-sigiicd and built in i8go under the direction of tile autlior, assisted by Mr.
Julius G. Hocke, Assistant Engineer, L. V.
R. R., and by Mr. E. D. I!. Brown, is a single-
story, L-sIiaped frame structure, sheathed on
the outside with galvanized corrugated iron,
and roofed with tin. The location is at the
junction of two important streets, (Jrand
Street and Pacific Avenue, the tracks being
parallel to Pacific Avenue, hence the neces-
sity for the design as selected. In order to
obtain more car frontage, covered platforms,
10 ft. wide, are run out from the freight-
house along the tracks, as shown on the ])lans. The freight-house is 50 ft. wide, and 171 ft. long on
the street frontage. The platform along the street is 6 ft. wide, and the freight-doors are 10 ft. wide
and 14 ft. high, in pairs, sliding into recesses each side of the door-opening. Along the track the side
of the house consists of sliding-doors hung alternately on two separate continuous rails, so that the
house can be thrown open at any jjoint. Attached to the freight-house is an office, 15 ft. X 23 ft..

Fig. 376. — End Elevation.

«=|:3:iJU_!L_IU:|

EiG. 377. — Cross-section.

built as an annex to the main building. The end of the building away fron'i the office is built so that
the house can be extended along Pacific .'Xvenue at any time without causing any serious changes.
The floor in the house is set 3 ft. 8 in. above the top of the rails of the tracks, and the face of the plat-
form is 2 ft. 9 in. above the wagon-road. The clear height in the house from the floor to the tie-beams
of the trusses is 16 ft. 9 in.

The foundations of the building are yellow-pine piles, spaced about 6 ft. ajiart in each bent, the
bents being spaced 10 ft. centres. The roof-trusses are spaced 20 ft. centres. The ])rinripal timbers
used are yellow pine, 12-in. X 12-in. caps; 4-in.Xi2-in. floor-joists; 12-in. X 12-in. building-sill; 3-in.
floor-i)lank; S-in. X 12-in. wheel-guard; lo-in. X 12-in. posts; 6-in. X 12-in. [ilates; 6-in. X 12-in.
bolsters; 6-in.Xio-in. knee-braces; door-lintels 6 in. X 8 in.; extra upper door-lintcl on track side of
house for second set of sliding-doors, 6 ih. X 14 in.; roof-brackets, 6 in. X 10 in.; false rafters on
roof-projection, 3 in. X 8 in.: purlin on roof-projection, 6 in. X 8 in. The roof-trusses art built of
white pine as follows: principal rafters, 2 pieces, 3 in. X 12 in.; tie-beams, 2 jjieces, 3 in. X 12 in.;
web-ties and struts, 2 in. X 10 in. Tiie roof-purlins arc 3-in. X lo-in. hemlock, covered by i-in.
tongued and grooved hemlock boards, roofed with tin on two layers of tarred roofing-felt. The out-
side of the building is covered with galvanized corrugated iron, the lower sheets being No. 20 gauge,
the upper sheets No. 26 gauge. The interior is lighted by fixed sash in the sides of the building and
skylights in the roof. The cornices, ridge-crestings, etc., are of galvanized iron.

Tcniiinal Frcii^ht-hotise at Newark, JV. /., Lehigh Valley Rail road. — The terminal freight -house
of the Lehigh Valley Railroad at Frelinghuysen Avenue, Newark, N. J., sliowu in Figs. 380 to 382,

222 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

FREIGHT-HOUSES. 223

designed and limit in 1S92 undei llie dirc<:lion of tlie author, assisted l.)y Mi. I'liilli|j H. Dewiuand
Mr. E. [). B. Brown, is a frame stnu:Liu-e, 87 f t. X 14S ft-> sheathed on the outside with galvanized

f-3^

Fig. 3S0. — Front Elevation.

corrugated iron, and roofed with tin. Two tracks enter the building in one pit, spaced excentrir, the
floor-space on the narrow side being for outgoing freight, and the floor-space on the other side being

Fic;. 381.— Cross SEcrioN.

for incoming freight. The site for this depot was limited to a lot with only 125 ft. front on
Frelinghaysen .\venue. There is an 8-ft. platform along .Mpine Street for incoming freight, and a
6-ft. platform along Frelinghuysen Avenue for incoming and outgoing freight. On the other side of
the building there is no platform, the width of the property not allowing one; but this was not
considered a serious detriment, as wagons bringing outgoing freight back up to the doors, and no
trouble is experienced, if the freight is moved away from the doors as fast as deposited. The front
of the building on Frelinghuysen Avenue is two-story, not only to add to the appearance of the

structure, but so as to give an office for the local freight
agent and his clerks, the office shown on the ground-
plan being intended for the receiving and shipping
clerks connected with business done on the floor of
the house more jiarticularly. The building is lighted
and ventilated by a clear-story with glazed sash,
every alternate sash being pivot-hung. The gable-end
of the building away from the ofifice is trussed
over, so that the house can be extended at any
time, if found desirable. Additional car frontage is
obtained by covered platforms extending for some
""" ■"""' distance along the tracks outside of the house. The

Fig. 382.— Ground-plan. ^qq^ ^f ti,g hg^gg jg ggj ^ ft. g in. above the top ot

the rails of the tracks, and the face of the platform is placed 2 ft. 9 in. above the street. The freight-

. /H8 '^l .

J»

• -MS • • •

(

; ''

0"<,

'"C

«.

r»

224

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

doors :ue lo ft. wide liy lo ft. high, hung in pairs, sliding each way from the door-opening. The roof-
bents are spaced i8 ft. centres.

The foundations are creosoted posts set in the ground on creosoted blocking. The principal
timbers are yellow pine, 12-in. X 12-in. caps; 4-in. X 14-in, floor-joists, spaced from 16 in. to 24 in.
centres; 3-in. floor-planks; 6-in. X 12-in. wheel-guard; 8-in. X 8-in. posts; 6-in. X 8-in. plates;
6-in. X 8-in. door-lintels. The roof-trusses are built of hemlock, of the dimensions shown on the
plans. The purlins and rafters are heinlock, 3 in. X 10 in., covered witli i-in. tongued and grooved
hemlock boards, roofed with tin on two layers of tarred roofing-felt. The outside of the building is
sheathed with galvanized corrugated iron, the lower sheets being No. 20 and the upper sheets No.
26 gauge. The cornices, ridge-crestings, finials, etc., are of galvanized iron. The freight-doors are
made of white-pine frames, covered with galvanized sheet-iron No. 26 gauge.

Terminal Freight-house at Richmond, Va., Richmond (sf Alleghany Rjilroad. — The terminal
freight-house of the Richmond & Alleghany Railroad, now the James River division of the Chesa-
peake & Ohio Railway, at Richmond, Va., shown in Figs. 383 and 384, designed and built in 1881

under the direction of the author, is a single-story
frame structure, 40 ft. wide by 500 ft. long, one half of
which length was enclosed and the balance built as an
open shed. There were two tracks along the rear of
the building, and one track ran into the open-shed por-
tion of the house. The street delivery takes place
along the front of the building. A two-story ofifice
building was located at the far end of the freight-
house. The building is sheathed on the outside
with horizontal and vertical ornamental boarding, and
roofed with slate. The foundations are on piles, as the
There is an 8-ft. platform along the street front, with

There is no platform on the

Fig. 383. — Cross-skction.

site is in the old James River Canal l)asin.

sliding freight-doors, spaced every 35 ft , along the side of the building

/~yfs/c^r /fooM

C0ti/T£O /^C/frrOfiM

Fig. 3S4. — Ground-plan.

rear of the building along the track, but the side of the closed portion of the house consists of doors
throughout, so that any part of this side of the house can be opened, and the posts, supporting the
roof-trusses every 11 ft. 8 in., are the only parts of the building that can interfere with loading or
unloading cars. There are two continuous overhead roller-tracks for the door rollers to run on, and
the doors in every alternate panel are hung on the same rail, so that any stretch of the house can be
opened at will.

Terminal Freight-house at St. Louis, Mo., St. Louis, Keokuk &= Nortlncestern Railroad. — In the
issue of the Railroad Gazette of Sept. 4, 1891, the following description is published of the new
freight-house of the St. Louis, Keokuk & Northwestern Railroad at St. Louis, Mo., designed by Mr.
G. S. Morison:

The south end of the building is to be so constructed as to give ample office ([uarters. These
are to be 38 ft. X 141 ft., and five stories in height, with a severely plain front, with brick walls, and
facing on the side street. On account of the incline along the front of the office, it is necessary to
build heavy retaining-walls around three sides, as the basement is to be used for storage. 'I'he main
floor is made up of 32-in. girders, 35 ft. 8 in. long, laid 9 ft. 6f in. centres, and arched in with brick or
hollow tiles. These girders are built up of 1-in. web, with 5-in. X 5-in.X|-in. angles top and bottom,
and will form a very stiff, solid floor. The lower basement floor is to be laid with concrete.

The main train-shed is 760 ft. long and 131 ft. wide, and spanned by an iron trussed roof, the
main centre panels being mostly 60 ft. centres. The north truss has a latticed bottom chord to brace

FREIGHT-HOUSES. 225

it against wind-pressure on that end of ihc building. These main trusses reach across the five tracks
only, and rest on heavy com|)Osite Z columns bolted down to concrete foundations running down to
rock bottom. These foundations are brought up to the platform level, and have bolts e.xtending down
into them 14 ft. The bolts are made U -shape, of 30-ft. rods, and sustain two jjieces of rails of about
8 ft. in length on the lower part of the U. The rails are connected near their ends by short rods
passing through holes drilled in the webs. It would seem that such a ])recaution as this against the
disturbance of the holding bolts should be more than sufificient to guard against any i>ossible pull
from the upper end.

To the main posts at some 8 ft. below the eaves of the centre span is built a shed roof on either
side, running down to a row of smaller posts built of Z-iron and plates, placed 20 ft. centres, and
between which the doors arc hung. Each 20-ft. panel contains a door (tlie full width of the panel)
balanced on weights, which are suspended in the hollow of the Z-posts. Over the doors are large
windows, so that when the door is down light may enter above, but on raising the door it shuts this
off. Allowance is also made for light and air between the main and side roofs by having alternate
frames set with slat ventilators and glass.

The five tracks extending the entire length of the shed are built on terraces, on an average slope
of I in 20 to conform to the grade of the street at the north end, and are laid 11 ft. centres, it being
the intention to load the three intermediate lines of cars through those on tlie tracks next the plat-
forms. Beyond the north end of the shed the platforms extend for 87 ft. out, and have each an ii-ft.
building at the inner end, and are also provided each with a 15-ton boom-crane having a 15-ft. swing.
These will be used for transferring all heavy material, and will be of great assistance in the saving of
time and labor on ordinary methods of loading. The need of such better facilities is being felt more
and more by the carriers, and there is the additional advantage of locating the appliances at the
general freight-house, in that frequently it may be better to unload part of the car by power, and at
the same time it would not pay to switch that portion of the load to another part of the yard in
order to reach the crane.

Inside the shed the platforms are furnished with Fairbanks scales of six tons capacity each, there
being 22 in all, 18 on the west or receiving platform, and four on the east or delivery side. Both
platforms throughout are built on the i to 20 slope, the receiving one being on the high side. When
completed it will be possible to throw open the whole of the house with tlie exception of one 20-ft.
panel on each side, so that every foot of floor-surface may be utilized to the best advantage. The
end, across the tracks, is supplied with a large lattice-work gate nicely balanced by weights in
pockets at the sides.

Tcniiinal Frdght-hoinf at Cincinnati, O., Chesapeake &• Ohio Railway. — The terminal freight-
house of the Chesapeake & (Miio Railway at the corner of Third Street and John Street, Cincinnati,
O., constructed during 1890, in connection with other terminal improvements at this point, is
illustrated and described in the issue of the Railway Revie^o of March 22, 1890. The approach
to the freight-house is on an elevated trestling. The main floor of the house is used for receiving
and delivering freight from Fourth Street, while a basement-floor is used for handling freight
from the elevation of Third Street and John Street. The fjeight is transferred from the cars down
to the basement, and from the basement up to the cars, by a large hydraulic elevator.

Single-story Terminal Freight-pier Shed at Jersey City, N. /., Lehigh Valley Railroad.— Ihi:
single-story terminal freight-sheds of the Lehigh Valley Railroad, on Piers "B" and "C" of the
freight terminus at Jersey City, N. J., described and illustrated in the issue of the Railroad Gazette of
September 4, 1891, shown in Figs. 385 and 386, designed and built in 1SS9 under the direction of the
author, assisted by Mr. Julius (1. Ho<:ke, Assistant F^ngineer, L. V. R. R., and by Mr. F:. D. B.
Brown, are frame buildings, 83 ft. wide, built on jiiers, 100 ft. wide and 600 ft. long. The sides of the
building are sheathed with galvanized corrugated iron, and the roof is covered with tin. Owing to
special local conditions governing the general layout of the terminus, the pier is built on an angle,
so that the building has skew ends, '{'here is one track running into the shed on each pier, and
another track running outside the shed on the south side of each pier. This arrangement is a com-
bination of an incoming and outgoing freight-iiier ; it gives a chance to ship or receive car-load freight
directly over the string-piece, while package freight with a probable short storage is stored in the shed.

226

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

The entrance-doors to the engine-track in the pit are steel roller-shutter doors. Four movable freight
inclines or gangways are provided on the north side of each pier, so that the inclines can be made to
follow the tides or be adjusted to suit any boat, whether light or loaded. The south side of the shed

II! I

next to the string-piece track is built with a continuous system of sliding-doors, hung alternately on
two different overhead rails, thus allowing any portion of the side of the house to be ojiened.

The top of the floor in the track-pits is placed 4 ft. above mean high-water, while the floor in the
sheds is placed 4 tt. higher. The trusses in the sheds give 18 ft. 8 in. clearance above the floor under

FREIGHT-BO USES.

227

them. The pile-bents are siiaced every 9 It., while the ujiper or shed bents are spaced every 18 ft.
The intermediate bents liave 21 piles, the main bents 23 jiiks per bent.

The principal materials used in the substructure of the single-story covered piers are as follows:
creosoted yellow-pine bearing and brace-i)iles, creosoted with 12 lbs. of dead oil of coal-tar per cubic
foot; creosoted yellow-pine, 12-in. X 12-in. caps, 12-in. X 12-in. outside stringers, 12-in. X 12-in. build-
ing-sills, two 8-in. X 12-in. outside range-limbers, creosoted with 10 lbs. dead oil of coal-tar per cubic
foot; untreated yellow-pine, 12-in. X 12-in. inside stringers and string-piece, 4-in. X 12-in. floor- joists,
two 8-in. X 12-in. track-stringers under each rail, and 3-in. floor-plank; 6-in. X 12-in. oak fenders, 14 ft.
long; 6-in.X 8-in. oak chocks between fenders, and oak cluster-piles at exposed corners. The super-
structure or shed is built of Southern yellow pine, lo-in. X lo-in. posts, 8-in. X 12-in. plates; hemlock,
4-in. X 6-in. intermediate studs, 3-in. X 6-in. nailers ; the outside sheathing is No. 20 galvanized
corrugated iron; the inside of the shed is sheathed to a height of 6 ft. above the floor with i-in. hem-
lock plank. Tiie roof -trusses are built of white pine of the following sizes: tie-beams, 2 pieces, 4 in. X
14 in.; rafters, 2 pieces, 4 in. X 12 in.; studs and ties, 2-in. plank from 10 in. to 12 in. wide; and hem-
lock purlins, 3 in. X 10 in., properly bridged. The lantern is built of hemlock frame, with white-i)ine
casings and sashes, the latter hung on centre pivots and operated with cords from below. The shed
is roofed with i-in. tongued and grooved hemlock boards, covered with tin laid on two layers of
single-ply rosin-sized building-paper.

Single-story Terminal Freight-pier Shed at Jersey City, N. J., Pniiisylvania Railroad. — The single-
story terminal freight-shed of the Pennsylvania Railroad on
York Street Pier, Jersey City, N. J., shown in Fig. 387, is
a frame structure, 77 ft. 6 in. wide by 417 ft. long, the pier
being 80 ft. wide. The shed is sheathed on the outside with
galvanized corrugated iron, and roofed with tin. There is
one track that runs into the building on one side of the pier.
The doors along the sides of the house are swinging-doors,
hinged at the top and swinging upwards when opened. This
freight pier is used as a steamship pier for one of the trans-
atlantic steamship routes, the track on the pier connecting
with the Pennsylvania Railroad.

Single-story Iron Terminal Freight-pier Shed at Ne7v
York, N. v., New York Central &" Hudson River Rail-
road.— The terminal freight-shed of the New York Central & Hudson River Railroad on
Pier No. 62, North River, at the foot of West Thirty-second Street, New York City, designed
by Mr. Walter Katte, Chief Engineer, N. Y. C. & H. R. R. R., assisted by Mr. G. H. Thomson,
Bridge Engineer, described and illustrated in the issue of the Railroad Gazette of March 1, 1889, is a
single-story iron building, 94 ft. wide and 493 ft. long. There is a track running into the house at the
centre of the pier. The pier substructure is 100 ft. wide. The roof is divided into three spans by
means of two iron posts in each bent. The centre span, forming a clear-story, is 36 ft. high in tlie
clear, and the side spans are 22 ft. high above the floor of the pier. There are seven large door-
openings on each side of the pier for transferring freight to or from boats, there being a fi.xed inclined
ramp at each door. The doors are closed by steel roller-shutter doors, the doors reaching down to
the foot of the ramp, so that the house can be closed completely. The frame, roof-trusses and purlins
are of iron throughout. The outside sheathing is galvanized corrugated iron, and the roof covering
is gravel roofing on spruce boards.

Double-story Terminal Freight-pier Shed at Jersey City, N. J., Lehigh Valley Railroad. — The
double-story terminal freight-sheds of the Lehigh Valley Railroad on Piers " G " and " H " of the
freight terminus at Jersey City, N. J., described and illustrated in the issue of the Railroad Gazette of
September 4, 1891, sliown in Figs. 388 to 392, designed and built in 1891 under the direction of the
author, assisted by Mr. Julius G. Hocke, Assis^nt Engineer, L. V. R. R., and by Mr. E. I). 15. Brown,
are frame buildings, 117 ft. 4 in. wide, built on piers, 120 ft. wide and 580 ft. long. The sides of the
building are sheathed with galv.inized corrugated iron, and the roof is covered with tin. Owing to
special local conditions governing the general layout of the terminus, the pier is built on an angle, so

Fig. 387. — Cross-section.

228

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

'■ L»

fci

J-n*

; 1

lll'li

\\\

III

lllll

ih"

tin~! ''''

FREI GHT-HO USES.

229

that the building has skew ends. There is one track running into the slied on each ])ier at tlie centre
of the shed. These piers are mainly intended for east-bound freight for which a certain amount of
storage has to be provided. There are two stories, the lower one giving 10 ft. clearance between the
bents, the upper one 8 ft. clearance at the bents, and more between them. The entrance-doors to the
engine-track in the ])it are steel roller-shutter doors. Four movable freight inclines or gangways are
provided on each side of the pier, similar to those on the single-story covered piers, described above.
Freight is transferred to or from the upper story by means of si.x Ruddell barrel and freight
elevators, shown in Fig. 392, operated by steam, arranged to carry barrels, bags, or package freight.
These elevators are admirably arranged, so that freight can be hoisted to the upper floor and taken
down from the upper floor to the lower story simultaneously, without stopping or reversing the

^'JV-a*/'^ .■-i'tt

Fig. 3go. — Cross-section.

engine. The machinery is equipped with safety appliances and automatic shut-off valves, so that
one man can attend to all the engines on the pier, as in case of an accident the engine is stopped
automatically.

By omitting the upper floor over the track-pit, the height of the building was reduced, while the
ventilation and lighting of the lower floor were greatly facilitated, and a heavy and costly girder con-
struction to carry the upper floor over the track.pit avoided — of course, however, with a certain loss of
storage space. The toj) of the floor in the track-jjits is 4 ft. above mean high-water, while the lower
floor in the shed is placed 4 ft.higher. The jiile-bents are spaced every 9 ft., while the upper shed-
bents are spaced every 18 ft. The posts supporting the upper floor are spaced every 9 ft. lengthwise
of the pier. The intermediate bents have 25 piles, the main or shed bents 37 piles per bent.

The principal materials used in the substructure of the double-story covered piers are the same
as specified for the single-story covered piers, described above. The superstructure or shed is built of
Southern yellow pine, 12-in.X 12-in. posts supporting upper floor and roof trusses; 12-in. X 12-in.
floor-girders under upper floor; 4-in. X is-in. floor-joists of upper floor, bridged between supports and
spaced about i8in . centres; 3-in. upper floor-])lank; and 6-in. X 12-in. plates; also hemlock, 4-in. X 6-in.
intermediate studs, and 3-in. X 6-in. nailers. 'I'he outside sheathing of shed is No. 20 galvanized

230

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

corrugated iron, and the inside is sheathed in both stories to a height of 7 ft. above the floor with i-in.
tongued and grooved hemlock. The roof-trusses, built as shown, consist of white pine, two pieces,
3-in. X lo-in., tie-beams; two pieces, 3-in. X lo-in., rafters; struts and ties, 2-)n. hemlock, from 10 m. to
12 in. wide, and 3-in. X lo-in. hemlock purlins. The side-trusses are tied across the track-well with
a 4-in. X lo-in. white-pine lie-beam, and the projecting parts of the upper floor next to the track-well

m —

\AAiA\AAAmiAAAAAtiA

^m^

Fig. 391. — LoNGrruDiNAL Section.

Fig. 3g2.— RuDDF.i.i. Barrki, and Frkii;ht Elevator.

are suspended from the roof and supported by knee-braces, as shown. The lantern is built of hem-
lock frame, with white-pine casings and sashes, centre hung. The shed is roofed with i-in. tongued
and grooved hemlock boards, covered with tin, laid on two layers of single-ply rosin-sized building-
payer.

Double-story Terminal Freight-pier Shed al Harsimus Cove, Jersey City, N. J., Pennsylvania Rail-
road.— The terminal freight-shed of the Pennsylvania Railroad on Pier No. 2, Harsimus Cove, Jersey
City, N. J., shown in Fig. 393, is a double-story frame structure, 120 ft. wide X 460 rt. long, sheathed

FREIGHT-NO USES.

231

on the outside with galvanized corrugated iron, and roofed with tin. There are two tracks entering
the house, near one side of the building, making a very good design for a combined ingoing and out-
going frtight-shed. The clear height of the lower story is 15 ft.

Fig 393. Cross-section.

DpiiHe-^tory Terminal Frcij^ht-pier Shed on Grand Street Pier, Jersey City, N. /., Pcnnsyl'oania
Railroad. — The freight-sheds of the Pennsylvania Railroad on piers at Grand Street and at Sussex
Street, Jersey City, N. J., shown in Fig. 394, are two-story frame structures, 125 ft. wide and about
500 ft. long, sheathed on the outside with galvanized corrugated iron, and roofed with tin. One track
enters the building near the centre of the house. The lower story has 16 ft. clear height. These piers
are used by transatlantic steamship lines, in connection with the Pennsylvania Railroad.

Fio. 3g4.— Cross-skction.

DoiiHe-story Terminal Freif^/it-fier S/ied at IVee/nnvken, N. /., West Shore Railroad. — The ter-
minal freight-house of the West Shore Railroad, built on a pier at Weehawken, N. J., in 1883,
described and illustrated in Mr. (Iratz Mordecai's book on "Terminal Facilities of the Port of New
York," is a double-story frame structure, sheathed on the outside with galvanized corrugated iron,
and roofed with tin. The building is 200 ft. wide and about 2000 ft. long. The clear height of the
lower story is 15 ft. 6 in., and of the upper story ti ft. 6 in. at the outside of the building. There are
two tracks entering the building at the centre of the house. The pier-bents are spaced 8 ft. apart, while
the bents in the house are spaced 16 ft. apart. The doors on the first floor are 11 ft. wide X 10 ft. 6 in.
high, with inclined fixed gangways, while the doors of the ujiper story are 7 ft. X 7 ft. The sub-
structure, or pier proper, is built on piles, capped with two pieces, 6in. X12 in.; 12-in. X 12-in.
stringers over piles, and 6-in. X 12-in. stringers between piles; track-stringers, 2 pieces, 7 in. X 12 in..

232

BUILDINGS AND STRUCTURES OF A AI ERIC AN RAILROADS.

under each rail, floor, 3-in. plank; posts, lower story, 12 in. X 14 in.; floor-girders, of second floor,
14 in. X 16 in.; knee-braces and straining-beams, 8 in. X 14 in.; floor-beams, upper floor, 12 in. X
16 in., and Sin. X 16 in., spaced 24 in., spanning 17 ft. 6 in.; rafters, 8 in. X 10 in., and 5 in. X 12 in.,
spaced 24 in., spanning 17 ft. 6 in.

Dcnible-story Terminal Freight-pier She J on Pier B, at Weehawkcn, N. _/., New York, Lake Erie
6^= Western Railroad. — The terminal freight-shed of the New Yoik, Lake Erie & Western Railroad
on pier B, Weehawken, N. J., described and illustrated in Mr. Gratz Mordecai's book on " Terminal
Facilities of the Port of New York," is a double-story frame structure, sheathed on the outside with
weather-boarding, and roofed with a gravel roof. The building is 70 ft. wide, and has a single track
running into it at the centre of the house. The clear height of the lower story is 15 ft., and of the
upper story 8 ft.

Double-story Terminal Freight-pier Shed at Weehawken, N. /., New York, Lake Erie cf Western
Railroad. — The double-story terminal freight-shed of the New York, Lake Erie & Western Railroad
at its freight terminus at Weehawken, N. J., designed by Mr. C. W. Buchholz, Engineer B. & B.,
N. Y., L. E. & W. R. R., shown in Fig. 395, consists of a frame structure, 97 ft. wide by about

pn in II \ tin rirs^ oil jiTTijii uu?

Fig. 395. — Cross-section.

750 ft. long, built on a pier in Hudson River. The outside of the building is sheathed with white-
pine horizontal siding, with ^inc casings around window and door openings. The roof is covered
with a tarred felt gravel roof. There is one track in the house at the centre of the pier. The feature
of this design is the use of iron beams and girders, to carry the floor of the second story, without a
break, across the track on the lower floor. The necessary strength is obtained by a heavy wrought-
iron plate-girder, which spans the track from post to post. The bents of the pier are spaced 10 ft.
centres; the bents of the roof and the bents supporting the second floor are spaced 15 ft. centres.
Freight is transferred to and from the upper floor hy means of barrel-elevators.

Single-story Terminal City Freiglit-pier Shed, at Pier No. 21, A^orth River, Neto York, N. Y., Neio
York, Lake Erie c^ Western Railroad. — The terminal freight-shed of the New York, Lake Erie &
Western Railroad for city freight on Pier No. 21, North River, New York City, described and illus-
trated in Mr. Gratz Mordecai's book on " Terminal Facilities of the Port of New York," is a single-
story frame structure, 100 ft. wide, sheathed with galvanized corrugated iron, and covered with a
gravel roof. The building is divided into two spans of 25 ft. each and a central clear-story span
of 48 ft. The trusses are wooden lattice, of a style much in use on the Erie Railroad.

Single-story Terminal City Freight-pier Shed, on Pier No. 27, North River, Neiu York, N- Y., Penn-
sylvania Railroad. — The terminal freight-shed of the Pennsylvania Railroad on pier No. 27, North
River, New York City, for city freight, shown in Fig. 396, built in 1885, is a single-story frame
structure, sheathed on the outside with galvanized corrugated iron, and roofed with tin. The roof-
trusses are combination trusses. The building is 73 ft. wiik- by 533 ft. long, and gives 20 ft. clear

FREIGHT- HO USES.

233

height in the interior. The principal timbers used are posts, 12 in. X 12 in.; plates, 8 in. X 12 in.;
principal rafters, 9 in. X 10 in.; purlins, 3 in. X 8 in.; rise of roof, \ of span.

, iTTTTinrTinrTT

Fig. 396. — Cross-section.

MH "'I pj-Tl STT pn IT
Fig. 397. — Cross section.

Single-story Trn/iiita/ City Fir is; /it ■pier SkeJ en Pier No. i, North River, New York, N. Y., Penn-
sylvania Railroad. — The terminal freight-shed of the Pennsylvania Railroad on Pier No. i, North
River, New York, N. Y., built in 1883 for city freight, shown in Fig. 397, is a single-story frame
structure, 63 ft. wide, sheathed on tlie outside with galvanized corrugated iron, and roofed with a
gravel roof. The clear height in the interior is 16 ft. The rise of the roof is \ of the span. The
doors are swinging-doors, 12 ft. high, hinged at the top and swinging inwards. The principal timbers
used are, posts, 10 in. X 12 in.; plates, 8 in. X 12 in.; bottom chords of roof-trusses, 2 pieces,
3 in. X 12 in.; principal rafters, 2 pieces, 3 in. X 12 in.; web-members, 2 in. X 10 in.

Another similar frame freight-shed of the same railroad company at piers No. 4 and No. 5, North
River, New York, N. Y., intended for delivery of city freight by teams entering the shed, has a span
of 77 ft., and a clear height of 18 ft. 6 in. in the interior. The rise of the roof is \ of the span. 'I'he
outside of the building is sheathed with galvanized corrugated iron. The roof is covered with
gravel roofing. The principal timbers used are: posts, 12 in. X 12 in.; plates, 6 in. X 12 in.; corbels,
6 in. X II in.; knee-braces, 6 in. X 8 in.; bottom chords of roof-trusses, 2 pieces, 3J in. X 14 in.; prin-
cipal rafters, 2 pieces, 3I in. X 12 in.; web-members, 2 in. X 13 in.; purlins, 3 in. X 7 in.

Single-storv Terminal City Freight-pier Shed, at foot of pyanklin Street, North River, New York,
N. Y., ]Vest Shore Railroad. — In the issue of Engineering News of November 21, 1S91, a descrip-

•ofBulKhtad:
m.l.t:

Fig. 398. — Elevaiion on West Street.

tion and plans are published of the new terminal of the West Shore Railroad at the foot of Franklin
Street, on North River, New York City. An important element of the terminal is the freight-shed

234

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

on the pier adjoining the feny-liouse, which stiiu tine is designed for city freight going from teams to
car-floats, and vice versa. The street elevation and the river elevation of the ferry and freight house
are shown in Figs. 398 and 399, the cuts having been kindly furnished to the author by the
Engineering Neivs.

Fig. 3gg.— Ei.KVATioN from River.

Standard Guano Warehouse, Savannah, Florida &^ Western Railicay. — The standard guano ware-
house of the Savannah, Florida & Western Railway, designed by Mr. W. B. W. Howe, Jr., Chief
Engineer, S., F. & W. Ry., shown in Fig. 400, represents a peculiar design for a special class of

freight, namely, guano, which is handled to a large
extent on the road mentioned. The house is 32 ft.
wide by any length required. It is intended to store
guano in bulk, the house being divided lengthwise
into a number of bins so that different shippers can
keep their stock in separate bins. The material
arrives by railroad, and is thrown or wheeled out of
the cars on to the platform along the face of the
building ne.xt to the track. From here it is jiut into
the stock-piles inside of the house. On the other side of the house is a wagon road, covered by a
projecting roof, under which wagons stand when being loaded. The process of loading consists of
throwing or wheeling the guano from the storage-pile in tlie house to a small platform along the rear
of the house next to the projecting roof. From here it is thrown by hand into the wagons standing
immediately below the roof projection.

Fig. 400. — Cross-section.

FLATI'OKAIS, I' LATFORAl-SHEDS, AND SHELTERS. 235

CHAPTER XVIII.

PLATFORMS, PLATFORM-SHEDS. AND SHELTERS.

Platforms have to be built along tracks at passenger and freight depots for the accom-
modation of passengers, and for facilitating the transfer of baggage and freight to and from
cars. There are low and high platforms ; the former are used more particularly for passen-
gers, and the latter for the freight business. At passenger depots the platforms are always low,
while at freight depots they are set invariably high. At combination depots the platforms are
either low, high, or low and high combined. At freight stations a short, high platform with an
incline or ramp at one end is frequently located at some convenient point in the freight-yard,
to facilitate the handling of machinery or heavy building materials to or from cars without
using cranes or travellers.

The height of passenger platforms and the distance of the face of the platform from the
track arc dependent on the location of the lowest step of the passenger-cars, and the clearance
required near the level of the track for the rolling-stock in use on the railroad. The platform
shoLdd be set close enough to the track, and at such a height, however, as to make it easy
and safe for passengers to step on and off trains. Where there is a track between the plat-
form proper and the track on which trains stop, the intervening track has to be jilanked over
at about the level of the top of the rails. Where, however, the platform is alongside of the
running track, it is customary to place the platform from 2 in. to 16 in. above the top of the
rail, and to set the face accordingly from 4 ft. to 5 ft. 6 in. from the centre of the track. The
length of a passenger platform is dependent on the average length of the regular trains stop-
ping at the station. At stations of minor importance with a small passenger business the
platform is only made the standard width near the depot, while the necessary total length of
platform is secured by narrow footwalks from 4 to 6 ft. wide, extending each way along the
track from the main platform. The width of a passenger platform is determined by the
volume of business to be expected. It shoiild be wide enough to accommodate passengers,
and leave room for standing baggage and for the passage of baggage trucks without serious
interference to passengers. In this connection attention should be called to the fact that
ample and convenientl}- arranged platforms, especially where covered and provided with
benches, will allow a smaller space to be allotted for waiting-rooms inside the passenger
depot. In summer, when the travel is usual!)- heaviest, the platforms will be occupied by
passengers in preference to the waiting-rooms. These remarks apply also more particularly
to passenger depots at suburban stations or pleasure resorts, where large crowds have to be
handled only at fixed times of the day, or during certain seasons. Passenger platforms
should be made never less than 12 ft. in width, and preferal)!}' more. Where there is a

236 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS

possibility that a single-track road might be double-tracked in the run of years, or a double-
track road have a third or fourth track eventually added, it is a wise provision to locate all
permanent structures along the road in such a manner as to admit of these improvements
being subsequently carried out without causing extensive changes. With this feature in view,
the width of a passenger platform in front of a depot building should be not less than 24 ft.,
so that in case an additional track is put through there will still be a reasonably wide
platform left. In locating passenger depots along a railroad it is desirable to place them
throughout on one side of the road, so far as possible, so that an extra track can be added at
any time with comparative ease. This is particularly tlie case if the passenger depots have
been placed back from the main track, as just outlined, and if freight depots, coaling trestles,
water-tanks, yards, freight sidings, and similar structures, that have to be located close to the
main track, are placed, where feasible, on the opposite side of the railroad from the passenger
depots.

The height of freight platforms above the rail is dependent on the height of the floor in
freight-cars and the height of the bottom of the swinging-doors, now extensively used on
certain classes of freight-cars. The aim should be to have the platform about the same level
as the car-floor, without interfering with the opening of the swinging-doors mentioned. Due
allowance should also be made for the settlement of the car-body with time, owing to the
wear of the springs and wheels, and a possible permanent set of the car-sills. An old rule
for height of freight platforms was to set the top 4 ft. above the top of the rail. Since the
introduction of swinging-doors, however, it is not safe to go over 3 ft. 10 in. The practice
to-day is to adopt from 3 ft. 8 in. to 3 ft. 10 in., preferabl)' the former figure.

Relative to the distance to place the face of a freight platform from the centre of the
nearest track, it can be said, that the platform should be located as close to the track as
possible, consistent with safety to passing trains, so that the open gap between the platform
and the side of the car is reducetl to a minimum. In track-pits in freight-houses this distance
can be reduced to 5 ft. 3 in., although 5 ft. 6 in. is desirable. Freight-platforms along a siding
are placed from 5 ft. 6 in. to 6 ft. from the centre of the track, wliile high platforms along a
main track or a fast-running track should be invariably placed at least 6 ft. 6 in., preferably
7 ft., from the centre of the track. High platforms should either overhang their supports along
the face of the platform, or else the space at the face of the platform between the floor and
the ground should be left open, if possible, so that an}- person getting caught between the
platform and a train can lie down between the track and the supports of the platform, or
else crawl under the platform. The length of a freight platform is dependent on whether the
platform faces a running track oif a local side track. In the first instance the platform need
not be much longer than the building, as cars in the train arc moved successively, as desired,
opposite the house. Where a freight platform serves to load or unload freight to or from
cars left standing on a side track along the freight-house, the platform frontage shoidd corre-
spond to whatever number of cars it is desired to reach without having to do any shifting.
Relative to the width of freight platforms, they vary from 6 ft. to 12 ft., while 8 ft. or 10 ft.
is the general rule. A very customary standard, however, is to have the platform 12 ft. wide
at the house, and to make the extensions along the track away from the house 8 ft. wide.

Combined high and low platforms are frequently used at combination depots. The most

PLATFORMS, PLATFORM-SHEDS, AND SLIELTERS. 237

generally adopted design is to have low platforms in front of and in the vicinity of the
waiting-rooms, while a high platform surrounds that end of the depot in wiiich the freight-
room is located. The passage from the low to the high platform near the centie of the front
of the building is made by means of an incline, so that baggage or freight on trucks can be
transferred convenient!}' from one to the other level. In other combination depots, especi-
ally where the package freight to or from passing freight-trains is light, while the passenger
business is important, the high platform in front of the freight-room is made narrower than
the low platform, so that there is a narrow, low platform between the high platform and the
track. This design offers the advantage that passengers can pass, and baggage can be
wheeled alongside the train on the low platform in front of the freight platform, while the
small amount of package freight to or from passing freight-trains is lifted or skidded across
the space between the car and the high platform.

The flooring material for a platform is dependent on the amount of trafific, the locality,
and the exposure to the elements that can be expected. A good flooring should be durable,
reasonably smooth for trucking, and not slippery. With the exception of platforms at
terminal and large local stations, wood is universally adopted in this country for the construc-
tion of platforms. In most sections of the country lumber is the cheapest material that can
be effectually employed for platforms, in addition to which the fact that the foundations of a
timber structure are more easily and cheaply built and maintained, especially on new made
ground, warrants the wholesale adoption of wooden platforms. For high freight platforms
its cheapness over a more substantial and permanent class of materials is undoubted. A
costly construction is also frequently not considered advisable, as subsequent changes and the
introduction of additional facilities, especially on a new line, might cause existing platforms to
be changed or modified. At terminal depots or large local depots the requirements are
usually more closely defined, and a more permanent construction is desirable and indicated,
especially as the necessity for making frequent repairs is more objectionable. The repair
account of a railroad for the maintenance of wooden platforms is quite heavy, but, for the
reasons given above, the use of such platforms, especially for high freight platforms, will have
to be considered as good practice in the majorit)' of cases.

Wooden platforms are clieap to build in the first instance, and repairs or alterations are
easily made by the usual road force and with the class of materials kept in stock by the road
department. Wood is more comfortable for passengers to stand on than other flooring
materials. It is comparatively smooth for trucking purposes, and, unless grease and oils are
handled carelessly, can be kept fairly clean. Wooden platforms .should be left open under-
neath so as to afford ventilation around the timbers, and decrease the tendency to dry-
rot. Where wooden platforms are to be bedded on mud-sills in the ground, it will
prove advantageous to creosote the timber, or else to adopt a more durable foundation
material. The flooring-planks are frequently laid with an open space between them to
allow for the swelling of the timber when wet, and also offering better drainage. This is
all right for freight platforms, where the planks are heavy, but on passenger-platforms the
planks should be laid close so as to prevent small articles dropped by passengers from being
lost through the crevices. A tight floor on passenger platforms is also desirable, so as to reduce
upward draughts through the floor, which is objectionable for passengers. All timber floors

23& BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

are laid with a pitch towards the track to give better drainage, the grade being usually I in.
in 5 ft. to I in. in 7 ft. for passenger platforms, and about i in. in 4 ft. for freight platforms.
Freight platforms shouki be floored witli 2T}-in. to 3-in. oak planks, and passenger platforms
with 2-in. oak or yellow-pine boards, the oak being preferable, if the platform is exposed to
the weather.

Other classes of flooring materials, in addition to timber, are stone paving, stone flagging,
asphalt, tiles, and " Granolithic" paving. Stone forms a very durable and good floor, but it
requires a solid foundation, which cannot always be obtained without considerable expense.
Paving-stones cost considerable when dressed and laid so as to make a smooth enough sur-
face for trucks to run on easily. Stone flagging, in localities where it can be obtained readily,
forms a first-class and comparatively cheap floor, provided the flagstones are large and well
bedded. Asphalt forms a very smooth floor, but it is easilj- worn by truck-wheels, and in
summer, if exposed to the sun, becomes very hot and uncomfortable for passengers. Tiles
work loose easily, and hence a tile floor will seldom be found perfect. Granolithic paving is
used very extensively for passenger platforms at important stations. It consists of a very
fine grade of granite concrete with Portland-cement top-dressing, that presents a very hard,
smooth, and durable surface.

Relative to the cost of different classes of flooring materials, it can be said, that, so far
as first cost is concerned, a timber floor is the cheapest, and especially so for a high freight
platform. Stone flagging is in some sections of the country nearly as cheap as timber
flooring, particularly if the foundation is good, and does not require expensive preparation.
The cheaper grades of asphalt flooring are about as costly as .stone flagging, while the better
grades and heavier-built floors of asphalt cost considerably more. Paving-stones, if dressed
smoothly and laid properly, cost more than flagging and asphalt. Granolithic paving is
usually the most costly, but it is one of the best known pavements for platforms at important
stations. While prices vary in different localities, the comparative cost of different classes of
flooring materials per square foot, according to the design adopted, can be placed as follows:
timber, 10 to 20 cents; stone flagging, 15 to 25 cents ; asphalt, 15 to 30 cents; stone paving,
25 to 40 cents.

Platforms are generally covered to a more or less extent by shed roofs. Immediately
along the side of the depot building the platform covering consists of the roof overhang, but
away from the building, or where the platform is wide, the roof is usually supported by a
wooden or iron-column shed construction. The usual construction is to have two posts in
each bent, unless the space to cover is very wide, and in that case a special girder is thrown
from post to post in preference to introducing more columns. The post nearest the track
should never be set closer than 6 ft. to the side of the car-body. It is customary in a number
of designs to arrange the platform roof with a very large overhang over the rear of the plat-
form, so as to protect passengers while passing to or from vehicles in stormy weather. One-
legged sheds, that is, platform roofs supported on one post at each bent, as shown, for
instance, in Fig. 413, can be used to good advantage in a great many cases, producing in
addition a unique and pleasing effect. Platform-sheds arc built of iron or wood, or a com-
bination of both. The roofing is usually tin, shingles, or tarred felt. The design of the
platform-sheds connected with a depot offers one of the best opportunities to produce a

PLATFORMS, PLATFORM-SHEDS, AND SHELTERS 239

picturesque and handsome appearance of an otherwise square and bleak-looking building, and
it merits, therefore, careful consideration, and relatively as much study as any other detail of
the ilepot structures.

While on this subject it can be said tliat overhead passenger foot-bridges connecting
opposite sides of a railroad can be designed with very little extra trouble and expense, so as
to produce a most pleasing and harmonious effect with the rest of the depot structures, and
add materially to the attractiveness of the station.

In connection with platform-sheds the subject of shelters should be considered, as these
structures are simply short covered sections of a platform, so as to protect passengers from
the weather while waiting for trains. Shelters are also used on double-track railroads with a
heavy passenger travel to afford shelter for passengers waiting for trains or alighting from
trains on the opposite side of the main tracks from the passenger depot, so as to avoid the
dangerous features of passengers having to cross one main track in going to or leaving a train
on the other main track. A fence is frequently built at such stations between the main
tracks, and passengers cross to the shelter from the main depot platform on an overhead
bridge, or through a tunnel or subway, or through gates in the fence opened by the station
guards at the proper time. These precautionary measures for avoiding accidents in handling
large crowds at suburban, city, or excursion stations on double-track railroads are absolutely
necessary.

Shelters are also used at small flag-stations, where the business does not warrant a depot
or an agent. The shelter affords protection to passengers from the weather or the heat of
the sun while waiting for trains.

After above general remarks, the following descriptions of platforms, platform-sheds, and
shelters, in actual use on railroads in this country, will serve to illustrate the subject further.

Platforms for passengers and for freight, of the dimensions and designs as described below, are
in use on the following railroads:

Lmo Platform, Pottsvillc Branch, Lehigh Valley Railroad. — At the flag-stations of the Pottsville
branch of the Lehigh Valley Railroad the platforms are 8 ft. wide in front of the building, and set

11 in. above the top of rail and 4 ft. 6 in. from the centre of the track.

Lo7ci Platform, Northern Pacific Railroad. — The low platform in front of combination depots
and of flag-depot with dwelling, of tlie Nortliern Pacific Railroad, is 12 ft. wide, and is set 16 in. above
the top of rail and 6 ft. from the centre of the track. The rise in the width of the ])latform is 2I in.
There are two steps leading from the platform down to the level of the track.

Lo7c< Platform at Flag-depot with Dwelling, Pennsylvania Railroad. — The low ])latform in front
of the two-story frame flag-depot, with dwelling attached, of the Pennsylvania Railroad, is 12 ft. wide,
extended 8 ft. wide each way from the l)uilding, and is set 8 in. aliove the toj) of rail and 4 ft. 6 in.
from the centre of the track.

Low Platform at Flag-depot, Philadelphia &^ Reading Railroad. — The low platform in front of
the flag-depot at Tabor, Pa., on the North Pennsylvania branch of the Philadelphia & Reading.
Railroad, is 10 ft. wide, and set 9 in. above the top of rail and 5 ft. 6 in. from the centre of the track.

Loii.< Platform, Minnesota ^^ Northwestern Railroad. — The low platform used at local passenger
depots and combination depots on the Minnesota & Northwestern Railroad is 14 ft. wide, and set

12 in. above the top of rail and 5 ft. from the centre of the track, with a rise of 2 in. in the width
of the jjlatform.

Lo7i' Platform at Ci'inhiiialion Depots, ]Val>ash, St. Louis is' Pacific Railway. — Tlie low platform

240 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

in front of combination depots of the Wabash, St. Louis & Pacific Railway is set 4 in. above the
toj) of rail, and 4 ft. from the centre of the track, with a rise of \ in. per foot.

Low Platform at Combination Depots, Union Pacific Liailway. — The low platform at combination
depots, with living-rooms attached, of the Union Pacific Railway, adopted in 1886, is set 14 in. above
the top of rail and 5 ft. 3 in. from the centre of the track, with a rise of -/j in. per ft.

Lo'iO Platform at Combination Depots, Burlington, Cedar Liapids &" Northern Railway. — The low
platform in front of the combination depots of the Burlington, Cedar Rapids & Northern Railway
is 12 ft. wide, and is set 16 in. above the top of rail and 5 ft. 6 in. from the centre of the track, with
a rise of 2 in. in 12 ft.

Low Platform at Local Passenger Depots and Combination Depots, Pennsylvania Lines JFest of
Pittsburg, Southwest System. — The low platform in use on the Pennsylvania lines west of Pittsburg,
Southwest System, is 16 ft. wide in front of the depot building, reaching within 4 ft. 6 in. of the
centre of the track, and set 8 in. above the top of the rail.

High Platform at Local Freight-house, Northern Pacific Railroad. — The high platform in front of
the local freight-depots of the Northern Pacific Railroad is 10 ft. wide, and set 3 ft. 8 in. above the
top of the rail and 5 ft. io| in. from the centre of the track, wdth a 2i-in. rise in 10 ft.

High Platform at Local Freight-house, Minnesota •^ Nort/mvstern Railroad. — The high platform
in front of local freight-houses of the Minnesota & Northwestern Railroad is 6 ft. wide, and set 4 ft.
above the top of rail and 6 ft. from the centre of the track.

High Platform at Freight-house at Gainesville, Fla., Savannah, Florida &' Western Railway. — The
high platform of the freight-house at Gainesville, Fla., on the Savannah, Florida & Western Railway,
is 8 ft. wide, and is set 3 ft. 10 in. above the top of rail.

High Platform Terminal Freight-house, at Jersey City, N. J., Lehigh Valley Railroad. — The high
platform in terminal freight-houses on piers at Jersey City, N. J., of the Lehigh Valley Railroad, are
set 3 ft. 8 in. above the top of rail, and 5 ft. 6 in. from the centre of the track.

High Platform Terminal Freight-house at Weehawken, N. J., New York, Lake Erie &' Western
Railroad. — The high platform in the terminal freight-house on pier B, at Weehawken, N. J., of
the New York, Lake Erie & Western Railroad, is set 3 ft. 8 in. above the top of rail and 6 ft. from
the centre of the track.

High Platform at Combination Depot, at Hill lard, Ga., Savannah, Florida iS?^ Western Railway. —
The high platform in front of the freight depot of the Savannah, Florida & Western Railway, at
Hilliard, Ga., is 10 ft. wide, and set 4 ft. above the top of rail, and 6 ft. 6 in. from the centre of the
track.

High Platform at Local Freight Depots, Pennsylvania Railroad. — The higli platform in front of
small local freight depots of the Pennsylvania Railroad, facing the track, is 8 ft. wide, and is set 3 ft.
10 in. above the top of rail and 5 ft. 6 in. from the centre of the track, the rise in the width of the
platform being 2 in.

High Platform at Combination Depots, Cincinnati Southern Railiaay.— The platform in front of
combination depots of the Cincinnati Southern Railway is generally 12 ft. wide, and is set 3 ft. 8 in.
above the top of rail and 6 ft. from the centre of the track.

Combined High and Lo7C' Platform at Combination Depots, Kansas City b" Emporia Railroad. — The
combination depot of the Kansas City & Emporia Railroad has a high and low platform. The low
platform is set 12 in. above the top of rail and 5 ft. 1} in. from the centre of the track. The high
platform is set 3 ft. S in. above the top of rail, and 5 ft. i\ in. from the centre of the track.

Standard Platforms, New York, Pennsylvania &• Ohio Railroad. — The standard passenger or
low platform adopted by the New York, Pennsylvania & Ohio Railroad, plans for whicli were
described and illustrated in the issue of the Railroad Gazette of July 17, 1885, consists of a timber
platform on stone or brick piers, the piers being generally spaced 12 ft. apart lengthw'ise of the plat-
form. The platform starts 24 in. from the rail, or 4 ft. 6 in. from the centre of the track. The face
is set 10 in. above the top of rail, and from there the platform rises, away from the track, at the rate
of I in. in 9 ft. The floor consists of 2-in. plank laid crosswise of the platform, and supported by
3-in. X 8-in. fioor-joists, spaced 16 in. centres, spanning 12 ft. generally. The joists are supported by

PLATFORMS, PLATFORM-SHEDS, ANT) SHELTERS.

241

caps, 6 in. X 10 in., resting on piers spaced about S ft. centres. The standard low platform in front
of a passenger depot is shown to be 18 ft. wide.

The standard freight and passenger platform combined, — in other words, a low and high platform
combined, — described and illustrated in the same issue of the Railroad Gazette mentioned above,
has a high platform 6 ft. wide and 4 ft. 3 in. above the top of the rail in front of the house, while a
low platform is inserted between the high platform and the track. The low platform is 6 ft. wide,
the face of it starts 4 ft. 6 in. from the centre of the track, and it is 10 in. above the top o£ rail.
The low platform is formed of 2-in. plank, on 3-in. X 8-in. joists, resting on 6-in. X lo-in. caps. The
high platform is formed of 2-in. plank, on 3-in. X 12-in. joists, spaced i6-in. centres, supported on
6-in. X lo-in. caps.

Passenger Platform, Northern Pacific Railroad. — The platform design for passenger platforms,
adopted by the Northern Pacific Railroad in 1884, shows a 12-ft. platform 16 in. above the top of
rail, with two steps leading down in front of it, to the level of the track. The face of the ])latform
is set 3 ft. 6 in. from the gauge face of the nearest rail, or 5 ft. loi in. from the centre of the track.
The platform rises at the rate of zh in. in the width of 12 ft. The floor consists of 2-in. rough plank,
laid crosswise of the platform, on 3-in. X lo-in. joists, spaced 24-in. centres, and spanning 8 ft. The
support of the joists are bents, spaced every 8 ft. lengthwise of the platform, consisting of 8-in. X 8-in.
caps, each cap supported by three 8-in. X 8-in. cedar posts, set in the ground on cedar blocking.

Standard Platforms, West Shore Railroad. — In Fig. 401 are shown the standard high and low
platforms adopted for the West Shore Railroad in 1888 by Mr. Walter Katte, Chief Engineer, de-
signed by Mr. J. D. Fouquet, Engineer and
Architect, N. Y. C. & H. R. R. R. and West
Shore R. R. Two causes led to the revision of
the standards previously in use, namely, refrig-
erator-cars had been introduced with swing-
ing-doors, and allowance had to be made for
the settlement of the car-body with time, owing
to the wear and deflection of the springs, so
that the doors, when opened, would clear high
platforms. On the other hand, a snow-plough
was introduced on the road, 10 ft. i in. wide, at
a point 4f in. above the toj) of the rail. The
standard low or passenger platform starts 5 ft. '^'°- 40i.— Cross-section.

3 in. from the centre of the track, and is, at this point, i^ in. above the top of rail. The pitch of
the platform is ascending away from the track at the rate of i in. in 3 ft. The standard high or
freight platform starts 5 ft. 6 in. from the centre of the track, and is, at this point, 3 ft. loA in. above
the top of rail. The platform ascends away from the track at the rate of i in. in 4 ft.

Platform-shed and Shelter for Passenger Stations, Pennsylvania Liailroad. — The passenger plat-
form-shed, adopted by the Pennsylvania Railroad very generally, shown in Fig. 402, consists of

trestle-bents, spaced about 18 ft. apart, supj)orting an
unsymmetrical, double-pitched roof. Each bent has two
ornamental posts, spaced 8 ft. apart, and the roof projects
on the track side 6 ft. 9 in. beyond the nearest post. The
eaves of the roof are 9 ft. above the platform, and the ridge
is 14 ft. aljove the platform. The principal timbers used
are 5-in. X 5-in. ornamental posts; 5-in. X s-in caps; 5-in. X
9-in. purlins; 2-in. X C-in. rafters, spaced 2 ft. centres; i-in.
roof-boards covered with tin.

This design of roof is also used very extensively by the

Pennsylvania Railroad for shelters, in w-hich case three sides

of the space occupied by the roof are enclosed with studding

The front towards the track is left open. According to the local

Fig. 402. — Cross-section.

sheathed on the outside with boards.

242

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

requirements, tliese slielters in some cases have windows, and are also frequently ceiled on the inside
with tongued and grooved boards, and finished and painted very neatly.

Platfon/i-shcd, I'liiladelphia &" Readiii;:; Railroad. — The passenger platform-shed of the Phila-
delphia & Reading Railroad, shown in Figs. 403 and 404, consists of bents spaced 10 ft. apart

_^.wmT^.>.

Fig. 403. — End Elevation.

Fig. 404. — Front Elevation.

lengthwise of the platform, each bent having two posts, spaced 8 ft. centres, as shown. The shed is
roofed with tin. The finials, ridge-cresting, and board knee-braces, together with the ornamental
finish of the posts, causes the structure to present a very striking and handsome appearance.

Platfonn-shed for Passenger Depot, AUentowii, Pa., Lehigh Valley Railroad. — In Figs. 405' and

Sfesi

Fig. 405. — Cross-section.

Fig. 406. — End Elevation.

406 is shown a style of passenger platform-shed, designed l)y the author for a passenger depot of
the Lehigh Valley Railroad at Allentown, Pa. The platform is 20 ft. wide, the posts are spaced 9 ft.
6 in. centres, the nearest post to the track being spaced 6 ft. 6 in. from the face of the platform.

Platform-sheds at Atlantic City, N. J., Philadelphia or Reading Railroad. — In Fig. 407 is shown
a section of the platform-sheds in use at the terminal depot of the Philadelphia & Reading Railroad
at Atlantic City, N. J. The symmetrical roof is used for platforms between tracks, while the unsym-

FiG. 407. — Cross SECTION.

metrical roof is used where there is a track on one side of the platform and a road on the other side.
The illustration is copied from the Raihvay Review of May 10, 1890, in which issue the depot is fully
illustrated and described.

Platform-shed at Passenger Dtpol, Rve, N. V.. Neic York, New Haven S^ Hartford Railroad. —
The covered platform-shed of the New York, New Haven eSj Hartford Railroad at Rye, N. Y., shown
in Figs. 408 to 412, published by permission of The Engineering Record, illustrated and described in
the issue of The Engineering Record o{ November 23, iSSg, is a two-legged platform-shed, with bents
spaced 20 ft. centres. The jiosts in each bent are siiaced 10 ft. centres. The roof projection in the

PLATFORMS, PLATFORM-SHEDS, AND SHELTERS.

243

rear of the building is 10 ft. be)'ond the post, so as to allow carriages to stand alongside the [jlatform
under cover. The foundations of the posts are stone blocks, 2 ft. square at the base, 18 in. square at
the top, and 3 ft. deep, bedded on a suitable foundation. The principal timbers used are, posts, 6:^

CKOSS SccTior^

Platform _ AND Cover Shed

Passenger Station at Rye^N.Y.

N.Y.N. H.XH.R.R.

»- ''-".' H

fct/A/lMr/OA/ SrOM£

Figs. 40S to 412. — Cross-sectton, Longitudinal Section, and General Plan of Sued, and Plan and

Cross-section of Column Pedestal.
(By permission of The Engineerini; Record.^

in. X 6i in.; plates, 6]- in. X 8 in.; principal rafters, 6^ in. X 8 in.; purlins, s| in. X 2% in.; roof-
boards, t in. The length of covered platform on each side of the tracks is 250 ft.; the total length
of platform is 500 ft. on each side of the tracks.

Platform-sheds, Union Depot, Kansas City, Mo. — In Fig. 413 is shown a section across the
tracks at the Union Passenger Depot at Kansas City, Mo., copied from the issue of the Railroad
Gazette of June 21, 1878. The peculiarity of this design consists of the use of one-legged iron plat-
form-sheds over the platforms between the various groups of tracks and running parallel with the
main depot building, thus avoiding the construction of a large and costly train-shed. The platform-

Fig. 413. — Ckoss-section.

sheds between the different tracks are connected at several points, across the tracks, by large spe-
cially designed roofs, which span the tracks from platform to platform. In this way, passengers can
go to or from trains practically under cover by using the covered cross-passages to or from the plat-
form-sheds proper.

244- BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

Shelter for Horses and Carriages at Germantoivn Junction, Pa., Pennsylvania Railroad. — The

Fig. 414. — Front Ele\'ation.

-sE^

Fig. 415. — E.N'D Elevation.

Fig. 416.— Cross-section.

T 1

design for a shelter for horses and carriages at Germantown Junction, Pa., on the Pennsylvania Rail-
road, designed by Mr. Wm. H. Brown, Chief Engineer, P. R. R., shown in Figs. 414 to 417, is a

frame structure with unsymmetrical, double-pitched roof, supported
by bents, spaced 10 ft. centres, each bent having two posts, spaced
10 ft. centres. I'he shelter is enclosed on three sides, being 10 ft.
deep and 40 ft. long. The principal timbers used are, 6-in. X 6-in.
ornamental posts; 6-in. X 6-in. caps; 2.1-in. ornamental board knee-
braces; 6-in. X 8-in. purlins; 3-in. X 8-in. ]nirlin on the projection;
2-in. X 6-in. rafters, spaced 24 in. centres; i-in. roof-boards, covered with a tin roof.

This style of roof and structure can be used, with slight modifications, for shelters for passengers
and also for [ilatform-sheds.

Shelter, Norfolk is' Western Railroad. — The standard shelter of the Norfolk & Western Railroad,
shown in Figs. 418 to 420, is 25 ft. long by 10 ft. wide, enclosed on three sides and open towards
the track. A bench runs around the interior. There are two windows in each gable-end of the house.

Fig. 417. —Ground Plan.

Fig. 418. — Front Elevation.

Fig. 419. — End Elevation.

The outside of the building is sheathed with weather-boarding, and roofed with shingles. The prin-

P^_^^_^^___ cipal materials used are, 6-in. X 6-in. posts; 2-in. X 4-in. studs; 2-in. X 4-in.

f ( ^ I purlins; 2-in. X 4-in. gable frame; 2-in. X 6-in. struts; 2-in. X 7-in. rafters;

I j 2-in. flooring; i-in. siding and roof-boards; i-in. seats; 2-in. X 2-in. seat-legs;

*^ y 2-in. X 7-in. ridge-pole; 2-in. X 8-in. floor-beams; 4-in. X 6-in. sills; \-m. X

Fig. 420.— Ground-plan. (^.\y^ casings; ij-in. wash-boards; 2-in. X 12-in. cresting; 2-in. curved
brackets. The cost of tne house erected complete is stated to be about $300.

Shelter, Philadelphia, Wilmington 6^ Baltimore Railroad. — The design of an ornamental frame
shelter with tin roof of the Philadelphia, Wilmington & Baltimore Railroad is illustrated in the issue
of the Railroad Gazette of Feb. 20, 1875.

PLATFORMS, PLATFORM-SHEDS, AND SHELTERS.

245

Shelter and Overhead Foot-bridge at Bedford Park, N. Y., New York Central &-' Hudson River
Railroad.— 'V\\e shelter and overhead foot-bridge of the New York Central & Hudson River Railroad
at Bedford Park, N. Y., illustrated in Fig. 421, taken from the issue of the Railroad and Engineering

W^S^^^^^^^^^^^^^S^^^^^

Fig. 421. — Perspective.

Journal, Vol. LXVL, No. 2, the original plate having been kindly furnished to the author by tlie
editor of the Railroad and Engineering Journal. The description in the ])ublication mentioned is as
follows:

Bedford Park is one of the prettiest of the recent suburban settlements around New York ; it is on the
west side of the Harlem Railroad, just above the old village of Fordham, while on the east side of the road
is the new Bron.x fiivcr Park, owned by the City of New York. The station is on the west side of the rail-
road, which has at tiiat point four tracks, the two outer ones being used by the local trains, which stop at the
station, and the two inner ones by express trains. The north-bound platform being on the east side of the
tracks, a bridge was necessary to enable passengers to cross in safety, and one has been built which harmo-
nizes well with the station and its surroundings.

The bridge is a single span of 60 ft. ; the two plate-girders are supported on two columns at each end.
The girders, which are spaced 8 ft. 6 in. apart between centres, form the railings, and the floor is carried on
the lower flanges. The stairways on either side are supported by cast-iron columns. Tiie bridge itself and
the stairways are covered by a roof of ornamental design, carried on light iron columns.

This station, it will be noticed, is fenced in, and fences are placed to prevent persons from crossing the
tracks on a level. This is the general practice followed on the Harlem line at the suburban stations.

246 BUILDINGS AND STRUCl'URES OF AMERICAN RAILROADS.

CHAPTER XIX.

COMBINATION DEPOTS.

Combination Depots are used on railroads at local stations of minor importance, where
the amount of freight or the volume of the passenger business does not warrant the construction
of a separate freight-house or a separate passenger depot. In other words, a combination depot
is a combination of the freight and passenger business under one roof. For the freight business
a freight-room is required, with platform space along a wagon-road for transferring freight to
and from wagons; and also the necessary platforms and facilities for handling freight to and from
cars in freight trains or cars standing at the depot. A separate freight-of^ce is not needed, be-
cause at stations where combination depots are used the entire business at the station is gen-
erally in charge of one man, with one or more assistants at important points, and the necessary
clerical work, therefore, is done in one office, which serves as freight-office, ticket-office, and tel-
egraph-office. This office should always have a projection on the track side, in the nature of a
bay-window, so that the track is visible in both directions from inside the office. The passenger
business is served by the introduction of waiting-rooms, cither one general waiting-room or
separate waiting-rooms for ladies and gentlemen. Where the passenger business warrants it,
toilet-rooms are added. Separate baggage-rooms are also provided, where the passenger
business is heavy, or a small space in one corner of the freight-room is picketed or partitioned
off, so that baggage left at the station can be locked up, as the freight-doors of the freight-
room are usually left open during tlic day-time. In a few individual cases, although very
seldom, a separate room for express and a mail-room are added. A very frequent addition to
a combination depot, however, is the provision for bedrooms and living-rooms for the agent
and other help around the depot, or for the agent's family. This is very customary in the
Western and Southern sections of the country, where it is not always feasible to get dwelling
quarters in the neighborhood. Where local conditions require it, offices are sometimes added
to such a depot for the use of a train-master, or a despatcher, or some other official of the
railroad, whose office is located at the station in question. It will thus be seen that a large
number of variations exist in combination-depot designs, according to the necessity of provid-
ing for and the relative importance given to the freight service, passenger business, baggage,
express, telegraph, etc., and whether and how much room for dwelling purposes has to be
reserved. There are combination depots, which are simply dweUings with a freight-room
attached, and the clerical work is done in the living-room of the dwelling-house, while the
platforms, the freight-room, and the agent's living-room are used indiscriminately for waiting
and lounging rooms. On the other hand, there are combination depots where the provisions

COMBINATION DEPOTS. 247

for dwelling purposes consist simply of a small buiik-rooiii, for the use of a watcluuau or
night-operator.

The requirements to be observed in dividing up the interior space of a combination depot
are not many. Those for the freight business have been partly discussed in connection with
local freight-houses, and those for the passenger business are similar to the questions discussed
below in connection with local passenger depots. The location of the office should be facing
the main track of the railroad. The ticket-window opening from the office to a general wait-
ing-room should be so located in the office as to allow the necessary ticket-shelves, cases, etc.,
to be put along the wall without interfering with the operator's table or other work to be done
in the office. Where there are separate waiting-rooms for gentlemen and ladies, tickets are
either sold from a window leading on to a passage-way or lobby between the two waiting-
rooms, or there are separate windows provided for each waiting-room. In the latter case, if
possible, the windows should be located in such a way that the ticket-case is convenient ta
both windows, and that the ticket-seller does not have to move much in order to sell tickets
from one or the other window. Where the freight business is large, and especially in
northern climates, it is well to have a door between the office and the freight-room for the
convenience of the agent in passing back and forth. At small stations, however, where the
business is not very heavy, such a door only cuts up wall-space unnecessarily. Where feasible,
it is desirable not to have the entrance to the office through the waiting-room, as trainmen,
freight-handlers, and railroaders, desiring to speak to the agent or the office help, will have to
pass through the waiting-room. Passengers will also be more liable to enter the office, crowd-
ing it and interfering with the work of the agent or his help. In small depots, however, such
as mainly under discussion, these finer features of a depot design cannot be so readily ob-
served, and are also less important.

One of the most important questions in connection with a combination depot is its loca-
tion in relation to the tracks on one or both sides of the building, and also the extent, length,
width, and height of the platforms. It has been previously stated in the chapter on Freight-
houses that, where feasible, it is desirable to have the main track pass along the front of the
building, and to put a side track for cars left at the station on the rear of the building. In
combination depots, however, especially where more importance is attached to the passenger
business, it is undesirable to have a side track on the rear of the building, as passengers have
to cross it to get to the depot, and it makes it difficult and dangerous to drive up to the depot
with carriages. For combination depots with considerable passenger business, therefore, the
best construction will prove to be a side track, located between the front of the building and
the main track. Passengers will have to step across the side track to get to the passenger-
trains on the main track, while freight can be skidded from the freight platform across the
side track to freight-trains. Cars left at the station for loading or unloading are placed on
the side track in front of the freight-room and along the freight platform at the end of the
depot away from that part of the building devoted to the passenger business. As a rule,
however, special cars are not left at a station, unless it is for what is known as car-load freight,
in which case the side track between the main track and the building can be omitted, as
all freight passing through the house consists of pa;ckage freight, which is handled directly to
or from freight-trains. Provision for the accommodation of the car-load freight is made by

248

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

having a special siding near the depot along a wagon-road. Therefore, unless standing cars
will be loaded to a large extent from the house, the best plan to adopt is to let the main track
or a main siding run along the face of the building.

Relative to the height of platforms, there are combination depots with low platforms
throughout, others with high platforms throughout, and also others with a combination of low
and high platforms. Where the passenger business predominates, low platforms throughout
are warranted. Where the freight business is more important and the amount or class of
passenger business does not have to be particularly considered, high platforms throughout will
not prove detrimental, but on the contrary will be advantageous for the principal business,
and also cheapen the construction. But where the freight and passenger interests are both
important, high and low platforms should be adopted. In this case a high platform should be
placed on both sides of the freight-room, and also across the end of the house where the freight-
room is located, in case the house is a large one. This high platform should also be extended
along the track for some distance, so as to reach more cars. At the other end of the house,
where the passenger waiting-rooms are located, the platforms should be made low, and, where
the business warrants it, this low platform should be extended for some distance along the
main track. The high platform and low platform are connected at the front of the house by an
incline. In some designs, an attempt is made to use one platform height around the building
for both purposes, by placing the platform half-way between a low and a high platform ; but
this does not represent the best practice. Where two different heights are used, it is custom-
ary for passenger trains to stop, as far as possible, opposite the low portion, and freight trains
are stopped so that the particular car from or to which freight is to be transferred is opposite the
freight-room and the high platform. There is one objection usually made to the introduction
of a high platform along a running track, even where it is only used in front of the freight-
room, namely, that passengers might stand in front of the depot between the track and the
high platform and get caught by a train. In a number of designs, therefore, a low platform
is inserted between the high platform and the nearest track ; in other words, the face of the
high platform is kept 7 to 10 ft. away from the centre of the track, so that there is a low
platform, 2 to 5 ft. wide, between the car-body and the high platform.

In Fig. 422 is shown a proposed layout for tracks and platforms at a combination depot^
in which it is desired to have a low platform for the passenger business and a high platform

\:::::::.iU^:r.:::::::^:::::::::::::::\\::::::vv. ::.'.. .:::...::.\:::^'-vs.i:::v::.^:^^N'/r?tAcv':::::.:"^-.y^''-- .:. '- .;■. ::.:^

Fio. 422.— Proposed General Layout for a Comrination Depot.
for the freight business, and to provide platform frontage for cars left at the depot to be loaded
or unloaded with freight passing through the house, as also a track for car-load freight. The
siding in front of the depot is intended for freight trains to pull into for receiving or deliver-
ing package freight to the house, and it will also serve as a passing siding for trains. The
rear of the depot and the end opposite the passenger rooms are accessible for teams and
carriages, without crossing any tracks or getting pocketed between tracks. The high plat-
form is set 8 ft. back from the centre of the siding, wliich allows a passage-way. for

COMBINATION DEPOTS.

249

passengers and bagi;agc between the siding and tlie high phitloini, while llie s[)ace to be
skidded across to get package freight to or from a freight-train on the siding is less than four
feet, which does not require heavy skids.

Relative to the class of structure and materials to be adopted in each particular case,
the same general rules and views will hold good as discussed in connection with small local
freight-houses and local passenger depots. The same can also be said in connection with the
design of the doors, windows, and other minor details of a combination depot.

The following descriptions and illustrations of combination depots in actual use on rail-
roads in this country will serve to present more particularly the rules and methods generally
observed in the construction of such structures.

Combination Depots, Minnesota &" Northwestern Railroad. — The standard combination depots of
the Minnesota & Northwestern Railroad and of the Chicago, St. Paul & Kansas Cit)- Railway, de-
signed in 1887 under the direction of Mr. H. Fernstrom, Chief Engineer, by Mr. C. A. Reed, Super-
vising Architect, M. & N. W. R. R., consist of a series of alternate designs suitable for various
localities and conditions. All the structures are one-story frame buildings, sheathed on the outside
with upright boards or weather-boarding, and roofed with shingles. Low jjlatforms surround the
building on all sides, the top of the platform being 12 in. above the top of rail. The platform along
the face of the house next to the track reaches within 5 ft. of the centre of the track.

Class " B " is 16 ft. X 40 ft., divided into a freight-room, 21 ft. X 15 ft. ; a waiting-room, 17 ft. X
15 ft.; and a ticket-office, 6 ft. X 9 ft., with a square, 3-ft. X 6-ft., bay-window extension. This
design, as shown in Figs. 423 and 424, is finished off verycheaply. There are platforms on all sides

Fig. ^23.— Front Elevation, Class " B." Fig. 42^. — GRorNn-rLAN, Class "B."

of the building; the front platform is 14 ft. wide, the rear platform 6 ft. wide, and the end platforms
8 ft. wide. The front platfowm is extended, 8 ft. wide, each way from the building, so as to give a
total length of 250 ft. of platform facing the trnrk. The princiiial timbers for the platform construc-
tion are, sills on blocking, 6 in. X 8 in.; floor-joists, 2 in. X 10 in., spanning 8 ft.; flooring, 2 in. The
principal materials for the frame are, sills, 6 in. X 8 in.; plates, two pieces, 2 in. X 4 in.; studs, 2 in. X
4 in.; ceiling-joists, 2 in. X 4 in.; rafters, 2 in. X 4 in.; truss-braces, i in. X 6 in.; floor-beams,
2 in. X 10 in., spanning 16 ft. The foundations are of blocking. Sliding freight-doors, 6 ft. X 7 ft.

Class " D" is a 20-ft. X 44-ft. structure, with a freight-room, 19 ft. X 24 ft.; a waiting-room,
18 ft. X 19 ft.; an office, 1 1 ft. X 6 ft., with a 3-ft. X ii-ft., square bay-window projection. The ex-
terior of the building is finished off more handsomely than in class " B;" but the general arrangement,
the width of the platforms, and the framing of the sides and roof remain about the same, excepting
that the frame is a 6-in. frame in place of a 4-in. frame, and the ceiling joists and rafters are 2 in. X
6 in., in place of 2 in. X 4 in.

(Jlass " E " is a 22-ft. X 55-ft. structure, as shown in Figs. 425 to 428, and is in general similar
10 class " D." The interior is divided into a freight-room, 21 ft. X 28 ft.; a waiting-room, 21 ft. XiSft.:
and an office, 21 ft. X 10 ft., with a 3-ft. 6-in. X lo-ft., scpiare bay-window extension. The platforms
remain the same, and the frame and roof consist of 6-in. scantlings, as described for class " D."

Class "G" is a 22-ft. X yo-ft. structure, ])ractically the same as class " E," excepting the extra
lingtii, which is mainly utilized fur a baggage-room inserted between the frcight-rocnn and the office.

25°

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

Class " H " is a 22-ft. X 70 fl. building, exactly the same as class " E," excepting that the
freight-room is lengthened out.

Fig. 425. — Front Elevation, Class "E."

Fig. 426. — End Elevation. C!,ass " E."

Class " I " is 22 ft. X 90 ft., the same as class " E " in its general features, excepting the interior,
which is divided so as to give a freight-room, 42 ft. X 21 ft.; a trainmen's and bulletin-room, 9 ft. X 21

/"neif/T /Ttom

Fig. 428. — Ground-plan, Class " E."

ft.; a general waiting-room, 20 ft. X 21 ft.; a ticket-office, 19 ft. X 7 ft.; and a trainmaster's and
despatcher's office, 19 ft. X 16 ft.

Class " J " is 22 ft. X 90 ft., and similar to class " E," excepting that the interior is divided into
a freight-room, 21 ft. X 38 ft.; a baggage-room, 21 ft. X 8 ft. ; a gentlemen's waiting-room, 21 ft. X 15
ft.; a ladies' waiting-room, 21 ft. X 13 ft.; and a ticket-office, 11 ft. X 16 ft.

The materials for buildings of this kind, which have to be provided and allowed for in a bill of
material, consist of brick, lime, sand, stoves, stove-pipes, elbows, cast-iron pan under stove, seats,
shelves, paint, oil, varnish, drier, putty, shellac, turpentine, benzine, rough boards and scantlings,
sized boards and scantlings, flooring, siding, ceiling, shingles, ornamental shingles, door-knobs, butt-
hinges, sash-fasteners, spring sash-bolts, window-weights, sash-cord, barn-door hangers with rails,
hinged hasps, padlocks, pin with chain and staple and wrought-iron door-handles for freight-doors,
sash-locks, cupboard locks and hinges, stove-pipe thimbles and covers, tin for flashing and guttering,
galvanized-iron down-conductors with elbows, zinc stove-screens, angle-iron protection for freight-
door jambs, building-paper, nails, spikes, bolts, washers, outside doors, transoms, inside doors, freight-
doors, door-frames, ticket-window, ticket-window shelves, operator's table, railings, windows, sash and
frames, brackets for projecting roof, end brackets, finials, ridge-cresting, gutter-boards, cornices,
mouldings, base-boards, wainscoting, oak door-sills, etc.

Combination Depot, Pine Creek 6^ Buffalo Railicay. — The combination depot of the Pine Creek
& Buffalo Railway, shown in Figs. 429 and 430, designed by Mr. Tlieodore E. Hocke, consists of
a single-story frame structure, 21 ft. wide X 57 ft. long, divided into a freight-room, 40 ft. X 20 ft.;

Fig, 429. FuoNT Elevation.

Fig. 430.— Ground-plan.

COMBINATION DEPOTS.

251

a ticket-office, 12 ft. X 7 ft. 6 in.; ami llie Ixilance for a general waiting-room. 'I'iie waiting-room
and ticket-office, including the platform surrounding that end of the building, is on a low level, while
the freight-room is surrounded on all three sides with a high platform, connected with the low plat-
form by inclines.

Fig. 431. — Front Ei.kvation.

Fig. 432. — Enii Elevation.

Combination Depot at Cherry Ford, Pa., Lehigh Valley Railroad. — The combination depot of the
Lehigh Valley Railroad at Cherry Ford, Pa,, shown in Figs. 431 to 433,
is a single-story frame structure, 15 ft. X 45 ft., sheathed on the outside
with weather-boarding, and roofed with slate. It is divided into a freight-
room, 17 ft. X 14 ft.; a general waiting-room, 17 ft. X 14 ft.; and an office,
Fig. 433.— Ground-plan, g ft. x 14 ft., with a 3-ft. X 8-ft., square bay-window projection.

Combination Depot, Class "^," Richmond a;' Alleghany Railroad. — The combination depot of the
Richmond & Alleghany Railroad, known as class "A," shown in Figs. 434 to 436, is an island-

FiG. 434. — Front Elevation

Fig. 435. — End Elevation.

depot, and consists of a single-story frame building, with a high
platform at the ends of the building and on the rear along the side
. track, and a low platform on the face of the building next to the
main track. The building is 25 ft. X 28 ft., and is divided into a
freight-room, 22 ft. X 24 ft.; a waiting-room, 14 ft. X 15 ft. 6 in.;
and a ticket-office, 8 ft. X 14 ft., with a square bay-window projec-

tion, 8 ft. X 4 ft.

Fig. 436.-Grou.n'd-plan. Combination Depot, Class "B," Richmond &- Alleghany Railroad.

— 'I"he combination depot of the Richmond (S: Alleghany Railroad, known as class " B," shown in
Figs. 437 and 438, is an island-depot, similar to class "A," and consists of a single-story frame

Fig. 437. — Fkont Elevation.

Fu;. 43S. — Ground-plan.

252

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

structure, 25 ft. X 50 ft., divided into a freight and baggage room, 24 ft. X 16 ft.; a ticket-office, 8 ft.
X 16 ft., with a square bay-window projection; and a general waiting-room. This class of depot
is for use at an island-station, where there is a side track on the rear of the building, in addition to
the main track along the face of the building. The platform at the face of the building next to the
main track is a low platform, 8 ft. wide. The platform at the back of the building along the side
track and at each end of the building is a high platform, 8 ft. wide.

Comhiiiation Depots, Pennsylvania Lines West of Pittsburg. — The combination depots of the
Pennsylvania lines west of Pittsburg, Southwest System, designed by Mr. M. J- Becker, Chief En-
gineer, consist of three classes, respectively "A," " B," and " D," and are frame single-story structures,
surrounded by low platforms on all sides, sheathed on the outside with vertical ornamental battened
boarding and horizontal boarding, in panels, and roofed with slate. The walls of the offices and
waiting-rooms are plastered. The foundations are stone piers. The platforms along the face of the
building are generally 16 ft. wide, reaching within 4 ft. 6 in. of the centre of the track, and set 8 in.
above the top of the rail.

The specifications for the depots class "A" and "B" are given in full in the Appendix at the
back of this book, and the design for class ".'\." is illustrated in Figs. 439 and 440, the design for

L-.:»^

Fig. 439. — Front Elevation. Fig. 440. — GRouND-n.AN.

class " B'' being practically the same excepting in point of size, while class " D" is quite similar also.
For detail data, see specifications.

The building in class "A" is 40 ft. X 16 ft., divided into a waiting-room, 15 ft. X 15 ft.; a ticket
and telegraph office, 8 ft. X 19 ft., including a square bay-window projection on the track side; and a
freight-room, 15 ft. X 15 ft.

The building in class "B" is 46 ft. X 18 ft., divided into a waiting-room, 17 ft. X iS ft.; a ticket
and telegraph office, 8 ft. X 20 ft. 6 in.; and a freight-room, 17 ft. X 18 ft.

The building in class " D" is 49 ft. X 17 ft., divided into a waiting-room, 20 ft. X 16 ft.; a ticket
and telegraph office, 7 ft. X 19 ft. 6 in., including a square bay-window projection; and a freight-
room, 20 ft. X 16 ft. The rear of the office in this plan is partitioned off as a ticket-office, while the
front serves for a telegraph-office. There is a door between the office and the freight-room. The
freight-room and waiting-room have also doors on the rear of the depot.

Combination Depot with Dwelling-rooms, Pennsylvania Lities West of Pittsburg, Southwest System.
— The combination depot of the Pennsylvania lines west of Pittsburg, Southwest System, designed
by Mr. M. J. Becker, Chief Engiueer, known as class " E " of the standard depot plans, is a frame
two-story building, 38 ft. X 17 ft., with a single-story annex, 25 ft. 6 in. X 14 ft. 6 in., for a li\ing-
room and a kitchen. The exterior of the building is treated similarly to the standard combination
depots of the same railroad, described above and shown in Figs. 439 and 440, and the specifications
are practically the same as for the combination depots and local passenger depots of the same railroad,
the specifications for which are given in full in the Appendix at the back of this book. The outside
of the building is sheathed with vertical ornamental battened boarding and horizontal boarding, in
panels, and roofed with slate. The rooms are all plastered in the interior, excepting the freight-
room. The ground-floor is divided into a waiting-room, 14 ft. X 16 ft.; an office, with a passage
leading to the kitchen, and a stairway leading to the upper floor at the rear of the office; a freight-
room, 14 ft. X 16 ft.; a living-room, 12 ft. X 14 ft.; and a kitchen, 12 ft. X 14 ft. The U])]ier floor
has two bedrooms, each 14 ft. X 16 ft.

COMBTNATTON DEPOTS.

253

Combination Depot, Chesapeake &• Ohio Railway. — Tlie cuiiibiiiaiion lic'ijol. of llic Chesapeake &
Ohio K.ail\v;iy, known as design No. 4, i)re])ared in 1882, is a single-story frame structure, 16 ft. X 40
ft., sheathed on the outside with horizontal weather-iioarding and with ui)right boards and battenS'
in [lancls, and roofed with tin or sliingles. The interior is divided into a waiting-room, an office, and
a freiglit-room. This design is practically the same as the standard combination depot, class " A,"
of the Pennsylvania lines west of Pittsburg, described above and illustrated in Figs. 439 and 440.

Combination Depot, Ohio Valley Railway. — The combination depot of the Ohio Valley Railway
at Sturgis, Ky., designed by Mr. C. C. Genung, Chief Kngineer, Ohio Valley Railway, is a single-story
frame structure, 55 ft. X 20 ft., roofed witli shingles, very similar in the general arrangement of the
ground-plan to the combination depot of the Pine Creek & Buffalo Railway, illustrated and de-
scribed above, with the exception, however, that the passsage from the high freight platform, in front
of the freight-room, to the low passenger jjlatform around the passenger end of the building, is made
by steps and not by an incline. The interior is divided into a general waiting-room, 19 ft. X 15 ft.;
a freight-room, 19 ft. X 28 ft.; and an oiifice, 19 ft. X 10 ft., between them. The low passenger
platform is 12 ft. wide and 120 ft. long in front of tlie building; the high freight platform is 8 ft.
wide, and extends along the front and the end of the freight-room. The design of the exterior is
similar to the standard local passenger depot of the same railroad illustrated in Fig. 520, the most
striking feature of which is the upward curve of the roof at the eaves, the radius of the curve being
about lo ft. This feature, in connection with the knee-braces under the roof projection, wiiich are
cut to a bold semicircular pattern, causes the structure to appear very neat, without increasing the
cost material!}-. The outside of the building is sheathed with vertical, horizontal, and diagonal plain
and ornamental boarding, in panels. The inside finish is of wood. The vertical siding is painted a
turkey vermilion, the horizontal and diagonal siding a very light drab, and the frames, belt-courses,
etc., a very dark red, approaching a brown color. Mr. Genung states that this building cost about
eleven hundred dollars, exclusive of platforms.

Combination Depot, Cincinnati Southern Jiai/icay. — The Cincinnati Southern Railway, now part of the
Cincinnati, New Orleans & Texas Pacific Railway, had four classes of designs for combination depots,
known as classes " A," " B," " C," and " D." All the designs are single-story frame structures, sheathed

Fig. 44T.— Front Elevation.
on the outside with boards, and roofed with tin. Design "A," shown in Figs. 441 to 444, is 58 ft. X
20 ft., divided into a freight-room, 22 ft. X 19 ft,; an office, 1 1 f t. X 19 ft.; and a general waiting-
room, 22 ft. X 19 ft. At each gable-end of the
building the roof is extended for 12 ft., forming an
open shed extension to the building at each end.
The outer end of the shed extension is supported
by two posts. The building is surrounded on all
sides by platforms. The front platform is 16 ft.
wide, and is set 15 in. above the top of rail. The
rear platform is 8 ft. wide, and set at the same
height. The freight-doors are sliding-doors, 7 ft.
4 in. X 7 ft. 4 in.
Fig. 442.-Eni> Ei.f.v.^tion. pi,^„ " ]>, ■• ^hows the same size building and

di\ision (it the interior and general finish as plan " A." The shed-roof extension in ])lan " B," however,

254

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

is only built at one end of the building, next to the waiting-room. Plan " B " differs from plan " A " in
respect to the platforms. Plan "A " has low platforms on all sides of the house; plan " B " has a high
platform, 12 ft. wide, on the front of the house, ne.xt to the track, a high platform, 8 ft. wide, on the
rear of the house, next to the wagon-road, and a 12-ft. platform, on the same level as the other plat-
forms, at the waiting-room end of the house under the shed-roof extension. The face of the front plat-

Fig. 443. — Cross-section.

I -'■;.

Fig. 444. — Ground-plan.

form is set 6 ft. from the centre of the track, and 4 ft. above the top of the tie. The level of the
wagon-road at the rear of the house is about three feet below the platform.

Plan C is similar to plan D, excepting that the building is only 35 ft. long, and is divided into a
freight-room, 23 ft. X 19 ft.; an office, 11 ft. X 8 ft.; and a waiting-room, 11 ft. X 10 ft.

Plan D is a very plain structure, without any attempt at ornamentation, 20 ft. X 46 ft., divided into
a freight-room, a waiting-room, and an office. There is no shed-roof extension of the Iniilding, like in
the other designs. There are high platforms on three sides of the building; the front platform is 12
ft. wide, while the end platform and rear platform are 8 ft. wide.

CoDiHiiation Depot, Burlingfon, Cedar Rapids is' Northern Raihvay. — The combination depot of the
Burlington, Cedar Rapids & Northern Railway, shown in Figs. 445 to 447, consists of a single-story
frame structure, 48 ft. X 18 ft., sheathed on the outside with horizontal weather-boarding. The
interior is divided into a freight-room, 17 ft. X 20 ft.; a waiting-room, 17 ft. X 16 ft.; an office, 10
ft. X 17 ft., with a square bay-window projection, 3 ft. X 8 ft. The building is surrounded by a low
])latform on all sides, the platforms at the gable-ends and along the face of the building next to the
track being 12 ft. wide, while the ])latform at the rear of the building is only 8 ft. wide. The face of
the platform is set 5 ft. 6 in. from the centre of the track, and the top is placed 16 in. above the top

Fig. 445. — Front Ei.kvation.

of the rail. The foundations of the building are stone walls and piers. The freight-doors are 7 ft.
wide by 8 ft. high, with large transom-lights. The roof projection on the front and rear of the build-
ing is 4 ft. 6 in. The principal timbers used are, sills, 6 in. X 8 in.; floor-joists, 2 in. X 12 in., span-
ning 9 ft.; corner and door studs, 4 in. X 4 in.; intermediate studs, 2 in. X 4 in.; plates, two pieces,
2 in. X 4 in.; ceiling-joists, 2 in. X 6 in.; rafters, 2 in. X 4 in ; tie-beams, 1 in. X 6 in.; roof-boards,
t in.; rise of roof, \ of span; platform-caps, 8 in. X 10 in.; platform-joists, 2 in. X 10 in., spaced 16
in. centres, spanning 9 ft.; freight-room and platform floor, 3-in. plank; floor in waiting-room and
office, I in. dressed boards, laid on a rough plank under layer.

COM BIN A TION DF.rO TS.

255

Tlie data for above were kindly t'uriiislied l>y Mr. H. F. While, Chief iMigineer, H., C R. & N. l\y.,
who also states, that a depot as described above, with stone foundations, costs about $iooo.

XT"

Fig. 446, — Cross-section.

Fig. 447.— Ground-plan.

Combination Depot, Wabash, St. Louis &= Pacific Railway.— Tht combination depot of t
Wabash, St. Louis & Pacific Railway, designed by Mr. Charles Hansel, Resident Engineer, showiy/ifT
Figs. 448 to 451, consists of a single-story frame structure, 20 ft. X 50 ft., sheathed on the outi/de

Fig. 448. — Front Elevation.

Ftg. 449. — End Elevation.

with upright boards and battens and diagonal sheathing, in panels, and roofed with shingles. The
interior is divided into a waiting-room, 18 ft. X 17 ft.; a freight-room, 18 ft. X 23 ft.; and an office,
1 8 ft. X 8 ft., with a hexagonal bay-window projection, 3 ft. X 8 ft. The freight-doors are sliding-doors,

*av H

Fig. 450. — Cross-section.

Fig. 451, — Groii.nd I'LAN.

7 ft. X 7 ft., with transom-lights overhead. The walls and ceilings of waiting-room and office, also
the under side of the roof projection, is ceiled. The walls in the freight-room are boarded up to a
height of 7 ft. with rough boards. The outside sheathing consists of half-dressed sheathing planks,
covered witli 3-in. (). G. battens. The shingles, before being laid, are dipped in a mixture of mineral
paint and boiled linseed-oil. The platform at the face of the building, ne.xt to the track, is a low
platform, 4 in. above the top of rail, and the face of the platform is set 4 ft. from the centre of the
track. The height of the interior is 11 ft. 6 in. in the clear. The principal timbers used are, sills,
6 in. X 8 in.; floor-joists, 2 in. X 10 in., spaced 16 in.; i)lates, 2 in. X 6 in.; studs, 2 in. X 6 in.;
ribbons, 2 in. X 4 in.; ceiling-joists, 2 in. X 8 in., spaced 16 in.; rafters, 2 in. X 6 in., spaced 20 in.;
collar-beams, i in. X 6 in.; floor in waiting-room and office, i-in. yellow-pine flooring; floor in freight-
room, 2-in. rough plank; ceiling, f-in. boards; outside sheathing and roof-boards, i in. The balance
of the material required consists of shingles, battens, trnnsom lights, window-sash, outside doors,

2S6

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

inside doors, sliding freight-doors, nails, spikes, bolts, brick, lime, sand, base-boards, cap-boards,
mouldings, brackets, ridge-piece, gutter-boards, down-conductors, window-frames, door-frames, sash-
weights, door-hangings, locks, sash-fasteners, liarn-door rollers and track, sash-cord, spring latch,
ticket-window, and agent's table. The platform is set on posts planted in the ground, with 6-in. X 8-in.
caps; 2-in. X lo-in. joists, spaced 20 in.; and 2-in. floor-plank.

Combination Depot, Kansas City i^ Emporia Railroad. — The combination depot of the Kansas
City & Emporia Railroad, connected with the Atchison, Topeka & Santa Fe Railroad system, shown
in Figs. 452 and 453, consists of a single-story frame structure, sheathed on the outside with board-

-'rrT: 'm:!

Fig. 452. — Front Elevation.

Fig. 453. — Ground-plan.

Fig. 454. — Ground-
plan.

ing. The size of the building is 24 ft. X 42 ft., and the interior is divided into a freight-room, 13 ft.
X 23 ft.; a waiting-room, 11 ft. X 18 ft.; an office, 11 ft. X 18 ft.; and a baggage-room, 9 ft. X 18 ft.
The waiting-room, office, and baggage-room have low platforms in front of them, while the freight-
room has a high platform around it. Connection is made between the low and high platforms by
inclines, where they join each other.

Combination Depot at Hilliard, Ga., Savannah, Florida 6^ IVestern Railway. — The combination
depot of the Savannah, Florida & Western Railway at Milliard, Ga., designed by Mr. W. B. W. Howe,
Jr., shown in Fig. 454, is a single-story frame structure, 30 ft. X 32 ft., sheathed
with upright boards and battens, and roofed with tin. The interior is divided into
a warehouse, 15 ft. X 30 ft.; a waiting-room, 14 ft. X 14 ft.; and an office, 14 ft. X
14 ft., with an octagonal bay-window projection, 5 ft. X 10 ft. The building is
surrounded on three sides by high platforms, 8 ft. to 10 ft. wide. The face of the
platform next to the track is 6 ft. 6 in. from the centre of the track, and the top
of the platform is 4 ft. above the top of rail. The roof projection on the front
and rear of the building is 10 ft. Between the waiting-room and office there is a
large brick chimney for wood fires in each room. The foundations of the build-
ing are brick piers. The sills under the building are ro in. X 14 in., and under the ends of the plat-
form and under the floor-beams inside the house they are 6 in. X 14 in. The floor-beams are 3 in. X
12 in., spanning 12 ft. The floor is 3-in. plank. The principal timbers of the frame and roof are,
posts, 6 in. X 8 in.; tie-beams, two pieces, ij in. X 6 in.; principal rafters, 3 in. X 8 in.; truss-braces,
6 in. X 6 in.; knee-braces, li in. X 6 in.; purlins, 3 in. X 8 in.; truss-rod, f in. in diameter. The rise
of the roof is i of the span. The freight -doors are 5 ft. wide X 8 ft. high, hung in pairs and swing-
ing inward.

Combination Depot, Philadelphia^' Reading Railroad. — The combination depot of the Philadelphia
& Reading Railroad, shown in Fig. 455, consists of a single-story structure, 80 ft. X 30 ft. One end
is divided off for a freight-room, 31 ft. X 40 ft., and is sur-
rounded by an 8-ft. platform on three sides, the top of the plat-
form being 2 ft. 8 in. above the top of the rail, and the face of the
platform being 5 ft. 6 in. from the centre of the track along the
face of the house. The remainder of the house has an office, 18
ft. X 19 ft.; a gentlemen's waiting-room, 18 ft. X 15 ft.; a ladies'
waiting-room, 18 ft. X 15 ft.; a baggage-room, 1 1 ft. X 6 ft.; and
ladies' and gentlemen's toilet-rooms, each 6 ft. X 1 1 ft. in size. Fig. 455 —Ground plan.

This part of the building is on a lower level than the freight-room, and has a low 8-ft. platform ne.xt

COMBINATION PE/'OVS.

257

to tile track, ami along the galile-eiul of iIk- huilding. I'lii^ low plaUonii is y in. above llie loj) of
the rail, and conncits with the high platform by steps or an incline.

Coniliiiialioii Depot and Ojfice Building at ll'i/tia/ns/mrg, I'a., Clu-sapcake ^s' Ohio Railway. — The
combination dejjot and office building of tile Chesajieake & Ohio Railway at Williamsburg, Va., is a
Iwo-story frame structure, with a single-story freight-house anne.\, as shown in Figs. 456 and 457.

Fig. 456. — Front Ei.kvation.

The outside of the building is sheathed with horizontal and upright boards and ornamental shingles,
producing a pleasing effect. The two-story part of the building is 41 ft. X 21 ft. and the single-story
freight-house is 26 ft. X Oi ft. The ground-floor has n freight-room ; a gentlemen's waiting-room;

Fig. 457. — GuouND-ri.AN.

a ladies' waiting-room with a ladies' toilet-room attached; also a large room for use as telegraph-
office, ticket -and freight office. A pair of stairs lead to the upper floor, where there are three rooms
used as offices for the train-despatcher of the division, and other officials.

Combination Depot loitli Dicelting-rooms, Northern Pacific Railroad. — The combination depot of

Fia 458. — Front Et.f.vation.

the Northern Pacific Railroad, with dwelling attached, designed by Mr. C. B. Talbot in 1884, sliown
in Figs. 458 and 459, is a single-story frame structure, with the excejition of one end where there

25S

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

is an attic room under tht roof. The building is 22 ft. X 56 ft., and consists of one large freight-
room, 22 ft. X 40 ft., which serves as freight-room, baggage-
room, and waiting-room. Next to the freight-room there is
a living-room and a bedroom, in addition to which there
is, as i)revionsly mentioned, a bedroom upstairs, reached
by a flight of steps. There is a jilatform 13 ft. wide in
front of the house, along the track. This platform is set
16 inches above the top of rail, and 5 ft- 10 in- from the
Fic;. 459. — Ground-plan. centre of the track. In front of the freight-house there is

a lo-ft. wide, high freight ]:)latform, connected with the low platform by an incline. The face of the
freight platform is 8 ft. 10 in. from the centre of the track, so that tliere is a narrow low platform for
passengers between the high freight platform and the track.

Combiiiafioii Depot with Divclliiig, at Ccvtir d'Ak/ic, JFas/i., Spokane &= Idaho RailioaJ. — The
combination depot of the Spokane & Idaho Railroad at Coeur d'Alene, Wash., i onnected with the
Northern Pacific Railroad System, consists of a single-story frame structure, sheathed on tlie outside
witii u])right boarding, 78 ft. long by about 20 ft. wide. There is a low platform along the face of
the building next to the main track. The interior is divided into a freight-room, 30 ft. X 18 ft.; a
general waiting-room, 17 ft. X 18 ft.; an office, 12 ft. X 12 ft.; a living-room, 18 ft. X 12 ft.; a bed-
room, 10 ft. X II ft.; a bedroom, 8 ft. X 10 ft.; and a kitchen, 9 ft. X 13 ft.

Standard Combination Depots, Savannah, Florida &= Western Railway. — The standard combina-
tion depot designs of the Savannah, Florida & Western Railway, kindly furnished by Mr. W. B. W.
Howe, Jr., Chief Engineer, S., F. & W. Ry., provide for three classes, to suit varying conditions.
Class No. I consists of a building 31 ft. wide X 60 ft. long; class No. 2 has the same width, but is 90
ft. long, while class No. 3 is 120 ft. long. In all cases the building has at one end a 30-ft. open shed

Fig. 460.— Front Elevation.

extension. In Figs. 460 to 464 the design for class No. i is shown, and, as above explained, tlie
other classes simply differ in the length of the freight-room.

The building is a single-story frame structure, 31 ft. wide and of the length specified, according
to which class of freight-house is to be employed. At one end of the building there is a waiting-

FiG. 461. — End Elevation of Building.

Fig. 462. — End Elevation of Shed Extension.

room, a bedroom, and an office, each about 15 ft. square. The office has a large bay-window exten-
sion on the side towards the track. The rest of the building is occujjied for the storage of freight.
At the end of the building, away from the rooms above mentioned, there is a 30 ft. open shed extension.
The platforms surrounding the house and shed on three sides, as shown on the plan, are 10 ft. wide, and
are reached at one end by steps and at the other end by an incline. These platforms are set 4 ft.

COMBINATION DEPOTS.

259

above the top of mil, and the face of the phitforni along the Iraek ih placed 6 ft. 6 in. fiuni the centre
of the track. The foundations of tile building are brick piers, 13 in. X 27 in. on top. These piers

Fig. 464.— GRouNn-ri.AN.

Fio. 4C3.— Cross SECTION.

support lo-in. M 14-in. sills under the walls, and 6-in. X
14-in. sills through the interior of the building and under the
outside of the platform. These sills span 7 ft. 6 in. from
pier to pier centres. The joists are 3 in. X 12 in., spaced 24 in.
inside the house, spanning 10 ft. The joists are spaced 4 ft.
apart on the platform. The tloor consists of 2-in. plank.
The frame is built of 6-in. X 8-in. jjosts, 3-in. X 6-in. studs,
4-in. X 6-in. plates, the height of frame being 13 ft. from
floor to top of plate. The roof-trusses are spaced 15 ft. apart, and consist of 3-in. X Sin. principal
rafters; tie-beams, two pieces, li in. X 6 in.; truss-braces, 6 in. X 6 in.; knee-braces, i-V in. X 6 in.;
king-rod, J in. in diameter; purlins, 3 in. X 8 in.; roof-boards, i in. The rafters are extended over
the platforms so as to form platform roofs projecting to ft. from the face of the building. The outside
sheathing consists of upright boards and battens. The freight-doors are sliding-doors, 9 ft. square
made of 2-in. X 6-in. frame, with 2-in. X 4-in. bracing, the frame being covered on the outside with
i-in. narrow tongued and grooved boards. Windows are inserted at the proper places, as shown on
the plan. 'J'he construction of the open shed extension is similar to the building, excepting that the
sides are left open. There is a large brick chimney with hearths in the office and in the waiting-
room suitable for open wood fires.

Coinhination Depot, Class No. i, Northern Pacific Railroad. — The combination depot of the

Fig. 465. — Pkusi'fctive.

Northern Pacific Railroad, shown in Figs. 465 and 466, known as Class No. r, is a single-story

frame structure, 24 ft. X 83 ft. The interior is divided into a
freight-room, 24 ft. X 39 ft.; a general waiting-room, 15 ft. X
23 ft.; an ofifice, 10 ft. X 15 ft.; a baggage and express room,
10 ft. X 15 ft.; a bedroom, 10 ft. X to ft., and a living-room,
12 ft. X 15 ft. .\long the face of the building next to the

main track is a T2-ft. low platform. Along the rear of the

■ • — building, next to a side track, there is a high ])latform, 12 ft.

Fig. 466.-GROUND-PLAN. .^yiJg_ ^-hg high platform at the rear and the low platform at

the front of the building are connected by inclines at each end of the building.

Combination Depot, Class No. 2, Northern Pacific Railroad. — The combination depot of the
Northern Pacifu: Railroad, known as class No. 2, is simil.ir to the structure just described, excepting

26o

BUILDINGS AMD STRUCTURES OF AMERICAN RAILROADS.

in size and the iirrangeinenl of the interior. The building is 24 ft. X 59 ft., and is divided into a
freight-room, 23 ft. X 3T ft.; a general waiting-room, 23 ft. X 15 ft.; a liedroom, 10 ft. X 10 ft., and
an office, 10 ft. X 12 ft., with a 3-ft. X lo-ft., square bay-window projection.

Combination Depot with Dwelling, Chesapeake iS^ Ohio Railivay. — The combination depot with
dwelling of the Chesapeake & Ohio Railway, known as plan "A", designed by Mr. H. Jacob in 1883,
consists of a two-story frame stracttire, sheathed on the outside with horizontal and upright
boards, in panels, and roofed with tin. The ground-floor has a waiting-room, 14 ft. X 16 ft.; an office,
8 ft. X 10 ft., with a 3-ft. X 8-ft., bay-window e.xtension; a freight-room, 14 ft. X 16 ft.; a living-room,
12 ft. X 14 ft.; and a kitchen, 12 ft. X 14 ft. The upper floor has two bedrooms, 14 ft. X 16 ft.
There are low platforms on three sides of the building.

Combination Depot with Dn'clling, Union Pacific Rail'ioay. — The combination depot with living-
rooms of the Union Pacific Railway, adopted as a standard in 1S86, shown in Figs. 467 to 470, is a
single-story frame structure, 24 ft. X 60 ft., or whatever extra length is required to accommodate
additional freight. The outside of the building is sheathed with siding and with upright boards and
battens, panelled. The building is used as an island-depot, with a main track on the front and a side
track on the rear. There are platforms on all four sides of the house, the height being 14 in. above

Fig. 467. — Front Elkvation.

Fig. 468. — End Elevation.

the top of the rail, and the face of the platform next to the track approaches within 5 ft. 3 in. of
the centre of the track. The passenger platform at the front of the house and the freight platform
at one end of the house are 16 ft. wide, the freight platform at the back of the house is lo ft. wide,
and the platform at the end of the house away from the freight-room is 12 ft. wide. The interior is
divided into a freight-room, 21 ft. X 23 ft., with a small space partitioned off for baggage; an office,

^•^

Fig. 469. — Cross-section.

:ti;

*.><-

""'"^r-t^ ""'"

Fig. 1570. — GRorND-Pi.AN.

II ft. X 12 ft., with a 4-ft. X i i-ft., sciuare bay-window e.vtension, a waiting-room, 15 ft. X 12 ft.; two
bedrooms; a dining-room; a kitchen; and a jiantry. There are two small detached buildings, one
for the storage of coal and supplies, and the other for water-closets.

Combination Depot at GroTctown, Ga., Georgia Railroad. — The combination depot of the Georgia
Railroad at Gro\-etown, Ga., designed by Mr. liradford L. Gilbert, architect. New York City, described
and illustrated in the issue of the Railroai/ Gazette of September 25, 1891, and in The Engineering
Magazine, December, 1891, shown in Fig. 471, taken from the latter publication, is a very picturesque
depot building, designed to meet the requirements of Southern railroad tr.iffic at certain localities.
The following remarks on this subject are made in the issue of the Railroad Gazette mentioned:

COMBINATION DEPOTS.

261

For a town of several ihousaiul pcDplc. and somewhat of a suburban station as well, the requirements in
the South are for a buildin;,' witii accommodation for lirst-class passengers (vvliite) and second-class passen-
gers (negroes), both under the general supervision of the station-agent, who is telegraph-operator and
ticket -agent as well. It is also necessary to provide a freight-room and large platform for handling cotton

Fig. 471. — Pkrspective.

and merchandise. The Grovetown station combines all these special features in a simple, picturesque, and
quaint building — one which helps the town, and that advertises and builds up the railroad as well. The
windmill (forming so picturesque a feature of the building) was designed wiili sjjecial reference to the
necessary water supply in connection with the toilet accommodations, etc., of the building, as a practical and
simple solution of this problem.

The building is 77 ft. x 24 ft., with waiting-rooms for white and colored passengers, baggage-room,
toilet-rooms, oifire, and a large freight-room and freight platform for cotton. The street end of the building
is occupied by the lirst-class passenger waiting-room. 24 ft. x 24 ft. in size, with a large alcove in the turret
for ladies, and also ample toilet accommodations. The ticket and telegraph office is on the track side,
9 ft. X 15 ft., and. by means of a projecting bay-window, commands a view up and down the tracks. The
second-class waiting-room, 14 ft. x 24 ft., and toilet accommodations, are located adjoining, with ticket-
windows opening into each waiting-room. Beyond this the space is occupied by the freight building,
32 ft. x 24 ft., and platform, 10 ft. on the sides and 20 ft. on the end also, for whatever baggage and e.xpress
business it may be necessary to handle. The platform extends around the building 10 ft. in widtli, covered
by the projecting awning, and ihc por/c- coc/ieri: is provided for the convenience of those who drive to the
station.

The material used at Grovetown for the exterior of the building has been cypress shingles (stained with
■ creosote) on the sides, which, w'ith metallic shingles on the roofs, form a durable and servi<:eable covering at
minimum cost. The cost of the building is stated to be about $5000.

Coiiibiiiatiini Depot at Proi'iJcncc, Pa., Nc7V York, Ontario &" IVcstrr/i J^iiilroaJ. — The combina-
lion (lepol of the New York, ( )nlari() &: Western Railroad at Providence, I'a., shown in Kig. 472,

Fic. 472. — F'ersi>ective.

262

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

copied from The Engineering Magazine, December, 1891, is a single-story frame structure, 24 ft. X
64 ft., divided into a waiting-room, office, and freight-room.

Combination Depot at Farmersville, Tex., Gulf, Colorado &= Santa Fe Railroad. — The combination
depot of the Gulf, Colorado & Santa Fe Railroad, now part of the Atchison, Topeka & Santa Fe
Railroad System, shown in F'igs. 473 to 475, designed by Mr. W. J. Sherman, Chief Engineer, G., C. &
S. F. R. R., is a single-story frame structure, 20 ft. X 152 ft., surrounded by platforms on all sides.
One end of the building is used for the passenger service and has low platforms surrounding it, while
the other end is used for a freight-room witli high platforms adjoining it. The ground-plan is divided
into an office, 10 ft. X 16 ft., with a 3-ft. bay-window projection on the track side; a gentlemen's
waiting-room, 14 ft. X 20 ft., and a ladies' waiting-room, 14 ft. X 20 ft., connected by a 4-ft. passage-
way at the back of the office, tickets being sold to passengers in either room from ticket-windows at
the rear angles of the office; an express-office, 14 ft. X 20 ft.; and a freight-room, 20 ft. >; 100 ft.,
with a small space, 6 ft. X 10 ft., partitioned off as a baggage-room. There is an 8-ft. water-tub, 9 ft

Fig. 473. -Front Elevation.

high, provided at the end of the freight-house to collect the rain-water from the roof, which is an
essential feature in this section of the country. The top of the low platform is placed 6 in. above the
top of the rail, and the face of the platform is set 4 ft. 6 in. from the centre of the track. The freight
platform is set 3 ft. 6 in. above the top of the rail, and is 7 ft. wide on the front and the rear of the
building and 12 ft. vi^ide at the end of the freight-room. The high platform is connected with the
low platform at the front and the rear of the building by steps. The face of the freight platform on
the front of the building is set 11 ft. 6 in. from the centre of the track. The Iieight of frame in the
freight-room is 1 1 ft. from floor to plate, and the height of frame in the passenger rooms is 14 ft. The
low platform around the passenger part of the building is 7 ft. wide on the rear and the end of the

building, 14 ft. wide in front of the jiassenger part of the
building, and 7 ft. wide in front of the high freight platform
along the freight-room, and it is extended, 9 ft. in width,
along the track each way from the building, so as to make a
total low-platform track-frontage of 250 ft.

This building is especially to be recommended for the
very good ground-plan layout and for the cheapness and
simplicity of the design. It is built throughout of wood on
timber foundations, with a 4-in. frame, sheathed on the out-
side with upright boards and battens, ceiled in the interior of the offices and passenger rooms with
i-in. tongued and grooved boards, and roofed with shingles on sheeting. The principal materials

Fig. 474. — End Elevation and Cross-
section.

Fig. 475.— Ground-plan.

COMBINATION DEPOTS. 263

used arc found. uiun blocks of round limber, 12 in. to 15 in. in diameter; sills, 3 in. X 12 in., notched
onto the blocks; joists, 2 in. X lo in. in the waiting-rooms, offices, and passenger platforms, and
3 in. X 10 in. in the freight-rooms and freight platforms; plates, 4 in. X 4 in.; corner, door, and
window studs, 4 in. X 4 in.; intermediate studs, 2 in. X 4 in.; nailers, 2 in. X 4 in.; rafters, 2 in. X 4
in., spaced 24 in. centres; ceiling-joists, 2 in. X 8 in.; ridge-piece, i in. X 6 in.; ties for ceiling-joists,
I in. X 6 in.; roof-brackets, 2 in. X 4 in.; outside sheathing, i in. X 12 in., with O. G. battens;
interior ceiling, i-in. tongued and grooved boards; roof-sheeting, i in. X 4 in. The passenger doors
are 7 ft. 6 in. X 3 ft.; the express-office doors are 7 ft. 6 in. X 4 ft. 6 in., hung in pairs; the office-
doors are 7 ft. X 2 ft. 6 in.; and the freight-doors are 7 ft. wide X 7 ft. 6 in. high, hung in pairs,
sliding sideways each way from the opening. All the outside doors have transom-lights overhead.
There are three i6-in. brick flues hung in the roof for stoves in the waiting-rooms and offices.

Combination Depots, Port Union ^Northwestern Kaiiiaay. — The depots along the line of the Port
Huron & Northwestern Railway are cheap, single-story, wooden structures of the i ombination style.
Mr. .v. L. Reed, Chief Engineer, states that for settlements of a few himdred inhabitants the standard
building in use is 16 ft. wide by 40 ft. to 50 ft. long, costing comiilete, including platforms, about $600.
For towns of about one thousand or more inhabitants the standard building usually adopted is 20 ft.
wide and 70 ft. or more in length, costing about |!iooo.

Standard Comlunation Depot, Maeon es' Pirinin,i:;/iam Railroad. — The standard combination depot
of the Macon & Birmingham Railroad is fully illustrated in the issue of Engineering Neivs of May
26, 1892.

264 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

CHAPTER XX.

FLAG-DEPOTS.

Flag-stations on railroads are stations of minor importance at which onl\- a limited
number of trains stop, — usually on flag ; hence the name. In reality flag-depots are small pass-
en"-er depots at unimportant local stations, and they are frequently called second, third, or
fourth-class passenger depots, according to the classification adopted by the railroad company.
It follows, therefore, that the division between flag-depots and local passenger depots is diffi-
cult to maintain in discussing the subject, as in practice the passage from one class of build-
ings to the other is not clearly defined.

The business at flag-stations is necessarily hmited. Where there is a freight business as
well as a passenger trade, a small combination depot is usually erected. In other cases, a
separate passenger building is constructed in addition to a small, separate freight-house. In
the great majoritj- of cases, however, flag-stations have onlj- a depot building with accommo-
dations for the passenger business, as the small amount of freight at such a station, if any, is
handled on the platforms, or else separate tracks and facilities are provided for it.

The simplest form of flag-depot consists of an open or a covered platform. The next
step is the adoption of shelters, described in a previous chapter, which are a special form of
platform roofs usually enclosed on three sides and open towards the track. In other cases,
especially in northern climates, an open shelter is too exposed, and a frame building with
one small room is erected, the house being placed in charge of the track foreman employed
in the vicinity, who keeps the place clean and sees that the door is unlocked during the day
or at train time. The structures thus far described are used at stations where there is no
agent, and it is simply desired to provide a place for the passengers to congregate and be pro-
tected, to a more or less extent, from the heat of the sun or during stormy weather pending
the arrival of trains. As soon as a station gains in importance sufficiently to warrant a station-
ao-ent, flag-depots are used with an office in addition to waiting-rooms. According to the
local requirements, there is either one general waiting-room or else there are separate wait-
ing-rooms for ladies and gentlemen. Small baggage-rooms to store baggage in, and sometimes
a special room for express matter, have to be added. In other cases a separate telegraph-ofifice,
a signal-tower, or toilet-rooms are found to be desirable. A very usual feature of a flag-
depot, especially in sparsely settled sections of the country or where a station is located some
distance from the settlement proper, is to connect some living-rooms or a complete dwelling-
house with the depot building for the depot-help or the agent and his family to live in. There
arc designs where the building takes the character of a dwelling, with only one or two rooms on
the ground-floor reserved for an ofifice and waiting-rooms, In other cases, the main part of the

FLAG-DEPOTS. 265

building is devoted to the passenger service, and ihcrc aic simply one ui seveial lounis for
dwelling purposes added, either in an annex or in an upper story. The local conditions and
requirements will govcn the selection of the design in each particular case.

The location of a flag-depot should be alongside of the passenger tracks. There should
be a low platform in front of the building, extended along the track for whatever length it is
thought desirable. Relative to the division of the interior, the structure will usually be so limited
that general rules would not be of much use. However, it can be said, that, where a separate
office is to be maintained, it is desirable to have a bay-window extension on the track side,
excepting in the simplest and smallest class of fiag-depots. The waiting-room should adjoin
the ticket-ofifice, and, where there are separate waiting-rooms for gentlemen and ladies, it is
desirable, although not essential, that there should be a separate ticket-window for each room.
The movement of baggage at the class of depots under discussion is so small, and as it is
handled almost exclusively on the platforms, the location of the baggage-room, where one is
introduced, is not a matter of great importance. Where feasible, however, it is desirable to
have the baggage-room facing the track, or at one end of the building, at the most convenient
location to allow baggage to be handled to and from trains and to and from teams. Where a
dwelling is attached to the depot, it is desirable to have a private entrance to the dwelling
independent of the waiting-rooms.

Relative to the style of structure to use for a flag-depot, the existing requirements and
the importance of the locality will govern. Flag-depots in cities or at important suburban
settlements are frequently built very substantially and artistically, while similar buildings in
thinly populated districts on a pioneer railroad need not be anything more than the cheapest
frame structure suitable for the purpose. The question of loss in ca-e of fire is not serious,
and would not warrant alone the construction of a more costly and fire-proof structure, as the
value of the structure and the baggage, that might be stored in the building at the time of
the fire, would be presumabl>- small. An examination of the illustrations and descriptions for
flag-depots given further below will show the great variety and difference existing in tliis
country in the structures adopted for the accommodation of the passenger business at flag-
stations. On Northern and Western roads the plainest class of frame structures without any
attempt at ornamentation are utilized; while on Southern roads and on the more important
Northern and Western roads, frame structures with more or less attempt at ornamentation and
artistic finish, especially in the line of cottage architecture, are in vogue. In the more thickly
settled sections of the East and in and around the large cities of the country, flag-depots are
invariably finished off as handsomely as other depots on the line, and in some cases in the
most substantial and best manner possible, as, for instance, the standard brick flag-depot of
the Pennsylvania Railroad, illustrated below.

Relative to the materials in use, it follows from above remarks that no general rule can
be established. In the majority of cases, however, frame structures are used, sheathed on the
outside with plain boards or ornamental siding and shingles, and roofed with shingles, tin, or
slate. Stone buildings exi.st in isolated instances. For a substantial building, however, a brick
structure, with stone trimmings, slate roof, antl ornamental gable-ends, cornices, ridge-cresting
and finials, is used very extensi\-ely.

It can be said, in general, that all rules establi.-^hed for designing local passenger depots

266

BUILDINGS AND STRUCTURES OF AMERICAN RAILROAD''^.

will apply to flag-depots, excepting that in the latter the rules need nut necess^-i'ily be followed
where the size of the building and the simplicity of the structure renders i^ difificult or impos-
sible to do so.

After these general remarks on the subject, the following descriptions aiid illustrations of
depot buildings in use in this country at flag-stations or minor stations of railroads will prove
interesting.

Frame Flag-depot at St. Paul, Minn., Minnesota &= Northwestern Railroad. — The flag-depot of
the Minnesota & Northwestern Railroad, used on the Motor Line in the suburbs of St. Paul,
Minn., designed by Mr. C. A. Reed, Supervising Architect, M. & N. W. R. R., shown in Figs. 476
to 479, consists of a single-story frame structure, 12 ft. X 20 ft., sheathed on the outside with

Fig. 476, — Front Elevation.

Fig. 477. — End Elevation.

horizontal and diagonal siding and ornamental shingles, in panels. The interior is divided into a
ticket-office, 11 ft. X 6 ft.; and a waiting-room, 11 ft. X 12 ft. 6 in. The clear height of the room is

Fig. 47S. — CROss-SEgTiON.

Fig.- 47g. — Ground-plan.

1 1 ft. There is a stove set in the partition between the ticket-office and the waiting-room, so as to
iieat both rooms. The doors arc 2 ft. 6 in. X 7 ft. The windows have 8 lights, each 12 in. X 18 in.
The foundations are posts set on blocking in the ground. The principal timbers are sills, 8 in. X 8
in.; floor-joists, 2 in. X 10 in.; and 2-in. X 4-in. studs, plates, nailers, rafters, and ceiling-joists.

Frame Flag-depot, Fottsrille Branch, Letiigli Valley Railroad. — The flag-dejiot in use on the
I'ottsville Branch of the Lehigh Valley Railroad, shown in Figs. 480 to 482, designed by Mr. Y. E.

FLAG-DEPOTS.

267

Schall, and built under the direction uf Mr. Wni. Y . I'ascoe, Superintendent of Bridges and Buildings,
L. V. R. R., consists of a single-story frame structure, 21 ft. X 13 ft., sheathed on the outside with

Fig. 480. — Front Elevation.

Fig. 4S1.— End Elevation.

matched diagonal sheathing and uprigiit ornamental
boarding, and roofed with slate. The interior con-
sists of one large room, in one corner of which a space,
6 ft. X 8 ft., with a hexagonal bay-window extension, 2
ft. X 6 ft., is partitioned off by a railing for an office.
The entrance door to the office in the railing has a
shelf for tlie use of agents in selling tickets, etc. The
roof is finished off very handsomely with galvanized
iron ridge-cresting, finials, and smoke-flues. There
is a semaphore signal projecting above the roof in
front of the bay-window, as the stations are used as
block-signal stations. The foundations of the build-
ing are brick or stone piers. There is a low platform '''°- 482.-Ground-plan.
extending around rhe building on all sides, 8 ft. wide on the face, and 5 ft. 6 in. wide on the rear and
sides. The top of the platform is set 11 in. above the top of rail, and 4 ft. 6 in. from the centre
of the track. The platform has a rise of 3 in. The principal timbers used are, sills, 4 in. X 6 in.;
floor-joists, 3 in. X lo in.; corner-posts, 4 in. X 6 in.; studding, 3 in. X 4 in.; plates and nailers, 3 in-
X 4 in.; ceiling-joists, 3 in. X 8 in.; rafters, 2 in. X 6 in. The interior of the room is ceiled with
yellow-pine narrow tongued and grooved boards, and wainscoted for 4 ft. in height from the floor.
The clear height of the interior is 13 ft. 6 in. The door is 2 ft. 10 in. X 7 ft. The windows have 8
lights, each 12 in. > 18 in.

Frame Flag-Ji-pot at Wayne Station, Pa., Ptiinsylvania Railroad . — The flag-depot on the German-
town & Chestnut Hill Brancli of the Pennsylvania Railroad, at Wayne Station, Pa., shown in
perspective in Fig. 483, is a single-story frame structure, with an ornamental frame exterior, and
roofed with slate. The foundations are stone walls. The panelling of the exterior, the cornices,
roof-brackets, and gable-ends are finished in a very handsome and artistic manner, so that this design
can serve to illustrate how effective and ornamental a structure can be erected in wood.

Frame Flag-depot, Ohio Valley Railway. — The standard design for a flag-depot of the Ohio Valley
Railway is a plain, one-story frame building, 26 ft. X 16 ft., roofed with shingles, and divided by a
central partition into a general waiting-room, 13 ft. X 15 ft.; and a baggage-room, 12 ft. X 15 ft.
There is a 9-in. X 9-in. flue at the centre of the building. The design of the exterior is similar to
the standard local passenger depot of the same railroad, illustrated in Fig. 520, the most striking
feature of which is the curved roof at the eaves, and the knee-braces under the roof projection
are cut to a bold, semicircular pattern. The outside of the building is sheathed with vertical,
horizontal, and diagonal, plain and ornamental boarding, in panels. The inside finish is of wood.
The vertical siding is jjainted a Turkey vermilion, the horizontal and diagonal siding a very light
drab, and the frames, belt-courses, etc., a very dark red, approaching a brown color. Mr. C. C.
Genung, Chief Engineer, Ohio Valley Railway, who designed the plans for these depots, states

268

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

that a very neat, small flag-station building, about 12 ft. X 15 ft., can be put up complete for $100,
exclusive of platforms.

hlC. ^53. — i'KRSl'ECl [\ K.

Frame Flai:;-di'pot at Tabor, Pa., Philadelphia &= Reading Railroad. — The flag-depot at Tabor,
Ta., on the North Pennsylvania branch of the Philadelphia & Reading Railroad, shown in Figs. 4S4
to 487, designed by Mr. Frank Furness, architect, is a single-story frame structure, 25 ft. 4 in. X 16

Fig. 484. — Front F.i.kvation.

Fig; 485. — End Elevation.

FLAG-DEPOTS.

269

ft. 4 in., with shed-]il.uf(irni roof extension at each end of tlie building. Tlie outside of the building
is sheathed with horizontal and vertical matched siding and ornamental shingles, in panels, and

Fig. 4S6. — CRo.ss-SF.cTinN.

"Fig. 4S7. — Ground-plan.

roofed with slate. The projecting roofs with supporting brackets are finished in a handsome style.
The cornices, ridge-cresting, finials, and smoke-flue are of galvanized iron. The entire design is
finished off very artistically, and presents a very liandsoine appearance. The shed-platform roof
extensions are supported by one post at each end of the building, as shown on the plan. The inte-
rior of the building consists of one general waiting-room, 15 ft. X 24 ft., with a clear height of 12 ft.
4 in. The interior is finished in wood, and wainscoted 5 ft. high from the floor. There are plat-
forms on all sides of the building, 10 ft. wide on the face, and. 5 ft. wide on the rear and sides. The
platform is set g in. above the top of rail, and 5 ft. 6 in. from the centre of the track. The doors
are 5 ft. X 8 ft., hung in pairs, panelled and glazed, as shown on the plans, with transom overhead.
The windows are }, ft. 6 in. wide, with transom-lights overhead. The foundations are stone walls.

Shtnc Flag-depot at Forest Hill, N. J., Ne7v York <5f Greenwood Lake Railroad. — The flag-depot
of the New York & Greenwood Lake Railroad at Forest Hill, N. J., consists of a small stone
single-story structure, roofed with slate, as shown in Fig. 488 Tiie walls are rough stone, with

t rn. _!>

■ PERsrF.riivK.

dressed stone for corners, string-courses, cornices, and finish of windows and doors. This design is
of the general style used very extensively for small depot buildings in England and on the Continent.
Frame Flag-depot, West Shore Railroad.- — The flag-depots known as class " A," adopted for the
West Shore Railroad, designed by Messrs. Wilson Uros. & Co., of Philadelphia, Pa., described and
illustrated in the issue of the Railroad Gazette of A|-/ril 23, 1886, and also in the issue of Engineer-
ing News of March 31, 1888, are single-story frame structures with a two-story tower. The build-
ing is 40 ft. X 17 ft., and it is divided into a ticket-office, 9 ft. X 20 ft., including a square, 3 ft. X 9
ft., bay-window projection; a general waiting-room, 16 ft. X19 ft.; a baggage-room, 9 ft. X 5 ft.; a
ladies' room, 9 ft. X7 ft., with toilet-room attached; and a gentlemen's toilet-room. The upper i)art

270

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS

of the tower over the ticket-office is used as a signal-tower. The feature of this design is that in the
finish of the exterior there are four different standards adopted, all of which correspond to the same
ground-plan and frame, but vary in minor details connected with the tower, chimney, balcony,
window-glazing, and form of roof. Thus, while uniformity in the ground-plan and the frame of all
the depots of the same class is assured, there are sufficient changes in minor details of the exterior to
cause each building to have certain individual characteristics.

Frame Flag-depot^ Pennsylvania Railroad. — The flag-depot of the Pennsylvania Railroad, shown
in Figs. 489 to 491, is a single-story frame structure, 53 ft. X 21 ft., sheathed on the outside with

Fig. 4S9. — Front Elevation.

Fig. 490. — End Elev.\tion,

German siding and ornamental shingles, in panels, and roofed with slate. The interior is divided
into a gentlemen's waiting-room; a ladies' waiting-room; and a ticket-office with an octagonal bay-
window projection. The building is surrounded by low platforms on all sides. The top of the plat-
form is 8 in. above the top of rail and reaches within 4 ft.
6 in. of the centre of the track along the face of the
building. The platforms at the rear and at the ends of
the building are 9 ft. wide, while the platform along the
front of the building is 12 ft. wide, extended each way
from the building along the track, the extensions being 8
I ft. wide. The clear height of the rooms is 13 ft. The
foundations are stone walls, 18 in. thick. The frame
consists of 3-in. X 4-in. studding, covered on the outside
with i-in. rough hemlock sheathing and i-in. German siding. The walls of the rooms are plastered.
The roof consists of 2-in. X 8-in. rafters: 2-in. X lo-in. ceiling-joists; 2-in. X 6-in. collars; 3-in. X
8-in. ridge-poles; and i-in. rough sheathing.

Frame Flag-depot with Dwelling, Pennsylvania Railroad.— The. frame flag-depot, with dwelling
attached, of the Pennsylvania Railroad, shown in Figs. 492 to 495, consists of a two-story
frame structure, 46 ft. X 30 ft. The building is sheathed on the outside with narrow white-pine

Fig. 491. — Ground-plan.

rrrr fWt

rrrr yrtt
rnr mr

Fig. 492. — Front Elevation.

FLAG-DEPOTS.

271

Fig. 493. — End Elevation.

Fig. 495.— Second-floor Plan.

272

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

tongued and grooved boards, and ornamental shingles, in panels, and roofed with slate. Theie is a
low i2-ft. platform in front along the track, extended 8 ft. wide each wa)- from the building. The
platform is 8 in. above the top of the rail, and 4 ft. 6 in. from the centre of the track. The total
length of platform facing the track is 100 ft. There is a cellar under the living-room, 7 ft. 6 in. in
height. The clear height of the first story is 10 ft., and the clear height of the second story is 8 ft.
8 in. The first floor is divided into an office, 12 ft. X 9 ft., with a 4-ft. X 12-ft., square bay-window
extension; a gentlemen's waiting-room, 15 ft. X 14 ft. 6 in.; a ladies' waiting-room, 17 ft. X 12 ft. 4
in.; a kitchen, 13 ft. X 15 ft.; a living-room, 12 ft. X 15 ft.; a hall; and a porch. The second floor
has three bedrooms and a signal-tower office, 12 ft. X 13 ft. The bay-window extension of the
office on the first floor is carried up through the second floor, thus affording a very good place for a
signal-station. A signal-lamp is placed in front of the building, as shown on the plans.

Brick Flag-depot -tinth DiwUing, Pennsylvania Railroad. — The brick flag-depot, with dwelling
attached, of the Pennsylvania Railroad, shown in Figs. 496 to 501, designed and adopted in 1884

Fig. 496. — Front Elevation.

Fig. 497. — Rear Elevation.

by Mr. Wm. H. Brown, Chief Engineer, P. R. R., consists of a two-story brick building, roofed
with slate. The size of the building is 35 ft. 6 in. X 26 ft. 6 in., L-shaped. There is a i6-ft. plat-

FiG. 4gS. — End Elevation.

Fic. 499. — Cellar-plan.

form on the front of the building, 81 ft. in length along the track, which platform is roofed with a
single-post, ornamental platform roof. The platform is a low platform, and reaches within 4 ft. 6 in.

FLAG-DEPOTS. 273

of the centre of the track. The platform on the side of the building is 5 ft. wide. There is a ceUar

Fig. 501. — Second-floor Plan.

Fig. 500. — Ground-plan.

built under one end of the l)uilding, with a furnace. The
first floor is divided into a ticket-office, 6 ft. 7 in. X 8 ft.,
including a 2-ft. 6-in., sijuare bay-window projection; a
general waiting-room, 17 ft. X 15 ft.; a living-room, 14 ft.
5 in. X II ft. 6 in.; a kitchen, 11 ft. X 10 ft. 9 in.; and a
vestibule. The second story has four bedrooms. The
foundations are stone walls, 16 in. thick. The brick
walls of the lower story are 12 in. thick, with wooden
ornamental panels inserted at the doors. The windows
have dressed flagstone sills. The slate roof is finished off
with galvanized-iron cornices, ridge-cresting, and finials.
The gable-ends of the upper story are sheathed with
matched siding and ornamental shingles, in panels. The
smoke-flue is of brick, with stone cap. The roof projec-
tions over the platform and the single-post platform roof
are finished in a very ornamental and artistic manner.

Frame Flag-depot with Dwelling at Priiicipio, Md., Philadelphia, Wilniiiigton c^ Baltimore
Railroad. — The flag-depot, with dwelling attached, of the Philadelphia, Wilmington &: Baltimore
Kailroad at Principio, Md., designed by Mr. S. T. Fuller, Chief Engineer, P., \V. & V,. R. R., described
and illustrated in the issue of the Railroad Gazette of May 17, 1878, consists of a two-story frame
structure with French mansard roof, and a single-story anne.x for a kitchen. The size of the build-
ing is 21 ft. X 36 ft. The first floor lias a waiting-room, a living-room, a ticket-office, a kitchen, and
two verandas. The upper floor has two bedrooms. The foundations are stone walls. Tiie outside
of the building is sheathed with horizontal and vertical matched siding, in panels, with a heavy orna-
mental wooden cornice. The roof is covered with slate.

Frame Flag-depot, with Dwelling, Northern Pacific Railroad. — The design for a flag-depot,
with dwelling attached, of the Northern Pacific Railroad, shown in Figs. 502 to 504, designed
by Mr. C. B. Talbot, consists of a single-story frame structure, 18 ft. X 46 ft., sheathed on the out-
side with upright boards and battens, and roofed with shingles. The finish of the exterior is plain
and cheap. The height of the rooms is 10 ft. in the clear. The interior is divided into a waiting-
room, 12 ft. X 18 ft.; an office, 8 ft. X 1 1 ft.; a baggage-room, 7 ft. X 8 ft.; two bedrooms, each 9 ft.
X 12 ft.; a living-room, 12 ft. X 14 ft.; and a kitchen, 9 ft. X 12 ft. The building has a 12-ft. low

274

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

platform along tlie front facing the track, a 12-ft. |>latform at the end of the building next to the
waiting-room, and a 6-ft. platform on the rear. The platform is set 16 in. above the top of the rail,
and 6 ft. from the centre of the track, with two steps leading down to the track. The platforms have

Fig. 503. — Cross-section.

Fig. 504. — Gkound-plan.

a rise of 2\ in. The building is built without a frame, consisting of two layers of boards nailed to the
sills and plates. The foundations consist of posts set in the ground on blocking. The principal
timbers used consist of 6-in. X lo-in. sills; 2-in. X lo-in. floor-joists, spaced 6 in. centres, spanning
9 ft.; ceiling-joists, 2 in. X 6 in., sjiaced 24 in. centres; plates, 2 in. X 6 in., upright; rafters, 2 in. X
6 in., spaced 24 in. centres. There are two 6-in. terra-cotta flues in the building. The doors are 2
ft. 8 in. X 6 ft. 8 in. X i-|^ in. The windows have 8 lights, each 14 in. X 18 in.

Frame Flag-depot with Dwelling at Magnolia, Del., Philadelphia, Wilmington er" Baltimore
Railroad. — The frame flag-depot, with dwelling attached, at r.Iagnolia, Del., on the Philadelphia,
^Vilmington & Baltimore Railroad, part of the Pennsylvania Railroad System, shown in Figs. 505
to 507, consists of a two-story frame structure, 45 ft. X 30 ft., very similar in exterior design to the
frame flag-station building of the Pennsylvania Railroad, illustrated in Figs. 492 to 495. The out-

FiG. 505. — Front Elevation.

FLAG-DEPOTS.

275

side is sheathed witli narrow white-pine tongued and grooved boards and ornamental sliingles, in
panels, and roofed with shite. The building has a low, 12-ft. wide platform in front along the track,
extended 8 ft. wide each way from the building. There is a cellar under the living-room, 7 ft. 6 in.

Fig. 506. — Ground-plan.

Fig. 507.— Second- floor Plan.

high. The clear height of the first story is 10 ft. and the clear height of the second story is 8 ft. 8
in. The first floor is divided into an office, 12 ft. X 12 ft., with a hexagonal, 3-ft. 6-in. X 12-ft., bay-
window extension; a gentlemen's waiting-room, 15 ft. X 14 ft. 6 in.; a ladies' waiting-room, 17 ft. X
12 ft. 4 in.; a living-room, 12 ft. X 15 ft.; a kitchen, 13 ft. X 15 ft.; a hall; and a porch. The second
floor has four bedrooms.

Fla^-dcpots, Chicago &= Northwestern Railroad.- — In the issue of the Inland Architect and News
Record, Vol. 10, No. 6, a number of flng-station depot buildings are illustrated, which were designed
by Cobb & Frost, architects, Chicago, 111., for the Chicago & Northwestern Railroad. The depots
illustrated are at West Fifty-second Street, Chicago; Wayne Station; East Elgin Station; Hayes Sta-
tion; and Waukesha Station.

276

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

Flag-depot at Van Buren Street, Chicago, III., Illinois Central Railroad. — The old flag-depot of the

Illinois Central Railroad at Van Buren Street, Chicago, 111., consists of an octagonal, two-story pavilion

with French mansard roof, as illustrated in the issue of the Railway Review of June 28, 1879. A

porch roof surrounds the octagon on all sides. The building is neatly finished, and presents a very

-ornamental appearance, but it is out of the run of the usual class of railroad buildings.

Flag-depot with Dwelling at Norwood Park, N. V. — In the issue of Building of Sept. 1883,
a design for a flag-depot at Norwood Park, N. Y., with dwelling attached, is illustrated, as de-
signed by Mr. J. F. Lyman, architect, Yonkers, N. Y. The structure consists of a two-story frame
building, finished very artistically. The ground-floor has a waiting-room, 23 ft. 6 in. X 48 ft. 6 in.;
a ticket-office, and a small ladies' toilet-room. The upper story has a living-room, a kitchen, and
two bedrooms.

Flag-depot Design with Dwelling. — A design for a $3500 flag-depot, prepared by Messrs.
Leicht & Anderson, architects, is published in Railroad Topics. The materials are, first story, rock-
faced stone; second story, shingle, and a slate roof. The ground-plan has a general waiting-room,
a baggage-room, a ticket-office, toilet-rooms, and a. porte cochere.

Flag-depot at Chestnut Hill, Mass., Boston &" Albany Railroad. — The flag-depot at Chestnut Hill,
Mass., on the Brooklyne branch of the Boston & Albany Railroad, shown in Figs. 508 and 509,

Fig. 508. — PERSPECTrVE.

Fig. 509. — Groi-nd-plan.

designed by the late Mr. H. H. Richardson, architect, Brooklyne, Mass., plans for which were pub-
lished in the Railroad Gazette of Nov. 5, 1886; in the Sanitary Engineer, Vol. 14; and in the American
Architect and Building Neivs o{ Feb. 26, 1887, is a small, single-story, granite building, with brown-
stone trimmings, and roof of red tiles. The principal and most striking feature of the design is a large

FLAG-DEPOTS. 277

porie cochcre on the rear of the building, tlie lull length of same, the drive-way being spanned by heavy
granite arches in line with the ends of the building. The interior is divided into a general waiting-
room, 21 ft. X 36 ft.; a small baggage-room; a gentlemen's toilet-room; a ladies' waitihg-room; and a
very small ticket-office. From an architectural and artistic standpoint this design is most effective
and praiseworthy, but viewed from a railroad-engineer's standpoint there are serious defects in the
ground-plan. It is very unusual and objectionable to have a gentlemen's toilet-room opening from a
general waiting-room; an entrance from the outside of the building would have been preferable.
The baggage-room is very small, although probably sufficient for the storage of the small amount of
baggage remaining at the depot. The ticket-office is hardly large enough to warrant being called an
office, so that two windows to sell tickets from, both leading into the same waiting-room, certainly
seem unnecessary.

Flag-depot at Woodland, Mass., Boston &= Albany Railroad. — The flag-depot of the Boston &
Albany Railroad at Woodland, Mass., designed by the late Mr. H. H. Richardson, architect,
Brooklyne, Mass., plans for which were published in the American Architect and Building News of
February 26, 1887, consists of a single-story stone structure, 36 ft. X 16 ft., with heavy, sloping roofs.
The facade towards the railroad is designed entirely from an architectural standpoint. There are
stone seats under the sloping roof, alongside of the bay-window extension to the main building, which
serves as ticket-office. The interior is divided into a general waiting-room; a baggage-room; a ladies'
toilet-room; a gentlemen's toilet-room; and a ticket-office. The arrangement of the ground-plan has
a large number of very objectionable features.

Flag-depot at Wahan, Mass., Boston &' Albany Railroad. — The flag-depot of the Boston &
Albany Railroad at Waban, Mass., designed by the late Mr. H. H. Richardson, architect, Brooklyne,
Mass., plans for which were published in the American Architect and Building Neivs of Feb. 26, 1887,
is a small, single-story stone structure, with tile roof. The size of the building is 38 ft. X 21 ft.,
divided into a general waiting-room; a baggage-room; a gentlemen's toilet-room; a ladies' toilet-room;
and a small ticket-office located in a round bay-window projection at one corner of the general
waiting-room. The arrangement of the interior ground-plan has se>'eral objectionable features.

Flag-depot at IVellesley Hills, Mass., Boston &' Albany Railroad. — The flag-depot of the Boston
& Albany Railroad at Wellesley Hills, Mass., designed by the late Mr. H. H. Richardson, architect,
Brooklyne, Mass., plans for which were published in the American Architect and Building Abac's of
February 26, 1887, is a single-story stone structure, 21 ft. X 40 ft., with round bay-windows at the
corners of the front of the building, and with large, sloping roof. The interior is cut up considerably
so as to give a general waiting-room; a ticket-office; a baggage-room; a ladies' waiting-room, with
toilet-room attached; and a smoking-room, with toilet-room attached.

9jS BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

CHAPTER XXI.
LOCAL PASSENGER DEPOTS.

Passenger depots solely for the accommodation of the passenger business of a railroad
are used at all local stations of railroads where the passenger business is of sufficient importance
to warrant a separate building, or where the freight business is handled in a separate building.
The size, design, and class of structure used in each case will vary materially, according to
the local conditions and the importance of the station. As indicated above in the remarks
on flag-depots, it can be said that flag-depots are simply small local passenger depots, the dis-
tinction between the two being very hard to maintain, as the change from one group to the
other in practice is frequently imperceptible, and not clearly defined. Railroads adopting
standard sets of depot plans usually divide the designs into classes, flag-depots being the
smallest and cheapest class of structures. The requirements for and the division of the interior
of local passenger depots vary considerably, starting with a small building containing wait-
ing-rooms, a ticket-ofifice and a baggage-room, and ending with large two-story structures with
capacious waiting-rooms, toilet-rooms, smoking-room, dining-room and appurtenances,
baggage-room, express-room, mail-room, telegraph-of^fice, parcel-room, news-stand, supply-
rooms, rooms for conductors and trainmen, and offices. Structures of the latter class
approach in character terminal side-stations, the distinction between the two, however, con-
sisting in the feature, that in a terminal side-station the tracks, or a number of them at least,
terminate at the station, while in a large first-class local passenger depot the tracks pass by
the building. At terminal stations on pioneer railroads and in small towns the terminal
passenger depot is built practically the same as a large local passenger depot. It will, there-
fore, be readily seen, that in the discussion of local passenger depots the remarks are neces-
sarily general, and no special rules can be established, as the range of buildings embraced
under the term of local passenger depots is very extensive.

The general style and size of a depot building will depend to a large extent on the
proposed location with reference to the topographical features of the site, the amount of land
available, the facilities required, and the importance of the locality. The size and ground-
plan layout should correspond to the actual requirements of the business to be expected in
the near future, considering also the possible growth of the town or settlement, so that
subsequent enlargements of the structure can either be carried out easily or else the building
made large enough at the start to exclude the possibility of having to make alterations for a
great many years. The style of the building should correspond to the surroundings, with due
regard, however, to the practical uses to which the structure is to be devoted. The class of
buildine materials and the general finish of the building will depend o\\ the amount of the

LOCAL PASSENGER DEPOTS. 279

appropriation set aside for the structure, and the materials fouutl to be in general use and
easily obtainable in each particular section of the country.

Local passenger stations on railroads with more than one main track can either be side-
stations, island-stations, or overhead-stations. A special class of side-stations are so-called
twill-stations and stations witli covered platforms or shelters on the opposite side of the
railroad from the depot building. Junction-stations occur at the crossing-point of two
railroads, in which case the depot building is located in the angle between the two roads.
Twin-stations, in other words two .separate depot building.s, are used at junction points of
railroads, where each road desires its own depot. They are also used, one on each side of the
railroad, where the local passenger business is so heavy and there are so many trains running
that it would prove a source of great inconvenience or danger to make passengers cross the
tracks from one side of the station to the other. Of course two buildings require practically
double help throughout, but there are conditions and localities which call for this class of
station. Overhead-stations are very customary for railroads entering cities, where the road-
bed is in a deep cut and the right of way obtainable is limited or the value of land very high.
They not only afford a means of maintaining depots on the railroad company's original right
of way, but offer the advantages of an island and a side-station combined. One set of offlces,
waiting-rooms, etc., serve for passengers going in either direction, while the respective plat-
forms can be reached from the depot building without crossing tracks at grade. Island-
stations, that is, stations with the depot building set between the tracks, which are spread for
this purpose, have been used to quite an extent in this country. In case there are four tracks,
and the inner two are used for way-trains, while the outer two are used for express trains,
the adoption of island-stations offers some great advantages. But to make this method
practical, all stations on the railroad should be island-stations, which it is not always feasible
to accomplish, especially in running through towns or cities where the right of way is limited,
or owing to the proximity of bridges it is im.possible to spread the tracks to accommodate
the island-depot. In addition, the use of the outer tracks for fast trains cannot be considered
the best practice, if the requirernents of the local freight business and the necessity for
having sidings into factories and yards along the route arc considered. Some four-track
railroads run the fast trains on the two tracks on one side of the roadbed and the local trains
on the other two tracks, so that depots located alongside the latter serve the local passenger
business very well. But at stations where fast and local trains stop, this division of the tracks
loses some of the prominent advantages claimed for it. At such stations the transferring of
trains from one track to another by a system of cross-overs and leaders at each end of the
station, well guarded by interlocking block-signals, offers a solution of the problem that has
been quite frequently adopted. It can be said, however, in general, that, excepting where
another style of station is required or distinctly indicated by the local conditions, side-stations
represent the most general practice adopted in this country for local passenger stations on
single, double, or four-track railroads.

Local passenger depots at side-stations have the objections that, where the railroad is a
double-track or a four-track road, passengers are obliged to cross tracks at grade to get to
trains on the far tracks. Where the business of the road is very heavy and the crowds to be
expected at the depot at certain times are large, it is customary to place an open or covered

38o BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

platform or a shelter on the opposite side of the raih'oad from the depot building, thereby
obviating some of the objectionable features of side-stations. At important points this plat-
form or shelter is connected witli the main depot building by a tunnel or subway beneath the
tracks, or by an overhead foot-bridge over the tracks. The travelling public seems to have
an aversion for subterranean passages, yet the vertical descent and ascent is fully ten feet less
than the height tlie passenger has to overcome in passing from one side of a station to the
other across an overhead foot-bridge. Where a subway can be properly drained and kept
well ventilated and lighted, it should be preferred to an overhead foot-bridge, which, in
addition, blocks the view along the road to a certain extent. Subways or foot-bridges are
frequently provided by railroad companies, so as to have a strong legal point in defending
any suits for damages resulting from accidents to travellers while crossing the tracks to get
from one side to the other side of the station. It is, however, customary, where a subway or
a foot-bridge is provided, to actually prevent travellers crowding across the tracks, even if it is
at their'own risk, by putting a fence between the main tracks or fences between each main track
and the outside track next to it, in which latter case the outside tracks are used for local
trains and the inner tracks for fast trains that do not stop at the station. Where the outside
tracks on a four-track railroad are used for freight-trains only, and the inner tracks for all
passenger trains, it is generally impossible to turn the outside tracks away from the main
tracks, so that passengers are forced to cross a freight track to get to the passenger track.
This is an objection which generally cannot be remedied, and has to remain, calling for in-
creased vigilance and care on the part of trainmen and the station help.

The platforms at passenger depots are always low platforms, from 2 in. to i6 in. above
the top of rail. According to the design adopted, they surround the building on all sides
or only on certain sides. The platform along the track is usually extended each way from
the building for some distance, so as to give a longer platform frontage for trains. The width
of platforms varies in different designs according to the platform space required to handle
the travel. Platforms should be never less than 12 ft. wide, and preferably not less than 24 ft.
The conditions governing tlie selection of the height, length, and width of platforms at pas-
senger depots, as also the proper materials to use, according to the circumstances presented in
each particular case, are discussed at length in the chapter on Platforms, Platform-sheds, and
Shelters. It should be mentioned, however, that platform roof projections along a carriage-
road on the back of a platform, or a well-designed portc cocliirc, are a source of great con-
venience to travellers arriving or leaving in carriages during stormy weather.

As stated above, the division of the interior of a local passenger depot varies greatly,
according to the requirements in each case. For the larger class of local depots the rules
established below as a general basis for terminal side depots will apply, excepting that consid
erable liberty could be taken in following such general rules. The following general remarks
will apply more particularly to the average-size local passenger depot.

The ticket-office, if used also as a telegraph-office, should be situated at the front of the
building, facing the track, with a bajMvindow projection, so that the movement of trains on
the track can be readily seen from the interior of the office. There should be, if feasible, sep-
arate ticket-windows for each waiting-room, and the windows shoidd be far enough apart to
allow space for a ticket case and shelf between them, without requiring the ticket-seller to

LOCAL PASSENGER DEPOTS. zSi

move far in passing from window to window. Good light should be provided at day and
night on both sides of the ticlcet-window. Selling tickets to a lobb}- or a large general waiting-
room has some good and some objectionable features. If tickets are sold to a lobby or a
general waiting-room, a large number of passengers after purchasing their tickets will pass
immediately to the trains or platforms, and thus tend to make the special waiting-rooms more
private. On the other hand, unless special windows are provided for ladies, the latter will be
seriously inconvenienced when large crowds are at the depot. If the ticket-office is not used
as a telegraphofifice, it need not be located on the track side of the house ; but it is more
advantageous to locate it thus in all cases, if possible, as the ticket-seller can keep better
advised of the movement of trains. Finally, attention should be called to the desirability of
making the ofifices large enough to be comfortable and convenient for the employes, ai^l also
to allow for the accommodation of extra help, if the business at the stati^in shoukl increase
aiul recjuire it. •

Relative to waiting-rooms, it can be said, that separate waiting-rooms for gentlemen and
fdi ladies are most desirable. But where there is only one general waiting-room, it is very
inipiirlant to provide, if possible, at least a small ladies' parlor with toilet-room attached.
W'liere there is a special Lulies' waiting-room, the parlor or dressing-room can be
dispensed with, and the toilet-room open immediately fium the ladies' waiting-room. It
is very bad practice, however, to allow the door to the ladies' toilet-room to lead directly
from a general waiting-room. Where the ladies' waiting-room is not completely closed
off from the gentlemen's waiting-room or from the general waiting-room or corridor, it is
desirable, where feasible, to j)lace the door from the ladies' waiting-room to the toilet-room
on a side of the room hidden from view from tlie corridor or the other wailing-room. If this
is not feasible, it is customar_\' to put up a screen or light partition, so as to partial!}' mask the
entrance to the toilet-room. The toilet-room for gentlemen should never have a direct en-
trance from the general waiting-room. There is no objection, however, to having the toilet-
room for gentlemen leatl from a smoking-room or from a separate waiting-room for gentlemen.
But the best plan to pursue, when the ti.iilet-room cannot be placed in the mai'i building as
an extension to a smoking-room or a gentlemen's waiting-room, is to place it in a separate
building or else in the main buikling with an outside entrance from the rear or end of the
building. In fact, the general rule should prevail, that the toilet-room for gentlemen should
be accessible from the outside of the building. Attention should also be calletl to the advan-
tages to be derived from introducing a generously proportioned and coinfortably fitted-up
smoking-room. It will not only accommodate smokers, but it will draw off from the waiting-
rooms quite an undesirable element, as cnn'grants, laborers, hackmen, and loungers around the
(le[)()t.

Relative to the location of tlie tUiors in the waiting-rooms, they should he so disijosed
that the passengers entering from the rear of the building can pass to the ticket-window and
then out to the train on as direct a route as possible. Where large crowds are expected at
times, and the doors leading to the train side of the house are kept closed till trains arrive or
are ready to start, it is desirable to have the doors open with the crowd and not against it.
At such depots, a large lobby or a general waiting-room is a good feature, as it allows large

282 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

crowds and parties to pass directl)- to the train without tramping through or blocking the
special waiting-rooms.

In connection vvitii the handling of crowds going to trains, a word should be said about
providing exits for the crowds from arriving trains. At small depots, passengers pass along
the platform and around the building to the street. At large depots, where the building has con-
siderable front along the track, special passage-ways are frequentl)' provided near the centre of
the main building to allow passengers to pass quickly from the arriving platform to the street at
the rear of the building. The advantage gained is that arriving crowds leave the platform sooner,
and do not conflict with the throng of people passing from the waiting-rooms to the train.
The passage of arriving passengers through a general waiting-room, lobby, or corridor, w hich
is used for outgoing passengers to pass through in going to trains, is very bad practice, as the
outgoing passengers will be interfered with and delayetl in buying their tickets, checking their
baggage, etc. A separate passage-way is therefore more desirable, in case the incoming travel
and the length of the building demand a short cut to the street. Excepting in very long
depot buildings, the advantages of separate exits througli the building for incoming passen-
gers should not be overestimated, especially if the convenient and practical laj-out of the
ground-plan with reference to outgoing passengers is thereby seriously disturbed. In this con-
nection, the design of depots with a main building and an auxiliary building at one end or at
both ends, separated from the main building, but connected with il by covered platforms, as
shown in Figs. 564 to 566, is very customary. This st\-le of design offers many advan-
tages, one of the most important of which is the speed}- manner in which arriving passengers
can leave the depot without interfering with departing passengers.

The baggage-room at small local passenger depots, excepting in some cases at junction
points where passengers change trains, need not be very large, as the baggage business is
handled mainl}- on the platform next to the baggage-room, and the baggage-room pioper serves
more particular]}' as the baggage-master's office and for the storing of baggage over night.
The .same remarks hold good at large local passenger depots, especially for the incoming bag-
gage; but the outgoing baggage is more liable to pass through the baggage-room, as it is re-
ceived on the street side from wagons and passes through the baggage-room to the trains. The
location of the baggage-room should be such that baggage can be easily received from the street
side and also delivered to the street side of the depot. There should be considerable i)latforni
space available for the storing of baggage under cover, and the baggage-room should be located
in such a way that passengers passing along the platforms are not blocked by the baggage and
baeeacre-trucks, that will necessarilv accumulate at times on the platform around the baegase-
room. At the same time, however, it is desirable to locate it so that passengers can reach the
baggage-room in passing to and from trains, without seriously going out of their wa}-. Where
there is a general waiting-room or a large lobby provided, it is good practice, if feasible, to
have an opening or window leading from the general waiting room or lobby into the baggage-
room, so that passengers can leave hand baggage, arrange about checking baggage, make
inquiries, etc., on their way to trains after purchasing their tickets witho'.it having to go out-
side of the building around to the entrance to the baggage-room. In small depots, as
outlineil above, this feature is not essential, as the checking of baggage is usually done on tin
platform in front of the baggage room ; and, in any event, the distance the passengers would

LOCAL PASSENGER DEPOTS. 283

have to go from tlic waiting-room to tlic baggage-room is insignitie.mt. Where the help at
the depot is hmited, and the agent or ticket-seller has to attend to the checking of baggage,
the location of the baggage room near the ofificc is necessar}\ Where the volume of business
warrants maintaining a separate baggage-master, the location of the baggage-room in an
auxiliary building has advantages. The platforms around the main building can be kept
clear of baggage, and the express-wagons and baggage-wagons will line up on the street near
the baggage-room awa)' from the passenger building proper, leaving the rear of the mam
buikiing free for foot-passengers antl carriages. The remarks in reference to tlie baggage
business apply also to express-offices, to a more or less extent.

At dining-stations, according to the local requirements, small lunch-counters or large ex-
tensive dining-rooms, with all the necessary appurtenances, are provided. Where the building is
two-story, the location of the kitclicn and serving-rooms, etc., on the second flooi' is a good
feature. l\elati\-e to the location of the dining-rooms, it will depend to a certain extent on
whether provision is to be mainly made for through passengers, simply stopping at the depot
for their meals, or whether the dining-rooms are for the accommodation of incoming and out-
going local passengers. In the first case, the main feature is to provide easy ingress and
egress to and from the dining-room on the train side of the depot, without distuibing
passengers in the waiting-rooms or passengers passing to trains. In the other case mentioned,
the dining-rooms and refreshment-counters are part of the general layout in connection with
the waiting-rooms and other facilities for the accommodation of incoming and outgoing local
passengers, and the design should be made accordingly.

At small depots one office suffices for telegraph-office, ticket-office, and station-agent's
office. At larger depots separate offices for the station-agent, telegraph-operator, tr.iin-
despatcher, and other officials have to be provided. Also, supply-rooms for stores, fuel, lamps,
oil, etc. Where two-story buildings are used, the upper floor is generally utilized for
offices for the telegraph department, train-despatcher, clerks, and others connected with the
road ; also for trainmen's room, conductors' room, etc., where space for such purposes is
desired. The style of depot with a main building and two au\iliar\' i)uildings or pavilions,
situated some distance from each end of the main building, as shown in F"igs. 564 to 566,
offers advantages where space has to be provided for the various purposes just mentioned.
The main building is usually devoted to the regulation accommodations for passengers, one
auxiliary building is used for the baggage and express business, store-rooms, and gentlemen's
toilet-room, while the other au.xiliary building is usetl for offices for officials and rooms for
men connected wit'n the road.

Living-rooms for some of the help einplo_\-ed at tlei)ots are freciucntl}' provided. In some
cases, regular dwelling-houses are attached to the depot building or dwelling-rooms provided
for in an up[)er stor)'.

The general remarks made above about waiting rooms, toilet-rooms, baggage-room.s, and
offices will hold good for junction stations, with the .idditional feature that in depots at
junction points baggage-rooms and ticket-offices have to frequently be provided in dui)licate,
one for eacii railroad.

The heating, ventilating, plumbing, ami lighting of a depot should be the very best
obtainai)lc, consistent with the general style of structure adopted. l^argo fire-places of quaint

284 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

and artistic design in the waiting-rooms add not only to the general artistic effect and finisli
of the interior, but afford a good chance to warm the rooms and brightL-n them iip in damp
weather. They also give an opportunity to secure good ventilation. Where the size of the
building warrants it, the heating of the building by steam or by a furnace located in a cellar
under the building will prove the best method to adopt. Water-closets supplied with running
water and waste drains should naturally be adopted, where feasible. Where water is not at
hand, the next best possible system applicable to the case shoidtl be employed:

In the chapter on Platforms, Platform-sheds, and Shelters reference was made to the value
of having ample and conveniently located covered platforms around a depot building, so that
crowds could be accommodated on the platforms to a large extent, thereby allowing the
waiting-rooms to be made proportionate!}- much smaller. In addition it can be said, that, if
convenient bcnclies are provided on the platforms, a large number of travellers, and especially
depot loungers, will congregate on the platforms in place of in the waiting-rooms, A drink-
ing-fountain with running water located on the platform or near the tlepot will prove a great
boon to passengers.

Relative to the st)-le of structure to be adopted for a local passenger depot, it is very
difficult to make any general recommendations. The importance of the station, the surrountl-
ings, the desires of the railroad management, and sometimes the wishes of the community,
the prevailing class of architecture and building materials in each particular section of the
country, will all influence the final choice. In a general way, however, it can be said that
frame buildings are not as objectionable for small pas.senger depots as for freight-houses and
other railroad structures, because in case of a fire the loss is practicallj' limited to the value of
the building, and the business of the road will not be blocked, although individuals will be
personally seriously inconvenienced. In cities and at important stations a more substantial
building is desirable, and it is usually required by existing building laws.

Relative to the design for the exterior of depots, much stress has been laid within recent
years on providing artistic and picturesque structures for local passenger depots, especially at
surburban points where the travel consists largely of wealthy patrons of the road. The artis.
tic depot designs prepared by the late Mr. H. H. Richardson, the well known architect, of
Bo.ston, Mass., and a gradually increasing demand for artistic structures at passenger stations
have given an impetus to the designing of more artistic buildings, with the result that archi-
tects of established reputation have been called on by railroad managers for designs. The
architectural effect should be obtained by bold and original but graceful treatment, based on
constructional- outlines suitable to the materials used and adapted to the surroundings. In
order, however, to produce quaint and artistic features in the exterior of a railroad structure,
the practical requirements for the ground-plan layout should not be sacrificed. At smaller
suburban depots defects of the ground-plan, caused by a desire to produce an architectur.illy
picturesque building, are not so serious a matter. In large depots, however, any defects of
the ground-plan layout are far more serious, and will entail for years constant trouble and
extra expense. As above stated, picturesqueness of design in a small suburban depot is an
important consideration ; but in large depots the style of architecture adopted should be more
indicative of the purposes to which the building is devoted. In other words, following the
architectural maxim, that the .style of the building should correspond to the use it is put to,

LOCAL I'ASSENGER DEPOTS.

^§5

it can hardly be considered good practice to desif^n a large depot on the same outlines as a
church or an old-fashioned country tavern, espcciall)- when very serious defects of the ground-
plan layout are created by giving to.o much attention to the architectural effect of the building.

Whe-rc stantlaid designs or " class-depots " arc adopted, stress should be laid on having
the designs modified in minor details, so as to avoid a monotonous sameness of similar
structures along the road. This can be easily accomplished by making modifications in the
details of the exterior finish, gables, dormer-windows, ridge-cresting, finials, roof-brackets,
chimneys, etc., without in reality changing the ground-plan or the frame or the walls of
the building.

The employment of a landscape architect in connection with the artistic design of rural
stations has in a great many cases produced most picturesque and artistic depot surroundings.
The planting of the ground around depot buildings and the maintenance of flower-beds and
shrubberies at stations, together with the use of neat railings, gravelled walks and roads, have
been introduced with good results by a large number of railroads in this country. The
extent to which this can be carried is well shown in Fig. 585, representing the Ardmore
Station of the Pennsylvania Railroad; as also in F"igs. 594 to 596, illustrating the Auburndale
Station of the Boston & Albany Railroad, where the drive-ways, in connection with ihe parte
\H-/ilrc, the foot-walks, and the masking of the fence lines by shrubbery, are admirably laid out.

After above general remarks on the subject, the following descriptions and illustrations,
hsalso references to published descriptions and illustrations of local passenger depots in use, or
tlesigned for use, on railroads in this country, will prove interesting.

Singlc-siory Passe/igcr Depot, Chesapeake &• Ohio Railway. — The passenger depot of the Chesa-
peake & Ohio Railway, known as design " B," April, 1883, is a single-story frame structure, 21 ft. X 50
ft., with extensions at each end, 13 ft. 6 in. X 1 1 ft. 6 in. Tlie building is sheathed on the outside
with vertical and horizontal boarding in panels, and roofed with tin. The interior is divided into a
telegraph and ticket office, 8 ft. wide, running through the centre of the building, with a gentlemen's
t.aiting-room, 20 ft. X 20 ft., on one side of it, and a ladies' waiting-room, 20 ft. X 20 ft., on the other
iide. In one annex, adjoining the ladies' waiting-room, there is a ladies' toilet-room, with entrance
from the ladies' waiting-room; and a gentlemen's toilet-room, with separate entrance from the rear of

Fig. 510. — End Elevation.

Fig. 511. — Ground-plan

2 86

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

the building. The annex at the other end of the building is used for a baggage-room. This design
offers a very good ground-plan layout and a cheap structure, which is well adapted and sufficiently
effective for country stations. The design is practically the same as the standard passenger depot,
class "C," of the Pennsylvania lines west of Pittsburg, Southwest System, described below and
illustrated in Figs. 512 to 514.

Two-story Passenger Depot, Chesapeake &= Ohio Raihvay. — The passenger depot of the Chesapeake
& Ohio Railway, known as design No. 2, 1881, shown in Figs. 510 and 511, is a two-story frame
structure, sheathed with horizontal, vertical, and ornamental boarding, in panels, and roofed with tin.
The building is 20 ft. X 25 ft., and has on the ground-floor a general waiting-room; a ladies' room;
a baggage-room; and a ticket-office. On the upper floor there is a telegraph-office, and two rooms
suitable for living-rooms or offices.

Standard Passenger Depot, Class " C," Pennsylvania Lines West of Pittsburg, Southwest System. —
The standard passenger depot of the Pennsylvania lines west of Pittsburg, Southwest System, known
as class " C," designed by Mr. M. J. Becker, Chief Engineer, shown in Figs. 512 to 514, is a

Fig. si 2. — Front Elevation.

single-story frame structure, 21 ft. X 50 ft., with extensions at each end, 1 1 ft. 6 in. X 14 ft., sheathed
on the outside with vertical ornamental battened boarding and horizontal weather-boarding, in panels.

Fig. 513. — End Elevation.

Fig. 514. — Ground-plan.

and roofed with slate. The interior is divided into a telegraph- office, 8 ft. X 11 ft. 5 in., with a square
bay-window projection on the track side; a ticket-office at the rear of the telegraph-office, 8 ft. X la
ft., iiartitioned off from the former; a gentlemen's waiting-room, 20 ft. X 20 ft.; a ladies' waiting-
room, 20 ft. X 20 ft., with a toilet-room, 6 ft. 3 in. X 11 ft., attached; a baggage-room, 11 ft. X 13 ft.;
and a gentlemen's toilet-room, 6 ft. 3 in. X 1 1 ft., with entrance from the rear of the building. The
foundations are stone piers. The interior walls are all plastered, excepting in the baggage-room
The specifications for this building are practically the same as for the standard passenger depot,
class " F," of the same railroad, the specifications for which are given in full in the Appendix at the
back of this book. The ground-plan of this depot is first-class for the purpose, and the entire design

LOCAL LASSENGER DEPOTS.

287

can be highly recommended. The [jlatform in front of the building is 16 ft. wide, set 8 in. above the
top of the rail, and 8 fi. wide at the rear and ends of the building.

Standard Passenger Depot, Class "/■'," Pennsylvania Lines West of Pittsburg, Southwest System. —
The standard pa.ssenger depot of the Pennsylvania lines west of Pittsburg, Southwest System, known
as class " F," designed by Mr. iM. J. Uecker, Chief Engineer, shown in Figs. 515 to 517, is a single-

Fig. 515.— Front Elevation. ,

story frame structure, 70 ft. X 21 ft., sheathed on the outside with vertical ornamental and battened
boarding and horizontal weather-boarding, in panels, with considerable scroll-work at the gables and
galvanized-iron ridge-combings and gutter-cresting, the roof being covered with slate. The interior
is divided into an office, 7 ft. X 10 ft.; a gentlemen's waiting-room, 20 ft. X 25 ft. 6 in.; a ladies'
waiting-room, 20 ft. X 20 ft., with a ladies' dressing-room, 7 ft. X 10 ft., attached, from which a
ladies' toilet -room, 6 ft. X 10 ft., leads; a gentlemen's toilet-room, 6 ft. X 10 ft., with entrance from
the rear of the building; and a baggage-room, 12 ft. X 20 ft. All the walls are plastered and wain-
scoted, excepting in the baggage-rooms. The foundations are stone piers. The platform in front of

ViG. 516. — End Elevation and Cross-section.

Fig. 517. — Ground ri.AN.

the liiiilding is 16 ft. wide, and it is S ft. wide at the rear and ends of the building. It is set 8 in.
above the top of the rail. The specifications for this building are given in full in the Appendix at
the back of this book. The ground-i)lan of this depot is first class for the purpose, and the exterior
design very ornamental, so that tlie entire structure can be well recommended.

Passenger Depot, Northern Pacific Railroad. — The passenger depot of the Northern Pacific Rail-
road, shown in Figs. 518 and 519, is a single-story frame structure, 24 ft. X 80 ft., sheathed on the
outside with upright and horizontal boarding, in panels, and roofed with shingles. The luiilding is
surrounded by low ])latfonns on all sides, 12 ft. wide at the rvar and at the ends of the building, and

288 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

i6 ft. wide along the front of the building, extended 12 ft. in width each way from the building along
the track. The interior is divided into a ticket-office, 10 ft. X 14 ft., with a square bay-window projec-

Fk;. 51S. — PKKsrEci'ivE.

Fig. 519. — GROUND-rLAN.

tion; a gentlemen's waiting-room, 22 ft. X 22 ft.; a ladies' waiting-room, 21 ft. X 22 ft.; a baggage-room,
15 ft. X 22 ft.; and an express-room, 18 ft. X 22 ft.

Passenger Depot, Ohio Valley Railway. — The standard design for a local passenger depot of the
Ohio Valley Railway, shown in Fig. 520, designed by Mr. C. C. Genung, Chief Engineer, Ohio
Valley Railway, consists of a single-story frame structure, 52 ft. X 18 ft., roofed with shingles. The

interior is divided into a gentlemen's waiting-room,
17 ft. X 17 ft.; a ladies' waiting-room, 17 ft. X 17 ft. ;
a ticket and telegraph office, 20 ft. X 9 ft., including
the front bay-window projection; and a baggage-room,
17 ft. X 9 ft. There is a low platform, 15 ft. wide,
in front of the building. The most striking feature
of this design is the upward curve of the roof at the
eaves, the radius of the curve being 10 ft. This feat-
ure, in connection with the knee-braces under the
roof projection, which are cut to a bold semicircular
pattern, and the exterior panelling, causes the
structure to apjiear very neat. The outside of
the building is sheathed with vertical, Jiorizontal, and diagonal, plain and ornamental Iioarding, in
panels. The inside finish is of wood. The vertical siding is painted a Turkey vermilion, the hori-
zontal and diagonal siding a very light drab, and the frames, belt-courses, etc., a very dark red,
approaching a brown color. Mr. Genung states that buildings of this class cost about fiioo, exclu-
sive of platforms.

A similar depot building at DeKoven, Ky., on the same railroad, cost about $1800. It is built
on the same ground-plan as the standard passenger depot described above, but there is a second story
added, with a small tower over the telegraph-office, and the roof is covered with tin in place of
shingles.

Single-story Passenger Depot, RichinoHil a^ Alleghany Railroad. — The single-story passenger depot
of the Richmond & .Mleghany Railroad, shown in Figs. 521 and 522, consists of a frame structure,
sheathed on the outside with horizontal and vertical boarding, in panels, and roofed with slate. The

Fig. 520. — End Elevation.

LOCAL PASSENGER DEPOTS.

289

building is 55 ft. 8 in. X 19 ft. 6 in., and is divided into a ticket-office; a gentlemen's waiting-room; a
ladies' waiting-room; and a baggage-room.

/fOOA.t

Fig. 521. — Front Elevation.

Fig. 522. — Grouni)-i-i.an.

Two-story Passenger Depot, Richmond &" Alleghany Railroad. — The two-story passenger depot of
the Richmond & Alleghany Railroad, shown in Figs. 523 to 525, consists ol a frame structure,

Fig. 523. — Frunt Elf.vation.

Fig. 524. — End Klkvation.

Fig. 525. — Ground-plan.

sheathed on the outside with horizontal and vertical, ornamental

boarding, in panels, and roofed with slate. The building is 57 ft.

long X 21 ft. 6 in. wide at tlie narrowest part. The first floor has a

ticket-office, 10 ft. X 13 ft.; a gentlemen's waiting-room, 16 ft. X 20

ft.; a ladies' waiting-room, 13 ft. X 19 ft.; a baggage-room, 16 ft.

X 20 ft.; and a stairway leading to the up[)er floor, which is used

as a train-despatcher's and telegraph office. While the design of

the exterior of the building is neat, the ground-plan layout is de-
fective in a number of points.

Passenger Depot, Class " /'V Minnesota &" Northwestern Railroad. — The standard plan for a

passenger depot, class " F," of the Minnesota .S: Northwestern Railroad and of the Chicago, St. Paul

& Kansas City Railway, designed by Mr. C. A. Reed, Architect,
St. Paul, Minn., under the direction of Mr. H. Fernstrom, Chief
P^ngineer, M. & N. W. R. R., is a single-story frame structure,
22 ft. X 60 ft, roofed with shingles, built and finished in
about the same manner as the combination depots of tliis rail-
road, previously described and illustrated in the chapter on Com-
bination Depots. The building is divided, as shown in Fig. 526,
Fig. 526.— Ground-plan. into ^ ticket-office, 11 ft. X 16 ft., with a square bay-window pro-

jection; a gentlemen's waiting-room, 16 ft. < 21 ft.; a ladies'

waiting-room, 15 ft. 6 in. X 21 ft.; and a baggage-room, 14 ft. X 21 ft.

Passenger Depot at Spokane Tails, IVaslt., Northern Pacific Railroad. — The passenger depot of the

Northern Pacific Railroad at Spokane Falls, Wash., shown in Kigs. 527 and 528, designed by Mr. C.

B. Talbot, in 1S86, consists of a single-story frame structure, sheathed on the outside with ujiright and

horizontal, ornamental boarding, and roofed with shingles. The structure is divided into two separate

1 — r

290

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

buildings, connected by a covered passage-way, 19 ft. wide, both buildings and the passage-way being
under one continuous roof. The building intended for the passengers more particularly has a ticket-
office, 1 1 ft. X 16 ft.; a gentlemen's waiting-room, 31 ft. X 26 ft.; a ladies' waiting-room, 18 ft. X 24
ft.; and toilet-rooms for gentlemen and ladies connecting with the respective waiting-rooms. The
other building contains a telegraph-office, 16 ft. X 18 ft.; an express, freight, and baggage room, 24 ft.

Fig. 527. — Front Elevation.

X 26 ft.; a battery-room; a fuel-room; a lamp and oil room; and a train-order room. The rooms are
II ft. high in the clear. The interior is finished in wood. The foundations are stone walls. The
principal timbers are, sills and floor-girders, 8 in. X 10 in.; floor-joists, 3 in. X 10 in., spaced 20 in.

Fig. 528. — Ground-plan.

centres; floor, double, with building-paper between; frame, 3-in. X 6-in. studs; plates, 3 in. X 6 in.,
double; rafters, 3 in. X 6 in., spaced 24 in. centres; ceiling-joists, 3 in. X 6 in.; struts and ties, \\ in.
X 6 in.; i-in. roof-boards.

Passenger Depot, Boston, Hoosac Tunnel 6^ Western Railway. — The design for a second-class

Fio. 52g, — Front Elevation.

Fig, 530. — End Elevation.

passenger depot of tlie Boston, Hoosac Tunnel & Western Railway, shown in Figs. 529 to 531,
kindly furnished by Mr. Edwin A. Hill, is a single-story frame structure, 29 ft. 6 in. X 19 ft., sur-

LOCAL PASSENGER BFJ'OTS.

291

Fig. 531. — Ground-i'i.an.

rounded by pl:itforms on all sides, sheathed on the outside with upright and horizontal boarding, in

panels, and roofed with slate. The platform on the face along the track is

8 ft. wide, and on the sides and rear 6 ft. wide. Tlie floor of the house is set d IS

15 in. and the platform 6 in. above the top of rail. The face of tiie
platform is 5 ft. from the centre of the track. The interior of the building
is divided into a ticket-office and baggage-room, 10 ft. X 19 ft., including a
hexagonal bay-window projection; a general waiting-room, 16 ft. X 18 ft.; a
ladies' toilet-room; and a gentlemen's toilet-room. The foundations of the building are stone piers,
and the foundations of the platform are chestnut posts set in the ground. TJie chimney is of brick,

16 in. X 20 in. inside. The privy vault is 6 ft. deep, built of stone, and topped off with brick. The
timber-work of the frame is spruce, the principal sizes being sills, 7 in. X 7 in.; girders, 6 in. X 8 in.;
first-floor joists, 2 in. X 12 in. in waiting-room, and 2 in. X 10 in. otherwise, spaced 18 in. centres;
platform front sills, 4 in. X 8 in.; platform cross-caps, 6 in. X 8 in.; platform-joists, 2 in. X 8 in.,
spaced 20 in.; posts, 4 in. X 8 in.; studs, 2 in. X 4 in., spaced 16 in.; window and door studs, 2 in.
X 4 in., doubled; plates, 4 in. X 6 in.; rafters, 2 in. X 8 in., 25 in. centres; ceiling-joists, 2 in. X 8
in., 25 in. centres, and hung in centre from ridge; hips, 2 in. X 8 in.; outside sheathing, jilaned,
matched, i-in. si)ruce boards, laid close diagonally, and covered witii heavy building-paper. The
outside sheathing is planed and matched, narrow, |-in. white-pine boarding, beaded on one edge.
Corner boards, belt-courses, frieze, casings, etc., are i-in. white pine. The roof is covered w'ith i-in.
planed and matched spruce boards, laid close. The slate is laid on tarred felt, and nailed with gal-
vanized nails, flashings, gutters, and down-conductors are made of galvanized iron. The interior
of the building is ceiled witli planed and matched, seasoned, narrow, ^-in. white pine, beaded on one
edge. The partitions are built of 2-in.X4-in. spruce scantlings, 24-in. centres. The floor in the
building consists of i-in. hemlock, covered with two layers of heavy felt paper, and with planed and
matched, narrow, seasoned, i-in. Georgia yellow-pine flooring. Platforms are covered with 2-in.
spruce plank, dressed on upper surface, and laid close. Sash, i^ in. thick. Doors, white pine, 2 in.
thick for outside and i in. thick for interior doors.

A depot building of the kind described costs about %\ 100.

Local Passenger Depot, Louisville 6^ Nashville Railroad. — A
number of passenger depots at local points on the Loiiiaville i!v:
Nashville Railroad are built on the ground-plan layout, as shown
in Fig. 532. The platform is 10 in. above the top of rail, and
reaches within 5 ft. 5 in. of the centre of the track. The interior
.is divided into a ladies' waiting-room, 18 ft. X 16 ft., with a small
toilet-room partitioned off in it; a gentlemen's waiting-room, 16 ft.
X 16 ft.; a baggage-room, 8 ft. X 16 ft.; a ticket and telegraph
office, 15 ft. X 15 ft.; and a waiting-room for colored people, 15 ft. X 15 ft.

Passenger Depot at Columbia, Ky., Louisville b' Nashville Railroad. — Tiie passenger depot of the
Louisville & Nashville Railroad at Columbia, Ky., shown in Figs. 533 to 535, is a single-story frame

Fig. 532.— GROUiNP-PLAN.

Fig. 533.— Front Elevj\tion.

■ "-.."HI

roft

Fig. 534. — End Elevation.

, "1

Orf/C£ I

Fto, 535. — Ground-pi./vn,

292

BUILDIXGS AND STRUCTURES OF AMERICAN RAILROADS.

structure, 20 ft. wide by about 90 ft. long. The interior is divided into a gentlemen's waiting-room;
a ladies' waiting-room; a restaurant; a kitchen; a ticket and telegraph office; a waiting-room for
colored people; a baggage-room; and an office for the track department.

Suburban Passenger Depot, Neio York Central &r Hudson River Railroad. — \n the issue of
Engineering News of Aug. 25, 1888, a design for a passenger depot at a suburban station is illus-
trated, as designed by Mr. J. U. Fouquet, Engineer and Architect, New York Central & Hudson River

Railroad, the ground-plan of which is shown in Fig. 536. The

• " building is a stone and brick structure, one-story, with high roofs

and ornamental towers. The ground-plan layout is especially com-

[, JT * T ^ '~ 1^ ^^ mendable, as being first-class for the purpose. There is a gentle-

Wc.^r.c^r^, I i^o„, rrni '^^'^"'^ waiting-room, 19 ft. X 22 ft., and a ladies' waiting-room, 19

»l E '^'ZZ """^oZ jfe^y ft. X 22 ft., which are entered independently of each other from
I <f^^ r-l/XXj a vestibule in the rear of the building. The ticket-office is 8 ft.

' "IL — , omce}t ,-—- — ^""^ 6 !"■ X 12 ft., With a round-towcr projection in front of the

^S--yj building. There are special ticket-windows for each waitmg-

FiG 5"6 —Ground-pi AN room, with sufficient space between them for the ticket case

and shelf. A door leads from the gentlemen's waiting-room to
the baggage-room, so that inquiries for baggage can be made and jjarcels checked from the wait-
ing-room. The baggage-room is 8 ft. X 16 ft. Attached to the ladies' waiting-room is a ladies'
toilet-room, 8 ft. X 8 ft., with tlie entrance door properly screened. A gentlemen's toilet-room,
8 ft. X 8 ft., is provided with an entrance from the rear of the building. As above stated, the
ground-plan layout and the arrangement of doors and windows in this design can be considered as
particularly well adapted for the purpose.

Passenger Depot at Tamaqua, Pa., Central Railroad of New Jersey. — The passenger depot of the
Central Railroad of New Jersey at Tamaqua, Pa., on the Lehigh & Susquehanna Division of the road
is a very neat and good design for a local passenger depot at stations where trains stop to allow passen
gers to take meals. The building is a single-story brick structure, with brown-stone trimmings and
tin roof, excepting the central vestibule portion, which is two-story. The building is built T-shnped,
as shown in Fig. 537. At the centre of the building, facing the track, there is a central hall or

Fig. 537. — Ground-plan.

lobby, 26 ft. X 26 ft. On one .side of this hall is a gentlemen's waiting-room, 30 ft. X 24 ft., with
a toilet-room attached, and a baggage-room. Ont he other side of the vestibule there is a ticket-
office, and a passage-way leading to a ladies' waiting-room, 24 ft. X 30 ft., with a ladies' toilet room
attached. At the rear of the vestibule there are large doors leading to the dining-room. 50 ft. X 26
ft., and at the end of the dining-room there is a kitchen, 18 ft X 26 ft.

LOCAL PASSENGER DEPOTS.

293

function Passenger Depots, Indianapolis, Decatur &-■ Springjielii Raihc'ay.— V\\t passenger depot
at the junction of the Indianapolis, Decatur & Springfield Railway and the E., T. H. & C. R. R.,
shown in Fig. 538, kindly furnished by Mr. Edwin A. Hill, Chief Engineer, is a frame building, built

Fig. 538. — Ground-pi..\n at Skf.w Crossing. Fig. 539.— Ground-plan at Sqitare Crossing.

in the obtuse angle formed by the- two railways. The building is 20 ft. wide, with 30 ft. front on one
road and 35 ft. front on the other road. The interior has one ticket and telegraph office; one bag-
gage-room; a gentlemen's waiting-room; a ladies' waiting-room, with toilet-room attached; and a
gentlemen's toilet-room, with entrance from the outside of the building. The platform in front of the
building is 12 ft. wide, extended 8 ft. in width for a distance of 200 ft. along each track. The l>uild-
ing is finished neatly, and cost, exclusive of platforms, $1200. The platforms cost $616, making a total
cost of $1716.

The standard plan for a junction-station passenger depot of the Indianapolis, Decatur & Spring-
field Railway, at a junction station where two railroads cross each other at right angles, is shown in
Fig. 539, kindly furnished by Mr. Edwin A. Hill. The building is L-shaped, 20 ft. wide, with 40
ft. front on each railroad. In the angle, at the centre of the building, there is an office, 16 ft. X 17
ft., adjoining which, on one side, is a gentlemen's waiting-room, 16 ft. X 20 ft., and on the otlier side
a ladies' waiting-room, 15 ft. X 20 ft., with toilet-room attached. At each end of the building there
is a small baggage-room, so thai each railroad has its separate baggage-room. There is a gentlemen's
toilet-room at one end of the building, with a separate entrance from the exterior. The platform in
front of the building is 12 ft. wide, extended 8 ft. in width for a distance of 200 ft. along each
railroad.

Junction Depot at Hunibohlt, Tcnn., Loiiis~<'ille
&' Nashville Railroad. — The depot building at the
junction of the Louisville & Nashville Railroad
and of the Mobile & Ohio Railroad at Humlioldt,
Tenn., shown in Fig. 540, is an L-shaped, single-
story frame structure, with slate roof. The low
platform is 30 ft. wide in front of the depot along
each railroad. There is an agent's oifice at the
angle of the building, 16 ft. 6 in. X 22 ft., which is
brought out from the rest of the building and
treated as a tower, giving quite a prominence to the
front of the depot. The ladies' waiting-room, 22
ft. X 26 ft., and the general waiting-room, 22 ft. X
30 ft., adjoin the office. The waiting-rooms are
connected by closed passage-ways with separate
toilet-rooms in a small Iniilding back of the depot.
At one end of the depot there is a baggage-room, 18
ft. X 28 ft., and at the other end an express-room, 20
ft. X 35 ft. The outside of the building is sheathed
with upright and horizontal ornamental boarding:,
in panels, and is finished very neatly.

Fig. 540.— GRouNii-n.AN.

294

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

ff r r r ; r

.--^--=.fjLJi

Fig. 541. — Front Elevation.

Fig. 542. — End Elevation.

1 —

Fig. 543. — Ground-plan.

Passenger Depot at Ficton, N. J., Lehigh Valley Railroad. — The passenger depot of tlie Lehigh

Valley Railroad at Picton, N. J., shown in Figs. 541 to 543,
designed by Mr. C. Rosenberg, Master Carpenter, L. V. R. R.,
is a two-story frame structure. The upper floor is used as a
dwelling. The outside of the building is sheathed with hori-
zontal, vertical, and diagonal, plain and ornamental siding,
and the roof is covered with slate. Stained glass is used in the
transoms on the lower floor and in the top sash of the upper
floor, which, combined with an artistic selection of colors for
painting the exterior, causes the building to present a very
warm and bright appearance, without incurring heavy addi-
tional extra expenses to obtain an elaborate architectural
effect. The ground-floor has a gentlemen's waiting-room, 14
ft. X 19 ft.; a ladies' waiting-room, 14 ft. X 19 ft.; a ticket and telegraph office, 9 ft. X 11 ft., including a
4-ft. bay-window projection; a baggage-room, 10 ft. 6 in. X 11 ft.; a gentlemen's toilet-room, 9 ft. X
7 ft. 6 in., leading from the gentlemen's waiting-room; a ladies' toilet-room, 10 ft. 6 in. X 7 ft. 6 in.,
leading from the ladies' waiting-room; and a stairway leading to the upper floor. The upper floor
has a living-room; a kitchen; three bedrooms; a bath-room; and a toilet-room. There is a cellar
under the building, with a cistern, coal-bin, heater, etc.

Fasseiiger Depot at Fotfsiille, Fa.., Pennsylvania Railroad. — The passenger depot of the Pennsylva-
nia Railroad at Potts\ille, Pa., on the Pottsville & Schuylkill Valley Branch, designed under tlie
direction 01 Mr. AVm. H. I!rf)wn, Chief Engineer, P. R. R., shown in Figs. 544 to 547, is a very well-
designed structure, both as to architectural effect and tlie ground-plan layout. The building is built
of brick, witli slate roof, and ornauiental, galvanized-iron ridge-crestings, finials, and tower. The
building is 25 ft. X 100 ft. 6 in., part of which is two stories high. The ground-plan layout and the
general style of the building, as mentioned above, is very good and well adapted for the purpose, and
can be highly recommended as a standard worthy of adoption. There is a gentlemen's waiting-room,
21 ft. Sin. X 34 ft. 6 in., and a ladies' waiting-room, 21 ft. S in. X 20 ft. 9 in., connected by a 7-ft.
passage-way, closed by swinging-doors. On one side of the passage-way, facing the track, is a 12-ft.
X ii-ft. 3-in. ticket and telegraph office, with ticket-windows opening into each waiting-room, and a
ticket-shelf between the windows. On the other side ot the passage-way there is a news-stand. In
each waiting-room there is a large ornamental open fire-place. Connected with the ladies' waiting-
room there is a ladies' toilet-room, 9 ft. X 16 ft.; and adjoining the ladies' toilet-room there is a
gentlemen's toilet-room, with a separate entrance from the rear of the building. Beyond the toilet-
rooms, and at the end of the building, is a baggage-room, 22 ft. 10 in. X 12 ft. The building is sur-
rounded by covered platforms, and a two-post covered platform roof, 17 ft. 6 in. wide, is extended
for some distance along the track each way from the building. There is a cellar underneath the build-
ing, in which the heaters are located. The upper floor is used for offices. The complete specification

LOCAL I'AiiSENGER VEJ'OTS.

295

si
O

296

BUILDINGS AJVD STRUCTUJiES OF AMERICAN RAILROADS.

for this depot, kindly furnished to the author by Mr. Wm. H. Brown, Chief Engineer, Pennsylvania
Railroad, is given in the Appendix at the back of this book.

Pussciigcr Depot at Latnys, Pa., LcJiigh Valley Railroad. — 'I'he passenger depot of the Lehigh
Valley Railroad at Laury's, I'a., shown in Figs. 548 to 550, designed and built under the direction

Fig. 548. — Front Elevation.

of the author, is a single-story lirick building, roofed with slate. The ground available for the depot
building was limited to such an extent that an L-shaped ground-plan had to be adopted. The
building is 34 ft. long and 25 ft. deep. It is divided into a gentlemen's waiting-room, 14 ft. X 11 ft.
6 in.; a ladies' waiting-room, 14 ft. X 11 ft. 6 in., with toilet-room attached; an agent's office, 9 ft.
X 17 ft., with a square bay-window projection; a baggage-room, 8 ft. 6 in. X 14 ft.; and a gentle-
men's toilet-room, with entrance from the rear of the building. The foundations are stone walls, 18

Fig. 549.— End Elevation.

Fig. 550. — Ground-plan.

in. thick. The brick walls are 9 in. thick. The framing of the roof consists of 2-in. X 6-in. rafters;
2-in. X 8-in. ceiling-joists; li-in. X 6-in. collar-beams; i-in. rough sheathing.

Passenger Depot at Allen Lane, Pa., Philadelphia, Gcrmantoivn &> Chestnut Hill Railroad. — The
passenger depot of the Pennsylvania Railroad at Allen Lane, Pa., on the Philadelphia, Germantown &
Chestnut Hill Railroad, a branch of the Pennsylvania Railroad, designed under the direction of Mr.
Wm. H. Brown, Chief Engineer, P. R. R., shown in Figs. 551 to 553, is a brick building with stone
trimmings, timber panels, and a slate roof with terracotta crestings and finials, etc., located on
top of the slope of a railroad cut, so that steps are provided to reach the level of the railroad, and a
covered platform is built along the track, all as shown on plans. The building has a general waiting-
room, 18 ft. X 25 ft.; a ticket-office, 9 ft. X 11 ft. ; a ladies' toilet-room, with entrance from the

LOCAL L'ASSENGER DEPOTS.

297

general waiting-room; a gentlemen's toilet-room, with entrance from the rear of the btiilding; and a
baggage-room, 7 ft. X 10 ft. The covered steps leading down to the level of the railroad are 12 ft.
wide.

Fig. 551. — Front Elevation.

t^'HJbtjEi^l::J5£&=-^"' ^ ' '^^

Fig. 552. — Cross-section and End Elevation.

Fig. 553. — Ground-plan.

Passenger Depot at Sottth Park, Minn., Minnesota &" Northwestern Railroad. — The passenger depot
of the Minnesota & Northwestern Railroad at South Park, Minn., designed by Mr. C. A. Reed,

298

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

Supervising Architect, M. & N. W. R. R., shown in Figs. 554 to 557, represents a class of struc-
tures used by the Minnesota & Northwestern Railroad at suburban points. The building is of brick,
20 ft. X 38 ft., divided into a gentlemen's waiting-room; a ladies' waiting-room; and a ticket and
telegraph office. There is a covered platform shed extension to the building, 20 ft. 6 in. long, at
each end of the building.

Fig. 554. — Front Elevation.

Fig. 555. — End Elevation.

Fig. 556.— Cross-section.

Fig. 557. — Ground-plan.

Passenger Depot at Soiiierville, N. J., Central Railroad of New Jersey. — The passenger depot of
the Central Railroad of New Jersey at Somerville, N. J., shown in Figs. 558 to 560, designed by
Mr. Frank V. Bodine, Architect, Asbury Park, N. J., and built under the direction of Mr. Wm. H.
Peddle, Superintendent, C. R. R. of N. J., is a stone building, with slate roof, the main portion of
the building being only one story high. The ground-plan shows a general waiting-room, 21 ft. X 32
ft.; a ladies' waiting-room, 15 ft. X 16 ft., with toilet-room attached; a smoking-room, 12 ft. X 15 ft..

LOCAL PASSENGER DEPOTS

299

with gentlemen's toilct-rooni attached; a l)aggage-rooni, 12 ft. X 17 ft.; and a ticket and telegraph
office. The rooms on the upper floor are utilized for offices. The stone used in the building is light-

FiG. 558. — Front Elevation.

Fig. 559.— End Elevation.

Fir,. 560. — GROUNn-n.AN,

colored Jersey sandstone. The interior is finished in wood. The building is lighted by electricity
and heated by steam. There is a. parte- cochcre at one corner of the building.

300

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

Passenger Depot at Wilkcsbane, I'd., Lehigh Valley Railroad. — l"he i)assenger depot of tlie Lehigh
Valley Railroad at Wilkesbarre, Pa., shown in Figs. 561 to 563, is a handsome and well-designed two-
story stone and brick building, with slate roof, 226 ft. long and from 34 to 60 ft. wide. At the

■ 1 Jr — ^ T

'V'' — ■'_^ £.uflfCH rfooM
^^^ /.ao/cs* 1 t I -if 1

Fig. 561. — GKouNii-n.AN.

Fig. 562. — Perspective.

centre of the building there is a wide passage-way from the street to the train side of the depot,
closed by vestibule doors. On one side of this passage-way is a gentlemen's waiting-room, 32 ft. X
40 ft., connecting with a smoking-room, and a gentlemen's toilet-room at the rear end of the smoking-
room. There is also a baggage-room at this end of the building. On the other side of the passage
mentioned is the ladies' waiting-room, 32 ft. X 40 ft. Beyond the ladies' waiting-room there is a
lunch-room, a dining-rnnm, and a ])antry, with stairs leading to tlie kitchen on the upper floor. The

LOCAL PASSENGER DEPOTS.

301

four corners, formed by the passage-way through the centre of the building and tlie cross passage-
way connecting the gentlemen's waiting-room with the ladies' waiting room, are utilized respectively
for a ticket-office, with a ticket-window leading to the ladies' waiting-room, and a ticket-window

Fig. 563.— Interior View of \Vaitin(;-r9om.

opening on the general passage-way; a telegraph office; a ladies' toilet-room, opening from the ladies'
waiting-room; and the stairs leading to the upper floor, where the division offices are located. The
interior of the building is finished very artistically and handsomely. The depot was built under the
general supervision of Mr. Alexander Mitchell, Division Superintendent, I,. V. R. R.

Passenger Depot at Kalamazoo, Mich., Michigan Central Railroad. — The passenger depot of the
Michigan Central Railroad at Kalamazoo, Mich., shown in Figs. 564 and 565, designed by Mr.
Cyrus I,. W. Eidlitz, Architect, New York City, illustrated and described in the issue of the Railroad
Gazette of Aug. 5, 1887, and in the issue of the Railway Rcviciv of November 12, 1887, is a brick
building with brown-stone trimmings, red-tile roof, and terra-cotta ridge-rolls and cresting. The
general layout and design are excellent, and can be highly recommended. There is a central or main
building, 73 ft. X 40 ft., with a gentlemen's waiting-room and a ladies' waiting-room, divided by a
passage-way, on one side of which there is a ticket-office, and on the other side of which there is a
ladies' toilet-room, with entrance from the ladies' waiting-room, and a stairway leading to a small
conductor's room overhead. There are two small detached buildings about 60 ft. distant from the
main building, connected with the latter by covered platforms. One of these buildings has a gentle-
men's toilet-room, 13 ft. 8 in. X 19 ft., and a telegraph-office and battery-room, 19 ft. X 22 ft. 10 in.
The other building has a baggage-room, 22 ft. 10 in. X 19 ft., and a telegraph-office, 13 ft. 8 in. X
19 ft. There is a portc cocBre on the rear of the building. The finish of the interior of the waiting-

3o2 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

□ B

o
z

LOCAL PASSENGER DEPOTS.

303

( e

ilini

I'hc walls are elaborately

room is in (juartered red-oak, xvilli deep panelled and timbered

wainscoted in panels, 4 ft. 6 in. high, and plastered and fresco-painted to the ceiling. The two

rooms are of pressed and moidded brick and stone, with tile hearth

large fire-|)laces in the waiting-rc _ .. , _.. „ ,

and jand)S. All uj)per sash is glazed with stained glass, and all clear glass is French [ilate.

Passenger Depot at Ann Aii>or, Mich., Muiiigan Centra! Railroad. — Tiie passenger depot of the
Michigan Central Railroad at Ann Arbor, Mich., desciibed and illustrated in the issue of the Railroad

38-3'l_.-, ^

Lmlmi {' r f f ^ ^ V>

JO__^«

Fig. 566. — Grounu-i'lan.

Gazette of April i, 18S7, in the issue of the Engineering News of September 10, 1887, and in the
issue of the Raihoay Review of November 12, 1887, designed by Mr. F. H. Speir, architect, Detroit,
Mich., shown in Fig. 566, is a handsome stone building, with slate and red-tile roofs. The main
building is two-story, 38 ft. X 100 ft., and has on the ground-floor a gentlemen's waiting-room,
23 ft. 10 in. X 35 ft.; a ladies' waiting-room, 28 ft. 6 in. X 34 ft. 10 in., with toilet-room attached ; a
ticket and telegraph office ; a lobby or passage-way through the building ; and a stairway leading to
the upper floor. While the lobby in this design may add to the architectural effect of the building,
and serves as a passage-way to and from trains, the introduction of this feature in the ground-plan is
objectionable. It cuts off the possibility of having the ticket-office adjoin the ladies' waiting-room,
so th-at ladies have to enter the gentlemen's waiting-room or stop in the lobby or passage-way to buy
tickets, and if this lobby is used as a passage-way to and from trains it will prove very disagreeable
for passengers in the waiting-rooms, especially in winter. In addition to the main building there are
two separate buildings, each 20 ft. X 40 ft., located Co ft. distant from each end of the main buihling,
and connected with it by covered platform roofs. One of these buildings is used for a baggage-room
and the other is used for an e.xpress-office and a gentlemen's toilet-room. This structure is built
entirely of dressed boulders of various colors. The main roof is of slate, the roof of the large tow-er
is red tile, and that of the small tower is of copper. The interior finish is of red oak throughout, and
the ticket-office is quartered red-oak. The floors are of maple, and the vestibule is laid with French
tiles; the clear-story windows are of stained glass. The building is heated by hot-water heaters.

Passenger Depot at Bay City, Mich., Michigan Central Railroad. — The passenger depot of the
Michigan Central Railroad at Bay City, Mich., is a handsome stone building, two to three stories
high ; with large square clock-tower, designed by Mr. F. H. Speir, Architect, Detroit, Mich., illus-
trations of which were published in the issue of the Railroad Gazette of Dec. 26, 1S90. The dejjot
is divided into two buildin'js, the main building being 166 ft. and the small building 62 ft.
long. The two Iniildings are connected by a covered passage, 58 ft. long. The ground-floor of the
main building has a gentlemen's waiting-room; a ladies' waiting-room, with toilet-room attacheil;
a ticket-office; lobbies; a parte eoehere: a dining-room; a kitchen; a serving-room; a refrigerator-room;
and pantries. The smaller building has a boiler-room; a baggage-room; an exiiress-room; and a gen-
tlemen's toilet-room. The structure is described as follows, in the publication mentioned.

Tlio material of the niaiii walls \-, of c^iie kind thioughout. a reddish-brown stone, rock-faced, and laid
in broken courses, as shown. The roof is covered tliri>iighout willi red tile.

The inside finish is mostly bircli, except in the men's waiting-room, where it is red oak. The birch
finish costs about the same as red oak, and gives a more pleasing effect. The ladies' room is provided
witli the usual retiring-rooms and a fireplace that burns wood. The buildings are heated throughout
by a hot-water heater. The small building attache<i t<j the large one by a shed roof is used for the

.304

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

gentlemen's toilet-room, baggage-room, express-room, and boiler-room. At the extreme south end of the
main building is a dining-room, attached to which are tlie necessary kitchens, carving-room, cold-storage-
room, store-rooms, etc., witli four sleeping apartments in tlie second story for the help.

The second story of the main building, together with a few rooms in the third story, is used for ollices
for the division superintendent and his assistants, the assistant general freight agent and his clerical force,
the resident engineer, roadmaster, conductors, and car-accountant.

Passenger Depot at Battle Creek, Mich., Michigan Central Railroad. — The passenger depot of the
Michigan Central Railroad at J5attle Creek, Mich., shown in I'igs. 567 and 568, designed by

Fig. 567. — PERsrECTivE.

it~-a — rz^JT^

CCAle of ftel

Fig. 568. — Ground-plan. (By permission of The Engineering Record.)

Messrs. Rogers & McFarlane, Architects, Detroit, Mich., described and illustrated in the issue of the
Engineering Nen's of Sept. 10, 1887; in the issue of the Railway Rerieiv of Nov. 12, 1887; T/ie Engin-
eering Magazine, December, 1891; and in T/ie Engineering Record, Vol. 20, is a brick building, with
red-stone trimmings and red-tiled roof. The main building is about 36 ft. X 125 ft., and is divided
into a gentlemen's waiting-room; a ticket-office; a ladies' waiting-room, with toilet-room attached;
and a vestibule or hall, running through the centre of the building. This hall or passage-way has
the same serious objections mentioned in connection with the Ann Arbor depot of the same road.
There is a. parte cochere at the rear of the main building. Located some distance from one end of the
main building, and connected with it by a covered passage-way, there is a separate building, contain-
ing a baggage-room; an express-office; a gentlemen's toilet-room; and a boiler-room. The main
building has a square clock-tower, 72 ft. high. The structure is built of Lake Superior red stone,

LOCAL PASSENGER DEPOTS.

5°5

Detroit red bricks, and with an Akron red-tile roof. The interior finisli is (juartered white-oak, an-
tique finished, with panelled wainscoting, and a large old-fashioned fire-jilace at one end of the ladies'
waiting-room. The building is heated by hot-water heaters. The ceiling in the waiting-rooms is i6
ft. 4 in. high.

The complete specification for this depot is given in the Ajjpendi.K at the back of this book.

Fig. 569. — Perspective.

k 27 ff

K 3eFt ^f

FiG. 570. — GrOUND-I'L.VN.

Passenger Depot at Dexter, Mich., Michigan Central Railroad.— '\\\<t passenger depot of the Mich-
igan Central Railroad at Dexter, Mich., shown in Figs. 569 and 570, described and illustrated in
the issue of the Railroad Gazette of April i. 1887, and in the issue of the Engineering News of Sept.
10, 1887, designed by Mr. F. H. Speir, Architect, Detroit, Mich., is a single-story frame structure,
63 ft. X 20 ft., divided into a gentlemen's waiting-room; a ladies' waiting-room; a telegraph and
ticket ofhce; and a baggage-room.

Passenger Depot at Rye, N. V., New York, Ne^u Haven of Hartford Railroad.— Iht passenger
depot of the New York, New Haven & Hartford Railroad, at Rye, N. Y., designed by Mr. W. S. Bab-
cock, Architect, New Haven, Conn., illustrated and described in the issue of The Engineering Record
of Nov. 23, i88g, shown in Figs. 571 to 573, published by permission of The Engineering Record,
is a single-story stone structure, with slate roof. The interior is divided into a general waiting-
room, 30 ft. X 40 ft.; a ticket and telegraph office, 10 ft. X 13 ft., located in a square projection
at one corner of the general waiting-room; a baggage and express room, 20 ft. X 30 ft.; and toilet-
rooms for Indies and gentlemen. The building is surrounded on three sides by a covered platform
shed, shown in Fig.s. 408 to 412, which is extended each way from the building, so as to make a
total length of covered platform of 250 ft., the entire platform length being 500 ft. A similar plat-
form and platform roof is built on the opposite side of the tracks from the depot building.

Junction-station Passenger Depot at Palmer, Mass., Boston &= Albany Railroad and New London
&= Noni'ich Railroad. — The i)assenger depot at Palmer, Mass., a junction station of the Boston &
Albany Railroad and of the New London & Norwich Railroad, illustrated in the issue of the Amcri-

3o6

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

can Architect and Building Nnvs of Feb: 26, 1887, designed b)- the late Mr. H. H. Richardson, Archi-
tect, consists of a stone building, located in the acute angle formed by the two railroads, the shape of
the building being trapezoidal. The building has a general waiting-room; a dining-room with kitchen

and pantry; a ladies' toilet-room; a telegraph-office; one ticket-office for both railroads; a smoking-
room, with gentlemen's toilet-room attached; an agent's room for the Boston & Albany Railroad; an
agent's room for the New London & Norwich Railroad; and a baggage-room for the New London &
Norwich Railroad. The baggage-room for the Boston & Albany Railroad is in a separate building.

LOCAL PASSENGER DEPOTS. 307

Passenger Depot at Newcastle, Pa., Pitts/nag &■• Lake Erie Railroad and Buffalo, New York &•
Philadelphia Raihvay. — The passenger depot at Newcastle, Pa., used jointly by the Pittsburg & Lake
Erie Railroad and the Buffalo, New York & Philadelphia Raihvay, is illustrated and described in
the issue of the Railway Review of Dec. i, 1883. The description in the publication mentioned is as
follows ;

Tlic building has a front of 60 ft. on Pittsburg Street, running back 26 ft. with a 12-ft. porch extending
on each side and continuing around to the rear, connecting with a two story baggagc-rooni, 12 ft. x 26 ft.
Tlic front and sides are laid with Rochester pressed brick, in black mortar, in a neat and artistic manner.
The window-trimmings, string-courses, corner quoins, tablet-block, and such cut-stone work as called for by
drawings, are all taken from Massillon white sandstone, and all work rubbed to a smooth surface. The rear
of building, including the baggage-room, is laid with extra-select common brick, in same style of workman-
ship as the pressed-brick work. The roof of the entire structure is slate, and that of the lower part is cut
to pattern with variegated pattern slate intermixed. The cornice is of wood, with brick panel frieze-work
and brick dental foot-mouldings. The roof of the main building, including the baggage-room and bay-
window roofs, is surmounted with a handsome iron cresting. The porcli ceilings are panelled and moulded.
The columns have rich carved capitals. The roof is covered with standing seam IX tin. The entire
window and door frames throughout the building are made of cherry. AH sash throughout are of walnut,
and are hung with sash chain over polished brass axle-pulleys. On entering the building from Pittsburg
Street there is a corridor of 240 square ft., the floor of which is laid with ornamental tile of a neat and
artistic pattern. Passing to either side of same, we find the waiting-rooms, one gentlemen's and one ladies',
all finished up in a rich manner. The wainscoting for these rooms and rooms of the entire first story,
together with stair lialls, is taken from Georgia yellow pine of select growth, and surmounted with walnut
cap-mouldings and walnut base-work. The floors are also laid with same quality yellow pine. The inside
finish of these rooms and throughout first story, including doors, shutters, and such like, is all walnut work,
finished in cabinet style of workmanship. The ceilings have bold stucco cornice-work and rich centre-
pieces, all stucco.

Each waiting-room is provided with toilet-rooms, fitted up with all the modern conveniences, together
with stationary wash-stands, etc. The seating of these waiting-rooms is finished in walnut and ash work,
extendmg along the walls and mitred together at each angle. The work was made to special design. The
ticket-offices are in front, facing the corridor, and are partitioned off from each other with a strong and
ornamental crimped-wire partition with artistic rosettes. The hardware u.scd in first story of the building
is genuine bronze. The stairs leading from the corridor lands one in the hallway in second story, from
which access is easily gained to the different office-rooms occupied by each road. These offices are all
finished up in a super-workmanlike manner, having inside shutters and such conveniences as are demanded
in offices planned for railroad work. Stationary wash-stands are supplied. The superintendent of the River
Division of the Buffalo, New York & Philadelphia Railroad Company occupies the entire suite of rooms in
second story of one half of the building. The other side is exclusively taken up by tiie Pittsburg cS: Lake
Erie Railroad Company for varying office-work.

The mansard or third story is reached by stairways from second floor, and the rooms here are devoted
to the engineering department. The room in the tower is used as a general store-room for stationery, etc.
The cellar under the entire building is 8 ft. high ; the first story is 13 ft. 6 in. ; second story, 12 ft. 6 in. ; and
mansard, or third story, 12 ft. high. All the exposed face of the cellar walls above the grade-line is finished
with rock-face range-work, in regular courses, taken from Baden stone. The stone steps leading to the
front entrance and the porches, together with sill and belt-course, are of the same material. The plans for
the building were prepared by Mr. Joseph Angler, Architect, Alleghany City, Pa.

Passenger Depot at Fort Payne, Ala., Alabama Great Southern Railroad. — The passenger
depot of the Alabama Great Southern Railroad at Fort Payne, Ala., designed by Mr. G. B. Nicholson,
Chief Engineer, A. G. S. R. R., illustrated in the issue of Engineering News oi September 12, 1891,
from which publication Figs. 574 to 576 arc taken by permission, is a handsome and substantially
built brick and stone structure with slate roof. The building is in the main single-story, and is 89 ft.
X 23 ft. in ground-plan. It is divided into a ladies' w-aiting-room, 21 ft. X 24 ft. 6 in., with toilet-
room attached ; a ticket-office, 10 ft. 6 in. X 15 ft., including a 3-ft. bay-window projection on the
track side ; a gentlemen's waiting-room, 21 ft. X 24 ft. 6 in., with toilet-room attached ; a store-room,
5 ft. X 5 ft., back of the office ; a stairway leading to the upper floor ; and a baggage and exjjress
room, 32 ft. X 21 ft. There is a handsomely built veranda, 7 ft. wide, on the rear of the building
facing the street, with .\ porte coehcre. At the corner of the building next to the track there is a round

3°S

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

-"^J

^;?

a
z

LOCAL PASSENGER DEPOTS.

309

tower, which forms in the interior a handsome alcove connected with the ladies' waiting-room.
There is a covered porch extension of the building at the end of the building next to the baggage-
room.

A full copy of the specifications for this depot, kindly furnished by Mr. G. B. Nicholson, will be
found in the Appendix at the back of this book.

Fig. 576. — End Elevation.

Passctis^er Depot at Bowcnvilk Station, Fall River, Mass., Old Colony Railroad. — -The passenger
depot of the Old Colony Railroad at the Bowenville Station, Fall River, Mass., shown in Figs. 577
to 579, is a large and artistically designed depot, plans for which were prepared by Mr. Bradford L.
Gilbert, Architect, New York, N. Y., and published in the issue of the Railroad Gazette of Feb.
27, i8gi. A perspective view of this depot is also published in The Engineering Magazine for
Dec. 1891. The ground-plan has a./>orte coch'cre leading to a rotunda, 19 ft. X 22 ft., with a ticket-
office, 8 ft. X 13 ft., and a telegraph-office, g ft. X 22 ft., and an agent's room, 14 ft. X 22 ft., leading
from it. On one side of this rotunda is a gentlemen's waiting-room, 37 ft. X 40 ft., with a smoking-
room, 16 ft. X 22 ft., and a gentlemen's toilet-room, 15 ft. X 16 ft., leading from the smoking-room.
Beyond these rooms there is a lamp-room, 6 ft. X 18 ft., and two rooms for trainmen, each 18 ft. X
21 ft. On the other side of the rotunda, mentioned above, there is a ladies' waiting-room, 37 ft. X
40 ft., with a ladies' dressing-room, 10 ft. X 21 ft., leading from it, and a ladies' toilet-room, 10 ft. X
16 ft. 13eyond these rooms there is a baggage-room, 27 ft. X 37 ft.; and a mail room, 7 ft. X 9 ft.

The depot is described as follows in the issue of the Railroad Gazette mentioned above.

The station is located in the centre of a large square, under the main hill, and in order to break the
monotony of tlie length and the low etTect. the sky-line has been broken Ijy carrying up the ticket loggia as
a square turret or tower on the street side, the li.ght from the windows overhead being utilized for the ticket
loggia. On either side of this ticket loggia is shown on a blank wall-space a map of the Old Colony Kail-
road and connections.

Waiting-rooms are provided for men and women, with arched ceilings about 20 ft. in lieiglit at the
centre. The woodwork of these rooms, including the flooring, and panelled wainscoting 9 ft. higli, and
columns in the openings, is entirely of oak. No plaster is used anywhere in the building. Two special
features have been provided in the general plan — the smoking-room, and in the ladies' waiting-room several
alcoves, with open fire-places, for the accommodation of private parties. There is also an open fire-place in
the men's waiting-room. The general cflfect of the e.xterior is one of raassiveness and solidity, and is pro-
duced entirely by constructional outlines, no fancy detail or ornamental work being provided anywhere.

Tlie main superstructure is of rock-faced, dark pink, Milford (Mass.) granite, with trimm'ings, string-

3IO

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

■s^

LOCAL PASSENLiER DEPOTS. 311

courses and voussoirs of Loiigmeadow red sandstone. The platforms, togetlier with the floor of the smok-
ing-room, baggage-room, trainmen's and hackmen's room, will be of concrete pavement, and the interior
walls of all these rooms will be finished in pressed brick (with wooden ceilings), while both toilet-rooms will
be finished in marble on the floor and 6 ft. in height around the walls.

The roof of the building will be of slate, with a tile-cresting and finials as shown. The entire exterior
woodwork will be of yellow pine, finished in natural color. The platforms are protected by awnings, and
space is provided at the south end of the building for a hack-stand, while at the north end a covered space
is provided for baggage and express wagons.

The building was estimated to cost less than $40,000.

Fig. 579. — Cross-section.

oBradJordL-qiibciT/tcht-

Passenger Depot at St. Paul Park Station, Chicago, Burlington &" Northern Railroad. — The
passenger depot of tlie Chicago, Burlington & Northern Railroad at St. Paul Park Station, illustrated in
the issue of the Railway Revieio of Nov. 12, 1887, is a neatly designed one-story brick building, with
a two-story tower facing the track, and platform-shed extensions at each end of the building.

Passenger Depot at. Mott Haven Station, \T,%th Street, New York City, Ne7v York Central &'
Hudson Ri-iCr Railroad. — The passenger depot of the New York Central & Hudson River Railroad
at Mott Haven Station, 138th Street, New York City, designed by Messrs. Robertson and Manning,
Architects, illustrated in tlie issues of the Raihvay Review of July 16, 1887, and of March i, 1890,
copied from Architecture and Building, is a two-story brick structure, with red-tile roof. The design
is very picturesque, and while the structure is large, it is broken \\\) by gables, arches, a clock-tower,
and artistically designed platform roofs, loggia, and carriage entrance, so that the general apjiearance
is perfect. The exterior is of brick and terra-cotta. An ornamental foot-bridge for passengers is
thrown over the track, so as to enable passengers to reach the opposite side of the tracks from the
depot without crossing the tracks. From 138th Street there are four separate entrances to the
depot ; namely, for passengers, through a loggia ; for carriages, through a large and imposing arch-
way ; for the street-cars, a special entrance ; and another one for baggage-wagons. Inside the main
entrance of the building, there is a large vestibule, from which doors lead to the general waiting-room,
to the ticket and telegraph offices, and to the baggage-room, so that passengers can check their

312

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

baggage from the vestibule after jnirchasing tickets. The waiting-room is 88 ft. X 26 ft., two stories
high, with open timbered roof. Next to the waiting-room there is a large restaurant. On the
second floor there are the general offices ; a restaurant ; a kitchen ; a ladies' waiting-room ; and
toilet-rooms.

Fassaigcr Depot at Melrose, Ne7v York City, New York Central &-■ Hudson River Railroad. —
The passenger depot of the New York Central & Hudson River Railroad at Melrose Station, i62d
Street, New York City, shown in Figs. 580 to 581, designed under the diiection of Mr Walter

Fig. 580. — Perspective.

Fiu. 5S1. — Ground-plan.

A, Roadway of Bridge ; B, Sidewalk of Bridge ; C C, Baggage-raoms ; D D, Baggage Elevators ; E E, Closets ; /', Ticket office ; C,
Telegraph-office ; H, Waiting-room ; L L, Train-platforms. Windows not shown. Turnstiles at the exits prevent ingiess e.xcept througli
the waiting-room.

Katt6, Chief Engineer, described and illustrated in the issue of the Railway Review of Feb. 8, 1890 ;
in X.\\ii xsiwci oi Engineering Netc's o{ Feb. 8 and 15,1890; and also in the issue of the Railroad

LOCAL PASSENGER DEPOTS. 313

Gazette (if July 3, 1S91, is a lirsl-cUiss example of a design of a passenger depot located on a bridge
thrown over the main tracks of a railroad, where ground for a depot luiilding outside of the space
occujiied by the tracks is nt)t obtainalile In the issue of the Railway Review referred to above, a
full set of plans are publislied for this building. The span of the bridge which supports the building,
is 68 ft. 6 in. in the clear, which gives space for four tracks and a lo-ft. platform on each side. The
buiitling is about 26 ft. wide, with a 13-ft. sidewalk on one side. Passengers going to the depot cross
the 13-ft. sidewalk along the building on the bridge to the centre of the span, where they enter
through a commodious vestibule to the general waiting-room. On one side of the vestibule is a
ticket-office, on the other side is a telegraph-office and an extra ticket-office. On one side of the
general waiting-room there is a ladies' toilet-room ; on the other side there is a gentlemen's toilet-
room. There is a baggage-room, with lift, at each end of the building, one for outgoing, and the
other for-incoming baggage. At each end of the building a flight of stairs lead to the i)latform below,
arranged so that passengers can get to or from the street without necessarily passing through the
waiting-rooms. The express-trains use the two middle trackS; while way-trains use the outside tracks.
There are fences on each side between the middle tracks and the outside tracks.

In the issue of the A^f/Z/w/i/ 6'(?:t'//(' mentioned the following remarks are made in connection
with the " Harlem Depression " work of the New York Central & Hudson River Railroad, necessitating
overhead station buildings at Morrisania, Central Morrisania, Tremont, and Fordham, similar to the
overhead station at Melrose.

These overhead depots are all built adjacent to one of the sidewalks of an overhead street fjridg-e, and
access to the station is from this sidewalk, the outer sidewalk girder being moved out 10 the rear of the
station building so as to put the station practically on a very wide sidewalk. The station is 73 ft. wide
across tracks, and 26 ft. longitudinally with tracks. The distance from the floor of station to the train plat-
form is 17 ft., and there is 16 ft. clearance above top of rail. A central entrance from the sidewalk through
a short vestibule, flanked on either side by small ticket and telegraph offices, admits the passenger into a
waiting-room about iS ft. x 32 ft., with closets cfl! each end of the room. A door and stairuay at each corner
of the waiting-room leads to the train phitform below. The stairways are 4ft. 5 in. wide in the clear. Near
each corner of the building adjacent to the sidewalk, and with a door from the sidewalk, is a baggage-room
n ft. X 12 ft. At each corner of the building at the sidewalk is an exit turnstile and a passageway for passen-
gers from trains.

From each baggage-room an elevator about 5 ft. square, and inclined about 5 ft. from the perpendicular
in 16 ft. height, descends to the train platform below. For proper work, with very heavy travel, one man
would be required up-stairs to jeccive, check, and lower baggage, and anotlier below to take it from the
elevator and handle it to train. Tliese, with a ticket-agent and a gatekeeper in tlie waiting-room,
would make four men required at each station. At present but two are employed — the ticket-agent and a
baggageman.

The framework of the station is of iron ; the interior is of oak, finished in hard oil. The exterior is
covered with iron, arranged in moulded panels, with iron mouldings, cornices, and brackets, and with orna-
mental shingled roof, with crestings, tower, and gables. These stations cost from $22,000 to §24,000 each,
and the artificial stone platform alongside the tracks about §1500 additional.

The retaining-walls are recessed to accommodate the track platforms of the stations. The necessities
of the streets adjacent and parallel to the track made these platforms and the stairways narrower than was
desired, but the frequency and shortness of the local trains and the fact that the stations are so near each
other will doubtless obviate trouble from this lack of width.

Passenger Depot at Oltiii/iwa, la , Chicago, Btiilington d- Qiiincy Railroad. — The passenger depot
of tlie Chicago, Burlington & Quincy Railroad at Ottumwa, la., designed by Messrs. Burnham &
Root, architects, Chicago, 111., illustrated and described in the issue of the Raihvay Rerie^c of
November 19, 1887, is a handsome twostory brick building, 196 ft. X 36 ft., with slate roof. The
brick is of a dark color, and stone trimmings are used. The interior is divided, commencing at one
end of the building, in an express-room, a baggage-room, a hallway, a gentlemen's waiting-room, with
lunch-counter at one corner, a ticket-office, a ladies' waiting-room, toilet-rooms for ladies and gentle-
men opening from the res])ective waiting-rocmis, a lunch-counter at (me end of the ladies' waiting-
room, a dining-room, a kitchen, a bakery, and a laundry. The second floor is used for offices, supply-
rooms, and living-rooms.

314

BUILDINGS AND STKUCTUERS OF AMERICAN RAILROADS.

Passenger Depots, New York &' Norilicni Liailway. — The passenger depots of the New York &
Northern Railway at Bryn Mawr Park Station, and at Yonkers, N. Y., are illustrated in the issue of
the Railway News of October, 1890.

iraliltEi'Sllis

, 3 Stmion of the N>(ClNonrM_tKMRR.

. ijaVM liAviR pwi^'5'

Fig 582. — Street Elevation.

Fig. 5S3. — Perspective.

fcR-A I^A'.'W STW\<fl

Fig. 58.1.— Fire-place in Waitingrocim.

In Fig. 582 is shown the street elevation of the depot at Yonkers, N. Y., which is a handsome
three-story brick and iron building, facing Getty Square, with 100 ft. frnntage. The passenger

LOCAL PASSENGlUi DEPOTS. 315

entrance is at the north end on the first floor, wliich also includes space for a restaurant and baggage-
rooms. A marble staircase leads to the waiting-rooms and ticket-office on the second floor, in the
rear of which are tlie exits to the trains.

Figs. 5S3 and 584 show tlie depot at I'.ryn iMawr Park, whicli is a small, [lit turesque, single-
story stone building.

The illustrations are made from i)lalcs kindly furnished to the author by Mr. L. M. Allen,
General Passenger Agent, N. Y. & N. Ry.

L'asscngcr Depot at South Park, III., Illinois Central Kailroail.—'Vh^ i>assenger depot of the Illinois
Central Railroad at South Park, Chicago, 111., described and illustrated in the issue of the Railway
Review of April 16, 1881, is a large and handsome two-story brick and stone structure, with slate
roof, divided into three separate buildings, connected by covered sheds and jilatform roofs. The
main portion, or central building, is 41 ft. X 90 ft., with an 84-ft. high main tower. The pavilions at
each end are 10 ft. X 23 ft. The sheds connecting the main building with the pavilions at each end
are each 26 ft. wide and 73 ft. long. The main building is divided on the ground-floor into waiting-
rooms, ladies' toilet-room, offices, and restaurant, 'i'he pavilion at one end is used for a baggage-
room; the pavilion at the other end is used for a gentlemen's toilet-room and store-room. The
upper floors are used for offices, supplies, and rooms connected with the restaurant.

Fa'isci'.ger Depot at Charlotte, N. C, Riehmond &= Danville Railroad. — The passenger depot of the
Richmond & Danville Railroad at Charlotte, N. C, designed by W. L. Poindexter & Co., architects,
Washington, D. C, illustrated in the issue of the Inland Arehitect and Neics Record, No. 8, Vol. 14,
and in the Raihmy Revicio of January 25, 1890, is a two-story brick structure, with a single-story
extension. The building is surrounded by platforms on all sides. The railroad passes on one side of
the building. The structure is large and finished very handsomely, and is built more on the char-
acter of a terminal depot. The ground-plan has a ladies' waiting-room, with toilet-room attached, a
gentlemen's waiting-room, a ticket-office, a station-agent's office, a large restaurant, a gentlemen's
toilet-room, a baggage-room, an express-room, a store-room, and stairs leading to the upper floor.
The upper floor is used partly for offices, and partly for the kitchen and other rooms connected with
the restaurant.

Passenger Depot at Kensington Avenue, Buffalo, N. Y., Neiv York, Lake Erie &-' Western Railroad.
— The passenger depot of the New York, Lake Krie & Western Railroad at Kensington Avenue,
Buffalo, N. Y., illustrated in the issue of the Raihcay Review of June 4, 1S87, is a single-story frame
structure, with slate roof, costing about $3500. The interior is divided into waiting-rooms, offices,
toilet-rooms, and baggage-room.

Passenger Depot at Atlanta, Ga., East Tennessee, Virginia &' Georgia Railroad. — The passenger
depot of the East Tennessee, Virginia & Georgia Railroad at Atlanta, Ga., designed by Mr. C. 11.
Waring, engineer and architect, Middlesborough, Ky., illustrated in the issue of the Railway Review
of July 19, 1884, is a single-story frame structure, about 20 ft. X 120 ft., sheathed on the outside
with horizontal, vertical, and diagonal boarding, in panels. The ground-plan is divided into a
restaurant, 14 ft. X 25 ft.; a kitchen, 18 ft. X 17 ft. ; a colored waiting-room, 20 ft. X 17 ft.; a ticket-
office, 12 ft. X 14 ft.; a telegraph-office, 12 ft. X 14 ft.; a gentlemen's waiting-room, 22 ft. X 17 ft.; a
ladies' waiting-room, 16 ft. X 17 ft., with toilet-room attached; an express-room, 1 1 f t. X 12 ft.; and
a baggage-room, 14 ft. X 12 ft. At the centre of the building, over the ticket-office and telegraph-
office, there are two small bedrooms provided on the second floor. The interior of the building is
finished in selected Georgia pine, shellacked and varnished. The exterior is i)ainted in two shades
of green, with all the chamfered edges in terra-cotta.

Passenger Depot at Ardmorc, Pa., Pennsylvania Railroad. — The passenger depot at Ardmore, Pa.,
of the Pennsylvania Railroad, shown in Fig. 585, designed by Messrs. Josei)h M. Wilson and F. G.
Thorn, of the firm of Wilson Bros. & Co., architects, Philadelphia, Pa., illustrated and described in
the issue of the Railroad Gazette ^^i March 30, 1877, and in the Engineering Magazine, December,
1891, is a very handsomely designed two-story slone structure, with slate roof. The walls are built of
gneiss stone, with rock face, laid irregularly, with Ohio sandstone sills and lintels. The ground surface
drops very heavily at one end and in the rear of the building down from the railroad, so that a light
basement-story is olitaincd, which is utilized as a dwelling for the agent, consisting of a [larlor, a bed-

:i6

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

room, a dining-room, a kitchen, and a cellar. The ground-floor, on the level with the railroad, has a
general waiting-room, 20 ft. X 35 ft.; a ladies' private room, 14 ft. X 18 ft., with toilet-room attached;
a gentlemen's smoking-room, 11 ft. X 12 ft., with a toilet-room, accessible from the rear of the

Fig. 5S5. — Perspective.

building; a baggage-room, 8 ft. X 12 ft.; a telegraph-office, in connection with the signai-tower; a
ticket-office, 9 ft. X 18 ft ; and a small bedroom. The second floor has three bedrooms and a signal-
tower. The illustration is from a plate kindly furnished by the railroad company.

Design for Passenger Depot, Pennsylvania Railroad. — The design for a suburban passenger dejjot
on the line of the Pennsylvania Railroad, prepared by Messrs. Wilson Bros., civil engineers and archi-
tects, Philadelphia, Pa., described and illustrated, with a finely executed colored plate inset, in
the issue of the Railroad Gazette of September 22, 1882, is a two-story brick structure, with red-tile
roof. The ground-floor has a general waiting-room, 30 ft. X 40 ft., with a small ladies' waiting-room
and ladies' toilet-room attached. Also, a telegraph and ticket office, a baggage-room, and a gentlemen's
toilet-room, the latter with entrance from the rear of the building. The upper floor has a living-room,
three bedrooms, and a store-room.

Passenger Depot at Thirty-ninth Street, Chicago, III., Illinois Central Railroad. — The passenger
depot of the Illinois Central Railroad at Thirty-ninth Street, Chicago, 111., illustrated in the issue of
the Railway Review of January 8, 1887, is a two-story stone and brick structure, with slate roof.
The exterior is finished very artistically and attractively. The interior is divided into gentlemen's
and ladies' waiting-rooms, offices, toilet-rooms, baggage-room, etc.

Passenger Depot at Keicanee, III. — The passenger depot at Kewanee, 111., designed by Messrs.
Burnham & Root, architects, Chicago, 111., illustrated in the issue of the Inland Architect and News
Record. No. 4, Vol. 9, is a single-story structure with wide sloping roofs, surrounded by a low platform
on all sides. The interior is di\ided into a gentlemen's waiting-room; a ladies' waiting-room; a ticket
and telegraph office; a liaggage-room; and toilet-rooms.

LOCAL PASSENGER DEPOTS. 317

Passc'/iger Depot at Newark, Del., Philadelphia, Wilmington b' Baltimore Railroad. — The passen-
ger depot of the Philadelphia, Wilmington & Raltimore Railroad, designed by Mr. S. C. Fuller, Chief
Engineer, illustrated in the issue of the Railroad Gazette of April 26, 1878, is a handsome two-story
brick structure, with slate roof. The size of the building is 21 ft. X 56 ft. The ground-floor has a
gentlemen's waiting-room; a ladies' waiting-room; a ticket and telegraph office; a baggage-room; a
kitchen; and a stairway leading to tlie upper floor. The upper floor has a sitting-room and three bed-
rooms.

Passenger Depot at Twenty-seeond .Street, Chicago, III., Illinois Central Railroad. — The passenger
depot of the Illinois Central Railroad at Twenty-second Street, Chicago, 111., illustrated in the issue of
the Railway Review of March 6, 1880, is a two-story ornamental brick structure, with slate roof and
handsome square tower. The building is 25 ft. X 80 ft., and is divided into a gentlemen's waiting-
room, 32 ft. X 23 ft., and a ladies' waiting-room, 20 ft. X 23 ft. The waiting-rooms are connected by a
])assage-way, on one side of which is a ticket and telegraph office with an octagonal bay-window pro-
jection, and on the rear of which are toilet-rooms for ladies and gentlemen, opening from the
respective waiting-rooms. At one end of the building is the baggage-room, 12 ft. X 23 ft.; also the
stairway leading to the second floor of the building.

Passenger Depot at Roekford, III., Chicago, Madison &= Northern Railway. — The passenger depot
of the Chicago, Madison & Northern Railway at Roekford, 111., designed by Mr. Henry Schlacks,
architect, plans for which were published in the Raihcay Revie^o of June 2, 1888, and in the Inland
Arehitect and News Record, No. 6, Vol. 11, is a stone and brick structure, with a covered platform on
the track side, and a large, square, ornamental tower at the centre of the building. The interior is
divided into waiting-rooms, toilet-rooms, offices, baggage-rooms, etc.

Passenger Depot, Utica, N. Y., Delaware &' Hndsoti Canal Company. — The passenger depot at
Utica, N. Y., of the Utica, Clinton & Binghamton Railroad, leased by the Delaware & Hudson Canal
Company, is described as follows in the issue of the Railroad Gazette of February 6, 1885.

The building is in the Queen Anne style of architecture. It is of ordinary brie k, laid in red
mortar, and has brown-stone trimmings. In height it is two stories and attic. The inincipal waiting-
room has two large entrances from Genesee Street. The room is a large one, and well lighted. In
one end the ticket-office is partitioned off. Under the stairway leading to the second story is a news
and book stand. Just beyond the ticket-office is a passage-way and a wide door leading to the depot-
yard. ]ust beyond this passage-way is the ladies' waiting-room, adjoming which is a toilet-room and
water-closet. Still further in the rear is the baggage-room, which has wide entrances from Water
and Division Streets, ;'.nd a wide baggage window in the rear, where baggage can be unloaded direct
into the room. On the Division Street side is an ample shed, under which baggage and passengers
will have protection from the weather. There is also a shed along the railroad front for the benefit
of passengers. These sheds are ornamental in design and coloring. The floors are of Georgia pine,
and the interior is well lighted. The side walls and ceiling are ceiled with 2-inch spruce, finished in
the wood. The outer doors are of handsomely grained quartered oak, and the door and window
trimmings and gas-fixtures are of brass. Over each inside door is a large transom, supplied with a
transom-lifter. The seats in the waiting-room are of perforated woodwork, and comfortable and
cleanly. The interior work is neat, attractive, and cheerful, the abundance of light and the bright
appearance of the woodwork adding much to the effect.

On the second floor, the room facing Genesee Street is the superintendent's office, at the side of
wliich is a private office. Next in rear, and communicating with the superintendent's office by a
small window, is the conductors' room, supplied with large ash desks, and five closets for uniforms.
Again in rear of this, and connected by a similar window, is the office of the train-despatcher. In
this office, as also in the superintendent's office and the ticket-office on the first floor, there is a bay
projection commanding an extensive view. The rooms on the second floor have a wainscoting of
pine instead of the ceiling on the first floor. .Suitable sinks, storage-rooms, etc., are ])rovided for, and
in all respects the building is very convenient. The rooms are high between floors, the first story
being 16 ft. and the second 15 ft. high.

Passenger Depot at Manitoii, Col. — The passenger depot at Manitou, Col., designed by Mr. Clinton
J. Warren, architect, Chicago, III , illustrated in the Inland Architect and News Record, No. 6, Vol. 9, is

1 8 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

an artistic, single-story stone structure with heavy sloping roof. The masonry is irregular rubble
work, with cut-stone corners and arches. The interior has a waiting-room; baggage-room; toilet-
room; and an office, located in a round-tower projection, at one corner of the building. The platform
at the front and end of the building is covered, and a handsome /i)/-/^ cochcre is built at the rear of
the building.

Passiiigcr Depot at Seymour, I/k/., Ohio &-' Mississippi Raila'ay. — The jiassenger depot of the ( )hio
& Mississippi Railway at Seymour, Ind., illustrated and described in the issue of the Railway Review
of November 2, 1SS9, can be considered as representative of the class of depot buildings in use on
the Ohio iV' Mississippi Railway. The same character of building and ground-plan arrangement of the
interior is carried out, as far as possible, in general, for all similar structures along the railroad, with
the necessary alterations to suit local requirements. The depot at Seymour is a two-story frame
structure, sheathed on the outside with ujiright boarding and shingles, in panels. The size of the
building is 24 ft. X 52 ft., with an S-ft X 30-ft. anne.x in the rear. The first floor is divided into a
gentlemen's w-aiting-room, 23 ft. X 18 ft.; a ladies' waiting-room, 23 ft. X 18 ft.; an office, 17 ft. X 13
ft., with a circular bay-window projection; a battery-room, 6 ft. X 13 ft.; a ladies' toilet-room, 8 ft. X
8 ft., opening from the ladies' waiting-room; and the stairway leading to the second floor. The
second floor has a trainmaster's office; a telegraph-office; a train-despatcher's office; a store-room; and
a vestibule for trainmen. The gentlemen's toilet-room is located in a separate building, in the rear
of the main building. The baggage-room is also located in a separate building, 50 ft. distant from
one end of the main building.

Passenger Depot at Bates City, Mo. — The passenger depot at Bates City, Mo., illustrated in the
issue of the Railway Re'rie7i' of May 24, 1879, is a two-story frame structure, with slate roof. The
outside is sheathed with upright and ornamental boarding, in panels. The interior has a waiting-
room, ticket-office, baggage-room, and toilet-room.

Passenger Depot at Glen Riilge, N. /,, Dehucare, Lackawanna er' Western Railroad. — The pas-
senger depot of the Delaware, Lackawanna & Western Railroad at Glen Ridge, N. J., illustrated and de-
scribed in the issue of the Railroad Gazette of April 29, 18S7, shown in Figs. 586 to 588, is a two-story
stone structure, with slate roof. The railroad at this point passes through a sandstone cut, 18 ft. deep,
so that the wagon-road is on a level with the upper story of tlie building. In addition to its use for a
railroad depot, the building had to be designed to accommodate a post-office and an express-office.
The walls are built of blue-black trap-rock rubble masonry, with red-brick corners and belt-courses.
The wide porch roof at the front of the building, on a level with the wagon-road, is extended at one
end so as to form 3. parte cochere.

Passenger Depot at Lndependenee, Mo., Chicago &^ Alton Railroad. — The passenger depot of the
Chicago & Alton Railroad at Independence, Mo., illustrated in the issue of the Raihvay Re-oieic of
May 3, 1879, is a two-story frame structure w-ith slate roof, sheathed on the outside with horizontal,
vertical, and diagonal boarding, and ornamental shingles, in panels. The ground-plan shows a wait-
ing-room, ticket-office, baggage-room, and toilet-rooms.

Passenger Depot at Oak Grove, Mo. — The passenger depot at Oak Grove, Mo., is illustrated in
the issue of the Railway Review of May 17, 1879. It is a tw'O-story frame structure, with slate roof.
The ground-plan shows a waiting-room, ticket-office, baggage-room, and toilet-room.

Passenger Depot at Rahway, N. J., Pennsylvania Railroad. — The passenger depot of the Penns)'l-
vania Railroad at Rahway, N. J., designed by Mr. Joseph M. Wilson, described and illustrated in
the issue of the Railroad Gazette of July 5, 1878, is a two-story brick structure, with slate roof. The
ground-i)lan h:is a gentlemen's waiting-room, 22 ft. X 40 ft., and a ladies' waiting-room, 22 ft. X 24
ft. The waiting-rooms are connected by a passage-way, on one side of which is a telegraph and ticket
office, 16 ft. X 16 ft., with a scptare bay-window projection, and on the other side of which, on the
rear of the building, located in a square projection of the main building, are toilet-rooms for ladies
and gentlemen, opening from the respective waiting-rooms. There is also a stairway leading to the
upper story, and at one end of the building a baggage-room, 11 ft. 6 in. X 22 ft. The face walls are
built of French bricks, with pencilled black joints, relieved with black bricks. The belt-courses, window-
sills, chimney-caps, and arch-stones of the windows and doors are of Ohio sandstone.

Union J^assenger Depot, Canton, Ohio. — The Union Railroad Dejiot at Canton, Ohio, designed

LOCAL PASSENGER DEPOTS.

3'9

by Mr. \V. Wliitiiey Lewis, architect, Boston, Mass., illustrated in the issue of the Amcncaii Architect
and RiiiliUiig Neics, .\ugust 7, 1880, is a two-story brick building, with square ornamental clock-
lower, and slate roof. The tracks pass on one side of the building. The building is about 40 ft.

%1.
Fig. 5S7. — First STORY Plan.

Kic. 586. — Peijsi'ective.

»^Sf^

Fig. 588.— Cellar-plan.

wide X 190 ft. long, and the ground-floor was designed so as to give a gentlemen's waiting-room, 30
ft. X 37 ft. 6 in., and a ladies' waiting-room, 30 ft. X 37 ft. 6 in. The waiting-rooms are connected by
a passage-way, on one side of which there is a small telegraph and ticket office, with hexagonal bay-

320 BUILDINGS AND STRUCTURES OF AMF.RICAX RAILROADS.

window projection, and on the other side of which is' a hidies' toilet-room. In addition, there is a
gentlemen's toilet-room with entrance from the gentlemen's waiting-room; a baggage-room; a dining-
room; a kitchen; a serving-room; and stairs leading to the upper floor. In the depot, as actually
built, the dining-room and kitchen were omitted, and a small freight-room substituted.

Tasseiigcr Depots, IFest Shore Railroad. — The standard passenger depots designed for the West
Shore Railroad, under the direction of Mr. Walter Katte, Chief Engineer, as illustrated and described
in the issue of the Railroad Gazette of May 7, 1886, known, respectively, as class " A, B, C, and D: —
agent," are two-story frame structures, built in general to the same ground-plan, but varying sufificie-ntly
in the minor details of each plan, principally in the roofs, so as to give each structure an individual
and local character without essentially changing the main details of this class of structures. The
standard ground-plans are also published in the issue of E/igiiieeri/ig News of March 31, 1888.

Class "A " presents on the first floor, a ticket and telegraph ofifice, 12 ft. X 12 ft., with a S(iuare
bay-window projection; a gentlemen's waiting-room, 15 ft. X 16 ft.; a ladies' waiting-room, 15 ft. X
16 ft.; a baggage-room, 10 ft. X 15 ft.; a ladies' toilet-room, opening from the ladies' waiting-room;
a gentlemen's toilet-room, with entrance from the outside on the rear of the building; and the stair-
case leading to the upper floor. The second floor has a living-room, 15 ft. X 16 ft. ; a bedroom, 15
ft. X 16 ft.; and two smaller rooms.

Class "B " shows in the ground-plan, a gentlemen's waiting-room, 17 ft. X 23 ft., and a ladies'
waiting-room, 17 ft. X 23 ft., connected by a passage-way, on one side of which is a telegraph-office,
II ft. X 12 ft., with a square bay-window projection, and on the other side of which, on the rear of
the building, is a ticket-ofifice, 11 ft. X 12 ft., with a square bay-window projection. There is also a
baggage-room; a ladies' toilet-room, opening from the ladies' waiting-room; and a gentlemen's toilet-
room, with entrance from the rear of the building.

Class " C " is similar to class " B," excepting in the size of the rooms. The gentlemen's wait-
room is 24 ft. X 23 ft.; the ladies' waiting-room 24 ft. X 23 ft.; and the baggage-room 12 ft. X 23 ft.

Class " D " is similar to class " C," excepting in the size of the waiting-rooins, which are each
32 ft. X 23 ft.

Passenger Depot at Terrace Park Station, Buffalo, N. ¥., Ne7C' York Central d~ Hudson River
Railroad. — The passenger depot of the New York Central & Hudson River Railroad at Terrace Park
Station, Buffalo, N. Y., designed by Messrs. R. H. Robertson and A. J. Manning, architects. New
York City, plans for which were published in the Railway Revietii of March 19, 1887, and in the
Railroad and Engineering Journal oi May, 1887, is a very handsome and large structure, with stone
base, pressed-brick walls, terra-cotta trimmings, and tile roof. A bridge or covered passage-way is
thrown over the main tracks in front of the building, connecting with the shelter and platform on the
side of the tracks away from the main building. The interior is divided into a large, square vestibule,
with'an elaborate entrance from the street, which is on a lower level than the railroad. Leading from
this vestibule there is a passage-way and stairway, to get to the platform on the level of the track.
A ticket-ofifice, a parcel-room, and a baggage-room adjoin the vestibule on one side, while on the
other side there is a general waiting-room, with a ladies' private room and toilet-room connecting
with the general waiting-room. A gentlemen's toilet-room at the same end of the building is entered
from the outside of the building.

Passenger Depot at East Douglas, Mass., New York (Sr' New England Railroad. — The passenger
depot of the New York & New England Railroad at East Douglas, Mass., plans for which were pub-
lished in the Railroad Gazette of April 8, 1881, is a single-story frame structure, sheathed on the out-
side with vertical and horizontal boards, and ornamental sliingles, in panels, and roofed with slate.
There is a small parte cochere on the rear of the building. The interior is divided into a gentlemen's
waiting-room, 17 ft. X 19 ft.; a ladies' waiting-room, 17 ft. X 19 ft.; a ticket-office, 9 ft. X 9 ft.; a
baggage-room; a ladies' toilet-room, with entrance from the ladies' waiting-room; and a gentlemen's
toilet-room, with an entrance from the outside of the building.

Passenger Depot at Niagara Falls, N. Y., New York, Lake Erie b^ Western Railroad. — In the
issue of the Railway Review of August 27, 1S87, the plans were published for a proposed passenger
depot at Niagara Falls, N. Y., for the New York, Lake Erie & Western Railroad.

LOCAL PASSENGER DEPOTS.

321

y £■ e £• S'.^

^ =

-i ^' « I— 11/ <r

v^ oocy- ~

w — a> ^
-0 ^ S' -<3

or ^^-i<

p' ■'= e »-•
^ g> ^ g .^
"^ -i c ni g'

^ ^ ^ o 00.^

■ q> t t .._ T^ ill
■^^ O O -<5 — "^

< cO O C.UJ li.

322

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

Passenger Depot at Walkerville, Out. — The plans for a depot at Walkerville, Ont., designed by
Messrs. Mason & Rice, architects, were published in the Inland Architect and News Record, No. 7,
Vol. 14. The building is a stone structure, with heavy sloping roofs, and an elaborate and heavy
square clock-tower. Tiie interior is divided into waiting-rooms, offices, baggage-room, toilet-rooms,
etc.

Passenger Depot at Dedham, Afass., Boston er" Providence Rai/road.— The passenger depot of the
Boston & Providence Railroad at Uedham, Mass., designed by Messrs. Sturgis & Brigham, architects,
])Oston, Mass., plans for which were published in the American Architect and Building News, April 4,
1885, is a very elaborate and architecturally highly finished stone building, with sloping roof and clock-
tower, built on an irregularly shaped ground-plan. The exterior of the structure has more the
appearance of a chapel than a railroad depot. The interior is divided into a gentlemen's waiting-
room, with toilet-room attached; a ladies' waiting-room, with toilet-room attached; a ticket-office; a
baggage-room; and a telegraph -office. The interior finish is carefully studied, some of the details of
which are illustrated in the publication mentioned.

Passenger Depot at Nc7C' Bedford, Mass., Old Colony Railroad. — The passenger depot of the Old
Colony Railroad at New Bedford, Mass., designed by Mr. Henry Paston Clarke, arcliitect, Boston,
Mass., plans for which were publislied in the N'erc' England Magazine of May, 18S6, and also in the
issue of The Engineering Record oi April 6, 1SS9, shown in Figs. 5S9 and 590, published by per-
mission of The Engineering Record, is an elaborate stone structure, with heavy sloping roofs. There
is a covered platform along the face of the building ne.xt to the track, extending both ways along the
track. The building is 160 ft. X 40 ft., and is divided into a gentlemen's waiting-room and a ladies'
waiting-room, connecting by a passage-way, on one side of which is a ticket-office, and on the
other side of which is a telegraph office and the station-agent's room. In each waiting-room there is
a large open fire-place. At the end of the building, next to the ladies' waiting-room, there is a ladies'
private room, with a toilet-room attached. At the other end of the building, next to the gentlemen's
waiting-room (but without any door between them), there is a baggage-room. Next to the baggage-
room is a gentlemen's toilet-room, with entrance from the platform; also a fuel-room; a hackmen's
room; and an express-agent's room. The ground-plan of the building is very good.

Passenger Depot at North Easton, Mass., Old Colony Railroad. — The passenger depot of the Old
Colony Railroad at North Easton, Mass., designed by the late Mr. H. H. Richardson, architect, Brook-
lyne, Mass., plans for which were published in the American Architect and Building News of Feb. 26,
1SS7, and in The Engineering Magazine, December, 1891, from which publication Fig. 591 is taken,
consists of a single-story granite building, with brown-stone trimmings and tiled roof, 25 ft. X 90 ft.,
with a platform facing the track, and a heavy stone arched porte cochcre on the rear of the building.
The building is divided into a gentlemen's waiting-room and a ladies' waiting-room. A ticket-office
is located between them on the side towards the track, and the waiting-rooms are connected back of

Fig. 5gi. — Perspective.

LOCAL PASSENGER DEPOTS.

32j

the ticket-office by a lobby, which has an entrance door from the carriage-way under the forte
cochere. At the end of the gentlemen's waiting-room there is a smoking room; a gentlemen's toilet-
room; and a door to the baggage-room. At the other end of the building a door leads from the
ladies' waiting-room into a large ladies' parlor, with toilet-room attached. The ground-plan layout
and the architectural artistic features of the building are first-class.

Passenger De/'o/ at No/yoke, A/ass., Connectieiit River Liailroad. — The passenger dejjot of the Con-
necticut River Railroad at Holyoke, Mass., shown in Figs. 592 and 593, designed by the late Mr. H.

Fig. 592.— Perspective.

H. Richardson, architect, T.rooklyne, Mass., plans for which were published in The Engineering Record,
Vol. 14, and in the Anicrican Architect and Building News of Feb. 26, 18S7, and in the Ruilroaa

Gazette of April i, 1S87, from which latter publi- ■

cation the cuts are taken, consists of a double-story

granite building, with brown-stone trimmings and

tiled roof, 40 ft. X 140 ft., surrounded by jjlat-

forms on all sides. The first floor is divided into

a general waiting-room, 36 ft. X 60 ft., with a

ticket-office, partitioned off on one side, facing

the track. At one end of the waiting-room there

is a telegraph-office, and a lobby leads to a ladies'

waiting-room, with toilet-room attached. The ladies' waiting-room has a separate entrance from the

platform on the track side of the house. .At the other end of the building there is a gentlemen's

toilet-room, leading off from the general waiting-room; an emigrants' waiting-room, with toilet-rooms

attached for men and for women; a baggage-room; and the stairway leading to the upper story.

Fig. 593. — Ground-pi.an.

324 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

Passenger Depot at Aiibiinuhile, Mass., Boston &^ Albany Railroad. — The passenger depot at

Fig. 594. — PERsrECTivE.

Auburndale, Mass., on the main line of the Boston & Albany Railroad, shown in Figs. 594 to 596,
designed by the late Mr. H. H. RicJiardson, architect, Brooklyne, Mass., plans of whicli were [jub-
lished in the Railroad Gazette of Nov. 5, 1886, in The Engineering Record, Vol. 14, in the
American Architect and Building Nc7lis of Feb. 26, 1887, and also in the Railway Revinv of April 6,
i88g, consists of a single-story granite building, with brown-stone trimmings and red-tile roofing.
There is a covered platform along the face of the building and at the end of the building next to the

Fig. 595. — Ground-plan.

Fig. 596. — General Plan of Station Layout.

baggage-room, and an artistically designed porte cochere on the rear of the building. The interior is
divided into a gentlemen's waiting-room, 25 ft. X 25 ft., and a ladies' waiting-room, 25 ft. X 30 ft.,
connected by a small passage-way, on one side of which is a ticket-office, and on the other side of
wliich there are a ladies' toilet-room and a gentlemen's toilet-room. At one end of the building,
adjoining the ladies' waiting-room, there is a baggage-room.

Passenger Depot at South Framinghatn, Mass., Boston iSr' Albany Railroad. — The passenger depot at
South Framingham, Boston & Albany Railroad, designed by the late Mr. H. H. Richardson, archi-
tect, Brooklyne, Mass., plans for which were published in the American Architect and Building Ne7vs
of Feb. 26, 1887, consists of a double-story structure, 120 ft. X 35 ft., with covered platforms sur-
rounding it. The interior is divided into a general waiting-room, 33 ft. X 60 ft., on one side of which
is a ticket-office, and on the other side of which is a large ornamental fire-place. Adjoining the
general waiting-room, at one end of the building, there is a dining-room; a buffet; a smoking-room;
a toilet-room for gentlemen; a serving-room for the dining-room; and a stairway leading to the
kitchen on the second floor above the dining-room. At the other end beyond the general waiting-room
the building is divided into a small ladies' waiting-room, with a toilet-room attached; a telegraph
office; a package-room; the station-agent's office; and the stairway leading to offices on the second

LOCAL J'ASSI'.KGF.R LiRPOTS 325

floor. The arrangement of the ground-plan in this building ran he considered as firsl-class for the
purposes to be acconi[ilished.

Passenger Depot at Brighton, Mass., Boston 6^ Albany Railroad. — The passenger depot at Brighton,
Mass., of the Boston & Albany Railroad, designed by the late Mr. H. H. Richardson, architect,
Brooklyne, Mass., plans for which were published in the American Architect and Building News of
Feb. 26, 1887, consists of a single-story stone structure, 80 ft. X 30 ft., with long slo])ing roof, cov-
ering steps in front of the building, leading down to the level of the railroad. The interior is divided
into a gentlemen's waiting-room and a ladies' waiting-room, connected by a passage-way, on one side
of which is a ticket office, and on the other side of which there are a ladies' toilet-room^and a gentle-
men's toilet-room. At the end of the building, next to the gentlemen's waiting-room, there are a
small baggage-room and a telegraph office. The location of the telegraph office at the rear of the
building, unless called for by some local requirement, is objectionable.

Passenger Depots, Chicago &= Northwestern Raihaiy. — Passenger depots designed by Messrs. Cobb
& Frost, architects, Chicago, 111., for the Chicago & Northwestern Railway at Oshkosh, Wheaton,
and Kenosha, are described and illustrated in the issue No. 6, Vol. 10, of the Lnland Architect and
News Record, and also in the issue of January 20, 1888, of The Railway Age.

The depot at Oshkosh is a two- story structure, 78 ft. X 23 ft., divided on the ground-floor
into a ladies' waiting-room and a gentlemen's waiting-room, connected by a broad jiassage-way, on
one side of which is a ticket-office, and on the other side of which is the ladies' toilet-room, and
the stairway leading from the outside of the building to the upper floor. Thirty feet from one end
of the main building there is a baggage-room, 20 ft. X 23 ft., and 30 ft. from the other end of the
main building there is a similar size building, which is used for fuel and supplies, and for a gentle-
men's toilet-room. The space between the main building and the end building is covered by a wide
shed roof, supported by columns and trusses. The building has stone foundations, with rock-face
stone ashlar walls up to window-sills. Above the window-sills faced brick are used. The main
building and tower is roofed with slate, the platform sheds with tin. The waiting-room ceilings are
finished up into the roof, giving an opportunity for furnishing direct light from above the shed roof.
The interior finish is in oak, with maple floors and high wainscoting. The cost of the building is
stated to have been $13,000.

The depot at ^\■heaton has two waiting-rooms; a ticket-office; a baggage-room; and toilet-roorns;
all in one building, 70 ft. X 20 ft. The platform is covered for 200 ft. along the track. The building
is built entirely of frame, with a ])ainted shingle roof. The lower portion of exterior of building,
below window-sills, vertical sheathing, and above this to ceiling of sheds is narrow siding. The in-
terior is finished in pine, painted, with wainscoting. The walls above wainscoting and ceiling are
sheathed with narrow beaded pine. The floors are hard wood. The cost is stated to be about $4000.

The depot at Kenosha is 81 ft. X 23 ft. in size, with a lavatory annex, 8 ft. X 13 ft. The main
building has a gentlemen's waiting-room; a ladies' waiting-room; a ticket-office; a baggage-room; and
toilet-rooms. The building has stone foundations with rock-faced stone ashlar from platform to
window-sills; above this point to roof, faced brick. The covered shed over platform, supported by
columns and trusses, is 200 ft. long. Projection of the shed on track side of building 14 ft., with
extensions on each end 20 ft. wide. The roof extends down, and projects 8 ft. on the other three
sides of the building, supported on brackets. The entire roof of building, including shed, is covered
with purple slate, using copper for ridge, hip, and gutter mouldings. The building has no second
story, but the waiting-rooms are finished about one third into roof. Interior of building is finished
in oak, with a high wainscoting, plastered walls and ceilings, maple floors throughout. The lavatory
building is partially disconnected from the main building by the use of double doors and ventilators,
built into the wall connecting the two. This lavatory has three seats and three urinals with vault
underneath, with a ventilator extending from the same up through the roof, with door in rear for
cleaning the same. No plumbing in building. Heated by means of stoves. C^ost complete about
$8400.

Passenger Depots, Philadelphia, Gerniantoicn &-• Chestnut Llill Railroad. — The passenger depots of
the Philadelphia, Germantown & Chestnut Hill Railroad at Queen's Lane, Chelton .\venue, Chestnut
Hill, and Wissahickon, Pa., shown in Figs. 597 to 604, designed by Mr. \V. Bleddyn Powell, archi-

326

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

LOCAL PASSENGER DEPOTS.

327

Fig. 602. — Ground-plan, Queen's Lane Depot.

Fig. 603. —Ground-plan, Chelton Avenue Uepoi

;— ^6:6' —

fl-ATfOfiy^

Fig. 604. — Ground-plan, Che.stnut Hill Depot.

328

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

tect, are described and illustrated in Vol. 14 of The Engineering Record, and in the Railroad Gazette
of November 26, 1886, from which latter publication the cuts are taken. The depot building at
Queen's Lane is of brick, the others are of stone, with some half-timber and shingle work in the upper
stories. The Chestnut Hill depot has a gentlemen's waiting-room, 20 ft. X 30 ft., and a ladies' waiting-
room, 20 ft. X 20 ft., connected by a broad passage-way, on one side of which there is a ticket and tele-
grapli ofifice, 10 ft. X 12 ft., and on the other side of which there are a ladies' and a gentlemen's toilet-
room. At one end of the building there is a baggage-room, 10 ft. X 14 ft. The Chelton Avenue
depot is similar, as far as the ground-plan is concerned, to the Chestnut Hill depot. The depot at
Queen's Lane is smallerthan the others, and has a general waiting-room, iS ft. X 25 ft.; a ticket-office,
9 ft. X II ft. ; a baggage-room, 7 ft. X 10 ft.; a ladies' toilet-room, 9 ft. X 10 ft.; and a gentlemen's
toilet-room, 7 ft. X 10 ft.

Competition Designs for Local Passenger Depot, Toronto Architectural Sketch Club. — In the issue of
the Inland Architect and News Record, Vol. 15, two plans for a passenger depot at a local station
are illustrated, which secured the first and second prizes awarded in a competition arranged by the
Toronto Architectural Sketch Club.

Competition Designs for Suburban Railioay Depot, Chicago Architectural Sketch Club. — The Raihvay
Review offered in 1889 three prizes to the members of the Chicago Architectural Sketch Club for the
best plans of a suburban railway-station building, of which the cost of construction was to be $3000.
The first prize was awarded to Mr. T. O. Fraenkel, of Chicago, 111., and the plans were published in
the issue of the Railway Review of April 13, 1889. The second prize was awarded to Mr. Henry
Brown, of Chicago, III, whose plan was illustrated in the issue of the Railway Review of April 20,
1889. The third prize was taken by Mr. W. (1. Williamson, of Chicago, 111., whose design was pub-
lished in the issue of the Railway Review of April 27, 1889.

T'wiu Passenger Depots at Desrovcr and Baker Parks, Minn., Chicago, Alilwaukcc g' St. Paul Rail-
road.— In Fig. 605, copied from The Engineering Magazine, December, 1891, is presented a perspec-

fiG. 605. — Perspective.

five of the " twin" passenger depots at Desrover and Baker Parks, between St. Paul and Minneapolis,
on the Chicago, Milwaukee il- St. I'aul Railroad. There is a separate dejrot building, with waiting-
rooms, ticket-offices, etc., on each side of the railroad. I'he depots are built on terraces reached by
wide platforms and stairways.

Passenger Depot at Scwickley, Pa., Pennsvlvania Railroad. — In Fig. 606, copied from the Engineer-
ing Magazine, December, 1891, is shown a perspective of the passenger depot at Sevvickley, Pa., on

LOCAL PASSENGER DEPOTS.

329

the Pennsylvaiii:! Railroad System. 'I'his illusttalion shows very cltarly the mctliod of using shelters
with overhead foot-bridge and a fence between the main tracks at local suburban passenger stations

Fig. 606. —Perspective.

on a double-track railroad with a heavy fast-train service. The depot building is about 27 ft. X 70
It., divided into a general waiting-room; a ladies' private room; a baggage-room; a ticket-ofifice; etc.

Passi-/ii;cr Depot at Acambaro, Mexico. — In Fig. 607, copied from The Engineering Magazine,
December, 1891, is shown a perspective of the passenger
depot at Acambaro, .Mexico, designed by Mr. Bradford
L. C.ilbert, architect. New York, N. Y. The building is
two-story, built of brick, al)out 100 ft. X 40 ft., with con-
crete ])latforms and tile roof. The first floor has the
necessary offices and waiting-rooms with ai commodations

for first, second, and third class passengers, the European ^"'- ^oy.-Pi'RsniCTivK.

system of the division of the travelling jniblic being in vogue. There is also a dining-room on
the lirst floor. The second floor has hotel accommodations for passengers.

Junction Passenger Depot at Reed City, Mich. — In Fig. 608, copied from The Engineering Maga-
zine, December, 1891, is shown a perspective of the passenger depot at Reed City, Mich., designed by

Mr. Bradford L. Gilbert, architect, New York, N. Y., used
jointly by the Grand Rapids & Indiana and the Flint &
Pere Marquette Railroads. The general waiting-room
is in the shape of a large octagon, at one end of which
is a lunch-room; on the track sides of the octagon the
licket-ofifices for the respective railroads are stationed;
while on the other sides of the octagon doors lead to a
ladies' waiting-room with loilet-room attached, and to a gentlemen's smoking-room with toilet-room
attached. .At each end of the building there is a baggage-room. The light for the rotunda is oli-
tained from clere-story windows above the roof of both wings. The rotunda is 64 ft. square, with
wings about 75 ft. in length.

Passenger Depot at Grass Lake, Mich., Michigan Central Railroad. — In Fig. 609, cojjied from
The Engineering Magazine, December, 1891, is shown a perspective of the i)assenger depot of the
Michigan Central Railroad at Grass Lake, Mich. The building is about 63 ft. X 34 ft, divided into
waiting-rooms, otfices, baggage-room, toilet-rooms, etc. The material of the walls is field stone of
various shades, with broken faces, laid up in rubble-work, the effect being very picturescjue and uni(jue.

, c->^

Fig. 60S. — Pi'Ksi'ixi'ivii.

33°

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

Fig. 6og. — Perspective.

Passenger Depot at Laconia, N. H., Concprd 6^ Montreal Railroad. — The passenger depot of the
Concord & Montreal R;iihoad at Laconia, N. H., designed by Mr. Bradford L. Gilbert, architect,
New York, N. Y., shown in perspective in Fig. 6io, copied from The Engineering Magazine, De-

FiG. 6io. — Perspective.

cember, 1891, is a picturesque, substantially built stone depot for the accommodation of a large pas-
senger business. The most prominent feature of the design is the rotunda, 40 ft. square, with octa-
gonal corners carried up above the roof, and with light from clere-story windows overhead. The in-
terior of this depot is finished very handsomely. The floor of the rotunda is of marble, and a large
chimney forms one of the features of the interior finish.

Passenger Depot at Galeshnrg, III., Atchison, Topeka <5r-' Santa Fe Railroad. — The passenger depot
at Galesburg, 111., on the Atchison, Topeka & Santa Fe Railroad, shown in Fig. 611, copied from

Fig. 611. — Perspective.

The Engineering Magazine, December, iSgi, is a handsome brick and stone Iniilding, 54 ft. X 168 ft.
It is divided into offices, waiting-rooms, toilet-rooms, baggage and express room.

LOCAL PASSEJVGEJi DE/'OTS. 331

PasS'-iigcr Depot at Mmich Chunk, Pa., Lehigh Valley Kallioatl.- -'I'hc passenger (Icjiot of the
Lehigh Valley Railroad at Maiicli Chunk, Pa., shown in Fig. 612, copied from The Engineering
Magazine, December, 1891, is a two-story hrick building, with slate roof and an iron platform roof

ViG. 012. — I'KKSrECrlVE.

extending for several himdred feet along the track, as there is a very large excursion passenger busi-
ness iiandlcd at this station. The most notable feature of the design is the fact that the depot and
platforms are located alongside a heavy curve on the railroad, ami tlie [ilatforms and building follow
the curvature of the tracks.

Passenger Depot at IViehila, Kan., Alehison, Topeka er' Santa Fe Railroad. — The passenger dejiot
of the Atchison, Topeka it .Santa Fe Railroad at Wichita, Kan., shown in Fig. 613, copied from

Fig. 613 —Perspective.

The Engineering Magazine, Dcronilier, 1891, is a picturesque and handsome stone structure, 60 ft. X
156 ft., with an octagonal tower at one corner. The ground-Hoor has ;i large lunch-room in addition
to the usual facilities and accommodations for the passenger service.

Passenger Depot at Ei'ansfon, III., Chieago, Milwaukee &" St. Paul Railroad. — The passenger depot
of the Chicago, Milwaukee & St. Paul Railroad at Evanston, 111., shown in Fig. 614, copied from
The Engineering Magazine, Decemlier, 1891, is a very substantially Iniilt stone two-story structure,
68 ft. X 21 ft., with metal shingles on the roof and sides of the dormers and tower, where projecting
above the roof The platform is roofed for simic distance along the track.

332 BUILDINGS AND STRUCl URES OF AMERICAN RAILROADS.

Fig. 614. — Perspfxtive.

Passeiii^er Depot at Highland, Mass., 0/J Colony Railroad. — The passenger depot of the Old
Colony Railroad at Highland, Mass., shown in Fig. 615, copied from The Engi/iecriiig Maga'J,ic,
December, 1891, is a picturesque, single-story stone building with slate roof. The design is excep-
tionally bold and graceful, the prominent features being a large stone gable and chimney at one end
of the building, and v^ parte coclicrc on the rear.

K^i.-*

Fig. 615. — Perspective.

Passenger Depot at Somerset, Ky., Cincinnati, New Orleans (5r= Texas Pacific Raihvav. — The pas-
senger depot of the Cincinnati, New Orleans & Texas Pacific Railway, at Somerset, Ky., shown in
Fig. 616, designed by Mr. G. B. Nicholson, Chief Engineer, C, N. O. & T. P. Ry., is a two-story
frame structure, 26 ft. X 180 ft. in ground-plan, surrounded by platforms on all sides, sheathed with
horizontal weather-boarding on the outside, and roofed with flat iron-roofing on boards. The interior
of the ground-floor, starting at one end of the building, is ■divided into a kitchen, 25 ft. X 25 ft.; a

LOCAL PASSENGER DEPOTS.

333

dining-room, 25 ft. X 44 ft.; n. general waiting-room, 25 ft. X 30 ft., with luncli-counter, wash-room,
and gentlemen's toilet-room; an office, 9 ft. X 13 ft., with a square bay-window projection on the
track side, and ticket-w'indows leading into the gentlemen's waiting-room and into the ladies' waiting-
room; a ladies' waiting-room, 25 ft. X 20 ft., with toilet-room attached; a stairway leading to the
upper floor; a baggage-room, 25 ft. X 20 ft.; and an exjiress-office, 25 ft. X 20 ft. The kitchen men-
tioned is built in the form of a single-story anne.x, so that the upper tloor is only 153 ft. long, but

Fig. 616. — GROuND-rLAN.

the uiiper floor is l)uilt out on the rear over the porch or platform at the rear end of the building on
the ground-floor, so that the width of the upper floor is 32 ft. There is a passage-way, 4 ft. wide, along
the front of the upper floor, reached by the stairs previously mentioned from the ground-floor. The
rooms on the upper floor, reached by the passage-way mentioned, are divided up as follows: superin-
tendent's office, 31 ft. X 20 ft.; clerk's office, 26 ft. X 19 ft.; trainmen's waiting-room, 27 ft. X 26 ft.;
despatcher's office, 25 ft. X 26 ft.; battery-room, 14 ft. X 11 ft.; storage-room for blanks and sta-
tionery, 14 ft. X 14 ft.; office of Superintendent of Bridges and Buildings, 22 ft. X 26 ft.; roadmas-
tcr's office, 22 ft. X 31 ft. The platforms around this building are all low platforms, with exce])tion
on the rear of the building back of the baggage and express rooms, where the platform is a high
platform, connected with the low platforms by inclines. The high jilatform back of the baggage and
express room is to facilitr.te the transferring of baggage and express matter to and from wagons. The
low platform is set 16 in. above the base of rail, and the face of the platform is 5 ft. 6 in. from the
centre of the track. The low platform is 6 ft. wide on the rear of the building, 8 ft. wide at the
end of the building, and 12 ft. 6 in. wide along the face of the building.

Passenger Depot at Lexington, Ky., Cincinnati, JVe^c Orleans er" Texas Pacific Railway. — The
passenger depot of the Cincinnati, New Orleans & Texas Pacific Railway at Lexington, Ky., designed
by Mr. G. B. Nicholson, Chief Engineer, C, N. O. & T. P. Ry., is a two-story frame structure with
high attic, 28 ft. X 105 ft., sheathed on the outside with upright and hori/.ontal ornamental boarding,
in panels, and roofed with tin, similar in a great many of its features to the depot of the same rail-
road at Somerset, Ky., previously described and illustrated in Fig. 616, excepting that the exterior is
more ornamental and the roof surface broken by gables and dormer-windows with ornamental stained-
shingle panelling. The ground-floor is surrounded by low platforms, 16 in. high above the base of
rail and set 6 ft. from the centre of the track. The platform along the front of the building is 24 ft.
wide, and on the rear of the building and at one end of the building 8 ft. wide, while at the other
end next to the general waiting-room it is 16 ft. wide. Connection is made at this point with a
branch train, there being special platforms run out for this purpose along the extra tracks. The
ground-floor has a general waiting-room, 40 ft. X 27 ft.; a ladies' waiting-room, 15 ft. X 19 ft., with
toilet-room attached; an office, 9 ft. X 14 ft.; a stairway to the upper floor; a lunch-room, 14 ft. X
18 ft.; and a baggage-room, 30 ft. X 27 ft. The ujtper floor is arranged similarly to the upper floor
of the depot at Somerset, Ky., previously descrilied.

Passenger Depot at Science Hill, Ky., Cincinnati, Neio Orleans 6^ Texas Pacific Railway. — The
passenger depot of the Cincinnati, New Orleans & Texas Pacific Railway at Science Hill, Ky., de-
signed by Mr. G. B. Nicholson, Chief Engineer, C, N. O. & T. P. Ry., is a small, handsome, and suli-
stantially built single-story frame structure, with high attic and gable front, sheathed on the outside
with vertical and horizontal ornamental boarding, in panels, and roofed with tin. The building is
20 ft. X 40 ft., divided into a ticket-office, 10 ft. X 23 ft., including a bay-window projection on the

334

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

track side; a gentlemen's waiting-room, 14 ft. X 19 ft.; and a ladies' waiting-room, 14 ft. X 19 ft.
The rear of the office is picketed off so as to form a baggage-room, with a separate entrance from the
rear of the building. The building is surrounded by low platforms, 12 ft. wide facijig the track, and
8 ft. wide on the rear and at the ends of the building.

Fassc/iger Depot at Eutcnc, Ala., Alabama Great Southern Railroad. — The passenger depot of the
Alabama Great Southern Railroad at Eutaw, Ala., designed by Mr. G. B. Nicholson, Chief Engineer,
A. G. S. R. R., is a single-story frame structure, 20 ft. X 50 ft., with high attic and a two-story tower
at one corner, sheathed on the outside with upright and horizontal ornamental boarding, in panels,
and roofed with tin. The ground-floor is surrounded by low platforms, 12 ft. wide at the face of the
building, and 6 ft. wide at the rear and ends. The interior is divided into a gentlemen's waiting-
room, 15 ft. X 19 ft.; a ladies' waiting-room, 15 ft. X 19 ft.; a ticket-office, 9 ft. X 22 ft., including a
bay-window projection on the track side; and a baggage-room, 10 ft. X 19 ft.

Passenger Depot at Brownwood, Te.x., Gulf, Colorado cr' Santa Fe Railroad. — The passenger
depot of the Gulf, Colorado & Santa Fe Railroad, now part of the Atchison, Topeka & Santa
Fe Railroad System, designed by Mr. W. J. Sherman, Chief Engineer, G., C. & S. F. R. R., is a single-
story frame structure, 18 ft. X 55 ft., surrounded by low platforms on all sides, sheathed on the out-
side with upright boards and battens, set on wooden blocks for foundations, and roofed with shingles
on sheeting. The platforms are 8 ft. wide at the rear and ends of the building, and 14 ft. wide at the
face of the building, extended along the track each way from the building, 9 ft. in width, so as to give
a total platform track frontage of 150 ft. The interior is divided into an office, 9 ft. X 14 ft., with a
bay-window projection on the track side; a gentlemen's waiting-room, 14 ft. X iS ft., and a ladies'
waiting-room, 14 ft. X 18 ft., connected by a 4-ft. passage-way at the back of the office, tickets being
sold to passengers in either room from ticket-windows at the rear angles of the office; a baggage-
room, 8 ft. X i8 ft.; and an express-office, 12 ft. X 18 ft. The ground-jjlan layout of this depot
building, the design of the exterior, and the details and materials used are practically the same as in
the passenger end of the combination depot of the same railroad at Farmersville, Tex., described
above in the chapter on combination depots, and illustrated in Figs. 473 to 475. This depot can be
recommended on account of having a very good ground-plan layout, and the cheapness and sim-
plicity of the design renders it particularly adapted for pioneer railroads, or where a cheap but prac-
tical structure is desired.

Passenger Depot at Hopkinsville, Ky., Louisville 6^ Nashville Railroad. — The passenger depot of
the Louisville & Nashville Railroad at Hopkinsville, Ky., shown in Figs. 617 and 618, the data for

Fig. 617. — Front Elevation.

which were kindly furnished by Mr. R. Montford, Chief Engineer, L. & N. R. R., is a single-story
frame building, roofed with slate. The main feature of the exterior is the tower at the corner of the
ladies' waiting-room and the large circular bay-window jirojection of the agent's office at the centre
of the building, which, combined with the cupola on the corner tower, the ridge-cresting and orna-
mental gable fronts, together with the general finish of the building, causes it to jiresent a very
handsome ajjpearancc. The ground-floor is divided into a ladies' waiting-room, 17 ft. X 20 ft., with

LOCAL I'ASSENGER DEI'OTS.

335

an octagonal alcove inside the tower at the corner of the room; a ladies' toilet-room, 5 ft. X 8 ft. 6 in.;
an agent's office, 14 ft. X 17 ft., with ticket-windows leading into the ladies' waiting-room, the general
waiting-room, and the colored waiting-room;- a colored waiting-room, 14 ft. X 14 ft.; a general

ftoott

G-

I1 -■

.:v

Ccurnst

Fig. 61 S. — Ground-plan.

waiting-room, 20 ft. X 24 ft.; and a baggage-room, 16 ft. X 18 ft. The exterior of the building is
slieathed witli horizontal and ui)right ornamental boarding, in panels, ornamental shingles and square
panelling frieze-work and gable fronts. The doors leading into the ladies' waiting-room and the
general waiting-room are double doors, 5 ft. X 7 ft. 6 in., with transom overhead. The lower sash
of the windows have one large pane of glass, while the upper sash are surrounded with a border of
small stained-glass lights.

Passenger Depot at Oicenslmro, Ky., Louisville (s' Nashville Railroad. — The passenger depot of the
Louisville cS: Nashville Railroad at Owensboro, Ky., the data for which were kindly furnished by
Mr. R. Montford, Chief Engineer, L. & N. R. R., is a single-story brick building with stone trim-
mings and roofed with slate, very similar, especially the ground-plan, to that of the depot at Hop-
kinsville, Ky., described above and shown in Figs. 617 and 618. The interior is divided into a
ladies' waiting-room, 15 ft. X 18 ft., with a circular alcove at one corner in a tower projection with a
prominent cupola; a ladies' toilet-room, 4 ft. X 7 ft. 6 in.; an agent's office, 12 ft. 9 in. X 13 ft. 6 in.,
with a prominent scjuare bay-window projection on the track side and three ticket-windows; a
colored waiting-room, 12 ft. 9 in. X 13 ft. 6 in.; a general waiting-room, 17 ft. X 18 ft.; and a baggage-
room, 13 ft. X 16 ft.

Passenger Depot at Niles, Alieli., Afieliigan Central Railroad. — The jiassenger depot of the Michi-
gan Central Railroad at Niles, Mich., shown in Figs. 619 and 620, copied by permission from the
issue of the Railroad Gazette of April 29, 1892, is described as follows in the publication mentioned:

Fig. 6ig. — Perspective,

33<>

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

The building, which was erected under the supervision of Chief Engineer J. D. Hawks, and his
assistant, C. W. Hotchkiss, is made of Ohio brown sandstone, and is 98 ft. X 40 ft., with a wing 40 ft.
X 24 ft. The tower near the centre is 68 ft. high. The baggage-room, 22 ft. X 35 ft., is 55 ft. east
of the main building, the intervening space being roofed over.

The plan shows the main floor, 1)ut the rooms immediately over the ticket-office are shown below
the main plan, and the rooms above the kitchen (w hich are occupied by the family of the manager of

f 25 H

EECONO S10RY

Fig. 630. — Ground-plan and Second story Plan.

the eating-house), are shown in a separate plan at the right of the kitchen. The other features of
the floor-plan are self-explanatory.

The interior of this building is exceedingly tasteful, the use of plate and stained glass and brass
ornamentation having served to give a very pleasing eft'ect in all parts of the building. The wain-
scoting and ceilings are quarter-sawed and carved oak, and the walls are decorated in light terra-
cotta. 'I'he building is heated by hot water. The tower has an illuminated clock, with 5-ft. dial.

The grounds around this station are laid out on a well-designed plan, and there is an alnindance
of trees and shrubbery. There is a trout pond near the east end.

Passenger Depot at Port Huron, Mich., Port Huron &= N'orthwc stern Railway. — The passenger
depot of the Port Huron & Northwestern Railway at Port Huron, Mich., which serves as a terminal
depot and general office building for the railroad, is a two-story frame structure, 32 ft. X 150 ft.,
costing finished complete in liard wood, with steam heat, etc., about $15,000, according to data
kindly furnished by Mr. A. L. Reed, Chief Engineer. The first floor has gentlemen's and ladies' wait-
ing-rooms; toilet-rooms; ticket-office; vault; dining-room; lunch-counter; news-room; kitchen;
boiler-room; baggage-room; train-despatcher's office; conductors' room; and customs-officers' room.
The second floor has the general offices for the road.

Passenger Depot at Sheridan Park, III., Chicago, Mihcaiikee (2^■ St. Paul Railroad. — The passenger
dejjot of the Chicago, Milwaukee & St. Paul Railroad at .Sheridan Park, 111., which is a jjicturesijue,
substantially built single-story structure, with prominent clock-tower, designed by Messrs. Holabird
& Roche, architects, is illustrated in the Inland Architect and News Record, Vol. 19, No. 2.

Passenger Depot at Ne^cark, N. /., Pennsylvania Railroad. — The new passenger depot of the
Pennsylvania Railroad at Market Street, Newark, N. J., designed under the direction of Mr.
Wm. H. Brown, Chief Engineer, Penn. R. R., described and illustrated in tiie issue of Engineering
Neic's of February 14, 1891, built in 1890 under the direction of Mr. E. F. Brooks, Engineer
Maintenance of Way, P. R. R., to replace the old island-station building at this point, is a hand-

LOCAL PASSENGER DEPOTS.

337

some side dcii.il. wilh an uuxiliaiy Imililin- on the iilhcr side of the traeks, the Uvu buihiings being
comieeted by a subway under tlie trarks. The buildings are built of dark-red brick, wilh lirown stone
trimmings, and lire inside is fmislied in oak and light-colored woods. The arrangement of the ground-
lihin, and especially the successful design of the subway, so as to render this underground passage-
way as unobjectionable to passengers as possible, are noteworthy features, and deserve attention.

FlC. f)2I. — PF.RSrECl'IVK.

Passenger Depot nt JJ'iiiJsor Park, III. — The passenger depot at Windsor Park, 111., is shown in
Fit;. 621, prepared from n photograph. The building is a small two-story stone structure with a
covered platform running along the railroad track.

338 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

CHAPTER XXII.

TERMINAL PASSENGER DEPOTS.

Terminal passenger depots are buildings erected for the accommodation of the passenger
service at passenger terminals of a railroad. Frequent!}-, several railroads entering the same
town unite and use conjointly a so-called " Union Depot." It follows, therefore, that ter-
minal passenger depots are located in large cities or towns, or at ferry terminals, or at impor-
tant junction points of several railroads. As a rule, all the tracks of a railroad terminate at a
terminal station, but very frequently certain tracks run past the depot, while others terminate
at the depot. It will be readily recognized that the requirements and conditions will vary
materially in each locality and at each point in question, so that it is practically impossible to
establish any but the most general rules for guidance in planning such structures.

Relative to the general style and size to be adopted for a terminal depot building, the choice
will depend to a large extent on the proposed location with reference to the topographical
features of the site ; the amount and shape of the land available ; the location and elevation
of the tracks in relation to neighboring streets; the location of the track approaches with ref-
erence to the terminal site selected ; the facilities required ; and the importance of the locality.
A terminal depot involves such heavy expenditures, that it is a mistake to build it at the start
on too small outlines. The size and ground-plan layout should correspond not only to the
actual requirements of the business to be expected in the near future, but should be planned
for the largest possible growth of the business, that can be plausibly expected for a long
term of years, as subsequent alterations or enlargements of a previously adopted plan on a
smaller scale are very difficult and expensive to make. The importance of planning for the
future should be especially emphasized in acquiring terminal lands, as additional ground can
be obtained prior to the construction of a terminal depot at much less rates than if the railroad
company waits till the value of neighboring property is not only enhanced, but tlie neces-
sity for acquiring the adjoining tracts becomes a vital railroad question of public importance.
It is far preferable to build at first only part of a large layout, extending the buildings and
adding extra facilities and more permanent arrangements as the business increases and the
railroad company's exchequer allows it. Thus an extensive train-shed can be replaced tem-
porarily by platform shed roofs, or the length of the shed reduced and covered platforms run
out along the tracks beyond the shed, or the width of the shed reduced to one span, if the
final plan contemplates several spans. The accommodations for baggage, express, mail, emi-
grants, etc., which are usually provided for in wings, detached buildings, or end pavilions, can
be furnished of a more temporary nature or provided elsewhere temporaril)'. The import of
these remarks is to emphasize the necessity in building a large railroad terminal of acquiring
sufficient land at the start and making the general plans to cover the probable requirements

TERMINAL PASSENGER DEPOTS.

339

for a great many years, even if all the ground is not occupied at once or the entire building
erected immediately as planned. The class of building materials to use and the general finish
of the building will depend on the amount of money available for the structure and the class
of materials in general use or easily obtainable in each particular section of the country. It
can be said, however, that, owing to the importance and cost of the structure, together with
the serious difficulties and delays that would result to the entire passenger business of the
road in case of a fire, it is desirable to have as fire-proof a structure as possible, equipped with
the best fire-service provisions.

Relative to the style of architecture to be adopted for a terminal passenger depo-t, it will
depend, more or less, on the importance of the station, the surroundings, the proximity and
style of neighboring buildings, the size of the structure, the desires of the railroad management,
the wishes of the public, the prevailing class of architecture and building materials in general
use in the locality in question, and the individual views of the architect making the design.
It follows, therefore, that no general style can be recommended for the exteriors of terminal
passenger depots, nor would it be desirable to attempt to mould all such structures after the
same pattern. Railroad managers in aiming to obtain the most artistic design for the ex-
terior of a depot should rely on asking a number of architects for general plans or offering a
prize competition based upon a general specification, in preference to establishing peremptory
requirements for the exterior of the building, while the whole plan is still in an unsettled,
chaotic state. In general, however, it can be said, that the character of the building should
be expressed to a certain extent in its exterior, the structure should be built on broader and
grander lines than local depots, presenting a bold and prominent front, relieved, however, by
suitable disposition and divisions of the wall surface, the fenestration, roof lines, and other
details, without detracting from the general features of the design as a whole. It will also
prove better to follow, as a rule, well-established stj'les as precedents, applying the same prin-
ciples modified to suit each individual case, in preference to attempting to produce something
absolutely new and unique, which generally res\ilts in presenting for the edification of the in-
artistic public a kaleidoscopic conglomeration of architectural odds and ends from different
climes and centuries. Attention should also be called to the absolute necessity of allowing in
terminal passenger depots the requirements of the ground-plan to have actual precedence
over the purely architectural features of the structure, as a defect of the ground-plan layout
in a large depot is more serious than in smaller depots, causing not only constant annoyance
and trouble, but entailing frequentl}' for years afterwards continual outlays for increased
expense in conducting the business or operating the various branches of the service at the
terminal.

Terminal passenger stations can be divided into side-stations and head-stations. At side-
stations the depot building is situated on one side of the tracks, at head-stations across the
dead-end of the tracks. At some side-stations there are ilepot buildings on both sides of the
tracks: either the main building is on one side and some au.xiliary facilities for baggage,
express, or waiting rooms on the other side, or there are main buildings on both sides, with a
more or less double complement of accommodations for the passenger and baggage service,
in which case the station is called a twin-station. Head-depots are frequently built with
wings e.xtetuling from the head-house along one side or both sides of the tracks, forming

340 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS. .

respectively an L or a U shaped building. In this way some of the features of side-depots
are blended into a head-depot design.

In terminal passenger depots provision has to be made for a very large number of facilities
and accommodations for the different branches of the service. Any one perusing the list given
below will be impressed at once with the magnitude of the problem, when it is considered
that all these interests, as far as required in any particular case, have to be provided for and
placed not only in their proper position in the building as a whole, but also in suitable relation
to each other. In some cases duplicate accommodations have to be provided, so as to cover
the " in " and the " out " business in each branch ; or, where several railroads use the same tcrmi
nal depot, separate ticket-offices, waiting-rooms, or baggage-rooms are frequently demanded.

The facilities and accommodations at terminal passenger depots, that have to be provided
to a greater or less extent according to the requirements in each particular case, and which are
actually found in use in terminal passenger depots in this country, are as follows, grouped to
the various branches of the service :

I. Passenger Service. — Waiting-rooms, consisting of, or a combination of, a general
waiting-room, a gentleman's waiting-room, a ladies' waiting-room, a ladies' parlor, a reading-
room, and a smoking-room.

Ticket-office, with ticket-windows leading to a vestibule, or to a general waiting-room,
or to one or more of the waiting-rooms; ticket-agent's private office and vault.

Ticket-office for sleeping or palace car service.

Dressing-room, toilet-room, and lavatory for ladies.

Toilet-room, barber-shop, and boot-black stand for gentlemen.

Public telegraph, telephone, messenger service, U. S. mail-box, and express-ofifice.
\ Parcel, hand-baggage, or coat room.

■7 Bureau of information and time-table stand.
, J Newspaper and book stand.
^ Cigar, fruit, candy, soda-water counter, and fii.iwer-stand.

Lunch-counter, oyster-counter, bar, coffee-stand, restaurant, general dining-room, ladies'
dining-room, ladies' luncli-room or lunch-counter, dining-rooms for private parties, etc., with
all the necessary appurtenances, sucli as kitchen, pantries, serving-room, store-rooms, refrigera-
tor-room, cellar, dumb-waiters, elevator for supplies, and sleeping quarters for the manager or
the help.

Reception-room for conferences or receiving prominent travellers^

Waiting-room for emigrants, with toilet-rooms for men and for women, lunch-counter,
coffee-stand, emigrant-agent's office, etc.

Waiting-rooms for colored people, frequently with separate toilct-rooms and a special
ticket-window from the ticket-office leading into the waiting-room or on to a platform.

Waiting-room or a suite of waiting-rooms, with all conveniences, etc., for travellers forced
to remain at the depot for considerable time between trains.

Cab, carriage, and omnibus stand or court, with agent's office and room for hackmen.

Entrance vestibules, lobbies near the trains for outgoing crowds to congregate in, and
departure platforms.

Arriving platforms and e.xits for incoming travel.

TERMINAL PASSENGER DEPOTS. 341

Projecting awnings, siicd roofs, or a. fiortc cocliirc for passengers arriving or departing in
carriages or omnibuses.

Elevators for passengers, or at least for invalids, where the track is not on the same level
with the street.

2. Baggage, Express, and Mail Service. — Baggage-rooms, consisting of, or a combination
of, a general baggage-room, receiving-room for "out-baggage," delivery-room for " in-bag-
gage," store-rooms for lay-over baggage, for transfer baggage, or for unclaimed baggage, truck-
stand, together with an office or offices for the baggage-master, clerks, porters, and others
connected with the baggage business; also the necessary platform frontage for the receiving
and deliveiy of baggage from and to wagons.

Express-rooms, consisting of, or a combination of, a general express-room, receiving-room
for outgoing and delivery-room for incoming express goods, local express-room, storage-
rooms, together with an office or offices for the express agent, clerks, local express or train
agents, and drivers; also stand for express-wagons, etc., and the necessary platform frontage
for the receiving and delivery of express goods from and to express-wagons.

U. S. mail-room, consisting of either one room or separate rooms for "in" and "out"
mail; also platform frontage and stand for mail-wagons.

Rooms for custom-house officers at frontier stations, with detention and private searching
rooms.

Room for dead bodies.

Elevators for baggage and express, where the track is not on the same level with the street.

3. Station 5i";'i7Vd-.— Station-master's, train-master's, telegraph, and clerks' offices.
Gatekeepers' offices and porters' room.

Conductors' report-room, trainmen's room, and sleeping quarters for trainmen.

Lunch-room, lavatories, and toilet-rooms for employes.

Office for superintendent of railroad mail service, and room with letter-boxes for railroad
mail.

Office of superintendent of sleeping, palace, or dining car service, with report-rooms for
conductors, porters, etc., sleeping-quarters for lay-over men, and storage-rooms for miscella-
neous supplies.

Office of superintendent of news company and store-rooms for supplies.

Room for station police or road detecti\'e force.

Ph)-sician's offi«e, with small hospital ward for emergencies.

Water-plugs and gas-cocks along the tracks for supplying cars.

Car-cleaners' room, with racks and shelves for the sundry supplies and appliances used
for cleaning cars while in the depot between runs.

Car-inspectors' room, \\itli store-room for oil and sundry small supplies; also small work-
room for making light repairs to car-fi.\tures.

Storage-room for ice, coal, and other supplies, required to be put on the cars before
starting on a run or while stopping at the depot.

Construction-room for storage of tools, appliances, and supplies used by trackmen, paint-
ers, mechanics, and others in making repairs around the station.

Storage spaces for tire-servicc apparatus, chemical engines, hose-carriages, etc.

342 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

4. Depot Service. — Janitor's and watchmen's quarters.

Engine-room, engineer's room, engineer's work-shop for light repairs of machinery or
building, pump-room, dynamo-room, boiler-room, heaters.

Lamp and oil-room, store-room for sundry supplies, fuel store.

Necessary facilities and appliances for heating, ventilating, cooling, and lighting the
building.

Sleeping quarters or dwellings for janitor or other regular help employed in the building.

5. Hotel Accommodations. — At some terminal passenger depots, especially in the We-st
and Southwest, a regularly equipped hotel is connected with the depot, with office, hotel
lobby, restaurant and appurtenances, parlors, reading-room, writing-room, bedrooms for
guests and the hotel help, toilet-rooms, lavatories, billiard-rooms, etc.

6. General Offices. — The upper floors of a terminal passenger depot are usually utilized
to a more or less extent for offices for officials and clerks connected with the railroad or rail-
roads using the depot, the accommodations consisting of general offices for the different
departments, private offices for the chiefs of departments, vaults for documents, store-rooms
for stationery and sundry supplies, directors' room, conference-room, toilet-rooms, lavatories,
messenger-rooms, elevators, private entrance and staircase independent of the entrances and
exits for passengers, as also in certain cases dwellings or private rooms for certain officials or
employes, and a lunch-room for the officials and clerks.

Tiie distinguishing features between a side-station and a head-station have been alluded
to above. Relative, however, to the characteristic details of each class of station, it is impos-
sible to establish any general precedent or rules, as each depot has its own peculiarities and
requires special analysis, owing to the great variety of special requirements in each case, and
especially on account of the restrictions and indi\'idual features introduced and controlled by
the size and topographical features of the site selected and the relative location and elevation
of the tracks with reference to the terminal tract and the neighboring streets. Some of the
most usually adopted characteristic details of each class of station, where not absolutely con-
trolled by local conditions, and provided the streets and the railroad tiacks are about on the
same level, are in general as follows.

' In a side-station the entrance-hall, lobby, or general waiting-room is placed at the centre
of the building, usually opposite the middle of the train shed or platforms in front of the
building. The special waiting-rooms with their necessary appurtenances are located on one
side of this central hall and the dining-rooms, etc., on the other side, the kitchen and other
rooms connected with the dining-service being placed in a basement or more gcncrall}' on an
upper floor. The baggage-rooms then follow, there being very frequently two of them, one
at each end of the building. The other accommodations are worked into the ground-plan to
the best advantage, cither in the main building or in auxiliary buildings, wings, of pavilions at
the end or ends of the main building. In some cases, however, as for instance in the terminal
passenger side-depot of the Atlantic Coast Line at Richmond, Va., the depot building is
located alongside one end of the train shed, which offers the great advantage of passengers
being able to reach the different longitudinal platforms in the train shed b^ using the end

TERMINAL PASSENGER DEPOTS. 343

crosswalk imuK-diatcly opposite tlic depot and, hence, not having to cross any tracks to get
to trains on the far tracks. As all trains, however, practically stop at a terminal depot, even
where some of the tracks are through tracks, the objections to allowing passengers to cross
tracks at grade to get to or from trains are not so serious, provided the station tracks are
properl)' protected by signals, and there is a fence with gates and gate-keepers provided to
keep the public from overrunning the tracks indiscriminately. At a great many side-stations
efficient cross-over systems and leaders are put in the tracks and thoroughly protected by in-
terlocking signals, enabling trains to be passed speedily and safely to the tracks nearest the
depot building, so that in most cases passengers do not have to cross tracks at all. As men-
tioned above, at some side-stations, especially where there are through tracks, there is an
additional or au.xiliary building with waiting-rooms and baggage-room located on the opposite
side of the tracks from the main building, in which case the two buildings are generally con-
nected by an overhead bridge or a subterranean passage, the latter being preferable, if the
passage can be kept well lighted, ventilated, and drained. In some cases, however, where the
street level is above the railroad tracks, an overhead bridge is the natural means for a connec-
tion between the two buildings. The adoption of such an au.xiliary second building is
especially indicated where there is a heavy local or suburban travel in addition to a large
through travel, in which case the second building may have to be given such proportions and
be so thoroughly equipped as to create a twin-station.

The most important characteristic details of the layout of a head-station, as far as they
can be specified in general, are, that the entrance-hall, lobby, or general waiting-room in a
regular head-depot is placed at the middle of the head-house, while in an L-shaped building
it is frequently placed at the corner, although the centre of the head-house is usually pre-
ferred. The waiting-rooms and other accommodations are distributed on each side of the
central hall to the best advantage. The tracks running into the station are generally divided
into " in " and " out " tracks, one side of the station being reserved and planned for incoming
business and the other for outgoing business. The baggage-rooms, express-offices, and other
facilities are, therefore, frequently provided in duplicate, one on each side of the station,
corresponding to the incoming and outgoing travel. For these purposes wings or separate
buildings are run out from the head-house along the tracks on one or both sides of the station,
forming respectively an L or a U shaped building, the adoption of one or the other of which
styles of head depots is dependent to a large extent on the street frontage that can be
obtained around the depot.

As has been previously indicated, the selection of a side-station or of a head-station is
generally a matter of necessity and not a matter of choice, as the local conditions will usually
predominate and govern the style of building to be adopted independent of the relative
merits of the two classes of structures. In some cases, however, the site selected and the
local requirements may admit of the question being raised as to the relative advantages or
disadvantages of one or the other system, which are briefly, in a general way, as follows.

The principal advantages of a side-station arc, that the waiting-rooms are closer to the
middle of the trains for departing passengers, and that incoming passengers can reach the
street by a shorter route than in a regular head-station with street frontage only along the
face of the head-house. Where only one street adjoins the terminal tract, a side-depot, if

344 nVILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

feasible, offers usually a longer street frontage than obtainable for a head-station. Where
all or nearl}- all of the tracks at the station are tlirough tracks, a side-station has to be adopted.
The principal disadvantages of a side-station are, that passengers are obliged to cross
tracks at grade to get to or from trains, although, as explained above, this objection can be
partly remedied by switching the trains, where feasible, on to the tracks nearest the depot
building, and also by erecting a fence in front of the building, so as to keep passengers from
crossing the tracks at will. Where there are many fast through-trains, however, in connection
with a heavy local travel, the objections mentioned become more serious, although they are
modified to some extent by the introduction of an auxiliary building opposite the main build-
ing, connected with each other by a subterranean passage or an overhead foot-bridge, or else
by the use of a twin-station layout. Further it can be said, that the superintendence of the
work at a large side-station with many tracks in front of it is rendered more difficult than in
a head-station, and crowds are not handled as easily, and the different classes of travel kept as
independent of each other in passing through the depot as can be done with a head-station,
especially an L-shaped or a U-shaped head-station with ample street frontage. As the width of
a terminal tract is usually more limited than the length, it will frequently be found necessary
to crowd the tracks up very close to the depot building in a side-station design, so that there
is not much platform space left between the tracks and the building. The result is, that the
waiting-rooms in such a depot will be more crowded at all times than in a head-station, where
there is usually sufificient ground available for a large and ample crosswalk along the head-
house at the dead-ends of the tracks for large outgoing crowds to collect in. Another disad-
vantage of a side-station is, that it is dangerous and even impossible at times to dispatch or
receive several trains at the same time, and trains cannot be left standing on the tracks be-
tween runs without blocking the passage of travellers to or from other trains to a more or
less extent.

Tlie principal advantages of a head-station are, that passengers can pass to or from trains
without crossing any tracks, and that any number of in-bound or out-bound trains can be
discharging or receiving passengers at the same time without interfering with each other, and
without any danger to the passengers. The superintendence of the work at the station is
also easier, and the disposition and division of the tracks for the different classes of " in " and
" out " travel much more readily established, maintained, and indicated to the travelling pubhc.
Crowds are handled with comparative ease, and the different classes of travel are readily kept
distinct in passing through the depot. Outgoing crowds congregate on the crosswalk be-
tween the head-house and the ends of tracks, whence they pass to whatever platform their
train adjoins, while incoming trains are generally run on to the tracks on one side of the sta-
tion and the passengers pass out on that side of the building without interfering with the
outgoing travel. Another very important advantage of a head-station is the ease with which
additional tracks can be utilized for either the " in " or the " out " travel, according to the
business at the time, without disturbing the general system governing the operation of the
station. In this manner an increase of travel at any particular time of the day, as for instance
the suburban travel in the morning and in the evening, or an unusual rush owing to some
excursion, holiday, races, convention, etc., can be readily accommodated on short notice, and
without serious interference with the regular travel at the station. A further advantage e.xist.s

TERMINAL PASSENGER DEPOTS. 345

in the fact that an in-bound train, after discharging its passengers, can start off as an out-bound
train from the same platform, if desired, without switching the train to another part of the
station, which is particuhirly of vahic for local or suburban trains with short runs, where the
same train passes continually back and forth. The tracks at head-stations can be used for
the storage of cars, ami a further advantage is, that more time can be given passengers to
embark or disembark, without thcreb\- interfering with the travel passing to or from trains on
other tracks.

The principal disadvantages of head-stations are, that passengers have a much longer
distance to travel on foot, and baggage has to be wheeled a much greater distance, than in a
side-station, in order to pass between the train and the street or a ferry in front uf the head-
house. Where there is a ferry in front of the head-house, in connection with the depot, this
extra distance, that has to be travelled by passengers, will affect the schedules for the train
and ferry service to the extent of from one to three minutes. Where the depot, however, fronts
on streets on two or three sides, the introduction of an L-shaped or a U-shaped head-depot,
with the proper division of the various accommodations in the ground-plan layout, will
accomplish much towards eliminating the most serious objections to head-stations. Where a
head-station adjoins only one street at the face of the head-house, the street frontage will be
usually more limited than in a side-station design with frontage along the side-depot. Where
all the tracks are through tracks it is naturally impracticable to use a head-depot, but where
only a few tracks are through tracks, they are arranged to pass by one end of the head-house.
In a few individual cases, where the track level is below the street level, the through tracks
at the station pass underneath the head-house.

Summing up, therefore, it can be said that for a very large terminal passenger travel,
with all or most of the tracks stopping at the depot, a head-station design offers probably
the most advantages, and b)' introducing, where feasible, some of the features of a side-
station in connection with a head-station, by the construction of an L-shaped or a U-shaped
depot building, much can be done to eliminate the most serious objections to a regular head-
station, especially where street frontage can be obtained on several sides of the station tract.

The classification and distinctive characteristics of side-stations and head-stations having
been discussed, the following general remarks applicable to all classes of terminal passenger
depots, as well as to local passenger depots in a more limited sense, will prove interesting.

The waiting-rooms should be of ample size, airy, well lighted, heated, and ventilated, and
comfortably fitted up. The latter feature is most essential in the special waiting-rooms, as
cheerful and pleasant surroundings, especially in a ladies' waiting-room and parlor, aitl mate-
riall)' in establishing the reputation of a railroad company for looking after the comfcirt of its
patrons. More attention should be paid to the interior fittings and furnishing of a passenger
depot, in preference to spending large sums on elaborate external ornamentation, in case the
appropriation for the depot is limited. A terminal depot should always have, in adilition to
a central hall, vestibule, or general waiting-room, at least a special ladies' waiting-room, and
preferably also a gentlemen's waiting-room. This is important, as the largest proportion cf
the outgoing travel will pass directly through \.\\?. depot on the way to trains without much
delay, and it is very objectionable to subject passengers, who have to wait some time at the
depot or lay over between trains, to the annoyance of a continual stream of people passing

346 BUlLDliWGS AND STRUCTURES OF AMERICAN RAILROADS.

through the waitintj-room. This feature is more noticeable wlien there is an unusual rush,
such as in the morning or in the evening, or on hoHdays, excursion-days, etc. For these
reasons a design with a large central hall as a general waiting-room, or a generously propor-
tioned vestibule leading from the street to tlie departure platforms, with all the necessary
ticket-windows, counters, stands, etc , so located as to render it unnecessary for passengers to
enter the special waiting-rooms, can be considered as the best practice for terminal passenger
depots with a large travel.

The principal parts of a terminal depot design, which afford the architect the best oppor-
tunities to produce a pleasing and imposing effect, are the exterior ensemble of the structure,
the entrance vestibule, the central hall or general waiting-room, and the interior of the train
shed. This central hall is one of the important features of the general plan of the depot,
and it is, therefore, usually designed as a large, high, and handsomely decorated room or
rotunda with elaborate and effective ornamentation and fixtures. Ample light is generally
introduced by windows located high enough to be above the jjlatform and porch roofs that
usually adjoin the building. The architectural treatment of these windows, and of the en-
trance and e.xit doors, the construction of the ceiling either as an opea roof or with elaborate
panelling, the chandeliers, the introduction of a staircase leading to trains, where different
levels exist, or to the upper stories, and a gallery running around the hall for access to the
rooms in the upper story, where required, together with the proper division of the wall sur-
faces for wall-maps, train index, standard clock, etc., and the suitable design and distribution
of the sundry ticket-windows, counters, stands, and entrances to adjacent rooms and offices
around the hall, all afford ample opportunities for the designer of the building to display
ingenuity, good taste, and artistic ability. In some designs a great point is made of introduc-
ing an elaborate old-fashioned fireplace in the central hall, but in the author's opinion this
feature is out of place in a large general waiting hall or vestibule such as described, and it
will prove much more efficient to reserve it for the special waiting-rooms, where the character
of the ornamentation and design of the interior should be more suggestive of home comforts,
and a fireplace, therefore, forms a very appropriate element of the design. Where benches
are introduced in a general waiting-room, thc)- should be placed in the same direction as the
crowds take in passing through the hall, so as to afford as little obstruction as possible, unless
ample passage-ways are left on each side of the benches. The introduction of a large central
hall or vestibule in a depot design will not only afford relief to the passengers occupying
the special waiting-rooms by not having a continual crowd of people passing through the
room with the attendant draughts and lowering of the temperature of the room in winter
owing to the constant opening of the entrance and exit doors, but a large and undesirable
element, such as depot loungers, laborers, hackmcn, hotel porters, etc., and in Southern
sections the colored element, will be more liable to patronize the general waiting-room,
rendering the special waiting-rooms more quiet and select.

It is not absolutely necessary, although desirable, if feasible, to have a special gentle-
men's waiting-room where there is a large and well-equippetl general waiting-room. But, in
any event, there should be a convenient, pleasant, and comfortably fitted up smoking-room
provided. At some passenger terminals, where passengers are forced to wait considerable
time between trains, when changing from one route to another, a reading-room is provided
for the public.

TERMINAL PASSENGER DEPOTS. 347

A ladies' waiting-room should never be omitted, but should be considered as an absolute
requirement. It should be fitted up comfortabi}', although not necessarily luxuriously.
There should be, if possible, a ticket-window leading into this waiting-room from the ticket-
office, or else a special ticket-window for ladies provided in the general waiting-room or
vestibule, located as convenicntl\' as feasible to the ladies' waiting-room, or to the route that
ladies' would take in passing from the street to the ladies' waiting-room. It is also desirable,
where possible, to have a ladies' refreshment-counter or lunch-room connected with or
adjoining the ladies' waiting-room. A number of rocking-chairs and sofas, in addition to the
regular seats, will prove desirable. A fireplace will add to the general appearance of the
room. A very good feature to introduce in a ladies' waiting-room is to partially screen off
small alcoves, or else have small separate rooms for wedding or funeral parties.

A ladies' parlor is quite a feature in a large number of depot layouts. In small terminal
depots it takes the place of a special ladies' waiting-room, while in large terminal depots it
forms a more select and quiet waiting-room, in addition to the special ladies' waiting-room,
where there is naturall)' more or less bustle and passing back and forth all tlie time, and where
gentlemen accompanying ladies are usually admitted. Hence the desirability in more ways
than one of having a ladies' parlor, which also affords an excellent opportunit)- for catering to
and obtaining the good-will of a very influential class of the travelling community. The cost
of making the room luxurious, cosy, and attractive is small compared with the advantage to
be gained and the cost of the entire building. The floor should be carpeted, the chairs and
lolinges upholstered, and the room rendered as warm, cheerful, and pleasant-looking as possible.
Rocking-chairs and separate arm-chairs should be added. A small but unique fireplace will as-
sist to give the whole room a cheerful and homelike appearance, and will, when used, especially
on chilly days, relieve the atmosphere of any dampness, and also afford good ventilation.

Some of the minor but still essential provisions for the comfort of passengers are rolling-
chairs for the use of invalids in passing to or from trains ; stretchers for the sick or injured ;
and passenger elevators, at least for invalids, where the train story is not on the same level
with the street. Large wall-maps, time-table racks, train index, and similar fixtures, are all
valuable to assist passengers in gaining information. Drinking-fountains, water-coolers, and
tables for depositing hand-baggage, the latter more particularly in the special waiting-rooms,
will be found to be desirable additions.

It is necessary in some cases to provide special waiting-rooms with a more or less exten-
sive set of appurtenances for the accommodation of travellers forced to lay over at a depot for
considerable time waiting for a connecting train. In the South it is also verj' customarj' to
have special waiting-rooms for colored people, frequently with a separate set of toilet-rooms.
Tickets are generally sold to them from a special window leading from the ticketoffice into
the waiting-room, or, where this is not feasible, there is a special ticket-window leading out to
a platform in front of the building. At other points the emigrant service is such that it is
necessary to provide special waiting-rooms for this class of travel, together with toilet-rooms,
agent's office, etc. In order to prevent the emigrants from being swindled, and also so as to
be better able to confine them to one section of the depot, it is desirable for the railroad com-
pany to see that a coffee-stand and lunch-counter is furnished and run properly in connection
with the emigrant quarters. Finally, special mention can be made of the fact that at several

348 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

depots in this country there is a spacious reception-room provided, usually in an upper story,
for the holding of railroad conferences or the reception of prominent travellers.

In connection with waiting-rooms, the disposition of the lavatories, toilet-rooms, etc., is most
important. The facilities in this line furnished for gentlemen consist of a toilet-room, lavatorj',
boot-black stand, and in some cases a barber-shop. The similar accommodations for ladies con-
sist of a dressing-room, lavatory, and toilet-room. In some cases these conveniences are
merged into one room for each class. It is very bad practice to allow the toilet-room for gen-
tlemen or for ladies to open directly from a central hall or general waiting-room. There is no
objection to a toilet-room leading directly from a gentlemen's or a ladies' special v.-aiting-
room or from a ladies' parlor or a smoking-rcjom. Where there is a ladies' parlor in connec-
tion with a special ladies' waiting-room, however, it will prove preferable not to make the
ladies' parlor a thoroughfare to the toilet-room, provided a dressing and lavatory room can
adjoin the special ladies' waiting-room and serve for the passage-way to the toilet-room proper.
Relative to the gentlemen's lavatory and toilet-room, it will prove advantageous to have a
second entrance to it from one of the platforms on the outside of the building, as thus a con-
stant passage of men through the gentlemen's waiting-room or the smoking-room will be pre-
vented to a large extent. The objection usually made to this is that cleanliness is very hard
to maintain when the toilet-room is accessible from the outside of the building, but as a porter
has to be kept anyhow to look after these rooms in a depot of any size, it should not be dif^-
cult to enforce regulations and exclude undesirable parties. Where a ladies' waiting-room is
open to some extent on the side next to the hall or general waiting-room, it is desirable to
place the door leading to the dressing or toilet room either on a side of the room where it can-
not be readily seen from the corridor or general waiting-room, or else to mask the entrance by
a screen, a light partition, or shrubbery.

Relative to the ticket office or offices, they should be so located as to enable tickets to be
sold not only to the central hall or general waiting-room, but also, if possible, to the ladies'
waiting-room, and, where feasible, also to the gentlemen's waiting-room. Where it is impos-
sible to have a ticket-window leading into the ladies' waiting-room, then there should be spe-
cial windows for ladies provided in the central hall. There are frequently several ticket-offices
or at least several ticket-windows provided for the different roads, routes, or classes of tra\'el
or for use when the travel is unusuall}- large. The main point to observe in locating a ticket-
office, however, is to place it adjacent to the route that travellers usually take in passing from
the street to the trains, with due regard to the fact that they have to get their tickets before
they can check their baggage, and that they should not be required to retrace their steps, if
possible. It is not necessary that the ticket-office should be located on the train side of the
depot, although a ticket-agent can thereby keep better posted as to the movements of trains;
and by having a ticket-window leading out on the platform facing the trains, through travellers,
arriving at the depot on a train and forced to buy another ticket in only a few minutes' time,
can be better accommodated. This latter point is not considered very essential in this coun-
try, although where it can be introduced without harming tiie location of the ticket-office for
other purposes, it is just as well to do so. Where one ticket-agent has to serve at several
windows, the windows should not be placed too far apart, but ample space should be left for
shelves and ticket-racks between them. Good light should be provided at day and at night on

TERMINAL PASSENGER DEPOTS. 349

both sides of the ticket-windows. Guard-railings arc necessary outside the ticket-windows to
keep passengers from crowding from all directions up to the windows. Ample shelves or racks
should be provided at and near the windows, so that passengers can deposit their hand-bag-
gage, umbrellas, or bundles while purchasing tickets. Finally, attention should be called to
the necessity of making a ticket-office at a terminal depot large enough to accommodate not
only the agent and clerks, but also the large number of ticket-cases, time-table racks, and other
furniture that form the necessarj- appurtenances of a ticket-office. A designer of a depot fa-
miliar with the requirements at terminal depots will endeavor to give the ticket agent a large,
well-lighted, and well-ventilated space, and not expect the enormous business tliat is done in a
ticket-office to be conducted in a small kiosk or booth framed into one corner of the central
hall. It is better to provide too much space and too many ticket-windows, than to err in the
other direction. The ticket-offices for the sleeping or palace car service are frequently kept
separate from the regular ticket-offices, or at least a separate ticket-window is provided for
selling sleeping or palace car tickets. This window should lead on to the central vestibule,
hall, or general waiting-room.

In addition to waiting-rooms and ticket offices, provision has to be made to a greater or
less extent for a number of features, such as a public telegraph-office ; telephone and messen-
ger service; U. S. mail-box; express-office; carriage-office; parcel, hand-baggage, or coat
room ; newspaper and book stand ; cigar, fruit, candy, and soda-water counter; a flower-stand ;
and a bureau of information. Suitable accommodations for all of these facilities and features
should be provided, as far as possible, along the route taken by passengers in passing from
the street to trains, in other words, they should be distributed at appropriate places along the
entrance vestibule, central hall, or general waiting-room. At the telegraph-office there should
be ample facilities for writing messages, and shelves should be provided to allow passengers
to deposit hand baggage ami buntlles while thus engaged. It is desirable to have the teie-
"raph-office and the mail-box as near the train side of the general waiting-room as possible,
so that through passengers with only a few minutes to spare can make use of them
more readily. It is also desirable to have the bureau of information near the trains or
opening on to the lobby or platform next to the trains, where outgoing crowds congregate.

Relative to the dining-rooms, restaurant, lunch-counters, etc., and the necessary appurte-
nances, it can be said that the extent and the general arrangement of the accommodations for
these facilities will depend entirely on local conditions. At some stations the proximity of
hotels, restaurants, and bar-rooms makes it unnecessary to give much attention to them, while
at other stations the facilities and equipment for this branch of the service are very complete.
This is especially the case where the station is used very extensively for a meal station for
through-trains, or where there is a hotel connected with the depot. Where the station serves
as a meal station, the principal feature to observe is to locate the dining and lunch rooms as
near the trains as feasible, and to give quick and easy means of ingress and egress from and
to trains without, if possible, passing through the waiting-rooms. Where the service, how-
ever, is mainl\- for the local travel, the accoinmodations form part ol the general la)-out of
the depot, and should be worked into the ground-plan to the best advantage. 7\s mentioned
above, it is a very good feature to introduce a ladies' lunch-counter or lunch-room adjacent to
the ladies' waiting-room. Otherwise, however, as far as the local travel is concerned, there is

350 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

no absolute necessity of any special location of the dining and lunching rooms, provided they
are accessible from the vestibule or general waiting-room.

Relative to the entrance and exit doors of the central vestibule or general waiting-room,
they should be so arranged that passengers can pass by them on the shortest route from the
street to the trains. Where the doors leading from the waiting-room to the train side of the
house arc kept closed till trains are ready for passengers, it is desirable to have the doors
open with the crowd and not against it. Where feasible, however, as previously indicated, it
is better practice to provide a lobby or covered platform for outgoing crowds to congregate
in between the depot building and the departure platforms, thereby relieving the waiting-
rooms considerabl}- at times of an unusual rush of travel. If benches are added, and a
drinking-fountain with running water provided in this lobby, it will be found that a great
many people will prefer to remain outside the building, and a very undesirable element, such
as depot loungers, laborers, colored people, hackmen, runners, and others will be drawn away
from the waiting-rooms. A fence with gates and gate-keepers serves to control the crowd
and keep them from spreading indiscriminately over the station. In handling passengers at
depots the great feature to observe is to keep crowds moving in different directions from
meeting each other. Incoming passengers generally disembark on special arrival platforms
located on one side cf the station, and pass thence to the street on that side of the station or
through special exits or passages through the depot building to the street. This is more
easily accomplished in head-stations than in side-stations. At the latter, owing to the
extreme frontage of the building on the tracks, it is necessary to provide special exits or
corridors leading through the building to the street. These passages are very important in a
large terminal depot, as they enable arriving passengers to leave the platforms sooner. The
passage of arriving passengers through the waiting-rooms or vestibules, used for outgoing
travel in passing to trains, should never be allowed. In designing the special e.xits for
incoming passengers, however, care should be taken that the ground-plan la}out of the entire
building, especially with a view to the accommodation of the outgoing and through travel, is
not seriously interfered with. Where the train story is on a different level from the street,
stairs have to be provided. They should be wide and ample to accommodate the largest
crowds, and have broad treads with easj- risers, and the flight be suitably broken b)- landings.

For the accommodation of passengers arriving or departing in carriages, cabs, or omni-
buses, it is desirable to have projecting awnings or a. parte cocliirc at the entrance to the building
for outgoing passengers, and projecting awnings or a regular shed roof or covered carriage court
for carriages and omnibuses for the incoming travel. More space and frontage is required for
the incoming travel than for the outbound passengers, as the latter alight from the carriages
and omnibuses at once, while carriages and omnibuses for the incoming travel have to line up
and wait considerable time. In this connection attention should be called to the desirability
of enforcing strict rules excluding hackmen from the waiting-rooms. A small room provided
for them adjacent tc the carriage-stand would do much towards keeping them in the back-
ground until wanted, WHiere the street level is below the track level, a carriage court is fre-
quently created on a level with the street below the train-shed or main building.

The baggage-rooms at large terminal passenger depots have to be designed and located
with considerable care and forethought, as an injudicious choice of location or too small

TERMINAL PASSENGER DEPOTS. 351

facilities will entail in after years continually increased expenses for the handling of baggage.
A clear and distinct conception should be had of the methods to be employed in handling the
baggage to and from wagons and trains, and the accommodations located accordingly. Where
several railroads use the same depot building there are in some cases a number of baggage-
rooms. In most instances, however, the division of the baggage service consists of separating
the " in " and " out " baggage, and locating the respective baggage-rooms with reference to
the street delivery and the location of the baggage-cars of inbound and outbound trains when
standing in the station. In side-stations there is usually a baggage-room at each end of the
depot buikiing. In side-stations with an auxiliary building opposite the main building and in
twin-stations there is a baggage-room on both sides of the tracks. In head-stations there are
usually two baggage-rooms, one on the side of the station where the departure platforms are
mainly situated, and one on the side of the arrival platforms. In regard to the facilities
required for the two classes of baggage, it can be said that "out" baggage is received at the
outbound baggage-room at all times from express-wagons and other vehicles, especially shortly
prior to train time. There must be sufficient storage space provided to store baggage
delivered thus until it is claimed and checked by passengers. It is then loaded on trucks and
transferred to the train. Inbound baggage is mostly claimed on the platform or baggage-
trucks, as soon as unloaded from the train, by owners, drivers, hotel porters, and especially
express agents, who hold the checks of the passengers. The inbound express-room, therefore,
should be located conveniently to the arrival platforms and to the place where the inbound
baggage is trucked to, so that the delivery of baggage to the express company can be made
quickly and at once, relieving the railroad company of the necessity of storing the baggage.
The result is that the floor-space of the "in" baggage-room can be much smaller than the
''out " baggage-room, especially if a store-room is provided for left-over or baggage unclaimed
after a certain time. One of the principal points to observe is to endeavor to have the
baggage-trucks in their passage to and from trains interfere as little as possible with
passengers going to or from trains, and that the trucking distance for each class of baggage
should be reduced to a minimum. The accumulation of baggage on the platforms adjacent
to the baggage-rooms should not be allowed, if the passenger service is thereby interfered
with. The location of the inbound baggage-room should be such, if feasible, that passengers
on the way from the arrival platforms to the street or ferry, if there is one, can look after
their baggage without making too circuitous a route. The location of the outbound baggage-
room should be near the waiting-rooms. The street-delivery side should be near the main
passenger entrance, if feasible, so tiiat passengers arriving in carriages or omnibuses with their
b'1gg<^ge with them can see it properly delivered at the baggage-room. It is further good
practice, if feasible, to have an opening or a window or a corridor leading from the central
vestibule, hall, or general waiting-room to the baggage-room, so that passengers after pur-
chasing their tickets can go to the baggage-room and check their hand-baggage, as well as
heavier baggage previously delivered, without going outside of the building. Where the
train story is on a different level from the street the baggage-rooms are located on the street
level and the baggage is transferred on baggage-trucks by means of hydraulic platform-hoists to
and from the train story. The baggage-rooms are provided with platform scales for weighing
baggage; also the necessary baggage-counters for receiving baggage. Additional wall-surface

352 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

for the storage of the large number of checks, that have to be kept in a baggage-room at a
large terminal depot, is frequently made available by having a light gallery running around
the baggage-room, the upper parts of the walls being studded with baggage-check hooks.
Ofifices for the baggage-master and clerks have to be provided ; also storage space for baggage-
trucks.

The general remarks relative to the baggage service hold good to a large extent respect-
ing the express business, with exception that the express-rooms do not have to be absolutely
near any of the waiting-rooms.

Relative to the accommodations to be furnished for the various branches of the station
and depot service it can be said, that they should be worked into the general layout to the
best advantage possible, taking all circumstances into account. Special rules cannot be given,
as the individual requirements and local conditions in each case will govern the choice
materially.

Where hotel accommodations have to be provided, attention should be paid to keeping
the part of the building reserved for the passenger business as distinct as feasible from the
hotel section. Where a hotel is connected with a terminal passenger depot, the dining and
restaurant facilities of the hotel proper serve for passengers, although in some cases there are
additional private dining-rooms for more permanent guests of the hotel.

In the designing of general offices in connection with a terminal passenger depot, the same
rules and requirements will govern the layout as in any ofifice building. The general ofifices
should, however, be kept distinct from the part of the building used by passengers, which is
generally not difficult to accomplish, as the upper stories of the building are used mainly for
offices, while the accommodations for passengers are on the ground-floor. The entrance and
stairs leading to the general offices should be entirelj' independent of any entrance, vestibule,
or central hall used by passengers, if the design will allow it. A separate private stairway
and exit should be provided from the general offices to the train-shed.

Relative to the floors and platforms in a terminal passenger depot, similar remarks will hold
good as made above in the chapter on Platforms, etc. In the entrance lobbies, vestibules, cen-
tral hall, or general waiting-room, where there is a large amount of travel passing continually,
an asphalt, tiled, or flagged floor will prove the best. A tile floor of suitable colors and pat-
tern will add to the general appearance of the rooms and produce a warmer effect. If stone
plinths are used at the base of the side walls, in place of wooden wash-boards, the floor can be
washed more freely and readily without damaging the woodwork. In the special waiting-
rooms and dining-rooms a wooden floor will be more suitable, although tile floors are some-
times used. Baggage-rooms and express-rooms are usually floored with wood, asphalt, or
stone flagging. Platforms have either wood, asphalt, stone flagging, or " granolithic concrete"
for a floor. The relative advantages and disadvantages of different classes of flooring materials
have been discussed fully in the chapter on Platforms, etc. It can be said, however, that for
platforms under cover, as for instance the platforms in a train-shed or under shed roofs and
projecting awnings, wood, on account, of being protected from the weather, will i^iove fairly
durable, while an asphalt floor will not be heated by the rays of the sun, and will therefore
prove less objectionable to passengers and less liable to be damaged by trucks passing over it.
A floor of "granolithic concrete" is being used very extensively for platforms in a great many

TERMINAL PASSENGER DEPOTS. 353

of the lari^c terminal depots of tlie country. It makes an excellent floor, but unless truck-
wheels are rubber tired it uill be found to chip easily. Wagon-courts and driveways for
wagons or carriages should be paved with Belgian blocks or asphalt, where the travel is heavy.
In some cases macadam roads are used. In selecting the proper flooring material for plat-
forms, due regard should be paid to the fact that repairs arc not only costly to make, bi!i are
attended \vith considerable annoyance to passengers and disturbance of the working routine
of the station service. The flooring material should be durable, not slippery, comfortable for
passengers to walk and stand on, reasonably smooth for trucking, and easily cleaned. In
regard to this latter feature, a floor that can be flushed with water without damage and that
dries quickl)- afterwards, will prove most advantageous.

The heating, ventilating, lighting, and plumbing of a terminal passenger depot should be
the very best obtainable, consistent with the class of building adopted and the available ap-
propriation. The heating should be by furnaces or by steam. Fireplaces in the waiting-
rooms and principal offices add not only to the finish of the interior, but affortl a good chance
to warm the rooms and brighten them up in damp, chill\- weather, when the regular heating
of the building is suspended, and also offer good ventilation. Relative to ventilation of the
building, it should be first-class, as it is very objectionable to passengers to be obliged to re-
main in close and badly ventilated rooms. The waiting-rooms, dining and restaurant rooms
should be high and airy apartments, especially the general waiting-room. Mechanical venti-
lation should be introduced, where required, more particularh' in the smaller offices. The
lighting of the building should be by gas or electricity. The plumbing .should be of the best
kind possible. Waterclosets should have, preferably, water running all the time; urinals
should be furnished thus, in any event. Slate, glazed tiles, or polished marble are the best
materials to use around a water-closet or urinals. The floor in a toilet-room should be made
of tiles, asphalt, slate, or stone flags.

Train-sheds are used in connection with a terminal passenger depot, to cover the tracks
and platforms in front of the depot on which passengers take or leave trains. At very large
termiinals, situated in cities, train-sheds are a necessary requirement of the depot structure:
but at minor terminals, especially where the appropriation for the building is limited, satisfac-
tory results can be practically obtained by a series of platform-sheds. If the general layout
at the start is made with a view to building eventually a train-shed, when the business war-
rants it or funds are at hand to do so, then the introduction of temporary platform-sheds is a
very commendable solution of the question. The first cost of a train-shed can also be dimin-
ished by reducing its length or omitting additional spans, where the final plan contemplates
several spans, and substituting, if required, light temporary platform-sheds. At the Union
Depot at Kansas City, Mo., one-legged iron platform-sheds, shown in Fig. 413, are used on
the longitudinal platforms between the tracks, while large arched arcades, 50 feet in width,
shown in F"ig. 626, cover crosswalks connecting the longitudinal platforms with the covered
platform along the face of the depot. Fxcci)ting during very stormy weatlier, this sys-
tem provides ample protection for passengers and baggage, and offers, in addition to cheapness
of first cost, the great advantages of being light, airy, and not .seriously affected by smoke,
soot, and the deafening noise from trains and engines, which renders a great many train-sheds
very objectionable. In fact, a system of platform roofs on the longitudinal platforms, con-

354 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

iiccting at hcad-statioiis directly with the lobby or covered crosswalk in front of the head-
house, and at side-stations by means of covered transverse arcades with the platform in front
of the depot building, can be considered as far superior to the attempt to build a small and
especially a low train-shed, in which the light and ventilation is bad, the smoke and soot a
constant annoyance, while the acoustic properties are such that the noise of escaping steam
from cylinders or safety-valves, the ringing of the bell, the sounds accompanying the slipping
of the drivers in starting a heavy train, combined with the general confusion and bustle, all
intensified by the reverberations caused by a low roof and side galleries, render the structure
a nuisance to the travelling public, as well as a serious drawback to the quick and efficient
despatch of the station service, where dependent on verbal communications or signals by sound.
To obtain the best acoustic results a good height of the structure is most valuable, as also the
absence of side galleries or low lean-to roofs on the sides of the main shed span, which are liable
to catch the sounds more readily and intensify them by repeated reverberations.

The general arrangement of a train-shed is practically the same whether at a head or
side station. The tracks are usually grouped in pairs, with longitudinal platforms between
each pair of tracks. The tracks are connected outside the shed by leaders and crossovers, so
that the tracks can be used at will for " in " or "out" trains, or through-trains run through the
shed on any track desired. Interlocking switches and signals are an absolute necessity at
every terminal depot of any magnitude. In this connection mention should be made, that
the efficiency of the interlocking system, as far as promptness is concerned, is dependent to a
much larger extent than frequently understood on establishing facilities and means for quick
communication and interchange of signals between the train-despatcher, gate-keepers, train-
starter, and the operations in the signal-tower outside of the depot, so that telephones, speak-
ing-tubes, gongs, electric bells, and similar appliances, with a proper code of signals, etc., form
a most valuable and essential element to any interlocking system.

The longitudinal platforms between tracks should never be less than 12 ft. wide, so as to
accommodate passengers and baggage-trucks. Where posts are set on the platform, and
where large crowds have to be handled, much wider platforms are used, a width of 20 or 24
ft. being quite usual. Side platforms that have only one track frontage can be made nar-
rower. Crosswalks and outside lobbies for outgoing passengers to congregate in are made
from 30 to 60 ft. wide or even more, according to the ground-space available, and the prob-
able number of passengers to handle at unusual rushes. It is best to proportion the cross-
walks or lobbies generously at the start, as it will be difficult to obtain additional space later,
while they aiTord a most desirable means of relief in handling large numbers of passengers and
prevent the overcrowding of the waiting-rooms to a great extent.

Relative to the height and spacing of platforms, in regard to the rails, reference should
be made to the chapter on Platforms, Platform-sheds, and Shelters. In connection with ter-
minal stations, however, it can be said in general, that at a great many side-stations the entire
floor of the train-shed is planked at the level of the top of the rails, so that passengers can pass
and baggage be trucked indiscriminately across the platforms and tracks on the shortest
route. In this case all the tracks are frequently located close together without any longitud-
inal spaces for platforms between them. Longitudinal platforms between tracks at head-
stations and also at side-stations, where used, are generally set from 6 to 12 in. above the top
of the rail, and approach the centre of the track within 4 ft. 6 in. to 5 ft.

TERMINAL PASSENGER DEPOTS. 355

In regard to the grouping of the tracks and longitudinal platforms the following general
remarks can be made. As previously stated, in side-stations the tracks are either located
close together and floored over throughout level with the top of the rails, or else they are
grouped in pairs, with longitudinal platforms between the pairs and connected by crosswalks
witli the main platform in front of the side buililint:;. At head-stations with only two tracks
running into the depot there can be cither one, two, or three platforms. In the first case the
platform is located between the tracks and used for passengers and baggage service, — which,
for instance, is the system in use at the terminal head-station of the Boston & Providence
Railroad at Stoughton, Mass.: in the second case there are two platforms, one on each side of
the pair of tracks, one platform being used for inbound and the other for outbound business;
in the third case mentioned, there is a third platform added between the tracks, which central
platform is used for baggage exclusively, as for instance the case at the depot of the New
York & New England Railroad at Boston, Mass. Where there arc more than two tracks
running into a head station, the tracks are usually grouped in pairs, with platforms between
the pairs. The spacing of the tracks and platforms in connection with the train-shed con-
struction is frequently such that an odd track is located on the outside of the shed proper,
generall}', however, covered in part by the roof projection of the main shed. In the proposed
design for the train-shed of the Illinois Central Railroad at Chicago, III., the roof projection
of the main shed is 36 ft. wide, so as to cover two tracks and a platform. In a few cases
three or more tracks are grouped together between the longitudinal platforms, in place of the
more usually adopted grouping in pairs. The middle tracks serve in such a case for the
storage of cars.

Relative to the general construction to be adopted for a train-shed, reference has been
made above to the desirability of having a high shed, constructed on good acoustic principles,
and well lighted and ventilated. This is especially essential where the sides of the train-shed
are enclosed practically solid on three sides by buildings or walls, — as for instance at a head-
station. Where the shed is more or less open on the sides and at both ends, as frequently
the case at side-stations, the nuisance from smoke and excessive noises will be greatly
reduced. Ventilation is usually secured by a clerc-story with louvred ventilator or movable
sash built in the roof. As the gases accumulating in a train-shed are particularly injurious to
iron work, and the peak of the roof forms a pocket to catch and hold them, it is very essential
to provide some means of ventilation at the peak itself independent of other openings of the
sides of the clere-story. Good light is obtained in the interior of a train-shed by introducing
a large number of windows in the sides of the shed, where closed ; also by windows and sk)'-
lights in the clere-story and roof. Too many skylights in the roof proper is objectionable, as
it will make the shed very hot in summer. The ends of a train-shed are usually closed to
within 20 to 25 ft. of the rails. It is best to place as many windows as po.ssible in these ends,
as they assist materially in lighting up the interior of the shed. These end partitions have to
be very thoroughly braced so as to withstand the wind pressure from the outside. The gen-
eral light effect inside the shed will be greatly improved by painting the interior in light
colors. The lighting of the shed at night should be preferably by gas or electric lights.

Train-sheds are usually built with iron roof-trusses resting on stone or brick side walls or
on iron columns, covered with boards on wooden rafters or purlins, and roofed with tin on

356 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

tarred felt or building-paper. The exposure of so much iron-work to the deteriorating effects
of the sulphurous gases collecting under the roof is very objectionable. Skylights are very
hard to keep water-tight in consequence of the constant damage being done by these gases.
It can, therefore, be said, that practically repairs are constantly required in a large train-shed,
if painting is included ; in fact it is very seldom that painting or repair work of some kind is
not going on inside or outside of a train-shed. For this reason prominent railroad men have
frequently expressed it as their opinion, that the general adoption of iron for train-sheds
cannot be considered as such an excellent innovation, as a heavily timbered roof or a combi-
nation roof has some decided advantages over an all-iron roof. The roof-trusses in train-sheds
are usually spaced from 20 to 40 ft. apart. The longitudinal and sway bracing is very impor-
tant so as to resist the wind-pressure.

Relative to the roof construction of a train-shed it can be said, that the general effect of
the interior and its structural efficiency depend largely on the appropriate and artistic design
of the roof. The engineering and architectural features of large-span train-sheds are blended
to such an extent, that the greatest care should be observed to bring the best talent and
experience to bear in every direction in making the plans. The number of tracks and plat-
forms to be spanned determine to a great extent the general design to be adopted for the
roof. Where there are only about six tracks to cover, — in other words, a width of about 100
to 120 ft., — a single span is usually adopted, supported at the ends on the side walls or else on
columns, with roof projections on the outside. Where there are additional tracks to cover, it is
customary to make two or more small spans adjacent to each other, — in other words, to build
a series of symmetrical roofs parallel to each other. Or the width is divided into one large
central span, flanked by two or more smaller side spans. The next step is the adoption of
one large roof span, resting on the side walls, or else supported on piers or columns at the
ends and provided with cantilevered roof projections outside of the main span. The con-
struction in each case can consist of either flat straight roofs or else curvilinear roofs. The
curved roofs have the decided advantage of presenting a more graceful appearance, and they
can be treated in a more artistic manner. A roof design should, however, primarily impress
itself on the observer by its simplicity and the perfect fitness of all its parts in a structural
sense, giving at once the appearance of strength combined with utility. Where, in addition
to these necessarj- elements, a graceful contour can be obtained, and details are worked up
artistically, the design should certainl)- prove meritorious. For large spans, arched construc-
tions are almost universally used in this country; and we can point with pride to the fact that
the largest existing single-span train-sheds are in this country, — one at the depot of the
Pennsylvania Railroad at Jersey City, N. J., the width being 256 ft. out to out of truss and
252 ft. 8 in. centre to centre of end-pins ; while the other one is at the depot of the Philadelphia
& Reading Railroad at Philadelphia, Pa., which is the largest existing single-span train-shed,
jiamely, 262 ft. 3 in. out to out of truss, 353 ft. 8 in. clear span inside measurement, and 259
ft. 8 in. centre to centre of end-pins. In addition, the Pennsylvania Railroad proposes to build
a train-shed in Philadelphia, Pa., with a clear span of 294 ft. The train-shed at St. Pancras
Station, London, England, has a clear span of only 243 ft.

The following summar}' data as to the size of different passenger train-sheds in this
country have been compiled from different sources :

TERMliXAL PASSENGER DEPOTS. 357

1. Side-stations. — Union Depot, Worcester, Mass.: length 504 ft.; width 250 ft., in two
spans ; stone segmental arch, witli a clear span of 120 ft. at each end of the train-shed.

Concord Railroad, Concord, N. H.: length yyo ft.; width 120 ft. ; flat straight roof, in
one span.

Atlantic Coast Line, Richmond, Va. : length 486 ft. ; width jG ft. centre to centre of
columns, and 92 ft. including overhang; one-span, straight flat roof.

Union Depot, Canal Street, Chicago, 111. : length iioo ft.; width 100 ft.

Chicago & Northwestern Railroad, Milwaukee, Wis. : length 440 ft. ; 4 tracks.

Milwaukee & St. Paul Railway, Milwaukee, Wis.: length 600 ft.; width 100 ft.

Union Depot, Indianapolis, Inch ; length 700 ft. ; width 180 ft., in 2 spans.

Philadelphia, Wilmington & Baltimore Railroad (Pennsylvania Railroad), Charles Street,
Baltimore, Md. : length 250 ft. ; width 80 ft. ; one-span, straight flat roof.

Pennsylvania Railroad, Harrisburg, Pa. : length 420 ft. ; width 90 ft. ; 4 tracks ; one-span,
straight flat roof.

New York, New Haven & Hartford Railroad, New Haven, Conn. : length 400 ft. ; width
126 ft. ; 2 spans, each 63 ft. ; 8 tracks.

2. Hcad-statio7is. — Baltimore & Potomac Railroad (Pennsylvania Railroad), Washington,
D. C. : length 510 ft.; width 130 ft.

Pennsylvania Railroad, Broad Street, Philadelphia, Pa. : length 450 ft. ; width 170 ft., in
two spans ; eight tracks.

New York, Lake Erie & Western Railroad, Rochester, N. Y. : length 270 ft. ; width 72 ft.

Louisville & Nashville Railroad, Louisville, Ky. : length 400 ft. ; width iooft. ; five tracks.

Union Depot, Cincinnati, O. : length 700 ft. ; ten tracks.

Pittsburg, Cincinnati & St. Louis Railway, Cincinnati, O. : length 360 ft. ; width 85 ft.;
four tracks inside, two tracks outside.

Canadian Pacific Rcu'lway, Montreal, Can. : length 500 ft.

Wisconsin Central Railwa)', Chicago, 111. : length 560 ft. ; width i 19 ft., with overhang
143 ft.; six tracks inside.

Chicago & Northwestern Railroad, Chicago, III. : length 400 ft. ; width 125 ft.

Chicago & Western Indiana Railroad, Chicago, 111. : length 600 ft. ; ten tracks.

New York, Lake Erie & Western Railroad, Jersey City, N. J. : length 600 ft. ; width 140
ft., consisting of one central span of 66 ft., and two side lean-to spans each of 37 ft.

Pennsylvania Railroad, Jersey City, N. J. : length 653 ft.; width 256 ft. out to out of
truss and 252 ft. 8 in. centre to centre of pins ; one clear-span arched roof; twelve tracks.

Grand Central Depot, Forty-second Street, New York, N. Y. : length 650 ft. ; width 200
ft. ; one clear-span arched roof.

Baltimore & Ohio Railroad, Pittsburg, Pa. : length 400 ft. ; width 84 ft.

Central Railroad of New Jersey, Jersey City, N. J. : length 520 ft. ; width 216 ft., consist-
ing of one central span of 143 ft., and two side lean-to spans each of 36 ft. 6 in. ; twelve tracks.

Illinois Central Railroad, New Orleans, La. : proposed train-shed, width 148 ft., divided
into three arched spans and two cantilevered side roof projections.

Illinois Central Railroad, Chicago, Ill._^: proposed train-shed, width 180 ft., one central
arched span of 108 ft., with cantilevered side roof projections.

3S8 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

Union Depot, St. Paul, Minn. : length 640 ft. ; width 165 ft. ; clear-span truss roof, supported
on columns with roof projections; total width covered 189 ft.

Philadelphia & Reading Railroad, Philadelphia, Pa. : length 559 ft. ; width 266 ft. 6 in.
over all, and 262 ft. 3 in. back to back of chords; one clear-span arched roof ; span in clear at
level of tracks 253 ft. 8 in. and centre to centre of end-pins 259 ft. 8 in. ; height of ridge above
tracks, 95 ft. 6 in. from top of rail to top of ridge skylight, and 88 ft. 3-^"^^ in. centre to centre
of pins vertically ; thirteen tracks.

Proposed Union Depot, Buffalo, N. Y., design by Mr. C. W. Buchholz : arched roof, one
clear span of 280 ft.

Proposed Terminal Passenger Depot, Chicago Elevated Railway, Chicago, 111.: arched
roof, one clear span of 289 ft.

Proposed Union Depot, St. Louis, Mo. : length 700 ft. ; width 601 ft. ; five spans — one span
of 141 ft. 3A in., two spans each of 139 ft. 2\ in., and two spans each of 90 ft. 8 in. ; thirty tracks.

Proposed Extension Terminal Passenger Depot, Pennsylvania Railroad, Philadelphia,
Pa. : length 707 ft. ; width 306 ft. 9^ in. over all ; one clear-span arched roof; span in clear
294 ft. ; height of ridge 140 ft. ; height in clear 104 ft. 6 in. ; si.xteen tracks.

After above general remarks on the subject of terminal passenger depots and train-sheds,
the following descriptions and illustrations, as also references to published descriptions and
illustrations, of terminal passenger depots and train-sheds in use, or designed for use, on rail-
roads in this country will prove interesting.

Union Passenger Depot, Hartford, Conn. — The Union Depot at Hartford, Conn., is a large ter-
minal side-station, plans for which were i)ublished in the issue of the Railway Review of June 2, 1888,
and it is described as follows in the publication mentioned :

The site for the depot is peculiar, the lot being long and narrow, and the tracks coming in on an eleva-
tion. The station is 480 ft. long. The trains of the New York, New Haven & Hartford and New York &
New England roads come in upon an elevated structure, the tracks being about 12 ft. aliove the level of the
floor of the waiting-room. They are approached by broad staircases 14 ft. wide, both inside the waiting-
room and in the platform between the tracks. Five ways are provided, through which the passengers may
reach the staircases to the platform between the tracks. These stairs are used to avoid crossing the tracks.

The main feature of the building is the great central waiting-room, two stories high, 175 ft. x 60 ft. in
size. This waiting-room has three large, double entrances, opening directly into the street, and is also
reached by a corridor 16 ft. broad leading from Asylum Street. This room is handsomely finished and has
broad unenclosed stairways on its west side. Two ticket-offices, one for each railroad, are placed on
each side of the main entrance.

The wing next Asylum Street, 40 ft. wide and 136 ft. long, contains in the first story a restaurant and
lunch-room which adjoin the corridor leading to the general waiting-room. The men's toilet and the news
room are also in this wing. The wing on the other side toward Church Street, 40 ft. wide and 161 ft. long,
contains in the first story the rooms for the baggage and express, which are, respectively, 66 x 36 and 56 x 36.
Ample exits on both sides are provided for easily handling the baggage and express matter. Women's
retiring-room and toilet are placed in this wing, adjoining the general waiting-room.

In the second story, which is on a level with the railroad track, the central portion is occupied by the
general waiting-room, which, as has been said, extends up through two stories. The stairs from the lower
story lead to a large landing 14 ft. wide and 60 ft. long. From this landing three double entrances lead out
on to the platform.

In the wing next Asylum Street there is another waiting-room, 36 ft. x 28 ft., for the accommodation
of passengers wlio come in on one train and go out on another without having occasion to leave the station.
Ample toilet-rooms for men and women are provided for this waiting-room, also a ticket and telegraph
office. Adjoining the waiting-room is a lunchroom, and back of the lunch-room is the kitchen, with
serving-room, pantries, etc. Dumb-waiters and stairs connect the kitchen with the restaurant and lunch-

TERMINAL PASSENGER DEPOTS. 359

room in the lower story. A large reception-room 28 x 36 is placed on the opposite side of the wailing-
rooni. This room is intended to be used as a meeting-room for the officers of the different roads, and as a
place where any prominent visitor may be suitably received.

From a lobby opening with arches into the upper part of the general waiting-room a staircase leads to
the story above the waiting-room, which is intended to be used for offices.

In the wing next Church Street are placed four offices for the use of the New York & New England
Railroad Company, with separate staircase leading to the street and entrance on to the tracks. Beyond the
office of the New York & New England road is a room for the accommodation of the trainmen, 12 J ft. x
36 ft. Beyond this room are the rooms for the baggage and express on the track level, each 26 x 36.
Tliese rooms connect by large hydraulic lifts with the large baggage-room and express-room below. The
lifts aie of sufficient size to accommodate a truck loaded with baggage. The baggage-master and express-
agent have private offices in the rooms on the track level. Next to the express-room are the supply and
lamp rooms. A room in the extreme end of the wing is to be used as a construction-room, 16 x 36, where
sutficient implements are kept to make slight repairs when cars are injured.

There is an elevator adjoining the general waiting-room which is intended only for the use of invalids
or for people so crippled as to be unable to walk up-stairs.

In the basement under the baggage and express room is placed the heating apparatus. From this cellar
tunnels extend over all parts of the building in which the steam and water pipes are to be placed. Under
the restaurant is a vegetable-cellar and a coal-cellar.

In front of both the wings on Union Place are projecting sheds with glass roofs under which carriages
will drive up.

As to the material of the building, the exterior walls are a reddish granite with red-sandstone trimmings.
The roof is covered with slate.

The interior woodwork will all be of quartered oak. The floor of the general waiting-room, corridors,
restaurant, etc., will be of granolithic pavement. The walls and floors of the lavatories will all be of
marble. The floors of the baggage and express offices will be of rock asphalt. All the wood wainscoting
rests upon a stone plinth which rests on top of the floor, so that all the rooms can be easily washed without
injuring any portion of the woodwork. Everything is made as durable as possible. Great care has been
taken to provide ample ventilation for all parts of the building. The station was designed by Shepley,
Rutan & Coolidge, Brookline, Mass.

Union Passenirer Depot at Springfic/J, Mass. — The Union Depot at Springfield, Mass., plans of
which were published in the Pailroad Gazette of March 14, 1S90, reproduced by permission in Figs.
622 and 623, is a large terminal side-station, with the peculiarity and distinguishing feature that there
are two distinct depot buildings, practically of the same size, one on each side of the railroad; in
other words, this plan i)resents one of the best-known examples of terminal twin depots in this
country. The depot is described, in the publication mentioned, as follows :

There are two buildings, one on each side of the tracks. Each is 275 ft. long and from 54 to 70 ft. wide.
There are four tracks between the buildings. Between the two middle tracks is a covered platform, 34 ft.
wide and about 850 ft. long, which, with the station platforms, gives convenient access to trains on all the
tracks.

The Connecticut River Railroad is to occupy tlie north or Liberty Street building, and the New York,
New Haven & Hartford the south or Lyman Street building, while the Boston & Albany will occupy both
buildings, the north building for west-bound and the south building for east-bound business. The latter
building will also be used for passengers arriving or departing l?y the New York & New England Railroad,
whose line enters this yard from the east. Besides the four main tracks just mentioned, there are spur
tracks at the ends of the buildings for the Connecticut River, New York, New Haven & Hartford, and New
York & New England local trains.

The buildings are constructed of red granite, from the quarries of Norcross Brothers at Milford, Mass.,
with trimmings of brown sandstone, the chief portions of which are richly carved. The walls of each station
arc built in regular courses of squared stones with a smooth quarry face. In the general waiting-room,
which is the principal apartment of each building, these are carried up to a greater height than for the
adjoining rooms, and effectually break the monotony which would otherwise exist in a building so long and
narrow as this. The Lyman Street building especially has an imposing appearance, being surmounted by a
large tower about 70 ft. square and 80 to 100 ft. high, the interior of which is open from the floor to the
springing-line of the rafters. The station platf(jrms on the side next the tracks are 24 ft. wide, and the roof
is supported by yellow-pine posts about 25 ft. apart, with curved braces at the top. The ceiling of the plat-

36o BUILDINGS AND STRT'Cir'h'HS OF AMERICAN RAILROADS.

form roof is covered willi light yellow pine slieatliiiig. finislied in tlie natural color of tlie wood. On what
may be called the back side of each building', the roof projects about 7 ft., and is finished with the same
general appearance as on the platforms.

The two main buildings are alil<e in the interior arrangement and <julward ajipearance of many of the
rooms, as well as in the details of construction ; but there are important differences wl]icli will be noted later
on. Beginning at the west end of each building, there is first a large baggage-room, supplied with all con-
veniences, including large platform-scales. Next is a waiting-room for women only, out of which opens a
women's lavatory, supplied with all modern conveniences and the latest improvements in plumbing. These
toilet-rooms do not occupy the whole width of the building, the remainder being taken up by a conductor's
room in the north-side building, and the office of the station-agent in the soutli-side building. These are
between the women's waiting-room and the baggage-room.

The ceiling of the women's waiting-room is supported by two timber trusses. The spaces between the
rafters, as well as the walls, are ceiled with quartered oak. The same kind of finish is used in all the other
rooms in both buildings, except the baggage and express rooms, the walls of which are of face brick, and the
kitchen, where the walls and ceiling are of yellow pine of the same quality as for the ceilings of the plat-
forms. There is no paint or plastering in either building. There are groups of windows on either side of
the women's waiting-room, at the top of the room as well as at the usual height. These can be opened
when necessary for ventilation. Doors open from this room to the platform.

Next to the women's waiting-room is the general waiting-room. That in the Liberty Street building is
built with a pitch roof, the apex of which is about 50 ft. above the floor. This has the appearance of being
supported by four large semicircular arches of timber, the springing-line of which is from the top of large
brackets about 16 ft. from the floor. The thrust of these is sustained by ornamental iron rods which span
the arch at the springing-line. Windows open at each side both at the usual level and in the top of the
room. Between this room and the women's room just described, on one side of the open space in the
centre, is found a parcel-room and on the other a telegraph-office, with very wide windows for receiving
packages and messages.

In the centre of the general waiting-room, on the side next the track, is the ticket-office, and directly in
front of it in the roof which covers the platform is a large skylight. This relieves the ticket-sellers from
the oppressive darkness characteristic of this location in most large railroad stations. The general waiting-
room of the Lyman Street building is 70 x 71 ft., and is surmounted by a square tower supported on brick
piers, about 6 ft. square, incased in oak sheathing. Between these piers are large arched openings connect-
ing with the women's room on the one side and the restaurant on the other. On the other sides of this
room are a series of doors which lead to trains on one side and on the other to a parte cocliere where
carriages may be taken, and from which there are also flights of steps leading to Lyman Street. A broad
driveway from the parte cachere runs east and west by an easy descent to Lyman Street. The general
waiting-room is covered by a flat ceiling 50 ft. above the floor, which is set with deep panels of very rich
design. These are 288 in number, and between them the beams are cased with handsome mouldings. Just
below the ceiling is a row of narrow windows on the four sides of the room, which make it amply light.
From the east side of the waiting-room arched openings afford communication with the restaurant. The
fittings 01 this room are of cherry. Folding-seats are arranged around the counter, which is recurved to
give a greater length, and there is a generous number of tables. From the restaurant folding-doors give
access to the serving-room, furnished with steam-tables, and in the Liberty Street building stairs lead to large
store-rooms in the basement, and to the kitchen above, where all tlie cooking for both restaurants is done.
''This kitchen is a model of its kind.

A dumb-waiter and elevator (which is operated by hydraulic power) connects the kitchen with the
serving-room and with store-rooms in the basement. Beyond the restaurant in each building, but entirely
cut off from all the other rooms, is the smoking-room, out of which opens the men's lavatory. All the
toilet-rooms are wainscoted with Tennessee marble — 6 ft. high around the whole room. Slabs of the same
material are provided for the set wash-bowls. Washout closets are used throughout. At the extreme
easterly end of each building is an express-office, which is finished like the baggage-room with face-brick
walls and doors, which slide from the bottom, on the side next the tracks and also next the driveway. Out-
side the baggage-room at the westerly end of each building is a covered enclosure for the storage of trucks,
ladders, and other articles. A subway with broad steps leading to all the pUnfornis connects the two build-
ings beneath the tracks, and from either end of this a paved walk leads westward to Main Street. From the
northerly side of the Liberty Street building a broad carriage-drive and sidewalk leads to Liberty Street, and
there is also a flight of steps at the northeast corner of the yard for foot-passengers to descend to Liberty
Street.

It was determined to heat these buildings by steam, partly by direct and partly by indirect radiation. A
considerable plant was therefore necessary. The boilers arc located in a building at the easterly end of the

TER.]r/NAl. rASSENGER DEPOTS.

361

car-shops, about 1300 ft. (west) from the centre of the new station. Four Hennessey boilers of 75 horse-
power each are set side by side in brickwork in the basement of the shop, and connected with an iron
smoke-stack 4 ft. in diameter and 80 ft. high. Tlie boilers are all connected with a steam-drum ruiininglhc
whole length and a little in front. Independent valves allow each boiler to be connected or disconnected
from the steam-drum at pleasure, so that any one or more of the boilers can be used without the others,
•.vhcnever desired at a moment's notice. From tlie steam-drum a 6-in. pipe runs underground to the cellar
of the Liberty Street building. This is supported on iron rods in a brick chamber. There are manholes in
this chamber, and slip joints in the pipe, every 200 ft. Between these the pipe is covered with a thick
coating of abestos cement. Two smaller pipes in the same chamber return the water of condensation by

Fig. 622.— Perspective.

PLATFORM

Fig. 623. — Ground-plan of Main Floor, Lyman Street Building.

gravity to a hot-well, from which it is pumped to the boilers by two Worthington feed-pumps. The
main valves, regulators, steam-traps, and pressure-gauges on each side of the main valve are located in the
basement of the Liberty Street budding, where the distribution begins. This can be regulated at will by
means of valves, one for each branch. For indirect radiation there are also valves for each coil, which is
located just below the floor of the room to be heated, and over which is a register. The coils are surrounded
by a cold-air box leading from the outside of the building, with a slide to regulate the supply. A 6-in. branch
from the main steam-pipe runs under the tracks to the basement of the Lyman Street building, where the
steam is distributed in a similar manner. The main pipe, reduced to 4 in. in diameter, continues about one
quarter of a mile farther east, where several connections furnish steam for heating the freight-offices and
about twenty-five passenger-cars which stay over night at Springfield.

Only three boilers would have been needed to heat the buildings ; the fourth was added to furnish
steam for an electric-lighting phint. Preliminary estimates showed that these buildings could be more

362 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS,

cheaply liglued by cleciricily than by gas, and that probably a considerable saving in the expense of Hghlin.L;
might be made if an additional boiler, and engines and dynamos for an insulated plant, were purchased.
This was accordingly done.

Plans and specifications were prepared by the electrical engineer of the road. It was determined to use
the Westinghouse compound engine, and, to provide as fully as possible against a breakdown which would
extinguish the lights, it was decided to put in two engines, each of which should be of sufficient capacity to
run the entire plant, and two dynamos, each capable of running two thirds of all the lights, or three dynamos,
each capable of doing one ha/flhe. entire lighting, as might be deemed best. Contractors were allowed to make
their estimates on the basis of either of these plans. The arrangement of switches should be such that any
of the lights could be run from either dynamo up to its full capacity, and the lighting could be transferred
from one dynamo to another without extinction of the lights; that any dynamo could be started or stopped
independently of the others, and finally the whole load could be transferred at any time from one engine to
the other without delay or stopping either engine or any dynamo.

Several methods of doing this were proposed. In the one selected, the two engines are placed end to
end in line with each other, with a shaft 4 in. in diameter and 17 ft. long between them, having a friction
cut-off at each end, by which either engine may be attached or disconnected from the shaft at will. Either
of the engines is of sufficient power to run the whole plant, and ordinarily only one is used ; but should it be
desirable at any time to change engines while running, the idle one is started, and when it has acquired its
normal speed the friction coupling which unites it to the shaft is thrown in ; the other one is thrown out
directly after, and the engine, thus set free, is stopped at convenience. The governors were carefully set at
the factory, and there is a dilTerence of only about one revolution in the speed of the shaft, whether one or
both engines are running. Two 500-liglit Edison dynamos are belted to this shaft with double rawhide
belts, and run at a speed of 1200 revolutions per minute. (The main shaft runs 320, and the pulleys are 53
in. and 14 in., respectively.) A Brush dynamo for 16 lights is also run from the same shaft. Arc lights
are used for lighting the driveways and approaches to the stations, and three roundhouses for locomotives.

Overhead wires lead from the dynamo-room to the basement of the Liberty Street building, where the
distribution begins. The incandescent lamps vary from 16 C. P. to 50 C. P. The total number in use will
be about 550, equivalent to about 700 of 16 C. P. Those in each room are turned on and off all at once, or
in groups, by one or more switches, and those on the platforms in sections. Branches from the main wires
go to the basement of the Lyman Street building, and to a set of mains for the lights in that building. The
engines and dynamos are located on the floor of the shop, directly over the boilers. A6-in. branch from the
steam-drum conveys steam to the engines. The exhaust-pipe from the engines runs to a feed-water heater,
and afterwards to the open air. Valves permit the heater to be shut ofT when desired, and the exhaust-steam
then goes directly into the air.

The furnaces under the boilers are fitted to burn coal, should occasion require ; but the fuel regularly
used is oil. Along the front of the boilers run two pipes, one of which carries oil and the other compressed
air. Three openings in the front of each boiler-setting admit a jet or nozzle, connected to both pipes. A
valve in each pipe regulates the amount of air and oil. The oil is forced through a small orifice in a fine
spray, and burns with a brilliant and very hot flame. To get up steam (starting with the boilers cold), a fire
of wood is made under one boiler until the steam-pressure in that boiler has reached 20 lbs. The air-pump
is then started and the oil turned on, the fires under the other boilers being lighted by a torch, or in any
other convenient manner. The oil is supplied by a pump from two tanks of a capacity of 6000 gals, each,
located imderground some distance from the building. As tlic level of the oil is below that of the furnaces,
the breaking of a pipe or valve can never flood the fires with oil. and cause a conflagration, as has happened
several times in electric-light stations using oil for fuel where the supply from the tanks was kept up by
gravity.

The oil and air pumps are automatic in their action, and maintain a constant piessure. The apparatus
is easily managed, and works with practical perfection.

Only about 220 of tlie incandescent lamps are as yet in use, and for this number the consumption of oil
is almost exactly i gal. per 16 C. P. lamp for loi hours (215 to 225 gals, per day), making 2^ cents per lamp
per day.

The construction of the new station was begun [une 21, 1888, and the Liberty Street building was occu-
pied July 7, 1889. The Lyman Street building will not be used until the completion of the bridge and the
change in grade of the tracks. The electric lighting was put in service August 8, 1889.

The architects for the station and bridge are Shepley, Rutan & Coolidge, of Boston.

The plans and a full description of a depot at this same point, as proposed by the Boston &
Albany Railroad, in 1S87, were published in the issue of the Railway Review of April 16, 1887. The

TERMINAL PASSENGER DEPOTS. 363

final design described above, as adopted, shows two distinct buildings or twin depots, one on each
side of the track. 'I'lie projiosal of 1887 was for a single main side-depot with a large train-shed
spanning the tracks. While this jiroposed design was not adopted, it has a number of good features
which niiglit prove of value at points wiiere local rci[uirements call for the usual style of construction
for a terminal side-station.

Union Passenger Depot at Worcester, Mass. — The Union Depot at Worcester, Mass., designed
by Messrs. Ware & Van Brunt, architects, Boston, Mass., plans for which were published in the issue
of the Railroad Gazette of December 18, 1875, is a large terminal station, combining some of the
features of a side-station, but also of a head-station. It is one of the best-known structures of the
kind in this country, owing to its original design and bold methods of construction, the entrance to
the train-shed being spanned by a stone segmental arch with an opening of nearly 120 ft. in width.
The building is described as follows, in the publication mentioned :

At the west end of tl]e north section there is a projection built on a semicircle. It is generally called
the round part, and is two stories high, with a nearly flat roof covered with tin. In the centre of the front
is the main passenger entrance to the building. About 15 ft. from this entrance, and directly in front is a
granite archway supported by double columns of granite. This is connected with the round part by a
trussed roof, making three archways. The two at the sides are to be used as a driveway, thus enabling
passengers to arrive and depart at all times without being exposed to the weather. On the outside of the
round part a stationary awning has been built, which will cover a walk to ft. wide, which is to be built under
it. At the northwest corner of the building is a stone tower, the cap-stone of which is 159^ feet from the
ground. Above this rises a wooden extension covered with slate, 40 ft. in height, and surmounted with a
rod and vane of 13 ft., making the total heiglit 212J ft. Near the top of the stone-work of the tower a large
clock-room has been built.

The roofs of tlie two sections are each supported by eight heavy double trusses, one end resting on
the walls of the building, the other on the girders running over the heavy iron pillars placed through the
centre of the building. These two roofs are covered with slate, except a part of the two sides where they
join in the centre of the building. Over this part of the roof there has been built a second roof wliich
begins at tlie east and west ends of the building where it is about 3 ft. wide, and ascends with a gentle slope
to the centre of the building, where it is about one third of the width of the building covered by the two
roofs. This roof is made of concrete, and is built to catch the snow from the inner slopes of the two roofs,
which would but for this slide down to the bottom of the pitch. The two roofs are surmounted with venti-
lators running the entire length of each. On the top of each is an ornamental iron railing, while over the
top of each arch is a large vane. The roofs of the ventilators are covered with 7200 panes of glass, 12 x 34
in. in size, set in 360 sashes.

With the exception of a small corner in the west end of the north section of the building, and adjoin-
ing the round part, the entire area covered is to be used as a train-house for the five roads which are to
concentrate there. In the centre and at ihe west end underground passage ways have been built. By
descending into them the cars of any train can be taken without crossing the tracks. In the north
section of the train-house the tracks are arranged in the following manner: First on the north side is
the Boston, Barre cSi Gardner Railroad. Inside runs the Worcester & Nashua Railroad. These two roads
enter the train-house through arches on the north side, and occupy the easterly end of the north section,
the west end being used for the waiting rooms. The tracks of the other roads are m the south section of
the train-house, and run through the house and under the arches at the east and west ends of this section.
The first tracks on the outside are the Providence & Worcester Railroad, the next are for the Norwich &
Worcester Railroad, and the mside for the Boston it Albany Railroad. The road-bed of each track is to
be filled in with coal cinders, while between each an asphaltum pavement is being laid.

The waiting-rooms and business offices of the roads are located in the round part and a small
portion of the west end of the north section of the building. The principal entrance to the business por-
tion (if the building is at the entrance on Washington Square and under tlie driveway. The large double
doors open into a large, high passnge-way of about 100 ft. in length. It runs through the business portion,
and opens at the east end into the train-hou.se near the Nashua tracks. That part of this passage-way
which is in the round part is finished to the roof, the heavy wooden trusses which support the roof being
exposed to view. Under each truss is an arch which springs from the ceilings of the rooms below. The
sides of the west half of the second story are finished with windows similar to the rooms below, while the
east half is left open, forming a large entry-way on each side, which is protected by a heavy rail and balus-

364

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

trade. At the east end of the east half is a bridge over the passage-way. connecting the two sides. The
ceihng is finished in Norway hard pine, finished in oil and shellac.

That portion of this passage-way which is covered by the train-house roof is finished in the same way
as the part just described, except that it is not carried up to the roof, but is built in the form of a semicircu-
lar archway. It is divided into ten sections. The arch springs from the ceiling of the rooms on the first
floor, and is sheathed with hard pine, except near the top, where a space of about 12 ft. wide is covered with
20 sashes, each of which contains 12 panes of glass, 21 x 28 inches in size.

The finish of the passage-way, the two waiting-rooms, and the refreshment-room, as well as the style of
architecture of the outside of tlie same in the train-house, is substantially alike. It is a wainscot base and
Corinthian columns, with heavy capitals and cornice, the wood being brown ash finished in its natural
colors. The walls in these rooms are delicately tinted. In the baggage-room the walls are sheathed in
hard pine for about 7 ft. from the floor. This room has an entrance from the central passage-way from the
train-house, and from the outside near the west archway.

The seats in the waiting-rooms present a unique appearance. They run almost entirely around the
sides of the room, and are fastened to the walls and floor, while once in about ten or twelve feet there is a
double seat projection fi^om the side, which runs out into the room about ten feet. Rows of seats have aJso
been placed in the centre of the room. The ends of these rows are designed to represent Corinthian
columns, and remind one of the ends of the pews in some of the Episcopal churches or a cathedral. This
style is quite common in English railway stations. The seats are similar to those in some of tlie modem
horse-cars, and consist of alternate strips of black-walnut and ash. In the ladies' waiting-room tliere are 273
running feet of seating, while in the gentlemen's waiting-room there are 297 running feet.

Messrs. Ware & Van Brunt, of Boston, are the architects; Mr. E. S. Philbrick, the chief engineer.

Union Passenger Depot at Coneonl, N. H., Concord Railroad.- T\\q Union Depot of the Concord
Railroad at Concord, N. H., designed by Mr. B. L. Gilbert, architect, New York, N. Y., shown in
Figs. 624 and 625, prepared from data kindly furnished by Mr. H. K. Chamberlin, Superintendent,

r^^TTT^

Fig. 624. — Perspective of Depot.

Concord Railroad, and Mr. J. M. Jones, Station-agent, plans for which were also published in the issue
of the America fi Architect and Building News of April 4, 1885, is n large three-story terminal side-
station, with high attic and basement. The main building is 218 ft. long X 62 ft. wide, built of
brick, rock-faced granite, and terra-cotta. The train shed is 770 ft. long .X 120 ft. wide. The ground-

TERMINAL PASSENGER DEPOTS.

365

floor is used for passengers, while ihe upper floors are utilized for offices. The building is divided at
the centre by a lari;e open rotunda into two wings. This central rotunda is 62 ft. X 72 ft., and serves
as a general waiting-room and passage-way. Adjoining this rotunda on one side there is a ticket-office,
iS ft. X 17 ft., and a ladies' parlor, 18 ft. X 39 ft., with toilet-room attached. Beyond these there is
a smoking-room, 18 ft. X 23 ft., with entrance from the rear of the building, and with a gentlemen's
toilet-r.MUu attached. Also, a baggage-room, 23 ft. X 57 ft.; a depot-master's room, 13 ft. X 17 ft.;
and a baggage store-room, 14 ft. X 23 ft. On the other side of the rotunda there is a restaurant, 23
ft. X 31 ft.; a small mail-room; an office, 12 ft. X 23 ft.; a conductors' room, 15 ft. X 18 ft.; a tele-

Fig. 625. — Perspective of Tr.\in-shed.

graph-office, 19 ft. X 23 ft.; and an e.\press-room, 22 ft. X 57 ft. The central rotunda is over 60 ft.
high, open to the roof, showing the construction of the walls and open trusses. The finish of this
room is exceedingly handsome, and of the most substantial character. The high wainscoting, pan-
elled ceiling, ornamental beams and trusses, and bevelled chimney-piece are of solid oak. There is a
large open fireplace upon the east side, faced with red sandstone. The floor is laid in squares of
black and white marble. The walls are plastered in rough stucco, colored crimson and old gold.
Stained glass has been introduced into the partitions and over the massive doors with pleasing effect.
On either side of the west or street entrance are ornamental iron staircases leading to an open gallery
which gives access to the offices on the second floor. Above this gallery, over the fireplace, is a
large space on which is painted a railroad map of New Hampshire, with tablets on either side giving
tables of distances from Concord. Upon the north and south sides of the gallery are massive iron
arches, from which depend the electric lights by which the building is illuminated. All of the rooms
on the ground-floor are handsomely furnished with oak woodwork, birch floors, and fireplaces. The
woodwork of the offi- es in the upper stories is stained to imitate cherry. Nearly every room has
a marble mantel and open grate. Radiators, set-bowls, speaking-tubes, electric bells, and all the
modern conveniences are amjily provided. Everything about the station is substantial and thor-
oughly built.

Union Passenger Depot at Portland, Me. — The Union Passenger Depot at Portland. Me., jilans
for which were published in the issue of the Raihvay Rerie-w of May 5, 1888, is a large, handsomely
designed two-story terminal side-station. The building is constructed of granite, with a large square

366 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

tower at one corner and with an iron train-shed along one side of the main l)uilding. 'l"he building
is 304 ft. long and 48 ft. wide. There is, near the centre of the Imilding, a large general waiting-room,
81 ft. X 46 ft., with a ticket-office at the centre of the room, on the track side. The entrance to this
room from the street is by means of a broad jilatform, and also a parte coch'cie. On one side of tliis
general waiting-room there is a door to a smoking-room, 38 ft. X 20 ft., with a gentlemen's toilet-room
at the rear of the smoking-room. There is also a ladies' parlor opening from the general waiting-
room, with a ladies' toilet-room attached. Beyond the smoking-room and the ladies' parlor at the
end of the building there is a baggage-room 31 ft. X 46 ft. At the other end of the general waiting-
room there is a small telegraph-otfice, and a passage-way to a dining-room, 66 ft. X 46 ft. Connecting
with the dining-room there is a small private dining-room and a serving-room, with stairs leading
to the upper floor, where the kitchen is located. Beyond the dining-room there is a second baggage-
room, 26 ft. X 46 ft., and an express-ofifice, 26 ft. X 46 ft. The architects of the building are Messrs.
Bradlee, Winslow & Wetherell.

Proposed Union Passenger Depot at Providence, R. I. — In the issue of Engineering Neics of Aug. 2,
1890, the plans for a proposed Union Passenger Depot at Providence, R. I., as designed by Messrs.
S. L. Minot and E. P. Dawley, engineers, are illustrated. The problem to be solved at this point
was a particularly difficult one, the tracks being on a curve, and a street passing immediately under
the proposed depot site, so that part of the building is supported on a bridge spanning the street.
The depot is built alongside of the tracks, and follows their curvature.

Terminal Passenger Depot at Rie/imond, Va., Atlantic Coast Line. — The terminal dejiot at Rich-
mond, Va., of the Atlantic Coast Line, designed by Mr. W. Bleddyn Powell, architect, plans for
which were published in the issue of the Raihcay Review of April 30, 1887, is a large and handsomely
designed terminal side-station. The improvements at this point, consisting of a new passenger depot,
train-shed, freight depot, and necessary track changes, were commenced in 1885 and were completed
in 1887. The passenger depot is descriljed as follows, in the jjublication mentioned :

The style of architecture chosen for the passenger station is a free rendering of the Romanesque. The
building covers a rectangle measuring 90 ft. on Seventh Street by 140 ft. on Canal Street equal to 12,600
sq. ft., and providing a lotal floor surface of 37,683 sq. ft. The accommodation for the public is located
entirely on the ground-floor, and consists of a general waiting-room, 38 ft. X76 ft. This room is located
in the centre of the building, and serves as a general thoroughfare to and from all public rooms. Upon it
opens the ladies' waiting-room, L-shaped, 33 ft. X43 ft. This room is situated on the northeast corner,
commanding views of Seventh and Canal Streets. On the opposite or northwest corner — a ticket-otlice
17 ft. X33 ft. intervening — is located the dining room, 28 ft. x 33J ft., communicating with the restaurant,
22 ft. X 32 ft. Adjoining tlie restaurant is the kitchen, 20 ft. x 22 ft., having its stair, pantry, etc., in an inde-
pendent department, 10 ft. X22 ft. Communicating with a store-room in the basement is a large lift capable
of raising 2000 lbs. The toilet-rooms face on Canal Street, having direct communication with the waiting-
rooms. The size of the ladies' toilet-room is 12J ft. x 14I ft.; that of the men's, 12 ft. x 13 ft. On either
side of the entrance from Canal Street, 18 ft. in width and opening into the large waiting-room, are situated
the offices for the Pullman Car Company and Western Union telegraph. The rear entrance, nearly
the same width, affords access to a subordinate stair leading to the offices in second story, and opening
from it is the smoking-room, 20 ft. x 28 ft., facing on the train-shed. For the convenience of management,
the station-master's room (12^ ft. x iS ft.), conductors' room (iS ft. x 20 ft.), and train-despatcher's (12^ ft. x
28 ft.), are located on the ground-floor, facing on the train-shed. The offices in the second and third
stories are reached by a broad stairway approached from Canal Street, the entrance hall containing same
measuring 12^ ft. x 26 ft. There is also a parcels and news room, 9 ft. x 25 ft., and a fire-proof vault, 8J ft. x
9J ft. The second story contains two stair halls, a directors' room, two fire-proof vaults, a toilet-room,
and fourteen large offices, communication with which is had by a gallery extending around the general
waiting-room. The third story contains stair hall, toilet-room, and seven offices. The fourth floor is one
large room for storage. Many of the offices have open fireplaces, and the building throughout is heated by
steam.

Externally, the building presents an unbroken wall-surface, relieved by bold fenestration and the intro-
duction of a recessed bay over the office entrance. Further relief is obtained by the irregularity of roof
lines and the emphasis given to the chimney-stacks. The building is divided into nearly equal blocks in
plan, that next the train-shed being four stories in height, and that next to Seventh Street being two stories
in height, and covered with a ponderous roof, 30 ft. to ridge fiom the eaves. The heights of stories are as

TERMINAL J'ASSENGER DEPOTS. 3^7

follows: first floor, iS ft.; second floor, 14 ft.; third floor, 10 ft.; and fourth floor, to ridp;e, 20 ft. The
base, wliich runs entirely round the buildini;, is of Richmond granite, 6 ft. 6 in. high, the stone is laid up
in broken range, rock face. Above the base-line the facing and arches are laid up with Richmond pressed
brick, laid in red mortar. A strong belt-course of specially-made bricks, with terra-cotta consoles and corner
stops, indicates the height of stories, and the portion next Canal Street is crowned by a moulded brick and
terra-cotta cornice.

A striking feature at the northwest corner is formed by the large panel of terra-cotta, 7i ft. x 13^ ft., con-
taining the coat of arms of Virginia, above which rises the chimney-stack from the hreplaces in the ladies'
waiting-room, 8J- ft. wide by 22 ft. high, its base spreading out by means of curved wings to i5i ft. high.

The gutters, down-spouts, and spout heads in connection with the building are made of cold-rolled
copper, weighing one pound to the square foot. The roof is covered with dark slate on felt, having ridge
tiles of red terra-cotta. External woodwork will be painted a dark bronzed green, to harmonize in color
with the red brick.

Entering the vestibule on Canal Street and passing through the doorway in the heavy granite-framed
screen, one stands in the lobby of the general waiting-room. This lobby is tiled from floor to ceiling with
tile of a rich cream color, and the ceiling finished in worked chestnut. Passing under an arch 16 ft. wide
and 14 ft. 3 in. high, formed of moulded and plain red pressed brick springing from massive blocks of Seneca
sandstone, the general waiting-room opens up. 38 ft. wide, 76 ft. long, and 28 ft. 4 in. high. Red-brick
arches similar to one just noticed occur at either end of the room, in the one case spanning the ticket-box,
and in the other containing the screen leading to the entrance to the trains. Immediately in front of us a
huge chimney-piece, in red brick and Seneca sandstone, raises its sloping roof lines nearly to the level of
the under side of the gallery. The size of the mantel is worth recording : width, 14 ft. ; height, 1 5J ft. ; width
of niche, 8 ft. 4 in. ; height, 4 ft. 4 in. ; depth, 3 ft. ; height of shelf above floor, 6 ft. 4 in. ; the lintel over
niche and forming the mantel-shelf is a single stone weighing \\ tons.

The walls of the general waiting-room, together with those of the rear entrance, are tiled to the height
of 10 ft., above which a broad chestnut moulding separates the buff brick in white cement running to the
under side of the gallery floor. An ornamental belt of olive-tinted tiles 12^ in. wide runs around the room
on a line with the springing-blocks under the arches. On a level with the chestnut cap-moulding are placed
corbels of Seneca sandstone supporting the brackets carrying the gallery. The gallery edge is richly
moulded, and the soffits of all ceilings filled in with selected panel lumber, and the angles suitably finished
with grouped mouldings. An ornamental wrought-irtm rail runs round the gallery, painted a rich bronze
green. The walls above the gallery floor are plastered and colored to conform to the tints in the story below,
and protected from injury by a chestnut wainscoting 5 ft. in height. The main ceiling is deeply coffered
and the part next the walls panelled and moulded. The middle portion of this ceiling, consisting of a frame-
work, 26 ft. X 24 ft., is raised 4 ft. above the part next the wall, from which curved brackets spring and assist
in supporting the framework just mentioned. This frame is entirely filled with heavy glass; the light from
the right light and four large windows (in rear wall opening on the depressed portion of the rear roof, and
affording ventilation in midsummer) filters through pleasantly, illuminating the room below. The space
between floor at third-story level and the bottom of the ceiling light is divided into panels, and the same
filled with wrought-iron gratings of ornamental patterns.

The finish of the woodwork throughout the entire building is in imitation of antique oak, and it was
intended by the use of chestnut (the grain being large) to depend mainly on it for the effect.

The ladies' waiting-room, restaurant, and dining-room are connected with the general waiting-room by
openings, 8 ft. wide and 10 ft. in height, the lintel over the same being formed of heavy rolled beams and
plates, painted in silver bronze and rivet-heads picked out in copper. The walls are wainscoted to the
height of 6 ft. 4 in., the former room having a large pressed-brick mantelpiece, having panels of terra-cotta
and buff brick, and a bevelled mirror let into the brickwork above the mantel-shelf. Panelled beams and
hard-wood cornices, deeply moulded, make the finish for ceilings in these rooms. The main stairway is
finished throughout in ash and chestnut, the railings of ornamental wrought-iron, similar in design to those
of the gallery, but having no ash hand-rail.

The gas-fixtures in the several passenger-rooms are of wrought-iron, massive, and in design to conform
to the architecture of the building.

The freight-house is of brick and is 90 ft. wide and 301 ft. 6 in. long, having at the north or Canal Street
end an office two stories in height, with a total floor area of 2900.

The train-shed measures from centres of columns 76 ft., and together with the overhangings at sides.
8 ft. each, make a total width of 92 ft. by a total length of 4S6 ft. It is for the most part of wrought-iron.

In connection with the train-shed, and covered by an extension of the roof at the side toward Seventh
Street, is the baggage-house.

The entire work on this building was designed and carried out from drawings and specifications pre-

368 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

pared by Mr. W. B. Powel!. architect for the Pennsylvania Railroad Company, under the <^eneral super-
vision of Mr. E. T. D. Myers, General Superintendent.

Union Passenger Depot, Birmingham, Ala. — The Union Passenger Depot at Birmingham, Ala ,
designed by Mr. H. Welters, architect, Louisville, Ky., an illustration of which was published in the
Inland Architect and Builder, Vol. 12, No. i, is a large terminal side-station of stone and brick, with
a long train-shed on one side of the main building.

Union Passenger Depot on Canal Street, Chicago, III. — The Union Passenger Depot on Canal
Street, between Van Buren Street and Madison Street, in Chicago, 111., is a large terminal side-station,
two to three stories high, the street level being one story nigher than the track level. Plans and descrip-
tions of this depot were published in the issue of the Railroad Gazette of May 13, 1S81, and in the
issue of the Railway Re/>orter of January 21, 18S2. The description of the depot in the issue of the
Railroad Gazette mentioned is as follows:

The grounds of the Pittsburg. Fort Wayne H Chicago Railway, operated by the Pennsylvania Com-
pany, front on the east side of Canal Street, between Madison and Van Buren Streets, a length of 1S50 ft.;
tlie south branch of the Chicago River, which is from 300 to 400 ft. from Canal Street, flows along the east
line of the property. The depot grounds are crossed at ilie centre by Adams Street, the city traffic crossing
the grounds and the river by a bridge, wliich is high enough above the rails to clear the locomotives and
cars. Tlie track-level is entirely below the streets, and but seven feet above the water surface of the river.
Van Buren and Madison Streets both cross the tracks by viaducts, at the south and north ends of the ground
respectively.

The fee of the property is in the Pittsburg, Fort Wayne & Chicago Railway Company, the Pennsyl-
vania Company operating. The latter company entered into a contract with the four foreign roads for the
joint use of the depot without in any way disturbing the title or leasehold.

The principal freight warehouse of the Pennsylvania Company is situated along the east side of the
property parallel with and about 180 ft. distant from Canal Street, with a driveway along the river,
approached by inclines from Madison and Van Buren Streets. This building is of brick, about 700 ft. long
by 60 ft. wide.

The depot is to be used by the following railroad companies: Tlie Pittsburg, Fort Wayne & Chicago,
operated by the Pennsylvania Company ; the Chicago, Burlington & Ouincy Railroad ; the Chicago & Alton
Railroad; the Chicago, Milwaukee & St. Paul Railvvay; and the Pittsburg, Cincinnati &St. Louis Rail-
way. The trains of tlie first three companies enter and leave the depot from the south, the other two from
the north end.

Tlie grounds occupied by the depot tracks were graded by e.xcavating to two feet below the rail. New
steel-rail tracks were laid on a solid foundation of broken limestone.

The train-house is 1 100 ft. long, with open sides except at the buildings to which it is attaclied ; the
width is 100 ft.; 700 ft. lies north and 400 ft. south of Adams Street. The framework is supported by iron
columns at intervals of 25 ft.; these columns rest on blocks of masonry, and are bolted to a heavy footing-
stone. The entire shed is of iron and glass, except the wooden roof-sheathing and the small wooden
rafters to which it is nailed. The roof is of the best charcoal tin manufactured. Platforms are laid at the
level of the top of rail. Provision is made for drainage of roof and surface water, and for lighting the sheds
at night. At one time it was thought that the electric light would be used, but gas has been introduced.
Doubtless the electric light will ultimately be used; it is so suitable to the place that it was probably
omitted only in the belief that great improvements in electric-lighting would be made shortly. The system
of gas-lighting is as perfect as could be devised: three lines of lights extend the full length of sheds; these
lines are divided at the centre so that any one or all of the six may be lighted and extinguished in-
stantaneously by keys, at one convenient point. Small "tell-tale" burners, supplied by a small main, are
kept constantly lighted ; by turning on the gas to the main pipes the lamps are lighted. The tell-tales con-
sume but little gas, and have proved efficient. Large " Dyott" lamps are used throughout the train-house.

The depot buildings are three in number, all fronting on Canal Street. The principal one — the passen-
ger depot proper — is 200 ft. front by 58 ft. in depth. The other two front 1 50 ft. each on Canal Street, and
are 25 ft. deep. AH the buildings are three stories in height above the track level — two stories only above
the street. They are all built of brick, with Warrensburg stone for trimmings. The foundations are of
random coursed work, on squared-up footings of Joliet limestone. The faces of all walls are of Philadclpliia
pressed brick. This work has received many favorable criticisms on account of the exceptional uniformity
of color and regularity of laying such a large number. Black mortar was used throughout the face-work.
Over 425,000 pressed brick and 2,250,000 common Milwaukee and Chicago brick were used in the work. At

TERMINAL PASSENGEK DEPOTS. 369

each end of the main building granite slairwavs lead down to the track level ; the walls along these stair-
ways and the rear tirst-storj' walls are faced with ejianielled brick in i)leasing designs. This is to avoid the
unsightly discoloration of pressed brick caused by persons rubbing or leaning against it. All exposed
corners are protected by iron guards built into the walls.

The moderate depth which could be given to the building led to the supporting of the main rear wall
on iron columns. The rear first-story wall is about iS ft. nearer to the street than the main rear wall of the
building; this gives a spacious porch, which is inclosed by an iron railing, with gates to train-house for
passengers.

The roofs of all the buildings are covered with Peachbottom slate. The tinning of gutters, valleys, and
flashings are of the best " IX" dipped charcoal plate. The same tin is used for the roof of the "porches"
or verandas on Canal Street, which are iron framings extending from the curb to the walls the whole
length of the three buildings, and crossing Adams Street by special construction in keeping with the other
work. The cornice and open work patterns of iron forming a frieze below it combine to give a finish to this
part of the work, while the porches themselves are of great utility, affording a complete protection to the
sidewalk, so that passengers can enter the depot or train-house with comfort, and giving shelter to baggage,
mails, etc., in transitu.

This veranda along Canal Street, in front of the buildings, is 580 ft. long and 16 ft. wide. Its importance
as greatly adding to the facilities for handling passengers and baggage, cannot be overestimated. It is con-
ceded by experts to largely increase the working efficiency of the depot.

The "main building" is the principal object of interest, and is well worthy a careful examination. Its
general layout is unique in many respects, owing to the peculiar features previously mentioned.

The main entrance is at the centre by three pairs of swinging-doors admitting to a "vestibule" about
30 ft. by 40 ft. From the street-level one can pass by a flight of a dozen granite steps down to the track
floor, or by seven steps on either side of this flight up to the waiting-room floor. There are four pairs of
swinging-doors from the vestibule to the waiting-room. This vestibule is a striking feature; the frescoed
ceiling is some 60 ft. from the floor ; the walls are handsomely decorated, and the coat of arms of the States
through which the railroads using the depot pass are artistically painted in the half-circle panels in the
walls. A staircase opening off the principal waiting-room leads by one flight to the balcony, inside the main
entrance over the doors, and by each of two flights from the balcony to the third-story hall. This stairway,
entirely of wrought and cast iron, is in design and execution one of the finest in the country : its prominence
in the vestibule made its appearance a matter of iiiiportance. Instead of being hustled into some obscure
corner of the building, its bold introduction and successful treatment render it very effective. The vestibule
and granite stairways are wainscoted with handsome marble-work; great care has been used here in the
harmonious combination of color, as well as the selection of the most durable materials. The floor is also o^
marble. The handsome marble newels are surmounted by solid bronze "candelabra" newel lights. The
following varieties of marble are among those used in the wainscot ; Light and dark Knoxville, Glenn's
Falls and Swanton black, Tennessee, Swanton dove, Lyonaise, Bongard, Lisbon, Formosa, Hrocatelle, and
other fine marbles, the most expensive being used in the panels. The floors of vestibule and waiting-rooms
are of the best white Italian and Glenn's Falls black, one-fourth black, with black border. The large
windows lighting the "rotunda," as this square vestibule has been named, are of handsomely designed
stained glass, specially worked out with great skill in drawing and color.

Take it altogether, this rotunda is a success, and a fitting introduction to the rest of the building. The
massive marble and granite work, the ornate staircase, the richness of coloring in the frescoing and stained
glass, the beautifully cut plate-glass panels of the doors and the solid woodwork of the same form a tout
ensemble pleasing to the eye, while the evident solidity of the work promises that it will need only an occa-
sional renewing at the painter's hands to keep it bright and charming.

The main waiting-room, which, it will be remembered, is somewhat above the street level, is rectangular,
about 54 by 120 ft. The vestibule cuts off about 28 ft. in depth by 38 ft. in width at the centre of the room.
The ceiling is 25 ft. high, richly panelled and moulded. The walls and ceilings are frescoed. The wains-
coting and other woodwork are of walnut and cherry carved and moulded in original and tasteful designs.
The windows and glass door panellings are of plate-glass, the latter richly cut. The half-circle heads to the
windows come above the level of the porch and train-house roofs where they join the main building ; these
half-circles are all glazed with cathedral and antique stained glass in special patterns, each room having a
different treatment. The floor is of marble, laid in cement on concrete filled over corrugated iron arches,
supported in turn by iron beams. These iron arches form the ceiling of the story below, which, it will be
remembered, is a trifle above the level of the tracks.

The dining-ro<jm is at the north end, on the same floor with waiting-rooms. The ladies' room is at the
south end. These rooms are finished m the s.Tme style as the waiting-room, but the decoration of the
ladies' room is worthy of a longer notice than can be given here. While nothing has been sacrificed in the

37° BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

way of substantial and durable work, the frescoing is remarkably delicate in design and coloring, and coni^
bines with the stained glass and other work to make this by far the most elegant waiting-room in the
country; at the same time the necessary retiring-rooms have been provided with every comfort experience
and care could suggest. In the waiting-rooms are perforated wall-seating and settees ; the ladies' waiting-
room has besides rocking chairs and other conveniences. A "ladies' lunch-room" adjoins this room for
those who wish some light refreshment without going to the dining-room.

The ticket-office projects about 15 ft. into the general waiting-room, and has a window on the ladies'
room ; its face shows a combination of black-walnut, cherry, dark Knoxville marble shelf, and six windows
on the waiting-room, two of these being at the cut ofl corners. The design of all this work is entirely new
and very striking. From the main waiting-room a stairway of granite steps leads down to the track level ;
it is easily approached from the ladies' room. The sides are panelled in fine marbles, while the well-hole is
protected by unique and massive railing of solid brass, elaborately ornamented.

Retracing our steps to the vestibule and descending the main stair we find ourselves beneath the over-
hang of the main building on an asphaltum floor which completely surrounds the buildings and is enclosed
by a stone curbing, on which stands the iron railing separating from the tracks and train-house. The rooms
on this floor are: the engine-room (at the south end), one office, a wash-room and water-closet, a conduc-
tors' room, news-room, telegraph-office and depot-master's office, smoking and lunch rooms. All these
except the engine-room have marble floors, and are handsomely finished in wood. The glass panels of the
doors are finely cut. Neat but prominent lettering indicates the uses of the rooms. The engine-room
contains two large boilers for the steam-heating apparatus and the pumps for the elevator system. The
wash-room and water-closet connect by double doors; a barber-shop takes up part of the wash-room. The
water-closets are arranged on an entirely new plan, with a view to perfect cleanliness and simplicity. The
urinals are also simple, and we believe unique; they are of marble, and dispense with iill plumbing except a
pipe perforated with holes, into which small nipples are tapped and throw constant small streams ag:iinst the
slabs; the water is received into a marble trough cut out of the solid ; thence by suitable simple devices it
enters the sewer. The pipe is nickel-plated, as are the brass legs which raise the marble back and side slabs
clear of the marble floor of the urinal, which is one step above the marble floor of room. A similar urinal
is provided in a small room off the general waiting-room above.

A reference to the first part of this description shows that this floor is at so small an elevation above the
ordinary water in the South Branch that a cellar, as ordinarily understood, was not to be thought of.
Accordingly a "subway" of masonry was provided along the rear of this story for water, steam, and drain-
pipes; all these are of iron, except the smaller water-pipes, which are of lead. The drain-pipes connect to
a private sewer which leads to the river. The plumbing-work was designed to be as substantial as possible;
marble slabs of wash-basins are of more than ordinary dimensions and thickness, and of the best marbles
obtainable; basins, basin-cocks, trimmings, and traps are of the best; the water-closets are of one style
throughout the buildings; about thirty in all were used, all well ventilated.

The gas-fixtures are very elegant and suitable; they were selected especially, and prepared in ample
time. Nickel and gold finish is used in the main floor, brass in the story below, and bronzed goods in the
third story and baggage buildings. The solid bronze newel lights in the rotunda have been spoken of
before.

The seating of the waiting-rooms has been carefully studied out ; perforated wooden side seating and
settees have been adopted, made especially to fit their places. For cleanliness and general comfort this
seating is preferred. No upholstered work has been admitted. A few chairs are in the ladies' apartments.

The hardware of the buildings may be mentioned here. It was selected with care, and is in every way
far superior to the ordinary builders' goods so freely used. It is uniform in design; all locks are hand-
made, with brass works; every lock has two brass keys, marked to show where they belong. Only bronze
and brass are used for door and window trimmings; all is massive and substantial.

The third story of the main building is occupied by offices ; the north end has been divided off as a
kitchen, as convenient and perfect as could be desired, with ranges, ovens, and all appurtenances complete,
including dumbwaiters to the dining-room, just below it. and the lunch-room on the track-level floor.
There is also an elevator for heavy work, a stairway for the kitchen from the lowest floor, refrigerators of
large size, vaults, store-rooms, pantries, and closets.

A lofty attic is reached by stairs from both ends of the third story. It is divided into three main rooms.
The huge iron tank which holds the reserve supply for the elevators is supported on the vestibule walls,
about 85 ft. above the tracks. The deck of the central roof is 100 ft. above the tracks. The roof is reached
by ladders and trap-doors at three points. A flag-staff stands at the central point of the roof.

The baggage buildings require special mention. A description of one applies equally to the other,
except as to the third stories. The size is already given. Baggage is received and delivered at the street
level ; from this story it is lowered or raised by hvdraulic elevators, two to each building; the platforms are

TERMINAL PASSENGER DEPOTS. 371

large enough to hold two of the large "special" trucks loaded to a maximum. The elevators have been
tested to 8300 lbs. each, and further by running all the elevators at as close intervals as could be reached in
practice. The "receiving" and ■delivery" rooms of each building are supplied with every facility for the
rapid liandling of baggage and mails. At present two roads receive baggage at the southern building and
deliver at the northern one, while the other two roads reverse the operation. In the lower story of the
baggiige buildings is ample room for storage; and water-closets, sinks, etc., arc provided. The third story
of the northern (called western) baggage building is used for offices, and is approached by an outside cov-
ered stairway of iron. The third story of the eastern baggage building is divided into "emigrant" rooms,
with all conveniences.

The elevator system is worked under a water-pressure of some 36 lbs. to the inch, obtained by pumping
water into a stand-pipe 10 in. in diameter, built in a flue in the wall and suiiplying the reserve tank before
mentioned. Every possible arrangement is made in the way of reserve pumping power to reduce to the
minimum the chances of accident to the apparatus. In a trial 46 trips were run by the elevators without
using the pump. The return water flows into two cisterns sunk 16 ft. below the engine-room floor, and is
thence pumped back to the stand-pipe and tank. The cisterns are two iron cylinders, connected after sunk,
lined with brick in Portland cement.

All but some 400 ft. of the long front of the property on Canal Street is laid with a heavy flagstone
sidewalk, with vaults underneath and wrought-iron railings at areas in front of buildings and all along the
property, which lies from 10 to 15 ft. below the street.

Tirmiiial Passenger Depot at Milwaukee, Wis., Chicago b' Northwestern RailroaJ. — The plans
for the terminal depot of the Chicago & Northwestern Railroad at Milwaukee, Wis., designed by
Mr. Chas. S. Frost, architect, Chicago, III., were published in the issue No. 3, Vol. 13, of the Inland
Arcliitect and News Record, and in the issue of the Railway Review of March 16, 1889. The building
is a three-story stone and brick building, with a large square clock-tower. The depot is an
L-shaped side-station. The train-shed is 440 ft. long, and has four tracks running through it. The
building has a general waiting-room; a ticket-ofifice; a smoking-room, with a gentlemen's toilet-room
attached; a baggage-room; a ladies' waiting-room, with toilet-room attached; a dining-room; and a
lunch-room. The upper stories are used for hotel accommodations, in connection with the restaurant.
The general waiting-room has an iron and tile floor with face-brick walls, and an open timbered oak
ceiling. The ladies' waiting-room is furnished like a sitting-room. The exterior of the building is of
stone from the ground up to the first-story window-sill, above which red face-brick and terra-cotta
are used. The tower is 176 ft. high. The main roof is slate, and the roof of the tower is red Akron
tile with copper trimmings. In the puI)lication mentioned it is stated that the entire building,
including train-shed, would cost $150,000.

Terminal Passenger Depot at Milwaukee, Wis., Chicago, Milwaukee ^' St. Paul Railway. — The
passenger depot of the Chicago, Milwaukee & St. Paul Railway at Milwaukee, Wis., plans for which were
published in the issue of the Railway Review of Dec. 25, 1886, and in the issue of the Scientific
American (Architects and Builders' Edition) of March, 1887, is a large terminal side-station, described
as follows in the publications mentioned:

The new passenger station of the Chicago, Milwaukee & St. Paul Railway at Milwaukee is situated
between Third and Fourth Streets, one and one-half blocks from Grand Avenue, and fronts on a park on
Everett Street. The ground-plan of the building shows a surface of 120 x 65 ft. There are three floors—
the first 16 ft. in the clear and the other two 14 ft. each. In the centre of the fa(;ade rises a tower to the
height of 160 ft., reminding one in its graceful lines of some Venetian campanile, aiul dominating the land-
scape in every direction. The style of the structure is modern Gothic. The foundations are solid and
enduring, being constructed of stone, with granite facings above grade. The material used in the construc-
tion of the walls is Milwaukee brick, faced with pressed Philadelphia redbrick. The trimmings are of red
sandstone and terracotta in handsome patterns.

The main entrance of the building is formed of a triple arch, supported by columns of polished granite.
It is reached by a flight of six easy steps. The swinging-doors of polished oak arc a few feet rnside the arch,
being surmounted by stained-glass windows in beautiful designs. These admit the visitor into the large
central hall which bisects the building. This is 30 x 65 ft. The floor is of tile, in a well-defined pattern,
and soft, pleasing colors. The walls are of red brick up to the spring of the arch. From there on they are
in a soft, creamy brick. The lower portion of the wall is marked with geometrical patterns in diflferent-
colored brick, while the creamy surface above is picked out here and therewith a dash of dark color.

372 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

Around the rear of the hall runs a gallery, which serves to give the light and lightness needed to the whole.
This gallery is surrounded by a railing in hammered dull brass.

On the right of the main entrance is the ladies' waiting-room, an apartment of handsome proportions,
30 X S4 ft., with tile floor, and finished in oak in natural color. To the rear of the apartment are well-
appointed toilet-rooms. On the same side of the hall, and occupying the south side of the building, is the
gentlemen's waiting-room, of the same size as the other room, less a slight abridgment in length. Between
the two is a bijou ticket-office with three ticket-windows, one to the hall and one to each waiting-room.
All these rooms, as well, in fact, as all the rooms down-stairs, with one exception, are finished in a similar
manner to the ladies' room, and have tiled floors. The ceiling on this floor throughout is ribbed by heavy
beams, whose possible heaviness is relieved by tinting in light color approaching a soft shade of Nile green.
On the left of the entrance is the dining-room of the hotel connected with the depot, a room 40 x 52 ft.,
finished as the other rooms, but with a wood floor. The lunch room, on the same side, is 16 x 52 ft. in size,
and is furnished with folding-stools for the benefit of its patrons. Between the two rooms is the telegraph-
office and the parcel counter.

To the right and rear of the hall an alcove gives room for a handsome oak stairway that leads to the
second floor. This, in the west end of the building, is occupied by the train-despatchers of the different
divisions, and it is safe to say that never before did train-despatchers have more comfortable or beautiful
quarters. The most of the offices look directly out on the park. The east end of the building is occupied,
with the exception of one room, for hotel purposes. Descending to the first floor, in the extreme west end
of the building, is found the baggage-room, an apartment 52 x 56 ft. in its floor dimensions. Immediately
above it and reached by a water-elevator is a room of similar size for the purpose of storing baggage not
called for immediately. In the east end of the building is the emigrant room, of size the same as the
baggage-room, with heavily timbered ceiling and tiled floor. This room and the one above it, also intended
for the same purpose, are well appointed for their special object. The building is lighted throughout by
electricity and heated by steam, both being furnished by boilers and engine located in the east end of the
basement.

Outside are large car-sheds, 600 ft. in length and 100 in width, supported by iron columns and girders,
and roofed with corrugated iron. They cover five tracks, on which the higliest skill of the road-masters' art
has been displayed. There is placed in the tower, at a height that will make it easily seen from a good part
of the city, a big clock, the dials of which will at night be illuminated by electricity. The clock is one of
the finest as well as the largest in the country. It has four dials. Those on the north and south sides are
II ft. in diameter, and those on the east and west are 9 ft. Each of these dials is composed of six sections
of the finest ground glass, so joined together as to appear one solid piece. The pendulum of this mammoth
clock is 14 ft. in length, and weighs 400 lbs. It is regulated for heat and cold. The cost complete is
$500,000. "

Union Passenger Depot at Stilhvater, Minn. — The Union Depot at Stillwater, Minn., an illustration
of which was published in the Northwestern Railroader of March 9, 1888, is a small terminal side-
station, described as follows in the publication mentioned :

The building is an extremely effective structure of red Kasota sandstone, fire-brick, and terra-
cotta, covering an area of 114 by 63 feet. A handsome vestibule leads to a wide corridor, with
waiting-rooms for ladies and gentlemen on either hand, 40 by 24 ft. and 28 by 24 ft. in size, respec-
tively. A toilet-room 16 by 20 ft. opens off the latter, and large toilet-room and barber-shop off the
former. Behind the gentlemen'j_waiting-room are news-depot, lunch-room, etc. The baggage-room
and express-room open on the platform in the rear, and are 40 by iS ft. and 24 by 18 ft., respectively,
in size.

The kitchen and dining-room, with private dining-rooms, telegraph-office, private offices, etc., are
on the second floor ; the main dining-room being 18 ft. by 26 in size, and ojiening through a handsome
arch into a second apartment nearly as large.

The point of the main tower is 72 ft. from the ground, the roof of the whole building being
metal-shingled, with copper finials and castings. Messrs. Bupling & Whitehouse, of 36 Clark Street,
Chicago, are the architects.

Union Passenger Depot at Atchison, Kan. — The Union Passenger Depot at Atchison, Kan., an
illustration of which was published in the issue of the Railwav Revinv of Sept. 18, 1880, is a large
terminal L-shaped side-station of stone and pressed brick. The building is two stories high, excepting
at the junction of the " I,," which h.is a high mansard story added. The main building is 234 ft. X

TERMINAL PASSENGER DEPOTS.

373

46 ft., and the " L " is 96 ft. X 44 ft. At the end of the main building there is an open shed exten-
sion, about 120 ft. long.

Unioti Passenger Depot, Kansas City, J/^;.— The Union Depot at Kansas City, Mo., plans for
which were published in the issue of the Railroad Gazette of June 21,
1878, from which Figs. 413, 626, and 627 are reproduced, is a large
terminal side-station, the most noteworthy feature about it being the
replacing of the usual style train-shed by a system of longitudinal one-
legged platform-roofs (shown in Fig. 413), connected by covered trans-
verse platforms or arcades (shown in Fig. 626). The letters on the
ground-jilan. Fig. 627, indicate the use the different spaces are put to>
as follows: a. — Ladier;' Waiting-room; /'. — Gentlemen's Waiting-room j
c. — Ticket-office ; d. — Raggage-room ; c. — Restaurant ; /.^Kitchen and
Office ; g. — Express-office.

626. — Ckoss-section
OF Arcade.

Fig. 627.— Ground-plan.

The structure is described as follows in the issue of the Railroad Gazette mentioned above :

The general plan of the depot is that of a main building for waiting-rooms, hotel, offices, etc., with iron
arcades or sheds for covering the tracks, instead of an immense and costly building to cover them with a
single span. The main building fronts on Union Avenue, and has a covered platform in front and rear.
The space in the rear of the building is traversed by six railroad tracks connecting with all the railroads
entering the city. These tracks are arranged by placing two of them sufficiently far apart to allow trains to
pass each other, then leaving a space twenty feet wide, then two more tracks. A "spur" track is also placed
at each end of the building. The space between the tracks and also between the rails has been floored with
jilank three inches in thickness, thus forming a platform 1000 ft. in length, and when completed 90 ft. wide.
In the spaces between the tracks iron sheds, 18 ft. higli in the centre and 15 ft. in width, have been erected.
Tiiey are supported on iron columns, placed in line at distances of 15 ft., and firmly bolted to stone founda-
tions. The framework is 01 angle-iron, and the roof of corrugated sheet-iron. These longitudinal sheds
are connected with each other and with the main building by two transverse "arcades," one at the centre of
the main building, and the other at the end.

Of this general plan Mr. O. B. Gunn, the engineer and superintendent of construction of this work,
writes :

"The arrangement of iron arcades or sheds we find very convenient and inexpensive compared with a
heavy trussed shed over all the tracks, for the same width and length. These heavy covered depots into
which the cars run are very smokv, very dirty, and very noisy, especially when steam escapes and engines
run or stand in them. By the arrangement of light sheds we have more light and less noise, while the
smoke passes away freely, and the cost is small comparatively.- Our light sheds have single posts, which
give much better room between the trains than with the usual double posts. The light arcades are parallel
with the tracks and protect the passengers while reaching and entering the cars, while the heavy sheds cover
all the tracks at right angles to the main building, opposite the main entrance and again at the baggage end
of depot. The only objection to this arrangement is that in heavy storms passengers will be subject to a
slight dripping from the cars when getting into and out of them.

" All the arrangements of tracks, sheds, and the rooms in the main building seem to give great satisfac-
tion to every one connected with them and to all railroad men."

374 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

The following description of the building is copied fmm tlic Kansas City Jourjuil of Commerce :

The building fronts toward the northwest and is 384 ft. long, with an average depth of 50 ft. It
presents tlie general appearance of a main building two stories in height, connected by walls one story in
height, with wings, also two stories higli, the whole surmounted by mansard roofs with flat tops. Tiie main
building and wings are 75 ft. in height, and from the front centre of the main building a tower 20 ft. square
is carried up continuous with the front wall to a height of 84 ft. and is surmounted by a cupola, the top of
which is 125 ft. from the ground. The walls are of brick, laid in black mortar, 20 in. in thickness, and rest on
solid masonry, 15 ft. deep, and laid in the best Fort Scott cement. Eight transverse walls, at various distances,
are carried across the building from side to side, and upon these and aline of iron columns resting on stone
foundations, and running lengthwise through the centre of the entire building, the upper floors are supported.
The wall-trimmings are of cut stone, and the cornices, dormer-window fronts, etc., are of zinc, painted in
imitation of stone. The mansard roofs are laid in colors, and are relieved by Gothic gables and French
dormer-windows, which present the appearance of pilasters rising from the cornice of the building and sup-
porting a four-sided roof covered with slate and surmounted by a cap of the same shape and cornice of the
same style as those surmounting the mansard roof. The roof of the main building contains twelve of these
dormer-windows and each of the wings eight. Tlie "cresting" which crowns the dormer-windows, roof, and
towers is of modern design, and consists of a light iron railing worked in fancy designs, and in general
eflect gives an appearance of lightness to the entire structure. The dome, or cupola of the central tower, is
also of modern design, starting on a square base and finishing with an octagon. It is covered with tin,
upon which are placed vertical ribs of the same material, and is ornamented with "clock dormers " on each
side. Provision has been made for placing a clock in the cupola with outside dials four feet in diameter.

At the east end of the building ample space has been provided for tlie use of the 'bus company, and in
front between the platform and the street is a macadamized carriage-drive, 20 ft. in width. Tlie waiting-
rooms for passengers are entered directly from the front platform, and there are also two open passages
from the front to the rear of the building, one 8 ft. wide, and the other, which is the main entrance, is 16 ft.
wide, floored with marble tiles, and opens in the rear under an arcade, 32 ft. in height at the centre, 50 ft.
wide, and extending 78 ft. across the rear platform. The space under this arcade is intended as a passage-
way to and from the trains, which will stand on either side. A similar arcade is to be erected across the rear
platform at the east end.

The baggage department occupies the room at the east end of the building. This room is provided
with three large sliding-doors, and 47 ft. square, and is fitted up with every possible convenience for the
prompt transaction of the business of its department. A platform 6 ft. below the ceiling passes around two
sides of the room, and on the walls above this platform are ranged hooks by the hundred, whereon to
arrange in systematic order the 30,000 to 40,000 checks which are constantly kept on hand. Four check-
stands on the floor will accommodate 1000 different forms of checks.

The clerk's desk is on an elevated platform reached by a stairway, and here a record will be kept of
every piece of baggage received and forwarded.

Next to the baggage-room are the waiting-rooms for passengers. The ceiling of these rooms is 19 ft.
from the floor. The floors and wainscoting are of alternate strips of oiled black-walnut and ash, 3 in. in
width, the other woodwork being richly grained in imitation of oak. The seats are a framework of oiled
black-walnut with bent ash seat and back. The ladies' room adjoins the baggage-room, and is 53 x 43 ft.
in size, and is provided with tastefully fitted dressing-rooms. Brussels carpets cover the floors, and marble
wash-stands, mirrors, and elegant seats adorn the rooms. The gentlemen's room is4oi x 47 ft., and between
these two rooms is placed the ticket-office, supplied with the latest improved ticket-cases and all other
appliances necessary for the convenience of the ticket-agent and h's assistants. Including the " local tickets,"
about 6000 different forms of tickets are issued from this office.

Crossing the main hall, which adjoins the waiting-rooms, the dining-room (47 ft. long and 40J ft. wide)
is reached, finished in the same manner as the waiting-rooms, and provided with the same style of furniture.
The dining-room will seat 100 guests, and the tables will at all times be supplied with the best the market
affords. No liquors will be sold on the premises. The telegraph-office is next, and is connected by a
bewildering array of wires with all the telegraph lines entering the city. In one corner of this room a stone
pedestal rises a few inches above the floor, resting on a foundation which is entirely disconnected from the
building. This pedestal is occupied by the depot clock.

The general plans for the depot, iron sheds, and tracks were designed by Major O. B. Gunn, who has
had general charge of the work as engineer and superintendent of construction, with Mr. Wm. E. Taylor as
assistant. The work of grading, ballasting, track-laying, and building platforms was under the immediate
supervision of Mr. G. M. Walker, assistant engineer. The general plans were elaborated in detail by the
firm of Cross & Taylor, architects, Kansas City, Mo.

TERMINAL PASSENGER DEPOTS. 375

Union Passenger Depot at Leavenworth, Kan. — The Union Depot at Leavenworth, Kan., designed
by Messrs. Henry Ives Cobb and Chas. S. Frost, architects, Chicago, 111., a plan of which was pub-
lished in the Inland Architect and Neivs Record, Vol. 9, No. 10, is a terminal side-station of fair pro-
portions, the greatest peculiarity being that the street on the rear of the building is level with the
second story, while the tracks passing on the other side of the building are on a level with the ground-
floor.

Union Passenger Depot at St. Joseph, Mo. — The Union Passenger Depot at St. Joseph, Mo., is a
large, handsomely designed, and substantially built terminal side-station, a plan of which is published
in the Rai/toay Review of March 5, 1881. The description of the dejjot in the publication mentioned
is as follows :

The style of the building is English domestic Gothic, and contemplates a building 400 feet in length and
50 feet in width, set back from Sixth Street 37 feet, so as to give room for carriage-way between present street
line and front of building. The front on Sixth Street will present a central division of 120 feet front, and three
stories in height, with a clock-tower in tlie centre rising to the height of 150 feet from grade. On each side
of this central division there will be wiiigs of two stories in height, and extending 90 feet in each direction
to the end pavilions which are three stories in height. All exterior walls will be faced with pressed brick laid
in black mortar, with elaborate trimmings of stone, black and moulded brick, and encaustic tile. All win-
dows will have transoms over them filled with stained cathedral glass in varying designs, set in lead sash.
This work will be of the best description of stained-glass work, and will give a most beautiful effect to the
various rooms of the building.

The first floor of the building will be divided into three parts by open corridors or passage-ways 16 feet
6 inches wide ; these corridors will be arched over, and faced with pressed brick, with trimmings to corre-
spond witli the exterior of the building. From these passage-ways the stairways to the second story of the
building will start. The north division will contain the baggage-room, 50 x 50 feet ; two express-offices,
22 X 50 feet ; mailing-room and superintendent's room, each 15 x 25 feet. The central division between
passageways will contain ladies' and gentlemen's waiting-rooms, each 50 x 50 feet ; ladies' and gentlemen's
wash-rooms, etc., each iS x 25 feet ; barber-shop and tclegraph-oflfice, each 18 x 25 feet; general ticket-
office, lunch-counters, etc. The south division will contain the dining-room, 50 x 50 feet; hotel oflice, with
wash-rooms, etc.; billiard-room; kitchen, with all necessary pantries, etc; and hotel stairway to second story
of building. The second story will contain the railroad offices, 18 in number, and 35 large sleeping-rooms,
hotel parlor, bath-rooms, etc. The third story over north pavilion will contain janitor's apartments, the
third story over central part 15 sleeping-rooms for hotel, and that over south pavilion the servants' rooms.

The finish throughout the building will be rich and massive, and of the style gencially known as the
" Eastlake." The trimmings for doors and windows will be of gold bronze of rich design. The building
will be heated throughout by steam, and be supplied with hot and cold water.

Union Passenger Depot at Pueblo, Col. — The Union Depot at Tueblo, Col., designed by Messrs.
Sprague & Newell, architects, Chicago, 111., a jilan of which was published in the Inland Architect
and News Record, Vol. 13, No. 7, is a large three-story stone and brick terminal side-station, with
square clock-tower.

Union Passenger Depot at Denver, Col. — The Union Dejjot at Denver, Col., jilans for which were
published in the issue of the Raihcay Revieio of June 18, 1881, is a large terminal side-station, de-
scribed as follows in the publication mentioned:

The depot grounds comprise twelve acres adjoining VVynkoop Street and extending from Sixteenth to
Eighteenth Streets. The building is 503 feet long, 65 feet wide, and two stories high, with a dome or tower
iSo feet high, which is to be supplied with five electric lights. The central building and both wings of the
structure arc ornamented with a handsome p-rench roof, cut-stone dormer-windows, and gable-ends. The
trimmings around the openings and at the corners arc of white Manitou sandstone. All the doorways and
entrances have richly carved caps. The main entrance has two columns of Scotch granite, surrounded with
carved Gothic caps. The style followed by the architect throughout is Gothic. The ground-floor is for
baggage-room, ticket-offices, express, dining-hall, luncli-counters, telegraph-ofiice, sample-room (bar), barber-
shop, closets, etc. The kitchen and closets are marble tiled floor. The second story is used entirely for the
offices of the Denver & Rio Grande and Union Pacific Railways. The offices are elegantly furnished, many
of them being finished with black-walnut and French walnut. They are models o( elegance and comfort.

376

"BUILDINGS AND STRUCTURES OF A iM ERIC AN RAILROADS.

Tlic building is of lava stone, rough-hewed, Irimnied with white and red sandstone. Slate roof. The
entire building is heated by steam and lighted by gas. The main platform is 530 x 30, and the Wynkoop
Street platform is 13,! x 500 feet. Six sets of tracks are laid and planked between rails, forming a platform
880 X 140 feet.

Union Passenger Depot at I/idianapoTis, Ind. — The Union Depot at Indianapolis, Ind., shown in
Fig. 628, is a large three-story building about 150 ft. scjuare, of stone, brick, and iron. The train-
sheds are 700 ft. long and about 180 ft. wide. An illustration of this depot is published in the issue
ol X\\^ Railway Revieiv o{ December 11, 1886, and in the article accompanying the illustration it is

Fig. 628. — Perspective.

Stated that the depot building would cost about $300,000, and the train-sheds $275,000, in addition
to about $250,000 vvhich the various companies who would use the depot expected to pay for
improvements connected with the new terminal.

Union Passenger Depot at Ogdcn, Utah. — The Union Passenger Depot at Ogden, Utah, designed
by Messrs. Van Brunt & Howe, architects, Boston and Kansas City, plans for which were published
in the issue of the American Architect and Building News of November 6, 1886, consists of a large
three-story building with clock-tower, located on one side of the tracks. The ground-floor is
divided into two parts by a wide passage-way, at the centre of the building, serving as a cjuick exit for
passengers arriving on trains. The section of the ground-plan on one side of the ]iassage-way, shows
a gentlemen's waiting-room, with toilet-room attached ; a ladies' waiting-room, with toilet-room
attached; a ticket-office and telegraph-office; a news-counter; a baggage-room; and an emigrants'
room, with toilet-rooms attached. The other section of the ground-plan shows a large hotel-hall,
with the offices and other accommodations usually connected with a hotel-lobby; a dining-room; a
kitchen; and an express-office. The ujiper floors are used for offices and hotel purposes.

Union Passenger Depot, Cheyenne, Wyoming, Union Pacijic, Denver Pacific, and Cheyenne d^ North-
ern Railroads. — The Union Depot at Cheyenne, Wyoming, of the Union Pacific, Denver Pacific,
and Cheyenne & Northern Railroads, illustrated in the issue of the Railway Reviewoi May 11, 1889,
is a large terminal side-station, partly two-story and partly three-story, with a large square clock-

TERMINAL PASSENGER DKPOTS.

377

tower. The ground- Hoor is divided by a large passage-way inlci two vviii^s. One wing contains the
waiting-rooms, ticket-otifice, baggage-room, etc.; tiie other wing has dining-rooms, ottices, and hotel
accommodations.

Fig. 629. — Ckoss SECTION of TR.\iN-sirri).

Termiiiat Passenger Depot at Harrisbiirg, Pa., Pennsylvania Railioiu/. — The new jjassenger depot
of the Pennsylvania Railroad at Harrisburg, Pa., built in 1885 under the direction of Mr. Wm. H.
Brown, Chief Engineer, Pennsylvania Railroad, is a large terminal side-station. In Fig. 629 a section
of the train-shed is shown. The shed is 420 ft. in length and has a span of 90 ft. from column to
column. The clear height from the rail to the tie-beam of the truss is 24 ft. The trusses are spaced
20 ft. centres. There are four tracks inside the shed. The elevation of the street is above the
track-level. Passengers have to descend to get to the platform in front of the depot. There is an
overhead foot-bridge across the tracks, so that the other platforms can be reached by stairs leading
down from this overhead bridge.

Passenger Train-shed at Ne70 Haven, Conn., Ne7V York, Nc7v Haven &" Hart/ord Railroad. — The
train-shed of the New York, New Haven & Hartford Railroad at New Haven, Conn., shown in Fig.
630 is an all-iron structure, 400 ft. long and 126 ft. wide, consisting of two symmetrical Hat roofs,

Fig. 630. — Cnoss SECTION ok Train-siiep.

each of 63 ft. span. There are four tracks in each span spaced 15 ft. centres. The train-shed is
used ai a terminal side-station, and the floor of the shed is floored flush with the rails. The posts and
the prim ipal rafters consist of channel-irons, the truss-struts of angle-irons, the tie-rods of round
iron, and the purlins and studding of channel-irons. The shed is sheathed on the outside and roofed
with No. 20 gauge galvanized corrugated iron.

Above data were kindly furnished by Mr. F. S. Curtis, Chief Engineer, N. Y., N. H. & H. R. R.

Terminal Passenger Depot at Charles Street, Baltimore, Md., Pennsylvania Railroad. — The terminal
passenger depot of the Pennsylvania Railroad at Charles Street, Baltimore, Md., shown in Figs. 631
to 633, is a side-station with a substantially built depot Ijuilding and train-shed. The tracks run

378 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

«.. 'r ■,^-

- ''■-■•

Fu;. 631. — PiikbiixiivE OF Depot.

Fig. 632. — Perspective of Train-shed.

TERMINAL PASSENGER DEPOTS.

379

past this depot. The peculiarity of the design consists in the fact that the street-level is above the
train-level. Passengers enter the dei>ot at the street-level at one end of the depot and descend
tf. the waitinL'-roums, which are on the train-le\el. An inclined roadway leads down from the street to

Fig. 633. — Pkksi'fxtive ok Inikkiok ok WAiTiNCi-KouM.

the space around the depot, so that carriages and wagons can drive down to the train-level from the
street. On the train-level there is a general waiting-room; a ladies' waiting-room; and on the sides
of the entrance stairway from the street at the train-level there is a gentlemen's waiting-room and a
restaurant. 'I'he train-shed connected with tlie depot is 80 ft. wide by about 250 ft. long. It is open
on the sides, being su])ported on iron columns throughout.

Terminal Passois^ci' Depot at Washington, D. C, Pennsyl7'ania Raiiroa<i. — 1'he passenger depot
at Washington, D. C, of tlie ISaltiniore & Potomac Railroad, the terminus of the Pennsylvania Rail-
road System at Wasliington, D. C, shown in Fig. 634, kindly furnished to the author by the
Passenger Department of thi Pennsylvania Railroad, is a large terminal head-station, designed by
Mr. Joseph M. Wilson, engineer and arcliitect, Philadelphia, Pa. The building is illustrated and
described in the issue of the Railroa,! Gazette of July 19, 1873; in the issue of Engineering of March 2,
1877; in the issue of the Scientific Anieriean, supplement, of May 12, 1877; and in the book "The
Pennsylvania Railroad," l)y James Dredge. The depot is described in the publications mentioned
as follows:

It is constructed of llie best pressed bricks, with Ohio-stone dressings, the base course up to the level
of the first-story windows, and the entrance steps, being of Richmond granite. It has a frontage on B Street
of 137 ft., and on Sixth .Street of 95 ft. ; the main entrance being on Si.xth Street, ami the ladies' entrance on
the former.

The acconiinoriations on tlic fnst floor for p.-issongers are ample and convciiient, comprising a general

38o

BUILDINGS AiVn STRUCTURES OF AMERICAN RAILROADS.

waiting-room, 40x68, a ladies' rooi'L 23x45, a geiulemen's room, 37x20, a restaurant and dining-room
45 ^ 55' with complete kitchen arrangements, a baggage-room, offices, etc., etc. The second and third floors

are devoted to offices for the company, janitor's rooms, etc. The whole building is finished in first-class
style, and is heated by steam throughout.

At the rear of the main building, extending along Si.xth Street, and covering a space of 130 ft. x 510 ft.,

TERMINAL PASSENGER DEPOTS. 381

is the roof under which ihe passenger-cars enter, and receive and discharge llic passengers. It is spanned
by a handsome wrouglit-iron arch, is well liglited an<l ventihited, and atTords ample protection to passengers
from the weather. Tlic desi^^n fur the snutliein ciuraiice to the roof is exceedingly handsome.

The complete spccirication for tlie construction of this depot will be found on pages 124 to 139,
in Mr. Lewis M. Haupt's book on "Engineering Specifications and Contracts," covering the general
requirements, and the det.iileil specifications for .stone-work, brickwork, iron-work, carpenter-work,
plastering, i)luniliing, g.is jjijjcs and fitting, p.iinting and glazing, hardware, tin-work, slating, heat-
ing, etc.

Passenger Depot at West Philadelphia, Pcnnsyhania Railroad. — I'he old terminal passenger depot
cf the Pennsylvania Railroad at West Philadelphia, Pa., used as an office-building and car-shed since
the construction of the new Broad Street station in Philadelphia, is a large terminal head-station,
plans for which were published in the issu3 of Engineering, March 9, i"TT, and also in the book "The
Pennsylvania Railroad," by James Dredge. This depot was designed and built under the supervision
of Mr. Joseph M. Wilson, engineer and architect, Philadelphia, Pa., and it is described as follows in
the publications mentioned:

The depot stands back from the main road, being reached by a carriage-drive that passes underneath a
timber ornamental covered way in front of the fa(;ade. The building is a two-story structure, tlie upper
fiOor being chiefly occupied by the company's offices. The fai^ade is constructed of different-colored bricks
arranged with a very good effect. Beliind the s'.aiion building are two covered sheds, about 900 ft. long,
each of them covering three lines of rails. The sheds consist of colunms spaced about 15 ft. apart, and
carrying a curved timber truss with iron ties. This truss is extended on each side beyond the columns, and
is supported by brackets as shown. The longitudinal girders between the columns are braced together
with double ties converging into a single rod running across the span, and sup|rorted at two points in its
length by a light suspension-rod. An adjusting scrcw-sIeeve is placed in the middle of each tie-rod. The
roof is covered with tinned sheets carried on purlins, and a lifted ventilating roof with louvres in the sides
is placed in the centre. There arc altogether twelve tracks in the station, si.\ of which are under the shelter
of the two sheds, and the remaining si.x are used for storage of cars, etc. There are ten platl'orms. Tlie
station comprises three independent structures — the station building proper, the departure baggage-room,
and the arrival ba,t;gage-room. There is besides on the end platform a small office for receiving parcels.
The space around the station building is covered in with a flat roof as far as the gable-end of the enclosed
roofs over the tracks. The main building is about 180 ft. x 100 ft. The general waiting-room does not
occupy a central position in the building, having on one side of it a general and a ladies' restaurant 40 ft.
wide, and occupying together the whole depth of the building, while on the other side is a ladies' waiting-
room, 40 ft. wide by about 100 ft. long, approached by a passage from the general waiting-room, and having
on one side of it the ticket-office, and on the otlier lavatoiies, occupying a width of about 20 ft. On the
second floor, which is reached by a winding stair, are situated on one side the kitchen and olhces of the
restaurant, and on the other the offices of the general agent, general baggage-agent, conductor and train-
agent, telegraph-clerks, stores, etc. A second spiral stairway leads -from these rooms to the ground level.
Tills part of the building is covered by a flat roof. The general waiting-room rises unbroken up to the roof,
the centre of which is about 65 ft. from the ground. A very spacious hall is thus obtained, measuring
appro.ximately 81 ft. x 100 ft.

Terminal Passenger Depjf at Broad Street, Philadelphia, Pa., Pennsylvania Railroad. — The pas-
senger deiiot of the Pennsylvania Railroad, at liroad Street, Philadeljihia, Pa., designed by Messrs.
Wilson Brothers & Co., architects and engineers, Philadelphia, Pa., shown in Figs. 635 to 641, is a
large and handsomely constructed terminal head-station, with an elevated track ap]}roach. An illus-
tration of this building, with a description of the imjirovements, was published in the issue of the
Raihoay Review of Dec. 31, 1881. The illustration. Fig. 636, was jirepared from data kindly fur-
nished the author by Mr. Wm. H. Brown, Chief Engineer, P. R. R., under whose direction the depot
was built, and Fig. 635 and Figs. 638 to 641 are pulilished through the courtesy of the Passenger
Department of the Pennsylvania Railroad, and of Messrs. Wilson Brothers & Co., who have described
the depot as follows in their allium of designs:

The building was opened to the public in January, 1882. The arrangement is peculiar, owing to the
fact that the railroad tracks, after crossing tlie Schuylkill River, are carried on a brick arcade along the
south side of Filbert Street, at a considerable elevation above the street, and enter the station at the level
of the second floor. The first story thus becomes a kind of basement above ground, and is so treated
architecturallv.

382

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

Fig. 635.— Perspective of Depot.

TERMINAL PASSENGER DEPOTS.

3,^:i

Tlie front on Broad Street mc;isnres 193 ft. 5 in., and the depth on Filbert Street is 122 ft. 10 in. On
the right about So ft. of tlie frontage is occupied by ticket-otRces, baggage-room (departing), 30x73, and a
lol)by, 40 X 80, for passengers in connection therewith, which lobby contains stairs and elevators to the
uaiting-rooms on second floor. On the left about 34 ft. is occupied by the e.xit staircase, behind which is
the baggage-room (30x80) for arriving baggage. The central portion, about 80 ft., is left open from front

Fig. 036. — Cross-section of Train-shed.

Fu;. 637.— Perspective of Train-sued.

to rear, providing a convenient passage way for carriages, to which passengers have access from either street
under cover.

In the second story the entire frontage on Broad Street is occupied by the ladies' waiting-room (29 x 80)
with private room (13x28) and toilet attached, and the dining-room (29x74). The restaurant (40x50)
opens from the dining-room, and is served by private stair and dumb-waiters from kitchen above. The
general waiting-room (50x80) adjoins the hidies' waiting-room and the restaurant. It is approached by
the entrance stair and elevators from first floor, and opens on the train lobby (30 x 190), e.xtending the whole
length of the building on rear (Fifteenth Street), and communicating with trains by gates. The exit stair
descends directly from this lobby, and a baggage-lift is provided at each end, connecting with the baggage-

334

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

arm, /iT- si.,^ j'

ii .oilliii

Fig. 63S.— Detail of Exterior

Fig. 639. — Detail of Push-plates of Doors

tel

Fig. 640. General View.

TERMINAL PASSENGER DEPOTS.

38s

rooms for arrivint; and de|)aning baggage. The offices in the upper stories are a|>proai:hiMl from this lolihy
by a private stair and passage on tlie Filbert Street front, which also affords access to the toilet-rooms for
gentlemen.

The train-house, which begins at the gates from the lobby, extends 450 ft. in length to Sixteenth Street,
being carried across Fifteenth Street on girders. It contains eight passenger tracks and platforms.

Looking up Filbert Street from the Masonic Temple the view of the building is very pleasing, the color
showing up richly against the white marble of the new City Hall, which sets well back, making a sort of
plaza.

The style of the building is a modern adaptati n of Gothic architecture. The eastern or principal front

Fig. 641.— Detail of Exterior.

is divided into six unequal bays by piers and buttresses, flanked on the north by a clock -tower, and on the
south by a gable, in which are the openings to the exit hall and stairs. The tSwer and two bays next to it
include the ticket-offices, lobby, entrance stairs, etc , the other bays being open through on the street level,
so that carriages may drive under.

The basement or fir.st story is of granite, above which are three stories of red brick and terra-cotta.
The second floor, as before mentioned, is at the level of the tracks, where all the principal apartments are
located. The second-story is therefore the principal one, and is so treated architecuirally. the height of the
large rooms being divided at either end by entresols.

386 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

The piers are curried up from their granite bases in terra-cotta as far as the springing of the large win-
dows of the second story, the jambs of which are decorated with slender terra-cotta columns, two to each
side, with enriched shafts and caps, from which rise the great arches of elaborate terra-cotta work in three
orders, as shown in detail in Fig. 638.

The transom lights are l^ept rectangular, forming spandrels under the arches, which are of terra-cotta,
richly decorated. Over the piers between these arches are circular panels, containing finely modelled heads
typical of the races of humanity, indicating the cosmopolitan character of the institution and its widespread
benefits. The upper stories, being occupied by officers of the company, are more plainly treated, and the
openings are made smaller and more numerous to sui"^ the necessary subdivisions. At the level of the
fourth floor a balcony is got in the thickness of the wall, the face above being set back, and the line of the
wall face below carried up by buttresses, through which openings are pierced, making the balcony con-
tinuous. Two of the bays of this front are carried up through the cornice and form gables, shown in Fig.
641, which contain windows lighting an attic story extending over the whole building, and serve to break
the otherwise long lines of the cornice. The front on Filbert Street is treated in a similar manner, extend-
ing from the clock-tower to the bridge crossing Fifteenth Street, and connecting with train-house.

The granite-work is executed with extreme simplicity, the blocks being large, and the natural unworked
surfaces being used wherever practicable. The mouldings and enrichments there used are bold and simple
in character. The terra-cotta work, on the other hand, is very elaborate. The individual pieces are small,
and plain surfaces are avoided as much as possible, to obviate the difficulties met with in manufacturing
large pieces, and the bad effects of warping and shrinking. Delicacy and elaboration of detail naturally
follow — qualities which characterize the ancient Italian work, and also the best modern English essays in this
material. The red-brick work is relieved by bands of moulded brick of the same color at intervals, which
serve to break agreeably the plain surfaces without destroying the solid effect.

The interior is thoroughly carried out in the same style as the exterior. In the lower story the walls of
the lobby and stair halls are faced with enamelled brick in buff and white, with dado of chocolate and black,
and frieze of white and blue in patterns. Caps and corbels, arches, skirtings, etc.. are of blue marble. The
ceiling is arched in brick between rolled-iron beams, supported on heavy wrought-iron girders, which in turn
are upheld bv powerful cast-iron columns, consisting of a square centre sect on, surrounded by a cluster of
four shafts with caps and bases, from which spring ornamental cast-iron brackets, in the shape of a quarter
circle, connecting with the under sides of the girders. The iron-work is all exposed to view, and decorated
in colors. The floor of the driveway is laid with a pavement of asphalt, and the rest of this floor is artificial
stone. The wood finish of this story is ash. The stairs to the waiting-rooms above are marble, with a
handsome wrouglit-iron railing.

In the second or principal story the jambs and arches of the openings are marble, and the floors marble
tile, except in the lobbies, etc., where artificial stone is used in colored patterns with good effect. In the
lobbies and other exposed portions the walls are colored and enamelled bricks; elsewhere panelled wooden
dados are used.

The ceilings of the ladies' waiting-room, dining-room, exit-stair hall, and lobby to train-house are hard-
wood, divided into panels by the girders supporting the floors above, and subordinate moulded ribs running
between them.

In the ladies' waiting room, dining-room, and exit-stair hall the ceiling is supported by curved trusses
springing from the walls at the same level as the springing of large windows, and resting on marble corbels
built in the walls. These arched trusses are quite elaborate in design, and add much to the beauty of the
apartments.

The waiting-rooms, dining-room, and ladies' private room have large open fireplaces, and the transoms
of windows and doors and the ceiling over main waiting-room are glazed with cathedral glass in lead, plate-
glass being used elsewhere.

The train-house is divided into two equal spans of eighty feet by a row of wrought-iron columns
enclosed in ornamental open casings of cast-iron, which carry the roof-trusses. These trusses are wrought-
iron, in the form of a double segment, meeting at the ridge in a low Gothic arch, with ornamental struts
and tie-rods. The walls are red pressed bricks, divided into panels by moulded pilasters and arches, the
pilaster caps being red terra-cotta, and the spandrels filled with buff moulded bricks, arranged in patterns.
Along the base is a skirting of blue marble, and a moulded sill-course of the same stone extends the whole
length below the wuidows, which have semicircular heads following the lines of arches between the
pilasters.

Every provision has been made for the comfort and convenience of passengers, and every detail, down
to the seats and the push-plates on doors, etc., has been carefully considered.

TERMINAL PASSENGER DEPOTS. 387

Passenger Depot at Atlantie City, N. /., Philadelphia vS-^ Reading Railroad. — The passenger depot
of the Phihidelphia iV- Reading Railroad at Atlantic City, N. J., is a terminal head-station, plans for
which were published in the issue of the Railway Revie^c of May 10, 1890, in connection with the
following description :

There are six tracks terminating at this depot, arranged in pairs in such a manner that wide platforms
are obtained for the approacli of each train. These platforms are 450 ft. in length, and are covered. The
waiting rooms, baggage and express rooms, etc., are grouped together at tlie end of these tracks in a luad-
house. There are numerous entrances into the building from Atlantic Avenue and one from Arkansas
Avenue. On the latter street there are a number of gateways communicating to the platforms, forming
means of ready exit. The lobby is covered by a shed roof extending at right angles with the tracks.
From this gable roofs extend parallel with the tracks, covering the platforms their entire length. There are
numerous features of interest in the building, the style of architecture being novel. The waiting-rooms are
nicely finished in oak, with mahogany furnishings and rich curtains. The station is one which has attracted
a great deal of attention and favorable comment.

Passenger Depot at Boston, Mass., Neia York cr" New England Railroad. — The passenger depot of
the New York & New England Railroad at Boston, Mass., is a terminal head-station, plans for which
were published in the issue of the Railroad Gazette of Sept. 30, 1881. The train-shed has two tracks
entering it, one for in-bound and the other for out-bound trains. There is a baggage platform be-
tween the two tracks, while wide passenger platforms are provided along the outside of each track.
Baggage is thus handled entirely independently of the passenger platforms, and arriving passengers
and departing passengers use separate platforms. The depot building has a general waiting-room,
40 ft. X 46 ft. 10 in.; a baggage-room, 33 ft. X 34 ft.; a kitchen, 19 ft. X 16 ft.; a dining-room, 30 ft.
X 16 ft.; a depot-master's room, 23 ft. X 10 ft.; a refreshment-room, 30 ft. X 7 ft.; a telegraph office
and package-room, 19 ft. X 7 ft.; a news stands; a ladies' waiting-room, 40 ft. X 23 ft.; a ticket-office,
19 ft. X 17 ft.; lavatories and toilet-rooms for gentlemen and ladies. The general waiting-room is
entered through a vestibule from the street. On one side of the depot is a small /w/c cochcre. The
inside of the building is finished in wood. The offices and dining-rooms are heated by steam, and
the waiting-rooms by stoves. The building is covered with galvanized iron on building-paper and
boards, and roofed with slate.

Passenger Depot at Stoughton, Mass., Boston 6~" Proi-idence Railroad. — The passenger depot of the
Boston & Providence Railroad at Stougluon, Mass., designed by Messrs. Sturgis & Brigham, archi-
tects, Boston, Mass., is a small but very substantially built head-station. The head-house is of
stone, with slate roof and a large scjuare clock-tower. The train-shed has two tracks running into
it, with a platform between the tracks. The ground-plan shows a gentlemen's waiting-room; a ticket-
office; a ladies' waiting-room, with toilet-room attached; a baggage-room; a telegraph office; a gen-
tlemen's toilet-room; and a porte cochi-rc. The ladies' room is located in the circular-shaped end of
the building next to the street, which gives a very pleasing effect l)oth for the exterior as well as the
interior. Plans for the building were published in the Stoughton 6'('«////i'/ of April 9, 18S7, in which
issue the structure is described as follows;

The proposed new depot is to be comprised of a head-house and a train-house. The head-house is to
face on Wyman Street. The structure is to be of granite, and is to have a tov.'er and a clock. The tower is
to be 62 ft. in height, 15 ft. square on the base, 32 ft. to the ridge or coping, and 14 ft. to the roof of the
depot. The extreme length of the main building is 88 ft., and the total width 35I ft. In the rear the train-
house will be of sufficient length to accommodate the entrance of a passenger train and the delivery of the
passengers on the inside platform, from which thov will proceed to Wyman Street in the main building.
The building is to be of Stous^hton granite, rough-hewn. Tlie roof will be slated, and the outside wood-
work will be of hard wood. On the inside the station will be framed to be at once beautiful and convenient.

The women's room will be on the west side of the building, and will be a beautiful twelve-sided room,
32 ft. square. The men's room will be 32x36 ft. square, large and convenient. The ticket-office will be
between the two rooms on the south side facing Wyman street, and will be so arranged as to permit the
sale of tickets in either room in a very handy manner. This room will be 10 x 14! ft. The bagg.Tge-room
will be in the east side of the building and will be 11 ft. square. The telegraph office will be I4x6i ft. and
convenient of access. Suitable and convenient toilet-rooms for men and women will be found.

388 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

T\\c parte cochere or driveway entrance will be on the extreme east of the building, and will be 20 x 24 ft.
The interior will be finished in hard wood in the most substantial and elegant manner, with hard-pine
floors.

Passenger Depot at Boston, Mass, Boston &^ Providence Railroad. — The passenger depot of the
Boston & Providence Railroad, built about the year 1874, and designed by Messrs. Peabody &
Stearns, architects, Boston, Mass., is a very handsome head-station, a plan of which was published
in the issue of the Railroad Gazette of June 19, 1875, in connection with the following description.

The building is situated on the triangular lot bounded by Park Square, Columbus .-X venue and Provi-
dence Street, and is Gothic in design, and built of brick laid in black mortar, with Nova Scotia stone trimmin<;s.
The head-house is 200 ft. long and 150 ft. wide. The train-house is 600 ft. long, 128 ft. wide, and 65 ft. high.
The main entrance to the building is on Columbus Avenue, through a vestibule 25x32 ft,, paved with tiles,
arid the ceiling finished with hard pine. On the left of the main entrance, on Park Square, is a brick tower
150 ft. high, containing an illuminated clock with four faces, each 10 ft. in diameter. The vestibule leads
into a general waiting-hall 170 ft. long, 44 ft. wide, and So ft. high, extending up above the rest of the building
so as to admit light through clear-story windows. Additional light is also obtained through skylights in
the roof. This hall, as well as the remainder of the first story, is paved with black, white, and red tiles, and
is heated by means of three stacks of marble-topped steam radiators. Around this hall, and on a level with
the second story, runs a gallery, connecting the corporation offices in the second story, supported by wooden
columns and brackets; between these columns are pointed arches, finished in ash, and glazed w-iih plate
glass, dividing the hall from the waiting-rooms on the sides and at ihe end opposite the entrance from the
train-house. The main hall is covered by a roof supported by hard-pine trusses, and sheathed with pine var-
nished and decorated. On the left of the hall is the smoking-room, 44 x 27 ft., gentlemen's waiting-room
50x40, ticket-olfice, and ladies' room, 50x62. The parcel-room is between the waiting-rooms and behind
the ticket-office. Connected with the ladies' waiting-room is a dressing-room, 15 X24 ft., and water closet.

On the right ol the hall is the main staircase to the corporation offices in the second story (which are
also connected with Park Square by means of a private vestibule), gentlemen's dressing-room, 15 ft. square,
gentlemen's water-closet, 34X 13 ft., telegraph office, news-stand, barbershop, restaurant, 50x30 ft., private
dining-room and serving-room. All of these rooms are 20 ft. high and finished in ash. The windows are
glazed with plate glass and leaded glass above the springing of the arch. On the walls of the ladies' room
are painted maps of the road and its connections. Next to the ladies' room is a corridor leading to the
Columbus Avenue entrance and which connects with the outward baggage-room.

In front of the building, in the second story, is the superintendent's general office, superintendent's
private office, and president's private office. On the left of the building is the president's and directors'
room, treasurer's general and private office, ticket-agent's and conductors' room, and connected with these
rooms are the necessary dressing-rooms. On the right of the building is a room for the storage of supplies,
travellers' reading-room, billiard-room, 30 x 50 ft., spare office, kitchen and bakery, tlie latter being over the
restaurant and accessible therefrom by a private staircase. In the third story, over the front office, are
sleeping-rooms and bath-rooms for the president, superintendent, and treasurer. The entire building is
finished in ash, the walls and ceiling painted and decorated with oil colors, and is heated by steam furnished
by four large boilers in the basement. The train-house is entered from the main hall on the first story
through three arched doorways. On the right of the entrance is the depot-master's room, and a staircase
leading to the gallery of the head-house. On the left is the outward baggage-room, which connects with
the C(3lumbus Avenue carriage-entrance. .About half-way down the length of the train-house, and outside
the building, is a room for the storage of inward baggage and a waiting-room for hackmen. The roof,
which covers five tracks, is supported by arched iron trusses, 24 ft. on centres and 125 ft. span. Light is
furnished through large windows in the sides and glass in the roof. The trains enter through arches in the
end of the train-house, the largest of which is 68 ft. span.

Proposed Union Passenger Depot at Buffalo, N . Y. — Tlie plans for a proposed Union Passenger
Depot at Buffalo, N. Y., were published in the issue of the Raihvay Review of Feb. 18, 1888. The
design, prepared by Mr. C. W. Buchholz, Engineer of Bridges and Buildings, New York, Lake Erie
& Western Railroad, shows a large and handsome terminal head-station, described as follows in the
publication mentioned :

The efforts to solve the orrade-crossing problem in Buffalo have resulted in a scheme which is so favor-
ably received by the railroads and the public that it seems likely to be brought to a fulfilment. The propo-

TERMINAL PASSENGER DEPOTS. 389

sition, as submitted to the sub committee of llie joint committee on grade-crossings, was illustrated by
plans prepared by Mr. C. W. lUicliliolz, of the Erie Railroad. The total cost of the projected improvement
is estimated at between $2,000,000 and $3,000,000.

It is proposed by the Buchholz plan to have the ruads entering the city approach their terminus by a
common route, the tracks of which shall cross the streets east of Louisiana Street above grade, but shall run
under Louisiana. Chicago, and Michigan streets. The tracks are to run into a union depot which will front
on Washington Street, at the corner of Exchange. West of the depot the tracks of the New York Central
will cross Washington and Main streets below grade, coming to grade on the Terrace about op|)osite tlie
foot of Franklin Street.

It is proposed to begin the depression of the tracks at Van Rensselaer Street and continue the descent
until a level is struck two feet below the present grade at Louisiana Street. This level will be continued to
Micliigan Street, and thence carried into the train-house at such a grade that the platforms of the cars will
be on a level with the landings.

The passenger depot provided for in Mr. Buchholz's plans is worthy of a description in detail. The
Washington Street elevation presents an ornate brick and cut-stone building, with a frontage of 300 ft..
seven stories high, covered by a Mansard roof with numerous dormer-windows, and overtopped by a
massive clock-tower over 200 ft. high. A paved plaza 100 ft. wide separates the building from the street
proper. Over the main entrances is a broad porie coclurc, and to the right of this, about 75 ft. farther south,
is a massive arch from which emerge the double tracks of the Central Belt Line and the Niagara Falls
branch. The E.xchange Street elevation drops to three stories after passing the tower, and continues for
300 ft. Beyond this stretches away the train-house for 500 ft. more. A heavy archway securely gated on
this side furnishes an exit for all passengers leaving the depot. Some of the express and baggage rooms are
on this side, and the other express and baggage rooms are in the corresponding bu'lding on the canal side
of the station, which is separated from the canal by a driveway of ample proportions. The ground-plan of
the passenger station shows a general waiting-room, 76 x 132 ; a smoking-room, 37 x 81 ; a spacious ladies'
room, wide liallways extending up to the roof to afford light and ventilation, a grand staircase leading to
the regions above from the hall on the right of the general waiting-room, four elevators, a spacious ticket-
office, and a platform 50 x 2S0 between the waiting-room and the train-house.

On the second floor is a restaurant, while all the floors above are given up to offices of the railroad
companies making use of the terminal facilities. The south wing contains baggage-rooms, express-rooms,
a store-room, and a kitchen, with offices on the two floors above.

The north wing, on the Exchange Street side, contains baggage and express rooms only on the ground
floor, with offices above. The plans for the train-house call for an arched structure 108 ft. high in the centre
and 280 ft. wide, with 14 tracks and eight broad platforms between them.

The estimated cost of tlie passenger station complete is $700,000.

Passenger Dfpot at Rochester, N. V., New York, Lake Erie sr" Western Railroad.— The passenger
depot of the New York, Lake Erie & Western Railroad at Rochester, N. Y., is a terminal head-
station, plans for which were published in the issue of the Railway Review of August 27, 1887; in the
issue of the Scientific American (.\rchitects and Builders' Edition) of November, 1886; and in the
issue of the Railroad Gazette of March 20, 1885. The description of the building in the Scientific
American is as follows :

The new depot is located on the south side of Court Street, near the river. The style of the architec-
ture is based on the modern Renaissance, being treated in a free and unconventional manner suitable for
this class of building. On the first story there is a general waiting-room. 38 ft. x 35 ft., with a gentlemen's
toilet-room opening from it. Also a ladies' waiting-room opening from it, with a ladies' toilet-room
attached. There is also a baggage-room, 39 ft. x 15 ft. ; an agent's room, with ticket-office; a news-stand ;
and a telegraph-office. On the second story there are a superintendent's office, conductors' room, division
freight agent's office, hall, lobby, and toilet-room. The main building is 76 ft. x 60 ft. A tower on the
northeast corner rises to the height of no ft. above the pavement. Brick and stone have been used for the
walls, with Medina stone laid up in regular courses of ashlar, with quarry faces and chiselled draught below
the first-floor sills. Above this point the exterior courses of walls are laid up with pressed brick in black
mortar. Window-sills, bracket corbels, key-stones, and first-story sill-course are of Ohio sandstone.
Trimmings of terra-cotta and moulded brick are freely used in belt and string courses and in the arches.
The roofs of main building and awnings are covered with slate and copper, and the roofs of wings with tin.
The interior of the building will be finished in white ash and cherry, the floors of waiting-rooms and vesti-
bules laid with black and white marble tiles, and tlie floors of the toilet room with slate tiles. An open

39°

JBUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

staircase in oak, ash, and cherry is located in the tower. Steam will be used to heat the building, and elec-
tricity for lighting. The tower clock has four 5-ft. glass dials, and will be lighted automatically by electricity.
A train-shed 270 ft. long and 72 ft. wide, of ornamental design, in iron, is to be erected adjoining. The cost
of passenger station and train-shed will be upward of $50,000. The work is being executed under the
direction of C. W. Buchholz, engineer, from drawings and designs of George E. Archer, architect to the
company.

Terminal Passenger Depot at Louisville, Ky., Louistiiile &" Nashville Railroad. — The passenger dejiot
of the Louisville & Nashville Railroad at Louisville, Ky., designed by Mr. H. Wolters, architect, Louis-
ville, Ky., commenced during the summer of 1S82 and completed in 1887, shown in Figs. 642 and 643,

Fig. 642. — Ground-plan.

Fig. 643. — Ckoss-section and E.nd Elevation of Train-shed.

from data kindly furnished to the author by Mr. R. Montford, Chief Engineer, L. & N. R. R., is a
large terminal head-station, plans for which were published in the issue of the American Architect and
Building Neic's of May 20, 1882, and in the issue of the Railway Review of May 20, 1882. The de-
scription of the building in the latter publication is as follows:

The depot is located on the corner of Broadway and Tenth Streets. The front of the building will be
100 ft. wide and 130 ft. deep, and will have a basement and three stories. The first floor will have, besides
a corridor 20 ft. wide, waiting-rooms for ladies, for gentlemen, and for colored people, together with a
ticket-office, coffee-stand, and dining-room. On the second floor will be offices for the transportation and
the engineering departments, and a large room for the Louisville & Nashville branch of the Young Men's
Cliristian Association. The walls will be faced with pressed bricks, and the sills, lintels, and ornaments
will be made of the white oolitic limestone from the quarries at Bedford, Ind., while the front stairway will
be made of granite. All the inside finish will be of hard wood. The car-shed will be 100 ft. wide and 400 ft.
long; it will be made entirely of wrouj^ht-iron, and will cover five tracks, three of which will be for the
exclusive use of the Louisville & Nashville Railroad Company's trains, while the two on the west side will
be made accessible to trains of the Chesapeake, Ohio & Southwestern, as well as of the Ohio & Mississippi,
and of the Jeffersonville, Madison & Indianapolis, from the north side of the Ohio River. West of the
shed there will be a detached brick building, 130 ft. long, for the baggage and express business.

Union Passenger Depot at Cincinnati, O. — The Union Passenger Depot at Cincinnati, C, designed
by Mr. W. W. Boyington, architect, Chicago, 111., is a large terminal head-station, a plan of which was

TERMINAL PASSENGER DEPOrS. 391

published in the issue of the Scieniific Aiiieruan Siipplciiicnt t)f Nov. 12, i8Si. The- strucluic is
described in the Railway Renew as follows:

This structure is to be located upon the corner of Central Avenue and Third Street. The end front will
be 233 ft. on Central Avenue. The side front will be 475 ft. on Third Street. On the corner of Central
.Avenue and Third Street will be an office-building Sox 90 ft., six stories high. This is intended to accom-
modate local offices for the four or five different railroads that will occupy the station. In this building
there will be a series of three large fire-proof vaults on each floor. A passenger elevator and all nKxlern
conveniences for office purposes will run to the roof. There will be a light-shaft in the centre, affording
light to all parts of the building, and at the same time a thorough ventilation. The depot proper will be
approached either from Central Avenue or Third Street. The main passenger waiting-room will be on a
level with Third Street, 220 ft. long by 36 ft. wide in the clear, and three stories high, with ticket. Pullman,
and telegraph oflices included. There will be large and commodious parlors and living-rooms and lunch-
counters on a level with this floor in the ofiice building.

The passenger building will recede 30 ft. back from the office-building on Third Street. This 30 ft. will
be covered over to the sidewalk with an iron canopy for the convenience of passengers alighting from
carriages. In addition to this covered roadway there will be a covered carriage and 'bus rotunda, 100 x 80
ft., opening from Central Avenue.

The platform or car-shed story will be 15 ft. down from Third Street, and will be reached by the
rotunda before mentioned on Central Avenue, and by a large archway 30 ft. wide between the office building
and main passenger-room, also by a large double flight of stairs through the centre of the main waiting-
room. There will be a general ticket-office, waiting-rooms, lunch-counter, smoking-rooms, barber-shop,
etc., on the platform floor.

The baggage-room and building, 36 x 175 ft., and two stories high, will be on Third Street, wtst 01 the
main waiting-room. This will be arranged so that the baggage-room floor will be on a level with the car
floor, and the 30-ft. road so graded on the street front that baggage wagons can load directly from the bag-
gage-room without elevators.

An incoming-baggage room will be provided on Central Avenue, approached by the rotunda before
mentioned. It will be otherwise similar to the main baggage-room. The platforms will be about 700 ft.
long under the viaduct of Smith Street.

The car-sheds cover ten tracks, with sufficient platforms to accommodate five roads with two tracks
each.

The style of the building is to be Eastlake and modern Gothic, treated with Queen Anne features.
This will be relieved by bold projections, giving a picturesque outline and a very attractive and impressive
fagade, quite dissimilar to any depot in this country. Its material will be stone in the first or platform
story, and red pressed brick above, with light-colored stone trimmings and red terra-cotta ornaments inter-
spersed to relieve the plain surfaces.

The building itself will cost about $400,000. The entire cost of ground, track, and buildings will be
about $1,000,000.

The railroad immediately in charge of the enterprise is the Cincinnati. Indianapolis, St. Louis k
Chicago Railway Company, with M. E. Ingalls, Esq., president, at the head of the enterprise. W. W.
Boyington, Esq., of Chicago, is the architect of the building.

Terminal Passeii^i:;er Depot at Cincinnati, O., Pittsburg, Cincinnati (r St. Louis Railway.—
The passenger depot of the Pittsburg, Cincinnati & St. Louis Railway at Cincinnati, O., designed
by Mr. S. J. Hall, architect, under the direction of Mr. M. J. Becker, Chief Engineer, P., C. & St.
L. Ry., is a large terminal head-station, plans for which were published in the issue of the Railroad
Gazette of Oct. 27, 1882. The improvements made at this point, including the passenger depot, are
described as follows, in the publication mentioned:

The new passenger station is located on the southeast corner of Pearl and Butler streets, extending
with its main entrance front along Butler Street, 116 ft. 4 in., and 89 ft. 6 in. along Pearl Street.

Its foundations consist of blue limestone masonry, reaching to the base of the lower story windows,
where they are capped with a bevelled water-table of white Dayton limestone. All outer walls areof piessed
brick of Zanosville, O.. manufacture, trimmed with Cincinnati freestone. The ronf is p.irtly of slate and
l)artly f>f tin.

The ground-floor contains a main waiting-room in the central part of the building, open to the roof ; on
the left of tlie main entrance is a passage leading to the ladies' waiting-room, and connected with that room

392 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

is a toilet-room and closets. The general ticket-office, the Pullman office, a package-room, and water-closets
are all located upon the left of the general waiting-room, as is also an exterior hall and stairway leading to
the offices in the upper story.

In the rear of the general waiting-room and directly opposite the main entrance are the doors leading to
the train-shed. On the right of the general waiting-room are the dining-room and lunch-room, with
kitchen between the two ; also telegraph-office, depot-master's office, and conductors' room.

In the upper story of the building are the offices of the Superintendent of the Little Miami Division,
the train-despatcher's otBce, conductors' rooms, and closets. All these rooms are located along the
outer walls of the building, leaving the entire interior space open for light and ventilation for the main
waiting-room below. A gallery connects the rooms of the upper story, and affords a view over the general
waiting-room and lower story of the building.

The interior walls are frescoed in oil, and the woodwork is finished in black-walnut, all of modern
designs and workmanship. The floors are tiled. The gas-fixtures are of polished bronze of tasteful
designs.

The rear of the building is sheltered by a porch inclosed by an iron railing, with iron gates for access to
the train-shed.

The train-shed is 360 ft. long and 85 ft. wide between columns, affording entrance for four tracks and
sheltering two additional tracks under the projections of the roof. It is composed of wrought-iron columns
anchored to stone foundations, roofed by wooden arched ribs and covered with tin. A substantial wall,
surmounted by an iron fence, encloses the yard along Pearl Street. The widening of Butler Street and the
space south of the passenger station afford ample room for approach of carriages and vehicles for the
landing of passengers and baggage.

Near the southeast corner of the passenger station is a brick building, 85 ft. long and 24 ft. wide, for
baggage, mail, and express rooms. The passenger yard is separated from the freight yard by a division wall
extending from the ice-house eastwardly to a point east of Kilgour Street.

The elevation of Pearl Street at the corner of Butler Street is about 1 1 ft. above the level of Front Street,
which difference made it necessary to establish the two yards on different planes in order to afford access to
each from the adjacent streets. The tracks of the passenger yard are therefore ascending from the point of
divergence east of the city water-works towards the passenger station, and the freight tracks are descend-
ing in the same direction, the division wall rising in height with the increasing difference in the elevation of
the tracks.

Immediately south of the division wall is a spare track for delivery of bulk freight. Next to this is the
track leading to the Newport and Cincinnati Bridge, upon a rising grade of no ft. per mile. Between this
bridge track and Front Street are the freight tracks and freight stations. The new freight-house is 505 ft.
long and 94 ft. wide; it is composed of iron columns supporting a combination roof covered with tin. Ad-
joining the new freight-house on the west are the offices of the local agent, cashier, and their clerks, in a
two-story brick building facing on Front Street.

An old freight-house, east of Kilgour Street, has been retained for a local delivery station.
The former passenger station on the south side of Front Street has been converted into a freight station
for use of the Louisville & Nashville Railroad.

The total cost of the improvements foots up as follows :

Passenger station $79,422 39

Passenger shed, 28,995 4^

Baggage building 5,660 71

Freight station 53.090 32

Converting old passenger station into freight station, 2,646 78

Yard tracks 44.319 76

Retainingwalls 10,134 93

Grading, 7,688 77

Street-paving 17,269 95

Total cost $249,229 09

Tcnninal Passenger Depot at Ciiiciiniati, O., C/iesapeake >S>' 0/iii> RailroacL — The passenger
depot of the Chesapeake & Ohio Railroad at Fourth Street, Cincinnati, O., which was in course of
construction during the year 1890, in connection with other terminal improvements at this point, is a
terminal head-station, the ground-plan of which, with a description, was published in the issue of the
Railway Review of March 22, 1890.

TERMINAL PASSENGER DEPOTS. 393

Terminal Passenger Depot at Montreal, Can., Canadian Paeific Raitway. — The new passenger
depot of the Canadian Pacific Railway, at Montreal, Can., shown in Fig. 644, is a very large and hand-
some head-station, designed by Mr. Bruce Price, architect, New York, N. Y., jilans of which were
]nil)lished in the Engineering &^ BiiilJing Reeord, and subsequently published in the issue of the Rail-
way Revie70 of Feb. 25, i888. The building is described as follows, in the j)iiblications mentioned:

There are four full stories above the basement, besides a finished story in the roof. The basement is a
full story at one end, and v;holly under ground at the other, as the building stands on rising ground. The
general dimensions of the building are 204 ft. front and 70 ft. deep. The train-shed in the rear of the build-
ing is 500 ft. long. The cost is stated to be about §250,000. The upper lluors are used for the general
offices of the company. The material used in the building is stone, Scotch rubble-face, with rock-face belt-
courses. The interior finish is in Vancouver cedar. The general waiting-room on the first floor is arched
over, with granite columns and arches finished in plaster. The fioor-beams throughout the building are
iron, with fire-proof finish.

This depot and the stone viaduct approach are described and illustrated in the issue of Engineer-
ing A'eu's of March 3, 1888.

Terminal Passenger Depot at Detroit, Mich., Michigan Central Railroad. — The passenger depot of
the Michigan Central Railroad at Detroit, Mich., is a large and handsoinely constructed head-station,
designed by Mr. Cyrus L, W. Eidlitz, architect, New York, N. Y., plans for which were ))ubliched in
the issue of the Railway Review of Aug. 25, 1883, the description of the depot being as follows, in
the publication mentioned:

The depot is located at the corner of Third and Woodbridge Streets. The main buiTding will have a
frontage of 182 ft. 6 in. on Third Street and 280 ft. on Woodbridge Street. From the line of Third Street
to the front of the building there will be an open space of 27 ft. deep, intended for a grass plat, fountains,
and flowers. The westerly 84 ft. on Woodbridge Street will be covered with a lower range of buildings, in
which will be the boiler-rooms and e.xpress-ofhces, leaving an area of 182 x 196 ft. for the main building.

The principal entrance will be in the centre of the Third Street front, and will be one of the chief feat-
ures of the structure. This central division will project 13 ft. from the line of the main wall, and the
entrances will be five in number; three arched openings in the front and one on each side of the projection
will give access to a large and lofty lobby 40 ft. wide and 45 deep. In this lobby there will be an ornamental
wrought-iron staircase leading to the general offices of the company on the second floor. At the westerly
end of the lobby, and directly opposite the main entrance, there willbe large double doors leading to the
trains. The space above the doors and the transom will be filled with stained glass.

On the right-hand side of the lobby there will be large double doors leading to the gentlemen's waiting-
room, which will occupy the space between the main entrance and the tower.

To the left of the lobby will be similar doors opening into a spacious dining-hall, which will be first-
class in every respect.

Around the corner, in the Woodbridge Street front of the main building, there will be a ladies' entrance.
This front is also projected beyond the line of the main wall sufficient to give space for a vestibule, from
which will be the entrance to the ladies' waiting-room, a spacious apartment 43 x 30 fl., with its high ceil-
ing panelled with hard wood, and with a hard-wood panelled wainscoting extending 6 ft. above the floor. To
the right of the waiting-room there will be dressing-rooms, to the left the ticket-office, while at the southerly
end there will be wide doors leading to the train platform.

The ticket-ofiice will be in the base of the tower, occupying the angle between the two waiting-rooms
with office windows opening to each.

The baggage-rooms will be next west of the ladies' waiting-room, with which they will be connected by
an enclosed passageway.

Large terra-cotta fireplaces of original design and extending from the floor to the ceiling will be con-
spicuous features in the ladies' waiting-room and the dining-hall. A novelty in the interior arrangement
of the station will be the wide platform, 30 ft. in width, which will extend the whole length of the Third
Street front. It will be surmounted with a roof of glass and be railed off from the tracks by an ornamental
paling, in which will be gates which will be kept closed except when passengers are entering the cars or
coming in from trains. Between the tracks there will be wide, sheltered verandas, beneath which passengers
can step from the trains without exposure to the weather.

The second story will be devoted to the offices of the company, to which, besides the main staircase in

394

BUrf DIXGS A AW STRUCTURES OF AMERICAN RAILROADS.

\\\'\s^^'^^''^" ^^'^

.1 jA,

TERMJXAL PASSENGER DEEOTS. 395

the entrance lobby, there will be a private spiral staircase in the turret attached to the great tower at the
angle of the building. The general and private offices of the president will be in the tower, above the ticket-
office ; and clustered around these will be the offices of the other officers of the road, such as the president's
private secretary, the general attorney, auditor, superintendent, and chief engineer. Across the broad hall
at the rear of the building and facing the tracks will be the offices of the general freight-agent, paymaster,
fuel-agent, superintendent of the Canada Southern, division superintendent, and purchasing agent.

The main motive for the architectural treatment of the building is the leading up of all its parts, from
both directions, to the main tower. This tower will be 157 ft. in height to the ridge, and will be a con-
spicuous and imposing object from every point of view. From this culminating point the masses of the
building diminish in height towards the end, although this recession is prevented from becoming monoto-
nous by the bold and emphatic perspective of the gable mass at the base of which will be the main cntnmces,
and by the lesser projection that will relieve the Woodbridge Street front.

The materials to be used in the construction of the building are Philadelphia pressed brick, red terra-
cotta, a reddish-brown sandstone from New Jersey, and blue and red slate, — the latter for the tower only.
The stone will be used rock-face, and will form the footing-courses, steps, string-courses, and tlie first stage
of the tower and turret. The terra-cotta will be used in the arches, string-courses, crestings, and ridges of
the roofs.

Union Passt'niri-r Depot at Fort Stiret, Detroit, Mic/i. — The Union Passenger Depot at Fort Street
Detroit, Mich., on which construction was started in 1890, is a large terminal head-station, designed
by Messrs. Jas. Stewart & Co., architects, of St. Louis, Mo., ])Ians for whicli were published in the
Railway Review and also in the issue o^ Engineering News of Jan. 31, 1891, Fig. 645 being taken
from the latter publication. The same issue of Engineering News contains the plans for a propo.scd
design for the same depot, prepared by Mr. Bradford L. Gilbert, architect, New York City, N. Y.
The description of the adopted design, in the publication mentioned, is as follows:

The site for the new station is at the corner of Fort and Third Streets, a few blocks north of the
Michigan Central Station, and somewhat further removed from the river than that building. The heavy
expense for foundations necessary in the made ground near the river was therefore avoided here. Fort
Street is one of the principal residence streets of the city, and a large church with high spire on the corner
opposite the site of the station made a building of considerable height necessary in order that it should not
be dwarfed by the church. A train-shed was not called for, it being considered better to put all the money
available into the main structure and place shed roofs over the platforms, leaving the train-shed to be built,
perhaps, at some future day.

The adopted design has si.x tracks running into the depot. The estimated cost for the new depot is
set at $225,000. The frontage on Third Street is 138 ft. and on Fort Street 125 ft. The tower is about 170
ft. The materials are to be red brick and stone.

Terminal Passenger Depot, Chieago, III., Wisconsin Central Railway. — The Central Station of the
Wisconsin Central Railway, at the corner of Fifth Avenue and Harrison Street, Chicago, 111., designed
by Mr. S. S. Beman, architect, and built under the direction of Mr. W. S. Jones, Chief Engineer,
W. C. Ry., plans for which were published in the Inland Architect and News Record, Vol. 13, No. i, and
in the issues of the Raihvay Review of February 23, 1889, and of December 20, 1890, is a large L-
shaped terminal head-station. It \z described as follows in the Rail-way Review of December 20, 1S90:

On December 8, 1890, the Grand Central Station of Chicago was formally opened to the public. The
construction of this building was begun in October, 1888, and in the time which has since elapsed there has
arisen the finest depot building in Chicago, and one of the most magnificent in this portion of the country.
Complete in all its appointments, grand in its proportions, and imposing in its architecture, it commands
admiration, and reflects great credit upon those who conceived and carried out the enterprise to a successful
completion. The Chicago & Northern Pacific R. R,, the Wisconsin Central lines, and the Chicago, St.
Paul & Kansas City R. R. are occupying the building jointly, and they may all greatly increase their pas-
senger traffic without becoming cramped in their facilities. The station is very conveniently located, being
almost in the centre of the city, and but a short distance from most of the other prominent railway stations
of Chicago. The enterprise was undertaken by what was at that time known as the Chicago & Great
Western Railway, a short double-track road by which the Wisconsin Central lines a.nd the Chicago, St.
Paul & Kansas City Railroad obtained an entrance into the city. Since that time the Wisconsin Central has

396

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

been leased by the Nortliern Pacific Railroad, and the Chicago & Great Western is now known as the
Chicago & Northern Pacific. The engineer in charge of the work from its conception was Mr. W. S. Jones,
Chief Engineer of the Chicago & Northern Pacific Railroad. The architect was Mr. S. S. Beman, of Chi-
cago, and tlie iron and steel work of the train-shed has been constructed by the Keystone Bridge Co., Pitts-
burg, Pa., of which C. L. Strobel, of Chicago, is chief engineer.

The property on which this building stands extends south from Harrison Street to the railroad draw-
bridge across the south branch of the Chicago River, some 300 feet below Taylor Street, and west from
Fifth Avenue to the river, and comprises an area of over 15 acres. South and west of the river there is also
a tract of land comprising about 8 acres on which railroad buildings, roundhouses, etc., are located, and
still further south there is another piece of land 24 acres in extent which will be used for warehouses, freight-

TERMINAL PASSENGER DEPOTS. 397

depots, etc. The building has a frontage on Harrison Street of 226 feet, and the entire building, including
baggiige-rooms, express-offices, etc., has a frontage of 837 feet on Fifth Avenue. The foundations of the
buildings are very massive, and the superstructure is composed of brown pressed brick and Connecticut
brown stone. The foundations are carried on piles, which are 30 feet long urder all the lighter walls, while
under the main walls and the tower they are 50 feet in length. The piles arc capped with 12 x 12-in. oak
timbers, and the space from a point 12 in. below the top of the piles to a level with the tops of the caps is
rammed full of Portland cement concrete, and above this there is a course of 12-in. timber spaced about 4
in. apart and filled in with concrete. The whole is then covered with 18 inches of concrete on top of which
the walls are built.

A portion of the building is seven and the remainder four stories in height. The tower is 21 2A ft.
high above the sidewalk. The lower story of the building is used for the station proper, and the upper
stories for offices.

At the corner of the building four very heavy walls form a square about 80 ft. each way. This portion
of the building extended up around the tower forms that part of the structure which is seven stories high.
The remainder of this plan exterior to the square is carried up four stories only. The office portion of the
building is in most respects very similar to modern buildings devoted to these purposes, and needs nf)
special description. One peculiarity in the location of the vaults is perhaps worthy of notice. A number
of them are located in the interior of the building, but every pilaster in the north and east walls of the
building is made hollow and utilized for the location of a vault.

The ground-plan of the building is devoted to various station purposes, and the baggage-rooms are
located in an annex which extends south from the depot along Fifth Avenue; the express-offices are located
still further south under the approacli to a viaduct, which will be again referred to. The general waiting-
room is 207 ft. long and 71 ft. wide, and is most magnificent in its appointments. The floor is of marble
tiling, and the walls are faced with Tennessee marble to a height of about 8| ft. from the floor. Above that
the walls are perfectly plain, and the ceiling, though elegant in appearance, is also characterized by its sim-
plicity of design and color. The columns are circular in section, and finished in light colors corresponding
with the ceiling and walls. The whole effect in color is that of a yellowish tint, verging upon a cream
color. The ceiling, which is 25 ft. high, is divided, by the columns and concealed girders resting upon
them, into a number of squares, in the centre of each of which is placed a circle of incandescent lights.
There are two entrances from Fifth Avenue and one from Harrison Street, in addition to those through
the base of the tower. On the west side of the room is the large ticket-office, a portion of which is divided
off for the use of palace-car ticket-agents. Along one side of the ticket-office, and encroaching somewhat
on its floor area, a news-counter is located, and just north of it there is a commodious check-room. It is
almost impossible to do justice to the fine appearance which this corner of the room presents.

At the south end of the waiting-room there is a passage-w-ay leading out to a corridor extending east
and west between the main building and the baggage-room. On the east of the passage-way there is a
ladies' waiting-room, 28 x 38 ft., with a private-room and a toilet annex. On the other side of the passage-
way the space is divided into a lunch-room, barber-shop, and gentlemen's toilets, all three of which rooms
are approached from the platform of the train-shed, or may be entered from the general waiting-room
The general finish of these rooms is in entire keeping with the remainder of tlie building. The baggage-
room is very large, being 160 ft. long and 32 ft. wide. The baggage-room h;.s eight doorways opening out
on a platform which extends along the baggage tracks from which these cars are loaded and unloaded.
The exact manner of handling the baggage will be explained in connection with the train-shed and the uses
to which the tracks are put. The baggage-room has also six doorways upon its Fifth Avenue side by which
baggage can be received or delivered.

There is a mezzanine floor located south of the general waiting-room, with a very elegant restaurant,
56x74 ft., which is reached by a marble staircase from the general waiting-room, and also by means of a
hallway and staircase which lead to the corridors between the baggage and general waiting-room. Adjacent
to the restaurant there is a kitchen, sto'e-room, etc., and an elevator shaft by which supplies can be obtained
from the basement under the baggage-room. The emigrants' waiting-room occupies all of the floor above
the baggage-room, and is entirely detached from the remainder of the depot. The entrance and exit to this
room are at the south end, where a flight of stairs leads down to a vestibule on the first floor, from which
doorways lead to the street and also to an adjacent platform.

Just south of the train-shed Polk Street crosses the tracks, and it became necessary to construct a
viaduct at this point in order to avoid a grade-crossing. The nature of the locality made it necessary that
the approach to the viaduct should be made parallel to Fifth Avenue, and the entrance to it has been located
just south of the Dat'gage-room. Rising by an easy incline, it continues parallel with Fifth Avenue until
Polk Street is reached, where it connects with the viaduct extending across the tracks. The api>roach is
constructed entirely of masonry, filled with earth until a sufficient height is reached to enable the space

39^ BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

enclosed by the walls to be utilized, and from that point the earth filling ceases and the masonry walls are
pierced by windows and doors necessary for utilizing the interior as express-offices. The express storage-
room is 27 X 144 ft., and at the north end of it there are two offices, each 18 x 13 ft. 6 in. Across the pas-
sage-way there are suitable toilet-accommodations provided. The express-room is situated, in relation to
the street and railroad tracks, in much the same manner as the baggage-room.

Facing upon Harrison Street there is a very large carriage court, 117 ft. deep and 149 ft. wide, to which
entrance is obtained by three large archways. It is separated from the train-shed by a partition which is
composed largely of glass. The court is paved with lithogen. The platform surrounding it on three sides
is one step higher than the court, and is six steps higher than the platform in the train-shed. The descent
to the platform in the shed is made just inside of the partition between the shed and carriage court. Under-
neath this court are located the boilers, steam-engines, and other machinery necessary for the heating and
lighting of the entire plant, the operation of its elevators, etc. Two large vertical boilers of tlie Hazleton
type are located close to the west wall of the building, and extend up from the basement into the court,
where they are entirely encased with brickwork. The stack is located between the boilers, and the gases
pass into it at a point just above the boilers, thus making a very neat and compact arrangement, which not
only has the advantage of saving much valuable floor-space, but makes it possible to employ one of the most
economical types of boilers. Each boiler has two furnaces fitted with Roney automatic stokers. The
dynamo-room contains two Spcrry dynamos for arc-lighting, and five Edison machines for incandescent
lamps, and these machines when used to their full capacity will furnish power for 60 arc-Hghts of 2000
candle-power eacli, and 5000 incandescent lights, of which about 500 will be 32 and the remainder 16 candle-
power. The elevator machinery is of the type employing horizontal cylinders and rams located in the
basement, and the water for their operation is furnished by Worthington compound duplex pumps.

The train-shed and system of tracks connected with this depot form a most interesting feature of these
terminals, and are deserving of considerable attention. The roof of the train-shed is supported by 15
trusses, having a clear span of 119 ft. They are spaced 40 ft. apart froin centre to centre, making the length
of the shed 560 ft. between centres of end trusses. From out to out it is 562 ft. 6 in. The radius of the
inner circle of the arch is 59 ft. 6 in., or one half of the clear span, thus making the arch a semi circle. Tlie
radius of the outer circle is 76 ft. 6 in. The truss is 3 ft. deep at the centre and 2 ft. 6 in. wide throughout.
At the intersection of the outer circle with the vertical member projected up from the foundation, the truss
is 9 ft. loj in. deep (measured radially), and at the base it is 3 ft. x 2 ft. 6 in. The lower chord is composed
of two angle-irons 6x6 in., and the upper chord of two angles 4x6 in. The roof has an overhang of
II ft. 9 in. on each side, making the total width of the train-shed 142 ft. 6 in. The monitor is 17 ft. 6 in.
high and 14 ft. wide, and has a glass roof. There is also 24 ft. of glass on each side of the monitor for its
whole lengtli, and about two thirds of the roof of the overhang on each side is of glass. The courses of
masonry in the piers which constituted the foundation of the trusses are inclined sufficiently to beat right
angles to the line of thrust, and there is a heavy compression member extending diagonally from the base of
the perpendicular member to the angle-irons which form the inner arc of the truss. This transfers the
thrust to the foundation-stone, and the inner arc of the truss, though continued below its connection with
the diagonal, has no direct bearing upon the foundation. The train-shed is open at the sides. That portion
of the roof not covered witlv glass is covered with corrugated galvanized steel, and the south end truss is
also covered on its outer face with the same material. The two feet of this truss are encased in a cast-iron
base of suitable design, which enhances the architectural effect.

There is a certain amount of space between the arched roof of the train-shed and the main building
which must be roofed over to protect the platforms. This roofing is supported upon light girders, and con-
sists partly of corrugated steel and partly of glass. It has a slight dip toward the train-shed roof, so that
the water is drained off at the junction between the two. One end of these light girders is supported on the
train-shed roof, and the other is built into the wall of the maiti building. The tracks between the baggage-
room and the train-shed proper are also covered in the same manner, but as the span' is a great deal longer
the roof-trusses are considerably heavier. A large portion of this roof is also of glass.

There are six tracks within the train-shed, and one extending along the east and west sides, just under
the overhanging roof. Still further east there are three more tracks, two of which terminate in front of the
baggage-room, and the third in front of the express-office. Taking the tracks in their order from F^fth
Avenue west, the first is used wholly for loading and unloading express-cars at the office. The next two
tracks are used for baggage, the first being for in-bound and the second for out-bound baggage. The in-
bound baggage is taken from the cars directly on to a platform the same height as the floor. The out-bound
baggage is carried over the same platform and around the inner ends of the tracks, where it is delivered on
trucks which are operated on a lower platform between the second baggage-track and the one west of it.
This next track, the fourth from the street, is intended for suburban traffic only. The remaining six tracks
within tlie train-slied, and the one extending along the west side of it, are used for regidar passenger traffic,

TERMINAL PASSENGER DEPOTS. 399

both in and out bound. The track farthest west also extends north along the west side of the main build-
ing, so that coal can be taken in cars directly to the basement in which the boiler-furnaces are located, and
aslies and other refuse can be taken therefrom.

The tracks in this train-shed are laid in a most substantial manner, and no expense has been spared to
make them all that could be desired. When the ground was cleared preparatory to putting in the tracks
and platforms the space occupied by the tracks was first filled to a depth of four inches with broken stone,
which was rammed and solidly packed. The next course was four inches of screenings, which was rolled by
a seven-ton roller. Above this were placed the Portland-cement walls for the support of the track, with
concrete bases. The space between these walls was floored with eight inches of brick laid to form an
inverted arch. The troughs were then filled as shown, on which was placed a four-inch course of broken
stone, and the whole covered with four inches of concrete. The longitudinal wooden beams on which the
rails are laid are 8x12 in. and secured by anchor-bolts about four feet apart. The surface between the
tracks is dished for drainage purposes, and is also graded longitudinally with the train-shed, having slight
summits So ft. apnrt, midway between which there are catch-basins covered with iron gratings and connect-
ing with the sewer. The six tracks within the train-shed are grouped in pairs, and between each group
there is a platform 19 ft. wide, composed of lithogen 6 in. thick, supported upon 12-in. walls of the same.
' The space between the rails of one track, instead of being filled with earth, is used as a conduit. This con-
duit will be used for pipes supplying steam the whole length of the train-shed, so that cars may be heated
before the locomotive is attached. It will also contain air-pipes supplying the electro-pneumatic interlocking
signals used in the yards below, and water-pipes by means of which an abundance of water for flushing the
tracks and platforms can be obtained. It will also be utilized for electric wires wliich will lead from various
parts of the shed to the train-despatcher's office, located above the depot-master's office at the head of the
train-shed. When trains are ready to proceed a signal can thus be given by the conductor to the despatcher,
who in turn will operate an enunciator in the signal-tower, calling attention of the operator at that point to
the fact that a certain route is desired through the yards and out onto the main line.

Just south of the viaduct over Polk Street an interlocking tower is located, which contains a 24-lever
electro-pneumatic signaling machine, furnished by the Union Switch and Signal Co. This machine controls
all the switches and signals in its immediate vicinity. The two tracks (Nos. i and 2), from which all others
branch out to the depot and to expre.ss and baggage tracks, are the in and out bound main lines. The
three tracks (Nos. 4, 6, and 8) to the west of them are passenger sidings, as are also two tracks (Nos. 3 and
5) to the east of them. Ne.xt to the freight-house on Fifth Avenue south of Polk Street tliere are two
freight-tracks (Nos. 9 and 11), and between them and the passenger sidings there is one neutral track (No.
7). The tracks all unite into two lines which pass over the drawbridge. On this bridge there is another
interlocking tower, containing a 12-lever machine, which controls all switches and signals grouped at the
southern end of the yard. The compressed air for operating all the machinery connected with both inter-
locking cabins is furnished by air-compressors in the basement of the station building. There are several
features of interest in connection with the cabin on the drawbridge, one of the chief of which is the fact
that the engine for swinging the bridge will hereafter be run by air. As compressed air was piped to the
bridge anyway, it was deemed advisable to do away with the steam-boiler and its attending annoyances, and
put in a second air-main to run the engine. A three- inch pipe is carried down the yard for this purpose,
and a two-inch one for the operation of switches and signals. These extend to the bank of the river, and in
company witli two other three-inch pipes containing electric wires, pass down into the river-bed, across to
the central pier, and thence up to the bridge and cabin. The construction of the central pier made it
impossible to go up through the centre of it ; consequently the pipes were carried up the outside, and elbow-
joints are employed to make connections with the bridge, and permit the latter to be swung. The machine
in this cabin also differs from others heretofore constructed, in that the valves of the machine, instead of
being operated by air, are electrically controlled, and air does not come into service at any point between
the switch and the lever-machine. Some distance south of the drawbridge a third tower is located, also
containing a [2-Ievcr machine, and the electro-pneumatic block system is employed as far as Ogden Avemio,
a distance of 3.7 miles, in which distance there are ten blocks.

Terminal Passi-n,^cr Depot at Chicago, III., Chicago &•' NortJnvestcrn Railway. — The passenger depot
of the Cliicago vV- Northwestern Railway at Chicago, III., shown in Fig. 646, designed by Mr. W. W.
Boyington, architect, Chicago, 111., is a large and handsome, substantially built head-station, plans
for which were published in the issue of the American Architect and BuilJing News of Feb. 19, 1881,
and in the issue of the Railroad Gazette of June 3, 1881, and is described as follows in the latter
publication :

4O0

BUII.DIXGS AND STRUCTURES OF AMERICAN RAILROADS.

This structure is intended for a general passenger depot and office building of the Chicago & North-
western Railway in Chicago, at the corner of North Wells and East Kinzie streets. The material is red
pressed brick and Lake Huron French gray sandstone, treated in the Queen Anne style.

There are two passenger waiting-rooms. One, which is termed the platform story, down from the
principal streets half a story. The size of this room is 126 ft. x 56 ft. It contains a ticket-office and lunch-
room, gentlemen's and ladies' departments, etc. This floor has also the biiggage rooms, 217 ft. x 25 ft., in
a side building; also an express building, 150 ft. x 15 ft. This is but one story high.

The main and grand gentlemen's and ladies' waiting-room is upon a level with the main street entrance.
It in itself is, without doubt, one of the most complete and commodious passenger rooms yet erected. It
is 144 ft. X 60 ft. in the clear. It has been finished in hard wood, void of all gingerbread finery. The walls

Fig. 646. — PERSrECTiVE.

are painted in oil, the ceilings beautifully frescoed in keeping with the wood work, all of which is in the
Eastlake or modern Gothic style. On this floor there are a commodious dining-room, kitchen, store-room
and pantries, lavatories for ladies and gentlemen, a ladies' parlor (a little gem), the main ticket-offices, and
the Pullman ticket-office. From this main floor there are two large flights of hard-wood stairs leading to
the two stories of offices above, which are finished off in liard-wood, and now occupied by several depart-
ments of the road.

The main platforms and tracks are covered with an iron shed 125 ft. x 400 ft., containing nine tracks.

The total cost of the buildings and platforms is §250,000.

The Chicago & Northwestern has three separate lines out of Chicago, and originally each of these had
its own Chicago station, and until this building was completed one important station was on the west side
of the river. At the new structure, which is very near the business centre of the city (connected with it by
a bridge and a tunnel), there will be room to concentrate the whole passenger business.

TER.UINAL PASSEiYGER DEPOTS. 401

Union Passenger Depot at Van Buren Street, Chicago, III. — The Union Passenger Depot at Van
Buren Street, Chicago, 111., for the use of the Rock Island, the Lake Shore, and the N. Y.,C. & St. L.
Railways, is a very large and substantially built terminal head-station. The depot is 600 ft. long,
and 172 ft. wide, with towers at the front about 200 ft. high. A cut of this depot was published in
the Pailicay Pez'ieri' of Nov. 12, 1887.

Tcnninal J'assenger Depot at C/iicago, JIL, Chicago 6^ Western Indiana Railroad. — The passenger
depot of the Chicago & Western Indiana Railroad at Chicago, 111., designed by and Iniilt under the
supervision of Mr. Cyrus L. W. Eidlitz, architect. New York, N. Y., is a large and handsmne head-
station, jjlans for which were published in the issue of the Raihvay Review of July 12, icS84, in the
issue of Building of September, 18S5, and in the issue of Harper's Weekly of November 7, 1885.
The description of the building in the issue of the Railway Rcvietc mentioned is as follows:

The depot will be in the shape of an L, and will have a frontage on Polk Street of 213 ft. On the right,
Fourth Avenue, it will run back 200 ft., and on the opposite side, Third .Vveniie, the building proper and
the one-stoiy extension will have a depth of 446 ft. The materials to be used in the construction are Phila-
delphia pressed brick; red terra-cotta trimmings, from the Perth Amboy, N, J., works; a reddish-brown
sandstone from New Jersey ; and a blue and red slate, the latter for the roofs. The stone will be used rock-
faced, and will form the footing-courses, steps, string-courses, and the first stage of the tower and turret.
The teria-cotta will be used in the arches (which are quite numerous), string-courses, and ridges of the roof.

Tlie building will be three stories high on the corners, and two and a half, including the dormer-win-
dows, in the centre. A feature of the new depot is the three-story part on the corner of Polk Street and
Third Avenue. Its dimensions are 48 x 65 ft., and its tall gable-roof and dormer-windows will have quite a
picturesque effect. The ground-floor of this building will be a large open lobby, with three large arched
entrances on each corner, which are protected by an iron veranda projecting over the sidewalk. Access
from this lobbv is obtained to the ticket-offices, the ladies' and general waiting-roon)s, and lobby vestibule
to train-shed. The ladies' waiting-room, 40 ft. square, and toilet-rooms, directly south of the Polk Street
entrance, are to be fitted up elaborately. The floors will be of marquetry, and the ceilings and wainscoting
will be finished in hard woods. The same attention will be paid to the general waiting-room, which occu-
pies a space of 135 x 40 ft.

The remainder of the Polk Street front is a two-story and dormer-window building, broken a little to
the right of the centre by a tall clock-tower, which will be 195 feet in height and directly facing Dearborn
Street, and when that thoroughfare is opened for travel will be seen from the heart of the city. The tower
will contain the main entrance, the vestibule of wdiich will be ornamented with terra-cotta and glazed brick
of variegated designs. The floor will be a handsome tile one, also of various colors. The interior decora-
tion of the large lobby on the northeast corner will resemble the tower vestibule. The ground-floor, corner
Polk Street and Fourth Avenue, 25x80 ft., will be devoted to a large dining-room, wliich will have a com-
plete restaurant attachment. The window transoms of the first-story will be of stained glass, cathedral
pattern.

The extension on the east side will be fitted up for outgoing baggage and express traffic. On the
opposite side the incoming baggage will be taken care of.

Particular attention will be paid to the fitting up of the basement wliich is very large and roomv. having
12 ft. headway. It will be used for a variety of purposes, boiler and engine-room for sieam-hcating, elevat-
ing powar, etc. That part directly under the dining-room will be used for a kitchen ; that under the wait-
ing-room for barber-shop, closets, etc.; and that under the main lobby will be fitted up tastefully for an
emigrant waiting-room. This room will be wainscoted and plastered. Ventilation will be made as nearly
perfect as possible, and light will be obtained by the means of the Hyatt lights. The second story is reached
in tw-o places. There will be two iron flights of staircases in the tower and one on Third Avenue, back of
the ladies' waiting-room. The second and third stories will contain the offices, and they will be elegantly
finished in liard woods, and will be used by the officers of the company and their assistants.

The train-shed will commence at the rear of the main building and between the two wings, and extend
out beyond the wings, — in all a distance of 600 ft. The shed will contain 10 parallel tracks, and just outside
there will be 14. The roof will be of glass and corrugated iron, and will be supported by iron trusses 20 ft.
apart. The ornamentation at the south end of it will be quite striking, being made up of circular and
square window-heads, ornamental posts, brackets, etc. Both the depot and yard are to be lighted by elec-
tricity. The following companies will enter the new depot: Chicago & Grand Trunk; Wabash, St. Louis
& Pacific; Chicago iSi .Atlantic; Louisville. New Albany & Chicago; and Chicago & Eastern Illinois. The
estimated cost of the completed structure is $500,000.

402

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

Union Passenger Depot at St. Louis, Mo. — In tlie issue of the Engineering News of October 3,
1891, the first-prize design for a proposed Union Passenger Depot at St. Louis, Mo., is illustrated

and described, from which publication Fig. 650 is reproduced by permission. 'I'he accepted design
was prepared by Messrs. Theodore C. l.ink and Rdward A. Cameron, architects, St. Louis, Mo. It

TERMINAL PASSENGER DEPOTS.

403

is also illustrated in the issue of the Railroad Gazette of July 24, 1891, reproduced by permission in Figs.
647 to 649, the description of the structure as published in the Railroad Gazette being as follows:

The Terminal Railroad Association, operating the St. Louis Union Depot and the Bridge and Terminal
Railroad System, some months since acquired land at Twentieth and Market streets for a new station to
take the place of the present insulTicient quarters, and a number of architects presented plans in competition
for the proposed new depot. The accepted design is a handsome stone and brick head-station, with a train-
shed covering thirty tracks. This train-shed will be larger than any e.xisting station in this country, being
606 ft. wide, including the baggage-room, etc., at the sides. It is 600 ft. long, exclusive of the 50-ft. trans-
verse platform between the head-house and the ends of the tracks, but some of the tracks are 1000 ft. long.

Fio. 648. — Ground-plan of Main Floor.
A, Smoking-room; B, Gentlemen; CC, Ambulatory; £>, Package-room; E, Main Hall ; F, Ladies; G, Dining-hall ; H, Kitchen.

Fig. 649. — Ground-plan of Basement.
A', Emigrant Waiting-room ; Z,, Ticket-ofiice ; .1/, Concourse ; N, Barber-shop ; O, Mail-room ■ P, Telegraph ; Q, Restaurant ;

R^ Carriage Concourse; T, Conductors' Lobby.

It is not proposed co cover the whole with a single-span roof, there being four rows of pillars for inter-
mediate supports.

The head-house is 456 ft. long by So ft. wide. The basement-floor is on a level with the tracks, and the
"concourse" in the centre contains 10,530 sq. ft. The telegraph -office in this story has a mezzanine floor.
The floor of the carriage concourse is on a level with the street and about 4 ft. higher than the track. On
the main floor the general waiting-room aggregates 10,530 sq. ft.; the gentlemen's rooms 3300, and the
ladies' rooms, including the retiring and matron's rooms, 5760; the dining-room 4500, and the smoking-
room 2340 sq. ft. It will be observed that the main entrance is approached by an inclined walk from either
direction, so that there are no steps to climb, and wide stairways on either side of the main entrance lead to
the concourse in the basement. The parte cochhre is located outside the inclined approaches. The train
platforms are reached from the main waiting-hall directly by two stairways.

404 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

The general waiting-room has ample skylight and ceiling light. There are numerous exits for incom-
ing passengers at the sides of the train-shed on the side streets. There are two entrances specially for the

J L

JS iJXii/^V

ofHce floors in the upper part of the building, and each has two liydraulic elevators. The kitchen, connected
with the restaurant, has a separate freight-elevator. The plans include a sub-basement 7 ft. 6 in. high, not

TERMINAL PASSENGER DEPOTS. 405

without some daylight, to protect the basement-floor from dampness. The boiler-room is under the
carriage concourse. Each of the two office floors has about 30 large rooms.

The architects have made elaborate plans for heating and ventilation, using power fans and heated
flues. Steam radiators are provided in every room, and it is proposed that the air forced in by the fans
shall be heated only to 70 degrees, so as not to produce an unpleasant draught at the discharge. Dust-
screens and spray-wasliers will be provided to remove the dust from the air and to moisten it so as to do
away with the unpleasant dryness of heated air. It is expected to so arrange the water-closets that the cir-
culation of air will always be from the corridors to the closets and out through the exhaust flues. All the
ventilating flues will discharge into the roof-space, and each will have a self-closing valve at the top.

T he outer walls of the building are to be of Missouri gray granite, backed with brick up to the second-
story sill, and brick with stone trimmings above; and the style is Romanesque. The tower will be about
200 ft. high. For the interior decoration of the two main floors materials will be employed which are of a
permanent character and will not require painting. The walls of all rooms on the ground-floor are lined
with enamelled brick or tiling about 5 ft. high, and above this bufif Roman bricks. They will show exposed
ceiling-beams and have marble floors. The walls of the main floor, however, are treated with a composition
known as art marble. The public rooms in this story have Mosaic floors. The estimated cost of the entire
improvement, including the train-sheds, is placed at SSoo.ooo.

The train-shed, designed by Mr. Geo. H. Pegram, consulting engineer, is very well described and
fully illustrated in the issues of En\;incering News of April 2, 21, and 28, 1892, from which jjuhliration
the illustrations Figs. 651 to 653 are taken. The following description is taken from the same
source :

The train-shed is 601 ft. wide from c. to c. of outer columns, covering thirty tracks, and 700 ft. long
from wall of head-house to centre of end columns. Of this length 70 ft. will be an auxiliary shed, covering
the wide transverse platform and connecting the head-house with the train-shed proper, the main part of
the latter being, therefore, 630 ft. long. The height to centre pin of top chord of middle span at the head-
house end will be 74 ft. and the height of end pins of bottom chords of side trusses 20 ft. The total width
of 601 ft. is made up of a centre span of 141 ft. 3>< in., two flanking spans of 139 ft. 2^ in. each, and two side
spans of 90 ft. S in. each. The side columns are placed 30 ft. apart, c. to c, longitudinally, while the columns
of the three interior rows are placed 60 ft. apart. The roof-trusses are 30 ft. apart, every alternate truss
resting on the longitudinal girders carried by the columns.

The design of the train-shed was limited by these conditions : tlic height should not exceed a certain
amount, in order to avoid overshadowing the head-house; tlie plan was to be accommodated to a previously
adopted system of tracks ; and the cost was not to exceed a given figure.

The natural tendency in designing a building of this great width and small height would be to make
what would appear to be more or less a set of parallel buildings. The main aim, architecturally, was to
preserve the unity of design and make its size more impressive, by avoiding as far as possible any idea of
division which the necessary intermediate lines of supports would cau.se. The conspicuous part of the
interior will, of course, be the roof-sheathing, which limits the vision, and this has been made in the form of
a single arch. It is believed that the bottom chords, hanging like chains from the columns, will produce an
effect of drapery, or at least an effect of continuity, over the columns something like the sag in a circus tent
from the poles, which will tend to neutralize the rigid divisions by intermediate supports.

The central skylight is covered with glass its entire length, with louvre slats in the sides. The lateral
skylights have glass and louvres in the sides to prevent a darkening effect of the building from the fall of
snow, and also to give better ventilation, as the building fronts south, from which the prevailing wind blows.
The building is made as good as possible in detail ; no wood being used, except for sheathing, and all glass
being of a heavy corrugated pattern, set in copper bars, the glass being all clear, except in the south end,
where it will have an amber tint. The train-shed , will be symmetrical, except that eight rafters over the
baggage-room will be strengthened to carry the second floor thereof, and the longitudinal girders between
the outer columns will be modified along the baggage-room. The tops of columns will be in horizontal
planes. The tracks will be on a rising grade of 0.4S per cent into the station, to which grade the bases of
the interior columns are to conform. The bases of the outer columns will be in horizontal planes in sets of
four in each row, the sets conforming to the above grade, except the end columns, two in each row, which
will be at grade.

The train-shed is practically at right angles to the main lines, which run east and west through the city,
and It IS approached by two double-track lines, one from each direction, which form a Y, the apex of which
is close to the train-shed. From this point tracks will diverge to connect with the thirty tracks of the train-

4o6

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

If- <

■^5

ll>*

\ '

f* Jf

,v,-v

I 1

siffl ^

^^;

tf ^1

ii'

.^ iu4

^K^

(/: f

^^•\^>i

r.'

■^vyi

TERMINAL PASSENGER DEPOTS. 407

shed, the arrangement being such tlial all these tracks are accessible from cither branch of the Y and from
the main tracks in either direction. The tracks are on a slight rising grade of 0.48 per cent into the train-
shed, and are arranged in pairs, seven pairs on each side of the centre pair. The main transverse platform
will be 50 ft. wide, with a platform 22 ft. 6 in. wide between each pair of tracks. The tracks of each pair
will be spaced 12 ft. apart, with the exception of the second pair on each side of the centre pair and the
second pair from each side, which will be 14 ft. apart.

The ground is of variable character, some parts being solid and other parts filled in, and there arc a few
artificial obstructions. The foundations consist of concrete piers resting upon solid ground or upon piling,
and capped with stone, as shown by the accompanying drawings. The piers for the outside rows of columns
have a base of 9 ft. X 11 ft. 6 in. with piles, or 9 ft. X 12 ft. without piles, and are reduced by offsets to a
uniform size of 4 ft. x 6 ft. at the top. The piers for interior columns have a base of 7 ft. x 8 ft. to 8 ft. x
9 ft. on piles, or S ft. X 9 ft. to 9 ft. X 10 ft. without piles, and are reduced by offsets to a size of 4 ft. x
5 ft., 4 ft. X 6 ft., or 5 ft. X 6 ft. on top, according to location. The bottom of each excavation is to be
rammed and drained, and the back filling well tamped in layers 6 in. thick. ' The piles are to be of white
oak or red cypress, not less than 10 in. diameter at the small end, and with the bark removed. They will be
driven to a J-in. set from a 2500-lb. hammer falling 25 ft. Tlie piles will be sawed off to a level plane, and
the ground around and between them thoroughly tamped.

The piers will be built of Portland cement concrete mixed in proportions of one part of cement to three
of sand and six of broken stone. The cement is to have a minimum strength of 400 lbs. per square inch
when tested in briquettes which have been 24 hours in air and seven days in water. The sand is to be clean,
coarse, sharp river sand. The stone is to be of approved quality, broken to pass through a 24-in. ring, and
screened, and if too dusty or dirty it is to be washed. The cement and sand will be thoroughly mixed dry
and then mixed with water. The stone, having been previously wetted, is then to be added, and the mass
worked until all the stones are well coated with mortar. The concrete is then to be immediately deposited
and tamped in layers of abovit 6 in., within wooden forms which are not to be removed until after the con-
crete has set. Care nmst be taken to use the least amount of water necessary. The concrete for the outside
columns will be deposited continuously until the pier is completed, but the concreting of the interior piers
may be stoped at the level of an offset when required. Wooden frames will be used to hold the anchor-bolts
in position during the construction of the pier. The cap-stones will be of granite or limestone, the former
being used probably forthe e.xteriorand the latter for the interior piers. They arc specified to be of best quality
and of uniform grade and color. The top will be bush hammered, with a i-in. bevelled chisel draught around
the edges, and the four sides will be hammer-dressed to a depth of 6 in. from the top, the lower part of the
sides being rock-faced. The stones will be set in a bed of mortar composed of one part cement to two of
sand, freshly mixed, the mortar joint to be not less than f in. nor more than J in. thick. The spaces round
the anchor-bolts will be filled in with Portland cement mortar, composed of one part cement to one of sand.

The anchor-bolts for the outer piers are 2 and z\ in. diameter, with the upper 6 or 7 in. upset and
threaded. They are about 8 ft. 6 in. to 10 ft. 6 in. long, 17^ to z\\ in. projecting above the cap-stones.
The lower ends of each pair are connected by cast-iron washers. For the interior piers the anchor-bolts are
i| in., if in., and 2 in. diameter, 4 ft. to 5 ft. 6 in. long from washer to top of caps. The ends are not
upset, and a separate round washer is used on the end of each bolt.

The train-shed itself is an interesting and important work, both from its design anrl its great size. The
columns, trusses, and purlins will be generally of steel, and all other parts generally of iron. Steel is to be
used except where iron is specified. The steel is to have an ultimate strength of 60,000 lbs. per sq. in., with
4000 lbs. allowance either way. It is to be reamed in tension-members, but need not be reamed in compres-
sion-members except to avoid the use of drift-pins. The specifications require the quality of materials and
workmanship to be in accordance with the bridge-builder's specifications, as given in Carnegie, Pliipps &
Co. 's ■' Pocket Companion," edition of 1890. In tlie latest edition of this " Pocket Companion," however,
the bridge-builder's specifications are replaced by Mr. Theodore Cooper's standard specifications. Where
truss-rods are connected at the ends with rivets, the holes need not be bored, but must be of proper
diameters to suit the rivets u.sed. The specifications suggest that the manufacture of the bent truss-rods
may be facilitated by using washers of various diameters on the post rivets, thereby compensating for
inequalities in length. The bends in these rods must be exactly in the middle.

The lumber for sheathing will be all heart yellow pine, in widths of 6 in. It will be clear of sap and dry,
tongued and grooved, and milled to a thickness of if in. The base-boards and sills of the skylights will be
red cypress of the same description.

It is not decided whether iron or wooden mullions will be used for the vertical glass-work. The glass
in lateral skylights and in the end designs will be j'e in. thick, with a uniform width of 20 in., and will be in
single lengths of about 8 ft. The central ventilator will be covered with glass for its entire length. The
auxiliary shed between the main train-shed and tlic head-house will be covered with glass for a width of 23

4oS BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

ft. and a length of 600 ft. along the head-house. Tlie glass will be \ in. thick, set in metal longitudinal-bars.
The glass in the front and rear of the building will be j\ in. thick, set in iron niullions. The end trusses
will be covered with galvanized corrugated iron, and there will be a galvanized-iron cornice 3 ft. deep across
both ends of the building and along the sides, except the 250 ft. along the baggage-room. There will also
be a galvanized-iron frame about i ft. deep around the glass designs in the ends of the building, and covering
the columns above the brackets. All galvanized iron will be of No. 22 gauge. Galvanized-iron posts and
louvres, extending from the sills to the eaves, will be fitted in the central and lateral skylights. The roof-
sheathing will be covered with a thick layer of roofing-felt, lapped and tacked, and then covered with I. C.
tin. The scams are to be well soldered, using resin as a ffux, the solder being thoroughly soaked into the
seams. Standing seams are to be used on the portions of the sides of the main shed, extending from the
gutters to a distance of 10 ft. above the ends of lateral skylights, and on the auxiliary shed, flat seams to
be used on other portions of the roof. All roof-sheets are to be 28 x 20 in., showing 18?, x 26i in. for a flat
seam, and 18J x 25:^ in. for standing seam when laid on the roof.

The tin and galvanized-iron work will receive two coals on both sides. The paint is to be red lead
mixed with 1 ounce of lamp black per lb. and pure linseed-oil.

The quantities required arc appro.ximately as follows:

Iron-work, 5,115.740 lbs.

Z-iron sills and T-iion muUions in lateral skylights (if used), 172. iSo "

T-iron niullions in end designs (if used) 44.96S "

Lumber 896,000 ft. B. M.

Wooden mullions in lateral skylights (if used) 34.560 lin. ft.

Wooden mullions in end designs (if used) 12,850 " "

Glass in lateral skylights ' . . 51,840 sq. ft.

Glass in end designs (both ends) 22,000 " "

Glass in roofs of central skylight and auxiliary shed, . . . 39.630 " "

Tin 402,840 '• "

48 cast-iron down-spouts, 12,000 lbs.

48 galvanized-iron down-spouts 900 lin. ft.

Galvanized iron, including louvres 17,920 sq. ft.

Galvanized corrugated iron i9.'7o " "

Galvanized-iron cornices 2,260 ft.

The iron and steel work is to receive two coats of paint at the shops and one coat after erection.

The peculiarity of the arrangement of wind-bracing is, that it consists entirely of a system of diagonal
bracing between the two sets of trusses next the front end and the columns which carry them. The ends of
the train-shed will be covered by glass and corrugated iron down to the level of the tops of the columns,
with a clear headway of openings of 20 ft. at the columns and 28 ft. at the middle, as shown by the
elevations.

Second-prize Design for Union Passenger Depot at St. Louis, Mo. — In the issue of Engineering
News of t)ctol)er 3, 1891, the second-prize design for a proposed union passenger depot at St. I.ouis,
Mo., is illustrated, as shown in l""ig. 654, the original plate having been kindly furnished to the author

1, i Msi E^ '^iV^;v^«v^aE JI_ IS >,.

"^SM.

Fig. 654. — Perspective.

TRRMINAL PASSENGER DEPOTS. 409

by EiiginccriHf; Nt'ios. Tlie design was prepared by Messrs. Grable (S: Weber, architects, St. Louis,
iMo. For further data and ground-plan see Engineering Hews.

Terminal Passenger Depot at Jersey City, N. J., Netu York, Lake Erie &• Western Railroad. —
The passenger dci)()t of the New York, Lake Erie & Western Raihoad at Jersey City, N. J., shown
in Figs. 655 to 657, is a large terminal iiead-station, in connection witii a ferry to New York City.
Plans for tiiis depot were puljlished in the issue of the Railroad Gazette of May 6, 1887; in the issue
of \.\\ii Aineriean Contraet Journal oi May 29, 1886; and in the issue of the Raihcay Re^ie^c oi August
27, 1887. The drawings and specifications were made by Mr. George E. Archer, architect, N. Y.,
L. E. cS; W. R. R., and tlie work was executed under the supervision of Mr. C. W. Buchholz, Engineer
of Bridges and Buildings, and Mr. J. W. Ferguson, Assistant Engineer. The train-shed was built by
the Phoenix Bridge Company, and the passenger house was erected by Messrs. Cofrode & Saylor. con-
tractors, PhiladeliJJiia, Pa. 'I'he structure is described as follows in the issue of the Railroad Gazette
mentioned :

The main building has a frontage of 127 ft. on Pavonia Avenue ami a river front of 120 ft. e.xclusive of
the 24-ft. awnings on their sides. The traiii-shed is 140 ft. by 600 ft. The tower at the southeast corner is
to be about 115 ft. high, including the linial of 15 ft. The main structure will be about 60 ft. high. The
disposition of waiting-room and other rooms on the ground-floor is shown on the plan. On the second floor
are to be the olhces of the operating department, and on the third floor offices for the car record clerks.

The foundations of the head-house are of hard brick, laid in Portland cement, coped with North River
sandstone. The brickwork rests on 525 piles, 55 ft. long. The site of the new building is full of old piles
and cribs, which have, in their turn, supported different structures. These form, with the new piles driven
among them, a very solid mass, preventing any outward sliding on the deep mud of the river. To avoid
overloading, however, this part of the structure is almost wholly built of wood; the train-shed is of wrought-
iron, sheathed with wood and galvanized iron.

The extension of the building is to be finished with " novelty " siding, shingles, panels, etc., painted in
parti-color to accentuate the details. The finials are iron and copper, gilded. The tower-clock will have six-foot
dials, lighted from within by electric light. The interior will be in hard wood, in natural colors. Tlie
floors of the vestibules and toilet-rooms will be of maple. The main waiting-room is 66 ft. by 100 ft., and
50 ft. high in the clear, and lighted by stained-glass windows in the clere-story. A gallery runs around three
sides of the waiting-room at the level of the second story, and from this various offices open off.

There will be a ferry ticket-office at the southeastern corner of the building for the use of Jersey
City passengers only. As at the Jersey City depot of the Pennsylvania, passengers from the trains will go
on board their boats without passing through the ferry wickets. It is to be regretted that in neither of these
fine depots has it been found practicable to pass the suburban traffic directly to the trains without going
through the waiting-room.

The building is to be lighted throughout by electricity, and heated with steam by about 60 Bundy
radiators.

The cost of passenger station, train-shed, and the iron shed to connect the station with the ferry-house
will be over $200,000. The drawings and specifications were made bv Mr. Geo. E. Archer, the company's
architect, and the work is e.xecuted under tlie supervision of Mr. C. W. Buchhoiz, Engineer of Bridges and
Buildings, and Mr. J. W. Ferguson, Assistant Engineer.

Old Passenger Depot at Jersey City, N. J., Pennsylvania Railroad. — The old passenger depot
building of the Pennsylvania Railroad at Jersey City, N. J., partially destroyed by fire, and since re-
placed by a new structure and layout, owing to the elevation of tracks at this point, was a large terminal
head-station, in connection with the ferry to New York City. Plans of the old structure were pub-
lished in the issue of Engineering of March 2, 1877, and in the book "The Pennsylvania Railroad.''
by James Dredge. This structure is described as follows in the publications mentioned:

In designing the terminal station of the Pennsylvania Railroad at Jersey City considerable difficulty
was encountered, as the same ferries had to be employed for the train passengeis and for local traffic
to and from Jersey City and New York. The local ferry traffic is accommodated with a separate building
adjacent to the depot building proper, leading from the street, with a waiting-room 80 ft. X48 ft., and the
necessary ticket-offices. On each side of this building there is a drive from the street, leading to a 60-ft.-
wide roadway, along the back of the ferry slips, from which access is obtained to the boats. The train-shed
is roofed over in five spans, and has platfinns 620 ft. in length, there being twelve tracks and six platforms.
At the end of the station is a covered passai^c, 40 ft. wide, <;n to which the doors of the general waiting-room

4IO BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

TERMINAL PASSENGER DEPOTS.

open. At tlic south side of the station are placed the offices, stores, baggage-rooms, etc., which are built of
brick, as also is the boundary-wall on the north side. With these exceptions, the station is entirely of
timber. The station building comprises ageneral waiting-room, 80 ft. x 84 ft. ; a restaurant; kitchen ; offices ;

* ■ ■ ji

oKcAtiEe.

Fig. 656. — Ground-plan.

Fic:. 657. — Cross-section.
ticket-office; ladies' waiting-room; etc. At one end of the room are exit doors, leading to steps, at the top
of wliich is a bridge, forming a connection with the street. Train passengers fi r Jersey City reach the street
by a second series of steps, while those going on to New York pass undeineaih the bridge and through the

412 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

gate to the ferries. On the otlier hand, passengers from New York enter the general waiting-room of the
station, but cannot return without purchasing ferry tickets. From the waiting-room they pass out to the
platforms. Four of the tracks in the train-shed are used for arriving and four for departing trains; the
other four being used for storing cars. The foundations for this work were difficult and costly, as the
ground on which the station stands is very soft, and the whole area required piling. Indeed, the station
building and all in front of it to the ferry slips is over the water- The whole of the piles underneath the
building were cut off at low-water level and iron columns placed upon them to carry the floors and walls.
The various structures are all built with solid timbers, instead of framing throughout, so as to leave no con-
cealed spaces, the object being to reduce danger by fire as far as possible. The roof over the general wait-
ing-room is arranged with only four main trusses, running diagonally from the corners of the room to the
peak of the roof over the centre of the room. The view from below is not intercepted by any bracing, as the
trusses are only tied together at the feet over the walls, and an excellent effect is thus obtained. Each truss
is of iron, excepting the principal rafter, which is of timber. The roofs are covered with tin, and well lighted
by skylights, with f-in. roughened glass. The structure was designed by Mr. Joseph M. Wilson, engineer
and architect, Philadelphia, Pa.

New Terminal Passenger Depot at Jersey City, N. J., Pennsylvania Railroad. — The new passenger
depot of the Pennsylvania Railroad at Jersey City, N. J., built in 189 1, to replace the old depot,
owing to the elevation of tracks at this point, is a large terminal head-station, forming the New York
terminus of the road, the transfer to New Y^ork being made by means of a ferry. Full plans and
descriptions of this depot were published in the issue of the Railroad Gazette of October 2, 1891, and
in the issues of the Engineering News of September 26, 1891, and of October 3, 1891. The illustra-
tions. Figs. 658 to 668, are taken from the Railroad Gazette, with the exception of the general
ground-plan, Fig. 666, which is copied from Engineering Ne^cs. The following description of this
terminal depot is taken from Engineering News:

For over four years the Pennsylvania Railroad Co. has been at work upon the improvement of its ter-
minals at Jersey City, to enable it to handle with safety and despatch the vast and rapidly growing traffic
which concentrates at this point, the eastern terminus of the Pennsylvania Railroad System, which now has a
total extent of 7750 miles. One of the most important features of the Pennsylvania's improvements wns
the elevation of the passenger tracks across the city to do away with the grade-crossings. At the end of the
embankment at Brunswick Street a four-track viaduct begins and extends to Henderson Street, a distance
of 1000 yds. The designs for this viaduct were illustrated in the issue of Engineering A'tm's of June 25, iSSy.

The viaduct ends at Henderson Street, and from here to the terminus, a distance of 2475 ft., the ground
was filled to a height of 15 to 20 ft. above the original lev^el. which necessitated the bringing in by train of
about 350,000 cu. yds. of material from borrow-pits 10 to 20 miles distant. Warren Street and Washington
Street are crossed by plate-girder deck-bridges. The total area filled in is over 11 acres, of which nearly 3^
acres are covered by the train-shed.

From a structural point of view the train-shed is the most important feature of the terminal, and it cer-
tainly is its most noticeable feature. Seen from the ferry-boats on the river, its colossal arched roof and
great glass gable loom up in such proportions as to dwarf into insignificance every building in the vicinity
with tlie exception of the lofty grain-elevators.

The main dimensions of the structure are: length, 652 ft. 6 in.; width. 256 ft.; clear height at centre. 86
ft.; height from top of rail to ridge of monitor roof, 110 ft. The whole weight of the structure is carried by
twelve pairs of main roof-trusses, each with a span of 252 ft. 8 in. between centres of end-pins. The
decision to cover the train-shed by a single arched roof of large span was made after a thorough comparison
of the merits of this design and a design in which the roof was divided into three spans and two rows of
columns were used through the centre of the building. The disadvantages connected with the use of
columns in the interior of a train-shed are the danger of a fall of the roof in case derailment or a boiler
explosion should wreck one or more columns; the obstruction presented by the columns; the fact that
unless very high and expensive columns or braced piers are used the roof is low, affords less air-space, has
less pitch, and is more liable to leakage. The connection of the central bay of the roof to the two side bays
of the design with two rows of columns through the building is also somewhat troublesome to make secure
against leakage. These considerations, together with the desire to build a monumental structure, in keep-
ing with the circumstances and traditions of the company, led to the adoption of a design for an arched
roof of a single span, greater, so far as we now recall, than the span of any roof-truss ever built. The only
roof approaching it is the St. Pancras station of the Midland Ry. in London of 243 ft. span, which was built
about twenty-five years ago. On an inset sheet is shown the strain-sheet of the main roof-trusses, with the
details of the work which are of principal engineering interest.

TERMINAL PASSENGER DEPOTS.

413

414 JSUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

Fig. 660. — Cross-section of Wind-bracing at End of
Train-shed.

Fig. 659. — Longitudinal Section of Train shed.

Fig. 661.— Section of Pair of Trusses, showing Pirlins.

IL»\3'/i^,a/t

Fig. 66'j — Skciion of Pair of Trusses near Foot of Arch.

TERMINAL PASSENGER DEPOTS. 415

The main roof -trusses. — The whole weight of the structure above the foundatiuii is carried by 24 main
roof-trusses, of arch forui, with riveted joints, and hinged at each foot and at tlie apex to permit movement
witli clianges of temperature. The centre-pin is 5 in. in diameter and the pins at tlie foot are l\\ in. The
assumed lo.ids, given on the strain-sheet, are a little over 30 lbs. per sq. ft. for dead load (consisting of the
weight of the iron-work and the roof, the covering of the roof being assumed at 13 lbs. persq. ft. of roof
surface), 17 lbs. per sq. ft. for snow load, and 35 lbs. per sq. ft. of elevation for wind-pressure. In calculating
maximum strains, the dead load is of course constant; the snow load is figured : first, all over; second, on
twelve centre panels only; and third, on one side only; the wind is assumed to blow either toward the
anchored side or toward the expansion side. Tlie foundation-shoes of the north side rest on roller bearings,
to permit, motion with temperature changes. At first sight it would seem impossible for a compressive
strain to be induced in the lower chord ; but the strain-sheet shows that with the wind blowing against the
expansion side, at the maximum assumed force, a compressive strain of 8000 lbs. may be produced in the
lower chord. The lower chord is an I-beam weighing 100 lbs. per yd. It runs across the station, beneath
the tracks, its top surface being i ft. below the base of the rail. To protect it from corrosion and from tem-
perature changes, it is enclosed in a wooden box and the space around it inside the box is filled in solidly
with pitch and gravel.

To permit motion at the apex when temperature changes occur, the members above and below tlie pin
at the apex have the rivet-holes slotted at the junction, and are joined by bolts instead of rivets.

The fact that the two feet of each arched truss are joined at the bottom by a lower chord which sustains
a tensile strain from the weight of the roof and iron work alone of 35 tons, is one whicli will not be suspected
by one person in a thousand who examines the station. The lower chord is buried beneath the tracks and
platfcjrms ; and a false cast-iron base is bolted to the foot of the truss at the base of the first panel above
the pin. A hollow brick pier is built up under this base, enclosing the real foot of the truss from view. To
the cursory observer, therefore, the arch seems to rest on the cast-iron base and brick pier. As a general
rule, to make appearances deceitful is bad taste, architecturally; but in this case there is something to be
said for this arrangement. The sides of the arched truss come down to the ground level so nearly vertical
that the fact that a horizontal thrust exists there is not suspected. Even an engineer who did not stop to
reason that the truss must be hinged at its apex to allow for temperature clianges would be deceived.
Certainly to have given the structure an appearance of strength which it did not possess, or to have brought
the trusses down on their bases at an angle, so that they would have appeared to be in danger of spreading,
would have been very bad taste. The arrangement adopted, however, while not exactly what it appears to
be, does lujt seem an objectionable one.

At first sight the permissible loading of 14,000 lbs. per sq. in. for combined dead load and wind or com-
bined dead load and snow, and 18,000 lbs. per sq. in. for combined dead load, wind, and snow, may seem
excessive strains for wrought-iron ; but it is to be remembered that neither of the assumed maximum loads
of 14,000 lbs. for wind or for snow are likely to occur oftener than once in perhaps a score of years. The
mathematical chances that these two maximum loads will both occur at the same time are therefore
seen to be practically infinitesimal. Even the blizzard of March, 1888, which was probably as great a con-
junction of snowfall with wind as has ever been recorded at New York, w^ould by no means have subjected
the structure to an excessive load ; for the wind pressures probably did not exceed 13 to 20 lbs. per sq. ft.
at most, and on the exposed flat surface of the roof the snow would have been swept off by the wind as fast
as it fell. As for tlie strain of 14,000 lbs., due to dead load and wind, or dead load and snow combined, even
this will probably come on the structure only at extremely rare intervals, and possibly never. To have a
load of snow of even 10 lbs. per sq. ft. on such an elevated and exposed surface as this roof is uncommon in
a New York winter, and cither wind, sun, or rain will be apt to remove a heavy snowfall in a short time.
As for wind pressures, the assumed load of 35 lbs. per sq. ft. is 5 lbs. greater than the wind pressure usually
assumed in bridge specifications at the present time by the best engineers.

The train-shed tracks are on a grade of 0.4 per cent, falling toward the west, to facilitate the starting of
heavy trains. The train-shed roof, however, is kept level by making each successive pair of trusses 2j in.
higher than the pair to the east. To avoid, so far as possible, changes in the iron-work, the change is
made by increasing the height of the first panel above the foot of the truss. Except for this and some
slight clianges in the trusses at the ends, on account of the wind-bracing of the gable-ends, the 24 main
trusses are duplicates of each other.

The operation of erecting these trusses and the traveller used were described at length with illustrations
in the issue of Engineer iiit; A'l-zvs of Dec. 27, 1890. In brief, we may say that the train-shed tracks were laid
and surfaced, and on them were set freight-car trucks for carrying the traveller. This was a huge timber
frame, with its top made to fit the lower curve of the roof-trusses. It was long enough to permit erecting
one pair of trusses and the nearest truss of the next pair ahead upon it. After these were erected and
braced, tin- traveller was mcved ahead and tlirce more trusses were placed in position. Of course the first

4i6

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

step in the erection was to place the lower chord and the feet of the trusses in position. The material was
delivered on the ground in sections small enough to be hoisted into place by a single hoisting-engine.

The 24 main trusses form the main members of the roof. The space between each pair is 14 ft. 6 in.,
and the space from each pair to the next pair is 43 ft. 6 in. This space is also divided into 14 ft. 6 in.
panels by two light intermediate trusses, which with the main trusses form the rafters for the roof. The
intermediate trusses are supported from the main trusses by purlins 3 ft. in depth, running horizontally the
length of the building through each panel of the main trusses.

Fig. 663.— Details of Movable End of Arch.

Fig. 664. — Details of Fixed End of Arch.

KiG. 665. — Plan of Foundations.

The iron-work of the gables is especially interesting on account of the large surface there exposed to
wind-pressure, about 12,000 sq. ft. The total pressure upon the gable-end at the maximum wind-pressure
assumed of 35 lbs. per sq. ft. is upward of 200 tons. The gable is divided into panels about 10 feet square
by light vertical trusses with horizontal bracing. The load from wind-pressure at the top of these vertical
trusses is transmitted to the purlin trusses, which distribute it to the main trusses of the train-shed. The
lower end of these vertical trusses is supported by a horizontal truss, 14 ft. 6 in. deep, running across the
train-shed and carrying the strain from wind-pressure to the end main truss at the top of the first section.

TERMINAL PASSENGER DEPOTS.

417

In each panel of the £;able is a galvanized-iron frame supportinsi; 10 paries of hammered plate-glass, each
ft. X 22 in. and \ in. thick. This glazing extends over the whole area of the gable inclosed by the inner

chord of the end main truss. The end truss itself is finished with a corrucrated-iron covering;, panelled to
correspond to the panels of the truss, and with false verticals and diagonals on the outer side, giving the
appearance of a truss from the exterior.

4i8

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

Besides over 6000 sq. ft. of glass in each gable, there is a row of windows in the north wall, running the
whole length of the bnilding, and a row in the south wall for a part of its length. These windows are hung
on trunnions so that they can be swung open for ventilation whenever the weather permits. The main
sources of light for the train-shed, however, are the skylights in the roof, of which there are four, one on
each side of the roof half-way between the ridge and the eaves, and one on each side of the roof of the clere-
story. One half the total area of the roof is of glass. There are four ventilators in the clear-story and two
in the roof.

Fig. 667. — pEKsrEciiVK of Traveller used in Erection of Train-shed, Side A'iew.

The main and intermediate trusses running transversely and the purlin trusses running longitudinally
divide the roof in panels 14 ft. 6 in. in length and a little less in width. These panels are filled with the
framing for either the glass panes or for the corrugated-iron roofing, according to their position. The
skylights are all glazed on the Helliwell system. The glass used is rough plate, \ in. thick. The elevation
of the glass above the train-shed platform, from 50 to 100 ft., would make the breakage of a pane and its fall
a rather dangerous thing for any one below. To guard against any accident of this sort, a copper netting of
i|-in. hexagonal mesh is stretched below the whole surface of the skylight.

The very large area of glass and the large air-space furnished by the high open roof makes the train-
shed very light and free from smoke. As an example of the pains taken to make the interior of the train-
shed as light as possible, the vi^all of the oflice building which extends for a distance of 160 ft. along the
south side of the train-shed is faced with light-colored bricks. At night the train-shed is lit by arc-lights
suspended about 20 ft. above the station platforms and furnished with current by a dynamo plant operated
by the Railroad Co. The whole number of lamps in the tiain-shed is 64, or one to each 2600 sq. it. of area
lighted.

The whole train-shed is founded on piles, driven to a good bearing in the silt which underlies the whole
water front of Jersey City. The north ends of the main trusses rest on separate piers of masonry 8 ft. 6 in.
square at the base, each of which is supported by 16 piles in rows of four, each row capped by a 12 x 12 in.

TERMINAL PASSENGER DEPOTS.

419

timber and a tight timber platform laid on top of the caps. '1 lie south ends of the main trusses rest on
counterforts projecting from the retaining-wall, which runs along the south side of the train-shed. The
three rows of piles to the left are continuous along the whole length of the retaining-wall, and six additional
piles are added for each counterfort.

The truss-shoes at the north end rest on a nest of S rollers 2|| in. in diameter, and a little less than 2
ft. long. The south shoes are secured to the masonry by two 2i-in. bolts.

The train-shed is built throughout of wrought-iron. The specifications for its quality and for the
workmanship were the same as tlie standard specification of the Pennsylvania Railroad for the material and
workmanship of wrought-iron bridges. All the iron-work of the building is painted three coats with red

Fig. 66S. — Perspective ok Traveller used in Erection of Train-shed, Front View.

oxide-of-iron paint mixed with linseed-oil. The question of what is the best paint to preserve the iron roofs
of train-sheds from the corrosive eflfect of the gases from the locomotive is an important one ; but so far the
Pennsylvania Railroad engineers have found nothing superior to iron oxide for this purpose.

Twelve tracks run the length of the train-shed, terminating 25 ft. from its east end. The total length
of the train-shed is 652 ft. The total standing room for cars on the train-shed tracks, measuring from the
clearance points, is 8571 ft. There are three double-track lines and six single tracks. The twelve tracks
in the train-shed connect with five tracks in the yard. The arrangement of switches is su:h that any track
in the train-shed can be connected to any one of the five yard tracks ; hence any track can be used for either
incoming or outgoing trains. This is of e?pecial advantage in case of the blockade of any part of the yard
by derailment or other accident, and is also a convenience in handling very heavy traffic.

The junction of the train shed tracks with the yard tracks is made with a crossing using No. 8 movable-
point frogs and slip-switches. The curves through these slip-switches are the sharpest in the yards, being
484 ft. radius. No other yard curves have less than 600 ft. radius. The switches and signals are all operated
by the Westinghouse electro-pneumatic interlocking system, erected by the Union Switch & Signal Co.
The signals are of the semaphore type, standard on the Pennsylvania, the signals for full-speed movements
being mounted on posts, while dwarf signals are used for switching movements.

420 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

The compressed air for operatitifj the switches and signals is supplied by compressors at the yards on
the west side of Jersey City, and is carried through a 2-in. main. A reserve compressor, located at the
terminus, can be started at a moment's notice, and is run for half an hour on three days in the week. An
auxiliary reservoir is located at each switch and signal. The electricity for working the plant is supplied by
storage- batteries, which are kept charged by a current from the Jersey City electric-lighting station.

A novel signaling arrangement has been introduced to notify engineers of incoming trains that a train
is standing on the track they are to enter. On the signal bridge 400 ft. west of the train-shed are located
the distant signals governing the train-shed tracks, while the home signals are located on a bridge 100 ft. in
front. Each train-shed track is connected to form a track circuit, and when a train is on the track the dis-
tant signal is thrown automatically to the "caution " position, and remains there until the track is cleared.
An engineer, therefore, who finds the distant signal at caution and the home signal at safety, knows that
another train is standing in the train-shed on the track he is to enter, and that he must come in with his
train under control.

Besides the train-shed tracks there is one track leading down on the south of the train-shed to a ter-
minus at Hudson Street on the water front; and to the north of the train-shed is a yard of twelve tracks,
for the storage of passenger-cars. To the north of this, on a track not filled above the old level, are the
yards for handling Jersey City local freight and tracks for Adams Express cars.

The arrangement of tracks in the train-shed is in three double tracks and six single tracks, between
which are the eight platforms. These are of varj'ing widths, two having the very generous width of 22 ft.
and the others being 12 ft. 2 in. wide. At present wooden platforms are in use; but after the fill on which
the tracks are built is thoroughly settled and consolidated, these will be replaced by platforms of granolithic
pavement. All the tracks will be ballasted with broken stone to discourage passengers as much as possible
from walking across them. The arrangements for supplying water and compressed gas to the cars are
unusually complete. On each track there is a gas-cock every 50 ft., with hose attached for filling cars, and
there is a water-cock every 100 ft.

Tlie general design of the new passenger station which is to replace the old one that had done service
for so many years has been decided upon. It is located on the east end of the train-shed with its centre a
little south of the centre-line of the train-shed. The old building had only one story ; but the train-shed
tracks being now at an elevation of about 15 ft. above the street level, the new structnre will have two
stories, of which the upper floor will be the one chiefly used by travellers, the lower story being only for
Jersey City passengers, ferry waiting-rooms, storage, offices, etc.

The depot proper covers a space iSS ft. X84 ft., and a covered passage-way about 4! ft. wide extends
along the side toward the train-shed and across each end. The passage-ways across the ends of the waiting-
room permit passengers to pass directly from the ferries to the trains or in the contrary direction without
passing through the waiting-room.

Like the train-shed, the station is 'founded on piling; but there is a considerable depth of water here, so
that the placing of masonry to carry the structure from below low-water mark to above high-water mark would
be expensive. Moreover, the foundation secured by piling at this point is not especially stable, and as little
weight and as much flexibility as possible in the structure to be supported are desirable ends to be attained.
The piles, which are driven in clusters of four, are therefore cut ofT below low-water mark, and are capped
with a timber platform which supports a cast-iron column 7 ft. S in. high. Tie-rods if in. square brace
these columns. On top of these columns 20-in. wrought-iron girders run across the building, and on these
the floor-timbers are laid. The floor of the second story and the roof are supported on iron columns.

The passages across the ends of the station are supported on piles cut off just below the level of the
lower floor and braced with timbers. The roof-trusses over these passages are similar to those over the
transverse platform. This latter truss is supported on one side by the lower chord of the truss which runs
across the gable of the train-shed. This leaves an open space free from columns and 65 ft. in width across
tlie whole end of the train-'shed, — a very desirable feature for handling large crowds.

As the teredo sometimes works in these waters, all the piling and timber used in these foundations have
been well creosoted with dead oil or coal-tar creosote.

The allowable working-stresses in the iron-work for the station are 14,000 lbs. per square inch for wrought-
iron in tension ; 13,000 lbs. per square inch for wrought-iron in compression, properly reduced ; 10.000 lbs.
per square inch for single shear on rivets ; 20,000 lbs. per square inch for bearing value of rivets. Where
strains include wind and snow, the above tensile and compressive stresses may be increased to 17,000 lbs.
and 16,000 lbs., respectively.

As in all the other work connected with the improvement of these terminals, the time and expense of
constructing the station are considerably increased by the necessity of providing temporary accommoda-
tions for the heavy traffic, which must be moved with the least possible hindrance no matter what changes
are troing on.

TERMINAL PASSENGER DEPOTS. 421

A new five-story office buildiiiir. 50 ft. x 159 ft., adjoining the southeast end of the train-shed, serves
for the general otKces of the New York division of tlie railroad.

A system of bridges and passages will cross the ferry-house on a level with the second story and wait-
ing-room, connecting with foot-bridges at each slip leading to the upper deck of the ferry-boats. These
bridges, which are very light, being only for foot traffic, are suspended from a gallows frame, and are counter-
weighted so that they are easily adjusted by hand by the ferry attendants to suit the stage of the tide. The
bridges leading to the lower decks, which are much heavier, being used for teams, are supported on pon-
toons, so that they adjust themselves to the rise and fall of the tide. Baggage is brought across the river
on the lower decks in a baggage-van or on a truck, and is drawn through the ferry-house and onto the
platform of a hydraulic elevator at the rear of the train-shed, which raises it quickly to the level of the train-
shed platforms.

The credit for the general design of the train-shed is due to Mr. C. C. Schneider, M. Am. Soc. C. E.
The structural details were worked out by the Pencoyd Bridge and Construction Co., who were the contractors
for the work. The whole work was done under supervision of the engineering staft of the Pennsylvania
Railroad; those to whom special responsibility in connection with the work was entrusted being Chief
Engineer Wm. H. Brown, assisted by Mr. Wm. A. Pratt at the general offices of the company, and Mr.
E. F. Brooks, Engineer of Maintenance of Way of the United Railroads of New Jersey Division, assisted
by Mr. Martin L. Gardner.

For further data, details of iron-work, strain-sheet, method of erection, etc., see the publications
mentioned above.

Passenger Train-shed at Pittsburg, Pa., Baltimore a^ Ohio Railroad. — Tiie passenger train-slied
of the Baltimore & Ohio Railroad at Pittsburg, Pa., was described and illustrated, in a paper read
before the Engineers" Society of Western Pennsylvania, by Mr. J. E. Greiner, C.E., partly repub-
lished in the issue of Engineering Neios of F"ebruary 23, 1889. This shed is 385 ft. long, and consists
of a clear span of 84 ft. resting on columns with outside roof projections. The great peculiarity of
this design is that the entire shed rests on a second set of columns below the train story, so that tlie
design involved considerable ingenuity and nicety of calculations to jjrovide for all the ]iossible
combinations of dead weight, live load, snow, wind, etc., and also give ample stiffness and stability.
The specifications for the shed arc reprinted partly in the publications mentioned. The methods
and assumptions utilized in calculating the roof structure and its supports are given in full in the
paper.

Ferry Passenger Terminus at Franklin Street, New York, N. Y., JFest Shore Railroad. — Tlie jilans
for the ferry passenger terminus of the West Shore Railroad at foot of Franklin Street, New York,
N. ^'., designed and built under the supervision of Mr. Walter Katte, Chief Engineer, were illustrated
and described in the issue of Engineering Ne^as of November 21, 1891. The ferry-house is jiartly
shown in Figs. 398 and 399, and the description in the publication mentioned is as follows :

The facilities include a freight pier in addition to the passenger ferry. The slip for the passenger
ferry-boat is on the north side of the freight pier, which is protected from injury by a row of fender-piles.
The conveniences provided in the passenger station are about those usually arranged, with the addition of a
ladies' waiting-room and a smoking-room. The West Street front of the building is ornamented by a clock-
tower 22 X 20 ft., the face of the clock being about 60 ft. above the street surface and the spire rising to a
height of about roc ft. This feature is a most commendable one, especially on a road carrying a consider-
able number of commuters, a class of passengers whose habit of arriving at the ferry very close to the time
of departure of the boat connecting with their train is well known.

Another noticeable feature of the terminal is the abundant light provided for the passage-ways to and
from the ferry-slip by a large skylight in the roof, 63 x 22 ft. in size.

The buildings are heated by steam ; and both gas and electric lights arc provided, with arc-lights over
the wagon driveways. The frames and roof-trusses are of iron, while the roof and sides are of galvanized
sheet-iron. The roof is covered with asphalt and gravel.

Ferry Passenger Terminus at Boston, Mass., Boston, Revere Beach Gf Lynn Railroad. — The pas-
senger depot of the Boston, Revere Beach & Lynn Railroad on Atlantic Avenue, Boston, Mass., is
the Boston terminus of the ferry across the Charles River, connecting with the Boston, Revere
Beach & Lynn Railroad. Plans and a very full description of this depot, designed by Mr. George
Finneran, architect, were published in the issue of the Railroad Gazette of August i, 1880.

422

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

Proposed Train-shed at New Orleans, La., Illinois Central Railroad. — In Fig. 669 is shown tlie
half-section of a design for a proposed iron train-shed of the Illinois Central Railroad at New

Fir.. 6fig. — Cross-section of Train-shed.

Orleans, La., data for wliich were kindly furnished by Mr. J. F. Wallace, Chief Engineer, Illinois
Central Railroad. The design of this shed is novel and original. It consists of three arched spans,
with two cantilever side roof projections. The entire width spanned is 14S ft. The central span is
41 ft. wide and 30 ft. high in the clear above the track at the centre of the span. The adjoining
side spans are each 36 ft. wide and 22 ft. 6 in. high in the clear above the track at the centre of the
span. The roof projections on each side extend 17 ft. 6 in. beyond the side column. The roof-
•trusses, purlins, columns, and longitudinal bracing are all of iron plates or shapes riveted together.

Proposed Terminal Passenger Dchot at Chicago, III., Illinois Central Railroad. — In Fig. 670 is
shown a section of the iron train-shed to be built at the proposed passenger depot at Chicago, 111., of

Fir, 670.— Crosssf.ction of Train shkd.

the Illinois Central Railroad, the data for which were kindly furnished by Mr. J. F. Wallace, Chief
Engineer, Illinois Central RailroacJ. The shed is built with an arched central span, 108 ft. wide, and

TERMINAL PASSENGER DEPOTS.

42^

a cantilever roof projection, 36 ft. wide, on each side of the main span, so that tlie total width covered
is 180 ft. The clearance is 21 ft. above tiie rail. There are 10 tracks covered, 6 under the main
span and 4 under the roof projections. The tracks are grouped in pairs. The tracks in each pair
are spaced 12 ft. centres. 'I'he platforms between the tracks are 14 ft. wide.

The proposed depot building is illustrated and described in the issue of F.iii^iiiccn'iig Nncs of
Aiiril 28,- 1S92, from -which publication Fig. 671 is taken. It is also very thoroughly described and
illustrated in the issue of the Railroad Gazette of October 14, 1892.

The description of the dejiot in Eiigi/icen'iig News is as follows :

'--■■'-'--A

'HDIIB

-'^■jk

\ V-^'-*.^ii>.i«v^/'-''« ^.^

Fig. 6-r. — PKKsi'EcrivK oi-- Deiot.

The site is on the lake front at the smith end of Lake Front Park, and near Twelfth Street and Park
Row. It will be a terminal station for main-line trains, but suburban trains will run through as far as R.in-
tlolpli Street, where a new station for suburban traffic will be built eventually. The location and general
arrangement of the main terminal station have been settled by Mr. J. F. Wallace. Chief Engineer, and Mr.
Bradford L. Gilbert, of New York, is architect for the building. The illu.stration represents the up-town or
north face of the building, showing the openings through which the suburban tracks pass to the train-shed.
The building will be of fire-proof construction. The first three stories will be of dark granite on the main
front, while the upper part and the other sides will be of bufi mottled brick. The roof will be covered with
dark glazed Spanish tiles. Adjoining the building will be the train-shed, 600 ft. long.

The first and mezzanine stories of the building will be devoted to waiting-rooms, ticket-offices, and
other orlices for the use of the public. Special provision has been made for the accommodation of suburban
traffic, and ingress and egress can be had from the platforms and special waiting-room without the necessity
of entering the main station building;. Carriages will drive from Park Row into a large covered court.

424 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

The principal ticket-offices will be on the street level. Provision has been made for passengers to
check their baggage, and by means of subways reach the train platforms without the necessity of going
up-stairs into the waiting-rooms, which will be in the portion of the building extending over and above the
tracks, and forming, in addition to the office building, a structure about 150 ft. square. Private waiting-
rooms for ladies, a smoking-room, restaurant accommodation, and other conveniences have been provided
for. The rotunda, or general waiting-room, will be 100 ft. by 150 ft., with a large, circular-domed root.
Wide stairways are provided from this room connecting with all passenger platforms, and to avoid the
necessity of incoming passengers having to pass through the waiting-room, provision has been made by
well-lighted subways carried under the tracks for entrance from Twelfth Street, Park Row, and the covered
carriage court. The cost of the station, including main building and train-shed, is estimated at $900,000.

Terminal Depot at Oakland, CaL, Central Pacific Railroad. — The western terminal station of the
Central Pacific Railroad is situated near Oakland, Cal , upon a pier of earthwork and rock running
out into San Francisco Bay from its eastern shore, a distance of i| miles, having a wharf and ferry-
slip at its western extremity.

The building is constructed in three main divisions crosswise. The central part is 120 ft.
wide and 60 ft. high, and accommodates overland trains, and the divisions on either side of tliis are
60 ft. wide and 40 ft. high, being exclusively for suburban trains running to and from Oakland, Ala-
meda, and Berkeley, connecting with the San Francisco ferry-steamers.

At the west end of the main or central division are two commodious waiting-rooms for passen-
gers. The upper or main waiting-room, 120 X 120 ft., connecting by side aprons with the saloon
deck of ferry-steamers, and the lower waiting-room, connecting by end apron witli the main deck of
steamers, give quick and easy passage to and from the boats.

The building also contains a restaurant and various offices and apartments for railroad employes.

The structure, 1050 ft. total length, covers an area of over four acres, and is constructed mainly
of wood and iron, the supports resting on concrete and pile foundations. The roof is covered with
corrugated iron and glass. At night the building is illuminated with electric lights.

Union Depot at Omaha, Neb. — The proposed Union Passenger Depot at Omaha, Neb., is de-
scribed and illustrated in the issue of Engineering News of August 17, 1889.

Proposed Terminal Passenger Depot at Chicago, III., Chicago Elevated Terminal Raihcav. — The
proposed terminal passenger depot of the Chicago Elevated Terminal Railway at State and Twelfth
streets, Chicago, 111., designed by Mr. S. S. Beman, architect, Chicago, 111., is shown in Figs. 672 and
673, taken by permission from the Engineering News of May 5, 1892, in which publication the depot
is described as follows :

The main building will be eight stories high, and surmounted by a steep tiled roof, and will have a
frontage of 350 ft. on State Street, the style of architecture being that of the English renaissance. About
80 ft. south of this main building will be a train-shed with a length of 1000 ft. on State Street. At the
corner of the building will be a tower 60 ft. square and 420 ft. high to the top of the flag-staff. In the tower
there will be a clock with dials on each side 19 ft. diameter, while at the top there will be a frieze about
16 ft. wide, emblematic of railway construction.

The exterior will be constructed of stone, very likely brown-stone, for the first and second stories, and
above this the walls will be of terra-cotta. There will be two entrances to the main waiting-room from
State Street and two through the tower, while the passengers for the suburban trains will reach the trains
from the south end of the main building through the court between the latter and the train-shed. The
fronts of the ground or first story of both the main building and train-shed will be leased for stores, with tiic
exception of the space used for entrances. The main waiting-room will be 174x350 ft., and will be arched,
with a skj'light overhead, this being the size of the court by which the offices above will be lighted. Open-
ing onto this room there will be a suburban waiting-room, 50 x 160 ft.; ladies' parlor, 50 x 80 ft.; and
dining-rooms, barber-shop, news-stands, etc.

Off the main waiting-room there will be a loggia iS ft. wide and about 130 ft. long, beneath which will be
a carriage entrance to the elevators, and steps leading up to the grand waiting-room. This carriage court will
be 150 X 50 ft. The upper part of the building, including the tower, will be used for offices, of which there
will be 106 on each floqr. In the trniii-shed will be 14 tracks, with a transfer-table by which trains can be
immediately transferred from one track to another, so that they can arrive and depart without interruption.
At the north end of the shed there will be eight elevators for receiving and lowering the baggage from

TERMINAL PASSENGER DEPOTS.

425

I
O

426

BUILDINGS AND STRUCTURES OF AMERICAN RAILFOADS.

"TTTT

TT — W'

TTl V

Tl xX

~' ^"

■ n

I 1

TERMINAL PASSENGER DEPOTS. 427

incoming trains to the baggage-rooms beneatli. vvliile at the south end tlicre will be the same number for
handling outgoing baggage. The steel roof-trusses of the train-shed will have a clear span of 2S9 ft., anti
will be of elliptical form, rising to a height of 125 ft. They will be placed 40 ft. apart and arranged in pairs
braced and riveted together. The platforms of the train-shed will be of Portland cement, and the tracks
will be 12 in. below the platform level.

The entire structure will be of fire-proof construction, and equipped with all modern conveniences.
The estimated cost is $3,500,000. It is intended to begin work as early as possible, and it is thought that
two years will be required to complete it.

A large cut of this depot is published in the I iilaiiil Architect and News Rccofd, Vol. XIX., No. 2.

Union Passenger Depot at St. Paul, Minn.^'Vhn Union Passenger Depot at St. Paul, iMinn.,
designed by Mr. L. S. Bufifington, architect, shown in Fig. 674, is a large terminal head-station, with
six tracks terminating at the head-house, and three through tracks. Plans for this building were
published in the issue of the Rai/zcay Revieza of October 30, 1880, and described as follows :

The depot building, now in process of construction and nearly com|)leted. is locatccl at the fuot.of
Sibky Street, partly on the public levee and partly on the adjoining tier of lots. The width of this portion
of tlie ground is 208 ft.; the length from Sibley Street to the east end of the station is 720 ft., and tlie
approach is about half a mile long. The area of the entire depot ground is 9J acres. For passenger busi-
ness nine tracks enter the grounds, six of them being terminal and three forming continuous lines past the
south side of the head-house. These latter connect with a tenth track tliat is continuous to the extreme
south, and is intemled for transfer business. This system of tracks is arranged in pairs. Between these
pairs extejid platforms, 475 ft. long by 88 ft. wide, connected at the depot end by a cross platform, 30 ft.
wide and coveied by an iron porch roof.

The depot building, constructed of St. Louis pressed brick and Ohio sandstone trimmings, has a 130 ft.
fi out across the tracks, and is 150 ft. deep. It is divided longitudinally by a central hall 112 ft, long and
30 ft. wide. This hall is carried up through two stories, and is 40 ft. high. The effect thus produced is very
striking, and is heightened by the artistic decorations. These latter consist of tasteful mosaics of Philadelphia
enamelled and Racine pressed brick, with which the hall is lined. The colored enamelled brick are carried
up some 10 ft., harmoniously combined in a graceful design, and thence the cream-colored brick are carried
up to the ceiling. The result is a very pretty and withal light hall. At the second-story a series of arches
is encountered. These arches form the upper hall. The dwarfing effect of projecting balconies, found in
some similar structures, is here obviated by making the balconies flush, and taking the extra space from the
upper series of rooms. Thus there is in the central hall a clean sweep of two stories. The interior of the
cross hall is also tastefully decorated. The artistic effects of these halls are quite striking. The ladies' and
gentlemeri's rooms are each 46 ft. square, and there arc commodious restaurants, lunch and baggage rooms,
depot offices, employes' rooms, etc. Taken altogether, this is a model depot. The arrangement of tracks is
admirable, and well calculated to facilitate a systematic handling of St. Paul's very rapidly increasing passen-
ger traffic. The comfort and convenience of the public has been especially studied, and ventilation and
heating have been closely looked after.

This building was destroyed by fire in 1S84 and immediately rebuilt, the old walls being jKirlly
used and the interior arrangements being practically the same as previously built. The baggage-
building on the north side ot the grounds, built in 1883, is a two-story lirick building. The lower
floor is used for baggage and express and for the heat and power plant, while the upper floor is fitted
up for emigrant waiting-rooms.

The longitudinal platforms between the tracks were covered by wooden platform shed roofs,
supported on two posts about every 16 ft. These temporary wooden platform sheds, as also the iron
])orch roof over the transverse |>latforni at the back of the head-house, were removed in 1889 and
reiilaced by a handsome iron train-shed, as illustrated and descril)ed below.

Train-slied of Union Passeni^er Depot at St. Paul, Minn. — The train-shed of the Union Passenger
Depot at St. Paul, Minn., designed by and built in 1889 and 1890 under the direction of Mr. Clias.
F. Loweth, civil engineer, St. Paul, Minn., shown in Figs. 674 to 677, is described as follows by
Mr. Loweth, who has kindly furnished some very valuable data as to the details of the work and the
unit costs, whi<:h will prove of especial interest, and hence are reproduced here in fidl:

The shed is at rear of and adjoining the Union Deput building. The area covered is 640 ft. in
length by about 1S9 ft. in width, and deducting the area in .idjouiing baggage budding amounts to 115,128

428

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

sq. ft. The outer right-hand corner was cut off to conform to tlie property Hnc. Shed covers nine tracks
and five platforms, the lower track being a freight-transfer track.

The structure consists of a series of nineteen trusses, spaced generally n ft. 6 in. r. to c, and varied to
suit openings in baggage building. These trusses are supported on posts generally 165 ft. 10 in. c. to c,
with projecting brackets, making a clear span of about 164 ft. 6 in., and a total width of building of about
189 ft. out to out of roof.

Sides of structure between posts are open, except such bracing as required for stability, and consisting
of a 7-ft. deep latticed purlin-strut at top, and a 4-ft. deep plate-girder curtain strut, the bottom of which is
level with the top of car-windows, and which is ornamented by rosettes and open holes arranged in scrolls.
The second and fourth trusses from east end at north side are carried by longitudinal trusses to adjoining
posts in order to allow for side tracks.

Fig. 674. — Side Elevation of HEAD-Hr>i'M and Tuain-shed.

Fig. 675.

-Cross-section of Train-shed.

Foundations. — Foundations along south side and the two at N. E. corner are on piles. End piers have
si.x piles and intermediate ones nine ; largest foundation at N. E. corner of building has twelve piles. All
piles were cut off at about 6 ft. 6 in. below ground and pit e.xcavated 6 in. below top of piles ; on piles was
placed a bed of American natural-cement concrete 2 ft. thick and generally 6 ft. wide by 9 ft. long. On
concrete was built a masonry pier of first-class ashlar masonry with granite cap-stones about 6 in. above top
of rails.

Foundations along baggage building were carried down to level of bottom of building foundation, about
6 ft. 6 in. below tracks ; foundation wall cut away for length of about 7 ft. 6 in., and a Portland-cement con-
crete foundation 7 ft. 6 in. by 15 ft. laid, the length being transverse to building. Eight 10 in. steel beams
14 ft. long were bedded in each concrete base ; on this foundation masonry was built similar to other piers
except that the cap-stones were Mankato stone and the space between building wall and new piers was filled
with masonry.

TERMINAL PASSENGER DEPOTS. 429

All foundaiions are on made ground, consisting of 20 to 25 ft. of gravel tilling on old slough and river
bed, put in from nine to twelve years previously.
Quantities, prices, and total cost are as follows :

2265 ft. pine piling, at 30 c 6"679 50

150.99 cu. yd. Milwaukee cement concrete, at $4.50, 679 45

S8.20 ■■ " Portland cement concrete, at §6, 50 573 30

144.06 " " Mankato stone masonry, at, §14 2,016 84

5.62 " " " " pier caps at, $16, 91 00

10.4 " " granite pier caps, at §50.75, 527 80

Extra work, repairing sewer damaged in driving piles, etc 69 97

Steel beams for foundations, 25,704 lbs., at 3 c 771 12

Total $5,408 98

Cost of loundation per square foot of area covered, 4.7 cents.

Iron Work. — Trusses are 6 ft. deep at ends, 23 ft. deep at centre, with bottom chord curvefl and raised at
centre 10 ft above ends. Trusses are pin-connected e.xcept the two panels at ends, wliich were made of tlie

UNION D E p e>S^« At N - s-3

Len-*th 6 40 ft. ^^^

Fig. 676. — Perspective of Exterior of Train-shed.

riveted lattice form in order to admit of a stifTer connection to the supporting posts. All eye-bars, counters,
top chords, pins and supporting posts are of steel. All else of wrought-iron. All rivet-holes in steel were
reamed.

Structure was proportioned for a combined dead and live load of respectively 20 and 25 lbs. per square
foot of roof surface, and also for the above dead load, and in addition a combined live snow-load of 20 lbs. per
square foot and a horizontal wind-pressure of 50 lbs. per scjuare foot, both acting on the same half of truss
only.

AllowabVe unit stresses are generally on a basis of a factor of 4, which is a minimum and increased
somewhat as the importance of the member. Minimum thickness of metal t\ in. Purlins are riveted lat-

43°

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

tice girders spaced about lo ft. lo in. apart measured in plane of roof, and arc generally 3 ft. deep. Purlins
are prevented from sagging by 3 in. X3 in. x {'^ in. angle-iron extcmling from centre of purlins to ridge pur-
lins, or diagonally each way to the main trusses.

Lateral bracing occurs in every other space between trusses at top chord only, except in the two spaces
at east end of shed, where heavy lateral bracing occurs at lower chord level to provide for wind-pressure on
end gable.

The total weight of iron and steel in superstructure is 1,690,290 lbs., equivalent to 14.7 lbs. per square fort
of area covered. Contract price was 4.25c. per pound erected and painted, amounting to iji/ 1,837. 32, or 62.5c.
per square foot of area covered.

Extras in iron-work contract amounted to .S'524.41 and included cost of 6160 lbs. eye-bars broken in

Fir.. 677, — Perspective of Interior of Train-shed.

testing and 2033 lbs. irnn-work injun-d liy other contractor, extra painting, etc. ; making total cost of iron-
work .^72,361.73.

lioof-coveriiii^. — Roof-covering is of ij-in. matched and dressed pine sheathing laid on 3-in. xS-in. pine
jack-rafters spaced about 4 ft. 3 in. apart and bolted to purlins. Skylights arranged as shown on plans.
Glass f in. thick in first 125 ft. ne.xt to Union Depot building, and balance J in. thick, all best quality rolled
ribbed glass, set in galvanized-iron frames, thoroughly painted. Skylights constitute 26.3^ of roof surface.
Ventilation of shed obtained by continuous wood louvres, one on each side of roof at about the centre, and
by four large ventilators at ridge, each one panel long with wood louvres at sides ; also by ten cast-iron
" None such " smoke-jacks at ridge.

Roofing of tin (Gilbertson's "Old Method" or Taylor's "Old Style," extra heavy coated). .\\\ tin
painted an under side at shop and laid with one layer of strawboard building-paper between it and the
sheathing. Gutters made of No. 24 galvanized iron.

The entire cost of this roof-work, including enclosing ends of shed, gutters, leader-pipes, etc., was
$34,825.54, or equal to y>\c. per square foot of area covered.

TERMINAL PASSENGER DEPOTS. 431

The following arc some of the quantities in the work and prices paid :
y6,6t>o sq. ft. of tin roofing, at $9.00 per 100 ft., incUiding flashings, painting under side, and paper layer.
33,060 sq. ft. of skylights, 7480 ft. being § in. glass, balance \ in. thick. Cost 53c. and 45c. per square
foot respectively, set in place.
S96 lineal ft. of 24-in. girth galvanized-iron gutter.
648 '• '• " galvanized-iron leader-pipes.

16S cast-iron leader-pipes.

31 1 31 in. X 24 in. iron cornices.

3.460 sq. ft. corrugated-iron siding.

1,280 lineal ft. of 4 ft. 10 in. wood louvres.

264 " •• •• 3 •' 5

83 ' glazed light frame in east-end gable.

193.480 ft. B. M. in rafters and sheathing.

Above price did not include painting of wood and sheet-metal work, except such surfaces as would be
inaccessible for painting after erection; separate contract for painting amounting to $3500, including one
coat for all rafters and under side of roof sheathing, and two coats on all outside wood-work, tin-roofing,
cornices, gutters, and corrugated and other sheet-iron work, but not including painting of any structural
iron-work. Above price is equivalent to 34 c. per square foot of area covered.

Cost of structure should include, in addition to above items, one of $2251.77 for miscellaneous e.xiiendi-
tures, such as su|)plies, extra help, electric lights, building permit, switching cars, etc., and including $709.42
for sewers along both sides of building.
Suiniiiary of Cost :

Foundations $5,408 "98

Iron-work 72,361 73

Roof-covering, etc 34,825 54

Painting 3.500 00

Miscellaneous 2,251 77

Total $118,348 02

Engineering and inspection, including inspection of iron-work at mill and shop, . 4.84S 07

Total cost $123,196 09

Total cost per square foot of area, §1.07.
The iron-work was furnished and erected by the Keystone Bridge Co.

Tain ilia I Passenger Depot at Forty-second Street, New York, N. V., New York Central Ss' Hudson
River Railroad. — In Fig. 678 is shown the ground-plan of the terminal depot of the New York Central
& Hudson River Railroad at Forty-second Street, New York, N. Y., which is built as a U-shaped
head-station. This station serves for several railroads, and hence there are a series of waiting and
l^'^ggage rooms. The train-shed for departing trains has twelve tracks, while the shed for arriving
trains has seven tracks. The train-sheds are 650 ft. long. The main shed is covered by a single-span
arched iron roof construction of 200 ft. span.

Terminal J'assenger Depot at Jersey City, N'. /., Central Railroad of New Jersey.— 'Wm^ passenger
depot of the Central Railroad of New Jersey at Jersey City, N. J., shown in Figs. 679 to 6S3, de-
scribed and illustrated in the issue of Engineering A'^e'ws of October 6, 18SS, from which publication
Figs. 679 to 682 are copied, is a large, handsome, and substantially built terminal head-station, de-
scribed as follows in the imblication mcTitioned :

The buihiing is of brick and iron, with stone trimmings in the front. The general dimensions are 215
ft. in width by 717 ft. in length, the train-shed being 512 ft. long. The accompanying plan and front and
side elevations convey a clear idea of the arrangement of tlie ground-floor and of the appearance of the
exterior.

The foundations of the walls and piers are of piles of an average length of 60 ft. Under the walls the
piles are placed zigzag, from 5 to 6 ft. apart, in two rows 2 ft. centre to centre. On top of the piles are 12x12
caps, upon which are 3x6 cross-pieces on which rests the masonry. All the wood is below high-water mark.
The pier foundations are clusters of from 7 to 9 piles capped vi-ith 12 x 12 and 3x6 timbers, and then a brick
pier capped with a 3 x 4 bluestonc. These support the iron columns carrying the main roof of the train-
shed. The load on a single pile is limited to 9 tons.

432

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

•z

"^^ 1

■v

■*

■ii

- i

TERMINAL PASSENGER DEPOTS.

433

r I m

o
oi

c 9 M
E c rt

S
"I

,"^ e a Si J. >•!>«

3 ^ ;: 3^ s 3 " u o «

8^'

• o .'S

■5 « ex: S-- ^-a (3

■afoj 'J^''^'s "J S; •«'<

434

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS^

TERMINAL PASSENGER DEPOTS.

435

•,ttti*9 '•¥»•'►'?

436

BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

The truss of ihe truin-shed roof is shown in the accompanying half-section. Tlie trusses are spaced 32J
ft. The lean-to roofs are tin, tlie others slate. Extending the length of the train-shed is a monitor roof of
glass. Fixed windows are placed above the lean-to roof.

The train-shed will accommodate 12 tracks, 6 for outgoing and 6 for incoming passengers. The tracks
are arranged in pairs, separated by concrete walks, 13 ft. 10 in. wide. The tracks are spaced generally 12 ft.
centres.

The waiting room in the centre of the head-house is 85 ft. 4 in. in length, and 66 ft. 8 in. in width. The
ticket-office is located at the entrance, and at the sides are news-stands, restaurant, private rooms, etc. The
walls are of English cream-colored glazed brick, and the flooring of bluestone. This room is lighted by 3
large dormers and a skylight extending the whole length. All the other rooms upon this floor are finished

Fig. 6S3. Perspective of Exterior of Train-shed.

in North Carolina hard pine, the ceilings being formed by the beams and flooring of the second story. The
exit for incoming passengers, on the south side of the building, is 29 ft. wide, is paved with concrete and
walled with English brick. The platform between the head-house and train-shed is 31^ ft. wide. The bag-
gage passage is on the north side of the depot.

The vault measures 17 by loj ft. inside. The foundation consists of three rows of piling (longitudinal)
carrying arches supporting the floor, which is on a level with the main floor. The centre wall is 12 in.
thick, the outer ones 24 in. In the latter is a 4-in. air-space. The vault is entered from the second floor by
means of a spiral stairway.

The upper stories of the head-house are to be used as offices.

Four nevi' slips, arranged symmetrically with the building, and a new ferry-house, are being built.

The depot building was designed by Messrs. Peabody & Stearns, architects. The work throughout was
built and carried out under the immediate supervision of Mr. Wm. H. Peddle, Engineer and Superintendent,
C. R. R. of N. J.

Terminal Passenger Depot, Philadelphia, Pa., Philadelphia &" Reading Terminal Railroad. — The
passenger station of the Philadelphia & Reading Terminal Railroad Company at Twelfth and Market
streets, Philadelphia, forms the Philadelphia terminus of the Philadelphia & Reading Railroad. It
is a large and substantially built terminal head-station, designed by Messrs. Wilson Brothers & Co.,

TERMINAL PASSENGER DEPOTS. 437

civil engineers and architects, Pliiladelphia, Pa., as shown in Figs. 684 to 688, prepared from data
kindly furnished by them. The head-house, which fronts on Market Street, has a frontage of 266 ft.
6 in. and a depth of 100 ft. It is eight stories high with a half-basement ; the height from the pave-
ment to the top of the balustrade being 153 ft. The train-shed is 266 ft. 6 in. in width and 559 ft.
long, including the lobby 50 ft. wide in rear of head-house. The entire space covered reaches from
Market Street to Arch Street, a distance of 659 ft. The trains enter the station by an elevated struc-
ture, so that the platforms in the train-shed are on a level with the second floor of the head-house.
Filbert Street, which runs between Market Street and Arch Street, and parallel thereto, passes under
the train-shed. The ground-floor from Market Street to F'ilbert Street is occupied by the railroad
company for sundry purposes, explained below, while the space under the train-shed from F"ilbert
Street to Arch Street is utilized for a public market-house.

This structure is especially noteworthy, as it is the most recent passenger terminal station of
magnitude erected in this country, its construction having begun in the fall of 1891. It presents,
therefore, so far as feasible under the circumstances, the best arrangements and the latest improve-
ments applicable to railroad passenger-stations. It has the largest existing single-span train-shed
roof, which fact alone entitles this structure to rank with the most prominent railroad terminal stations
of this or any other country. The Philadelphia & Reading Railroad Company has succeeded in
erecting one of the handsomest terminal passenger stations in the world, so that due credit should be
given to the railroad company and to the designers for an achievement that every American can be
justly proud of.

The exterior of the building, as represented in Fig. 684, shows a design in the Italian Renais-
sance, which is very artistic and effective. Since the design was made from which the illustration is
taken, an additional story has been added to the head-house between the third and the seventh floors,
which will improve the appearance. The basement and the first stories are built of pink granite, and
the remainder of pink brick and white terra-cotta.

The several floors of the head-house are used as follows : The basement is fitted up for stores.
The first floor serves as an entrance-lobby for passengers, with the necessary ticket-offices, baggage-
rooms, carriage-court, and accommodations for a number of interests and departments connected with
the railroad and station service. The second floor, which is on a level with the platforms in the train-
shed, contains a large general waiting-room, a ladies' waiting-room, dining-room, restaurant, toilet-
room for gentlemen and ladies, etc. The remainder of the building is used for general ofifices of the
railroad company and of the operating service of the terminal.

The half-basement on each side of the main passenger entrance from Market Street is fitted up
very handsomely, and contains six stores on the Market Street front and one on Twelfth Street. It
is reached by a few steps leading down from the street.

The large passenger lobby on the first floor, 58 ft. X 80 ft., forming the main entrance, is reached,
as shown in Fig. 685, by two steps leading up from the level of Market Street through an open
arcade, 1 14 ft. front and 12 ft. in depth. On the left-hand side of the lobby there is the ticket-office, 37 ft.
X 48 ft., with a fire-proof vault; also a branch office of the U. S. post-office, 31 ft. X 37 ft. In the rear
wall of the lobby there is an entrance to a 20-ft. corridor leading from the lobby to the carriage-court,
and also two openings to the outward-bound baggage-room, so that passengers after purchasing tickets
can attend to checking their baggage before ascending to the train-floor of the building. On the
right-hand side of the lobby there is a lo-ft. staircase leading to the train-floor ; also two elevators
for passengers, and a Pullman ticket-office.

On the Market Street front, beyond the arcade to the right, there is a large office, 43 ft. X 58 ft.,
with a fire-proof vault, for the Philadelphia tS: Reading Coal and Iron Company. In the rear of this
office there is the store-room for railroad-tickets, 32 ft. X 37 ft.

To the left of the arcade, at the corner of Market Street and Twelfth Street, is the office for the
treasury department of the Philadelphia & Reading Railroad Company. This office is 64 ft. X 73 ft.
and has connected with it large burglar-proof and fire-proof vaults.

Between this office and the ticket-office is located the main exit stair leading to Market Street ;
and there is also a similar stair leading to Twelfth Street, as shown on the plan.

At the extreme right of the Market Street front, and also on the Twelfth Street front, there are

438 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

TERMINAL PASSENGER DEPOTS.

439

'-SJ^H-V^

Q-^-g-e.

'BT^ ^^w;^"^^

riLBCRT

iT/fec^

Dfi/vcw/jr'

Dfliv£n/iy

Fig. 6S5. — Ground-plan ok Fikst Floor.

440 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

A/iCH

■~1

STftCCT

Ci/T/iar/fr sT

STRCET

HUNT€f1 ST

STffccr

Fig. 686. — Grou.\d-plan of Train Floor.

TERMINAL PASSENGER DEPOTS.

44'

442 BUILDINGS AND STRUCTURES OF AMERICAN RAILROADS.

TERMINAL PASSENGER DEPOTS. 443

special entrances with staircases and elevators leading to the general offices of the railroad company
on the upper lloors.

Tile baggage rooms are located between the head-house and the carriage-court in the rear, from
which, as previously mentioned, there is a 20-ft. corridor leading to the entrance-lobby. This corridor
is flanked by a number of small offices for various purposes, such as railroad mail and the advertising
ins|)ector.

The out-bound baggage-room is 72 ft. X 90 ft. Baggage is received from wagons standing in the
carriage-court and hoisted to the train-lloor level by means of two baggage-elevators at one end of
the room. Passengers can check their baggage or make inquiries concerning same at the two
openings from the lobby previously mentioned. At one corner of this baggage room there is a water-
closet for employes. At the corner next to the carriage-court there is a mail-chute, so that incoming
mail-bags can be delivered from the upper or train-floor level to a platform on the lower level, whence
they are loaded into the mail-wagons.

The in-bound baggage-room is 72 ft. X 105 ft. Baggage is transferred to it from the train-floor
level by two baggage-elevators, located as show on the plans, and thence delivered to wagons stand-
ing in the carriage-court or on Twelfth Street. At the corner of this baggage-room, next to the cor-
ridor from the carriage court previously referred to, and near the entrance-lobby, there is an in-bound
baggage-delivery window, where in-bound passengers passing to the carriage-court can obtain hand-
baggage or make any necessary arrangements-

The carriage-court in the rear of the baggage-rooms is 74 ft. wide and runs through under the
train-shed from Twelfth Street to Hunter Street, to which it forms a prolongation, as shown on the
l)lans. The middle of the carriage-court is used as a driveway; the side next to the baggage-rooms
serves for wagons to stand when delivering or receiving baggage, while the other side of the court is
utilized as a cab-stand.

The space on the ground-level between this carriage-court and P'ilbert Street is used for a restau-
rant for employes and market people, and for an express-office. The restaurant, 47 ft. X 89 ft., front-
ing on Filbert Street, Twelfth Street, and the carriage-court, has connected with it a store-room, 18 ft.
X 24 ft. ; a kitchen, 19 ft. X 29 ft. ; a pantry, 18 ft. X 23 ft. ; a bakery, 17 ft. X 19 ft. ; and water-
closets for men and for women. The express-office, 47 ft. X 129 ft., is accessible from Filbert Street
and from the carriage-court, and is provided witli a toilet-room for employes.

The remainder of the ground-floor under the train-shed between Filbert Street and Arch Street
is used as a public market-house, as before stated.

The ground-floor having been explained, it will now be in order to describe the second or main
floor of the building, as shown in Fig. 686, which is on a le\el with the platforms in the train-shed.
The outgoing passengers, after purchasing tlieir railroad-tickets and checking their baggage, ascend
from the entrance-lobby on the ground-floor by the entrance stairs or elevators, shown on the plans,
to the general waiting-room, 78 ft. X 100 ft., which is a lofty and handsomely finished room. In front
of this room, facing Market Street, is a loggia, 14 ft. X 120 ft., which adds materially to the beauty of
the exterior design of the building, while it lends additional attractions to the general waiting-room, as
it will prove in summer a welcome extension.

On the right of the general waiting-room is located the ladies' waiting-room, 39 ft. X 43 ft., with
ladies' parlor, 15 ft. X 17 ft., and a ladies' toilet-room, 15 ft. X 17 ft., a parcel-room, and the stairs
and elevators for passengers. On the left is the dining-room, 43 ft. X 84 ft., and the restaurant, 48 ft.
X64 ft., with lunch-counter. A telegraph-office, for the use of the public, and a news-stand are located
on the side of the general waiting-room next to the train-shed.

There is a lobby 50 ft. wide between the head-house and the train-shed, extending across the
station, in which outgoing crowds congregate while waiting for the gates to be opened, and from
which iticoming passengers have access to the main exit stairs to Twelfth Street and to Market
Street. The lobby is enclosed on the train-side by an ornamental iron fence with gates o])posite the
longitudinal platforms in the train-shed. The elevators from the baggage-rooms on the ground-floor
are located at the ends of this lobby, which also contains small offices for the station-master and the
United States postal clerk. The second story of the head-house is 35 ft. high, and the main waiting-
room occupies the whole of it ; but on either side a half-story is obtained over the ladies' waiting-

444 BUILBINGS AND STRUCTURES OF AMERICAN RAILROADS.

'W^''&^^

i . s

/ ,f^ '1 I

♦-•aEj^s:

TERMINAL PASSENGER DEPOTS.

445

room, dining-room, etc. A small service stair leads from the lobby lo the portion of this half-story
on the ladies' waiting-room side, where the station operating force is acconinimlated. The gentle-
men's toilet-room, 15 ft. X 29 ft., also opens on the lobby at this end.

The remainder of the building is used for the general offices of the railroad company and its
affiliated interests, and is fitted up for offices in the very best and most approved manner.

The train-shed extends from the lobby to Arch Street, a distance of 509 ft. The lobby, 50 ft.
wide, is covered with a low-pitch roof and skylights, so as to afford better light to the offices in the
rear of the head-house above the train-shed floor.

The roof of the train-shed is designed as shown in Fig. 688, the trusses being grouped in jiairs
spaced 50 ft. 2 in. centre to centre of pairs, the trusses in each pair being 5 ft. centres. The hori-

0' 10' 20' 40* 6O'

BROAD STRETEX

Fig. 6go. — Ground-i'LAN of First Floor.

J L

zontal thrust at the foot of the arch is taken \\y by a system of eye-l)ar ties running across the train-
shed under the floor alongside of the cross-girders supporting the tracks. The illustration Fig. 688
shows the space devoted to the market-house below the train-shed floor, and Fig. 687 shows the
elevation of the Arch Street end of train-shed.

The following are the official data regarding the dimensions of this train-shed roof, which, as ])re-
viously stated, is the largest existing single-span train-shed. Clear span at level of tracks, 253 ft. 8 in.
Span, 266 ft. 6 in. over all and 262 ft. 3 in. back to back of chords. Span centre to centre of end-pins,
259 ft. 8 in. Height from top of rail to top of skylight ridge, 95 ft. 6 in. Vertical height centre to centre
of pins, 88 ft. 3-j5j- in. Height in clear at centre of span from top of rail to underclearance line, 80 ft.

There are thirteen tracks in the train-shed, grouped in pairs with longitudinal platforms between
them, the tracks in each pair being 12 ft. on centres and the platforms 19 ft. wide. The platforms are
8 in. above the top of the rails and 4 ft. 6 in. from the centre of the nearest track. The rails are laid
on creosote<l oak cross-ties bedded in asphalt concrete. The floor of the train-shed, forming the

446

BUILDINGS AND STRUCTURES OF AMERICAN RAIIROADS.

ceiling of the market-house, is constructed as shown in Fig. 688, and floor-lights are inserted in the
longitudinal platforms between the tracks. The roof is covered with tin over wooden sheathing on
wrought-iron purlins. The skylights are glazed with |-in. rough plate glass set on sash-bars made of
sheet copper with wrought-iron coves. The sides of the slied are of cast-iron, panelled and provided
with windows, pivot-hung, so as to give ample light and ventilation.

Proposed Extension of Tei /ninal Passenger Depot at Broad Street, Philadelphia, Pa., Pennsylvania
Railroad. — In the issues of the Railroad Gazette of September 30 and October 21, 1892, and in the
issues of the Engineering N'e-a's 01 October 6 and October 13, 1892, the proposed extension of the
terminal passenger depot of the Pennsylvania Railroad at Broad Street, Philadelphia, Pa., as shown
in Figs. 689 to 691, copied by permission from the Engineering N'etcs, is described and illustrated.
The old depot at this point, described above and illustrated in Figs. 635 to 641, built about 1882,
having become inadeijuate to accommodate the increased passenger travel at this station, the railroad

BROAD STREET

Fig. 6gT. — Ground-plan of Train Floor.

company was forced in 1892 to acquire the remainder of the property facing on Broad Street between
Market Street and Filbert Street, and to make arrangements for the construction of the new depot
building and train-shed, as shown in Figs. 689 to 691. The old depot building at the corner of
Broad Street and Filbert Street will remain, with extensive changes, however, in the interior. At the
corner of Market Street and Broad Street a new building, 14 stories high, as shown in Fig. 689, is to
be built with a train-shed extending across the rear of both the old and the new building, which train-
shed will be 306 ft. 95 in. wide and 707 ft. long, accommodating 16 tracks, which is double the
number of tracks in the old layout. The train-shed will be 140 ft. high at the centre, the main
arches having a clear span of 294 ft. and a clear height of 104 ft. 6 in. The layout of the ground-
floor with the entrances from and exits to the street is shown in Fig. 690, and the arrangement of
the second floor, which is on a level with the tracks in the train-shed, is shown in Fig. 691. The
upper stories will be utilized for the general offices of the railroad company.

APPENDIX.

SPECIFICATIONS.

PENNSYLVANIA RAILROAD.

Specifications for Local Passenger Depot at Pottsvillk, Ha.*

excavations and foundations.

Excavate for fmindai ions to depth indicated on the drawings; the foundation masonry to be built to
correspond with the dimensions and in tlie manner shown on the drawiUi^^.

Excavations for drain and other pipes, except for plumbing and gas-fitting, will be done by the mason.

The stone used for foundations must be submitted to and have the approval of the Engineer in charge
before being permitted to be laid in the walls. No stone to have less bed than face, and the footing courses
to be laid with extra large flat stone; all to be carefully bedded on their broadest faces, well bonded
together, and laid in strong, sharp mortar, made of good lime and clean, sharp sand, or sharp screened
gravel, as the Engineer mav direct.

Areas. — Build in substantial manner all walls (or ways to outside cellar-doors, areas to cellar-windows,
and such other walls as indicated on plans. ,-/c.

Damp Course. — On the top of cellar walls, and under joists, girders, plates, sills, etc., lay a course of
slate thickness in cement, to prevent the rise of moisture.

Cesspcjol. — Locate where indicated, and excavate for cesspool to a depth of 12' o" or such depth as tlie
Engineer in charge shall direct ; wall up with hard brick 8i^" deep, the finished diameter to be 5' 6". The
bricks will be laid from bottom of well up to within 3' o'' of the top. Cover the cesspool with a flag-

stone 7' o" X 7' o" X 6", having manhole 2' o" diameter, and cover of cast-iron.

stone-work.

Cut Stone. — All the cut stone-work, of every description, to be of the dimensions, form, kinds, and
finish as per plans, elevations, etc.; the same to be delivered in first-class conditions, free of all defects, prop-
erly lewised, drilled, dowelled, anchored, fitted and set, close-jointed, carefully pointed, and cleaned off at
completion.

Spalled or patched stone-work will be condemned.

Bond Stone. — Bond stone must be built in all walls and piers, wherever required by the drawings
the bonds to be made every three feet in height with North Riz'cr flagstone not less than five inches thick, by
the thickness of the walls or size of the piers in which they are intended to be used.

Note. — Iron clamps and dowels to be used wherever necessary for the stability of the work. The stone-
work of superstructure shall be of approval hroiun saniUtone laid broken range, rock face, pitched ; the door and
windozu sills to he same material. .Supply dressed flagstone covers for tlie chimneys 1%" thick.

* Mr. Wen. H. Brown, Chief Engineer, Pennsylvania Railroad, who has kindiv furnished this specification for

pubhcation, states that for the smaller and standard buildings erected under his charge the quality of materials and the
dimensions are clearly noted on the drawings, so that a separate specification is not required, the General Specifications
for all classes of construction work, in connection with the drawings, being ample. For larger and more varied struc-
tures aseparate specification is usually prepared, although sometimes an attempt is made to use a skeleton specification.
The specifications for the Pottsville Depot are based on such a skeleton specification in use to a limited extent on the
Pennsylvania Railroad. The parts in italics are filled in by hand in the original, while the balance is the printed text
of the original skeleton specification.

This depot is described on pages 294 to 296 and illustrated in Figs. 544 to 547.

447

448 APPENDIX.

BRICKS AND BRICK-WORK.

All interior brick, and the backing of face brick, shall be good, sound, and well burnt, the walls to be
built true and straight, and properly bonded with the requisite number of heading courses. All exterior
brick-work will be laid up with first quality Riadiiig or Hamburg pressed lirhl;. Start the briLl;--,.oorl: froin
one course of No. 1 3 Peerless moulded brick.

Akron Tiles. — Gables at end of Waiting-room, also the space between end piers of dormers, to be C02'ered
wit/i round-end Akron tiles.

Keep the face of brick-work in gables 6" back from face of brick-^oork below.

Chimneys. — The chimneys will be built of hard brick only, the facing brick to be same as in wall. All
the flues to be well huWt, pargeted throughout their entire length, and started two feet below first floor-joist
to insure proper connection with the furnace. The tiling specified belmu will be selected by Architect.

FlREl'l..\CE. — Build and face fireplaces in wanner shown by. detail drawings. Supply the required floors
of soapstone i i " thick (enciustic tile hearths 2' o" wide), iron backs and jambs ($ 1 6. 00) each, and the same fitted
with patent chimney-throat.

Relieving Arches. — Relieving arches must be turned over all openings that will admit of them.

BrickN()U(;ing. — Bricknogging must be introduced between the ends of all joists resting on exterior
and brick partition walls.

Mortar. — The mortar to be used for pointing the outside %ualls shall be colored with mineral red \n
such proportions as to insure permanent color. Common mortar shall be compounded of sharp, clean sand
and wood-burned lime, in approved proportions.

IRON-WORK.

Iron-work. — All trussrods, bolts, and other wrought-iron work required in the various parts of the
building to be furnished of first-quality double-rolled wrought-iron, and to be subject to the approval and
directions of the Engineer in charge; it being understood by the parties to the contract that such bolts,
rods, etc.. are to be introduced at the discretion of the said Engineer in charge, wherever he may deem it to
be necessary to insure the strength and permanency of the structure. All window and door frames to be
secured with iron joggles, and iron clamps and dowels to be used wherever necessary. Two 12" i2ylh. /beams
shall be employed to carry spire. {Sec plan for position.) Two 9" Jo-lb. Tbeams, combined with 7ueb separators
at standard distances, shall be used as girder to carry brick-work, etc.,ca<er the Ticket-office. Cast-iron columns
to be made from moulds dusted with " fine facings" to produce smooth castings. Chip off or file away any
blisters or other imperfections of surface.

WiNDOW-GRATINGS. — Substantial wrought-iron gratings to be placed in the windows of cellar, set in the
platform. Two of these to be hinged double for coal-chute, and to be secured by bolt and strong padlock.

Galvanized-iron wire screens. No. S wire gauge and one inch-square mesh, to be placed in all win-
dows of Ticket-office two inches (2") from shelf or sills, and extending upwards the whole height of open-
ings.

Castings. — All castings required in the execution of the work to be made from good, tough iron, true
and sound, holding the full sizes according to the drawings, and to be free from cracks, flaws, bubbles, or
defects of any kind whatever.

Painting. — All wronght-iron to be painted while hot with red oxide of iron, and cast-iron work to be
painted with the same material after inspection by the Engineer.

LUMBER and CARPENTER WORK.

Li'MHKR. — All the lumber throughout the building, except where particularly specified to the contrary^
to be first-quality hemlock free {\iim shakes, flaws, and unsound knots, thoroughly seasoned, dry, and in
every way suitable for the various purposes for which it is intended.

Joists. — All joists to be of spruce or hemlock.

The rule for spacing the joists throughout the building shall be sixteen inches from centre to centre,
with double joists under partitions. Each joist must be properly backed, and have a bearing of inches

at each end, on the walls and partitions. All joists in the Waiting-rooms to have three rows of cross-bracing,
elsewhere one row.

Flues and otlier openings are to be framed around with double trimmers in all cases where there is
more than one tail-joist. Particular attention must be paid to keeping all wood-work sufTiciently far from
the flues to insure absolute safety from fire.

Partitions. — The wooden partitions throughout the building are to be made of good 3in. x 4in. hemlock
or spruce scantling, spaced sixteen inches from centre to centre, securely attached to the floors and ceilings,

APPEXDIX. 449

ami .stiffeiucl willi Ivvo rows of liorizoiilal bracinj;. In all cases llie l)rua<l side of llit linibet is Id be placcii
crosswise of tlie partitions, and double studs are to be placed on eacli side of all openings and at angles.

Partitions will have, where possible, long studs passing through floor-timbers, to stand on girders, and
to have plates 3 in. x 5 in. on which to foot studs coming above, and to carry upper timbers.

Studs in partitions to be sized, jointed, and set to a true line. Partitions to be set perfectly plumb.
No studs to stand on floor-joist, but to foot on plate below ; in case no partition should be underneath, the
studs must foot on a sill-piece 3 in. x 5 in., spiked to and extending across tops of floor-joist (avoiding open-
ings), so as to render tlie whole work stiflf. Truss over all openings.

Long braces, cut in barefoot and well spiked top and bottom, must be placed where necessary. Studs
to cut on bracings.

Windows. — All the window-frames throuj^hoiit the house arc to be made, as shown on details, of sound,
well-seasoned white pine lumber, fitted with all the necessary pulley-stiles, bo.xes, pockets, jiarting strips,
beads, etc., in accordance with the drawings, to be stained in imitation of yellow pine in rooms with this finish.

Finish. — The finish around the windows in Waiting and Ladies' Toilet Room to be made as shown by
details. Outside roof-finish, brackets, etc., to be of yellow pine lumber, and finished in accordance with
elevations and details.

S.-\SH. — The sash to be composed of first-quality chestnut in W. R., elsewhere white pine, made in accor-
dance with the drawings. All to be double-hung on strong axle-pulleys, with the best patent cord, and fin-
shown.

Doors. — The outside doors to heof fine-grained selected chestnut, made the thickness and in the manner
shown on details. The inner doors to be of the same material, all to he panelled and moulded as shown on
ished as details.

The baggage-room doors to be of two thicknesses, made as shown on the elevations, but to be hung on
Philadelphia pattern shea~'es (6" wheels) and 7i'rouglit-iron ways.

All the doors throughout the building to be made of the best materials, mortised one inch deep, dow-
elled and glued up in the best manner, hung on the most approved strong butt-hinges, and furnished with
locks, bolts, etc., complete, as provided under the head of Hardware.

The water-closets to have short slat-doors, hung twelve inches above the floor. Thickness of water-
closet doors one and one-quarter inches. The finish in Gents' IV. C. Room to be of selected yelhm< pine.

Transoms.— The doors throughout the station are to have square heads and transom lights, with mov-
able sash hung on transom plates, secured by spring catches, let in flush, and operated by W'ollensalc transom-
rods.

Roofing. — The carpenter shall frame and construct, according to the drawings furnished, all roofs in
the most thorough manner, provide and fix all bolts, rods, straps, and other iron-work necessary to fully
carry out the work as designed.

Prepare and firmly fix all the carpentry necessary to form the eaves and eaves' gutters, cornices, brack-
ets, consoles, barge-boards, etc.; grade the gutters in the metal lining — never in the wood-work — so as to
throw the water to points indicated or specified for the location of the leaders.

The end gables {see Elevations) are to be tiled with Akron round-end red tiles in three thicknesses, and to
show 5" to the weather, the ends to be cut in the manner shown.

Sheathing. — The sheathing of the roof and frame to consist of best quality hemlock sheathing-boards,
one inch thick, planed on one side, put on diagonally, with planed side out, and well nailed to the rafters.
Exposed portions of eaves of main roof and roofs of porches to be best -quality double-beaded i in. x 3 in.
yellow pine tongued and grooa'ed boards, surfaced one side.

Felting. — Cover the entire sheathing with brown felting-paper, the felting to extend down and under
water-table, frieze-boards, corners, casings, etc.. in order to insure a water-tight job.

Wainscoting. — All the walls of Waiting-rooms and Ladies' Toilet to be wainscoted and capped to a
height of si.v feet (6'.o") with selected chestnut boards, tongued, grooved and beaded, and laid vertically with
base and cap, as per drawings. Wainscot behind seats.

Seats. — Seats will be furnished by the Company.

Baggage-room to be lined and ceiled with narrow tongued and grooved seven-eighth-inch yellow-pine
boards, tongued, grooved, and beaded, planed smooth, secret-nailed, wedged tight, tight joints, and nail-
holes closed with colored putty.

Floors. — All the floors, except otherwise noted, to be composed of first quality maple flooring-boards,
one inch thick, in width not exceeding thee inches. The whole to be free from sap, unsound knots and
shakes, and to be tongued and grooved, well planed on top, and securely secret-nailed to the joists. All
the floors in the building to be planed and left clean and perfect on the completion of the work, OutsidQ
^rl.atforms to be 2 in. x 4 in. yellow pine, laid.

45° APPENDIX.

All floors must be run up close to brick-work or framing; flooring-boards must run between all parti-
tion-studs, making close all spaces to prevent the circulation of vermin through the house.

Stairway.— Build stairway as shown by \.\\& floor-plan and details for the same. Tlie stair to be con-
structed in a substantial manner on 3" x 12" ycllow-pme horses, to have | \x\. ydlow-pine risers and \\ in.
yclUnu-pine treads; house all steps into the wall-string.

The hand-rail must be closely bolted at all joints; posts, balusters, etc., to be secured to hand-rail in an
accurate and substantial manner, and to conform in every respect to first-class finish. Fmished work of
stairs will not be set up until plastering is completed and dry.

Hatchway Doors.— Hatchway doors, if any, will be constructed of yellow pine 2" thick, tongued,
grooved, and having grooves filled with colored lead paint, and wedged up tight; to have strong strap-
hinges secured to the leaves with rivets, and having bar or other fastening as directed.

Toilet-rooms. — All wood-work necessary for fitting up of plumbing to be done with best chcst/iut {or
y. p.). Seats of water-closets to be ash, ij" thick. Partitions dividing water-closets from toilet-rooms to
be made of inch-thick tongued and grooved chestnut (or y. p.) boards. 3" wide, double-faced and beaded.
Partitions to be 7' o ' in height, and to have base and cap,

Porches. — Porches shall be constructed of yelUnv pine in the manner shown by details for the same.

Note. — The eaves and plates on cast-iron columns shall be painted three colors, as per example J'ark Station
on the P. S. V. R. R. near Philadelphia, or the station at Dotiglassville on the line of the same road; the ends
of the rafters and the sheathing to be left natural and coated with Crockett's No. i Preservative. The iron
columns will be painted to harmonize with the above.

All the carpenter work that may be required to be done throughout the building must be executed
according to these specifications, and the drawings hereinbefore referred to, and such additional drawings
as may hereafter be made in exemplification of the same; and all carpentry not herein mentioned, and
which may be necessary for the complete and proper execution of the work, to be faithfully done and fur-
nished as if fully specified and at length set forth. Mill-stock mouldings will not be accepted as substitute
for those indicated to be used on the several detail drawings.

PLASTERING.

The walls and ceilings of all rooms to be well plastered in three coats, the first two scratched and the
last coat to be sand-finish floated, colored with bitff calsominc (t7t/o or more coats) after hardening.

The materials used to be of the best quality, and the work to be executed in a good and workmanlike
manner. Long slaughter hair will be required to be used for the first and second coats.

Whatever jobbing and repairing may be necessary to render the building perfect before its final accept-
ance by the Engineer is to be well and truly done without extra charge.

Furring. — Diagonal furring strips, 1x3 inches hemlock, must be securely nailed every sixteen (16)
inches between centres to the inside of the U'aiting Rooms. Brick walls to receive wire lathing.

Prepare sufficient cradling to receive furring for cornices, panels, beams, and other work, as per working
drawings of the same.

All circular corners on partitions or walls to be furred horizontally, and the lath nailed on diagonally.

SLATING.

Cover the roofs with best selected Peachbottom {Bangor or Portland) roofing slates 9 in. x iS in., laid in
three thicknesses, butt and tip lapping three (3) inches; secure to sheathing boards with best tinned flat-head
nails, two nails to each slate, and leave the same free of all defects.

The slates at tips, valleys, eaves, and heading course to be so laid that their bond will be uniform with
the rest ; bed the same in slaters' putty. Slate the hips with slates set up on f" strips, so as to avoid cover-
ing the same with metal. Bed hip slates and cresting slates, if not covered, in slaters' putty, to prevent leaks.

Cresting. — Cresting shall be of the Perth Amboy Terra Cotta Company's manufacture, of the shapes, sise,
and finish sho^vn on the Elevations and Details.

tinning.

Furnish only the best charcoal IX tin of the following brands : " M. F.," " Old Style," " Talbot," " Melyn,"
or '■ S. T. P." brands.

Tin-work. — All flashings to be done with tin of the above brands, painted on under side with one coat
and on upper side with two coats Venetian red. The exposed parts of tin-work to be laid flat, joints well
locked and soldered where necessary ; use three nails to the sheet, and solder over nail-heads. Tin all places

APPENDIX. 451

that require to be water-tight, and go over tlie work, stopping all leaks, if any, after the workmen shall have
left the building. Valleys to be made narrow and painted slate-color.

Gutters. — Gutters to be formed and lined as per drawings. Run the tin up under the slates at least
four inches (measured vertically) above the overflow line; tack close and smooth over edges,

Fi.x where indicated galvanized-iron leaders ci>rriii;iilfd 2j in. x 2j in., fitted with the necessary curves,
bends, breaks, and other connections to convey the water from the roofs to grade. Secure conductors to walls
with the proper fastenings, galvanized ; lap joints and solder, and secure fine wire screens, muzzle patterns,
over openings in gutters. The contractor will be required to run the water pipes to a pohit lo' o" away from
tlw Build im; : from thence the Contractor will be required to state the price per lineal foot, including excavation
for additional drain pipe and laying the same for use, complete.

PAINTING.

The painting to be performed witli the best materials and labor, and every item requisite for a first-
class job of work must be furnished.

Priming. — All wood-work, inside and out, required to be painted must be primed ; all sap, knots, and
other defects in lumber to be covered with a good coat of strong shellac before applying the priming coat ;
putty up nail-heads, etc., after priming, and go over the same before applying the final coat.

P.AINTING. — The several portions of the structure to have three coats of pure white lead and linseed oil,
tinted, as may hereafter be directed.

The rooms shall be designated from without by painting in black letters on the lock rail of the doors
the words Gents' or Ladies' Waiting-rooin, if there are two ; if one, simply Waiting-room, Baggage-room,
Ticket-office, etc., etc.

Hard Wood. — All the interior 7C'ork to be filled with the Crockett's filler, properly applied, rubbed down
and cle.-;ned ofT when wet, and finished with three coats of Crockett's Alo. \.Preseri'ati-'e. properly applied and
rubbed down with water and powdered pumice, the last coat to be rubbed to a dull finish. Apply Crockett's
No. I. Preservative to all outside yelknv pine.

GLAZING.

All the windows and transom lights thioughout the building, together with all glazed panels of doors
not otherwise specified, to be glazed with double thick glass, well bedded, bradded, and back-puttied in soft
putty ; left clean and perfect on completion of the work. The sash must receive two coats of paint or other
finish (as previously specified) before the putting in of the glass. Provide ground glass for sash in the Toilet-
rooms (and heavy hammered plate glass in doors of the Baggage-roovi).

Glass in upper sash of the lower windim's, also the dormers, shall be white "fluted." arranged to p>-oduce
a play of light. Gla^cthe sash of Ticket Office and the A'cws Room with the same glass arranged vertically and
horisontally as to the flutings.

HARDWARE.

All outside doors (not sliding) to be hung with 5 x 5-inch imitation bronze loose-pin acorn-butts, ///nv to
each leaf.

All other doors to be hung with 4 x 4-inch bronce loose-pin acorn-butts, three to each door or leaf of
double doors.

Doors to the Toilet rooms and Cellar stair to have spring hinges, and to swing one way. W. C. doors to
have brass hinges.

All exterior doors to have six-inch patent front-door mortise lever lock, with bronze face and striking-
plate. All other doors to have five-inch mortise locks, with bronze face and striking-plate.

The furniture to locks throughout to be bronze.

Ticket-office door will be supplied with patent alarm bell-knob.

All outside doors are to have bronze metal mortise fiush-bolt at top and bottom of the leaf. Doors to
Water closets to be provided with brass bolts and knobs.

Padlock of the Yale Manufacturing Company's make must be placed on hatchway doors, if any.

All balanced sash to have Morris's patent brass .sash fasts, or others equally as good.

Put heavy triple hooks of japanned cast-iron in water-closets and other places as may be directed.

All brass hardware to be put on with brass screws, and all bronze hardware to be put on with bronze
screws.

Supply the necessary sash-lifts, transom-bolts, rods, pivots, plates, and other hardware that may be required
to make a thorough and complete job.

452 APPENDIX.

Baggage-room doors to have cast-iron sliding-door lock of approved pattern, and six-inch cast-iron
sheaves running on one-half-inch wrought-iron ways.

HEATING.

Supply two portable c. i. heaters in cellar warranted to warm all parts of the building to a uniform tem-
perature of 70 with the outside temperature at o'. Heaters to have anti-clinkergratesand cast-iron firepots.

All brick ffues for warm air to have tin lining, those running up in the frame partitions to be double and
parts around the same lined with asbestos paper.

Supply japanned registers to all rooms. Registers in floors to have soapstone or slate frames let in flush.
Registers in partitions to be double-boxed with tin and space filled with plaster of Paris. Pedestal registers
shall be placed where indicated on plans, and shall be of Tuttle's make or others equally as good, 16" x 21"
on base, bronzed sides and marble top.

PENNSYLVANIA RAILROAD.
Specifications for Engine House at Mt. Pleasant Junction. Jersey Citv, N. J.*

Description. — The building will be a polygon of 44 sides as shown on plan. The inner space over the
turntable and around it will not be roofed. The outside wall and walls at sides of entrances shall be brick.
Outside wall shall have windows in the sides as shown. The inside front shall be cast-iron and glazed
doors. The roof-trusses will be a combination of wood and iron. The roof will be slate.

Dimensions. — The radius to outside of brick pilasters will be 160 feet. The radius to face of cast-iron
column in inside front will be 84 feet 3^'^ inches. The distance between the centres of the brick pilasters on
the faces will be 22 feet g'jf inches. The distance between the centres of the faces of cast-iron columns will
be 12 feet 9J inches. The height from top of rail to centre of tie-rod of roof-truss will be 22 feet \\ inches.
The roof will be one quarter pitch.

Cut Stone. — The foundation walls are built, anchor-bolts are in pit walls.

A 4"x 14" North River flagstone base course to be run around the outside wall of the building.

Cut-stone blocks 18 inclies square by 12J inches high to be set on the piers of inside front for the cast-
iron column bases to rest on ; tops to be dressed.

Cut-stone sills for four small doors in entrance walls to be of the sizes shown.

Brick-work. — The outside and entrance walls shall be built of good, sound, and well-burned bricks,
laid true and straight and properly bonded together with heading courses. The mortar to be composed of
the best quality of lime and clean, sharp gritted sand, properly mixed and thoroughly manipulated. Tlie
exterior shall be faced with the best quality of " Haverstraw " or " Hackensack " bricks of uniform color.
The pointing mortar for outside to be tlie same color as bricks. The inside exposed face of the brick-work
shall be laid with straight hard bricks. The entrance walls shall be carried up to the roof. The track-pits
shall be paved crowning as per drawing with straight hard bricks, laid on edge and grouted with cement.
The filling in and backing of the brick walls of the building shall be of sound hard bricks. All bricks shall
be laid with flashed solid joints, leaving no interstices or empty spaces in the walls.

Cast-iron. — All the castings required in the execution of the work shall be made from good tough
iron, true and sound, and free from cracks, flaws, bubbles, or defects of any kind whatever.

The heel-blocks of roof-trusses, king-blocks, feet of struts and caps of main struts, the inside and outside
sills of windows shall be cast-iron. All the cast-iron work shall have a coat of metallic brown and linseed
oil before being sent to the work.

The inside front will be cast-iron ; it will be furnished, fitted, and delivered on cars near the site of the
building by the said party of the second part. The said party of the first part shall unload the front and
erect it, and be responsible for any damage that may occur to it after it is delivered to them. The columns
of cast front at entrance-walls shall be cramped to the brick-work.

Wrought-iron. — The rods, pins, and bolts for roof-trusses, purlin-bolts, truss-rods for purlins support-
ing canopies and ventilators, hinges, hinge-bolts, and whatever other forged iron-work may be required in
the various parts of the structure, or shown on the drawings, shall be furnished of the best quality of
wrought-iron, made in the best manner and subject to the approval and directions of the Engineer in charge,

* This specification was kindly furnished for publication by Mr. Wm. H. Brown, Chief Engineer, Pennsylvania
Railroad.

This engine-house is described on pages iSo to 1S3 and illustrated in Figs. 30S 10 314.

APPENDIX. 453

it being understood by the parties to tliis contract that such bolls, rods, etc., are to be introduced at the
discretion of the said Engineer in charge, wherever he may deem it to be necessary to assure the strength
and permanency of the structure.

There will be no roof-trusses at sides of entrances.

All window-frames shall be secured with iron joggles.

All the wrought-iron work shall have one coat of boiled linseed-oil before delivery to the work.

All the wrought-iron work shall be according to the following specifications.

C.A.RPENTRV Work and Lumber. —All the lumber throughout the structure, except whore particularly
specified to the contrary, shall be first-quality yellow pine, free from shakes, flaws, and unsound knots, and
in every way suitable for the various purposes for which it is intended.

Roof. — The principal rafters, roof-struts, purlins, and ridges shall be sound yellow pine, free from large,
objectionable or rotten knots, sap, or bark edges. The purlins and supports for canopies and ventilators
shall be backed to a camber on the outer slope of the roof and curved concave on the inner slope to the
dimensions given on the drawings, so as to avoid hips and valleys-
Entrances will be roofed over.

Sheathing. — The roof-sheathing shall be first quality hemlock, i^ inches thick, surfaced to uniform
thickness, grooved and tongued, no board over 8 inches wide, laid with rough side down and well nailed to
the purlins.

White Oak. — The stringers on track-walls, and at sides and ends of track-pits, the plates under heel-
blocks of roof-trusses, and sills for large doors, shall be first-quality white oak, sound and free frcm all imper-
fections. The track-stringers shall be anchor-bolted to the walls as shown.

Windows. — All the window-frames shall be made as shown, of well-seasoned white pine.

Sash. — All the sash shall be made of first-quality well-seasoned clear white pine, i| inches thick,
pinned and jointed with white lead, to be double-hung on strong 2^ inch-diameter turned pulleys with the
best Italian braided sash-cord and round weights, and fastened with japanned stops.

Doors. — The doors in cast-iron front shall be 3 inches thick, made in two thicknesses of the best
quality of well-seasoned white pine, nortised, tenoned, wedged and pinned together in the best manner with
white-lead joints. The upper portion shall be sash as shown ; the under part outside shall be panelled, and
the inside to be bead and flush. There shall be four pairs of forged hinges to each set of doors. The doors
shall be fastened with stout bolts at top and bottom at one side and at shoidder high ( n other side, and
kept open by hooks attached to dwarf post sunk in floor. In four of the doors there shall be wickets on one
side, as shown, hung with strap-hinges and have stout thumb-latches.

The open space under each door at each side of the rails and between them shall be closed with white
oak 41^ inches thick by 10 inches wide, spiked to the sill.

Ventil.\tors. — Ventilators shall be built in roof over alternate tracks as shown, fitted with slat frames
and finished as indicated. Valve-doors to be formed in lower part to regulate the ventilation, operated from
below by cords as shown.

Galvanized Sheet-iron. — The conductors shall be of No. 20 iron ; those on the outside wall shall be
3x4 inches, galvanized, and be placed in each angular recess. Those at inside shall be 3 inches diameter,
galvanized, and be secured to back of alternate cast columns. All the conductors shall have galvanized-wire
guards at top, and shall extend down to within 3 feet 9 inches of level of top of rail ; from thence the water
will be conveyed away by cast pipe, etc., as specified under the head of Plumbing. Frieze and cornice on
inner front over doors to be made of No. 22 galvanized sheet-iron.

The upper part of back of cast-iron front shall be enclosed with No. 20 galvanized iron riveted to the
cast-iron back and nailed to the roof-sheathing.

The hanging gutters on outside and inside to be of No. 24 galvanized sheet-iron with riveted joints
supported on hooks made of lixf wrought-iron spaced 4 feet apart with uniform fall to conductors.

Tin-work. —The flashings around canopies and ventilators shall be made of the best quality IX char-
coal tin leaded, "Talbot" or " Melyn " brand, brand and thickness stamped on each sheet, painted twocoats
on both sides with o.xide of iron and linseed oil.

Canopies. — Over each stall there shall be a Roe cast-iron smoke stack as shown. The lower portion
shall raise and lower by means of lever, ropes, and pullevs as shown.

SLATE roofing.

Felt. — The main and ventilator roofs shall be covered with two layers of the best waterproof felt, con-
taining not more than 20 square feet to the pound,

Sl.ATE. — On this felt shall be laid the best sound hard Peachbottom roofing-slate, 10 inches wide by

454 APPENDIX.

1 8, 20, or 22 inches long, lapped three inches, well secured wiih two galvanized nails to each slate. All slates
on each slope to be the same size.

Lead. — The hips of ventilators and the ridges of the main roof shall be covered with strips of 4-pound
sheet-lead, nine inches wide.

PAINTING.

Painting. — All exposed iron and wood work, inside and outside, the galvanized gutters and conductors,
and other work usually painted shall have a priming and two coats of best white lead and linseed oil, outside
tinted in standard party colors as may hereafter be directed. Sash to be primed before glass is put in.
Inside work to be white. Galvanized iron to be primed with red lead. Five feet up on inside of brick wall
shall be painted dark green.

Kalsoiiining. — The inside of the brick walls above the dark green paint mentioned previously shall
be kalsomined white two coats ; the roof-timbers and roof-sheathing one coat.

Glazing. — All the windows and doors shall be primed. They shall then be glazed with second-quality
i2"x 12'' American glass, single thick, well bradded, puttied, and be back-puttied where necessary and left
clean and perfect on completion of the work.

Care of Materials. — The said party of the first part will take care of and be responsible for the
safety of the material furnished by the said party of the second part, including the cast-iron front and the
canopies.

Track Materials. — All the track material, including the rails, spikes, joints, etc., shall be furnished
and laid by said party of the second part.

Time. — It is understood that the said party of the first part will not be responsible for any delay that
may be caused by the said party of the second part.

plumbing.

Plugs. — In the alternate spaces between the tracks as shown there shall be a water-plug for round-house
floor, with 3-inch standard hose coupling. They shall each have a cast-iron box around them and have a
flush iron frame and lid, and be connected with the supply-pipe.

SuPPLV-PlPE. — The supply-pipe to floor plugs shall be 6 inches internal diameter. It shall be laid in
position shown on plan. The top of it shall be not less than 3 feet 6 inches below top of rail. All pipes,
branches, etc., shall be cast-iron, sound and true, and shall be coated with coal-pitch varnish.

Hydrants. — There shall be four f-inch iron hydrants, as shown on plan. They shall have screw
nozzles. Supply-pipe shall be one inch, galvanized. Each hydrant shall have cast iron hydrant cessp»ool
18" X 18" X 6" with bell-trap, and be connected to drain by terra-cotta pipe 4" diameter.

Rain-water Leaders. — The spouts from roof at each angle of outside wall and at alternate iron col-
umns inside shall discharge into cast-iron leaders four feet high above top of rail and one foot below it, as
per detail drawing. To have lugs tap-bolted to columns and spiked to brick wall ; from these the water will
be conducted away by terra-cotta drainage-pipes 4" diameter.

Pit Drainage. — Each track-pit wiUdrain through 12" cess pools with bell-traps and grates into 12-inch
terra-cotta drain, as shown.

Drain-pipes — The lines and sizes of pipes are given on drawing. Pipes to be vitrified, first quality,
to be straight, sound, and well burned, free from all imperfections. Broken, cracked, crooked, bent, or mis-
shapen pipes will not be received. Outside drain to be 3 feet clear from wall. Trenches to be excavated to
levels given by Engineer. Pipes to have a uniform descent of six tenths of a foot per one hundred feet and
discharge into present drain from turn-table pit. Bottom of drains are 3 feet below ground surface at heads.
Joints to be tilled with approved hydraulic cement, and pipes carefully cleaned out afterwards. Trenches
must not be filled until lines of pipes are inspected and approved by Engineer.

Cast Pipes. — All cast-iron pipes to be coated ; joints to be oakum and molten lead; the weight per
length of pipe to be as follows:

6-inch pipe 12' 3" long to weigh 370 lbs.
8- ■' •• 12' 3^' 500 "

gas-piping.

Under the centre of each roof-truss there shall be a two-light drop, and at inside ol each of the entrance
walls there shall be two one-light brackets. At each alternate pilaster inside there shall be a one-light

APPENDJX. 455

bracket for vice-bench. Under cornice of inner front at two opposite sides there shall be one-liglit reflector
to light turn table. Fi.xturts not to be included.

TRANsrORTATiON Nt)T FURNISHED. — Thesaid partyof the second part will not transport free any of the
workmen or materials for this work, but all material must be shipped in the name of the party of the first
part, and in no case shall it be shipped in care of or in the name of the railroad company or of any of its
officers or employes, and said party of first part must pay the regular freight rates arranged for with the
freight department, none of whicli will be refunded.

ALABAMA GREAT SOUTHERN RAILROAD COMPANY.

June 1st, iSgo.

Specifications for Passenger Depot at Fort Pavne, Ai.at.ama,*

Located 51 Miles South of Chattanooga, and 93 Miles North of Birmingham.
WORK TO BE DONE.

1. Work to be done. — The work to be done consists of the construction complete (exclusive of
foundations, and grading of the grounds) of a one and one-half story building, with passenger shelter annex,
to be used as a passenger depot. The building to be of stone, or of brick faced with pressed brick and having
stone trimmings, as may be determined by the Engineer. The foundations have been built under another
contract, and the Contractor must inform himself of the exact nature of the same.

2. Lf/fiing of Contract. — The work is to be let as an entire contract, and parties bidding must
thoroughly inform themselves of all that is required to be done to build the structure complete ready foi
occupancy, on the basis of these specifications and the plans to whicli they refer.

general conditions.

3. Basis of Contract. — The several drawings with all figured dimensions and written explanations
thereon, with these specifications, are to be the basis of the contract, and of equal force.

Omissions in Plans or Specifications. — Whatever work may be specified and not drawn, or drawn
and not specified, is to be executed as if described in both ways ; and should any material or workmanship
be wanted, which are not directly or indirectly denoted in these specifications or drawings, but is, neverthe-
less, necessary for the proper carrying out of the obvious intentions thereof, the Contractor is to understand
the same to be implied, and to provide for it in his tender as fully as if it were particularly delineated or
described.

4. Interpretation of Doubtful Points. — Any doubts that may arise regarding the intent and
purpose of the drawings or the specifications, or discrepancies between any parts of the drawings or specifi-
cations, shall be referred to the Engineer for decision.

5. Material and Labor. — The Contractor must furnish all material, labor, tools, machinery, and
scafTolding required to fully execute the work as shown on plans or in these specifications, or reasonably
implied in the drawings or specifications.

6. Exi'RAS AND Changes. — No extras will be allowed unless they have been executed on the written
order of the Engineer.

No departure from the drawings or specifications will be allowed unless on the written order of the
Engineer.

7. Quality of Material and Work. — All materials throughout must be the best of their several
kinds, and the entire work executed and completed in the best, most substantial and workmanlike manner,
according to the true intent and meaning of the plans and specifications; which are intended to include
everything dependent upon, or necessary and requisite to the proper and entire finishing of the work with
the materials best adapted to the purpose, even though every item of work or materials involved is not
particularly mentioned ; to the entire satisfaction, approval, and acceptance of the Engineer.

* This specification was kindly furnished for publication by Mr. G. B. Nicholson, Chief Engineer, Cincinnati,
New Orleans & Texas P.icific Railway and Alabama Great Southern Railroad.
This depot is described in pages 307 to 309 and illustrated in Figs. 574 to 57O,

456 APPENDIX.

8. Faulty Material hk Work. — Should at any lime inipruper, imperfect, or unsound material oi
faulty workmanship be observed, whether before or after the same has been built into the structure, the
Contractor shall, upon notice from the Engineer, cause the same to be removed, and good and proper
materials and workmanship substituted without delay: in default of which the Engineer may effect the same
by such other means as may be deemed best ; and shall charge the cost of such alterations to the Contractor,
and the amount shall be deducted from the sum due and payable to the Contractor under this contract.

9. Prosecution of Work. — The Contractor shall prosecute the work at such times and with such
force as the Engineer may direct ; and if at any time he fails to do so the Railroad Company shall have the
right to go in the open market and purchase material and employ men to execute the work, the cost of
which shall be borne by the Contractor.

10. Alterations. — Should the Railroad Company, at any time during the progress of the work, require
any alteration, deviation, additions or omissions of work or materials herein specified or shown on the
drawings, it shall be at liberty to do so, and the same shall in no way vitiate or make void the contract, but
the cost of the same will be added to or deducted from the amount to be paid under this contract, as the
case may be, by a fair and reasonable valuation to be decided by the Engineer.

11. Risks. — The Contractor shall assume all risks from storms, fires, and casualties of every description
until the final completion and acceptance of the work under the terms of this contract.

Precautions and Liabilities for Damages. — He must provide all necessary safeguards during the
progress of the work, and shall protect and hold harmless the Railroad Company from any liability for
damage or injury to persons or property in or about said work, resulting from any act which he may have
done or omitted to have done, by accident, negligence, or otherwise.

12. Laws, Fees, and Protection of Work. — The Contractor shall comply with all laws and regula-
tions of properly constituted authorities, in case there be any such affecting the work, and pay all proper
fees for the same, if any there be. He must also protect his work from damage as the Engineer may direct
and provide, and maintain all requisite guards, lights, temporary side-walks and fences.

13. Insurance. — The Contractor must take out a builder's insurance to cover the full value of the work
as it progresses, and made payable to the Railroad Company as far as its interest may appear.

14. Care of Finished Work. — Particular care must be taken by the Contractor of all finished work
as the building progresses, such as exterior projections, cut stone, stairs, wash-stands, etc., which must be
covered up and thoroughly protected from injury or defacement during the erection and completion of the
building

15. Foreman. — The Contractor must give the work his personal attention and keep a competent fore-
man constantly on the ground.

16. Rubbish. — The Contractor must remove from the premises all his rubbish and surplus material,
and must clean the windows, and leave his work clean, uninjured, and in perfect condition ready for occu-
pancy.

No shavings or wood which might cause damage from fire shall be allowed to remain over night in an
exposed situation.

17. Transportation. — The Contractor will receive free transportation on the line of the Alabama
Great Southern Railroad for men engaged on the work and for tools and materials used on the work.

18. Payments. — Payments will be made on the 20lh day of each month for 90 per cent of the relative
value of the work done to the last day of the preceding month. The retained 10 per cent will be paid on
the final completion of the entire work.

19. Partial payments made as the work progresses will be payments on account, and shall in no wise be
considered as an acceptance of any part of the work or material of the contract.

20. Engineer. — The word Engineer used in these specifications means the Chief Engineer of the Ala-
bama Great Southern Railroad Company.

hydraulic cement.

21. Quality of Cement. — The cement used must be fresh, finely ground hydraulic cement, subject
to the approval of the Engineer. It must stand 100 pounds tensile strain per square inch in a briquette of
pure cement made seven days before testing.

22. Inspection of Cement. — If Louisville cement is used, it must have the inspection brand of Mead
& Shaw. The expense of the inspection will be borne by the Railroad Company.

SAND.

23. All sand used in mortar must be clean, sharp, and well screened. If perfectly clean sand cannot be
obtained in natural beds, it must be thoroughly washed to free it from impurities.

APPENDIX. 4S;

CONCRETE.

24. Should it be determined to use concrete in foundations, although not sliown upon plan, it must be
composed of 4 measures of clean gravel ; or of stone broken to a size not exceeding 4 inches in any direction ;
2 measures of clean, sharp sand and one me .sure of lixdraulic cement; the cement and sand to be mixed dry
before the incorporation of stone or gravel ; to be made and thoroughly mixed just before using, and well
rammed in place. It must contain just sufficient water to film the surface of the concrete when rammed,
but not enough to make it quake. Concrete must be mixed on wooden mortar-beds.

CEMENT MORTAR.

25. The cement mortar must be made of the best freshly burned cement, as above described, mixed
with sand, also as above described, in proportion of one of cement to two of sand, or such other proportions
as may be required by the Engineer. The cement mortar shall be mixed only as required for use, and must
be used as soon as mi.xed, as none left standing until set will be allowed in the work. It must be mixed on
wooden niortar-beds.

LIME MORTAR.

26. Lime mortar is to be composed of i measure of cement, I measure of lime, and 4 measures of sand-
It must be mi.xed on wooden mortar-beds. The cement and sand to be the same quality as specified above.
The lime must be of the best quality — well slacked before using.

The cement and sand must be mixed dry, and the lime added just before using.

BRICKWORK.

27. Thickness and Kind. — The partition wall between the baggage-room and the men's waiting-room
is to be of brick, 13 inches thick.

The exterior walls, if built of brick, are to be 13 inches thick, and are to have the outer showing face
of pressed brick.

The chimneys are to be of brick up to the roof.

28. Quality and Workmanship. — All brick, except pressed brick facingof exterior walls, are to be of
the best quality ; hard burned and of uniform texture. No soft or salmon-colored brick will be allowed.
All brick are to be wetted before laying, and all joints to be compleit-ly filled wit !i mortar. The mortar must
be lime mortar above described.

Where bricks come in contact with anchors, each brick shall be " brought home " to do all the work
possible. In all brickwork the courses shall be kept level, the bonds shall be accurately preserved, the walls
shall be laid to lines and be kept perfectly plumb and straight. The work is to be well bonded with headers
every seventh course, and to have all joints struck. No joint to be over \ inch thick.

29. Arches. — Relieving arches are to be turned over all openings in brick walls, and trimmer arches
are to be built for fireplaces. Centres to be used for all arches.

30. Flues. — All the flues to be well built, laid true to line, with struck joints inside and outside. Office
fiue to be started at the floor line, and a cast-iron-flue-door for cleaning out the flue to be put in at the floor
level. Flues for grates to be started with a throat immediately above the arch of the fireplace. All flues to
be lined with i-inch fire-clay flue-lining. Flue-holes in oflice to have flue cylinder and cap built in. Par-
titions in flues to extend in every case to the top of the chimney.

31. Pressed Brick.— The pressed brick for the face of the exterior walls are to be the best No. i
pressed brick, to be approved on sample by the Engineer before delivery at the work. They are to be laid
with -J-iiich sunk red cement-mortar joints in cour.ses, and to be well tied to backing with blind headers.

32. Cleaning Walls. — Showing faces of walls must be cleaned from all mortar stains at completion of
work, with diluted muriatic acid, but all stones must be thoroughly wetted before ap])lying same, and washed
off at completion so as not to be damaged thereby.

33. Openings.— Vertical recesses for the reception of pipes for plumbing, gas, water, heating, or venti-
lation, to be built in the walls where necessary or where indicated on plans, and not cut afterwards.

stone-work.

34. Kind of Stone for Stone Building. — If the building be built with exterior walls of stone, the
stone in the body of the building must be gray-colored sandstone, and the water-table, windnw-sills, door-
sills, lintels, arches, copings, finials, belt-courses, carved work, and chimney-caps must be red-colored
sandstone.

4S« APPRxnrx.

35. Stone Trimming for Brick BuiLniNC— If the building be built with the exterior walls of pressed
brick, the trimming stone, mentioned in paragraph 34 as red sandstone, may be either gray or red sandstone,
as shall be determined by the Engineer.

36. Quality of Stone. — All stone must be of a durable quality, that will not crack or disintegrate
under weather; to be of uniform color of its particular kind, free from cracks or blemishes, and to be ap-
proved by the Engineer.

Rock-face Masonry. — Unless otherwise specified, all showing stone to be rock-face with square
joints, and beds and ends pitched off to a line, so that all joints shall be truly horizontal or vertical. The
showing face to show new split surfaces ; no seam-face or quarry-surface stone will be allowed.

Blemishes. — No tool-marks, lewis-holes, or other marks or holes will be allowed in the showing surface
of any stone.

Projection of Rock-face. — The rock-face is not to project more than 2 inches from the line of the
wall at any point. The inner faces of the stones are not to have more than i inch projection beyond the
face of the wall at any point. The entire stone-work is to be washed down and cleaned upon completion of
the building.

37. Courses under Water-taele. —There will be two 8-inch courses of stone on the exterior walls
under the water-table. These stones to be laid in uniform courses, breaking joint ; to be of full thickness of
wall; to be laid on their natural or quarry beds; to have a i-inch draft on all quoins; to have all joints
completely filled with cement mortar and neatly pointed on both faces. These courses to be well bonded
with the stone foundation of the cross-wall.

38. Exterior Stone Walls. — The e.xterior walls, if built of stone, are to be 18 inches thick. This
masonry is to be broken-range, of superior quality, with no stone less than 6 inches thick, unless otherwise
directed by the Engineer ; to be well bonded and levelled ; to be laid flush in soft cement mortar ; to have
horizontal beds and vertical joints on the face, with no face joint over J-inch thick. All stones to be firmly
bedded, and all spaces to be filled with mortar and spalls forced into the spaces so filled, but no spalls to be
used in the beds.

All walls to be built straight, plumb, and level.

39. Beds. — All stones to be laid on their natural or quarry beds in full beds of cement mortar.

40. Headers. — At least one fourth of the stones shall be through-stones acting as headers, evenly dis-
tributed through the work. No stone shall be used which does not bond into the wall at least 8 inches.

41. Quoins. — AH the quoins are to have hammer-dressed beds and joints, and drafted corners.

42. Pointing. — All joints on all faces shall be neatly pointed with cement mortar. The joints on
rock-face masonry must be cleaned out to a depth of one inch while the mortar is fresh.

Before applying the pointing, the joints shall be well cleaned by scraping and brushing out loose mor-
tar, and then be mcJistened so as to neither give to nor take water from the pointing mortar.

Pointing mortar shall be one cement to one sand, mixed in small quantities as used, and pressed firmly
into the joints, completely filling vacant spaces. It must be rubbed smooth on the outside flush with the
edge of the stone.

43. Lines of Walls. — All walls shall be built to a line, both inside and outside faces.

44. Top of Stone Walls. — The upper courses of all walls shall be levelled off for the reception of the
superstructure, and shall be provided with a through-stone at each corner, and also one through-stone at
least every 5 feet. These through-stones shall be dressed on their top beds and accurately set to the level
of the wall, as shown on the drawings.

Between these through-stones the walls must be carefully laid with the upper beds of the stones brought
up flush with the top of the through-stones, so as to secure a perfectly level surface for the top of the wall.

45. Joints. — All joints and spaces must be completely filled with cement mortar.

46. Wetting. — All stone must be wetted before laying.

47. Cut Stone. — The cut-stone water-table, window-sills, door-sills, lintels, trimmings over arches,
copings, finials, chimney-caps, etc., are to be furnished of the sizes marked on the plans, all to be cut and
dressed to line with a disk-edged chisel. All projecting courses are to have a drip cut underneath. Par-
ticular care must be taken with this stone-work, as no poor workmanship or defective stone will be allowed
in the work on any pretence. Chimney-caps must have flue-holes neatly cut out of solid piece. Iron
cl.imps and dowels to be used wherever necessary for the stability of the work.

48. Carving. — All carving in stone is to be done from models approved by the Engineer.

49. Chimneys. — The chimneys above the roof will be built of stone, as shown on plans, whether the
building be of stone or pressed brick.

50. VoussoiRS. All stone voussoirs are to be the full thickness of wall, and must have joints radial to
the centre of the arch.

APPENDIX. 459

51. Jambs. — The window and door jambs will bo hnished as specified for cut stone.

52. Pointing of Flashings. — The masons must point np under all galvanized iron, and for the flash-
ings on roof, and other places where required.

53. Woodblocks AND Grounds. — Blocks are to be built in walls for doors and windows, to secure
joinery, and lookouts for cornices are to be built in.

Strips I inch x4 inch are to be built in the horizontal joints every 2 feet, for attaching; furring on outside
walls to be plastered.

Recesses, Anchoring, etc. — The mason is to make proper recesses in walls for plumbing and gas-
fitting or other piping that may be required. He is to ti.x all iron anchors, clamps, etc., which are used in
his work, cut all necessary raglets for flashings and point up around window-frames, and to call upon the
carpenter when required to put up rough casing around window-frames, and cut-work where necessary to
protect it from damage.

PLASTERING.

54. Parts to be Plastered. Laths. — All stud partitions and ceiling for ticket-office and the under
side of stairs are to be plastered. Laths to be of the best quality of dried sawed pine or poplar laths, laid
full J inch apart, with the joints well broken every ninth course, with four nailings to each lath and two
nails at each end.

55. Lathing. — Long vertical joints will not be allowed, nor lath put on vertically to finish up to angles
or corners. All laths at angles and corners must be nailed on solid furring, and lath will not be allowed to
run from one room to another behind the studding. The lather must call upon the carpenter to fur and
straighten all walls, ceilings, etc., and block and spike all studs together solidly at angles.

In all cases lath below grounds to the floor, and behind all wainscoting.

56. Grounds will be required to be put around all openings against which to finish plastering and hori-
zontal grounds for wainscoting. The plasterer must take care that all grounds are true and straight, and all
angles and mitres true and sharp. All sharp angles to be protected by wooden guards screwed on with
round-headed brass screws.

57. Furring. — All outside walls are to be furred as shown on drawing No. 16, and all ceilings are to be
cross-furre<l on the joists before lathing, with i-inch x 2-inch strips. The plaster will be \n\\. directly on the
brickwork of the brick partition-wall.

58. Plastering. — The store-room, stairs, and brick partition-wall are to have the best two-coat work.
All other work throughout is to be plastered three good coats of the best lime, hair, and sand plaster, and the
same is to have a fine washed sand finish (except store-room and stairs), and is to be stained such color as
shall be approved by the Engineer.

59. Stucco-work for Waiting-rooms. — All plastering is to run down to the floor. Plain stucco
cornices, 16-inch girth as per detail, are to be run for men's and women's toilet-room, and ticket-office, and
brackets are to be put up for same by plasterer.

60. Stucco-work for Tower. — Stucco beams and brackets are to be put up for tower-bay and other
places where marked, as shown on drawings.

61. Scaffolding and Completion of Plastering. — The Contractor is to furnish all .scaffolding
required foi his work, make good any injury his work may sustain from the carpenter or otherwise ; and
the whole is to be left sound and clean upon completion. Also, to remove from the premises all rubbish
caused by him.

Galvanized-iron, tin, and slate work.

62. Ridge and Finials. — All galvanized iron is to be No. 26. The ridge-mouldings, flnials, and cor-
nices are to be made in the best manner as per drawings, and to be well riveted and soldered at each joint.

63. DowN-spOUTS. — There will be three 4-inch and two 3-inch round galvanized-iron down-spouts:
also, five branches from verandas arid balcony in tower.

Down-spouts are to be extended from gutters, and to be connected to stoneware drain-pipes i foot above
final grade-line: to have flared inlets, copper-wire basket-strainer in gutter, and to be well secured to walls
by galvanized-iron hooks. One galvanized-iron box is to be put up to drain flat in balcony of tower.

64. Tin Roof. — The balcony over tower is to be covered with N. & G. Taylor's (Philadelphia) extra-
coated old style I. C. tin, r4-inch x 20-inch plates, laid with flat seams, withj^-inch lock well secured with
cleats, and securely soldered.

65. Flashings. — Flashings of the same tin are to be turned up at least 6 inches against all brick or
stone work, and counter-flashed 2 inches into the joints. Joints to be pointed with cement mortar.

46o APPENDIX.

66. Gutters, Hips, and Valleys. — Gutters are to be lined with same tin run up at least 4 inches under
slate. Hips and valleys are to be flaslied and counter-flashed with the same tin, so as to be water-light.

67. Painting Tin. — All tin is to be painted on the under side, before laying, with one good coat of
metallic paint and pure linseed-oil, mixed in the proportion of seven pounds of dry paint to one gallon of oil.

Resin on Tin. — All resin is to be removed from the upper side of the tin before painting.
Tin Cover for Flue. — A moulded tin cover is to be provided for office flue-hole.

68. Slate Roof. — All remaising portions of roof are to be covered with the best quality of 10 x 20-
inch Black Virginia slate, of a uniform color, and free from spots, and be well nailed with tinned nails, and
to have not more than %\ inches of each slate exposed to the weather.

69. The lower courses are to be of double thickness, laid on wooden tilting strips. The roof of tower is
to be slated with 8 x 16-inch slate, of the best quality of the same material.

70. Sheathing-PAPER. — All sheathing is to have a layer of Sachett's No. i sheathing-paper before the
slate or tin is put on.

71. Copper-work. — The Contractor is to state in his bid what the additional cost will be if the entire
galvanized-iron work is make of 2o-oz. cold-rolled copper, including the downspouts, gutters, linings, and
flashings.

72. Guarantee of Roof. — The Contractor will be required to give a written guarantee that the roof
will be water-proof for one year from time of completion, and will be required to repair any leaks that may
occur within that time on account of faulty work.

iron-work.

73. Anchors. — |-inch bolts, 2 feet 9 inches long, with J X4X 4-inch plate-washer on each end, will be
put in wall, at least every 8 feet, for anchoring down wall-plate.

74. Ceiling-joists are to be anchored to walls at least every 8 feet, by means of f x i^-inch anchors,
2i feet long, turned up 4 inches in wall, and secured to rafters with two spikes, Jx6 inches.

Floor-joists are to be anchored to walls at least every 8 feet, with ix i^-inch anchors, 5 feet long, turned
up 4 inches in the wall, and secured to joists with three spikes, \y.ii inches.

The stone gables and dormer-windows are to be anchored to roof-rafters with f xij-inch anchors, 3
feet long, turned up 4 inches in wall, and secured to rafters with ix 4-inch spikes. Three anchors to each
gable and dormer.

The wall-plate of tower is to be anchored to each stone pier with a f-inch x 2-feet 9-inch bolt, with
J X 4 X 4-inch plate on each end.

Wicket. — A wrought-iron wicket for ticket-window, as per detail, is to be provided.

CARPENTER-WORK.

75. Quality of Lumber and Framing. — All lumber throughout the building must be the best of
their several kinds; thoroughly seasoned, sawn true and square, free from large and unsound knots, shakes,
wanes, dry-rot, or other imperfections impairing its strength or durability. Sap-wood to the extent of 10 per
cent will be allowed, except where clear-heart is specified. All timbers used throughout must be prepared
and framed to exact dimensions given, according to plans, sections, and details, as no shimming or blocking
up will be allowed.

Work to be Done by Carpenter. — The carpenter must size and fur all frame partitions on both
sides, and the under sides of ceiling or floor-beams, if required, where plastering is used, and leave every-
thing straight and true for the lathers. All trimmers and headers, and rafters around scuttle, must be
framed double, and be well spiked together. In no case allow less than 4 inches between chimney-breast
and trimmers. Frame all trusses as per detail for the same. The carpenter must do all usual and necessary
wood-work for and after the several craftsmen of the building. He must provide and set centres on which
to turn arches, and no arches shall be turned without one, and he shall provide patterns for tower. He
must make all patterns that may be required ; provide all temporary means for conducting water from the
building; provide all temporary doors and windows for locking up the building when needed, and furnish
and put up meter-shelf for plumber when required.

Where walls have been plastered, no joiner-work, such as doors :ind architraves, window-finish, shutters^
bases, etc., is to be put up until the same have becon;e dry enough to receive the finish.

Clean the building and premises, at the completion of the work, of all rubbish caused by building oper-
ations, and leave the building perfectly clean.

Studdin(;. — The general dimensions of all timber are given in figures on plans. All door-openings in
studded partitions are to be double studded. Set studs generally 16 inches from centres.

APPENDIX. 461

Trussing and Bridging. — Truss all door and window openings, and bridge vertical studding about
every 4 feet in height, and set witli sill and plate. 2x4 inches. All studs tf) be set with broad side crosswise
of the partition.

76. Floor-beams. — All floor-beams and girders for building and veranda, and all first-floor joists, are
to be of clear-heart close-grained long-leaf yellow pine or red cypress.

77. Joists. — Joists are to be of sizes marked on drawings, and are to be spaced 16 inches on centres
and to be braced with double i x 3-inch bridging, in rows not more than 5 feet apart, with 2 nails in each
end. ,-\ll joists are to be dressed on one edge to exact depth marked on drawings. All joists to be of close-
grained long-leaf yellow-pine, of quality specified in paragraph 75.

78. Roof-timbers and Plates. — Rafters and wall-plates to be of sizes marked on drawings, spaced as
shown, and rafters to be well spiked to wall-plates and ridges, and all wall-plates to be set in a full bed of
mortar. All roof-timbers to be of close-grained long-leaf yellow-pine, of quality specified in paragraph 75.

79. Sheathing. — Sheathing to be of i-inch close-grained long-leaf yellow-pine, tongued and grooved
and matched, not over 6 inches wide, and securely nailed to rafters. Gutters to be lined with the same
material, and to have proper falls to dowti-spouts.

So. Ceiling. — The ceiling of men's and women's waiting-rooms and verandas are to be ceiled with
selected clear-heart close-grained long-leaf yellow-pine, tongued and grooved, and dressed and beaded on
one side. To be not over 3 inches wide. The 6 x lo-inch ceiling-joists are to be of the same grade of the
same material.

81. Flooring. — The entire first floor and the second floor over ticket-office is to be floored with close-
grained long-leaf yellow-pine, tongued and grooved and matched, of a uniform width of 3 inches, of quality
specified in paragraph 75, and secret-nailed to each joist.

Veranda is to be floored with i^-inch close grained long-leaf yellow-pine, tongued and grooved and
matched, and of a uniform width of 6 inches, with joints white-leaded, and secret-nailed to each joist.

82. Stairs. — The veranda steps are to have 6-inch risers, ii-inch treads made of oak i| inches thick,
dressed, and with rounded nosing and return. Horses to be 2 x 12 inches, spaced 2 feet on centres. Steps
blocked and framed in strongest manner.

Stairs from first to second floors are to have ij-inch tread, with rounded nosings; | inch risers; 3
horses 2x12 inches, and to be enclosed with \ x 3-inch boards, tongued and grooved, and beaded and dressed
on both sides, topped out in attic with moulded cap as shown on longitudinal section. All to be of close-
grained long-leaf yellow-pine, of quality specified in paragraph 75.

83. Trap-door. — A trap-door 2x3 feet is to be framed in the roof, with ladder to same of dressed
stuff, 2 X 4-inch uprights and i x 3-inch rungs, and located where the Engineer directs.

84. Blocks and Grounds for Mason. — Blocks to secure joinery are to be furnished to the masons to
build in wall. Strips i x 4 inches must be furnished the masons to build into the exterior walls. Carpenter
is to put shelving in store-room, three shelves 15 inches wide all around room.

85. 'Veranda Finish. — Veranda is to be encased under floor with strong lattice-work between the
posts.

The posts, spandrels, and trimmings of the verandas are to be of clear white pine carved from ihe solid
piece, and finished in the most artistic manner.

86. Doors. — All outside doors will be of quartered oak z\ inches thick, with stiles and rails with while-
pine core as per plans. The frames to be of quartered oak. All other doors will be of solid quartered oak
1} inches thick, of same style as outside doors, except the doors to water-closets, which will be of solid
quartered oak, if inches thick. All doors to be mortised, tenoned, glued, and wedged in the best manner,
hung on butt-hinges, and furnished with locks, bolts, etc.. complete, as provided under the head of Hard-
ware. All doors to have quartered-oak thresholds, and to have oak stoppers with rubber buttons.

Transo.ms. — Transoms to be provided over doors as shown on drawings. All transoms to be hung on
pivots, and to be provided with Wollensack's patent transom-lift.

87. Interior Finish. — The waiting-rooms, ticket-office, and water-closets will be finished in clear
quartered oak. Ail remaining portions of building will be finished in clear close-grained long-leaf yellow
pine, but all window-stools are to be of clear quartered oak. The walls of waiting-rooms, ticket-office, and
water-closets are to be wainscoted 3 feet 8 inches high, including cap with J x 3inch clear, beaded, tongued,
and grooved quartered oak, with moulded cap and base.

88. "Wainscot for Baggage-room. — Wainscoting for baggage room will be of clear close-grained
long-leaf yellow pine, f x 3 inch, tongued and grooved, dressed and beaded on one side, with moulded cap
and bevelled base.

89. Moulding-boards and Boxing. -All necessary moulding-boards are to be put up by the carpen-
ter for the plumber, electrician, and gas-fitter. All pipes are to be boxed with lids screwed on with brass
screws with round heads.

462 APPENDIX.

90. Picture-moulding. — A picture-moulding is to be put up in all rooms on the first floor, of same
material as finish of room, as shown in details.

91. Windows. — All the windows are to have full box frames, made as shown on drawings, of clear
white pine, well seasoned and kiln-dried. To have if-inch white-pine lianging stiles, and pulley-stiles of
close-grained long-leaf yellow pine, to have all necessary boxes, pockets, pendulum, and parting strips,
beads, etc. The inside beads are to be screwed to the frames with i}-inch No. 9 round-headed br;iss
screws.

92. Beads are to match finish of rooms. All window-sash will be if inches thick, with check-rails and
lugs at meeting-rails, and acorn-moulded stiles, rails, and muntins; to be double-hung with axle-pulleys,
best braided sash-cord and round-eyed cast-iron weights, as provided under Hardware.

93. Setting Frame. — All window and door frames must be set, stay-lathed, and plumbed in the walls
by the carpenter.

HARDWARE.

94. Kind of Hinges. — All rooms on the first floor are to have plain polished bronze hardware.
Hinges to be loose-pin butt-hinges, with double steel bushings of proper size, and three to each door

over ']\ feet high.

Knobs and Escutcheons. — Knobs for all doors, except water-closet doors, to be egg style, combined
rose and escutcheon, 3 inches wide by 10 inches long.

Locks. — All outside and oflice doors to have Yale & Towne Standard No. 2000. catalogue of 1884, mor-
tise spring-locks with duplicate keys, and swivel spindles. Double doors in baggage-room to have bronze
flush-bolts on top and bottom of one leaf of door. All other doors, except water-closet doors, to have Vale
& Towne Standard No. 1500, catalogue of 1884, mortise spring locks with duplicate keys. Water-closet
doors to have J-inch bronze barrel-bolts.

Transom-lifts. — All swinging transoms to have bronze pivots and bronze Wollensack's patent tran-
som-lifts.

95. Window Hardware. — All windows to have two bronze sash-lifts on each lower sash, to have
bronze burglar-proof sash-locks, and cast-iron weights of proper size. All window weights to be hung with
best Silver Lake braided sash-cord ; and to have 2-inch steel axle-pulleys with bronze face.

96. Scuttle-hooks. — Scuttle in roof to be provided with two wrought-iron hooks and staples.
Coat-hooks. — Provided bronze coat-hooks, one for each water-close'., two for oflice, and two fur

second-floor room.

PAINTING AND GLAZING.

97. Cathedral Glass, — The cathedral glass shall be of a design approved by the Engineer, to cost
not more than one dollar per square foot, and to be securely leaded and wired to iron rods.

Sand-blast Glass. — Glass in lower sash of office and water-closet windows to be double-strength
American plate sand-blast glass.

Plain Glass. — All other glass will be first quality doublestrength-American plate glass ; to be free
from flaws and imperfections of all kinds ; to be set in putty, back puttied and well sprigged, and to be left
sound and clean upon completion of building.

98. Painting Woodwork. — All sashes are to be prime before glazing. All'exterior dressed wood-
work is to be painted one good coat of yellow ochre, and two good coats of white lead, pure liiiseed-oil, and
driers, of such tints as the Engineer may direct.

99. Painting Metal-work. — All galvanized iron and tin to be painted two good coats of best metallic
paint.

100. Varnishing. — The ceilings of verandas and balcony in tower are to be varnished three good coats
of the best copal varnish. All interior dressed woodwork throughout is to be well sand-papered, and then
varnished with three good coats of the best copal varnish. The last coat to be of the best coach varnish.

loi. Cabinet-finish. — The waiting-rooms, ticket-office, and water-closets must be finished in oak,
and all to have one good coat of Wheeler's Patent Filler, and three good coats of the best rubbed copal
varnish, and to be well rubbed after each coat with pumice-stone and water, and to be finished with a cabi-
net finish.

Doors and frames for same are to be done in the same manner.

102. Oiled-finish. — The treads, risers, and platforms nf stair«; and runners of all box-frames are to be
oiled with two good coats of boiled linseed-oil.

APPENDIX. 463

PLUMBING.

103. Fixtures. — Provide two water-closets, two wash-stands, and one urinal.

104. SuPPl.Y-PiPKS OF LE.^D. — Rising main to be f-inch lead pipe, weighing 4 pounds per lineal foot,
and connected to water-main at such point as the Engineer may approve, laid at least 3 feet below final
gr.ide-line, and carried up so all supply-pipes will lead from it, and provided with a stop and drainage cock.

Supply-pipes to water-closet tanks and to urinal to be ^-inch lead pipe, weighing 2 pounds per lineal
foot.

Supply-pipes to wash-stands to be |-inch lead pipe, weighing 3 pounds per lineal foot.

105. W.ASTE AND Ventil.ator Pipes. — Water-closets to have4-iiich cast-iron double-strength wastes
leading into a 4-inch cast-iron double-strength soil-pipe, carried 10 feet (jutside of the building, and ventilated
through a 4-inch single-strength cast-iron pipe, carried 2 feet above the roof, with a globe ventilator on top.
The ventilator-pipe to be provided with Y's for connecting air vent-pipes from each fixture. The soil-pipe is
to have a trap, placed with an accessible clean-out, outsiae the foundation-walls, and provided with a fiesh-
air inlet 4 inches diameter on the house side of the trap, extending to the e.\ternal air in such a location as
not to be offensive. Rain-water leaders are to be provided with traps at the foot of the pipes.

Urinal and wash-stands are to waste through li-inch lead pipes, weighing 4 pounds per lineal foot, and
provided with ij-inch brass " Sanitas " traps, and vented beyond traps through a ij-inch lead pipe into 4-
inch cast-iron ventilating pipe. Overflow-pipes to washbowls and urinal will be ij-inch lead pipes, con-
nected with ij-inch waste above trap.

106. All showing pipes for wash-stand and urinal to be drawn-brass pipe of same size as lead pipe.
Supply-pipes ok Brass. — Supply-pipes from cisterns to water-closets will be li-inch drawn polished

brass pipe, lacquered.

107. Cast-iron Pipes. — All cast-iron pipes to be of best quality, with proper fittings, elbows, T's, and Y's ;
to be coated inside and outside with asphaltum ; to be put up in the best and strongest manner with iron
hooks and stays, and the joints calked with oakum and melted lead.

All connections with iron pipes to be made with Y branches.

108. Lead Pipes. — All lead pipes to be put up in the best manner on boards set in place by the carpenter,
and to be secured with brass bands and screws or hard-metal tacks. All joints in lead pipe throughout are
to be wiped joints. All connections between lead and iron pipes and traps are to be made with cast-brass
ferrules the same size as the lead pipes, with wiped joints, and calked with oakum and melted lead run into
the iron pipes.

109. Covering of Pipes. — Where pipes come within walls or partitions they shall be covered with face-
boards matching finish of room, fastened with brass round-headed screws.

1 10. Traps. — Each basin, urinal, and water-closet shall be furnished with a trap, which shall be placed as
near as practicable to the fixture that it serves; traps shall be protected from siphonage or air-pressure by
special air-pipes of a size not lessthan the trap ; but air-pipes connected with water-closet traps shall not be less
than 2-inch bore, and in every case of proper proportion for their purposes, as may be approved by the
Engineer. They may be branched into the soil or waste pipe vent, not less than three feet above the inlet
from the highest fixture. No trap-vent shall be used as a waste or soil pipe.

1 1 1. Inspection. — Pipes and other fixtures shall not be covered from view or concealed until the work
has been examined by the Engineer, and he shall be notified by the plumber when the work is sufficiently
advanced for inspection. Plumbing work shall not be used unless the same has first been tested in the
presence of Engineer, and by him found satisfactory.

112. Wai'er-closets. — The water-closets will be flush-rim washout closets, of the style described as
" Embossed Inoiloro " in the J. & L. Mott catalogue G, iSSS, plate 93 G, with copper-lined cabinet-finished
quartered oak after-wash cistern No. 4i, design E ; open seat, and cover of quartered oak with brass back,
as shown on plate 874 G ; with polished-brass ij-inch flush-pipe; polished-brass curved trap-vent calked
into hub of Y of cast-iron vent-pipe. To be connected by a four-inch lead waste-pipe weighing 8 pounds
per lineal foot, tcj the hub of Y of cast-iron soil-pipe; joint with bowl to be sealed with red lead.

To be set on a recessed slab of dark Tennessee marble ij inches thick, 27 inches x 27 inches.

113. Wash-stands. — The wash-stands are to be of the style described and shown in J. it L. Mott cata-
logue G, 18S8, plate 411 G. To ha\-e 17-inch x 14-inch white-porcelain bowls with silver-plated " Duplex "
waste, dark Tennessee marble recessed slab 22 inches X 33 inches, marble back 14 inches high, and marble
sides and front 5 inches deep, and polished-brass legs. One low-down silver-plated compression-cock to each
basin.

114. Urinal. — The urinal is to be of white porcelain flat-back lipped urinal with nickel-plated brass fit-
tings, with dark Tennessee marble back 30 inches X 4 feet high, and one marble side next to wash-stand 22

464 APPENDIX.

inches X 4 ftel high, and ij-inch recessed slab of same marble 22 inches X 33 inches. To be supplied with
silver-plated |-inch compression flush-cock.

All marble secured in strongest manner with brass brackets and brass round-headed screws.

DRAINAGE.

1 15. Stoneware Drains. — The drain-pipes outside- the building shall be laid of the sizes and in the loca-
tion shown on drawing No. i. They shall be of the best salt-glazed vitrified stoneware drain-pipe laid to a
true and uniform grade, with all joints completely closed with cement mortar and made smooth on the inside.

Trenches. — The trenches for drain-pipes are to be dug to a true grade, and hollows made to receive the
bell-ends of the pipes, and the earth well tamped around the pipe, and the trenches filled and well tamped
in 6-inch layers. Provide all necessary " Y," " U," and " T " joints,

1 16. Gradient of Drains. — The drains shall have a fall of not less than \ inch per foot.

117. Man-hole. — The sewer-pipe is to be provided with a man-hole and a trap on house side of man hole
at point shown on sheet No. i.

The man-hole is to be 2 feet in diameter at top, and 3 feet diameter at bottom in the clear. Wall to have
two ringsof brick, with joints completely filled with cement mortar, and interior of wall plastered with cement
mortar. The foundation of man -hole to be 12 inches of concrete laid on two courses of timber grillage, each
4 inches thick with 2-inch spaces between timbers, filled with cement mortar.

To be capped with a stone coping 8 inches thick, 3 feet 6 inches in diameter, of hard, durable sandstone,
in one piece, with a hole 2 feet diameter cut in centre, and provided with a cast-iron grating cover, set flush
in stone coping. Top of man-hole to be level with ground.

gas-fitting.

118. Piping. — Where shown on the drawings, to be of the best wrought-iron piping, of the various sizes
required. The mains to be run as direct as possible, and so graded that the water can run out at a conven-
ient place near the meter. The following table will govern the sizes of pipes :

Sizes of Pipes. — Size of tubing. Greatest length. Number of burners.

f inch. 20 feet. 3

i " 25 " 6

f " 40 " 20

I " 60 " 30

\\ " no " 60

Details of Piping.^No rising pipe to be less than 3 feet in length, all properly graded. Secure all pip-
ing in place with iron hold-fasts, and secure the drops and other outlets with galvanized-iron straps and
screws. All centre-lights, where shown, to be secured with galvanized-iron waste-nuts instead of screws,
the pipes to be run to supply side-lights where indicated on plan. The side-wall pipes to project the proper
distance for brackets, with rosettes, and pipe-ends for drop-lights to hang perfectly straight, true, and plumb.
Put all pipe-joints together in red lead. Cap all pipe, and leave caps on and prove, and locate the meter,
and provide all shut-ofifs and alcohol cocks. The gas filter will not be allowed to cut away any of the wood-
work. This will be done by the carpenter.

mantels.

119. Location. — Mantels and grates will be provided in the waiting-rooms.

Women's Waiting-room. — In the women's waiting-room provide and set a mantel and top of quar-
tered oak, of style numbered 240 in the Robert Mitchell Furniture Company of Cincinnati, catalogue No.
24. page 65 ; with antique cast brass frame, radiant setting, polished basket, jambs and screen, witli ashpan ;
with facing of enamelled and embossed tile, slabbed of a rich olive tint ; with hearth 5 ft. x 2 ft. of enamelled
tile, and embossed border of same tint as facing; with fireplace lined with the best fire tile and brick. This
mantel and trimmings will be furnished complete by the Mitchell Furniture Company for $150.00.

Men's Waiting-room. --In the men's waiting-room provide and set a mantel of quartered oak, of style
numbered 113 of the Meader Furniture Company of Cincinnati. To have antique cast-brass frame, radiant
setting, polished basket, jambs and screen, with an ashpan; with facing of enamelled tile of rich orange tint,
and 5 ft. X 2 ft. hearth of same tile; with fireplace lined with best fire tile and brick. The Meader Furniture
Company will furnish this mantel and fittings complete for $85.00.

APPENDIX. 465

INSPECTION.

120. Condemned Materials. — All materials will be subject to ritjid ins|)ection, and any that have
been condemned must be immediately removed from the site of the work.

121. General Inspection. — The work will be done under the supervision of an Inspector, whose
duties will be to see that the requirements of these specifications are carried out ; but his presence is in no
way to be presumed to relieve in any degree the responsibility or obligation of the Contractor.

June 1, 1890.
N. B. — Proposals must be made on this Form and sent in without dftaehini; Specifications.

ALABAMA GREAT SOUTHERN RAILROAD COMPANY.

Proposal kor Building a Passenger Depot at Fort Payne, .Ala.

The undersigned, having examined the specifications attached hereto and the plans for the work,

do hereby propose to the Alabama Great Southern Railroad Company to furnish all the necessary

material and labor to build the passenger depot at Fort Payne, in accordance with the requirements of the

said plans and specifications; and on the acceptance of this proposal do hereby bind to

enter into and execute a contract for the said work at the following

Prices.

1. Building complete with exterior walls of hard-burned brick, and faced with pressed brick and stone

trimmings, $

2. Building complete with exterior walls of stone $

3. Additional price, if copper is substituted for galvanized iron (per paragraph 71), . . $

The undersigned furtlier propose to commence work within days from notice of award of

contract, and to complete the same within days thereafter.

Signed this day of 1890.

(Name of firm)

References : By

Address :

PENNSYLVANIA LINES WEST OF PITTSBURG— SOUTHWEST SYSTEM.

Specifications for Depots.— Classes A and B.*

For the construction of a Joint T'assc}iger and Freight Building at on Division of the Rail

Said building to be feet, outside measurement, and placed 17 feet 6 inches from the nearest rail of

the main track of said railivay, as per plan ; to have one \i'aiting-room, one Freight-room, and a Ticket and
Telegraph Office. For dimensions see plan. The final location of building site to be determined by the Super-
intendent of the Division of said railway.

foundation.
The building will rest upon stone piers, at least 18 inches square, to be set into the ground a sufficient
depth to insure a good and firm foundation for the building. There will be 16 piers, placed as indicated on
the plan.

CARPENTER-WORK.

All timber for the framework to be of good, sound, well-seasoned white pine, free from sap, rot, or
large knots, anrl sawed to the lull dimensions of the parts required.

*Thisspecificallon was kindly furnished for publication by Mr. M. J. Becker, Chief EnRincer, Pennsylvania Lines
West of Pittsburg This depot is described on page 152 and illusirated in Figs 439 and 440

466 APPENDIX.

Sills to be 8 X 8 inches, of sufTicieiu length to reach from corner to corner, halved at the angles and
spiked together.

Corner-posts to be 4 x 4 inches. Door and window posts 4x4 inches, properly framed together and
pinned in connection with top plate for ceiling-joists to rest upon.

Studding, 2x4 inches, placed 16 inches centre to centre; to be of uniform height, squared at the ends
and spiked to the sills and capping plates.

Floor-joists, 3 x 12 inches, in freight-room, spaced thirteen (13) inches centre to centre, and 2 x 12
inches, spaced 16 inches centre to centre, in the balance of building. Joists in freight-room to be boxed
into sills and set 6 inches lower than rest of floor. All other joists to rest securely on and be spiked to sills,
and all joists bridged twice in the width of building. Joists to be spiked to studding when their position
will admit of its being done. Cap-plates, 4x4 inches, framed into corner and door posts. Ceiling-joists,
2x8 inches, spaced 16 inches from centre to centre, spiked to plate and have two rows of bridging, except
in freight room, which will have no ceiling.

The roof is to be constructed as per plan, and is to project on each side and end. six (6) feet from the
face of the building. The projections are to be supported by brackets of 4 x 6-inch pine, and be firmly
bolted to building and made as per plan. All projecting timbers and eaves to be properly moulded and
planed smooth, ready for the painter.

Roof to be covered with one-inch pine sheeting-boards.

Siding. — The middle course to be of patent moulded |-inch weather-boarding, ends shouldered to the
trimmings and placed as per plan. The courses between the water-table and belt-course, and also the
courses below the roof and the gable-ends, to be i x 12-inch battened boards, joints to be covered with two
(2) inch moulded battens, as per plan.

There will be a belt-course under window-frames and a belt-course i x 6 inches, with a moulded cap on
the upper side of middle course of weather-boarding, upon which the battens rest, as per plan.

A water-table i^ x 10 inches with bevelled cap, will extend around the building.

Flooring of I x 4 inch yellow pine, tongued and grooved and blind-nailed in all rooms, except freight-
room, which will be floored with two (2) inch white pine, gauged to uniform thickness, and laid close joints.

All rooms, except freight-room, to have a wainscot, 3! feet high, of tongued, grooved, and beaded strips
four (4) inches wide, of white pine, to be finished on top with a moulded projecting cap, with a \ round
moulding at the base.

All rooms, except freight-room, to have all window and door frames finished with casings, i x 6 inches,
with moulded edges.

All doors and windows on the outside to be trimmed with one-inch stnflf, as per plan.

There will be six (6) windows, having four (4) lights each, and two (2) front bay-windows, of tw-o (2)
lights each, with clear double American glass. The sash to be li-inch well-seasoned white pine, with
mouldings, and properly hung with weights and pulleys.

There will be one ticket-window, 20 x 24 inches, placed as per plan, and have upward sliding panel,
with two (2) spring catches, also have shelves of 2-inch oak, supported by neat brackets, and be neatly
trimmed around the opening.

In addition there will be a telegraph operating-table, properly constructed and placed, as per plan.

All outside doors will have fixed transoms, luving three glass lights, 18 inches high, except freight-
room door, which will have six (6j lights, each 18 inches high. There will be one (1) outside door 3i x 8^
feet, made of ij-inch well-seasoned white pine, with moulded and niised panels, also one (i) inside door,
3x7^ feet. Freight-room will have one (i) double door, 7 feet 2 inches by 9 feet 4 inches, to be framed of
2-inch stuff, with panels of | x 4-inch beaded and matched boards, rabbeted in frame and well-fastened
with screws.

Partitions will be made 2 x 4-inch studding. The walls of freight-room to be lined with one (i) inch
rough boards to the height of ten (10) feet.

SLATING.

Roof-sheeting is to be covered first with a layer of tarred felting-paper. then slated with the best black
Pennsylvania slate, 8 x 20 inches, with eight (8) inches exposed to the weather. All to be securely nailed
with galvanized slating nails. Slate to be from the American Bangor Slate Company's quarry.

GUTTERS, ETC.
Gutters are to be lined with tin. and ihe tin to run up under slate eight (8) inches, be exposed ci-ht (8)
inches, and be four (4) inches high, pitched to carry the water to corners of building; all to be securely
nailed to sheeting.

APPENDIX. 467

There will be conductor-pipes of three (3) inch galvanized iron No. 22 at each corner of building, to run
down below the platform, and each to have a 12-inch elbow at bottom.

Chimney to be flashed with tin.

There will be galvanized-iron ridge-conibings on roof, as per plan.

All tin-work to be best I X double-dipped, bright tin plate. Gutters and flashings to be painted 2 coats
on back before being laid.

PLASTERING.

The ceiling and walls, except in freight-room, to be plastered with two (2) coats of good hair-lime
phister. The ceiling to be finished with one (1) coat of hard finish, and the walls with onc(i) coat of rougli-
cast. of fine sand finish, tinted in distemper colors, to be selected by the Superintendent. Laths to be of best
quality, and be nailed with No. 3 lath-nails at every joint and studding.

CHIMNEYS.

There will be one (i) chimney, as per plan, with two flues. 8x8 inches each, all to have 8-inch walls,
with 4-incli division walls. Chimney to be carried above the ape.x of the roof and finished with stone cap 6
inches thick, composed of one piece, as per plan.

PAINTING.

All painting to be done with the best quality white-lead and pure linseed-oil paint, well mixed. Inside of
building to have two (2) coats and outside three (3) coats, in two (2) colors, to be selected by the Superin-
tendent. Gutters and down-pipes for roof drainage to have two (2) coats of paint.

HARDWARE.

All outside doors, except freight room, to be hung with 3 pairs of 4i-inch loose-pin butt-hinges ; the in-
side doors to have 3A-inch loose-pin butt-hinges. All doors, except freight-room, to have heavy upright mortise
knob-locks, equal to No. 305 of Norwalk Lock Company make. Window-sash to be hung with Silver Lake
Company's solid braided window-sash cord, on 2-inch axle-pulleys, sash-weight to be sufficient to balance
sash. Freight-room door to be hung on heavy iron hangers with six (.6j inch wheels, running on horizontal
iron guides and have iron fastenings on door for padlock.

GENERAL CLAUSES.

All materials are to be furnished and all work done which may be necessary to complete the building
according to the plan, though the same may not be specially mentioned herein. All materials and work not
otherwise specified are to be of the best qualities of their several kinds. All alterations and deviations from
these specifications, and all additions to the same, must be fully stated in writing, and the price agreed upon
or such extra work must be stated in an appendix to these specifications and signed by both parties, before
payment will be made for the same. All materials needed in the construction of the building, and all labor-
ers and mechanics actually employed in its construction, will be transported free of charge over the

Division of the Pittsburg, Cincinnati & St. Louis Railway.

PENNSYLVANIA LINES WEST OF PITTSBURG— SOUTHWEST SYSTEM.

Specifications for Depots.— Class F.*

For the construction of a Passeni^cr Depot at , on Division of tlic Pittslnin;, Cincinnati &

St. Louis Rai/way.

Till- main huildini; to be 2\ xyo feet, outside measurements, and placed \y feet 6 inches from the nearest
rail of the main track of said railway as per plan ; to have two (2) IVaitinff-roonis and one Ticket and Tele-

* This specification was kindly furnished for publication by Mr. M. J. Becker, Chief Engineer, Pennsylvania
Lines West of Pitisburg.

This depot is described on page 287 and illustrated in Figs. 515 to 517.

468 APPENDIX.

graph Office, one Baggage-room, one Toilet-rooiit. and Ixvo Water-closets. For dimensions, see plan. The final
location of building site to be determined by the Superintendent of the Division of said railway.

FOUNDATIONS.

The building will rest on stone piers at least i8 inches square, to be set into the ground at a sufficient
depth to insure a good and firm foundation for the building. There will be 37 piers, placed as indicated by
plan.

CARPENTER-WORK.

All timber for the framework to be of good, sound, well-seasoned white pine, free from sap. rot, or large
knots, and sawed to the full dimensions of tiie parts required.

Sills to be 8 X 8 inches, of sufficient length to reach from corner to corner, halved at the angles and
spiked together.

Corner-posts to be 4x4 inches. Door and window posts to be 4x4 inches, properh- framed together
and pinned in connection with top plate for ceiling-joists to rest upon. Studding 2 X4 inches, placed 16
inches centre to centre, to be of uniform height, squared at the ends, and spiked to the sills and capping
plates.

Floor-joists 3x12 inches in baggage-room, spaced 13 inclies centre to centre, and 2x12 inches, spaced
16 inches centre to centre, in the balance of building. All joists to rest securely on and be spiked to sills,
and bridged twice in tlie width of building. Joists to be spiked to studding when their position will admit
of its being done. Cap-plates 4x4 inches, framed into corner door posts. Ceiling-joists to be 2 x 12 inches,
all spaced 16 inches from centre to centre, spiked to top plate, and bridged twice in the width of the building.

The roof is to be constructed as per plan, and is to project on each side and end seven feet ten inches
(7 ft. 10 in.) from the face of the building. The projections are to be supported by brackets of 4 x 6-inch
pine, and be firmly bolted to building, and made as per plan. The gables to have framed ornaments made
of 2 X 6-inch pine, and i-inch backs to panels, scroll-sawed as per drawings. All projecting timbers and
eaves to be properly moulded and planed smooth, ready for the painter.

Roof is to be covered with i-inch pine sheeting-boards.

Siding. — The middle course to be of patent moulded |-inch weather-boarding, ends sliouldered to tlie
trimmings and placed as per plan. The courses between the water-table and belt-course, and also the
courses below roof and gable-ends, to be of I x 12-inch battened boards. Joints to be covered with 2-inch
moulded battens, as per plan. The upper course of battened boards to have their lower ends finished as per
plan.

There will be a belt-course under window-frames and a belt-course i x6 inches, with a moulded cap, on
the upper side of the middle course of weather-boarding.

A water-table i^xio inches with bevelled cap will extend around the building. Flooring i x 4-inch
yellow pine, tongued and grooved, and blind-nailed in all rooms, except baggage room, which will be floored
with 2-inch white pine, ganged to uniform thickness and laid close joints.

All rooms, except baggage-room, to have a wainscot 35 feet high, of tongued, grooved, and beaded
strips four (4) inches wide, of white pine, to be finished on top with a moulded projecting cap, with ^-round
moulding at the base.

All window and door frames to be finished with inside trimmings i x6 inches, with moulded edges.

All doors and windows on the outside to be trimmed with i-inch stuff, as per plan.

There will be ten (10) windows, having four (4) lights each, and eight (8) windows of two (2) lights each,
with clear double American glass. The sash to be of i|-inch well-seasoned white pine, with mouldings,
and properly hung with weights and pulleys.

There will be two (2) ticket-windows 20x24 inches, placed as per plan, and have upward-sliding panel,
with two (2) spring catches ; also, have shelves of 2-inch oak, supported by neat brackets, and be neatly
trimmed around the openings.

In addition there will be a telegraph operating-table, properly constructed and placed as per plan.

All outside doors will have fixed transom, having one light of glass 18 inches high, except baggage-room
doors, one of which will have no transom, and one will have a six (6) light transom.

There will be four (4) outside doors, 3^ feet by 9 feet, and one (i) door 3 feet by 9 feet, made of ij-inch
well-seasoned white pine, with tongued and grooved and beaded panels ; also three (3) inside doors, 3 feet
by 8 feet, and four (4) doors 2 feet 3 inches by 5 feet, for closets.

Baggage-room will have two (2) double doors 6 feet by 9 feet 6 inches, to be framed of 2-inch stuff,
with panels of 4-inch beaded and matched boards, well fastened with screws.

APPENDIX. 469

Partitions will be made of 2 x 4-inch studding. Tlio walls of baggage-room to be lined with one (1)
inch rough boards to the height of ten (10) feet.

SLATING.

Roof-sheeting is to be covered first with a layer of tarred felting-papcr, then slated with the best black
Pennsylvania shite, 8x20 inches, with eight (8) inches exposed to the weather. All to be securely nailed
with galvanized slating nails. Slates to be from the American Bangor Slate Co.'s quarry.

GUTTERS, ETC.

Gutters are to be lined with tin, and the tin to run up under slate eight (8) inches, be exposed eight (8)
inches, and be four (4) inches high, pitched to carry the water to corners of building; all to be securely
n.iiled to sheeting.

There will be conductor-pipes of three (3) inch. No. 22 galvanized iron at each angle between main and
out building, to run down below the platform, and each to have a 12-inch elbow at bottom.

Valley gutters to be tin of iC-inch girth, 8 inches exposed to the weather.

There will be galvanized-iron ridge-combings and gutter-crestings on roof, as per plan.

PLASTERING.

The ceiling and walls, except in baggage-room, to be plastered with two (2) coats of good hair-lime
plaster. The ceiling to be finished with one (i) coat of hard finish, and the walls with one (i) coat of rough
cast of fine sand finish, tinted in distemper colors, to be selected by the Superintendent.

Laths to be of best quality, and be nailed with No. 3 lath-nails at every joist and studding.

CHIMNEYS.
There will be one (i) chimney, as per plan, with two (2) flues, 8x8 inches each. All to have 8-inch
walls, with 4-inch division walls. Chimney to be carried above the apex of the roof and finished with stone
cap, composed of one piece pierced for flues as per plan ; also two (2) ventilator flues from the water-closets,
of galvanized iron above roof, as shown on plan. Chimney to be flashed with tin.

PAINTING.

All painting to be done with best quality while lead and pure linseed-oil paint, well mixed. Inside
of building to have two (2) coats and outside three (3) coats, in two (2) colors, to be selected by the
Superintendent.

Gutters and down-pipes for roof-drainage to have two (2) coats of paint.

All tin-work to have two (2) coats of paint on the under-side before laying.

HARDWARE.

All outside doors, except baggage-room, to be hung with 3 pair of 4J-inch loose-pin butt-hinges; the
inside door to have 3i-inch loose-pin butt-hinges.

All doors, except baggage-room, to have heavy upright mortise knob locks, equal to No. 305 of Nor-
walk Lock Company make.

Window-sash to be hung with Silver Lake Co.'s solid braided window-sash cord, on 2-inch axle-pulleys.
Sash-weights to be sufficient to balance sash.

Baggage-room door to be hung on heavy sliding-door hangers with six (6) inch wheels and iron track
rail at top, and provided with heavy flush-bolts, and strong hasp for padlock.

GENERAL CLAUSES.

All alterations and deviations from these specifications and all additions to the same must be fully
stated in writing, and the price agreed upon for such extra work must be stated in an appendix to these
specifications, and signed by both parties before payment will be made for the same.

All materials needed in the construction of the building, and all laborers and mechanics actually em-
ployed in its construction, will be transported free of charge over Division of the Pittsburg,

Cincinnati & St. Louis Railway.

47° APPENDIX.

CINCINNATI SOUTHERN RAILWAY.

June I, 1S7S.

General Specifications for Buildings, Water Stations, Cattle-guards, Road-crossings, Turn-
tables, Fencing, and Telegraph Lines.*

foundations of buildings.

Foundations, unless they rest on solid rock, must be sunk at least three feet below the surface of the
ground, and as much more as may be necessary to reach a solid bed.

The bottoms of foundation-pits must be dressed level, and the material excavated must be deposited at
such a place as may be directed by the Engineer.

The foundations will be either of stone or wood.

Stone. — The walls or piers must be built in accordance with plans furnished, of large flat bedded stone of
quality approved by the Engineer; laid flush with broken joints in good fresh-mixed cement mortar; com-
posed of the best quality of cement, sharp sand, and clear water, mixed in such proportion as the Engineer
may direct.

The first footing-course must be composed of selected stone, well rammed to position in a 2-inch bed of
cement mortar. The masonry must be well bonded, built straight, plumb, and level ; no spalls to be allowed
in the beds. Spaces between bedding- stones to be filled with spalls laid flush in good cement mortar.

All faces exposed to view or above ground must be neatly pointed. All piers must be capped with a
single stone roughly squared, and walls with selected stones reaching across the wall.

The spaces between the masonry and the sides of excavations must be filled with the material excavated
well rammed in.

Wood. — Foundations of wood will consist of white-oak blocks well charred, not less than 12 mches in
diameter, resting on white-oak sills.

The sills must have a full and equal bearing on the bottom of the pit. The blocks must be straight
stand vertically in line, sawed level at the top and bottom, and of the proper height. The pit must be filled
with the material excavated well rammed in.

When solid rock or other solid foundation-bed is reached the sills will be dispensed with.

BRICKW^ORK.

All brickwork must be of the best quality of hard-burned brick, well shaped and laid wet in the best
hydraulic cement or strong fresh lime mortar as may be required, mixed with clear water, the proportion of
sand to cement being such as the Engineer may direct.

All beds and joints to be well filled with mortar, to be neatly pointed on the face of the wall, and not to
exceed three eighths (f) of an inch in thickness. No bats, cracked or salmon brick will be allowed.

The walls to be well bonded, every seventh course to be of headers. All flues to be lined with terra-
cotta pipe, provided with the necessary thimbles and capped in approved manner.

timber and framing.

All timber must be of the best quality of the kind specified, sawed true and out of wind, full size, free of
wind-shakes, large or loose knots, worm-holes, sap, or any defect impairiiig its strength or durability.

All framing must be done to a close fit, and in a thorough and workmanlike manner. No open joints
or filling shims will be allowed.

* This specification was used in the construction of the Cincinnati Southern Railway, Mr. G. Bouseareu, Consult-
ing and Principal Engineer, and R. G. Huston & Co., Contractors. The specification and the annexed copy of Messrs.
R. G. Huston & Co.'s bid for the different classes of work covered by the specifications is copied from the report of
the Consulting and Principal Engineer to the Board of Trustees, dated March 6, 1880.

The depots, Classes A, B, C, and D, mentioned in these Gviicrnl Sfccifications are described above on pages 253
to 254, and the Depot Class " A " is illustrated in Figs. 441 to 444. The Water Station is described on page 120. The
Tool-house is described on pages g to 10, and illustrated in Figs. 25 to 27.

APrFNDlX. 471

Floor- joists must be well stayed by rows of bridging, i' x 3' , not iiiore than 6 feet apart, secured with
two nails at each end.

Rafters to be notched on wall-plates and spiked to ridge-pieces and wall-plates. Ail bolts to be square-
headed, and provided with washers under nut and head.

WF.ATHER-nOARDING.

To be of good second common pine or yellow poplar, without cracks or loose knots, thickness one incli.
width not to exceed nine inches, securely nailed to studding with close joints, and battened with i"x3"
strips, bevelled and dressed.

FLOOR.

Will be of two kinds : No. I, used in passenger rooms, offices, etc., will be of i"x4i'' first common yel-
low pine, well seasoned, dressed and matched, secret-nailed, and smoothed oil after completion.

No. 2. used on platforms, freight-rooms, etc., will consist of 2"xS" seasoned while oak, well spiked to
joists or sills with close joints, and smoothed off after completion.

Header-joints of all flooring to be brought over joists.

CEILING AND WAINSCOTING.

To be of first common well-seasoned matched flooring i" X4i", of uniform width, header-joints on stud-
ding and joists, secret-nailed, beaded for walls and partitions, and smoothed off. Ceiled rooms must be pro-
vided with an eight-inch base-board and with a neat moulding at the junction of ceiling and walls.

ROOF.

The roofs will be covered with shingles, tin, or slate. The sheathing will be of second common dressed
pine or yellow poplar, laid with close joints and securely nailed to rafters.

The shingles must be of the best quality of pine or yellow-poplar shaved shingles, 16 inches long, of uni-
form width and thickness, well nailed, and showing 4 inches to the weather.

The tin must be the best quality of I. C. leaded charcoal roofing-tin, sheets 14" x 20', with standing lock-
joints \\" high running with the slope of the roof, well secured and soldered to gutter and flashing-tin, and
fastened occasionally to sheathing by soldering small strips at joints and nailing down.

The slate to be of the best quality of Virginia slate 10'' x 20", laid 8" to the weather, carefully gauged and
punched, each slate to be fastened with tin-composition nails, with heads countersunk in slate. The ridge
of roof must be covered with No. 22 galvanized iron, rolled as per detail approved by the Engineer and well
secured in place.

Flashings around chimneys and ventilators to be of the same quality of tin as that used on the roof,
and secured in the best manner, to tlie satisfaction of the Engineer. All roofs must be water-tight.

Gutters must be lined with tin of the same quality as that used on the roof, the tin must reach beyond
the first lap of shingles or slates. Connections of gutters to waterspouts must be well made, and perfectly
water-tight.

Down spouts must be of the number and size specified; they must be of No. 22 galvanized iron, each
provided with flaring mouth and copper-wire strainer, joints well soldered and riveted. They must be
firmly fastened to the building with No. 16 galvanized-iron holders, and bo.xed with one-inch plank where
exposed to blows.

DRAINAGE.

The water from the downspouts of buildings must be collected in box-drains and run out to the side
ditch along the track.

PLASTERING.

The latlis for plastering must be the best sawed-pine laths, well seasoned. They must be strongly
nailed to the studding, and break joints every eight laths.

The plastering must be of three good coats, finishing hard white, -and composed of fresh strong white
lime, clean sharp sand, long strong hair, and clear water.

472 APPEXD/X

WINDOWS.

All box-framed windows to be hung on pulleys with best quality of cotton sash-cord, must be well
balanced by cast-iron weights, and lilted with approved lock and strong brass hook-lifts. The lower half o(
common sash-windows must be made to slide easily, and fitted with approved spring-lock and brass hook-
lift.

DOORS.

Large exterior doors will be if" in thickness, interior doors if". All doors must be of the best quality
of seasoned pine, double panelled, hung on three hinges, fit closely, work easily, and fitted with approved
mortised knob-lock for exterior doors, and rim knob-locks for the others. Hinges for outside doors to be
4'' X 4", and for the others 3" x 3".

HARDWARE.

All hardware required for the full and complete finishing of all structures must be furnished and fitted,
and be of quality and style approved on sample by the Engineer.

FINISH AND TRIMMINGS.

The outside trimmings of the buildings and the inside finish of passenger rooms, offices, and section
houses will be plain, but neatly done, in such style as the Engineer may direct.

PAINTING AND GLAZING.

The exterior of all buildings, unless otherwise specified, will be painted with two coats of the best
quality of Iron-clad paint mixed with boiled linseed-oil ; the outside trimmings and the interior of passenger
rooms and offices with two coats of white lead mixed with boiled linseed-oil, and be of such color as the
Engineer ma\' direct.

Tin roofs will be painted with two coats of Iron-clad paint. All the tin and iron about the roof and
gutter to be painted in like manner.

Water-tanks, spouts, and turn-tables to be painted with two coats of Iron-elad paint. All water-pipes,
smoke-funnels, and smoke-stacks to be painted inside and out with two coats of hot coal-tar thickened with
lime.

Glazing. — All glazing must be done in the best manner, bedded, sprigged, and back puttied. All
window-sashes and transoms to be glazed with the best Pittsburg glass, free from color, bubbles, waves, and
other defects.

GENERAL CLAUSE.

All materials must be of the best quality of the kind specified, and be subject to the inspection and
acceptance of the Engineer.

The workmanship must be of the best character, and to the satisfaction of the Engineer.

If there should be any omissions in these specifications or plans furnished, the Contractor shall, never-
theless, supply without extra charge all the material and labor necessary for the completion of the buildings
and other structures in the style contemplated by these specifications and plans.

The Contractor takes all risks of damage or destruction by fire, storm, or any cause whatsoever, and
must maintain all finished structures in a complete state of repair until their final acceptance. No structure
will be finally accepted until the completion of the entire work under contract.

STATION-HOUSES.
plan a.

Will be built in accordance with the general plan marked " A."

Platforms eighteen inches above grade. All inside walls and ceilings to be ceiled with white or yellow
pine. Flues to be plastered. Ceilings of water-closet and baggage-room to be ten feet above the floor;
each seat in the water-closet to be fitted with a hinged cover and be enclosed in a pine ceiling partition, six
feet high, with a Venetian door. Provide basins and traps with all improvements and pipe attachment for
water supply. The gentlemen's closet to have enamelled urinal basins for two. The ladies' closet to have a

APPENDIX. 475

wash-stanil with i-naimllccl ImsIm u illi supply walcr-pipc and cdck, and discliaij;c pipe to ilic vault. I'rovidc
for ladies' and for gentlemen's closet a hinged transom-window of three lights, of the same size as transom
over doors, at the same height and with the same finish.

The vault to be si.\ feet in diameter in the clear, and twelve feet deep below surface, lined with brick
and cement on side and bottom, and ventilated by a box-flue extending to the top ot the rocf.

Floor to be No. i for all rooms, and No. 2 for platforms. Steps in sufficient number must be provided
to connect end of building with the surface of the ground. All windows to be box-framed.

Roof to be covered with shingles and drained by four 3} " down-spouts, one at each corner of the
building.

Wooden benches in passenger rooms to be as shown on plan, of clear yellow pine or yellow poplar,
with iron brackets between seats, of a pattern approved by the Engineer.

PLAN B.

Will be built in accordance with the general plan marked " B." Platform four feet above grade. The
walls and ceiling of the passenger room and office to be ceiled and finished the same as for plan A. Win-
dows in waiting-room and office to be box-framed. The brick flues to be plastered.

The roof to be covered with shingles and drained by four 3^' down-spouts, one at each corner of the
building. Sufficient steps to be provided at each end of the building to connect the platforms with the
surface of the ground.

Floors to be No. i for passenger-room and office, and No. 2 for freight-room and platforms.

Hangers of freight-doors to be of wrought-iron, and the track for the same to be also of wrought-iron
firmly screwed to the frame of the building. Freight-doors must fit well, work easily, and be provided with
approved bolt.

PLAN C.

Will be built in accordance with the general plan marked "C."

Platform four feet above grade.

Ceiling of office and waiting-room to be ten feet above the floor ; ceiling and walls to be ceiled. Win-
dows in waiting-room and office to be box-framed.

Opening for stove to be made in partition, properly consolidated by a frame and protected by a zinc
lining.

Freight-room t-o be the .same as in plan B.

Roof to be covered with shingles and drained by four 3" down-spouts, one at each corner of the
building.

Floor to be No. l for waiting-room and office, and No. 3 for platform and freight-room.

PLAN D.

Will be built in accordance with the general plan marked " D. "

Platform to be four feet above grade.

The entire building to be ceiled inside, the weather-boarding omitted, and all showing parts of the
frame to be dressed and chamfered where required.

The partitions to be carried up to the roof, which will be sheathed with ceiling stuff throughout, covered
with tin, and drained with four 3 ' down-spouts, one at each corner of the building.

The brick flues to be plastered; office and waiting-room to be finished the same as in plan A. All
windows in office and waiting-rooms to be box-framed.

Floor to be No. I for waiting-room and office, and No. 2 for freight room and platforms.

Sign-boards nuist be placed on each end of every station-house of all plans, and painted with thret
coats of white lead, with the name of the station and the number of miles in black.

PLATFORMS.

Platforms will be built in accordance with plan furnished, generally twelve or six feet in width. The
twclve-fcct platform being built at the end of station-houses on foundations similar to that of the building
itself, the six-feet-platform between the main track and siding, on sub-sills. The floor of all platforms to be
No. 3.

474 APPENDfX.

CAI'TLE-PENS.

Cattle-pens will be built as may be laid out and in accordance with the general plan furnished. The
posts must be of white oak, black locust, or cedar, nine feet long, 8'x8". They must square not less than
six inches if round. They must set three feet in the ground, and if of white oak must be charred to one
foot above ground. They must be firmly set, with material well rammed in the hole around them, stand
vertically, and in true line.

All the planking to be of white oak.

The gates and chute-doors must work easily, and be provided with fastenings as shown on plan.

WATER STATIONS.

Water stations will be built in accordance with the standard plans furnished, including :

1. A water-tank supported on an octagonal frame and covered with a weather-boarded roof, which may
be circular and flat, or octagonal with inclined faces as shown on plan.

2. A pump-house as shown on plan.

3. A steam-pump and boiler complete, with necessary connections and accessories.

4. The connecting pipes from the water supply to the pump and from the pump to the tank.

Where the elevation of the water will be sufficient to supply it into the tank by gravity, the pump-
house, pump, and boiler will be omitted.

WATER-TANK.

The supporting frame will be of white oak, and put together with hot coal-tar and lime freely applied
at all joints wliere wood touches wood, so as to effectually close all openings. It must be painted after
erection with two good coats of the same material.

The wall-plates and sills will be bolted together with |" bolts running through the tenons of posts as
shown. The joists will be dressed on top to a true level, and must have full bearing on the bottom of the
tub throughout their whole length.

The tub must be of the size and shape shown, of strictly clear, white pine, staves truly jointed to the
radial plane. Every piece of the bottom to be in one length, truly jointed, cut true to the proper circle, and
let in the staves three quarters of an inch, the m rtise in the staves being a full inch deep.

The hoops to be of the best charcoal iron, spaced and sized as shown, each hoop being provided with a
bolt adjustment as shown in detail, area of rivets in splices to be equal to that of the hoop.

The tub must be thoroughly water-tight, and provided —

1. With a double-jointed, water-tight spout and valve, properly balanced.

2. With a discharge pipe and cock.

3. With a float and outside indicator properly marked.

The ,iir^-rc)(7/" to be put together with a cast-iron spider-frame at the top, and wrought-iron tie-ring of
i\'' X 2^" angle at the bottom, weighing fifteen pounds to the yard, and having a full and even bearing on
top of the tub, which must be dressed level for that purpose. The man-hole at the apex to be closed with
a cast-iron cover as shown.

The Pump-house must be built in accordance with the general plan furnished. The floor to be No. 2 on
sills, except the space under and around the boiler, which is to be paved with brick. The coal-bunker to
be lined inside with ij-inch plank, and the roof over it to be hinged to act as a trap-door, and to be provided
with inside hook and staple fastening.

The roof to be covered with shingles. The chimney-hole lined with a No. 16 galvanized-iron thimble
as shown, with diameter six inches larger than that of the chimney, well secured on to the roof, and with
water-tight joint.

STEAM PUMP AND BOILER,

The capacity of the pump is to he seventy-five gallons, at forty revolutions per minute, with a pressure
of forty pounds steam and for a vertical rise of one hundred feet.

The Pump must be of simple design, strongly built, and well finished. It must have a three-inch
suction and a two-and-one-half-inch discharge-opening, and be provided with air-vessel, check valve,
strainer, boiler-feeder, cocks, oil-cups, and all other necessary accessories.

The Boiler must be of sufficient capacity to run the pump, without hard firing, at sixty revolutions pei
minute with a pressure of sixty pounds of steam. It must be made of the best charcoal iron, and be tested
by hydraulic pressure and stamped to one hundred and fifty pounds pressure. It must be provided with

APPENDIX. 475

safety-valve, gauge-cocks, water ^auye, niaii-holes sutficieiU Id lender all i>arls of the interior easily
accessible for cleaning, discharge-cock, check-valve, water-tight aslipan, and all other necessary accessories.
The chimney must be sixteen feet long, and provided with a spark-arrester, damper, and drip-collar over
drum as shown. The necessary connections between the pump and boiler to be complete. The material
and workmanship of the entire outfit to be first-class in every particular, and to the accceptance of the
Engineer.

PIPES.

The force and suction pipes must be of the best lap-welded wrought-iron pipes, tested to three hundred
pounds per square inch, hydraulic pressure, thoroughly coated with coal-tar and lime inside and out, ami
put together with red lead at all the joints. They must be carefully laid, not less than three feet below the
surface, on such grade and line as may be staked out by the Engineer, with full bearing under their entire
length, and proved water-tight by trial before they are covered up.

RESERVOIR.

Where water can be obtained at a sufficient elevation to supply the tank by gravity, reservoirs shall be
built if required by the Engineer, and paid for at prices bid for grading and masonry.

COAL-PLATFORM.

Must be built in accordance with plan furnished. The frame and planking to be of white oak.

ENGINE-HOUSE.

The engine-house must be built in accordance with the plan furnished, the number of stalls to be such
as may be required.

The foundations will be of stone; the frame will be of pine, yellow poplar, and white oak; the sheathing
p.nd weather-boarding of yellow poplar or pine.

The floor will be No. 2 on sills, and on a level with the top of rails.

The walls of the pits will be of stone or brick ; if of stone, the inside faces will be dressed smooth. They
will be capped with white-oak sleepers as shown, extending to the walls ot the turn-table. The ends of the
rails on the sleepers will be curved up as shown, and backed by a 12" x 12" white-oak beam securely bolted
to the sleepers.

The pits to be paved with brick, laid in cement on a good bed of mortar. The pits will be drained by
the best quality of vitrified stoneware pipe ten inches in diameter, laid carefully in cement with sufficient
inclmation, and carried as far as necessary beyond the building to secure proper drainage. The pipe will
connect with each pit by an elbow provided with a cast-iron grating.

The main rafters of the roof will be secured to the wall-pIates by one-inch drift-bolts, and bolted to
bolster at the other end with one-inch bolts through seasoned white-oak keys as shown. Each purlin to be
fastened on main rafters by f" spikes and supported by knee-blocks; jack-rafters must be spiked to purlins.

Roof to have a ventilator in centre as shown, neatly finished with approved finial. Ventilator and roof
to be covered with tin ; each section of roof to be drained by one four-inch down-spout discharging into
engine-pit through wrought-iron pipe-drains.

A smoke-funnel of No. 16 galvanized iion, and built in accordance with detail drawing, nmst be pro-
vided for each stall. Opening through roof for the same to be properly framed, lined with a No. 16 gal-
vanized-iron thimble as shown, and to be entirely water-tight. Provide a connection for a seven-inch stove-
pipe in each funnel.

The doors must be in accordance with detail drawings and provided with required fastenings. Frames
to be of clear pine, covered with best second common ceiling stuff; end doors to have wicket-doors with
good locks. All doors to fit well, work easily, and lock against a butting-post.

Windows to be box-framed, and fitted with approved locks and strong brass hook-lifts.

\ 2i' w,itcr-su|)ply pipe to be laid in position as shown, and provided with a hydrant, valve and hose
attachment as indicated on plan, for every two stalls.

TURN-TABLES.

The turn-tables to be not less than fifty feet in length, of wrought-iron, with brick or stone foundations,
and walls laid in cement and capped with three thicknesses of 2" pine planks, breaking joints.

The pit to be paved with brick and drained by a 10" vitrified stoneware pijie with elbow and cast-iron
grating, •

476 APPENDIX.

The table to be well balanced, fitted with suitable lock and lever, and equal in every respect to those
now in use on the completed part of the road.

SECTION-HOUSES.

Section-houses are to be built at such places as the Engineer may direct, in accordance with plans fur-
nished.

Foundations to be of wood. The walls, partitions, and ceilings to be ceiled ; brick flues to be plastered.

Floor to be No. i. Roof to be covered with shingles and provided with four three-incli down-sjiouts,
one at each corner of the main building. The stairway to the second floor to be fitted with substantial
hand-railing, and to be ceiled to the ffoor of the dining-room. Provide a plain door and lock for the closet
underneath.

All windows to have common frames with sliding lower sash, fitted with approved lock and stnjng brass
hook-lifts.

Provide suitable steps for exterior doors.

TOOL-HOUSES.
Tool-houses are to be built in accordance with standard plans furnished, with wood foundations.
Floor to be No. 2 on sills. Roof to be covered with shingles. Folding-door as per detail, fitted with
bolts, bar, and padlock, as shown.

CATTLE-GUARDS AND ROAD-CROSSINGS.

Cattle-guards and road -crossings must be built of white oak, in accordance with the standard plans
furnished, and on solid foundations.

Cattle-guard pits must be well drained, and the superstructure kept in true line and well up to grade.

All cattle-guards must connect with adjoining fences as shown, so as to offer an effectual barrier to
the passage of all kinds of stock.

FENCING.

The right of way must be fenced, where required by the Engineer, with steel-barbed wire-fencing, made
of peeled red-cedar or black locust posts, six inches in diameter, eight feet long, three feet in the ground,
with earth v/ell rammed around them, standing vertically in true line, one rod from centre to centre and
joined by four or five lines (as may be required), of No. 12 double strand, twisted, steel-barbed wire,
fastened in approved manner to each post, and thoroughly protected from rust by immersion in boiled lin-
seed-oil and by two coats of approved iron-clad paint.

TELEGRAPH LINE.

A telegiaph line must be built between Somerset and Boyce's Station with as many intermediate sta-
tions as may be required. The poles to be of red cedar or white oak, peeled of all bark, twenty-five feet
long, not less than five inches in diameter at the small end, four feet in the ground, with material well
rammed in the holes. They must set one hundred and seventy-five feet from centre to centre, on a true
line parallel with and forty five feet from the centre-line of railway. When of white oak, the poles must be
well charred for a length of six feet from the butt end.

Wire must be of No. 9 gauge, galvanized, properly spliced, and fastened to glass-capped insulators,
firmly spiked to the poles.

Instruments to be such as are now used at stations on the completed part of the railway.

CINCINNATI SOUTHERN RAILWAY.

For Buildings, Platforms, Waikr Stations, Cattle-pens, Caitle-guards, Road-crossings,
Turn-tables, Fencing, and Telegraph Line.

The undersigned hereby certify that they have personally examined the location of all structures to be
built on the line of the Cincinnati Southern Railway to which they have annexed prices hereon ; also, that
they have carefully exatuined the plans and diagrams adopted for the satne, and the specifications hereto
annexed.

APPENDIX. 477

Having; made such oxaniinatioiis. the undersigned liereby propose to the Trustees of the Cincinnati
Southern Railway to conipirie any or all the structures, and do all the work specilied according to the plans,
diagrams, and specifications aforesaid, and on the acceptance of the proposal do hereby bind themselves to
enter into and execute a contract for all said work and structures at the following prices:

1. Depots: — Plan A, each $2450 00

Plan B, each, 2145 00

Plan C, each, 1842 00

Plan D, each, 151 2 00

2. Platform: — 12 feet wide, per lineal foot, 1 50

6 feet wide, per lineal foot i 00

3. Catile-pens: — Fence, per lineal foot, 22

Shutes, each 25 25

Gates, each 8 00

4. Water Stations : — Tank-frame, tank, roof, valve and spout, complete : — With Hip roof, . . 700 00

With Flat roof, . . 650 00

Pump houses, each, 85 00

Steam pump and boiler, complete 700 00

Pipe in place; — ij-inch, per lineal foot 20

2-inch, per lineal foot, ........ 25

2j-inch, per lineal foot, 30

3-inch. per lineal foot, ........ 40

5. Coal-platforms, per lineal foot, , . 5 50

6. Engme-houses : — With 3 stalls, each 2085 00

With 4 stalls, each, 2840 00

With 5 stalls, each, 345° 00

With 6 stalls, each 4000 00

7. Turn-tables, complete, each 2400 00

8. Section-houses, each 400 00

9. Tool-houses, each 75 00

10. Cattle-guards, in place, each, 40 00

11. Road-crossings, in place, each. 25 00

12. Fencing: — One line, per mile, with 4 wires 400 00

One line, per mile, with 5 wires 450 00

13. Telegraph Line: — Line, per mile , 80 00

Stations, each 45 00

The undersigned further propose to begin work within yf/Vccw days from date hereof.
Signed this 26/// day of .lugust, 1878.

The foregoing is a copy of the Proposals and Prices referred to i?i the contract of this 26th day of August,
1S78. R. O. Huston & Co.

Richard G. Huston.
Thomas O'Conner.
John B. Neelv.

NORTHERN PACIFIC RAILROAD COMPANY.

General Specifications.*

foundations.

52. Foundation-pits shall be of such dimensions and excavated to such depth as the Engineer in charge
of the work may deem necessary to ensure the safety and stability of the structure to be erected, and the

* This specification was kindly furnished for publication by Mr. J. W. Kendrick, Chief Engineer, Northern Pacific
Railroad. The following sections have been omitted, however, as not distinctly falling within the scope of this book :
Clearing and Grubbing, § i to g 6 ; Grading, § 7 to § 34 ; Tunnels, §35 to g 51 ; First-class Masonry, Culvert
Masonry, Brick .Arches, Box Culverts and Paving, § 61 to § 115 ; Rip-rap, Blind Drains, Abutment and Pier Cribs,
§ 14S to >5 154 ; Frame Trestles, Truss Bridges, Log and Timber Culverts and Fences, g 170 to S5 236.

478 APPENDIX.

materials so excavated shall be deposited in the embankments, unless otherwise ordered by the Engineer,
and shall be considered and estimated as part of the ordinary excavation on the section.

53. Whenever required, piling or grillages composed of timber or plank shall be introduced as a part of
the foundation of structures. The dimensions, quality and quantity of all materials used, and the manner
in which the work shall be done, will be subject to the directions of the Engineer. Piling will be paid for
by the lineal foot, measured below the cut-off, and the timber will be estimated at the price that applies to
timber in structures.

54. Where piling is used for foundations, the piles must conform to the specifications under paragraph
165, and will be driven to such depth as required by the Engineer to secure a reliable foundation. Pile
foundations for all masonry must be cut off below low water mark, so as to make a uniform level support
for the grillage under the masonry. In case a grillage is used, its top surface must be at least 12 inches below
extreme low-water.

55. In preparing foundations for trestles or other structures, care must be taken to have the bed entirely
in excavation, whenever practicable, and to thoroughly tamp and solidify the soil before erecting the structure
When such foundations are partially upon an embankment, they must be constructed of masonry, which
will be classified as rubble or dry rubble. (See paragraphs 116 to 130.)

56. No allowance will be made for pumping or baling, unless specially provided for in the agreement.
The price paid for excavation and materials used will be considered as full compensation for the same com-
pleted and delivered in the work.

57. The soil in the bottoms of foundation trenches for abutments or retainingwalls or buildings and other
structures must be thoroughly tamped and brought to true and proper level before masonry or structure is
commenced.

MASONRY.

58. The kind of stone to be used will be designated by the Engineer.

59. All stones must be sound, free from seams, sand-holes, and other defects.

60. All stones must be laid on their natural beds.

FIRST-CL.\SS RUBBLE MASONRY.

116. Rubble masonry for retaining-walls will be built of derrick stone (that is, stones of such size and
weight that a derrick is required to handle them), of proper size and thickness for the dimensions of the
work. They must be of fair shape, and spalled so that they will lay with good and even bearings upon the
wall without the undue use of spalls or pinners. Care must be taken to secure good faces.

117. All stones must be laid with full mortar beds and joints. Exposed faces must be neatly pointed.

118. There must be a header in each course, not less than once in eight feet, so introduced between the
course above and below as to make a thorough bond. The length of headers must be at least twice the
width of the stretchers. All headers must be at least four feet long. When walls are five feet or less in
thickness the headers must extend through them.

119. In general, no stones less than 12 inches in thickness will be allowed.

120. The walls must conform to the dimensions given by the plans.

121. Weep-holes must be left in the masonry wherever directed by the Engineer.

122. Copings must conform to the dimensions and be dressed in the manner shown by plans.

SECOND-CLASS RUBBLE MASONRY.

123. Rubble masonry for buildings, turn-tables, etc., will be composed of stones of proper sizeand thick-
ness for the dimensions of the work. They must be of fair shape, and spalled so that they will lay with good
and even bearings in the wall.

124. All stones shall be laid in full mortar beds and joints. All exposed faces must be neatly pointed.

125. All work must be thoroughly done and well bonded. An abundance of headers must be introduced
and properly spaced, so as to make a good and substantial wall. No stone will be considered a header that
does not extend through light walls.

126. The tops of all walls or piers will be fmished to a true level surface with stones, the width of which
is equal to the thickness of the wall.

127. No stones less than six inches in thickness are to be used ; and generally the thickness must not be
less than ten inches.

128. The walls must conform to the dimensions given on the plans, or must be built according to the
instructions of the Engineer.

APPENDIX. 479

129. Water-tables and pedestal-stones must confcjini lo the dimensions given on the plans, and must be
dressed as shown therein. They must be accurately set on a bed of mortar by beinj; tamped to place to the
lines and levels shown on the plans or given by the Engineer,

DRV RUBBLE MASONRY.

130. Dry rubble masonry will be built according to the specifications for second-class rubble masonry,
except that mortar will not be used.

TANK FOUNDATIONS.

131. Masonry for foundations of water-tanks will be broken range. Continuous courses will not be re-
quired.

132. No course shall be less than 12 inches in thickness.

133. Stones must have beds at least one and one-half times their thickness, and must be dressed on the
upper and lower beds to three fourths of an inch.

134. All stones must be laid in full mortar beds and joints. Exposed faces must be neatly pointed.
'35- In general, every third stone in each course must be a header, and shall extend through the wall.

136. No spalls will be allowed, except in small vertical openings between stretchers,

MORTAR.

137. When mortar is made with American cement it is to be composed of one part of cement to two
parts of clean, coarse, sharp sand, thoroughly mixed while dry, wet to the proper consistency, and thoroughly
worked.

138. It must be made on clean plank beds, and in small quantities, as required for use.

139. When made of imported cement it shall be composed of one part of cement to four parts of clean,
sharp sand, or otherwise, as the Engineer may direct. It shall be mi.xed, wet, and worked as above specified.

140. Pointing Mortar shall be made of equal measures of cement and clean, sharp, and fine sand,
thoroughly mi.xed while dry, and wet to the proper consistency.

concrete " A."

141. Will be made as follows : The ingredients must be hydraulic cement of the best quality, clean, coarse,
sharp sand and broken stone, any piece of which shall pass through a two-and-one-balf-inch ring.

142. These ingredients will be used in the proportion of one part American cement, two and one half
parts sand, and five parts broken stone. The sand and cement must be thoroughly mixed on clean plank
beds while dry, then wet to the proper consistency, and worked. The broken stone must then be worked
into the mortar until every piece is covered. Wheel to pit and place in layers, tamping lightly until the
water flushes to the surface. Finish all top surfaces level.

143. If imported cement is used the ingredients will be in the following proportions: One part cement,
four parts sand, six parts broken stone, as above specified.

144. The proportions of these ingredients may be changed at the discretion of the Engineer.

145. When Concrete " A " is used in wet pits the water must be excluded by the use of canvas, side
moulds of timber, or otherwise, until the cement has set.

concrete " B."

146. The ingredients for the mortar are to be the same as designated for Concrete " A." The mortar is
to be deposited in layers. Stones of miscellaneous sizes are then to be thrown in and rammed until entirely
surrounded by mortar.

147. The top surface must be finished level at the proper height.

WELI.S.

155. Wells for water stations will be 16 feet in diameter inside of the curb, which will usually be 16
inches in thickness.

156. Wells will be curbed with rubble masonry, laid in mortar (see paragraph 123 et scq.), or with hard,
well-burned bricks, laid in cement mortar. (See paragraph 137.)

157. Wells for depots and sectic^n houses must be three feet in diameter, inside of the curb, which will
usually be twelve inches thick, and composed of dry rubble masonry. (See paragraph 136.)

48o APPENDIX.

15S. Coiuraclijrs must provide siphon or suitable- pumps for use wliile digging wells. The use of the
company's pumps for this purpose will not be permitted. •

TIMBER STRUCTURES.

159. The timber used for structures must, be cut from some suitable wood, approved by the Engineer.
The varieties which will commonly be used are white oak, white pine, Norway pine, red and yellow tir. All
timber must be sawn square and be of proper dimensions, free from large wanes, shakes, rot, large and
unsound knots, or any defects which will impair its strength and durability. The use for which the timber
is intended will be taken into consideration, and especial pains must be taken to reject and exclude all im-
perfect sticks which in use will be required to sustain considerable loads. This applies to caps, posts,
stringers, bridge-chords, joists, etc.

160. The structures must be built in strict accordance with the standard plans.

161. All pile and timber ends, chips and rubbish, shall be burned or otherwise disposed of as the Engi-
neer may direct.

162. All structures must be left in perfect line and surface at the conclusion of the work.

PILES.

163. Piles will be of fir, oak, tamarac, or other suitable wood as designated by the Engineer. They must
be made from sound, live, thrifty, and reasonably straight trees; must be free from wanes, shakes, rotten
knots, and any indication of decay. They must not be less than nine (9) nor more than twelve (12J inches
in diameter at the small end, and not less than fourteen (14) nor more than twenty-two (22) inches in
diameter at the large end. They must be cleared of bark their entire length before they are inspected.

164. Piles must be delivered by the track or roadbed at convenient points, which must be situated not
less than three nor more than twelve feet above the track or grade of roadbed. They must be piled not
less than 10 nor more than 30 feet from the track, on skids of sufficient size to keep them well up from the
ground.

165. Piles for bridges and structures generally must be driven until the fall of a hammer weighing 1800
pounds for a distance of 25 feet, or an equivalent blow, causes penetration not to exceed one inch, or other-
wise as prescribed by the Engineer. When in the judgment of the Engineer the ground is so hard that
piles cannot properly be driven, frame bents will be used.

166. When necessary, piles will be shod with iron.

167. When necessary to drive to a great depth, and piles of adequate length cannot be obtained, one
shall be spliced upon the top of another. The first pile having been driven as far as practicable, it must be
cut off squarely to receive the following pile, which must also be squared and set on top of the one already
driven. The piles are then to be squared on four sides and fastened together by spiking on pieces of scant-
ling.

168. Piles will be paid for by the lineal foot, for the part below the cut-off. Timber will be paid for
according to the number of feet B. M. in the finished structure.

169. The Engineer may require the Contractor to build the necessary false-work to cross streams or
gulches where more permanent bridges are to be afterwards built, in order to proceed with track-laying,
surfacing, and transportation of materials for work beyond. Such false-work will be paid for at the contract
price for pile or trestle work.

BUILDINGS.

237. All buildings must be constructed according to the standard plans.

238. Excavations. — Grading for building sites, excavating for cellars, trenches, foundations, etc., must
be done in accordance with the plans and the directions of the Engineer and will be paid for by the cubic
yard, under the classification of and at the prices that apply to grading. The price paid for excavation of
trenches for water-pipes and drains will include the back filling of the same, for which no allowance shall
be made.

239. Drains. — Drains will usually be of first quality of vitrified tile, with the dimensions shown by the
standard plans. They must be carefully laid on a true grade, with a fall of at least one inch in 50 feet, and
more if the elevation of the outlet will permit. They must be jointed with hydraulic cement, and must be
scraped smooth inside as laid. They must be provided with all necessary traps, bends, atid connections, and
be left in perfect working order.

240. Foundation-w.-vlls. — Foundation-walls will generally be classified under the head of second-class

APPENDIX. 4S1

rubble masonry (see paragraph 129), laid with cement mortar, liydraulic lime mortar, or lime mortar, as
directed 6y the Engineer.

241. Brick-work. — Bricks used in buildings must be of standard size, well an<l neatly moulded and
thoroughly burned. Care must be taken to exclude salmon brick, or bricks which are imperfectly burned.
The stock of bricks must be assorted, and those of perfect shape, quality, and nnifnrm color must be used in
face of wall.

242. Bricks for paving and other special purposes must be selected with especial reference tn the pur-
pose for which they are intended to be used.

243. All bricks must be thoroughly wet before laying.

244. In general, bricks in the walls of buildings above the water-table, boiler-settings, and chimneys will
be laid in lime mortar. (See paragraph 258.)

245. Bricks in pits or foundations, below the elevation of the water-table, and not exposed to an undue
amount of moisture, will be laid in hydraulic lime mortar. (See paragraph 259.)

246. Bricks for floor arches and other masonry which is exposed to water will be laid in cement mortar.
(See paragraph 260.)

247. Bricks in walls will generally be laid in common bond ; five stretcher courses to one header course.
The Engineer may require a more thorough bond when he deems it necessary.

248. All bricks must be laid in full mortar beds and all joints must be completely filled.

249. Particular care must be taken to secure straight, level bed-joints of moderate uniform thickness.
All joints must be cut and struck as the work proceeds.

250. Arches must be turned upon proper and substantial centres, which should be slacked away as soon
as the mortar has set.

251. Hollow walls must be tied together every fifth course with bricks not over three feet apart. Care
must be taken to leave air-vents in such cases.

252. Anchors, hinge-castings, lookouts, nailing-strips, etc., must be properly and neatly jointed into the
brick-work.

253. Where the interior 01 brick walls is to be lathed and plastered, build in a lath to which to nail
furring-strip every fifth joint.

254. Scaffolding must be furnished by the Contracter, and must be thoroughly and strongly built.

255. Brick paving will be understood to be bricks set on edge, bedded in cement mortar and grouted.

256. Chimney flues will be constructed as shown by the plans. Especial pains must be taken to secure
full mortar joints. They must be thoroughly plastered on the inside and trowelled to a smooth finish.

257. Thimbles must be provided as shown by the plans.

25S. Mortar.— Lime mortar will be composed of fresh lime and sand, in the proportion of one part of
the former to about four of the latter. The proportions of lime and sand may be varied to suit the nature
of the lime used, and the product must in all cases be satisfactory to the Engineer.

259. Hydraulic lime-mortar will be composed of one part of hydraulic cement, two parts of lime, and
six parts of sand. The cement must be thoroughly mixed with three parts of sand in a dry state. The
slacked lime must then be added gradually, the remaining five parts of sand worked into the mortar thus
formed, and the whole mass worked to the proper condition for use.

260. Cement mortar will be made of hydraulic cement and sand, in the proportion of one part of cement
to three parts of sand. These ingredients must be measured. They must be thoroughly mixed while dry,
and then wet and worked to the proper consistency.

261. The proportion of ingredients as mentioned above may be changed by the orde, of the Engineer, if
the mortar thus made is not satisfactory to him.

262. All mortar will be made in small quantities, as required for use, and none shall be used after it has
commenced to set.

263. Cement and lime not required for immediate use must be protected from moisture ; and any de-
terioration in its quality from this cause, and loss resulting therefrom, will be charged to the Contractor.

264. Clean, sharp sand, thoroughly screened, shall be furnished for all work.

265. Fresh water must be used for making mortar, and all mortar must be prepared on clean plank-
beds.

266. Pl.\STER.— .\11 lime for the rough coat shall be the best white lime, thoroughly slacked, strained
through a sieve, mixed with coarse, sharp, clean sand, and plenty of properly picked winter hair.

267. The first coat of plaster must extend behind wainscoting, if any, through the floor, and must fill
out all spaces between frames of timber, etc. After the first coat has dried, put nn hard finish and trowel to
a true and glossy surface.

268. After carpenters are through, plasterers rau.st patch up all defects.

482 APPENDIX.

269. Timi;en. — Timber must be sound, free fniin wanes, shakes, and large, black, or unsound knots. It
must be of the quality specified by the standard plans, and when this specification does not agree with the
grades of the local markets, it will be understood that it must be suitable for the purpose for which it is in-
tended.

270. All timber will be subject to the inspection and acceptance of the Engineer.

271. Timber having defects which impair its strength must be e.xcluded from all work where it will be
subjected to a considerable load.

272. Where sizes are given they will be understood to mean the dimensions of the timber as it comes
from the saw, without reference to the diminution in size caused by dressing, unless an exception is noted
upon the plans.

273. All timber and workmanship is subject to inspection before and after it is put into the work, and
the Engineer may order any part of the structure, which in material or workmanship does not correspond
with the terms of these specifications, removed, and substitution made in proper manner, at the e.xpense of
the Contractor.

274. Mill-work. — All material used for making window-sash, frames, and work of this description,
must be made of first-quality white pine, excepting such portions of window or other frames as will not be
exposed, which may be of common lumber.

275. All timber used for these purposes must be thoroughly dried and seasoned. All inferior finish
shall be kiln-dried lumber, free from imperfections. Stair-railings, balusters, treads, risers, stringers,
mouldings, and wainscotings must be made of material specified by the plans.

276. All finish shall be put up in the best manner, smoothed by hand, atid left free from machine and
tool marks.

277. Unless especially agreed to the contrary, it will be understood that interior wood-work is to be
painted, unless finish is hard wood, in which case it shall be filled with oil, rubbed and finished with a hard
finish.

278. When not otherwise specified, all sash will be glazed with second-quality American glass, S. S.

279. Contractor must properly protect all frames, sash, and doors, not used immediately, from the action
of the rain and sun. All mill-work, except such as is required for inside work, and mouldings shall receive
one priming-coat before shipping. This will not apply to the frames shipped knocked down, which will
receive their priming-coat after they are fastened together and before they are put into the work.

280. All door and window frames must be carefully squared before they are put into the work, and
stayed to keep them in proper position.

281. Iron. — Castings must be made of the best quality of tough gray iron, neatly moulded, free from
sand-holes, flaws, or other imperfections. Particular care must be taken, especially in chord-work, to have
the holes required by rods, bolts, etc., large enough to admit these without battering the threads.

282. Rod-iron must be of good quality of merchant-iron. If an enlargement of the diameter of the rods
for screw-ends is called for, such enlargement is to be secured by upsetting, not by welding. An exception
may be made in the case of suspension-rods for large doors and other work in which the rods are not sub-
jected to considerable strain.

283. All turn-buckles and other forged work to be well and neatly made.

284. Carpenter-work. — All framing is to be done in a neat and workmanlike manner, to give close
joints, and thoroughly nailed and spiked. All joists and studding must be sized. Studding must be
doubled around openings, with double headers and trusses above openings. All corners and angles must
be made solid.

285. Joists must be stiffened by bridging cut in at proper intervals.

286. Roof-boards must be nailed to rafters at every intersection, to avoid warping and injury to the
roof-covering.

2S7. Buildings which are to be plastered will be lathed with best dry pine lath. Laths will break joints
every fifth lath, and shall be nailed with threepenny coarse lath-nails, leaving a three-eighths-inch crack.
No vertical laths shall be put on for the purpose of piecing out.

288. In case of the omission of any essential parts upon the plans, such omissions must be supplied in
workmanlike manner; and flimsy, shiftless work will not be permitted.

289. Matched flooring must be blind-nailed, and smoothed by hand.

290. Siding will be firmly nailed to each stud. Drop-siding and clapboards must be neatly jointed and
blind-nailed.

291. Where floors are double, a layer of No. 2 roofing-felt must be put in between upper and lower
courses.

292. The top floor must not be laid before the plastering is finished.

APPENDIX. 4S3

293. The building must be cleared of all rubbish, and swepl before it is plastered. All refuse, chips
shavings, etc., must be collected and disposed of by burning or otherwise ; and the interior of the building,
as well as the grounds around it, must be left free from all litter.

294. Hardware, locks, knobs, window-fastenings, etc., are to be neatly put into place, and must be of
suitable quality and satisfactory to the Engineer.

295. P.\INTING. — All woodwork that is exposed to the weather (excepting rough work) shall recei\e
priming coat and two finishing coats, in colors corresponding to the Company's standard.

296. Body-work will be linislied in dark red. Trimmings and sashes in dark green. Doors will bo
finished in solid body colors. No trimming paint on panels.

297. All knot-holes and cracks must be puttied, and knots or pitchy places filled with shellac before
painting.

298. Interior work must be finished with two coats of paint ; standard colors.

299. Shingle roofs will be finished with two coats of paint ; standard colors.

\VATF.R-T.-\NK.S.

300. Water-tanks are to be built according to the standard plans. Posts must be cut to the proper
height, and sized to receive cast-iron caps. Caps must be sized to fit the casting. Timber caps should be
bored to receive dowel.

301. Joists must be sized on the edges, and framed into the headers. The upper half of the joist should
be left on and cut made in the header to receive it. Cut in double bridging over caps.

302. Lay tub-joists on top of level floor at right angles to grain. Joists to be sized on both edges, and
to have ends cut circular one and one-half inches inside of staves of tub.

303. The edges of bottom planks are to be accurately jointed, to insure perfect contact, and be well
clamped and cut to proper circle, two and one-half inches larger than small joists.

304. The floor must be well dowelled, and joints white-leaded.

305. Staves are to be carefully jointed, to secure perfect contact, and should be put together with white-
lead joints, and three tiers of dowels. The chime is to be accurately fitted to the bottom. Staves are to
be surfaced on both sides.

306. Put on the third band first; then commence at the bottom and put the bands in regular order.
Divide the lugs equally around the tub and screw up to fair bearing.

307. Bands must be watched when filling tub to prevent breaking on account of swelling of timber.
30S. Ceil as shown by plan. Dap all ceiling-joists one-half inch down on edge of tank.

309. Joists on track side to be left long enough for platform to carry pipe standard and to come out
flush with outlet pipe on each side of pipe to receive weights.

310. Valve to be so placed that bolt-holes will take in two centre planks and have one-eighth-inch
rubber gasket under it. The in-take pipe is to be extended up within six inches of the top of the tub, and
to have a T-nipple and gate-valve, with long stem provided with T-angle above ceiling. Gate-valve to
be close to bottom of tank.

311. Construct air-spaces carefully in accordance with the jdans. Leave a two-by-four opening on the
south side, provided with three doors, the outer one to be hinged.

312. Sheeting and battens must be in accordance with the plans.

313. Provide inside and outside ladders as shown by the plans.

PUIIP-HOU.SES.

314. Particular attention must be paid to the location of pump-houses, so that it will be convenient
to supply them with fuel from the cars. They will be built in accordance with the standard plans.

W.ATER-PIPES.

315. All wrought-iron pipes with screw ends must be laid on true grade so that they can be thoroughly
drained. Threads must be treated with reil lead before uniting. They must be screwed together as far as
practicable.

CAST-IRON PIPES.

316. Cast-iron pipes must be laid on true grade so that they can be thoroughly drained. All changes
in direction are to be made with curved pipes, and connection with proper branches delivering in direction
of drainage.

484 APPENDIX.

317. Joints in cast-iron pipes shall be made by calking in hemp packing;, and shall then be run with
molten lead and thoroughly calked.

31S. Joints of lead pipe with iron pipe shall be made by calking in a brass ferrule and making connec-
tion between lead pipe and ferrule by a wiped joint.

319. Joints between lead pipes must be wiped.

MATERIAL.

320. Unless otherwise provided, it will be understood that the Railroad Company is to furnish to the
Contractor all the material required for track, bridges, and buildings, with the exceptions hereafter noted,
on board cars at point of divergence from the main line of the branch railroad to be constructed, or at
points along the line of road to be constructed, but not necessarily alongside the roadbed; or, in the case
of buildings and structures erected under contract, upon lines already constructed, delivery will be made on
board cars at the site of such buildings or structures, or as near as practicable thereto.

321. The exceptions above referred to are the stone for rubble masonry, — and other masonry, unless
otherwise specified in the contract, — gravel, concrete stone and sand for mortar, etc., logs for log culverts
and log crib-work, all of which will be furnished by the Contractor, unless otherwise specified by the Con-
tract.

322. The Contractor will be required to receive and receipt for all material immediately on arrival, and
will thereafter be held responsible for its safe keeping until its incorporation in the work. Storehouses or
other structures required to shelter the material will be provided by the Contractor at his own expense, and
the material of the Railroad Company will not be used for this or any purpose other than that for which it
is intended.

323. The Contractor will be required to handle all material at his own expense, including unloading and
loading in cars, and all material must be unloaded from cars within tliree days after its arrival, unless
special authority to the contrary is given by the Engineer.

324. Whenever cross-ties, piles, timber or other material is delivered along the line of the road, the
Contractors must do the hauling required to put it in place, including loading in cars when necessary.

TRAIN SERVICE.

325. The Railroad Company will furnish the necessary engines, cars (except iron cars), and train crews
required for the work of track laying, ballasting, and hauling of material, but the amount and kind to be
furnished will be at the discretion of the Railroad Company. The train service will be controlled by the
Engineer or such person as he may designate.

GENERAL.

326. It is distinctly understood that the quantities of work estimated are approximate onlj', and the
Railroad Company reserves the right to have built only such kinds and quantities, and according to such
plans, as the nature or economy of the work, in the opinion of the Engineer, may require.

327. The Contractor, at his own cost, must provide all wagon-roads to reach and carry on the work ; he
must also provide all tools of every description, and all supplies required for the prosecution of the work.

328. Any omission to disapprove of work at the time of making any monthly or other estimate will not
be construed as an acceptance of any defective work, and the Contractor must remove and rebuild, or make
good at his own cost, any work which the Engineer may consider to be defectively executed.

329. It is expressly understood that all work of any character, performed for the Railroad Com pan)',
under these specifications, must be satisfactory to the Engineer in charge of the work, and to the Chief
Engineer.

330. The price paid for buildings, water-tanks, turn-tables, depots, section houses, and other standard
structures, will be held to include the foundations, according to these plans; and it will be understood that
the specifications for concrete, rubble masonry, etc., and the prices which govern such work, are intended to
cover additional work of the same character which may be required, and is not shown upon the plans.

INDEX.

Acambaro, Mexico :

Depot, Passenger,* 329
Alabama Great Southern Railroad :

Depot, Passenger, Eutaw, Ala., 334

Passenger, Fort Payne, Ala.,* 307-309
Local Passenger, Specifications for. Fort Payne,
Ala., 465

Engine-house,* 192
Alleghany Valley Railroad :

Watchman's Shanty, 3
Allen Lane, Pa.:

Depot, Passenger, P., G. & C. H. R. R.,* 296, 297
AUenlown, Pa.:

Platform-shed for Passenger Depot, L. V. R. R.,*
242
Altoona, Pa.:

Coaling Platform, P. R. R., 148

Oil-mixing House, P. R. R.,* 99. 100
Ann Arbor, Mich.:

Depot, Passenger, M. C. R. R.,* 303
Ardmore, Pa. :

Depot, Passenger, P. R. R.,* 315, 316
Ash-conveyor :

P. & R. R. R., Port Richmond, Philadelphia, Pa.,

59
Ashland, Wis.:

Engine-house, W. C. R. R.,* 195, 196
Ashpits :

A., T. & S. F. R. R., Standard,* 56

C, B. & Q. R. R., Aurora, 111.,* 57, 5S

C, W. & B. R. R., Ashpit Cinder-loading Plant, 59

General Remarks,* 51-55

K. C, St. J. & C. B. R. R., 53

L. & S. R. R.,* 59

L. V. R. R., Packerton, Pa.,* 57

K. P. R. R., Heron, Mont.,* 56, 57

P. & R. R. R., Ash-conveyor, Port Richmond, Phil
adelphia. Pa., 59

S., F. & W. R. R., Rail-chair,* 5S
Atchison, Kan.':

Depot, Union Passenger, 372, 373
Atchison, Topeka & Santa Fe Railroad :

Ashpit, Standard,* 56

Coal-chute,* 153, 154

Depot, Passenger, Galesburg, 111.,* 330
Passenger, Wichita, Kan.,* 331

Dwelling-hojse,* 27

G., C. & S. F. R. R., q.v.

Atchison, Topeka & Santa Fe Railroad — Continued.

Ice-house, I50o-lon, Nickerson, Kan.,* 68, 69

Sand-house,* 75

Section House,* iS

Signal-tower, One-legged, Chicago, III.,* 44

Tool-house, Standard, 10

Water-tank, Standard, 16 ft. X 24 ft.. Circular, 124
Atlanta, Ga. :

Depot, Passenger, E. T., V. & G. R. R., 315
Atlantic City, N. J.:

Depot, Passenger, P. & R. R. R., 387

Platform-sheds, P. & R. R. R.,* 242
Atlantic Coast Line :

Depot, Terminal Passenger, Richmond, Va., 366-368
Auburndale, Mass. :

Depot, Passenger, B. & A. R. R ,* 324
Aurora, 111.:

Ashpit, C, B. & Q. R. R.,* 57, 58

Coaling Station, Overhead, C, B. & Q. R. R., 156

Oil-mixing House, C, B. & Q. R. R., * 95, 96

Baker Park, Minn.:

Depots, Twin Passenger, Desrover and Baker
Parks, C.,M. & St. P. R. R.,* 328
Baltimore, Md.:

Depot, Terminal Passenger, Charles Street, P. R.

R- * 377-379
Engine-house and Car-shop Rotunda, Mt. Clare, B.

& O. R. R., 201
Oil-mixing House, B. & O.R. R., 98, gg
Baltimore & Ohio Railroad:
Coal chutes, 148, 149
Engine-house and Car-shop Rotunda, Mt. Clare,

Bakiinore, Md., 201
Oil-mixing House, Mt. Clare Shops, Baltimore, Md.,

gS, 99
Train-shed, Passenger, Pittsburg, Pa., 421
Bates City, Mo. :

Depot, Passenger, 318
Battle Creek, Mich.:

Depot, Passenger, M. C. R. R.,* 304, 305
Bay City, Mich. :

Depot, Passenger, M. C. R. R., 303, 304
Beardstown, 111. :

Engine-house, C, B. & Q. R. R.,* 193, 194
Bedford Park, N. Y, •

Shelter and Overhead Foot-bridge, N. Y. C. & H.
R. R. R.,* 245

* Illustrated.

485

486

INDEX.

Birmingham, Ala.:

Depot, Union Passenger, 368
Black Diamond Mine:

Coal-chutes, W., St. L. & P. Ry.,* 153
Boston, Mass.:

Depot, Passenger, B. & P. R. R., 3S8

Passenger, N. Y. & N. E. R. R., 387
Ferry Passenger Terminus, B., R. B. & L. R. R., 421
Boston & Albany Railroad :

Depot, Flag, Chestnut Hill, Mass.,* 276, 277
Flag, VVaban, Mass., 277
Flag, VVellesley Hills, Mass., 277
Flag, Woodland, Mass., 277
Junction-station, Passenger, Palmer, Mass.,

305. 307
Passenger, Auburndale, Mass.,* 324
Passenger, Brighton, Mass., 325
Passenger, South Framingham, Mass., 324, 325
Boston & Providence Railroad :

Depot, Passenger, Boston, Mass., 3S8
Passenger, Dedham, Mass., 322
Passenger, Stoughton, Mass., 387, 38S
Boston, Hoosac Tunnel & Western Railway :
Depot, Passenger,* 290, 291
Freight-house for Way -stations,* 214, 215
Boston, Revere Beach & Lynn Railroad :

Ferry Passenger Terminus, Boston. Mass., 421
Bowenville Station, Fall River, Mass.:

Depot, Passenger, O. C. R. R.,* 309-311
Brighton, Mass.:

Depot, Passenger, B. & A. R. R., 325
Brooklyn, N. Y. :

Coaling Station, East New York, U. E. R. R.,* 164
Brownwood, Te.\. :

Depot, Passenger, G., C Jc S. F. R. R., 334
Freight-houses, G., C. S S. F. R, R., 215
Bryn Mawr Park, N. Y.:

Depot, Passenger, N. Y. & N. R. R.,* 314, 315
Buffalo, N. Y.:

Coal-chutes, 151

Depot, Passenger, Kensington Avenue, N. Y., L. E.
& W. R. R., 315
Passenger, Terrace Park Station, N. Y. C. & H.

R. R. R., 320
Union Passenger, Proposed, 388, 389
Buffalo. New York & Philadelphia Railway :

Depot, Passenger, Newcastle, Pa., 307
Burlington, 111.:

Sand-house, C, B. & Q. R. R., 76, 77
Burlington, Cedar Rapids & Northern Railway:
Depot, Combination,* 254, 255
Engine-house, Clinton, la.,* 191, 192
Platform, Low, Combination Depots, B,, C. R. &
N. Ry., 240

Canadian Pacific Railway :

Depot Terminal Passenger, Montreal, Can.,* 393

Snowsheds,* 36, 37
Canton, Ohio :

Depot, Union Passenger, 31S-320
Car-cleaning Yards :

C. R. R. of N. J., Car-cleaning Platform, Jersey
City, N. J.,* 49

Car-cleaning Yards — Continued.
General Remarks, 46, 47
P. R. R. Passenger-car, Chicago, III, 50
Car-inspector's House. See Oil storage Houses.
Car-sheds :

General Remarks, 46, 47

L. V. R. R., Brick, Mauch Chunk, Pa.,* 47, 48

N. P. R. R., Frame, Wallula, Wash.,* 48, 49

P. R. R. Car-cleaning Platform Shed, Jersey City,

N.J.,* 49, 50
R. & A. R. R., Temporary,* 48
Central Pacific Railroad :

Depot, Terminal, Oakland, Cal., 424
Snowshed, on Level Ground,* 34, 35
Over Cuts or on Side Hills,* 37, 38
Central Railroad of New Jersey :

Car-cleaning Platform, Jersey City, N. T.,* 49
Coaling Station, Proposed Overhead, Hampton

Junction, N. J.,* 158
Depot, Passenger, Somerville, N. J., 298, 299
Passenger, Tamaqua, Pa.,* 292
Terminal Passenger, Jersey City, N. J.,*43i-
436
Signal Tower, Jersey City, N. J.,* 45
Charleston & Savannah Railroad. See Savannah, Florida

& Western Railroad.
Charlotte, N. C. ;

Depot, Passenger, R. & D. R. R., 315
Chelton Avenue, Pa. :

Depot, Passenger, P. G. & C. H. R. R.,* 325-328
Chemical Laboratory :

L. V. R. R., South Bethlehem, Pa.,* no
Cherry Ford, Pa. :

Depot, Combination, L. V. R. R.,* 251
Chesapeake & Ohio Railway :
Depot, Combination, 253

Combination, Williamsburg, Va..*257
Combination, with Dwelling, 260
Passenger, Single-story, 285, 286
Passenger, Two-story, 286
Terminal, Passenger, Cincinnati, O. , 392
Five-room Cottage " K,"* 24, 25
Five-room Cottage " L, " * 25
Freight-house for Way-stations,* 215, 216

Terminal, Cincinnati, O., 225
Section-house, Three-room,* 16, 17
Seven-room Cottage,* 25, 26
Chestnut Hill, Mass. ;

Depot, Flag, B. & A. R. R.,* 276, 277
Chestnut Hill, Pa. ;

Depot, Passenger, P., G. & C. H. R. R.,* 325-328
Cheyenne, Wyo. :

Depot, Union Passenger, C. & N. R. R., 376, 377
Union Passenger, D. P. R. R., 376, 377
Union Passenger, U. P. R. R., 376, 377
Cheyenne & Northern Railroad :

Depot, Union Passenger, Cheyenne, Wyo., 376, 377
Chicago, 111. :

Depot, Flag, Van Buren Street, I. C. R. R., 276

Passenger, Thirty-ninth Street, I. C R. R , 316
Passenger, Twenty-second Street, I. C. R. R.,

317
Passenger, C, B. & N R. R., 311

INDEX.

487

Chicago, 111. — Continued.

Terminal Passenger, C. & N. R. R.,* 399, 400
Terminal Passenger, C. & W. I. R. R., 401
Terminal Passenger, Proposed, C. E. T. Ry.,*

424-427
Terminal Passenger, Proposed, I. C. R. R.,*

422
Term.inal Passenger, W. C. Ry., 395-399
Union Passenger, Canal Street, 36S-371
Union Passenger, Van Buren Street, 401
Oil-storage House, Brick, Western Avenue, C, B.

& Q. R. R.,* 90-92
Passenger-car Yard, P. R. R., 50
Signal-tower, One-legged, A., T. & S. F. R. R.,* 44
Chicago & Alton Railroad ;

Depot, Passenger, Independence, Mo., 318
Chicago & Grand Trunk Railway ;

Coaling Platform, 146
Chicago & Northwestern Railway :
Depot, Flag, 275
Passenger, 325

Terminal Passenger, Chicago, III.,* 399, 400
Terminal Passenger, Milwaukee, Wis., 371
Chicago & Western Indiana Railroad :

Depot, Terminal Passenger, Chicago, 111., 401
Chicago, Burlington & Northern Railroad :

Depot, Passenger, St. Paul Park Station, Chicago,

111.. 311
Employes' Club-house, 32

Engine-house, Grand Crossing, Wis.,* 189-191
Chicago, Burlington & Quincy Railroad :
Ashpit, Aurora, 111.,* 57, 58
Coaling Station, Overhead, Aurora, III., 156
Depot, Passenger, Ottumvva, la., 313
Engine-house. Beardstown, 111.,* 193-194
Oil-mi.xing House, Aurora, 111.,* 95, 96
Oil-storage House, Brick, Western Avenue, Chicago,

III.,* 90-92
Sand-house, Burlington, 111., 76, 77
Chicago Elevated Terminal Railway :

Depot, Proposed Terminal Passenger, Chicago,
III.,* 424-427
Chicago, Madison & Northern Railway :

Depot, Passenger, Rockford, 111., 317
Chicago, Milwaukee & St. Paul Railroad :
Depot, Passenger, Evanston, III.,* 331
Passenger, Sheridan Park, 111., 336
Terminal Passenger, Milwaukee, Wis., 371, 372
Twin, Passenger, Desrover and Baker Parks,
Minn.,* 328
Oil-mixing House, Milwaukee, Wis., loi
Chicago, St. Paul & Kansas City Railroad :
Ice-house, Standard 500-ton,* 65, 66
Water-tank, Standard, 16 ft. X 24 ft., Circular,* 123
Cincinnati, O. :

Depot, Terminal Passenger, C. & O. R. R , 392

Terminal Passenger, P., C. & St. L. Ry., 391,

392
Union Passenger, 390, 391
Freight-house, Terminal. C. & O. Ry.. 225
Cincinnati, New Orleans & Texas Pacific Railroad :
Cincinnati Southern Railroad, q.v.
Depot, Passenger, Lexington, Ky., 333

Cincinnati, New Orleans & Texas Pacific R. R. — Cont'd.
Passenger, Science Hill, Ky., 333, 334
Passenger, Somerset, Ky.,* 332, 333
New Orleans & Northeastern R. R., q.v.
Section-house, Two-room, 15, 16
Cincinnati Southern Railway :

Depot, Combination,* 253, 254
Platform, High, Combination Depots. 240
Specifications, General, for Buildings, Cattle-guards,
Fencing, Road-crossings, Telegraph-lines, Turn-
tables, and Water Stations, 470-476
Standard Handcar and Tool-house,* 9, 10
Water-tank, Standard, 16 ft. X 24 ft., Circular, 120
Cincinnati, Washington & Baltimore Railroad:

Ashpit Cinder-loading Plant, 59
Clinton, la.:

Engine-house, B., C. R. & N. R. R.,* 191, 192
Club-houses for Employes :
C, B. & N. R. R., 32
East Buffalo, N. Y., Railroad Branch Building, Y.

M. C. A.,* 31
General Remarks, 28

N. Y. C. & H. R. R. R., Railroad Branch Building
Y. M. C. A., New York, N. Y., 32
Railroad Men's Club-house, New York, N, Y.,

32
Coal-bunkers. See Coaling Stations.
Coal-chutes. Sic Coaling Stations.
Coaling Platforms. Sec Coaling Stations.
Coal- pockets. 5« Coaling Stations.
Coaling Stations for Locomotives :

A., T. & S. F. R. R., Coal-chute,* 153, 154

B. & O. R. R., Coal-chutes, 148, 149
Buffalo, N. Y., Coal-chutes, 151
Burnett-Clifton Coal-chute,* 160-164

C. R. of N. J., Proposed Overhead, Hampton Junc-
tion, N. J., *I58

C. & G. T. Ry., Coaling Platform, 146

C, B. & Q. R. R., Overhead, Aurora, III., 156

C. R. R. R., Coaling Platform, 147
Connellsville, Pa., Coal-chutes. 151

D. & H. C. Co., Oneonta, N. Y.,* 157, 158

D. M. & Ft. D. Ry., Stationary Crane-and-Bucket
System, 143

East New York, Brooklyn, N. Y., U. E. R. R.,*
164, 165

General Remarks, 130-141

L. V. R. R., Coal-chutes, Wilkesbarre, Pa.,* 153
Coaling Platform, Jersey City, N. J,,* 145
Coaling Platform, Lehighton, Pa.,* 145, 146
Coaling Platform, South Easton, Pa., 146

Locomotives, Collin's System for Coaling, P. R. R.,

154
M. C. R. R., Susemihl Coal-chute, J.-ickson Junc-
tion,* 160
N. D. R. R., with Vertical Bucket-elevator Jersey

City, N. J.,* 156, 157
N. O. & N. R. R., Coal-chutes,* 149, 150
N. Y., C. & St. L. R. R., Coaling Platform, 147

Stationary Crane-and-Bucket System, 143
N. Y., L. E. & W. R. R., Coal-chutes, Hornells-
ville, N. Y., 151

Coal-chutes, Southport. N. Y., 149

4S8

INDEX.

Coaling Stations for LocomoUves. — Contiintcd.
Coal-chutes, Susquehanna, Pa., 151
New Coal-chutes, Waverly, N. Y., 150, 151
Old Coal-chutes, Waverly, N. Y., 151
N. C R R., Coaling Platform, 147
N P. R. R., Coal-bunkers,* 151, 152
Derrick Coal-house,* 142, 143
Elevated Coal-shed,* 148
P. R. R., Coaling Platform, Altoona, Pa., 148
Coaling Platform, East Tyrone, Pa., 148
Coaling Platform, West Philadelphia, Pa.,

148
Collin's System for Coaling Locomotives, 154,

155
Overhead, Ilackensack Meadows, Jersey City,
N. J., 155
P. & R. R. R., Port Richmond, Philadelphia, Pa.,

165
P., W. & B. R. R., Overhead, Gray's Ferry, 155,

156
P., C. & St. L. Ry., Travelling Crane for coaling

Engines, Columbus, O., 143-145
R. & A. R. R., Coal-chutes, Scottsville, Va.,* 150
St. L., I. M. & S. Ry., Coaling Platform,* 147
Susemihl Coal-chute, Jackson Junction, Mich.,

M. C. R.,* 160
U. E R. R., East New York, Brooklyn, N. Y.,*

164, 165
Velasco, Tex.,* 165

W., St. L. & P. Ry., Coal-chutes, Black Diamond
Mine,* 153

Standard Coal-chutes,* 152
W. C. R. R., Derrick Coal Shed,* 141, 142
Coeur d'Alene, Wash. :

Depot, Combination, with Dwelling, S. & I. R. R.,
258
Columbia, Ky. :

Depot, Passenger, L. & N. R. R.,* 291, 292
Columbus, O. ■

Sand-house, P., C. & St. L. Ry., 77
Travelling Crane for coaling Engines, P., C. & St.
L. Ry., 143
Combination Depots :

B., C. R. & N. Ry.,* 254, 255
C. cS: O. Ry., 253

and Office Building, Williamsburg, Va.,* 257
with Dwelling, 260
C. S. Ry.,*253, 254
General Remarks,* 246-249
G. R. R., Grovetown, Ga.,* 260, 261
G., C. & S. F. R. R., Farmersville, Tex.* 262, 263
K. C. & E. R. R.,* 256
L. V. R. R., Cherry Ford, Pa.,* 251
M. & B. R. R., Standard, 263
M. & N. R. R.,* 249, 250

N. Y., O. & W. R. R., Providence, Pa.,* 261, 262
N. P. R. R., Class No. i,* 259
Class No. 2, 259, 260
with Dwelling-rooms,* 257, 258
O. V. Ry., 253

P. & R. R. R.,* 256, 257
P. C. & B. Ry.,* 250, 251
P. H. & N. Ry., 263

Combination Depots. — Continued.
P. L. W. of P.,* 252

P. L. W. of P., Sw. S., Specifications, Class
" A " and " B," 465-467
with Dwelling-rooms, 252
R. & A. R. R., Class "A,"* 251
Class " B," * 251, 252
S., F. & W. Ry., Hilliard, Ga.,* 256

Standard,* 258, 259
S. & I. R. R., with Dwelling, Coeur d' Alene,

Wash., 258-
U. P. Ry., with Dwelling,* 260
W., St. L. & P. Ry.,* 255, 256
Concord, N. H. :

Depot, Union Passenger, C. R. R.,* 364, 365
Concord & Montreal Railroad :

Depot, Passenger, Laconia, N. H.,* 330
Concord Railroad :

Depot, Union Passenger, Concord, N. H.,* 364,
365
Connecticut River Railroad :
Coaling Platform, 147
Depot, Passenger, Holyoke, Mass.,* 323
Connellsville, Pa. :

Coal-chutes, 151
Connemaugh, Pa. :

Sand-drier, P. R. R., 78, 79
Cressona, Pa.;

Sand-house, P. & R. R. R.,* 78

Dedham, Mass. :

Depot, Passenger, B. & P. R. R., 322
Delaware & Hudson Canal Company :

Coaling Station, Oneonta, N. Y.,* 157, 158

Depot, Passenger, Utica, N. Y., 317
Delaware, Lackawanna & Western Railroad :

Depot, Passenger, Glen Ridge, N. J.,* 318
Denver, Col.:

Depot, Union Passenger, 375, 376

Oil-house, U. P. R. R., 86, 87
Denver Pacific Railroad :

Depot, Union Passenger, Cheyenne, Wyo., 376,

377
Depots :

Combination, 246-263. See Combination Depots.
Local Passenger, 278-337. See Local Passenger

Depots.
Flag, 264-277. See Flag Depots.
Terminal Passenger, 33S-344. See Terminal Pas-
senger Depots.
Des Moines & Fort Dodge Railway :

Stationary Crane-and-Bucket System, 143
Desrover Park, Minn. ■

Depot, Twin Passenger, C, M. & St. P. R. R.,*
32S
Detroit, Mich.:

Depot, Terminal Passenger. M. C. R. R., 393-395
Union Passenger, Fort Street,* 395
Dexter, Mich.:

Depot, Passenger, M. C R. R.,* 305
Dwelling-houses for Employes ;

Agent's Dwelling, N. P. R. R. bystem,* 23, 24
A., T. & S. F. R. R.,* 27

INDEX.

4X9

Dwelling-houses for Employes. — Coiitiinud.

C. & O. Ry., Five-room Cottage " K,"* 24, 25
Five-room Cottage " L,"* 25
Seven-room Cottage,* 25, 26
General Remarks, 23

N. P. R. R. System, Agent's Dwelling,* 23, 24
U. P. Ry.,* 26. 27

Westinghouse Air-brake Co., Employes, Homes,
Wilmerding, Pa., 27

East Buffalo, N. Y. :

Railroad Branch Building Y. M. C. A.,* 31
East Douglas, Mass :

Depot, Passenger, N. Y. & N. E. R. R., 320
East Mauth Chunk, Pa. :

Engine-house, L. V. R. R.,* 198-200
East New York, Brooklyn, N. Y.;

Coaling Station, U. E. R. R.,* 164, 165
East Tennessee, Virginia & Georgia Railroad :

Depot, Passenger, Atlanta, Ga. , 315

Section House, Three-room,* 16
Two-room,* 15
East Tyrone, Pa. :

Coaling Platform, P. R. R., 148
Engine-houses :

A. G. S. R. R.,* 192

B. & O. R. R. and Car-shop Rotunda. Mt. Clare,
Baltimore, Md., 201

B., C. R. & N. Ry., Clinton, la.,* 191, 192

C. B. & N. R. R., Grand Crossing, Wis.,* 1S9-191
C, B. & Q. R. R., Beardstown. 111.,* 193, 194
General Remarks, 166-175

L. V. R. R., East Mauch Chunk, Pa.,* 198-200
Lehighton, Pa.,* 184-186
Orwigsburg, Pa.,* 200, 201
Square Brick, Mauch Chunk, Pa., 197
Towanda. Pa.,* 197
Wilkesbarre, Pa.,* 196, 197
N. P. R. R.,* 1S8, l8g
N. \ W. R. R., Roanoke, Va.,* 183, 1S4
N. Y., L. E. &W. R. R. Square Brick, New Castle,

Pa., 198
P. & R. R. R. Design,'^ 189

P. R. R., Mt. Pleasant Junction, Jersey City, N. J.,*
180-183
Specifications, Mt. Pleasant Junction, Jersey

City, N. J., 452-455
31st Street, West Philadelphia, Pa.,* 177-180
West Philadelphia Shops, 175-177
R. & A. R. R., Richmond, Va., 187, JS8
S., F. & W. Ry.. Way Cross, Ga.,* 194, 195
W. C. R. R., Ashland, Wis.,* 195, 196
Eutaw, Ala.;

Depot, Passenger, A G. S. R R., 334
Evanston, 111. :

Depot, Passenger, C. . M. & St. P. R. R.,* 331

Fall River, Mass :

Depot. Pa.ssenger, Bowenville Station, (J. C. R. R.,*
309-311
Farmersville, Tex ;

Depot, Combin.ition, G., C. & S. F. K. R ,* 262,
Z63

Ferry Passenger Tertuinus :

B., R. B. & L. R. R., Boston, Mass, 421

W. S. R. R., Franklin Street, New York, N. Y.,*4:i

Flag Depots :

B. & A. R. R., Chestnut Hill, Mass.,* 276, 277

Waban, Mass., 277
Wellesley Hills, Ma. ■■., 277
Woodland, Mass., 277

C. & N. R. R., 275
Design, with Dwelling, 276
General Remarks, 264-266

I. C. R. R., Van Buren Street, Chicago, 111., 276
L. V. R. R , Pottsville Branch, Frame,* 266, 267
M. & N. R. R., Frame, St. Paul, Minn..* 266
Norwood Park, N. Y., with Dwelling, 276
N. P. R. R.. Frame, with Dwelling,* 273, 274
N. Y. & G. L. R. R., Stone, Forest Hill, N. j.,*

269
O. V. Ry., Frame, 267, 26S
P. & R. R. R., Frame, Tabor, Pa.,* 268, 269
P. R. R., Brick, with Dwelling,* 272, 273

Frame,* 270

Frame, Wayne Station, Pa.,* 267

Frame, with Dwelling,* 270-272
P., W. & B. R. R., Frame, Magnolia, Del.,* 274,

275

Frame, Principio, Md., 273
W. S. R. R., Frame, 269, 270
Foot-bridge :

Shelter and Overhead, Bedford Park, N. Y., N. Y.
C. & H. R. R. R.,* 245
Forest Hill, N. J.;

Depot, Stone Flag, N. Y. & G. L. R. R.,* 269
Fort Payne, Ala. :

Depot, Passenger, A, G. S. R. R.,* 307-309
Specifications, A. G. S. R. R., 455-465
Freight-houses :

B., H. T. & W. Ry., for Way-stations,* 214, 215
C. & O. Ry., for Way-stations,* 215, 216

Terminal, Cincinnati, O., 225
General Remarks,* 2CW-214
G., C. & S. F. R. R., Brownwood, Te.\., 215

Gainesville, Tex., 215
L. V. R. R , Double-story Terminal Freight-pier
shed, Jersey City, N. J.,* 227-230
Single-story Terminal Freight-pier Shed, Jersey

City, N. J.,* 225-227
Terminal, Grand Street, Jersey City, N. J.,*

220. 221
Terminal, Newark, N. J.,* 221-224
M. & N. R. R., New Hampton, Minn.,* 219
N. Y. C. & H. R. R. R., Single-story Iron Terminal

Freight-pier Shed, New York, N. Y., 227
N. Y.. L. E. & W. R. R., Double-story Terminal
Freight-pier Shed, Weehawken, N. J.,* 232

Double-story Terminal Freight-pier Shed on

Pier B, Weehawken, N. J.. 232
Single-story Terminal City Freight-pier Shed,
Pier No. 21, North River, New York, N. Y.,
232
N. P. R. R., for Way-stations,* 216, 217
P. R. R., Double-story Terminal Freight-pier Shed,
Harsimus Cove, Jersey City, N. J.,* 230, 231

49°

INDEX.

Freight Hniises. — Contiitttt-d.

Duuble-story Terminal Freight-pier Shed, Grand

Street, Jersey City, N. J.,* 231
Single-story Terminal Freight-pier Shed, Jersey

City, N. J.,* 227
Single story Terminal City-Freiyhi-pier Shed,
Pier No. 27, North River, New York, N. Y.,*
232, 233
Single-story Terminal City-Freight-pier Shed,
Pier No. I, North River, New York, N. Y.,*
233
Standard Brick, for Way-stations,* 21S, 219
Standard Frame, for Way-stations,* 217
R. & A. R. R. Terminal, Richmond, Va.,* 224
S., F. & W. Ry., Gainesville, Fla.,* ;20
Standard Guano Warehouse,* 234
Terminal, Jacksonville, Fla.,* 220
St. L., K. & N. R. R„ Terminal, St. Louis, Mo.,

224, 225
W. S. R. R., Double-story Terminal Freight-pier
Shed, Weehawken, N. I., 231, 232
Single-story Terminal City-Freight-pier Shed,
Franklin Street, North River, New York,
N. Y.,* 233, 234

Gainesville, Fla.:

Freight-house, S., F. & W. Ry.,* 220
Gainesville, Te.\.:

Freight-house, G., C. & S. F. R. R., 215
Gaiesburg, 111. :

Depot, Passenger, A., T. & S. F. R. R.,* 330
Georgia Railroad :

Depot, Combination, Grovetown, Ga.,* 260, 261
Germantovvn Junction, Pa.:

Shelter for Horses and Carriages, P. R. R,* 244
Glen Ridge, N. J. :

Depot, Passenger, D., L. & W. R. R ,* 31S
Grand Crossing, Wis.:

Engine-house, C, B. & N. R. R.,* 1S9-IQI
Grass Lake, Mich.:

Depot, Passenger, M. C. R. R.,* 329
Gray's Ferry :

Coaling Station, Overhead, P., W. & B. R. R., 155,
156
Grovetown, Ga.:

Depot, Combination, G. R. R.,* 260, 261
Gulf, Colorado & Santa Fe Railroad :

Depot, Combination, Farmersville, Tex..* 262, 263
Passenger, Brownwood, Tex., 334

Freight-house, Brovpnwood, Tex., 215
Gainesville, Fla., 215

Section House, Standard.* 21, 22

Hampton Junction, N. J.:

Coaling Station, Proposed Overhead, C. R. R. of N.
J.,*I5S
Harrisburg, Pa.:

Depot, Terminal Passenger, P. R. R.,* 377
Hartford, Conn.:

Depot, Union Passenger, 35S, 359
Heron, Mont ;

Ashpit, N. P. R, R ,* 56, 57

llighkuul, Mass.:

Depot, Passenger, O. C. R. I^., 332
Hilliard, Ga.:

Depot, Combination, S., F. & W. Ry.,* 256

Platform, High, Combination Depot, S., F. & W.
Ry., 240
Hillsboro, N. J.:

Signal Tower, L. V. R. R.,* 42, 43
Holyoke, Mass.:

Depot, Passenger, C. R. R. R.,* 323
Hopkinsville, Ky.:

Depot, Passenger, L. & N. R. R.,* 334, 335
Hornellsville, N. Y. :

Coal-chutes, N. Y., L. E. & W. R. R., 151
Hcuses :

Club, for Employes, 28-32. See Club-houses for
Employes.

Dwelling, for Employes, 23-27. See Dwelling-
houses for Employes.

Engine, 166-201. See Engine-houses.

Freight, 202-234. See Freight houses.

Ice, 60-70. See Ice-houses.

Oil-mixing, 93-112. See Oil-mixing Houses.

Oil-storage, 81-92. &c Oil-storage Houses.

Sand, 71-80. See Sand-houses.

Section, 14-22. &■£■ Section Houses.

Section Tool, 6-13. &y Section Tool-houses.
Humboldt, Tenn. :

Depot, Junction, L. & N. R. R.,* 293

Ice-houses :

A , T. & S. F. R. R., 1500-ton, Nickerson, Kan.,*

68, 69
C, St. P. & K. C. R. R., Standard, 500-ton,* 65, 66
Design for a 50-ton, 64
General Remarks,* 60-64
L. V. R. R., 1500-ton, Sayre, Pa.,* 66, 67

1500-ton, Brick, Mauch Chunk, Pa.,* 69, 70
50-ton, Jersey City Terminal, 64
150-lon, South Bethlehem, Pa., 65
i5oo-ton, Phillipsburg, N. J., 70
2000-ton, Jersey City, N. J.,* 67, 68
N. P. R. R., 700-ton, Cheyenne Station, 64
P. R. R., 1000-ton, Harrisburg Shops, 64
1200-ton, Tyrone Shops, 64
Illinois Central Railroad :

Depot, Flag, Van Buren Street, Chicago, III., 276
Passenger, South Park, III., 315
Passenger, Thirty-ninth Street, Chicago, 111. ,316
Passenger, Twenty-second Street, Chicago, III.,

317
Proposed Terminal Passenger, Chicago, III.,*

422-424
Proposed Train-shed, New Orleans, La.,* 422
Independence, Mo.:

Depot, Passenger, C. & A. R. R., 318
Indianapolis, Ind.:

Depot, Union Passenger,* 376
Indianapolis, Decatur & Springfield Railway :
Depots, Junction Passenger,* 293

Jackson Junction, Mich.:

Susemihl Co:d-chute, M- C- R. R.,* iCo

INDEX.

491

Jacksonville, Fla. :

Freight-house, Terminal, S., F. & W. Ry.,*220
Jersey City, N. J.:

Bunk-house, L. V, R. R.,* 29
Car-cleaning Platform, P. R. R.,*4g
Coaling Platform, L. V. R. R.,* 145
Coaling Station, N. D. Ry.,* 156, 157

Overhead, Hackensack Meadows, P. R. R., 155
Depot, New Terminal Passenger, P. R. R.,*4i2-
421
Old Passenger, P. R. R., 409-412
Terminal Passenger, C. R. R. of N. J.,* 431-436
Terminal Passenger, N. Y., L. E. & W. R. R.,*
409
Engine-house, Mt. Pleasant Junction, P. R. R.,*
1S0-183
Specifications for, Mt. Pleasant Junction. P.
R. R., 452-455
Freight-house, Terminal, Grand Street, L. V. R. R.,*

220, 221

Freight-pier Shed, Terminal, Grand Street Pier, P.
R. R.,* 231

Terminal, Harsimus Cove, P. R. R..* 230, 231

Terminal, L. V. R. R.,* 227-230

Terminal, L. V. R. R.,* 225-227

Terminal, P. R. R.,* 227
Ice-house, 50-ton, Terminal, L. V. R. R., 64

2000-ton, L. V. R. R.,* 67, 68
Oil-house, Brick, P. R. R.,* 89, 90
Platform, High, Terminal Freight-house, L. V. R.

R., 240
Signal Tower, C. R. R. of N. I..* 45

L. V. R. R.,*43. 44
Junction Passenger Depot ;

B. & A. R. R., Palmer, Mass., 305

I., D. & S. Ry.,* 293

L. & N. R. R.. Humboldt. Tenn..* 293

N. L. & N. R. R., Palmer, Mass., 305

Reed City, Mich.,* 329
Jutland, N. J.:

Signal Tower, L. V. R. R.,* 42

Kalamazoo, Mich.:

Depot, Passenger, M. C. R. R.,* 301-303
Kewanee, 111.:

Depot, Passenger, 316
Kansas City, Mo.:

Depot, Union Passenger,* 373, 374

Platform Sheds, Union Depot,* 243
Kansas City i^ Emporia Railroad .

Depot, Combination,* 256

Platform, Combined High and Low, Combination
Depots, 240
Kansas City, St. Joseph & Council Bluffs Railroad:

Ashpit, 58

Laconia, N. H. :

Depot, Passenger, C. & M. R. R.,* 336
Laury's, Pa.:

Depot, Passenger, L. V. R. R.,* 296
Leavenworth, Kan..

Depot, Union Passenger, 375
Lehigh & Susquehanna Railroad :

Ashpit,* 59

Lehighton, Pa.:

Coaling Platform. L. V. R. R.,* 145, 146
Engine-house, L. V. R. R ,* 1S4-1S6
Lehigh Valley Railroad :

Ashpit, Packerton, Pa.,* 57
Bunk-house, Jersey City, N. J.,* 29

Perth Amboy, N. J.,* 29, 30
Car-shed, Brick, Mauch Chunk, Pa.,* 47, 48
Chemical Laboratory, South Bethlehem. Pa.,* no
Coal-chutes, Wilkesbarre, Pa.,* 153
Coaling Platform, Jersey City, N. J.,* 145

Lehighton, Pa.,* 145, 146

South Easton, Pa., 146
Depot. Combination, Cherry Ford, Pa.,* 251

Frame Flag, Pottsville Branch,* 266, 267

Passenger, Laury's, Pa.,* 296

Passenger, Mauch Chunk, Pa.,* 331

Passenger, Picton, N. J.,* 294

Passenger, Wilkesbarre, Pa.,* 300, 301
Engine-house, East Mauch Chunk, Pa.,* 198-200

Lehighton, Pa.,* 184-186

Orwigsburg, Pa.,* 200, 201

Square Brick, Mauch Chunk, Pa.,* 197

Wilkesbarre, Pa.,* 196, 197
Freight-house, Terminal, Jersey City, N. J.,* 220,
221

Terminal, Newark, N. J.,* 221-224
Freight-pier Shed, Terminal, Jersey City, N. J.,*
227-230

Terminal, Jersey City, N. J.,* 225-227
Gate-house, Elevated, Whitehaven, Pa.,* 41, 42
Ice-house, 1500-ton, Sayre, Pa.,* 66, 67

l500ton. Brick, Mauch Chunk, Pa.,* 69, 70

50-ton, Jersey City Terminal, 64

150-ton, South Bethlehem, Pa., 65

1600-ton, Phillipsburg, N. J., 70

2000-lon, Jersey City, N. J.,* 67, 68
Oil and Waste House, Stone, Lehigluon, Pa.,* 85
Oil and Waste Storage Shed, Frame, Perth Amboy

N.J.,* S3
Oil-house, Brick, Perth Amboy, N. J.,* 83-85
Oil-mi.\ing House, Design, Packerton, Pa.,* 103,
104

Perth Amboy, N. J.,* 104-110
Oil-storage and Car-inspector's House, Frame,
Packerton, Pa.,* 87, 88

Frame, Perth Amboy, N. J..* 87
Platform, High Terminal Freight-house, Jersey
City, N. J., 240

Low, Pottsville Branch, 239
Platform Shed for Passenger Depot, .'\Ilentowii,

Pa.,* 242
Sand-house, Design,* 77, 78

Perth Amboy, N. J.,* 76

Weatherly, Pa., 79
Section Tool-house,* 12, 13
Signal Tower, Hillsboro. N. J.,* 42, 43

Jersey City, N. J.,* 43, 44

Jutland, N. J.,* 42
Watchman's Shanty,* 4

Water-tank, Standard, 16 ft. X 20 ft.. Circular,*
126, 127

Stand:ird, 16 ft. X 30 ft., CirtuLir,* 127-129

492

INDEX.

Lexington, Ky. ;

Depot, Passenger, N. O. & T. P. Ry., 333
Local Passenger Depots ;

Acambaro, Mexico,* 329

A. G. S. R. R., Eutaw, Ala., 334

Fort Payne, Ala.,* 307-309
Specifications, Fort Payne, Ala., 455-465
A., T. & S. F. R. R., Galesburg, 111.,* 330
Wichita, Kan.,* 331

B. & A. R. R., Auburndale, Mass.,* 324

Brighton, Mass., 325

Junction Station, Palmer, Mass., 305, 306

South Framinghain, Mass., 324, 325

B. & P. R. R., Dedham, Mass., 322
Bates City, Mo., 31S

B., H. T. & W. Ry.,* 290, 291

B., N. Y. & P. Ry., New Castle, Pa., 307

C. & A. R. R., Independence, Mo., 31S
C. & M. R. R., Laconia, N. H.,* 330
C. eS: N. Ry.,325

Canton, Ohio, Union, 31S-320

C. & O. Ry., Single-story, 2S5, 2S6

Two-story,* 2S6
C, B. & N. R. R., St. Paul Park Station, 311
C, B. & Q. R. R., Ottumwa, la., 313
Chicago Architectural Sketch Club, Competition De-
signs for Suburban Railway Depot, 328
C, M. & N. Ry., Rockford, III., 317
C, M. & St. P. R. R., Evanston, 111.,* 331

Sheridan Park, 111., 336

Twin, at Desrover and Baker Parks, Minn.,*
32S
C, N. O. & T. P. Ry., Lexington, Ky , 333

Science Hill, Ky., 333, 334

Somerset, Ky.,* 332, 333
C. R. R. of N. J., Somerville, N. J.,* 298, 299

Tamaqiia, Pa.,* 292

C. R. R. R., Holyoke, Mass.,* 323

D. & H. C. Co., Utica, N. Y., 317

D., L. & W. R. R., Glen Ridge, N. J.,* 318
E T., V. & G. R. R., Atlanta, Ga., 315
General Remarks, 278-285
G.. C. & S. F. R. R , Brownwood, Te.\., 334
I. C. R. R., South Park, III., 315

Thirty-ninth Street, Chicago, 111.. 316

Twenty-second Street, Chicago, 111., 317
I., D. & S. Ry., Junction,* 293
Kewance, 111., 316
L. & N. R. R.,* 291

Columbia, Ky.,* 291, 292

Junction, Humboldt, Tenn.,*2g3

HopkinsviUe, Ky.,* 334, 335

Owensboro, Ky., 335
L. V. R. R., Laury's, Pa.,* 296

Mauch Chunk, Pa.,* 331

Picton, N. J.,* 294

Wilkesbarre, Pa. ,* 300, 301
Manitou, Col., 317, 3:8
M. & N. R. R., South Park, Minn.,* 297, 298

Class " F,"* 289
M. C. R. R., Ann Arbor, Mich.,* 303

Bay City, Mich., 303, 304

Battle Creek, Mich.,* 304, 305

Local Passenger Depots. — Continued.

Dexter, Mich.,* 305

Grass Lake, Mich.,* 329

Kalamazoo, Mich.,* 301-303

Niles, Mich.,* 335, 336
N. L. & N. R. R., Junction Station, Palmer, Mass..

305. 306
N. P. R. R.,* 2S7, 2SS

Spokane Falls, Wash.,* 2S9, 290
N. Y. & N. E. R. R., East Douglas, 320
N. Y. & N. Ry., Bryn Mawr Park, N. Y.,*3I4,

315

Yonkers, N. Y.,* 314. 315
N. Y. C. & H. R. R. R., Melrose, New York, N. Y..*
312, 313

Mott Haven Station. New York, N. Y., 311,
312

Suburban,* 292

Terrace Park -Station, Buffalo, N. Y., 320
N. Y., L. E. & W. R. R., Kensington Avenue,
Buffalo, N. Y., 315

Niagara Falls, N. Y., 320
N. Y., N. H. & H. R. R., Rye, N. Y.,* 305
Oak Grove, Mo., 318
O. & M. Ry., Seymour, Ind., 318
O. C. R. R., Bowenville Station, Fall River, Mass.,*
309-311

Highland, Mass.,* 332

New Bedford, M.ass.,* 322

North Easton, Mass.,* 322, 323
O. V. Ry.,* 288

P. & L. E. R: R., New Castle, Pa.. 307
P., G. & C. H. R. R.,* 325-32S

Allen Lane, Pa.,* 296, 297

Chelton Avenue, Pa.,* 325-328

Chestnut Hill, Pa.,* 325-328

Queen's Lane, Pa.,* 325-32S

Wissahickon, Pa.,* 325-328
P. H. & N. Ry., Port Huron, Mich., 336
P. L. W. of P., Southwest System, Specifications,

Class " F," 467-469

Standard, Class " C." * 2S6. 287

Standard, Class " F, " •" 2S7
P. R. R., Ardmore, Pa.,* 315, 316

Design for, 316

Newark, N. J., 336, 337

Pottsville, Pa.,* 294-296

Rahvvay, N. J., 318

Sevvickley, Pa.,* 32S, 329
P., W. & B. R. R., Newark, Del., 317
R. & A. R. R., Single-story,* 2SS, 2S9

Two-story,* 2S9
R. & D. R. R., Charlotte, N. C, 315
Reed City, Mich., Junction Passenger,* 329
Toronto Architectural Sketch Club, Competition

Designs, 328
Walkerville, Ont., 322
Windsor Park, III.,* 337
W. S. R. R., 320
Locomotives :

Coaling .Stations for, 130-165. See Coaling Stations

for Locomotives.
Collin's System for Coaling, P. R. R., 154

INDEX.

493

Louisville, Ky.:

Depot, Terminal Passenger, L. & N. R. R.,* 3go
Louisville & Nashville Railroad :

Depot, Junction, Humboldt, Tenn.,* 293
Passenger, Columbia, Ky.,*2gi, 2g2
Passenger, Ilopkinsville, Ky.,* 334, 335
Owensboao, Ky., 335

Terminal Passenger, Louisville, Ky.,* 390
Section House, Two-story,* 21

Macon & Birmingham Railroad :

Depot, Standard Combination, 263
Section Houses, Standard, 22
Section Tool-house, 13
Magnolia, Del. :

Depot, Frame Flag, P., W. & B. R. R.,* 274, 275
Manitou, Col.;

Depot, Passenger, 317, 318
Mauch Chunk, Pa. :

Car-shed, Brick, L. V. R. R.,* 47, 48
Depot, Passenger, L. V. R. R.,* 331
Engine-house, Square Brick, L. V. R. R., 197
Ice-house, 1500 ton. Brick, L. V. R. R..*69, 70
Melrose, New York, N. Y.:

Depot, Passenger, N. Y. C. cS: H. R. R.,* 312, 313
Mexican Central Railroad :

Oil and Waste House, Brick,* 86
Michigan Central Railroad :

Depot, Passenger, Ann Arbor, Mich.,* 303

Passenger, Battle Creek, Mich.,* 304, 305
Passenger, Bay City, Mich. 303, 304
Passenger, Dexter, Mich.,* 305
Passenger, Grass Lake, Mich.,* 329
Passenger, Kalamazoo, Mich.,* 301-303
Terminal Passenger, Detroit, Mich., 393-395
Susemihl Coal-chute, Jackson Junction,* 160
Milwaukee, Wis.:

Depot, Terminal Passenger, C. & N. R. R., 371

Terminal Passenger, C, M. & St. P. Ry., 371,
372
Oil-mixing House, C, M. i: St. P. Ry., loi
Minnesota & Northwestern Railroad :
Depot, Combination,* 249, 250

Frame Flag, St. Paul, Minn.,* 266
Passenger, South Park,* 297, 29S
Passenger, Class F,* 2S9
Freight-house, New Hampton, Minn.,* 219
Platform, High, Local Freight-house, 240
Low, 239
Montreal, Can.:

Depot, Terminal Passenger, C. P. Ry.,* 393
Mott Haven Station, New York, N. Y.:

Depot, Passenger, N. Y. C. & H. R. R. R., 311, 312
Mt. Pleasant Junction, Jersey City, N. J,:

Specifications for Engine-house, P. R. R., 452-455

National Docks Railway :

Coaling Station, Jersey City, N. J.,* 156, 157
Newark, Del.:

Depot, Passenger, P.. \V. & B. R. R., 317
Newark, N. J.:

Depot, Passenger, P. R. R., 336, 337

Freight-house, Terminal. L. V R. R..* 221-224

Newark, N. J. — Continueti.

Oil-mixing House, Meadow Shops, P. R. R.,* 96-9S

Signal Tower, Two-legged, P. R. R.,* 44
New Bedford, Mass.:

Depot, Passenger, O. C. R. R.,* 322
New Castle, Pa.:

Depot, Passenger, B., N. Y. & P. Ry., 307
Passenger, P. & L. E. R. R., 307

Engine-house, Square Brick, N. Y., L. E. & W.
R. R., 19S
New Hampton, Minn.:

Freight-house, M. & N. R. R..* 219
New Haven, Conn.:

Train-shed, N. Y., N. H. & H. R. R.,* 377
New London & Norwich Railroad :

Depot, Junction-station, Passenger, Palmer, Mass.,
305-307
New Orleans, La.:

Train-shed, Proposed, L C. R. R.,*422
New Orleans & Northeastern Railroad :

Coal-chutes,* 149, 150

Section House, Three-room," 17
New York, N. Y.:

City-Freight-pier Shed, Terminal, W. S., R. R.,*

233. 234
Terminal, N. Y., L. E. & W. R. R., 232
Terminal, Pier i, P. R. R.,* 233
Terminal, Pier 27, P. R. R.,* 232, 233
Depot, Passenger, Melrose, N. Y. C. & H. R. R.,*
312, 313
Passenger, Mott Haven Station, 138th Street,

N. Y. C. & H. R. R.,311, 312
Terminal Passenger, N. Y. C. & H. R. R.,*43i
Ferry Passenger Terminus, W. S. R. R.,* 421
Freight-pier Shed, Iron Terminal, N. Y. C. & H. R.

R. R„ 227
Railroad Branch Building, Y. M. C. A., N. Y. C. &

H. R. R. R , 32
Railroad Men's Club-house, N. Y. C. iS: H. R.
R, R., 32
New York & Greenwood Lake Railroad :

Depot, Stone Flag, Forest Hill, N. J.,* 269
New York & New England Railroad ;

Depot, Passenger, East Douglas, Mass., 320

Passenger, Boston, Mass., 3S7
Oil-mixing Houses, 101-103
New York & Northern Railway:

Depot, Passenger, Bryn Mawr Paik, N. Y.,*3I4, 315
Passenger, Yonkers, N. Y.,* 314, 315
New York Central & Hudson River Railroad :

Depot, Passenger, Melrose, New York, N. Y.,*3I2,

313
Passenger, Mott Haven Station, New York,

N. Y., 311, 312
Passenger, Terrace Park Station, Buffalo, N.

Y., 320
Suburban,* 292
Terminal Passenger, 42d St., New York, N. Y.,*

431
Freight-pier Shed, Iron Terminal, New York, N. Y.,

227
Railroad Branch Building, Y. M. C. A., New York,
N. Y., 32

494

lADKX.

New York CentraKt Hudson River Railroad— Co^/'i/.
Railroad Men's Club-house, New York, N. Y., 32
Shelter and Overhead Foot-bridge, Bedford Park,

N. Y.,* 245
Signal Tower and Bridge, 45
New York, Chicago & St. Louis Railroad :
Coaling Platform, 147
Stationary Craneand-Bucket System, 143
New York, Lake Erie & Western Railroad ;

City-Freight-pier Shed, Terminal, New York, N.Y.,

232
Coal-chutes, Hornellsville, N. Y., 151
New, Waverly, N. Y., 150, 151
Old, Waverly, N. Y., 151
Southport, N. Y., 149
Susquehanna, Pa., 151
Depot, Niagara Falls, N. Y., 320
Passenger, Buffalo, N. Y., 315
Passenger, Rochester, N. Y., 389, 390
Terminal Passenger, Jersey City, N. J.,* 409
Engine-house, Square Brick, New Castle, Pa., 19S
Freight-pier Shed, Terminal, Weehawken, N. J.,*
232
Terminal Pier B, Weehawken, N. J., 232
Oil-mixing House, Susquehanna, Pa.,* 100, loi
Platform, High, Terminal Freight-house, Weehaw-
ken, N. J., 240
New York, New Haven & Hartford Railroad :
Depot, Passenger, Rye, N. Y.,*305
Platform Shed, Passenger Depot, Rye, N. Y.,* 242,

243
Train-shed, Passenger, New Haven, Conn.,* 377
New York, Ontario & Western Railroad :

Depot, Combination, Providence, Pa.,* 261
Niagara Falls, N. Y.:

Depot, Passenger, N. Y., L. E. & W. R. R., 320
Nickerson, Kan.:

Icehouse, 1500 ton. A., T. & S. F. R. R.,* 68,69
Niles, Mich.:

Depot, Passenger, M. C. R. R.,*335, 336
Norfolk & Western Railroad :

Engine-house, Roanoke, Va.,* 1S3, 1S4
Shelter,* 244
Watchman's Shanty,* 5
North Easton, Mass.:

Depot, Passenger, O. C. R. R.,* 323, 323
Northern Central Railroad :

Coaling Platform, 147
Northern Pacific Railroad :

Ashpit, Heron, Mont.,* 56, 57
Car-shed, Frame, Wallula, Wash,,* 48, 49
Combination, Class No. i,* 259
Combination, Class No. 2, 259, 260
Coal-bunkers,* 151, 152
Depot, Combination,* 257, 258
Frame, Flag,* 273, 274
Passenger, 287, 288

Passenger, Spokane Falls, Wash.,* 2S9, 290
Derrick Coal-house,* 142, 143
Dwelling, Agent's, S. & P. Ry.,* 23, 24
Engine-house,* 1S8, i8g
Elevated Coal-shed,* 148
Freight-houses for Way-stations,* 216, 217

Niirihern Pacific Railroad — Contimted.
Hand-car House, Double, 12

Single,* 12
Ice-house, 700-ton, Cheyenne Station, 64
Platform, High, Local Freight-house, 240

Low, 239

Passenger, 241
Section House, Two-story,* ig, 20

White Men's,* 18
Section Tool-house,* ii, 12
Snow-shed, on Level Ground,* 35

Over Cuts or on Side Hills,* 36
Specifications, General, for Construction Work, 477-

4S4
Water-tank, High,* 125, 126

Standard, 16 ft. X 16 ft.. Circular, 124

Standard, 16 ft X 24 ft.. Circular, 124, 125
Norwood Park, N. Y.;

Depot, Flag, 276
New York, Pennsylvania & Ohio Railroad :
Platform, Standard, 240, 241

I Oak Grove, Mo. :

Depot, Passenger, 318
Oakland, Cal.:

Depot, Terminal Passenger, C. P. R. R., 424
Ogden, Utah :

Depot, Union Passenger, 376
Ohio & Mississippi Railway :

Depot, Passenger, Seymour, Ind., 31S
Ohio Valley Railway:

Depot, Combination, 253
Frame Flag, 267, 268
Passenger,* 28S
Oil-mixing Houses :

B. & O. R. R., Mt. Clare Shops, Baltimore, Md.,
98, 99

C, B. & Q. R. R., Aurora, III.,* 95, 96
Chemical Laboratory, South Bethlehem, Pa.,

L. V. R. R.,*iio-ii2
C, M. & St. P. Ry., Milwaukee, Wis., loi
■ General Remarks, 93-95
L. V. R. R., Perth Amboy, N. J..* 104-110

Chemical Laboratory, South Bethlehem, Pa.,*

110-112
Design, Packerlon, Pa.,* 103, 104
N. Y. & N. E. R. R,, 101-103
N. Y., L. E. & W. R. R., Susquehanna, Pa.,* 100,

loi
P. R. R., Altoona, Pa. ,*g9, 100
Newark, N. J.,* 96-98
Oil-storage Houses :

C, B. & Q. R. R., Brick, Western Avenue. Chica

go, III.,* 90-92
General Remarks, S1-S3
L. V. R. R., Brick Oil-house, Perth Amboy, N. J.,*

83-S5

Frame Oil and Waste Storage Shed, Perth .Am-
boy, N. J.,* 83

Frame Oil-storage and Car-inspector's House,
Packerton, Pa.,* 87, 88

Frame Oil-storage and Car inspector's House,
Perth Amboy, N. J.,* 87

INDEX.

495

Oil-storage Houses. — Continued.

Slone Oil and Waste House, Leliighton, Pa.,*

S5
M. C. R. R., Brick Oil and Waste House,* S6
P. R. R., Brick Oil-house, Jersey City, N. J.,*
8g, go
Washington, D. C.,* SS, Sq
West Philadelphia, Pa., 85, 86
U. P. Ry., Oil-house, Denver, Col., 86, 87
Old Colony Railroad :

Depot, Passenger, Fall River, Mass.,* 309-311
Passenger, Highland, Mass.,* 332
Passenger, New Bedford, Mass.,* 322, 323
Passenger, North Easton, Mass.,* 322, 323
Omaha, Neb.:

Depot, Union Passenger, 424
Oneonta, N. Y.:

Coaling Station, D. & H. C. Co.,* 157, 158
Oregon & California Railroad :

Protection Shed for Mountain-slides,* 38
Orwigsburg, Pa.:

Engine-house, L. V. R. R.,* 200, 201
Ottumwa, la.:

Depot, Passenger, C, B. & O. R. R., 313
Ovvensboro, Ky.:

Depot, Passenger, L. & N. R R., 335

Packerton, Pa.:

Ashpit, L. V. R. R.,* 57

Oil-mi.\ing House, Design, L. V. R. R.,* 103, 104
Oil-storage and Car-inspector's House, Frame,
L. V. R. R.,*87, 88
Palmer, Mass.:

Depot, Junction-station Passenger, B. & A. R. R.
and N. L. & N. W. R. R., 305-307
Pennsylvania Lines West of Pittsburg, Southwest Sys-
tem :
Depot, Combination, Specifications, Class " .\ " and
" B," 465-467
Combination, with Dwelling-rooms, 252
Local Passenger, Specifications, Class "F,'

467-469
Passenger, Standard, Class "C,"* 286, 2S7
Passenger, Standard, Class "F,"* 287
Platform, Low, Local Passenger Depots and Com-
bination Depots, 240
Pennsylvania Railroad :

Car-cleaning Platform Shed, Jersey City, N. J.,*

49. 50
City-Freight-pier Shed, Terminal. Pier 27, New
York, N. Y.,* 232, 233

Terminal, Pier, No. i. New York, N. Y.,* 233
Coaling Platform, Altoona, Pa., 148

East Tyrone, Pa., 148

West Philadelphia, Pa., 14S
Coaling Station, Overhead, Jersey City, N. J., 155
Collin's System for Coaling Locomotives, 154, 155
Depot, Brick Flag,* 272, 273

Frame Flag,* 270

Frame Flag, Wayne Station, Pa.,* 267

Frame Flag, with Dwellings,* 270-272

Local Passenger, Specifications, Pottsville, Pa.,
447-452

1 'en ns y 1 va n i a R a i I road . — Conliuitid.

New Terminal Passenger, Jersey City,* 412-

412
Old Passenger, Jersey City. N. J., 40y-4i2
Passenger, Ardmore, Pa.,* 31 j, ;.i6
Passenger, Design for, 316
Passenger, Newark, N. J., 336, 337
Passenger, Pottsville, Pa.,* 294-296
Passenger, Rahway, N. J., 318
Passenger, Sewickley, Pa.,* 328, 329
Passenger, West Philadelphia, Pa., 381
Proposed Extension of Terminal Passenger,

Broad St., Philadelphia, Pa.,* 446
Terminal Passenger, Broad St., Philadelphia,

Pa.,* 381-386
Terminal Passenger, Charles St., Baltimore,

Md.,* 377-379
Terminal Passenger, Harrisburg, Pa.,* 377
Terminal Passenger, Washington, D. C.,*
379-3S1
Engine-house, Jersey City, N. J.,-- 1S0-1S3
Specifications, Jersey City, N. J., 452-455
West Philadelphia, Pa.,* 177-1S0
West Philadelphia Shops, 175-177
Feed Water-trough, 129

Freight-house, Standard Brick, for Way-stations,*
218, 2ig
Standard Frame, for Way-stations,* 217
Freight-pier Shed, Terminal, Harsimus Cove, Jersey
City, N. J.,* 230, 231
Terminal, Grand St., Jersey City, N. J.,* 231
Terminal, Jersey City, N. J.,* 227
Ice-house, looo-ton, Harrisburg Shops, 64

1200-ton, Tyrone Shops, 64
Oil-house, Brick, Jersey City, N. J.,* 89, 90
Brick, Washington, D. C.,* 88, Sg
Brick, West Philadelphia, Pa., 85, 86
Oil-mi.xing House, Altoona, Pa,,* 99, 100

Newark, N. J.,* 96-9S
Passenger-car Yard, Chicago, 111., 50
Philadelphia, Germantown & Chestnut Hill R. R.,

q.v.
Philadelphia, Wilmington & Baltimore R. R., q.v.
Platform, High, Local Freight Depots, 240

Low, Flag-depot, 239
Platfonn Shed and Shelter for Passenger Stations,*

■241, 242
Sand-ilrier, Connemaugh, Pa., 78, 7g
Sand-house, Washington, D. C.,* 7g, 80
Section Tool-house, Standard,* 7-9
Shelter for Horses and Carriages, Germantown

Junction, Pa.,* 244
Signal Tower, Standard,* 42

Two-legged, Newark, N. J.,* 44
Watchman's Shanty, of Limited Width, New York
Division,* 4
Standard, 5
Water-tank, Standard, 14 ft. X 18 ft., Circular, 122
Standard, 14 ft. X 22 ft., Circular,* 120, 122
Perth Amboy, N. J.:

Bunk-house, L. V. R. R.,* 29. 30
Oil and Waste Storage Shed, Frame, L. V. R. R.,*
83

496

hXDEX.

Perth Amboy, N. J. — Coitlinucd.

Oil-house, Brick, L. V. R. R.,» S3-S5
Oil-mixing House, L. V. R. R.,* 104-110
Oil-storage and Car-inspector's House, Frame,

L. V. R. R.,*S7
Sand-house, L. V. R. R.,* 76
Philadelphia, Pa.:

Coaling Station, Port Richmond, P. & R. R. R., 165
Depot, Terminal Passenger, Broad St., P. R. R.,*
3S1-386
Terminal Passenger, P. & R. Terminal R. R.,

436-446
Terminal Passenger, Proposed Extension,
Broad St., P. R. R.,* 446
Philadelphia & Reading Railroad :

Ash-conveyor, Port Richmond, Philadelphia, Pa., 59
Coaling Station, Port Richmond, Philadelphia, Pa.,

165
Depot, Combination,* 256, 257

Frame Flag, Tabor, Pa.,* 268, 269
Terminal Passenger, Atlantic City, N. J., 387
Terminal Passenger, Philadelphia, Pa.,* 436-
446
Engine-house Design,* 1S9
Platform, Low, Flag-depot, 239
Plaiforn; Shed,* 242

Atlantic City, N. J.,* 242
Sand-house, Cressona, Pa.,* 78

Design,* 76
Section Tool-house,* 10, 11
Signal Tower, Octagonal,* 40

Square, 40
Watchman's Shanty,* 3
Water-tank, Square,* 119
Philadelphia, Germantown & Chestnut Hill Railroad :
Depot, Passenger,* 325-328

Passenger, Allen Lane, Pa.,* 296, 297
Passenger, Chelton Avenue, Pa.,* 325-328
Passenger, Chestnut Hill, Pa.,* 325-328
Passenger, Queen's Lane, Pa.,* 325-328
Passenger, Wissahickon, Pa.,* 325-328
Philadelphia, Wilmington & Baltimore Railroad :

Coaling Station, Overhead, Gray's Ferry, 155, 156
Depot, Frame Flag, Magnolia, Del.,* 274, 275
Frame Flag, Principio, Md., 273
Passenger, Newark, Del, 317
Shelter, 244
Signal Station, 40
Phillipsburg, N. J.:

Ice-house, 1600-ton, 70
Picton, N. J.:

Depot, Passenger, L. V. R. R.,* 294
Pine Creek & Buffalo Railway :

Depot, Combination,* 250, 251
Pittsburg, Pa. :

Passenger Train-shed, B. O. R. R., 421
Pittsburg & Lake Erie Railroad ;

Depot, Passenger, Newcastle, Pa., 307
Pittsburg, Cincinnati & St. Louis Railway :

Depot, Terminal Passenger, Cincinnati, O., 391, 392

Sand-house, Columbus, O., 77

Travelling Crane for coaling Engines, Columbus,

O., 143-115

Platforms :

B., C. R. & N. Ry., Low, Combination Depots,

240
C. S. Ry., High, Combination Depots, 240
General Remarks, 235-239
K. C. & E. R. R., Combined High and Low,

Combination Depots, 240
L. V. R. R., High, Terminal Freight-house, Jersey
City, N. J., 240
Low, Pottsville Branch, 239
M. & N. R. R., High, Local Freight-house,
240
Low, 239
N. Y., L. E. & W. R. R., High, Terminal Freight-
house, Weehawken, N. J., 240
N. Y., P. & O. R. R., Standard, 240, 241
N. P. R. R., High, Local Freight-house, 240
Low, 239
Passenger, 241
P. & R. R. R., Low, Flag-depot, 239
P. L. W. of P., Sw. S., High, Local Freight Depots,
240
Low, Local Passenger Depots and Combination
Depots, 240
P. R. R., Low, Flag-depot with Dwelling,

239
S., F. & W, Ry., High, Combination Depot, Hil-
liard, Ga. , 240
High, Freight-house, Gainesville, Fla., 240
U. P. Ry., Low, Combination Depots, 240
W. S. R. R., Standard,* 241

W. , St. L. & P. Ry., Low, Combination Depots,
239, 240
Platform Sheds :

General Remarks, 235-239

Kansas City, Mo., Union Depot,* 243

L. V. R. R., for Passenger Depot, Allentown, Pa.,*

242
N. Y., N. H. & H. R. R., Passenger Depot, Rye,

N. Y.,* 242, 243
P. & R. R. R.,* 242

Atlantic City, N. J.,* 242
P. R. R., and Shelter for Passenger Stations,* 241,
242
Port Huron, Mich.:

Depot, Passenger, P. H.& N. Ry., 336
Port Huron & Northwestern Railway, 263:
Depot, Combination, 263

Passenger, Port Huron, Mich., 336
Portland, Me. ;

Depot, Union Passenger, 365, 366
Port Richmond, Philadelphia, Pa :
Ash-conveyor, P. & R. R. R., 59
Coaling Station, P. & R. R. R., 165
Pottsville, Pa.:

Depot, Passenger, P. R R.,* 294-296

Specifications for Local Passenger, P. R. R.,

447-454
Pottsville Branch, Lehigh V'alk-y Railroad:

Depot, Frame Flag,* 266, 267

Platform, Low, 239
Piincipio, Md. :

Depot, Frame Flag, P., B. & \V. R. R., 273

IXDEX.

497

Protection-sheds for Mountain-slides :

General Remarks, 33, 34

O. & C. R. R.,* 38
Providence, Pa.;

Depot, Combination, N. Y.. O. & W. R. R.,* 26'
262
Providence, R. I.:

Depot, Proposed Union Passenger, 366
Pueblo, Col.:

Depot, Union Passenger, 375, 376

Queen's Lane, Pa.:

Depot, Passenger, P., G. & C. H. R. R.,* 325-32S

Rahway, N. J.:

Depot, Passenger, P. R. R., 318
Rail-chair:

S., F. & W. R. R.,* 58
Reading-rooms for Employes:

C, B. & N. R. R., 32

East Buffalo, N. Y., Railroad Branch Building,
Y. M. C. A.,* 31

General Remarks, 28

N. Y. C. & H. R. R, R., Railroad Branch Building,
Y. M. C. A., New York, N. Y., 32
Railroad Men's Club, New York, N. Y., 32

U. P. Ry.,*30, 31
Reed City, Mich.:

Depot, Junction Passenger,* 329
Richmond, Va. :

Depot, Terminal Passenger, A. C. L., 366-368

Engine-house, R. & A. R. R., 1S7, 1S8

Freight-house, Terminal, R. & A. R. R.,* 224

Sand-house, R. tS: A. R. R.,* 74, 75
Richmond & .■\llegh-iny Railroad ;

Car-sheds, Temporary,* 48

Coal-chutes, Scottsville, Va.,* 150

Depot. Combination, Class "A,"* 251
Combination, Class " B,"* 251, 252
Passenger, Single-story,* 288, 28g
Passenger, Two-story,* 28g

Engine-house, Richmond, Va. , 187, 188

Freight-house, Terminal, Richmond, Va.,* 224

Sand-house, Richmond, Va.,* 74. 75

Signal-tower on Depot Building,* 42

Watchman's Shanty, Octagonal,* 2, 3
Square,* 2
Richmond & Danville Railroad :

Depot, Passenger, Charlotte, N. C, 315
Roanoke, Va. :

Engine-house, N. & W. R. R.,* 183, 184
Rochester, N. Y. :

Depot, Passenger, N. Y., L. E. & W, R R., 389, 390
Rockford, 111.:

Depot, Passenger, C, M. & N. Ry., 317
Rye, N.Y.:

Depot, Passenger, N. Y., N. W. & H. R. R.,* 305

Platform Shed, Passenger Depot, N. Y., N. H. &
H. R. R.,* 242, 243

Sand-houses :

A., T. & S. F. R. R.,* 75

C, B. & Q. R. R., Burlington, III , 76, 77

General Remarks, 71-74

Sand-houses. — Continued.

L. V. R. R., Design,* 77, 78
Design for, 79
Perth Amboy, N. J.,* 76
Weatherly, Pa., 79
P. & R. R. R., Crcssona, Pa.,* 78

Design,* 7O
P., C. & St. L. Ry., Columbus, O., 77
P. R. R., Sand-drier, Connemaugh, Pa., 78, 79

Washington, D. C.,* 79, 80
R. & A. R. R., Richmond, Va.,* 74, 75
Sand-drier. .SVt' Sand-houses.
Savannah, Florida & Western Railway :
Charleston & Savannah Railroad, q.v.
Depot, Combination, Hilliard, Ga.,* 256
Depots, Standard Combination,* 258, 259
Engine-house, Way Cross, Ga.,* 194, 195
Freight-house, Gainesville, Fla.,* 220

Terminal, Jacksonville, Fla.,* 220
Platform, High, Combination Depot, Hilliard, Ga.,
240
High, Freight-house, Gainesville, Fla., 240
Rail-chair,* 58
Section House,* 20, 21
Warehouse, Standard Guano,* 234
Water-tank, Standard, 15 ft. X 16 ft., Circular,*
122, 123
Sayre, Pa.:

Ice-house, 1500-ton, L. V. R. R.,* 66, 67
Science Hill, Ky. :

Depot, Passenger, C, N. O. & T. P. Ry., 333,
334
Scottsville, Va. :

Coal-chutes, R. & A. R. R..* 150
Section Houses :

A., T. & S. F. R. R.,* 18

C. & O. Ry., Three-room,* 16, 17

C. N. O. & T. P. R. R., Two-room, 15, 16

Design by W. B. Parsons, Jr.,* 21

E. T., V. & G. R. R., Three-room,* 16

Two-room,* 15
G., C. & S. F. R. R., Standard,* 21, 22
General Remarks, 14, 15
L. & N. R. R., Two-story,* 21
M. & B. R. R., Standard, 22
N. O. cS: N. R. R., Three-room,* 17
N. P. R. R., Two-story,* 19, 20

White Men's,* 18
S.. F. & W. Ry.,* 20, 21
Section Tool houses :

A., T. & S. F. R. R., Standard, 10

C. S. Ry., Standard Hand-car and Tool-house,*

9, 10
Design by W. B. Parsons, Jr., 13
General Remarks, 6, 7
L. V. R. R.,* 12, 13
M. & B. R. R., 13
N. P. R. R.,* II, 12

Double Hand-car House, 12
Single Hand-car House,* 12
P. k R. R. R., Standard,* 10, 11
P. R. K., Standard,* 7-9
U. P. Ry., Standard,* 9

498

INDEX.

Sewickley, Pa.:

Depot, Passenger, P. R. R.,* 32S, 329
Seymour, Ind. :

Depot, Passenger, O. & M. Ry., 318
Sheds :

Car, 46-50. Sec Car-sheds.
Snow, 33-38. See Snowsheds.
Platform, 235-245. See Platform-sheds.
Protection, for Mountain-slides, 33-3S. See Protec-
tion-sheds for Mountain-slides.
Shelters :

General Remarks, 235-239

N. & W. R. R.,* 244

N.Y. C. & H. R. R., and Overhead Foot-bridge,

Bedford Park, N. Y.,* 245
P. R. R., for Horses and Carriages, Germantown
Junction, Pa.,* 244
Platform Shed and, for Passenger Stations,*
241, 242
P., W. & B. R. R., 244
Sheridan Park, III. ;

Depot, Passenger, C, M. & St. P. R. R., 336
Signal Towers :

A., T. & S. F. R. R., One-legged, Chicago, 111.,*

44
C. R. R. of N. J., Jersey City, N. J.,* 45
General Remarks, 39, 40
L. V. R. R., Elevated Gate-huuse, Whitehaven, Pa.,*

41. 42
Hillsboro, N. J.,* 42, 43
Jersey City, N. J.,* 43, 44
Jutland, N. J.,* 42
N. Y. C. & H. R. R. R., and Bridge, 45
P. & R. R. R., Octagonal,* 40

Square, 40
P. R. R., Standard,* 42

Two-legged, Newark, N. J.,* 44
P., W. & B. R. R., Signal Slation, 40
R. & A. R. R., On Depot Building,* 42
Sleeping Quarters for Employes :
General Remarks, 28

L. V. R. R. Bunk-house, Jersey City, N J.,* 29
Bunk-house, Perth Amboy, N. J.,* 2g, 30
Snow-sheds :

C. P. R. R., on Level Ground,* 34, 35

Over Cuts or on Side Hills,* 37, 38
C. P. Ry.,* 36, 37
General Remarks, 33, 34
N. P. R. R., on Level Ground,* 35
Over Cuts or on Side Hills,* 36
Somerset, Ky.:

Depot, Passenger, C, N. O. & T. P. Ry.,* 332, 333
Somerville, N. J.:

Depot, Passenger, C. R. R. of N. J.,* 29S, 299
South Bethlehem, Pa.:

Chemical Laboratory, L. V. R. R., no
Ice-house, 150-ton, L. V. R. R., 65
South Easton, Pa. :

Coaling Platform, L. V. R. R,. 146
South Framingham, Mass. :

Depot. Passenger, B. & A. R R., 324, 325
South Park, 111.:

Depot, Passenger, I. C. R. R., 315

South Park, Minn. :

Depot, Passenger, M. & N. R. R.,* 297, 298
Southport, N. Y.:

Coal-chutes, N. Y., L. E. & VV. R. R., 149
Specifications :

A. G. S. R. R., Local Passenger Depot, Fort Payne,

Ala., ^(55-465
C. S. Ry., General, for Buildings, Cattle Guards,
Fencing, Road Crossings, Telegraph Lines, Turn-
tables, and Water Stations. 470-477
N. P. R. R., General, Construction Work, 477-4S4
P. L. W. of P., Sw. S., Combination Depots, Class
" A " and " B," 465-467
Local Passenger Depot, Class "F," 467-469
P. R. R.. Engine House, Mt. Pleasant Junction,
Jersey City, N. J., 452-455
Local Passenger Depot, Pottsville, Pa., 447-452
Spokane & Idaho Railroad :

Depot, Combination, Coeur d'Alene, Wash., 25S
Spokane & Palouse Railway. See Northern Pacific Rail-
road.
Spokane Falls, Wash. :

Depot, Passenger, N. P. R. R.,* 2S9, 290
Springfield, Mass. :

Depot, Union Passenger,* 359-363
Stillwater. Minn.:

Depot, Union Passenger, 372
St. Joseph, Mo.:

Depot, Union Passenger, 375
St. Louis, Mo. :

Depot, Union Passenger,* 402-40S

Union Passenger, Second Prize Design,* 405, 409
Freight-house, Terminal, St. L., K. &N. R. R., 224,
225
St. Louis, Iron Mountain & Southern Railway :

Coaling Platform,* 147
St. Louis, Keokuk & Northwestern Railroad :

Freight-house, Terminal, St. Louis, Mo., 224, 225
Stoughton, Mass.:

Depot, Terminal Passenger, B. & P. R. R., 3S7, 3S8
St. Paul, Minn.:

Depot, Frame Flag, M. & N. R. R.,* 266
Train-shed of Union Passenger.* 427-431
Union Passenger,* 427
St. Paul Park Station :

Depot, Passenger, C, B. & N. R. R., 311
Susquehanna, Pa.:

Coal-chutes, N. Y., L. E. & W. R. R., 151
Oil-mixing House, N. Y., L. E. & W. R. R.,* 100, loi

Tabor, Pa.:

Depot. Frame Flag, P. & R. R. R.,* 26S, 269
Tamaqua, Pa.:

Depol, Passenger, C. R. of N. J.,* 292
Terminal Passenger Depots ;

A. C. L., Richmond, Va., 366-368
Atchison, Kan., Union, 372, 373
Atlantic City, N. J., P. & R. R. R., 3S7
Baltimore, Md., P. R. R.,* 377-379

B. & O. R. R , Passenger Train-shed, Pittsburg,
Pa., 421

B. & P. R. R , Boston. Mass., 3S8
Stoughton. Mass., 3S7, 38S

INDEX.

499

Terminal Passenger Depots. — Continued.
Biimingham, Ala., Union, 36S
Boston, Mass.. B. & P. R. R., 3SS

Ferry Passenger Terminus, B., R. B. & L. R. R.,
421

N. Y. & N. E. R. R., 387
B., R. B. & L. R. R., Ferry Passenger Terminus,

Boston, Mass.. 421
Buffalo, N. Y., Proposed Union, 3SS, 3S9
C. &N. R. R., Union, Cheyenne, Wyo., 376, 377
C. & Nw. R. R.. Chicago, 111.,* 399, 400

Milwaukee, Wis., 371
C. & O. Ry., Cincinnati, O., 392
C. & W. I. R. R., Chicago, 111., 401
C. E. T. Ry., Proposed, Chicago, 111.,* 424-427
Chicago, 111., Union, Canal Street, 368-371

Union, Van Buren Street, 401
Cincinnati, O.. Union, 390, 391
C, M. & St. P. Ry., Milwaukee, Wis., 371, ,372
C. P. R. R., Oakland, Cal., 424
C. P. Ry., Montreal, Can.,* 393
C. R. R. of N. J., Jersey City, N. J.,* 431-436

C. R. R., Union, Concord, N. H.,* 364, 365
Denver, Col., Union, 375, 376

Design, Second-prize, Union, St. Louis, Mo.,* 408, 409
Detroit, Mich., Union, Fort Street,* 395

D. P. R. R., Union, Cheyenne, Wyo., 376, 377
Ferry Passenger Terminus, Boston, Mass., Boston,

R. B. & L. R. R., 421

New York, N. Y., W. S. R. R , 421
General Remarks, 338-358
Hartford, Conn., Union, 35S, 339
I. C. R. R., Proposed, Chicjgo, 111., *422-424

Proposed Train-shed, New Orleans, La.,* 422
Indianapolis, Ind., Union,* 376
Kansas City, Mo., Union,* 373, 374
L. & N. R. R., Louisville, Ky.,* 390
Leavenworth, Kan., Union, 375
M. C. R. R., Detroit, Mich., 393-395
N. Y. & N. E. R. R., Boston, Mass., 3S7
N. Y. C. & H. R. R. R., Forty-second Street, New

York, N. Y.,*43i
N. Y., L. E. & W. R. R., Jersey City, N. J.,* 409

Rochester, N. Y., 3S9, 390
N. Y., N. H. & H. R. R , Train-shed, New Haven,

Conn.,* 377
Ogden, Utah, Union, 376
Omaha, Neb., Union, 424
P. & R. R. R., Atlantic City, N. J., 387

Terminal Railroad, Philadelphia, Pa ,* 436-446
P., C. & St. L. Ry., Cincinnati, O., 391, 392
Portland, Me., Union, 365, 366
Providence, R. I., Proposed Union, 366
P. R. R., Broad Street, Philadelphia,* 381-386

Charles Street, Baltimore, Md.,* 377-379

Harrisburg, Pa.,* 377

New, Jersey City, N. J.,* 412-421

Old, Jersey City, N. J., 409-412

Proposed Extension of, Broad Street, Philadel-
phia, Pa.,* 446

Washington, D. C.,* 379-3S1

West Philadelphia, Pa., 381
Pueblo, Col., Union, 375, 376

Terminal Passenger Depots. — Continued.
St. Joseph, Mo., Union, 375

Union,* 402-40S
St. Louis, Mo., Union,* 402-408

Union, Second-prize Design,* 408, 409
St. Paul, Minn., Train-shed of Union,* 427-431

Union,* 427
Springfield, Mass., Union,* 359-363
Stillwater, Minn., Union, 372

Train shed, Passenger, New Haven, Conn., N. Y.,
N. H. & H. R. R.,*377

Passenger, Pittsburg, Pa., B. & O. R. R.,421
Proposed, New Orleans, La., I. C. R. R.,*

422-424
Union Passenger Depot, St. Paul. Minn.,* 427
U. P. Ry., Union, Cheyenne, Wyo., 376, 377
W. C. Ry., Chicago, III, 395-399
W. S. R. R., Ferry Passenger Terminus, New York,

N. Y.,*42i
Worcester, Mass., Union, 363, 364
Terrace Park Station, Buffalo, N. Y.:

Depot, Passenger, N. Y. C. & H. R. R. R., 320
Towanda, Pa. ;

Engine-house, L. V. R. R.,* 197
Towers :

Signal, 39-45. See Signal Towers.
Train-sheds :

B. & O. R. R., Passenger, Pittsburg, Pa., 421

I. C. R. R., Proposed, New Orleans, La.,* 422

N. Y., N. H. & H. R. R., Passenger, New Haven,

Conn.,* 377
St. Paul, Minn., Union Passenger Depot,* 427
Terminal Passenger Depots, q.v.

Union Elevated Railroad :

Coaling Station, East New York, Brooklyn, N. Y.,*
164. 165
Union Pacific Railway :

Depot, Combination,* 260

Union Passenger, Cheyenne, Wyo., 376, 377

Dwelling-house,* 26, 27

Oil-house, Denver, Col., 86, 87

Platform, Low, Combination Depots, 240

Reading-room,* 30, 31

Section Tool-house, Standaid,* 9

Water-tank, Standard, 16 ft. X 24 ft.. Circular,* 129
Utica, N. Y. ;

Depot, Passenger, D. & H. C. Co., 317

Velasco, Tex.;

Coaling Station,* 165

Waban, Mass.:

Depot, Flag, B. & A. R. R., 277
Wabash, St. Louis & Pacific Railway :

Coal-chute, Standard,* 152

Coal-chutes, Black Diamond Mine,* 153

Depot, Combination,* 255, 256

Platform, Low, Combination Depots, 239, 240

Water-tank, Standard, 16 ft. X 24 ft., Circular, iig,
120
Walkerville, Ont.:

Depot. Passenger, 322

500

JNDEX.

Wallula, Wash.;

Car-shed, Frame, N. P. R. R.,*4S, 49
Washington, D. C:

Depot, Terminal Passenger, P. R. R.,* 379-381
Oil-house, Brick, P. R. R.,* 88, 89
Sand-house, P. R. R.,* 79, 80
Watchman's Shanties :
A. V. R. R., 3

Design, by W. B. Parsons, Jr., 5
General Remarks, I, 2
L. V. R. R.,*4
N. & VV. R. R.,* 5
P. & R. R. R.,* 3

P. R. R., N. Y. D., of Limited Width,* 4
P. R. R., Standard, 5
R. & A. R. R., Octagonal,* 2, 3
Square,* 2
Water Stations :

A., T. & S. F. R. R., Standard, 16 ft. X 24 ft.. Cir-
cular Water-tank, 124
C. S. Ry., Standard, 16 ft. X 24 ft., Circular Water-
tank, 120
C, St. P. cS: K. C. Ry., Standard, 16 ft. X 24 ft..

Circular Water-tank,* 123
Design, General, of a Circular Water-tank,* 118, 119
General Remarks, 113-118

L. V. R. R.. Standard, 16 ft. X 20 ft., Circular
Water-tank,* 126, 127
Standard, 16 ft. X 30 ft., Circular Water-tank,*
127-129
N. P. R. R., High Water-tank,* 125, 126

Standard, 16 ft. X 16 ft.. Circular Water-tank,

124
Standard, 16 ft. X 24 ft., Circular Water-tank,
124, 125
P. & R. R. R.. Square Water-tank,* 119
P. R. R., Feed Water-trough, 129

Standard, 14 ft. X 18 ft.. Circular Water-tank,

122
Standard, 14 ft. X 22 ft.. Circular Water-tank,*
120-122
S., F. & W. Ry., Standard, 15 ft. X 16 ft.. Circular

Water-tank,* 122, 123
U. P. Ry., Standard, 16 ft. X 24 ft., Circular Water-
tank, I2g
W., St. L. & P. Ry., Standard, 16 ft. X 24 ft.. Cir-
cular Water-tank, 119, 120
Water-tanks. See Water Stations.
Water-trough :

Feed, Pennsylvania Railroad, 129
Waverly, N. Y.:

Coal-chutes, New, N. Y., L. E. & W. R. R., 150
Old, N. Y., L. E. & W. R. R., 151
Waycross, Ga. :

Engine-house, S., F. & W. Ry.,* 194, 195
Wayne Station, Pa.:

Depot, Frame Flag, P. R. R.,* 267

Weatherly, Pa. :

Sand-house, L. V. R. R., 79
Weehawken, N. J.:

Freight-pier Shed, Terminal, W. S. R. R., 231,
232
Terminal, N. Y., L. E. & W. R. R.,* 232
Terminal, Pier B, N. Y., L. E. & W. R. R.,
232

Platform, High, Terininal Freight-house, N. Y.,
L. E. & W. R. R., 240
Wellesley Hills, Mass.:

Depot, Flag, B. & A. R. R., 277
West Philadelphia, Pa.:

Coaling Platform, P. R. R., 148

Depot, Terminal Passenger, P. R. R., 381

Engine-house, Shops, P. R. R., 175-177
31st Street, P. R. R.,* 177-180

Oil-house, Brick, P. R. R., 85, 86
West Shore Railroad :

City- Freight-pier Shed, Terminal, New York, N.Y.,*
233, 234

Depot, Frame Flag, 269, 270
Passenger, 320

Ferry Passenger Terminus, New York. N. Y.,*42i

Freight-pier Shed, Terminal, Weehawken, N. J.,
231, 232

PlatforiTis, Standard,* 241
Whitehaven, Pa.:

Elevated Gate-house, L. V. R. R.,* 41, 42
Wichita, Kan.:

Depot, Passenger, A., T. & S. F. R. R.,*33i
Williamsburg, Va. :

Depot, Combination, and Office Building, C. & O.
Ry ,* 257
Wilkesbarre, Pa. :

Coal-chutes. L, V. R. R.,* 153

Depot, Passenger, L. V. R. R.,* 300, 301

Engine-house, L. V. R. R.,* 196, 197
Wilmerding, Pa.;

Employes' Homes of Westinghouse Air-brake Co. ,27
Windsor Park, 111.;

Depot, Passenger,* 337
Wisconsin Central Railway :

Depot, Terminal Passenger, Chicago, 111., 395-399

Derrick Coal-shed,* 141, 142

Engine-house, Ashland, Wis.,* 195, 196
Wissahickon, Pa.:

Depot, Passenger, P., G. & C. H. R. R.,* 325-328
Woodland, Mass,:

Depot, Flag, B. & A. R. R., 277
Worcester, Mass.:

Depot, Union Passenger, 363, 364

Yards :

Car-cleaning, 46-50. See Car-cleaning Yards.
Yonkers, N. Y.:

Depot, Passenger, N. Y. & N. R. R.,*3I4, 315

Internet Archive Audio

Featured

Top

Images

Featured

Top

Software

Featured

Top

Books

Featured

Top

Video

Featured

Top

Mobile Apps

Browser Extensions

Archive-It Subscription

Save Page Now

Full text of "Buildings and structures of American railroads. A reference book for railroad managers, superintendents, master mechanics, engineers, architects, and students"

See other formats